KR101762733B1

KR101762733B1 - shock absorber apparatus for coupling of railway vehicle

Info

Publication number: KR101762733B1
Application number: KR1020150181184A
Authority: KR
Inventors: 권태수; 정현승; 김진성
Original assignee: 한국철도기술연구원
Priority date: 2015-12-17
Filing date: 2015-12-17
Publication date: 2017-07-31
Also published as: KR20170073008A

Abstract

The present invention relates to a shock absorber for a railway vehicle coupler, and more particularly, to a shock absorber for a railway vehicle coupler which further includes an additional shock absorber in addition to a buffer portion for buffering an impact generated when a railway vehicle is connected, The present invention relates to a shock absorber for a railway vehicle linkage which can stably prevent a railway vehicle from being damaged.
According to an aspect of the present invention, there is provided a shock absorber for a railway vehicle connecting device including a head portion and a shank portion, the shock absorber comprising: a first connecting member provided at an end of the head portion; And a deformation protector for connecting the second linking member and the opposite end of the first linking member and the second linking member.

Description

[0001] The present invention relates to a shock absorber apparatus for a railway vehicle,

The present invention relates to a shock absorber for a railway vehicle coupler, and more particularly, to a shock absorber for a railway vehicle coupler which further includes an additional shock absorber in addition to a buffer portion for buffering an impact generated when a railway vehicle is connected, The present invention relates to a shock absorber for a railway vehicle linkage which can stably prevent a railway vehicle from being damaged.

Generally, a plurality of railway cars are connected to each other by trains. For this purpose, the front and rear portions of the railway car are provided with connectors for connecting the railway cars to each other.

This connector is installed in the center room of the underframe to support the load of the railway car, the passenger and the cargo. When the connecting machine of the railway car collides with each other, As shown in Fig.

1 and 2, the conventional shock absorber for a railway vehicle connector is provided with a buffer (not shown) which is provided at an end of a connector CT and connects the center chamber CS of the underframe UF with the connector CT. And a plurality of fixed rivets 20 for fixing the buffer unit 10 to the center chamber CS.

The buffer unit 10 includes a buffer 11 such as a multi-plate type rubber buffer and a bracket 12. The buffer 11 absorbs impact transmitted through the connector CT.

However, since the buffer unit 10 is firmly fixed to the center chamber CS via the plurality of fixed rivets 20, the capacity of the buffer unit 10 can be reduced. The impact that has not been absorbed by the buffer unit 10 is transmitted to the center chamber CS through the plurality of fixed rivets 20 and the center chamber CS and the buffer unit 10 are damaged .

Accordingly, when the railway vehicle is strongly collided, not only the connector CT and the shock absorber but also the center chamber CS and the underframe UF are damaged. The underframe UF and the center chamber CS of the railway vehicle There is a disadvantage that it is difficult to repair, and the repairing cost and the period of time are large.

In addition, since the shock can not be stably absorbed, the amount of impact applied to passengers and cargoes in the passenger compartment also increases, and the railway vehicle is derailed due to the phenomenon of the railway vehicle being heard by the strong impact between the railway cars, There is a problem that the risk of injury or damage to the cargo due to derailment of such a railway vehicle is high.

Korean Patent No. 10-1135045 Korean Registered Utility Model No. 20-0149433

SUMMARY OF THE INVENTION The present invention has been conceived in order to solve the above-mentioned problems, and it is an object of the present invention to provide a connecting device for connecting a railway vehicle to a center room formed in an underframe of a railway car, A buffer unit for absorbing an impact generated when a railway vehicle is connected is formed. In addition, a shock absorber is provided in the shank unit to eliminate an excessive shock that can not be eliminated by the buffer unit when the railway vehicle is connected, And it is an object of the present invention to provide a shock absorber for a railway vehicle connector that can prevent a vehicle from being damaged.

Another object of the present invention is to provide a shock absorber provided in a connecting portion, comprising a first connecting member provided at an end of a head portion, a second connecting member having a first connecting member slidable inward, A deflection protector for connecting and fixing the end of the first connection member and a buffer tube provided on the outer side of the first connection member so that the deforming protector is cut when an impact that can not be solved by the buffer unit is applied, And the impact is relieved in the process of expanding the buffer tube by the pressure bulge formed at the front end of the second connecting member. When an impact that can be removed from the buffer unit is applied, A railway vehicle connector capable of stably preventing breakage of a railway car by operating when a strong shock that can not be solved by the buffer part is applied, To provide a suspension.

SUMMARY OF THE INVENTION [0006]

A shock absorber for a railway vehicle connector comprising a head portion and a shank portion, the shock absorber comprising: a first connecting member provided at an end of the head portion; a second connecting member provided at the other shank portion of the first connecting member; And a deformation protector connecting the member and the opposite end of the second linking member.

Here, a buffer tube is provided on the outer side of the first connection member so as to be installed at the head portion, and a pressure collapse portion contacting the end of the buffer tube is formed at the end of the second connection member, When the sliding member is slid to the inside of the two connecting members, the buffer tube is expanded by the pressurized portion to buffer the shock.

In addition, an expansion portion is formed at an end of the buffer pipe to insert the front end of the compression unit.

The deformation protector includes a body into which the first connection member is inserted, a first step portion formed at one end of the body and connected to an end of the first connection member, and a second end portion formed at the other end of the body, And a second step portion connected to an end of the connecting member.

And a cutting groove formed along an outer circumferential surface of the body.

Further, the body may be formed with cutting holes at regular intervals along the outer circumferential surface.

At this time, a seating groove into which the second step unit is inserted is formed at an end of the compression unit.

Meanwhile, a cover member is further provided on the outer side of the buffer tube and the second connection member.

According to the present invention having the above-described structure, the connector for connecting the railway car, which is composed of the head portion and the shank portion, is installed in a center chamber formed in the underframe of the railway car, A shock absorber is additionally provided in the shank portion so that the shock absorber can be prevented from being damaged by overcoming an excessive shock that can not be eliminated by the buffer portion when the railway vehicle is connected, .

According to another aspect of the present invention, there is provided a shock absorber provided in a connecting portion, comprising: a first connecting member provided at an end of a head portion; a second connecting member having a first connecting member slidable inward; A deflection protector for fixing the connection and a buffer tube provided on the outer side of the first connection member so that the deflection protector is cut when an impact which can not be solved by the buffer part is applied, The impact is relieved in the process of expanding the buffer tube by the pressure bulge formed at the front end of the second connecting member so that the shock absorber does not operate when an impact that can be removed from the buffer unit is applied, It is possible to stably prevent breakage of the railway vehicle by operating when a strong impact which can not be solved by the buffer part is applied.

1 is a plan view of a conventional railway vehicle connector.
2 is a side view of a conventional railway vehicle connector.
3 is a conceptual diagram of a connector having a shock absorber for a railway vehicle connector according to the present invention.
4 is a conceptual diagram of a shock absorber for a railway vehicle connector according to the present invention.
FIG. 5 is a state diagram illustrating a shock absorber for a shock absorber for a railway vehicle connector according to the present invention.
6 is a perspective view of a deflection protector of a shock absorber for a railway vehicle connector according to the present invention.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. The same reference numerals are used for the same constituent elements in the drawings and redundant explanations for the same constituent elements are omitted. It is to be understood that the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein.

FIG. 3 is a conceptual view of a connector having a shock absorber for a railway vehicle connector according to the present invention, FIG. 4 is a conceptual view of a shock absorber for a railway vehicle connector according to the present invention, FIG. 6 is a perspective view of a deflection protector of a shock absorber for a railway vehicle connector according to the present invention. FIG.

As shown in FIG. 3, a connector 200 provided in a railway vehicle is composed of a head portion 210 and a shank portion 220 to connect the railway cars to each other. An impact is generated at the time of an accident such as a connection of a railway car, a collision, a collision, etc. The shock generated at the connection is eliminated in the buffer part 140 provided in the center room 110 of the underframe 100 of the railway car .

The center chamber 110 formed in the underframe 100 is provided with a reinforcing plate 120 and the reinforcing plate 120 is provided with a bracket 130 and a buffer unit 140.

At this time, the connector 200 is provided on the entire buffer 140 so that the shock generated when the connection is made is removed from the buffer unit 140, and the impact between the buffer unit 140 and the connector 200 The joint part 150 is provided to easily travel the curve section when the connector 200 is stably folded and connected.

Of course, the joint 150 may be positioned between the rear end of the shank portion 220 and the buffer portion 140, or may be positioned between the head portion 210 and the shank portion 220 according to the railway vehicle.

However, if a shock is applied to the railway vehicle that is greater than the impact that can be resolved by the buffer unit 140, the impact of the bridge 200, the railway car 110 and the underframe 100 The shock absorber 300 is provided in addition to the shank portion 220 constituting the connector 200 as shown in FIG. 3, so that an impact which can not be eliminated from the buffer portion 140 So that the railway vehicle is prevented from being damaged.

4, the shock absorber 300 provided at the shank portion 220 of the connector 200 includes a first connection member 310 installed at an end of the head portion 210, The first connection member 310 includes a second connection member 320 slidable inward and a deflection protector 340 connecting the ends of the first connection member 310 and the second connection member 320 .

At this time, the deforming protector 340 is set to be cut when a force which can not be eliminated from the buffer unit 140 is applied as described above, and a certain part of the deforming protector 340 is removed from the buffer unit 140, The deflection protector 340 is cut off and the buffer device 300 is operated to remove a certain portion.

A buffer pipe 330 is provided outside the first connection member 310. One end of the buffer pipe 330 is provided at an end of the head unit 210 and the other end of the buffer pipe 330 is connected to the second connection And contacts the end of the member (320).

The compression member 322 is formed in a wedge shape, and the buffer pipe 330 is formed in the shape of a wedge, At the end contacting with the second connecting member 320, a tapered expanded portion 332 is formed to cover the inclined portion of the pressing portion 322.

Therefore, when a strong impact that can not be solved by the buffer unit 140 is applied, the deformation protector 340 is cut as described above, and as a result, as shown in FIG. 5, 310 are slid to the inside of the second linking member 320 and move.

At this time, the buffer pipe 330 also moves backward to press the second connection member 320. The wedge-shaped inclined portion of the pressing portion 322 of the second connection member 320 and the inclined portion of the buffer pipe 330 The bending tube 330 is expanded by the bending portion 332 of the bending portion 332 to absorb the impact energy while causing plastic deformation.

Therefore, the shock that can not be eliminated by the buffer unit 140 is completely eliminated, and thus it is possible to stably prevent the railway vehicle from being damaged.

The amount of the impact energy that can be eliminated by expanding the buffer pipe 330 can be adjusted by changing the material and the thickness of the buffer pipe 330 so that the buffer pipe 330 can be appropriately adjusted according to the situation of the railroad vehicle. Can be installed.

It is a matter of course that the deforming protector 340 is not cut when the impact applied at the time of connection is such that the buffer unit 140 can eliminate the impact.

The shock absorber 300 may be directly connected to the head unit 210 or may be coupled to the head unit 210 by using a separate connecting member 215 to break the shock absorber 300 So that it can be easily replaced.

The deformation protector 340 connecting the first and second connection members 310 and 320 includes a body 341 into which the first connection member 310 is inserted, A first end protrusion 342 formed at one end of the body 341 and connected to an end of the first connection member 310 and a second end protrusion 342 formed at the other end of the body 341, And a second step portion 344 connected to the end portion.

A cut groove 346 is formed in the body 341 along the outer circumferential surface of the body 341. The cut groove 346 formed in the body 341 may be cut off by an external impact due to a decrease in strength and tensile force, do.

At this time, the strength of the impact that can be sustained by the cutting grooves 346 can be adjusted by adjusting the depth of the cutting grooves 346, so that the strength of the impact can be properly adjusted according to the railroad car.

The body 341 is formed with cutting holes 348 along the outer circumferential surface at regular intervals. The size of the cutting holes 348 may be adjusted so that the portion where the cutting holes 348 are formed can endure an impact So that it can be adjusted appropriately according to the railroad vehicle.

The cutting groove 346 and the cutting hole 348 may be formed on the body 341 at the same time as shown in FIG. 6. The cutting groove 346 and the cutting hole 348 may be formed in the body 341, Can be installed and used.

A seating groove 324 is formed at the end of the pressing part 322 formed at the end of the second connecting member 320 so that the second step part 344 is inserted and fixed.

At this time, the first and second step portions 342 and 344 are coupled to the ends of the first and second connection members 310 and 320 using a coupling member such as a bolt.

A cover member 350 is further provided on the outside of the buffer pipe 330 and the second connection member 320 to prevent foreign substances from entering the buffer device 300 from the outside.

While the present invention has been described in connection with certain exemplary embodiments, it is to be understood that the scope of the present invention is not limited to the disclosed embodiments, It will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention as defined by the appended claims.

100: underframe 110: center room
120: reinforcing plate 130: bracket
140: buffer unit 150: joint part
200: connector 210: head part
220: shank portion 300: shock absorber
310: first connecting member 320: second connecting member
330: buffer tube 340: deflection protector
350: cover member

Claims

A shock absorber for a railway vehicle connector, comprising a head portion and a shank portion,
A first connecting member provided at an end of the head portion,
A second connecting member provided on the other shank portion of the first connecting member,
And a deformation protector connecting the opposite ends of the first connection member and the second connection member,
A buffer tube is provided on the outer side of the first connection member such that one end of the buffer tube is installed on the head portion,
And a pressure collapse portion abutting the end of the buffer tube is formed at the end of the second linking member,
When the first connecting member is slid to the inside of the second connecting member, the buffer tube is expanded by the pressurizing portion to buffer the impact,
The deformation protector includes a body into which the first connection member is inserted,
A first end step formed at one end of the body and connected to an end of the first linking member,
And a second step formed at the other end of the body and connected to the end of the second linking member.

delete

The method according to claim 1,
Wherein a bendable portion is formed at an end of the bumper tube to receive a front end of the bumper.

delete

The method according to claim 1,
And a cutting groove formed along an outer circumferential surface of the body.

The method according to claim 1,
Wherein the body is formed with cutting holes at regular intervals along an outer circumferential surface thereof.

The method according to claim 1,
And a seating groove into which the second step unit is inserted is formed at an end of the compression unit.

The method according to claim 1,
And a cover member is further provided on the outside of the buffer pipe and the second connection member.