JP6658247B2 - Railcar shock absorber - Google Patents
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Description
本発明は、鉄道車両用緩衝器（以下、単に「緩衝器」ともいう）に関する。 The present invention relates to a shock absorber for a railway vehicle (hereinafter, also simply referred to as a shock absorber).
一般に、軌道上を走行する鉄道車両は複数の車両から構成される。車両は、機関車、客車及び貨車等である。複数の車両は連結装置によって連結される。連結装置は、主に、連結器と、緩衝器とを備える。連結器は車両（具体的には車体）同士を結合する。緩衝器は、車両の連結時及び走行時に生じる前後方向の衝撃及び振動（以下、単に「衝撃」ともいう）を吸収する。 Generally, a railway vehicle traveling on a track is composed of a plurality of vehicles. The vehicles are locomotives, passenger cars, wagons, and the like. The plurality of vehicles are connected by a connecting device. The coupling device mainly includes a coupler and a shock absorber. The coupler connects the vehicles (specifically, the vehicle body) to each other. The shock absorber absorbs shock and vibration (hereinafter, also simply referred to as “shock”) in the front-rear direction generated when the vehicle is connected and when the vehicle is running.
従来の緩衝器は、例えば、特開２０１１−１７８２８２号公報（特許文献１）、特開２０１３−１７３４９６号公報（特許文献２）及び特開２０１４−１５１８２４号公報（特許文献３）に開示される。従来の緩衝器は、衝撃を吸収するために積層ゴムを備える。積層ゴムは、ゴム板と鋼板が交互に積層されて、それらのゴム板及び鋼板の全てが一体化されたものである。複数のゴム板は車両の前後方向に重なるように配置されている。緩衝器に前後方向の衝撃が加えられると、積層ゴムにはゴム板の厚み方向に荷重が作用する。これにより、各ゴム板が弾性的に圧縮変形して衝撃を吸収できる。圧縮変形した各ゴム板は、自身の弾性的な復元力によって元の形に戻る。 Conventional shock absorbers are disclosed in, for example, JP-A-2011-178282 (Patent Document 1), JP-A-2013-173496 (Patent Document 2), and JP-A-2014-151824 (Patent Document 3). . Conventional shock absorbers include a laminated rubber to absorb impact. The laminated rubber is obtained by alternately laminating a rubber plate and a steel plate, and integrating all of the rubber plate and the steel plate. The plurality of rubber plates are arranged so as to overlap in the front-rear direction of the vehicle. When a shock in the front-back direction is applied to the shock absorber, a load acts on the laminated rubber in the thickness direction of the rubber plate. Thereby, each rubber plate can be elastically compressed and deformed to absorb the impact. Each compression-deformed rubber plate returns to its original shape by its own elastic restoring force.
上記のとおり、従来の緩衝器では、複数のゴム板が車両の前後方向に重なるように配置されている。つまり、複数のゴム板が車両の前後方向に沿って直列に配置されている。この場合、衝撃荷重による積層ゴム全体の前後方向の変位は、各ゴム板の圧縮変形による変位を合計したものになる。そのため、緩衝器の前後方向の長さを長目に確保する必要がある。 As described above, in the conventional shock absorber, a plurality of rubber plates are arranged so as to overlap in the front-rear direction of the vehicle. That is, a plurality of rubber plates are arranged in series along the longitudinal direction of the vehicle. In this case, the displacement in the front-rear direction of the entire laminated rubber due to the impact load is the sum of the displacement due to the compression deformation of each rubber plate. Therefore, it is necessary to secure a longer length of the shock absorber in the front-rear direction.
本発明は上記の実情に鑑みてなされたものである。本発明の目的の１つは、衝撃吸収性能に優れ、小型化が可能な鉄道車両用緩衝器を提供することである。 The present invention has been made in view of the above circumstances. An object of the present invention is to provide a shock absorber for a railway vehicle which has excellent shock absorbing performance and can be downsized.
本発明の実施形態による鉄道車両用緩衝器は、複数のゴム板と、第１の金属板と、第２の金属板と、第１の結合部材と、第２の結合部材と、を備える。複数のゴム板は、上下方向に重なるように配置されている。第１の金属板は、各ゴム板の上面及び下面のうちのいずれか一方の面に接着されている。第２の金属板は、各ゴム板の上面及び下面のうちで第１の金属板が接着された面とは反対の面に接着されている。第１の結合部材は、全ての第１の金属板につながり、連結器に接続される。第２の結合部材は、全ての第２の金属板につながり、車体に接続される。 A railway vehicle shock absorber according to an embodiment of the present invention includes a plurality of rubber plates, a first metal plate, a second metal plate, a first coupling member, and a second coupling member. The plurality of rubber plates are arranged so as to overlap in the vertical direction. The first metal plate is adhered to one of the upper surface and the lower surface of each rubber plate. The second metal plate is bonded to a surface of the rubber plate opposite to the surface to which the first metal plate is bonded, of the upper surface and the lower surface. The first coupling member connects to all the first metal plates and is connected to the coupler. The second coupling member is connected to all the second metal plates and is connected to the vehicle body.
本発明の実施形態による鉄道車両用緩衝器は、衝撃吸収性能に優れ、小型である。 The railway vehicle shock absorber according to the embodiment of the present invention is excellent in shock absorbing performance and small in size.
本発明の実施形態による鉄道車両用緩衝器は、複数のゴム板と、第１の金属板と、第２の金属板と、第１の結合部材と、第２の結合部材と、を備える。複数のゴム板は、上下方向に重なるように配置されている。第１の金属板は、各ゴム板の上面及び下面のうちのいずれか一方の面に接着されている。第２の金属板は、各ゴム板の上面及び下面のうちで第１の金属板が接着された面とは反対の面に接着されている。第１の結合部材は、全ての第１の金属板につながり、連結器に接続される。第２の結合部材は、全ての第２の金属板につながり、車体に接続される。 A railway vehicle shock absorber according to an embodiment of the present invention includes a plurality of rubber plates, a first metal plate, a second metal plate, a first coupling member, and a second coupling member. The plurality of rubber plates are arranged so as to overlap in the vertical direction. The first metal plate is adhered to one of the upper surface and the lower surface of each rubber plate. The second metal plate is bonded to a surface of the rubber plate opposite to the surface to which the first metal plate is bonded, of the upper surface and the lower surface. The first coupling member connects to all the first metal plates and is connected to the coupler. The second coupling member is connected to all the second metal plates and is connected to the vehicle body.
本実施形態の緩衝器に前後方向の衝撃が加えられると、第１の結合部材と第２の結合部材を通じて第１の金属板と第２の金属板に荷重が負荷され、第１の金属板と第２の金属板は相対的に互いに反対方向にスライドする。これにより、各ゴム板にはせん断荷重が作用し、各ゴム板が弾性的にせん断変形して衝撃を吸収できる。せん断変形した各ゴム板は、自身の弾性的な復元力によって元の形に戻る。この場合、複数のゴム板が車両の前後方向に対し並列に配置されている。そのため、衝撃荷重によるゴム板全体の前後方向の変位は、１つのゴム板のせん断変形による変位に過ぎない。そのため、緩衝器の前後方向の長さを短くすることができる。したがって、本実施形態の緩衝器は、小型であり、衝撃吸収性能に優れる。 When a shock in the front-rear direction is applied to the shock absorber of the present embodiment, a load is applied to the first metal plate and the second metal plate through the first coupling member and the second coupling member, and the first metal plate And the second metal plate relatively slide in opposite directions. As a result, a shear load is applied to each rubber plate, and each rubber plate is elastically deformed by shearing to absorb the impact. Each sheared rubber plate returns to its original shape by its own elastic restoring force. In this case, a plurality of rubber plates are arranged in parallel in the longitudinal direction of the vehicle. Therefore, the displacement of the entire rubber plate in the front-rear direction due to the impact load is only a displacement due to the shear deformation of one rubber plate. Therefore, the length of the shock absorber in the front-rear direction can be reduced. Therefore, the shock absorber of the present embodiment is small and has excellent shock absorbing performance.
ゴム板の数は、２以上である限り、特に限定されない。第１の金属板の数は、ゴム板の上面及び下面のうちのいずれか一方の面に第１の金属板が接着される限り、特に限定されない。第２の金属板の数は、ゴム板の上面及び下面のうちで第１の金属板が接着された面とは反対の面に第２の金属板が接着される限り、特に限定されない。典型的な例では、互いに接着された１つの第１の金属板、１つのゴム板及び１つの第２の金属板が１つの集合体（以下、「３層体」ともいう）になり、ゴム板の数に応じた複数の３層体が個々に独立する。この場合、第１の金属板及び第２の金属板のそれぞれの数はゴム板の数と一致する。 The number of rubber plates is not particularly limited as long as it is two or more. The number of the first metal plates is not particularly limited as long as the first metal plate is bonded to one of the upper surface and the lower surface of the rubber plate. The number of the second metal plates is not particularly limited as long as the second metal plate is bonded to the upper surface and the lower surface of the rubber plate opposite to the surface to which the first metal plate is bonded. In a typical example, one first metal plate, one rubber plate, and one second metal plate bonded to each other form one aggregate (hereinafter, also referred to as a “three-layer body”), A plurality of three-layer bodies corresponding to the number of plates are individually independent. In this case, the respective numbers of the first metal plate and the second metal plate match the number of the rubber plates.
ただし、本実施形態の緩衝器では、隣り合うゴム板の組のうちの少なくとも１つの組が第１の金属板を共用してもよい。つまり、共用される１つの第１の金属板の上面及び下面それぞれにゴム板が接着され、その２つのゴム板にそれぞれ第２の金属板が接着されてもよい。典型的な例では、互いに接着された１つの第１の金属板、２つのゴム板及び２つの第２の金属板が１つの集合体（以下、「第１の５層体」ともいう）になる。この場合、第１の金属板の数はゴム板の数よりも少なくなる。本実施形態の緩衝器では、ゴム板の数に応じて、第１の５層体のみが存在してもよいし、第１の５層体と３層体が混在してもよい。 However, in the shock absorber of the present embodiment, at least one of the sets of adjacent rubber plates may share the first metal plate. That is, a rubber plate may be bonded to each of the upper and lower surfaces of one shared first metal plate, and a second metal plate may be bonded to each of the two rubber plates. In a typical example, one first metal plate, two rubber plates, and two second metal plates bonded to each other form one aggregate (hereinafter, also referred to as “first five-layer body”). Become. In this case, the number of the first metal plates is smaller than the number of the rubber plates. In the shock absorber of the present embodiment, depending on the number of rubber plates, only the first five-layer body may exist, or the first five-layer body and the three-layer body may be mixed.
本実施形態の緩衝器では、隣り合うゴム板の組のうちの少なくとも１つの組が第２の金属板を共用してもよい。つまり、共用される１つの第２の金属板の上面及び下面それぞれにゴム板が接着され、その２つのゴム板にそれぞれ第１の金属板が接着されてもよい。典型的な例では、互いに接着された２つの第１の金属板、２つのゴム板及び１つの第２の金属板が１つの集合体（以下、「第２の５層体」ともいう）になる。この場合、第２の金属板の数はゴム板の数よりも少なくなる。本実施形態の緩衝器では、ゴム板の数に応じて、第２の５層体のみが存在してもよいし、第２の５層体と３層体が混在してもよい。 In the shock absorber of the present embodiment, at least one of the sets of adjacent rubber plates may share the second metal plate. That is, a rubber plate may be bonded to each of the upper and lower surfaces of one shared second metal plate, and the first metal plate may be bonded to each of the two rubber plates. In a typical example, two first metal plates, two rubber plates, and one second metal plate adhered to each other are formed into one assembly (hereinafter, also referred to as “second five-layer body”). Become. In this case, the number of the second metal plates is smaller than the number of the rubber plates. In the shock absorber of the present embodiment, only the second five-layer body may be present, or the second five-layer body and the three-layer body may be mixed depending on the number of rubber plates.
本実施形態の緩衝器では、第１の金属板を共用するとともに、第２の金属板を共用してもよい。典型的な例では、互いに接着された２つの第１の金属板、３つのゴム板及び２つの第２の金属板が１つの集合体（以下、「７層体」ともいう）になる。例えば、本実施形態の緩衝器では、７層体のみが存在してもよいし、７層体と３層体が混在してもよい。更に、第１の５層体及び第２の５層体のうちの少なくとも１つが混在してもよい。 In the shock absorber of the present embodiment, the first metal plate may be shared, and the second metal plate may be shared. In a typical example, two first metal plates, three rubber plates, and two second metal plates bonded to each other form one aggregate (hereinafter, also referred to as a “seven-layer body”). For example, in the shock absorber of the present embodiment, only a seven-layer body may be present, or a seven-layer body and a three-layer body may be mixed. Furthermore, at least one of the first five-layer body and the second five-layer body may be mixed.
本実施形態の緩衝器では、ゴム板、第１の金属板及び第２の金属板の全体の配置形態が、上下対称であることが好ましい。第１の金属板と第２の金属板への荷重負荷の状況が上下で同じになるからである。この場合、各ゴム板のせん断変形が安定し、衝撃吸収性能がより安定する。 In the shock absorber of the present embodiment, the overall arrangement of the rubber plate, the first metal plate, and the second metal plate is preferably vertically symmetric. This is because the state of the load applied to the first metal plate and the second metal plate is the same in the vertical direction. In this case, the shear deformation of each rubber plate is stabilized, and the shock absorbing performance is further stabilized.
ゴム板の数、サイズ及び材質は、緩衝器に要求される仕様に応じて適宜設定される。また、第１及び第２の金属板のサイズ及び材質も、緩衝器に要求される仕様に応じて適宜設定される。ゴム板、第１の金属板及び第２の金属板の全体の配置形態も同様に適宜設定される。ゴム板が弾性的なせん断変形を許容できる限り、ゴム板の材質は特に限定されない。典型的な例では、ゴム板の材質は、天然ゴム（ＮＲ）、合成ゴム（ＩＲ）、ブチルゴム（ＩＩＲ）等である。第１及び第２の金属板の材質は、特に限定されない。第１及び第２の金属板は例えば鋼板である。第１の金属板の材質と第２の金属板の材質は、同じであってもよいし、異なってもよい。第１及び第２の連結部材の材質も、特に限定されない。典型的な例では、第１及び第２の連結部材は、鍛鋼品又は鋳鋼品である。それらの連結部材は、複数の鋼板を溶接によって接合した複合品であってもよい。 The number, size and material of the rubber plates are appropriately set according to the specifications required for the shock absorber. Further, the sizes and materials of the first and second metal plates are appropriately set according to the specifications required for the shock absorber. The overall arrangement of the rubber plate, the first metal plate, and the second metal plate is also set appropriately. The material of the rubber plate is not particularly limited as long as the rubber plate can tolerate elastic shear deformation. In a typical example, the material of the rubber plate is natural rubber (NR), synthetic rubber (IR), butyl rubber (IIR), or the like. The material of the first and second metal plates is not particularly limited. The first and second metal plates are, for example, steel plates. The material of the first metal plate and the material of the second metal plate may be the same or different. The material of the first and second connecting members is not particularly limited. In a typical example, the first and second connecting members are forged products or cast steel products. These connecting members may be a composite product in which a plurality of steel plates are joined by welding.
第１及び第２の金属板とゴム板とを強固に接着できる限り、第１及び第２の金属板とゴム板との接着方法は特に限定されない。典型的な例では、各金属板とゴム板とが加硫接着される。接着剤によって接着してもよい。 The method of bonding the first and second metal plates and the rubber plate is not particularly limited as long as the first and second metal plates and the rubber plate can be firmly bonded. In a typical example, each metal plate and a rubber plate are vulcanized and bonded. It may be adhered by an adhesive.
ここで、本実施形態の緩衝器では、複数のゴム板が車両の前後方向（衝撃荷重の負荷方向）に対し並列に配置されている。一方、従来の緩衝器では、複数のゴム板が車両の前後方向に沿って直列に配置されている。このようなゴム板の配列の相違は、次に示すようにゴム板全体のばね定数に表われ、緩衝器の衝撃吸収性能に影響する。 Here, in the shock absorber of the present embodiment, a plurality of rubber plates are arranged in parallel in the front-rear direction of the vehicle (loading direction of the impact load). On the other hand, in the conventional shock absorber, a plurality of rubber plates are arranged in series along the longitudinal direction of the vehicle. Such a difference in the arrangement of the rubber plates appears in the spring constant of the entire rubber plate as described below, and affects the shock absorbing performance of the shock absorber.
図１は、本実施形態の緩衝器におけるゴム板の配列状況を示す模式図である。図２は、従来の緩衝器におけるゴム板の配列状況を示す模式図である。 FIG. 1 is a schematic diagram showing the arrangement of rubber plates in the shock absorber of the present embodiment. FIG. 2 is a schematic diagram showing the arrangement of rubber plates in a conventional shock absorber.
図１に示すように、本実施形態の緩衝器では、複数のゴム板２1、２2、・・・及び２nが並列に配置されている。これらのゴム板２1、２2、・・・及び２nそれぞれのばね定数をｋとすると、ゴム板全体のばね定数Ｋａは下記の式（１）によって表わされる。
Ｋａ＝ｋ×ｎ …（１）
As shown in FIG. 1, the shock absorber of the present embodiment, a plurality of rubber plates 2 1, 2 2, is ..., and 2 n are arranged in parallel. Assuming that the spring constant of each of the rubber plates 2 1 , 2 2 ,... And 2 n is k, the spring constant Ka of the entire rubber plate is represented by the following equation (1).
Ka = k × n (1)
一方、図２に示すように、従来の緩衝器では、複数のゴム板３1、３2、・・・及び３nが直列に配置されている。これらのゴム板３1、３2、・・・及び３nそれぞれのばね定数をｋとすると、ゴム板全体のばね定数Ｋｂは下記の式（２）によって表わされる。
Ｋｂ＝ｋ／ｎ …（２）
On the other hand, as shown in FIG. 2, in the conventional shock absorber, a plurality of rubber plates 3 1 , 3 2 ,... And 3 n are arranged in series. Assuming that the spring constant of each of the rubber plates 3 1 , 3 2 ,... And 3 n is k, the spring constant Kb of the entire rubber plate is represented by the following equation (2).
Kb = k / n (2)
上記式（１）と式（２）から、本実施形態の緩衝器におけるばね定数Ｋａは、従来の緩衝器におけるばね定数Ｋｂよりも大きい。したがって、フックの法則（Ｆ＝Ｋ×ｘ）に従い、本実施形態の緩衝器と従来の緩衝器に同じ大きさの衝突荷重Ｆが負荷された場合、ゴム板全体の変位ｘは本実施形態の緩衝器のほうが小さくなる。そうすると、本実施形態の緩衝器は、小型であっても衝撃吸収性能に優れると言える。 From the above equations (1) and (2), the spring constant Ka of the shock absorber of the present embodiment is larger than the spring constant Kb of the conventional shock absorber. Therefore, according to the Hook's law (F = K × x), when a collision load F having the same magnitude is applied to the shock absorber of the present embodiment and the conventional shock absorber, the displacement x of the entire rubber plate is equal to that of the present embodiment. The shock absorber is smaller. Then, it can be said that the shock absorber of the present embodiment is excellent in shock absorbing performance even if it is small.
本実施形態の緩衝器では、第１の金属板と第２の金属板がゴム板を挟んで交互に積層され、ゴム板、第１の金属板及び第２の金属板の全てが接着され一体化されていることが好ましい。第１及び第２の金属板の数を最大限に少なくすることができる。 In the shock absorber of the present embodiment, the first metal plate and the second metal plate are alternately laminated with a rubber plate interposed therebetween, and all of the rubber plate, the first metal plate and the second metal plate are bonded and integrated. It is preferable that it is formed. The number of the first and second metal plates can be minimized.
この場合の典型的な例では、一体化されたゴム板、第１の金属板及び第２の金属板の全体における最上層及び最下層に第２の金属板が配置されている。その最上層及び最下層に第１の金属板が配置されてもよい。ただし、その最上層及び最下層に、異なる金属板が配置されてもよい。 In a typical example in this case, the second metal plate is disposed on the uppermost layer and the lowermost layer of the integrated rubber plate, the first metal plate, and the second metal plate as a whole. The first metal plate may be arranged on the uppermost layer and the lowermost layer. However, different metal plates may be arranged in the uppermost layer and the lowermost layer.
以下に、本発明の鉄道車両用緩衝器について、その実施形態を詳述する。 Hereinafter, embodiments of the railway vehicle shock absorber of the present invention will be described in detail.
図３〜図６は、本発明の実施形態による緩衝器を示す図である。これらの図のうち、図３はその緩衝器の斜視図である。図４はその緩衝器の上面図である。図５はその緩衝器の側面図である。図６は図４の線VI−VIにおける断面図である。なお、図４〜図６において、左右方向が車両の前後方向である。例えば、左側が車両の前方向であり、右側が車両の後方向である。 3 to 6 are views showing a shock absorber according to the embodiment of the present invention. 3 is a perspective view of the shock absorber. FIG. 4 is a top view of the shock absorber. FIG. 5 is a side view of the shock absorber. FIG. 6 is a sectional view taken along line VI-VI in FIG. 4 to 6, the left-right direction is the front-back direction of the vehicle. For example, the left side is the front direction of the vehicle, and the right side is the rear direction of the vehicle.
図３〜図６に示すように、本実施形態の緩衝器１は、４つのゴム板２と、２つの第１の金属板３と、３つの第２の金属板４と、を備える。４つのゴム板２は、上下方向に重なるように配置されている。第１の金属板３と第２の金属板４は、ゴム板２を挟んで交互に積層されている。つまり、第１の金属板３は、ゴム板２の上面及び下面のうちのいずれか一方の面に接着されている。第２の金属板４は、ゴム板２の上面及び下面のうちで第１の金属板３が接着された面とは反対側の面に接着されている。更に、隣り合うゴム板２の間の第１の金属板３は、それらのゴム板２に共用される。隣り合うゴム板２の間の第２の金属板４は、それらのゴム板２に共用される。 As shown in FIGS. 3 to 6, the shock absorber 1 of the present embodiment includes four rubber plates 2, two first metal plates 3, and three second metal plates 4. The four rubber plates 2 are arranged so as to overlap in the vertical direction. The first metal plate 3 and the second metal plate 4 are alternately stacked with the rubber plate 2 interposed therebetween. That is, the first metal plate 3 is bonded to one of the upper surface and the lower surface of the rubber plate 2. The second metal plate 4 is bonded to the upper surface and the lower surface of the rubber plate 2 on the surface opposite to the surface to which the first metal plate 3 is bonded. Further, the first metal plate 3 between the adjacent rubber plates 2 is shared by the rubber plates 2. The second metal plate 4 between the adjacent rubber plates 2 is shared by the rubber plates 2.
このようにゴム板２、第１の金属板３及び第２の金属板４の全てが接着され一体化されている。一体化されたゴム板２、第１の金属板３及び第２の金属板４の全体における最上層及び最下層に第２の金属板４が配置されている。また、ゴム板２、第１の金属板３及び第２の金属板４の全体の配置形態は上下対称である。 In this manner, the rubber plate 2, the first metal plate 3, and the second metal plate 4 are all bonded and integrated. The second metal plate 4 is disposed on the uppermost layer and the lowermost layer of the whole of the integrated rubber plate 2, the first metal plate 3, and the second metal plate 4. The overall arrangement of the rubber plate 2, the first metal plate 3, and the second metal plate 4 is vertically symmetric.
第１の金属板３それぞれの前端において、幅方向の中央部から前方に向けて凸部（以下、「第１の前凸部」ともいう）３ａが突出する。更に、第１の金属板３それぞれの後端において、幅方向の中央部から後方に向けて凸部（以下、「第１の後凸部」ともいう）３ｂが突出する。第１の前凸部３ａ及び後凸部３ｂは第１の金属板３と一体の板状である。上下方向に並ぶ第１の前凸部３ａの全てを架け渡すようにブロック部材（以下、「前ブロック部材」ともいう）５ａが配置されている。それらの第１の前凸部３ａと前ブロック部材５ａは溶接によって接合されている。更に、上下方向に並ぶ第１の後凸部３ｂの全てを架け渡すようにブロック部材（以下、「後ブロック部材」ともいう）５ｂが配置されている。それらの第１の後凸部３ｂと後ブロック部材５ｂは溶接によって接合されている。 At the front end of each of the first metal plates 3, a convex portion (hereinafter, also referred to as “first front convex portion”) 3 a protrudes forward from a central portion in the width direction. Further, at the rear end of each of the first metal plates 3, a convex portion (hereinafter, also referred to as a “first rear convex portion”) 3 b protrudes rearward from a central portion in the width direction. The first front convex portion 3a and the rear convex portion 3b have a plate shape integral with the first metal plate 3. A block member (hereinafter, also referred to as a "front block member") 5a is arranged so as to bridge all of the first front protrusions 3a arranged in the vertical direction. The first front protrusion 3a and the front block member 5a are joined by welding. Further, a block member (hereinafter, also referred to as a "rear block member") 5b is arranged so as to bridge all of the first rear convex portions 3b arranged in the vertical direction. The first rear convex portion 3b and the rear block member 5b are joined by welding.
このように、全ての第１の金属板３は、第１の前凸部３ａ及び後凸部３ｂを介して、前ブロック部材５ａ及び後ブロック部材５ｂと一体化されている。つまり、前ブロック部材５ａ及び後ブロック部材５ｂは、全ての第１の金属板３をつなぐ。一体化された第１の金属板３、前ブロック部材５ａ及び後ブロック部材５ｂは、他の部材を介して、連結器に接続される。本実施形態では、前ブロック部材５ａが他の部材を介して連結器に接続される。前ブロック部材５ａ及び後ブロック部材５ｂが上記の第１の結合部材に含まれる。 Thus, all the first metal plates 3 are integrated with the front block member 5a and the rear block member 5b via the first front protrusion 3a and the rear protrusion 3b. That is, the front block member 5a and the rear block member 5b connect all the first metal plates 3. The integrated first metal plate 3, front block member 5a, and rear block member 5b are connected to a coupler via another member. In the present embodiment, the front block member 5a is connected to the coupler via another member. The front block member 5a and the rear block member 5b are included in the first coupling member.
第２の金属板４それぞれの前端において、左右の各端部から前方に向けて凸部（以下、「第２の前凸部」ともいう）４ａが突出する。更に、第２の金属板４それぞれの後端において、左右の各端部から後方に向けて凸部（以下、「第２の後凸部」ともいう）４ｂが突出する。第２の前凸部４ａ及び後凸部４ｂは第２の金属板４と一体の板状である。左右のそれぞれにおいて、上下方向に並ぶ第２の前凸部４ａの全てを架け渡すように板部材（以下、「前板部材」ともいう）６ａが配置されている。それらの第２の前凸部４ａと前板部材６ａは溶接によって接合されている。更に、左右のそれぞれにおいて、上下方向に並ぶ第２の後凸部４ｂの全てを架け渡すように板部材（以下、「後板部材」ともいう）６ｂが配置されている。それらの第２の後凸部４ｂと後板部材６ｂは溶接によって接合されている。 At the front end of each of the second metal plates 4, a protrusion (hereinafter, also referred to as a "second front protrusion") 4a protrudes forward from each of the left and right ends. Further, at the rear end of each of the second metal plates 4, a convex portion (hereinafter, also referred to as a "second rear convex portion") 4b projects rearward from each of the left and right ends. The second front convex portion 4a and the rear convex portion 4b have a plate shape integral with the second metal plate 4. On each of the left and right sides, a plate member (hereinafter, also referred to as a “front plate member”) 6a is arranged so as to bridge all of the second front protrusions 4a arranged in the vertical direction. The second front convex portion 4a and the front plate member 6a are joined by welding. Further, a plate member (hereinafter, also referred to as a "rear plate member") 6b is arranged so as to bridge all of the second rear convex portions 4b arranged in the vertical direction on each of the left and right sides. The second rear convex portion 4b and the rear plate member 6b are joined by welding.
このように、全ての第２の金属板４は、第２の前凸部４ａ及び後凸部４ｂを介して、前板部材６ａ及び後板部材６ｂと一体化されている。つまり、前板部材６ａ及び後板部材６ｂは、全ての第２の金属板４をつなぐ。一体化された第２の金属板４、前板部材６ａ及び後板部材６ｂは、他の部材を介して、車体に接続される。前板部材６ａ及び後板部材６ｂが上記の第２の結合部材に含まれる。 In this manner, all the second metal plates 4 are integrated with the front plate member 6a and the rear plate member 6b via the second front protrusion 4a and the rear protrusion 4b. That is, the front plate member 6a and the rear plate member 6b connect all the second metal plates 4. The integrated second metal plate 4, front plate member 6a and rear plate member 6b are connected to the vehicle body via other members. The front plate member 6a and the rear plate member 6b are included in the second coupling member.
このような構成の緩衝器１は、４つのゴム板２が車両の前後方向に対し並列に配置されている。以下に、緩衝器１に前後方向の衝撃が加わったときの状況を説明する。 In the shock absorber 1 having such a configuration, four rubber plates 2 are arranged in parallel in the front-rear direction of the vehicle. Hereinafter, a situation when the shock absorber 1 is subjected to an impact in the front-rear direction will be described.
図７及び図８は、本発明の実施形態による緩衝器の挙動を説明するための断面図である。これらの図のうち、図７は緩衝器に圧縮荷重が負荷されたときの状況を示す。図８は緩衝器に引張荷重が負荷されたときの状況を示す。なお、図７及び図８において、左右方向が車両の前後方向である。例えば、左側が車両の前方向であり、右側が車両の後方向である。緩衝器に負荷される前後方向の衝撃荷重は、圧縮荷重と引張荷重である。 7 and 8 are cross-sectional views illustrating the behavior of the shock absorber according to the embodiment of the present invention. Among these figures, FIG. 7 shows the situation when a compressive load is applied to the shock absorber. FIG. 8 shows a situation when a tensile load is applied to the shock absorber. 7 and 8, the left-right direction is the front-back direction of the vehicle. For example, the left side is the front direction of the vehicle, and the right side is the rear direction of the vehicle. The impact load in the front-back direction applied to the shock absorber is a compressive load and a tensile load.
図７中の実線矢印で示すように、緩衝器１に前後方向の衝撃が加えられることにより、第１の結合部材（前ブロック部材５ａ及び後ブロック部材５ｂ）に後向きの荷重が負荷され、第２の結合部材（前板部材６ａ及び後板部材６ｂ）に前向きの荷重が負荷された場合、緩衝器１には圧縮荷重が負荷される。つまり、第１の金属板３には後向きの荷重が負荷され、第２の金属板４には前向きの荷重が負荷される。すると、第１の金属板３は第２の金属板４に対して後方にスライドし、第２の金属板４は第１の金属板３に対して前方にスライドする。これにより、各ゴム板２にはせん断荷重が作用し、各ゴム板２が弾性的にせん断変形して圧縮の衝撃を吸収できる。 As shown by the solid arrows in FIG. 7, when a shock in the front-rear direction is applied to the shock absorber 1, a rearward load is applied to the first coupling members (the front block member 5 a and the rear block member 5 b), When a forward load is applied to the second coupling member (the front plate member 6a and the rear plate member 6b), a compression load is applied to the shock absorber 1. That is, a backward load is applied to the first metal plate 3, and a forward load is applied to the second metal plate 4. Then, the first metal plate 3 slides backward with respect to the second metal plate 4, and the second metal plate 4 slides forward with respect to the first metal plate 3. As a result, a shear load is applied to each rubber plate 2, and each rubber plate 2 is elastically sheared and deformed, thereby absorbing a compression impact.
一方、図８中の実線矢印で示すように、緩衝器１に前後方向の衝撃が加えられることにより、第１の結合部材（前ブロック部材５ａ及び後ブロック部材５ｂ）に前向きの荷重が負荷され、第２の結合部材（前板部材６ａ及び後板部材６ｂ）に後向きの荷重が負荷された場合、緩衝器１には引張荷重が負荷される。つまり、第１の金属板３には前向きの荷重が負荷され、第２の金属板４には後向きの荷重が負荷される。すると、第１の金属板３は第２の金属板４に対して前方にスライドし、第２の金属板４は第１の金属板３に対して後方にスライドする。これにより、各ゴム板２にはせん断荷重が作用し、各ゴム板２が弾性的にせん断変形して引張の衝撃を吸収できる。 On the other hand, as shown by the solid line arrow in FIG. 8, a forward load is applied to the first coupling members (the front block member 5a and the rear block member 5b) by applying a shock in the front-rear direction to the shock absorber 1. When a backward load is applied to the second coupling members (the front plate member 6a and the rear plate member 6b), a tensile load is applied to the shock absorber 1. That is, a forward load is applied to the first metal plate 3, and a backward load is applied to the second metal plate 4. Then, the first metal plate 3 slides forward with respect to the second metal plate 4, and the second metal plate 4 slides rearward with respect to the first metal plate 3. As a result, a shear load is applied to each rubber plate 2, and each rubber plate 2 is elastically sheared and deformed, thereby absorbing a tensile shock.
本実施形態では、図３〜図８に示すように、第２の金属板４それぞれの前端において、左右の第２の前凸部４ａの間の領域４ｃが凹んでいる。以下、この領域４ｃを前凹領域４ｃともいう。図７に示すように、圧縮荷重の負荷時、前凹領域４ｃは第１の金属板３の後方へのスライド移動を許容する。第１の金属板３が後方へ大きくスライドした場合、第１の金属板３と一体の前ブロック部材５ａが第２の金属板４の前凹領域４ｃに接触する。つまり、圧縮荷重の負荷時、前凹領域４ｃは第１の金属板３の過剰なスライドを制限する。 In the present embodiment, as shown in FIGS. 3 to 8, at the front end of each of the second metal plates 4, a region 4 c between the left and right second front protrusions 4 a is recessed. Hereinafter, this area 4c is also referred to as a front concave area 4c. As shown in FIG. 7, the front concave region 4c allows the first metal plate 3 to slide backward when a compressive load is applied. When the first metal plate 3 slides largely backward, the front block member 5 a integral with the first metal plate 3 comes into contact with the front concave area 4 c of the second metal plate 4. That is, when a compressive load is applied, the front concave region 4 c limits excessive sliding of the first metal plate 3.
一方、第２の金属板４それぞれの後端において、左右の第２の後凸部４ｂの間の領域４ｄが凹んでいる。以下、この領域４ｄを後凹領域４ｄともいう。図８に示すように、引張荷重の負荷時、後凹領域４ｄは第１の金属板３の前方へのスライド移動を許容する。第１の金属板３が前方へ大きくスライドした場合、第１の金属板３と一体の後ブロック部材５ｂが第２の金属板４の後凹領域４ｄに接触する。つまり、引張荷重の負荷時、後凹領域４ｄは第１の金属板３の過剰なスライドを制限する。 On the other hand, at the rear end of each of the second metal plates 4, a region 4d between the left and right second rear convex portions 4b is recessed. Hereinafter, the region 4d is also referred to as a rear concave region 4d. As shown in FIG. 8, when a tensile load is applied, the rear concave region 4d allows the first metal plate 3 to slide forward. When the first metal plate 3 slides largely forward, the rear block member 5 b integral with the first metal plate 3 comes into contact with the rear concave area 4 d of the second metal plate 4. That is, when a tensile load is applied, the rear concave region 4 d limits excessive sliding of the first metal plate 3.
図９は、図３〜図６に示す緩衝器におけるゴム板、第１の金属板及び第２の金属板の全体の配置形態を示す模式図である。図１０〜図１６は、緩衝器におけるゴム板、第１の金属板及び第２の金属板の全体の配置形態について変形例を示す模式図である。 FIG. 9 is a schematic diagram showing the overall arrangement of the rubber plate, the first metal plate, and the second metal plate in the shock absorber shown in FIGS. FIGS. 10 to 16 are schematic views showing modified examples of the overall arrangement of the rubber plate, the first metal plate, and the second metal plate in the shock absorber.
図９〜図１１に示す緩衝器１では、第１の金属板３と第２の金属板４が、ゴム板２を挟んで交互に積層され、ゴム板２、第１の金属板３及び第２の金属板４の全てが一体化されている。つまり、最上層及び最下層の金属板を除く第１の金属板３及び第２の金属板４が共用である。具体的には、図９に示す緩衝器１では、全ての第１の金属板３が共用であり、最上層及び最下層以外の１つの第２の金属板４が共用である。図１０に示す緩衝器１では、最上層及び最下層以外の１つの第１の金属板３が共用であり、全ての第２の金属板４が共用である。図１１に示す緩衝器１では、第２の金属板４のみが共用である。図１１に示す緩衝器１は、第２の５層体を備える。ここで、図９に示すように、最上層及び最下層は第２の金属板４であってもよいし、図１０及び図１１に示すように、最上層及び最下層が第１の金属板３であってもよい。 In the shock absorber 1 shown in FIGS. 9 to 11, the first metal plate 3 and the second metal plate 4 are alternately laminated with the rubber plate 2 interposed therebetween, and the rubber plate 2, the first metal plate 3 All of the two metal plates 4 are integrated. That is, the first metal plate 3 and the second metal plate 4 are shared except for the uppermost and lowermost metal plates. Specifically, in the shock absorber 1 shown in FIG. 9, all the first metal plates 3 are shared, and one second metal plate 4 other than the uppermost layer and the lowermost layer is shared. In the shock absorber 1 shown in FIG. 10, one first metal plate 3 other than the uppermost layer and the lowermost layer is shared, and all the second metal plates 4 are shared. In the shock absorber 1 shown in FIG. 11, only the second metal plate 4 is shared. The shock absorber 1 shown in FIG. 11 includes a second five-layer body. Here, as shown in FIG. 9, the uppermost layer and the lowermost layer may be the second metal plate 4, or as shown in FIGS. 10 and 11, the uppermost layer and the lowermost layer may be the first metal plate. It may be three.
図１２〜図１４に示す緩衝器１では、全ての第１の金属板３が共用でなく、全ての第２の金属板４も共用でない。つまり、第１の金属板３及び第２の金属板４の全てが独立している。具体的には、図１２に示す緩衝器１は、２つの３層体を備える。図１３及び図１４に示す緩衝器１は、４つの３層体を備える。ここで、図１２及び図１３に示すように、ゴム板２、第１の金属板３及び第２の金属板４の全体の配置形態は上下対称でなくてもよい。図１４に示すように、その配置態様は上下対称であってもよい。 In the shock absorber 1 shown in FIGS. 12 to 14, all the first metal plates 3 are not shared, and all the second metal plates 4 are not shared. That is, the first metal plate 3 and the second metal plate 4 are all independent. Specifically, the shock absorber 1 shown in FIG. 12 includes two three-layer bodies. The shock absorber 1 shown in FIGS. 13 and 14 includes four three-layer bodies. Here, as shown in FIGS. 12 and 13, the overall arrangement of the rubber plate 2, the first metal plate 3, and the second metal plate 4 may not be vertically symmetric. As shown in FIG. 14, the arrangement may be vertically symmetrical.
図１５に示す緩衝器１では、一部の第１の金属板３が共用である。具体的には、図１５に示す緩衝器１は、１つの第１の５層体と２つの３層体を備える。図１６に示す緩衝器１では、一部の第２の金属板４が共用である。具体的には、図１６に示す緩衝器１は、１つの第２の５層体と２つの３層体を備える。ここで、図１５及び図１６に示すように、ゴム板２、第１の金属板３及び第２の金属板４の全体の配置形態は上下対称であってもよい。ただし、その配置態様は上下対称でなくてもよい。 In the shock absorber 1 shown in FIG. 15, a part of the first metal plate 3 is shared. Specifically, the shock absorber 1 shown in FIG. 15 includes one first five-layer body and two three-layer bodies. In the shock absorber 1 shown in FIG. 16, a part of the second metal plate 4 is shared. Specifically, the shock absorber 1 shown in FIG. 16 includes one second five-layer body and two three-layer bodies. Here, as shown in FIGS. 15 and 16, the overall arrangement of the rubber plate 2, the first metal plate 3, and the second metal plate 4 may be vertically symmetrical. However, the arrangement may not be vertically symmetric.
その他、本発明は上記の実施形態に限定されず、本発明の趣旨を逸脱しない範囲で、種々の変更が可能であることは言うまでもない。 In addition, it is needless to say that the present invention is not limited to the above embodiment, and various changes can be made without departing from the spirit of the present invention.
本発明の緩衝器は、あらゆる鉄道車両に有効に利用できる。 INDUSTRIAL APPLICABILITY The shock absorber of the present invention can be effectively used for all railway vehicles.
１ 緩衝器
２ ゴム板
３ 第１の金属板
３ａ 第１の前凸部
３ｂ 第１の後凸部
４ 第２の金属板
４ａ 第２の前凸部
４ｂ 第２の後凸部
４ｃ 前凹領域
４ｄ 後凹領域
５ａ 前ブロック部材
５ｂ 後ブロック部材
６ａ 前板部材
６ｂ 後板部材
REFERENCE SIGNS LIST 1 shock absorber 2 rubber plate 3 first metal plate 3a first front convex portion 3b first rear convex portion 4 second metal plate 4a second front convex portion 4b second rear convex portion 4c front concave region 4d rear concave area 5a front block member 5b rear block member 6a front plate member 6b rear plate member
Claims (7)
前記各ゴム板の上面及び下面のうちのいずれか一方の面に接着された第１の金属板と、
前記各ゴム板の上面及び下面のうちで前記第１の金属板が接着された面とは反対の面に接着された第２の金属板と、
全ての前記第１の金属板につながり、連結器に接続される第１の結合部材と、
全ての前記第２の金属板につながり、車体に接続される第２の結合部材と、を備える、鉄道車両用緩衝器。 A plurality of rubber plates arranged to overlap in the vertical direction,
A first metal plate bonded to one of the upper surface and the lower surface of each of the rubber plates;
A second metal plate bonded to a surface of the upper and lower surfaces of each rubber plate opposite to a surface to which the first metal plate is bonded;
A first coupling member connected to all the first metal plates and connected to the coupler;
A second coupling member connected to all the second metal plates and connected to the vehicle body.
隣り合う前記ゴム板の組のうちの少なくとも１つの組が前記第１の金属板を共用する、鉄道車両用緩衝器。 The railway vehicle shock absorber according to claim 1, wherein
A railway vehicle shock absorber, wherein at least one of the adjacent sets of rubber plates shares the first metal plate.
隣り合う前記ゴム板の組のうちの少なくとも１つの組が前記第２の金属板を共用する、鉄道車両用緩衝器。 The railway vehicle shock absorber according to claim 1 or 2,
A railway vehicle shock absorber, wherein at least one of the adjacent sets of rubber plates shares the second metal plate.
前記ゴム板、前記第１の金属板及び前記第２の金属板の全体の配置形態が、上下対称である、鉄道車両用緩衝器。 The railway vehicle shock absorber according to any one of claims 1 to 3,
A shock absorber for a railway vehicle, wherein the overall arrangement of the rubber plate, the first metal plate, and the second metal plate is vertically symmetric.
前記第１の金属板と前記第２の金属板が前記ゴム板を挟んで交互に積層され、前記ゴム板、前記第１の金属板及び前記第２の金属板の全てが一体化されている、鉄道車両用緩衝器。 The railway vehicle shock absorber according to claim 1, wherein
The first metal plate and the second metal plate are alternately laminated with the rubber plate interposed therebetween, and the rubber plate, the first metal plate, and the second metal plate are all integrated. , Shock absorber for railway vehicles.
一体化された前記ゴム板、前記第１の金属板及び前記第２の金属板の全体における最上層及び最下層に前記第２の金属板が配置されている、鉄道車両用緩衝器。 The railway vehicle shock absorber according to claim 5, wherein
A shock absorber for a railway vehicle, wherein the second metal plate is disposed on an uppermost layer and a lowermost layer in the whole of the integrated rubber plate, the first metal plate, and the second metal plate.
一体化された前記ゴム板、前記第１の金属板及び前記第２の金属板の全体における最上層及び最下層に前記第１の金属板が配置されている、鉄道車両用緩衝器。
The railway vehicle shock absorber according to claim 5, wherein
A shock absorber for a railway vehicle, wherein the first metal plate is disposed on an uppermost layer and a lowermost layer in the whole of the integrated rubber plate, the first metal plate, and the second metal plate.
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| Application Number | Priority Date | Filing Date | Title |
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| JP2016084047A JP6658247B2 (en) | 2016-04-19 | 2016-04-19 | Railcar shock absorber |
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| JP2016084047A JP6658247B2 (en) | 2016-04-19 | 2016-04-19 | Railcar shock absorber |
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| JP6658247B2 true JP6658247B2 (en) | 2020-03-04 |
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| CN111547095A (en) * | 2020-04-20 | 2020-08-18 | 株洲时代瑞唯减振装备有限公司 | Composite joint with plate type rigidity adjusting structure |
| CN111532305A (en) * | 2020-04-20 | 2020-08-14 | 株洲时代瑞唯减振装备有限公司 | Composite connection coupler with plate type rigidity adjusting structure |
| CN111532306A (en) * | 2020-04-20 | 2020-08-14 | 株洲时代瑞唯减振装备有限公司 | Rigidity adjusting method of plate type composite joint |
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| US2636621A (en) * | 1947-10-24 | 1953-04-28 | Budd Co | Railway car end buffer arrangement |
| JP2000283224A (en) * | 1999-03-31 | 2000-10-13 | Yokohama Rubber Co Ltd:The | Structure of viscoelastic damper |
| JP2001260881A (en) * | 2000-03-21 | 2001-09-26 | Railway Technical Res Inst | Mounting structure of coupling shock absorber |
| JP5873821B2 (en) * | 2013-02-12 | 2016-03-01 | 株式会社日本製鋼所 | Railcar shock absorber |
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