Monitoring device

Abstract

To provide a device capable of confirming maximum automatic coupling force of a coupler with a simple structure.SOLUTION: Monitoring devices (10, 10A, 10B, 10C, 10D) each includes a buffer (11) and recording means (12, 12A, 12B, 12C, 12D). The buffer (11) is supported by a vehicle body (20) so as to be relatively movable in the longitudinal direction with respect to the vehicle body (20) of a railway vehicle. The recording means (12, 12A, 12B, 12C, 12D) physically and irreversibly record the maximum displacement in the longitudinal direction of the buffer (11) with respect to the vehicle body (20).SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a monitoring device for monitoring the maximum self - coupling force acting on a coupler for railway vehicles.

Background Art

[0002] A plurality of railway vehicles constituting a train are connected to each other by a coupling device. The coupling device is provided at the front end and the rear end of each railway vehicle respectively. The coupling device includes a coupler and a buffer. The coupler is the main body of the coupling device and is connected to the couplers of other railway vehicles. The buffer is disposed between the coupler and the vehicle body of the railway vehicle and mitigates the impact force transmitted from the coupler to the vehicle body.

[0003] During the running of the train, a longitudinal load (self - coupling force) acts on the coupler of each railway vehicle. Patent Document 1 discloses a technique for measuring the self - coupling force of a coupler by a strain - gauge type load transducer. In Patent Document 1, detectors for measuring compressive force and tensile force are provided at the tip of a knuckle - type coupler. The detector for compressive force detects the amount of strain of the coupler due to the compressive force and outputs it to a strain measuring device provided inside the railway vehicle. The detector for tensile force detects the amount of strain of the coupler due to the tensile force and outputs it to a strain measuring device provided inside the railway vehicle. The strain measuring device displays or records a load value corresponding to the output of each detector.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] Incidentally, the coupler is designed based on past performance so that the maximum load-bearing capacity in the longitudinal direction is, for example, about 980 kN. When the train is running normally, the self-connection force acting on the coupler of each railway vehicle is smaller than the load-bearing capacity. On the other hand, when an unexpected event such as a collision accident occurs, for example, a self-connection force exceeding the load-bearing capacity may act on the coupler. However, after the train has run, it is not possible to confirm the maximum self-connection force that has acted on the coupler of each railway vehicle. Therefore, even a coupler for which it is presumed that no self-connection force exceeding the load-bearing capacity has acted needs to be replaced with a new coupler.

[0006] According to the technique of Patent Document 1, during the running of the train, the self-connection force of the coupler is measured in real time. However, in Patent Document 1, a detector is embedded in the tip of the coupler, and in order to connect this detector to a measuring device inside the railway vehicle, it is necessary to provide a hole for wiring in the coupler. Therefore, the technique of Patent Document 1 has a problem that the configuration of the coupler becomes complicated.

[0007] Therefore, an object of the present disclosure is to provide a device capable of confirming the maximum self-connection force of a coupler with a simple configuration.

Means for Solving the Problem

[0008] The monitoring device according to the present disclosure is a device for monitoring the maximum self-connection force acting on a coupler for a railway vehicle. The monitoring device includes a shock absorber and a recording means. The shock absorber is supported by the vehicle body so as to be relatively movable in the longitudinal direction with respect to the vehicle body of the railway vehicle. The recording means physically and irreversibly records the maximum displacement in the longitudinal direction of the shock absorber with respect to the vehicle body.

Effect of the Invention

[0009] According to the monitoring device according to the present disclosure, the maximum self-connection force of the coupler can be confirmed with a simple configuration.

Brief Description of the Drawings

[0010]

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Best Mode for Carrying Out the Invention

[0011] The monitoring device according to the embodiment is a device for monitoring the maximum self - coupling force acting on a coupler for railway vehicles. The monitoring device includes a buffer and a recording means. The buffer is supported by the vehicle body so as to be relatively movable in the front - rear direction with respect to the vehicle body of the railway vehicle. The recording means physically and irreversibly records the maximum displacement of the buffer in the front - rear direction with respect to the vehicle body (first configuration).

[0012] The relative displacement of the buffer in the front - rear direction with respect to the vehicle body has a correlation with the self - coupling force acting on the coupler. More specifically, the greater the relative displacement of the buffer in the front - rear direction with respect to the vehicle body, the greater the self - coupling force acting on the coupler. Therefore, in the monitoring device according to the first configuration, the recording means physically and irreversibly records the maximum displacement of the buffer in the front - rear direction with respect to the vehicle body. Based on the maximum displacement of the buffer recorded by the recording means, the maximum self - coupling force acting on the coupler can be obtained and confirmed. Thus, for example, after a long - term running of a train, it can be determined whether a self - coupling force exceeding the load - bearing capacity has acted on the coupler, and the necessity of replacing the coupler can be judged.

[0013] In the monitoring device according to the first configuration, in obtaining the maximum self - coupling force, it is only necessary to physically and irreversibly record the maximum displacement of the buffer. For example, there is no need to process the coupler such as providing a strain gauge on the coupler. That is, according to the monitoring device according to the first configuration, with a simple configuration that only physically and irreversibly records the maximum displacement of the buffer, the maximum self - coupling force acting on the coupler can be known.

[0014] The recording means may include a first magnet and a second magnet. The first magnet is slidably adsorbed to one of the shock absorber and the vehicle body. Further, for example, when the shock absorber moves relative to the vehicle body in the front-rear direction, the first magnet abuts against the other of the shock absorber and the vehicle body so as to slide irreversibly forward or backward on the shock absorber or the vehicle body. The second magnet is slidably adsorbed to one of the shock absorber and the vehicle body. Further, for example, when the shock absorber moves relative to the vehicle body in the front-rear direction, the second magnet abuts against the other of the shock absorber and the vehicle body so as to slide irreversibly forward or backward on the shock absorber or the vehicle body. In this case, the sliding amount of the first magnet on the shock absorber or the vehicle body corresponds to the maximum displacement on one side in the front-rear direction of the shock absorber with respect to the vehicle body. The sliding amount of the second magnet on the shock absorber or the vehicle body corresponds to the maximum displacement on the other side in the front-rear direction of the shock absorber with respect to the vehicle body (second configuration).

[0015] In the monitoring device according to the second configuration, the recording means includes a first magnet and a second magnet. The first magnet and the second magnet slide irreversibly forward or backward on the shock absorber or the vehicle body as the shock absorber moves relative to the vehicle body in the front-rear direction. The sliding amounts of these magnets correspond to the maximum displacements in the front-rear direction of the shock absorber with respect to the vehicle body. Therefore, based on the sliding amount of each magnet, the maximum self-connection force acting on the coupler can be obtained.

[0016] The first magnet and the second magnet may each be connected to the shock absorber or the vehicle body by a string (third configuration).

[0017] In the monitoring device according to the third configuration, the first magnet and the second magnet are connected to the shock absorber or the vehicle body by a string. Therefore, it is possible to prevent these magnets from falling off the shock absorber or the vehicle body.

[0018] When the first magnet is slidably adsorbed to one of the buffer and the vehicle body, the first magnet may be connected by a string to the other of the buffer and the vehicle body so that when the buffer moves relative to the vehicle body in the front-rear direction, it irreversibly slides forward or backward on the buffer or the vehicle body due to the tension of the string. Similarly, when the second magnet is slidably adsorbed to one of the buffer and the vehicle body, the second magnet may be connected by a string to the other of the buffer and the vehicle body so that when the buffer moves relative to the vehicle body in the front-rear direction, it irreversibly slides forward or backward on the buffer or the vehicle body due to the tension of the string. Also in this case, the sliding amount of the first magnet on the buffer or the vehicle body corresponds to the maximum displacement on one side in the front-rear direction of the buffer with respect to the vehicle body. The sliding amount of the second magnet on the buffer or the vehicle body corresponds to the maximum displacement on the other side in the front-rear direction of the buffer with respect to the vehicle body (the fourth configuration).

[0019] In the monitoring device according to the fourth configuration, when the buffer moves relative to the vehicle body in the front-rear direction, the first magnet and the second magnet irreversibly slide forward or backward on the buffer or the vehicle body by using the tension of the string. Also in this case, based on the sliding amount of each magnet, the maximum self-connection force acting on the coupler can be obtained.

[0020] The recording means may include a protrusion. The protrusion is provided on one of the buffer and the vehicle body. The tip of the protrusion abuts against the other of the buffer and the vehicle body (the fifth configuration).

[0021] In the monitoring device according to the fifth configuration, a protrusion is provided on one of the buffer and the vehicle body. The tip of this protrusion abuts against the other of the buffer and the vehicle body. Therefore, when the buffer moves relative to the vehicle body in the front-rear direction, a scratch extending in the front-rear direction with respect to the buffer or the vehicle body can be formed by the tip of the protrusion. For example, the paint on the buffer or the vehicle body can be peeled off by the protrusion. In this case, the length of the scratch remaining on the buffer or the vehicle body can be treated as the maximum displacement in the front-rear direction of the buffer with respect to the vehicle body. Thus, based on the length of the scratch on the buffer or the vehicle body, the maximum self-connection force acting on the coupler can be obtained.

[0022] The recording means may include a first scale and a second scale. The first scale is provided, for example, on a portion of the shock absorber that slides relative to the vehicle body when the shock absorber moves relative to the vehicle body in one side of the front-rear direction. The first scale may be provided on a portion of the vehicle body that slides relative to the shock absorber when the shock absorber moves relative to the vehicle body in one side of the front-rear direction. The second scale is provided, for example, on a portion of the shock absorber that slides relative to the vehicle body when the shock absorber moves relative to the vehicle body in the other side of the front-rear direction. Alternatively, the second scale may be provided on a portion of the vehicle body that slides relative to the shock absorber when the shock absorber moves relative to the vehicle body in the other side of the front-rear direction (the sixth configuration).

[0023] In the monitoring device according to the sixth configuration, the first scale and the second scale are provided on a portion of the shock absorber that slides relative to the vehicle body or on a portion of the vehicle body that slides relative to the shock absorber. In this case, when the shock absorber moves relative to the vehicle body in the front-rear direction, the sliding between the shock absorber and the vehicle body can wear the first scale and the second scale. Based on the wear condition of these scales, the maximum displacement of the shock absorber in the front-rear direction relative to the vehicle body can be known. Therefore, the maximum self-connection force acting on the coupler can be obtained.

[0024] The recording means may include a first clay and a second clay. The first clay abuts against the shock absorber or the vehicle body so as to be compressed in the front-rear direction by the shock absorber or the vehicle body when the shock absorber moves relative to the vehicle body in one side of the front-rear direction. The second clay abuts against the shock absorber or the vehicle body so as to be compressed in the front-rear direction by the shock absorber or the vehicle body when the shock absorber moves relative to the vehicle body in the other side of the front-rear direction (the seventh configuration).

[0025] In the monitoring device according to the seventh configuration, the first clay and the second clay included in the recording means are compressed in the front-rear direction by the relative movement of the shock absorber and the vehicle body in the front-rear direction. The amount of compression of these clays can be treated as the maximum displacement of the shock absorber in the front-rear direction relative to the vehicle body. Therefore, based on the amount of compression of each clay, the maximum self-connection force acting on the coupler can be obtained.

[0026] The recording means may be a slide mechanism. The slide mechanism slides in the front-rear direction when the shock absorber moves relative to the vehicle body in the front-rear direction (eighth configuration).

[0027] The shock absorber may include a shock absorber body, a shock absorber frame, and a rod-shaped member. The shock absorber body is composed of an elastic body that can expand and contract in the front-rear direction. The shock absorber frame can include a support plate. The support plate supports the shock absorber body from the front or the rear. The shock absorber frame is movable relative to the vehicle body in the front-rear direction. The rod-shaped member penetrates the support plate in the front-rear direction. The rod-shaped member is movable relative to the support plate in the front-rear direction. In this case, the slide mechanism can include a first slide member and a second slide member. The first slide member is slidably mounted on the rod-shaped member in the front-rear direction and abuts against the support plate from the front. The second slide member is slidably mounted on the rod-shaped member in the front-rear direction and abuts against the support plate from the rear (ninth configuration).

[0028] The monitoring devices according to the eighth and ninth configurations include a slide mechanism as the recording means. In the ninth configuration, the slide mechanism includes a first slide member and a second slide member. Each slide member is slidably mounted on a rod-shaped member that penetrates the support plate of the shock absorber frame and abuts against the support plate from the front or the rear. Therefore, when the shock absorber frame moves relative to the vehicle body in the front-rear direction, each slide member is pushed by the support plate of the shock absorber frame and slides forward or backward on the rod-shaped member. The slide amount of each slide member corresponds to the maximum displacement of the shock absorber in the front-rear direction relative to the vehicle body. Thus, based on the slide amount of each slide member, the maximum self-connection force acting on the coupler can be obtained.

[0029] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. The same or corresponding components in each figure are denoted by the same reference numerals, and the same description will not be repeated.

[0030] <First Embodiment> [Configuration of Monitoring Device] FIG. 1 is a perspective view schematically showing a monitoring device 10 according to the first embodiment. The monitoring device 10 is a device for monitoring the maximum self - coupling force acting on a coupler for a railway vehicle. The monitoring devices 10 are respectively provided at both ends in the longitudinal direction (vehicle length direction) of a railway vehicle.

[0031] Referring to FIG. 1, the monitoring device 10 includes a shock absorber 11 and a recording means 12.

[0032] The shock absorber 11 is connected to the base end of a known coupler (not shown). Hereinafter, for the convenience of explanation, with respect to the monitoring device 10, the coupler side will be referred to as the front, and the opposite side will be referred to as the rear.

[0033] The shock absorber 11 includes a shock absorber frame 111, follower plates 112a, 112b, a partition plate 113, and shock absorber bodies 114a, 114b. The shock absorber frame 111 is connected to the coupler so as to allow pitching and yawing of the coupler. Inside the shock absorber frame 111, the follower plates 112a, 112b, the partition plate 113, and the shock absorber bodies 114a, 114b are arranged. One follower plate 112a is fixed to the inner surface on the front side of the shock absorber frame 111. The other follower plate 112b is fixed to the inner surface on the rear side of the shock absorber frame 111. The partition plate 113 is arranged between the follower plate 112a and the follower plate 112b.

[0034] The shock absorber bodies 114a, 114b are elastic bodies that can expand and contract in the longitudinal direction of the railway vehicle. The shock absorber bodies 114a, 114b are made of, for example, rubber. One shock absorber body 114a is arranged in a compressed state between the follower plate 112a and the partition plate 113. The other shock absorber body 114b is arranged in a compressed state between the follower plate 112b and the partition plate 113.

[0035] The shock absorber 11 is supported by the vehicle body 20 so as to be relatively movable in the longitudinal direction with respect to the vehicle body 20. More specifically, the shock absorber frame 111 and the companion plates 112a, 112b are relatively movable in the longitudinal direction with respect to the vehicle body 20. The shock absorber frame 111 is supported by the upper frame receivers 21a, 21b and the lower frame receivers 22a, 22b which are part of the underframe of the vehicle body 20. The upper frame receivers 21a, 21b are provided above the shock absorber frame 111. The lower frame receivers 22a, 22b are provided below the shock absorber frame 111.

[0036] The partition plate 113 does not move relative to the vehicle body 20. The partition plate 113 operates integrally with the vehicle body 20. The partition plate 113 is restricted from moving in the longitudinal direction by the companion plate protectors 23, 24 fixed to the underframe of the vehicle body 20. Since the partition plate 113 does not move relative to the vehicle body 20, when the shock absorber frame 111 and the companion plates 112a, 112b move relative to the vehicle body 20 in the longitudinal direction, the shock absorber bodies 114a, 114b are pressed against the partition plate 113 and compressed.

[0037] The recording means 12 physically and irreversibly records the maximum displacement of the shock absorber 11 in the longitudinal direction with respect to the vehicle body 20. In the present embodiment, the recording means 12 includes magnets 121a, 121b. The magnets 121a, 121b are typically permanent magnets and are slidably adsorbed to the shock absorber 11. The magnets 121a, 121b are arranged, for example, on the shock absorber frame 111 and are adsorbed to the shock absorber frame 111 by magnetic force. The magnets 121a, 121b are arranged at intervals in the longitudinal direction.

[0038] [Operation of the monitoring device] Next, the operation of the monitoring device 10 will be described with reference to FIGS. 2 to 5. FIGS. 2 to 5 are side views showing the schematic configuration of the monitoring device 10.

[0039] Referring to FIG. 2, in the state (initial state) where a coupling device including a coupler (not shown) and a buffer 11 is newly installed on a railway vehicle, the magnet 121a abuts against one upper frame receiver 21a, and the magnet 121b abuts against the other upper frame receiver 21b. The magnet 121a is arranged to contact the rear surface of the upper frame receiver 21a. The magnet 121b is arranged to contact the front surface of the upper frame receiver 21b. The magnets 121a and 121b may be coupled to the upper frame receivers 21a and 21b or other parts of the vehicle body 20 by, for example, strings 122a and 122b.

[0040] Referring to FIG. 3, when a tensile load acts on the coupler during the running of the train, the coupler and the buffer 11 move forward relative to the vehicle body 20. At this time, the front magnet 121a is pushed by the upper frame receiver 21a and slides relatively rearward on the buffer frame 111. On the other hand, the rear magnet 121b moves forward relative to the vehicle body 20 together with the buffer frame 111 and separates from the upper frame receiver 21b. The magnet 121b does not slide on the buffer frame 111.

[0041] Each time the buffer 11 moves forward relative to the vehicle body 20, the magnet 121a is pushed by the upper frame receiver 21a and slides rearward on the buffer frame 111. However, when the forward relative displacement of the buffer 11 with respect to the vehicle body 20 is smaller than the relative displacement that occurred previously, the upper frame receiver 21a does not hit the magnet 121a, and the sliding of the magnet 121a does not occur. That is, the magnet 121a slides irreversibly rearward on the buffer frame 111 and does not move back. Therefore, the sliding amount of the magnet 121a with respect to the buffer frame 111 based on the initial state is always the maximum sliding amount at that time. The sliding amount of the magnet 121a always corresponds to the maximum forward relative displacement of the buffer 11 with respect to the vehicle body 20.

[0042] Referring to FIG. 4, when a compressive load acts on the coupler during the train's travel, the coupler and the buffer 11 move relatively rearward with respect to the car body 20. At this time, the rear magnet 121b is pushed by the upper frame support 21b and slides relatively forward on the buffer frame 111. On the other hand, the front magnet 121a moves relatively rearward with respect to the car body 20 together with the buffer frame 111 and separates from the upper frame support 21a. The magnet 121a does not slide on the buffer frame 111.

[0043] Each time the buffer 11 moves relatively rearward with respect to the car body 20, the magnet 121b is pushed by the upper frame support 21b and slides forward on the buffer frame 111. However, when the relative displacement of the buffer 11 rearward with respect to the car body 20 is smaller than the relative displacement that occurred previously, the upper frame support 21b does not hit the magnet 121b and the magnet 121b does not slide. That is, the magnet 121b slides irreversibly forward on the buffer frame 111 and does not move backward. Therefore, the sliding amount of the magnet 121b with respect to the buffer frame 111 based on the initial state is always the maximum sliding amount at that time. The sliding amount of the magnet 121b always corresponds to the maximum relative displacement of the buffer 11 rearward with respect to the car body 20.

[0044] Referring to FIG. 5, when the train stops, the positions of the magnets 121a and 121b have changed from the initial state. The sliding amount S1 of the magnet 121a corresponds to the maximum displacement of the buffer 11 forward with respect to the car body 20. The sliding amount S1 is the distance in the front-rear direction from the position of the magnet 121a in the initial state to the current position of the magnet 121a. The sliding amount S2 of the magnet 121b corresponds to the maximum displacement of the buffer 11 rearward with respect to the car body 20. The sliding amount S2 is the distance in the front-rear direction from the position of the magnet 121b in the initial state to the current position of the magnet 121b. The sliding amounts S1 and S2 are measured, for example, by an operator using a caliper or the like.

[0045] Based on the sliding amount S1 of the magnet 121a, the maximum value of the tensile load acting on the coupler is obtained. Based on the sliding amount S2 of the magnet 121b, the maximum value of the compressive load acting on the coupler is obtained. For example, as shown in FIG. 6, based on the relationship between the relative displacement in the front-rear direction between the shock absorber 11 and the vehicle body 20 and the load acting on the coupler, the maximum values of the tensile load and the compressive load acting on the coupler can be obtained from the sliding amounts S1 and S2. The relationship between the relative displacement in the front-rear direction between the shock absorber 11 and the vehicle body 20 and the load acting on the coupler is usually obtained at the design stage of the coupling device.

[0046] [Effect] In the monitoring device 10 according to the present embodiment, the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20 is physically and irreversibly recorded by the recording means 12. More specifically, as the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20, the sliding amounts S1 and S2 in the front-rear direction of the magnets 121a and 121b based on the initial state are recorded. Based on these sliding amounts S1 and S2, the maximum values of the tensile load and the compressive load acting on the coupler, that is, the maximum self-connection force, can be obtained and confirmed. The operator can determine whether or not this maximum self-connection force exceeds the load-bearing capacity of the coupler, and can judge whether or not the coupler needs to be replaced. Therefore, unnecessary replacement of the coupler can be avoided.

[0047] When the buffer frame 111 moves forward relative to the vehicle body 20, the magnet 121a is moved backward relative to the buffer frame 111 by the upper frame receiver 21a, but it does not move backward. Therefore, the magnet 121a is always positioned on the buffer frame 111 with the maximum sliding amount S1 from the initial state to that point. That is, the sliding amount S1 of the magnet 121a always corresponds to the maximum relative displacement between the buffer 11 and the vehicle body 20 from the initial state to that point, and always represents the maximum value of the tensile load acting on the coupler from the initial state to that point. Similarly, when the buffer frame 111 moves backward relative to the vehicle body 20, the magnet 121b is moved forward relative to the buffer frame 111 by the upper frame receiver 21b, but it does not move backward. Therefore, the magnet 121b is always positioned on the buffer frame 111 with the maximum sliding amount S2 from the initial state to that point. That is, the sliding amount S2 of the magnet 121b always corresponds to the maximum relative displacement between the buffer 11 and the vehicle body 20 from the initial state to that point, and always represents the maximum value of the compression load acting on the coupler from the initial state to that point. In the monitoring device 10 according to the present embodiment, based on the physical sliding amounts S1 and S2 of the magnets 121a and 121b, the maximum values (maximum self-coupling force) of the tensile load and the compression load acting on the coupler can be easily confirmed.

[0048] According to the monitoring device 10 according to the present embodiment, with a simple configuration in which the magnets 121a and 121b are arranged at predetermined positions on the buffer frame 111, the maximum self-coupling force acting on the coupler can be confirmed.

[0049] In the monitoring device 10 according to the present embodiment, the magnets 121a and 121b can be coupled to the upper frame receivers 21a and 21b or other parts of the vehicle body 20 by, for example, strings 122a and 122b. The strings 122a and 122b have lengths that do not impede the sliding of the magnets 121a and 121b on the buffer frame 111. Thereby, it is possible to prevent the magnets 121a and 121b from falling off the buffer 11 during the running of the train. However, the magnets 121a and 121b do not have to be coupled to the vehicle body 20 by the strings 122a and 122b.

[0050] In the monitoring device 10 according to the present embodiment, upper frame receivers 21a and 21b are provided on the vehicle body 20, and magnets 121a and 121b are in contact with the respective upper frame receivers 21a and 21b. However, for example, as shown in FIG. 7, the magnets 121a and 121b may be in contact with a single upper frame receiver 21c from both sides in the front-rear direction.

[0051] In this case, when a tensile load acts on the coupler and the shock absorber 11 moves forward relative to the vehicle body 20, as shown in FIG. 8, the magnet 121b is pushed by the upper frame receiver 21c and slides relatively rearward on the shock absorber frame 111. On the other hand, when a compressive load acts on the coupler and the shock absorber 11 moves rearward relative to the vehicle body 20, as shown in FIG. 9, the magnet 121a is pushed by the upper frame receiver 21c and slides relatively forward on the shock absorber frame 111. Referring to FIG. 10, the sliding amounts S1 and S2 of the magnets 121a and 121b correspond to the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20, similar to the present embodiment. Even in the case of the examples shown in FIGS. 8 to 10, the maximum self-coupling force acting on the coupler can be obtained based on the physical sliding amounts S1 and S2 of the magnets 121a and 121b.

[0052] In the monitoring device 10 according to the present embodiment, the magnets 121a and 121b are slidably adsorbed to the shock absorber frame 111 of the shock absorber 11 and are in contact with the upper frame receivers 21a and 21b of the vehicle body 20 in the initial state. However, the magnets 121a and 121b may be slidably adsorbed to the vehicle body 20 and be in contact with the shock absorber 11 in the initial state. The positions where the magnets 121a and 121b are arranged in the vehicle body 20 or the shock absorber 11 are not particularly limited. The magnets 121a and 121b may be installed in the vehicle body 20 or the shock absorber 11 in a manner in which the sliding amounts S1 and S2 in the front-rear direction are preserved.

[0053] <Second Embodiment> FIGS. 11 to 14 are side views showing the schematic configuration of the monitoring device 10A according to the second embodiment. The monitoring device 10A according to the present embodiment is different from the monitoring device 10 according to the first embodiment in the configuration of the recording means 12A.

[0054] First, referring to FIG. 11, in the initial state, unlike the first embodiment, the magnets 121a and 121b are separated from the upper frame supports 21a and 21b of the vehicle body 20. The magnet 121a is disposed behind the upper frame support 21a and is coupled to the upper frame support 21a by a stretched string 123a. The magnet 121b is disposed in front of the upper frame support 21b and is coupled to the upper frame support 21b by a stretched string 123b. However, the magnets 121a and 121b may be coupled to portions of the vehicle body 20 other than the upper frame supports 21a and 21b by the strings 123a and 123b.

[0055] Referring to FIG. 12, during the running of the train, when a tensile load acts on the coupler and the buffer 11 moves forward relative to the vehicle body 20, the rear magnet 121b slides relatively rearward on the buffer frame 111 due to the tension of the string 123b. On the other hand, the front magnet 121a relatively moves forward with respect to the vehicle body 20 together with the buffer frame 111 while bending the string 123a. The magnet 121a does not slide on the buffer frame 111.

[0056] Each time the buffer 11 moves forward relative to the vehicle body 20, the magnet 121b is pulled by the upper frame support 21b and the string 123b and slides rearward on the buffer frame 111. However, when the relative displacement of the buffer 11 forward with respect to the vehicle body 20 is smaller than the relative displacement that occurred previously, no tension acts on the string 123b and the string 123b remains in a bent state, so the magnet 121b does not slide. That is, the magnet 121b slides irreversibly rearward on the buffer frame 111 and does not move back. Therefore, the sliding amount of the magnet 121b with respect to the buffer frame 111 based on the initial state is always the maximum sliding amount at that time. The sliding amount of the magnet 121b always corresponds to the maximum relative displacement of the buffer 11 forward with respect to the vehicle body 20.

[0057] Referring to FIG. 13, during the running of the train, when a compressive load acts on the coupler and the shock absorber 11 moves relatively rearward with respect to the car body 20, the front magnet 121a slides relatively forward on the shock absorber frame 111 due to the tension of the string 123a. On the other hand, the rear magnet 121b moves relatively rearward with respect to the car body 20 together with the shock absorber frame 111 while bending the string 123b. The magnet 121b does not slide on the shock absorber frame 111.

[0058] Each time the shock absorber 11 moves relatively rearward with respect to the car body 20, the magnet 121a is pulled by the upper frame receiver 21a and the string 123a and slides forward on the shock absorber frame 111. However, when the relative displacement of the shock absorber 11 rearward with respect to the car body 20 is smaller than the relative displacement that occurred previously, no tension acts on the string 123a and the string 123a remains in a bent state, so the magnet 121a does not slide. That is, the magnet 121a slides irreversibly forward on the shock absorber frame 111 and does not move backward. Therefore, the sliding amount of the magnet 121a with respect to the shock absorber frame 111 based on the initial state is always the maximum sliding amount at that time. The sliding amount of the magnet 121a always corresponds to the maximum relative displacement of the shock absorber 11 rearward with respect to the car body 20.

[0059] Referring to FIG. 14, the sliding amounts S1 and S2 of the magnets 121a and 121b are measured, for example, with a caliper by an operator after the train stops. The sliding amount S1 of the magnet 121a corresponds to the maximum displacement of the shock absorber 11 rearward with respect to the car body 20. The sliding amount S2 of the magnet 121b corresponds to the maximum displacement of the shock absorber 11 forward with respect to the car body 20. Using the relationship shown in FIG. 6, the maximum value of the compressive load acting on the coupler is obtained based on the sliding amount S1 of the magnet 121a. Similarly, using the relationship shown in FIG. 6, the maximum value of the tensile load acting on the coupler is obtained based on the sliding amount S2 of the magnet 121b.

[0060] Also in the monitoring device 10A according to the present embodiment, as in the first embodiment, the recording means 12A physically and irreversibly records the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20. More specifically, as the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20, the sliding amounts S1 and S2 of the magnets 121a and 121b are recorded. Based on these sliding amounts S1 and S2, the maximum values of the compressive load and tensile load acting on the coupler, that is, the maximum self-connection force, can be obtained.

[0061] According to the monitoring device 10A according to the present embodiment, with a simple configuration in which the magnets 121a and 121b are arranged on the shock absorber frame 111 and coupled to the vehicle body 20 by the strings 123a and 123b, the maximum self-connection force acting on the coupler can be confirmed.

[0062] In the monitoring device 10A according to the present embodiment, the magnets 121a and 121b are slidably adsorbed to the shock absorber frame 111 of the shock absorber 11 and coupled to the vehicle body 20 by the strings 123a and 123b. However, the magnets 121a and 121b may be slidably adsorbed to the vehicle body 20 and coupled to the shock absorber 11 by the strings 123a and 123b. The positions where the magnets 121a and 121b are arranged in the vehicle body 20 or the shock absorber 11 are not particularly limited. The magnets 121a and 121b may be installed in the vehicle body 20 or the shock absorber 11 in such a manner that the sliding amounts S1 and S2 in the front-rear direction are preserved.

[0063] <Third Embodiment> Figs. 15 to 18 are side views showing the schematic configuration of the monitoring device 10B according to the third embodiment. The monitoring device 10B according to the present embodiment is different from the monitoring devices 10 and 10A according to the above embodiments in the configuration of the recording means 12B.

[0064] Referring to FIG. 15, the recording means 12B includes a protrusion 124. The protrusion 124 is provided on the vehicle body via a partition plate 113 fixed to the vehicle body. That is, the protrusion 124 operates integrally with the vehicle body. The tip of the protrusion 124 is in contact with the shock absorber 11. More specifically, the protrusion 124 protrudes from the partition plate 113 and its tip is in contact with the shock absorber frame 111.

[0065] Referring to FIG. 16, during the running of the train, when a tensile load acts on the coupler and the shock absorber 11 moves forward relative to the vehicle body, the tip of the protrusion 124 slides relatively rearward on the shock absorber frame 111 and damages the shock absorber frame 111. More specifically, the paint on the shock absorber frame 111 is peeled off by the tip of the protrusion 124.

[0066] Referring to FIG. 17, during the running of the train, when a compressive load acts on the coupler and the shock absorber 11 moves rearward relative to the vehicle body, the tip of the protrusion 124 slides relatively forward on the shock absorber frame 111 and damages the shock absorber frame 111. More specifically, the paint on the shock absorber frame 111 is peeled off by the tip of the protrusion 124.

[0067] Referring to FIG. 18, when the train stops, a scratch formed by the protrusion 124 remains on the shock absorber frame 111. The length L1 from the initial contact position (reference position) of the protrusion 124 with the shock absorber frame 111 to the rear end of the scratch corresponds to the maximum forward displacement of the shock absorber 11 relative to the vehicle body. The length L2 from the reference position to the front end of the scratch corresponds to the maximum rearward displacement of the shock absorber 11 relative to the vehicle body. The lengths L1 and L2 of the scratch are measured, for example, by an operator using calipers or the like. Using the relationship shown in FIG. 6, based on the length L1 of the scratch, the maximum value of the tensile load acting on the coupler is obtained. Similarly, using the relationship shown in FIG. 6, based on the length L2 of the scratch, the maximum value of the compressive load acting on the coupler is obtained.

[0068] In the monitoring device 10B according to the present embodiment, the maximum displacement of the shock absorber 11 in the front-rear direction with respect to the vehicle body is physically and irreversibly recorded by the protrusion 124 of the recording means 12B. More specifically, a scratch indicating the maximum displacement of the shock absorber 11 in the front-rear direction with respect to the vehicle body is left on the shock absorber frame 111 by the protrusion 124. Based on the lengths L1 and L2 of this scratch from the reference position, the maximum values of the tensile load and the compressive load acting on the coupler, that is, the maximum self-connection force, can be obtained.

[0069] According to the monitoring device 10B according to the present embodiment, the maximum self-connection force acting on the coupler can be confirmed with a simple configuration that only requires providing the protrusion 124 that operates integrally with the vehicle body.

[0070] In the monitoring device 10B according to the present embodiment, the protrusion 124 is provided on the vehicle body via the partition plate 113 of the shock absorber 11 so that the protrusion 124 operates integrally with the vehicle body, and the tip of this protrusion 124 is brought into contact with the shock absorber frame 111 of the shock absorber 11. However, the protrusion 124 may be provided on the shock absorber 11 so that the protrusion 124 operates integrally with the shock absorber 11, and the tip of the protrusion 124 may be brought into contact with the vehicle body. In this case, the maximum self-connection force acting on the coupler can be obtained based on the length of the scratch formed on the vehicle body by the protrusion 124.

[0071] <Fourth Embodiment> Figs. 19 to 21 are side views showing the schematic configuration of the monitoring device 10C according to the fourth embodiment. The monitoring device 10C according to the present embodiment is different from the monitoring devices 10, 10A, and 10B according to the above embodiments in the configuration of the recording means 12C.

[0072] Referring to FIG. 19, the recording means 12C includes graduations 125a and 125b. The graduation 125a is provided on a portion of the buffer 11 that slides relative to the buffer 11 when the buffer 11 moves rearward relative to the vehicle body 20. The graduation 125b is provided on a portion of the buffer 11 that slides relative to the buffer 11 when the buffer 11 moves forward relative to the vehicle body 20. In the present embodiment, the graduations 125a and 125b are provided on the wear plate 115 of the buffer 11. The wear plate 115 is integral with the buffer frame 111 and moves relative to the lower frame receiver 22c of the vehicle body 20 in the front-rear direction.

[0073] In the initial state, the graduations 125a and 125b are arranged at positions where they do not substantially touch the lower frame receiver 22c of the vehicle body 20. On the other hand, when a tensile load acts on the coupler during the running of the train, as shown in FIG. 20, the buffer 11 moves forward relative to the vehicle body 20, so that the lower frame receiver 22c slides on the rear graduation 125b, and the graduation 125b wears. That is, the lower frame receiver 22c erases or thins the graduation 125b.

[0074] Referring to FIG. 21, when a compressive load acts on the coupler during the running of the train, the buffer 11 moves rearward relative to the vehicle body 20, so that the lower frame receiver 22c slides on the front graduation 125a, and the graduation 125a wears. That is, the lower frame receiver 22c erases or thins the graduation 125a.

[0075] When the train stops, a part of the graduations 125a and 125b provided on the wear plate 115 of the buffer 11 is in a worn state. From the number of worn graduation lines among the plurality of graduation lines constituting the rear graduation 125b, the maximum forward displacement of the buffer 11 relative to the vehicle body 20 can be known. Also, from the number of worn graduation lines among the plurality of graduation lines constituting the front graduation 125a, the maximum rearward displacement of the buffer 11 relative to the vehicle body 20 can be known. Therefore, using the relationship shown in FIG. 6, the maximum values of the tensile load and the compressive load acting on the coupler can be obtained.

[0076] In the monitoring device 10C according to this embodiment, the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20 is physically and irreversibly recorded by the scales 125a and 125b of the recording means 12C. More specifically, as the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20, the wear conditions of the scales 125a and 125b are left on the sliding plate 115 of the shock absorber 11. Based on the wear conditions of the scales 125a and 125b, the maximum value of the load acting on the coupler, that is, the maximum self-coupling force, can be obtained.

[0077] According to the monitoring device 10C according to this embodiment, the maximum self-coupling force acting on the coupler can be confirmed with a simple configuration in which only the scales 125a and 125b are provided on the shock absorber 11.

[0078] In the monitoring device 10C according to this embodiment, the scales 125a and 125b are provided on the sliding plate 115 of the shock absorber 11. However, the scales 125a and 125b may be provided on a portion of the shock absorber 11 other than the sliding plate 115, or may be provided on the vehicle body 20. When the scales 125a and 125b are provided on the vehicle body 20, the scales 125a and 125b are provided on a portion of the vehicle body 20 that slides relative to the shock absorber 11 when the shock absorber 11 moves relative to the vehicle body 20 in the front-rear direction. That is, the scales 125a and 125b may be provided at positions where they wear when the shock absorber 11 moves relative to the vehicle body 20 in the front-rear direction. Even in this case, the maximum self-coupling force acting on the coupler can be obtained based on the wear conditions of the scales 125a and 125b.

[0079] <Fifth Embodiment> Figs. 22 to 25 are side views showing the schematic configuration of the monitoring device 10D according to the fifth embodiment. The monitoring device 10D according to this embodiment is different from the monitoring devices 10, 10A, 10B, and 10C according to the above embodiments in the configuration of the recording means 12D.

[0080] Referring to FIG. 22, the recording means 12C includes clays 126a and 126b. The clays 126a and 126b are disposed on the buffer frame 111. The clays 126a and 126b are provided on both sides of the upper frame receiver 21c of the vehicle body 20 in the front-rear direction. The clays 126a and 126b are in contact with the upper frame receiver 21c.

[0081] Referring to FIG. 23, during the running of the train, when a tensile load acts on the coupler and the buffer 11 moves forward relative to the vehicle body 20, the upper frame receiver 21c compresses the rear clay 126b. The clay 126b is crushed rearward by the upper frame receiver 21c. On the other hand, as the buffer 11 moves forward relative to the vehicle body 20, the front clay 126a separates from the upper frame receiver 21c.

[0082] Referring to FIG. 24, during the running of the train, when a compressive load acts on the coupler and the buffer 11 moves rearward relative to the vehicle body 20, the upper frame receiver 21c compresses the front clay 126a. The clay 126a is crushed forward by the upper frame receiver 21c. On the other hand, as the buffer 11 moves rearward relative to the vehicle body 20, the rear clay 126b separates from the upper frame receiver 21c.

[0083] Referring to FIG. 25, when the train stops, the clays 126a and 126b are compressed in either the front-rear direction by the upper frame receiver 21c of the vehicle body 20 and are in a deformed state. The deformation amount D1 of the clay 126a in the front-rear direction corresponds to the maximum displacement of the buffer 11 rearward with respect to the vehicle body 20. The deformation amount D2 of the clay 126b in the front-rear direction corresponds to the maximum displacement of the buffer 11 forward with respect to the vehicle body 20. The deformation amounts D1 and D2 are measured, for example, by an operator using a caliper or the like. Using the relationship shown in FIG. 6, based on the deformation amount D1 of the clay 126a, the maximum value of the compressive load acting on the coupler is obtained. Similarly, using the relationship shown in FIG. 6, based on the deformation amount D2 of the clay 126b, the maximum value of the tensile load acting on the coupler is obtained.

[0084] Also in the monitoring device 10D according to the present embodiment, similar to the above-described embodiments, the recording means 12D physically and irreversibly records the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20. More specifically, as the maximum displacement in the front-rear direction of the shock absorber 11 with respect to the vehicle body 20, the deformation amounts D1 and D2 of the clays 126a and 126b are recorded. Based on these deformation amounts D1 and D2, the maximum values of the compressive load and the tensile load acting on the coupler, that is, the maximum self-connection force, can be obtained.

[0085] According to the monitoring device 10D according to the present embodiment, the maximum self-connection force acting on the coupler can be confirmed with a simple configuration in which the clays 126a and 126b are arranged at predetermined positions on the shock absorber frame 111.

[0086] In the monitoring device 10D according to the present embodiment, the clays 126a and 126b are in contact with the vehicle body 20 so as to be compressed in the front-rear direction by the vehicle body 20 when the shock absorber 11 moves relative to the vehicle body 20 in the front-rear direction. However, the clays 126a and 126b may be in contact with the shock absorber 11 so as to be compressed in the front-rear direction by the shock absorber 11 when the shock absorber 11 moves relative to the vehicle body 20 in the front-rear direction. The positions where the clays 126a and 126b are arranged on the vehicle body 20 or the shock absorber 11 are not particularly limited. The clays 126a and 126b may be installed on the vehicle body 20 or the shock absorber 11 in a manner in which the deformation amounts D1 and D2 in the front-rear direction are preserved.

[0087] <Sixth Embodiment> FIG. 26 is a side view showing a schematic configuration of a monitoring device 10E according to the sixth embodiment. The monitoring device 10E according to the present embodiment is different from the monitoring devices 10, 10A, 10B, 10C, and 10D according to the above-described embodiments, particularly in the configuration of the recording means.

[0088] In FIG. 26, a shock absorber 13 having a configuration different from that of the shock absorber 11 in the above-described embodiments is shown. The shock absorber 13 includes a shock absorber frame 131, companion plates 132a and 132b, shock absorber bodies 133a and 133b, and a rod-shaped member 134.

[0089] The buffer frame 131 is capable of relative movement in the front-rear direction with respect to the vehicle body 20. The buffer frame 131 includes a top plate 131a, a bottom plate 131b, and a support plate 131c. The support plate 131c is disposed substantially perpendicular to the front-rear direction. The top plate 131a and the bottom plate 131b are connected by the support plate 131c.

[0090] The companion plates 132a and 132b are arranged front and rear with the support plate 131c of the buffer frame 131 interposed therebetween. The companion plates 132a and 132b do not move relative to the vehicle body 20 in the front-rear direction. The companion plates 132a and 132b are fixed to the vehicle body 20 and operate integrally with the vehicle body 20.

[0091] The buffer bodies 133a and 133b are each composed of an elastic body that can expand and contract in the front-rear direction, similar to the buffer bodies 114a and 114b in the above-described embodiments. The buffer body 133a is disposed in a compressed state between the front companion plate 132a and the support plate 131c of the buffer frame 131. The buffer body 133a is supported from behind by the support plate 131c. The buffer body 133b is disposed in a compressed state between the rear companion plate 132b and the support plate 131c. The buffer body 133b is supported from the front by the support plate 131c.

[0092] The rod-shaped member 134 penetrates the support plate 131c of the buffer frame 131 in the front-rear direction. The rod-shaped member 134 is capable of relative movement in the front-rear direction with respect to the support plate 131c. The rod-shaped member 134 also penetrates the buffer bodies 133a and 133b and extends in the front-rear direction. The rod-shaped member 134 is, for example, a bolt and is fastened to the companion plates 132a and 132b. Therefore, the rod-shaped member 134, like the companion plates 132a and 132b, does not move relative to the vehicle body 20 in the front-rear direction. The rod-shaped member 134 operates integrally with the vehicle body 20.

[0093] The rod-shaped member 134 is, for example, a bolt for spring preloading. The bolt for spring preloading is used when assembling the shock absorber 13 to the vehicle body 20. More specifically, the shock absorber main bodies 133a and 133b are tightened with bolts for spring preloading to be in a strongly compressed state, and the shock absorber 13 is assembled to the vehicle body 20 in this state. The bolts for spring preloading are usually completely removed after the assembly of the shock absorber 13 is completed. However, when using the bolt for spring preloading as the rod-shaped member 134, the bolt is not removed from the shock absorber 13. After loosening the tightening of the bolt so that the shock absorber main bodies 133a and 133b change from the strongly compressed state at the time of assembly to the compressed state during use, and leaving it in the shock absorber 13, the bolt for spring preloading can be used as the rod-shaped member 134.

[0094] FIG. 27 is a partial longitudinal sectional view of the monitoring device 10E shown in FIG. 26. In FIG. 27, the rod-shaped member 134 of the shock absorber 13 and the recording means 12E in the present embodiment are shown. As shown in FIG. 27, in the present embodiment, the recording means 12E is a slide mechanism 14. The slide mechanism 14 includes slide members 141a and 141b. The slide members 141a and 141b have, for example, an annular shape. The slide members 141a and 141b may be, for example, rubber rings.

[0095] The slide members 141a and 141b are each slidably mounted in the front-rear direction with respect to the rod-shaped member 134. The slide member 141a is disposed in front of the support plate 131c of the shock absorber frame 131 and abuts against the support plate 131c from the front. The slide member 141b is disposed behind the support plate 131c and abuts against the support plate 131c from the rear.

[0096] FIG. 28 is a sectional view taken along line A-A of the monitoring device 10E shown in FIG. 26. As shown in FIG. 28, while the slide member 141a abuts against the support plate 131c of the shock absorber frame 131, it has a shape and dimensions that do not interfere with the shock absorber main body 133a. The slide member 141a may be formed, for example, in a cross shape. Although not shown, the slide member 141b can be configured in the same manner as the slide member 141a.

[0097] Figs. 29 to 31 are diagrams for explaining the operation of the monitoring device 10E. Referring to Fig. 29, in the initial state, the slide members 141a and 141b are in contact with the support plate 131c of the buffer frame 131 from the front and rear. However, during the running of the train, when a tensile load acts on the coupler and the buffer frame 131 moves forward relative to the vehicle body 20, the front slide member 141a is pushed by the support plate 131c and slides forward on the rod-shaped member 134. On the other hand, the rear slide member 141b is separated from the support plate 131c as the buffer frame 131 moves.

[0098] Referring to Fig. 30, during the running of the train, when a compressive load acts on the coupler and the buffer frame 131 moves backward relative to the vehicle body 20, the rear slide member 141b is pushed by the support plate 131c and slides backward on the rod-shaped member 134. On the other hand, the front slide member 141a is separated from the support plate 131c as the buffer frame 131 moves.

[0099] Referring to Fig. 31, when the train stops, the slide members 141a and 141b are in a state of being separated from the support plate 131c of the buffer frame 131. The slide amount S3 of the slide member 141a with reference to the initial state corresponds to the maximum forward displacement of the buffer 13 relative to the vehicle body 20. The slide amount S4 of the slide member 141b with reference to the initial state corresponds to the maximum backward displacement of the buffer 13 relative to the vehicle body 20. The slide amounts S3 and S4 are measured, for example, by an operator using a caliper or the like. Using the relationship shown in Fig. 6, based on the slide amount S3 of the slide member 141a, the maximum value of the tensile load acting on the coupler can be obtained. Similarly, using the relationship shown in Fig. 6, based on the slide amount S4 of the slide member 141b, the maximum value of the compressive load acting on the coupler can be obtained.

[0100] According to the monitoring device 10E according to the present embodiment, with a simple configuration in which the slide members 141a and 141b are only attached to the rod-shaped member 134 of the buffer 13, the maximum self-connection force acting on the coupler can be confirmed.

[0101] In this embodiment, the slide mechanism 14 as the recording means 12E includes slide members 141a and 141b attached to the rod member 134 of the shock absorber 13. However, the configuration of the slide mechanism 14 is not limited to this. For example, as shown in FIG. 32, the slide mechanism 14 may include slide members 142a and 142b different from the slide members 141a and 141b.

[0102] FIG. 32 is a plan view of the shock absorber 13. As shown in FIG. 32, one slide member 142a is guided by a guide member 143a attached to the vehicle body and slides in the front-rear direction on the guide member 143a. The slide member 142a is in contact with the top plate 131a of the shock absorber frame 131 so as to slide forward together with the shock absorber 13 when the shock absorber 13 moves relative to the vehicle body forward. The other slide member 142b is guided by a guide member 143b attached to the vehicle body and slides in the front-rear direction on the guide member 143b. The slide member 142b is in contact with the top plate 131a of the shock absorber frame 131 so as to slide backward together with the shock absorber 13 when the shock absorber 13 moves relative to the vehicle body backward. Even with such a configuration, based on the sliding amounts of the slide members 142a and 142b, the maximum self-connection force acting on the coupler can be obtained and confirmed.

[0103] The slide members 142a and 142b may be in contact with a member on the vehicle body side so as to slide relative to the shock absorber 13 when the shock absorber 13 moves relative to the vehicle body in the front-rear direction.

[0104] As described above, the embodiments according to the present disclosure have been described. However, the present disclosure is not limited to the above embodiments, and various modifications are possible without departing from the spirit thereof.

[0105] For example, in each of the above embodiments, as the shock absorbers 11 and 13, a double-type shock absorber including two shock absorber bodies is exemplified. However, the shock absorbers 11 and 13 may be single-type shock absorbers. The configuration of the shock absorber to which the recording means 12, 12A, 12B, 12C, 12D, and 12E are applied is not particularly limited. The recording means 12, 12A, 12B, 12C, and 12D can also be applied to the shock absorber 13, and the slide mechanism 14 as the recording means 12E can also be applied to the shock absorber 11.

[0106] The type of the coupler to which the monitoring devices 10, 10A, 10B, 10C, 10D, and 10E according to the above embodiments are applied is not particularly limited. The monitoring devices 10, 10A, 10B, 10C, 10D, and 10E can be applied not only to general couplers but also to intermediate couplers for rescue. Since the intermediate coupler has a smaller load-bearing capacity than other couplers, usually, once it is used, it is presumed that the maximum self-connection force exceeding the load-bearing capacity has acted, and it is not repeatedly used. However, according to the monitoring devices 10, 10A, 10B, 10C, 10D, and 10E, since the current maximum self-connection force can be confirmed, it is possible to determine whether the maximum self-connection force exceeds the load-bearing capacity of the intermediate coupler. Therefore, it becomes possible to repeatedly use the intermediate coupler.

Explanation of Reference Numerals

[0107] 10, 10A, 10B, 10C, 10D, 10E: Monitoring device 11, 13: Shock absorber 111, 131: Shock absorber frame 114a, 114b, 133a, 133b: Shock absorber body 131c: Support plate 134: Rod-shaped member 12, 12A, 12B, 12C, 12D, 12E: Recording means 20: Vehicle body 121a, 121b: Magnet 122a, 122b, 123a, 123b: String 124: Protrusion 125a, 125b: Scale 126a, 126b: Clay 14: Slide mechanism 141a, 141b, 142a, 142b: Slide members

Claims

1. A monitoring device for monitoring the maximum self - coupling force acting on a coupler for a railway vehicle, comprising: a buffer supported by the vehicle body so as to be relatively movable in the longitudinal direction with respect to the vehicle body of the railway vehicle; recording means for physically and irreversibly recording the maximum displacement of the buffer in the longitudinal direction with respect to the vehicle body; A monitoring device comprising the above.

2. The monitoring device according to claim 1, wherein: the recording means includes: a first magnet slidably adsorbed on one of the buffer and the vehicle body, and abutting on the other of the buffer and the vehicle body so as to slide irreversibly forward or backward on the buffer or the vehicle body when the buffer moves relative to the vehicle body in the longitudinal direction; a second magnet slidably adsorbed on one of the buffer and the vehicle body, and abutting on the other of the buffer and the vehicle body so as to slide irreversibly forward or backward on the buffer or the vehicle body when the buffer moves relative to the vehicle body in the longitudinal direction; including; the sliding amount of the first magnet on the buffer or the vehicle body corresponds to the maximum displacement on one side of the buffer in the longitudinal direction with respect to the vehicle body; the sliding amount of the second magnet on the buffer or the vehicle body corresponds to the maximum displacement on the other side of the buffer in the longitudinal direction with respect to the vehicle body.

3. The monitoring device according to claim 2, wherein: the first magnet and the second magnet are respectively connected to the buffer or the vehicle body by a string.

4. The monitoring device according to claim 1, wherein: the recording means includes: a first magnet slidably adsorbed on one of the buffer and the vehicle body, and connected to the other of the buffer and the vehicle body by a string so as to slide irreversibly forward or backward on the buffer or the vehicle body by the tension of the string when the buffer moves relative to the vehicle body in the longitudinal direction; a second magnet slidably adsorbed on one of the buffer and the vehicle body, and connected to the other of the buffer and the vehicle body by a string so as to slide irreversibly forward or backward on the buffer or the vehicle body by the tension of the string when the buffer moves relative to the vehicle body in the longitudinal direction; including; the sliding amount of the first magnet on the buffer or the vehicle body corresponds to the maximum displacement on one side of the buffer in the longitudinal direction with respect to the vehicle body; A monitoring device, wherein a sliding amount of the second magnet on the shock absorber or the vehicle body corresponds to a maximum displacement on the other side in the front-rear direction of the shock absorber with respect to the vehicle body.

5. The monitoring device according to claim 1, wherein the recording means includes a protrusion provided on one of the shock absorber and the vehicle body, and having a tip that abuts on the other of the shock absorber and the vehicle body. A monitoring device.

6. The monitoring device according to claim 1, wherein the recording means includes a first scale provided on a portion of the shock absorber that slides relative to the vehicle body when the shock absorber moves relative to the vehicle body in one side in the front-rear direction, or on a portion of the vehicle body that slides relative to the shock absorber when the shock absorber moves relative to the vehicle body in one side in the front-rear direction, and a second scale provided on a portion of the shock absorber that slides relative to the vehicle body when the shock absorber moves relative to the vehicle body in the other side in the front-rear direction, or on a portion of the vehicle body that slides relative to the shock absorber when the shock absorber moves relative to the vehicle body in the other side in the front-rear direction. A monitoring device.

7. The monitoring device according to claim 1, wherein the recording means includes a first clay that abuts on the shock absorber or the vehicle body so as to be compressed in the front-rear direction by the shock absorber or the vehicle body when the shock absorber moves relative to the vehicle body in one side in the front-rear direction, and a second clay that abuts on the shock absorber or the vehicle body so as to be compressed in the front-rear direction by the shock absorber or the vehicle body when the shock absorber moves relative to the vehicle body in the other side in the front-rear direction. A monitoring device.

8. The monitoring device according to claim 1, wherein the recording means is a slide mechanism that slides in the front-rear direction when the shock absorber moves relative to the vehicle body in the front-rear direction.

9. The monitoring device according to claim 8, wherein the shock absorber includes a shock absorber body composed of an elastic body that can expand and contract in the front-rear direction, and a shock absorber frame that includes a support plate for supporting the shock absorber body from the front or the rear and is movable relative to the vehicle body in the front-rear direction, and a rod-shaped member that penetrates the support plate in the front-rear direction and is movable relative to the support plate in the front-rear direction. The slide mechanism includes a first slide member that is slidably mounted on the rod-shaped member in the front-rear direction and abuts on the support plate from the front. ​ A second slide member that is slidably mounted in the front-rear direction with respect to the rod-shaped member and abuts against the support plate from the rear, A monitoring device including the same.

Images