JP2007139100A - Vibration control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration control device of a vehicle capable of reducing vibration having influence on ride comfort. <P>SOLUTION: Among vertically bending vibration of a car body caused by a wheel set unbalance and carriage pitching, a frequency being problematic from a viewpoint of the ride comfort is generally about 5 to 20 Hz. When such the wheel set unbalance and carriage pitching are caused, relatively small force is transmitted between the car body and a carriage. Thus, when excitation force acting on the vibration control device 5 is small, a vibration frequency by relative vibration of a rubber cylinder 9 and a pin 8 increases, and relative displacement of the rubber cylinder 9 and the pin 8 increases, and amplitude of the relative vibration of these also increases. As a result, a reduction quantity of a clearance part 10 reduces, and an adhesion degree between an inner peripheral part 9b and an outer peripheral part 8b reduces, and rigidity of shock absorbing rubber 6 reduces. Thus, vibration having a high vibration frequency and small amplitude is restrained from being transmitted between an outer cylinder 7 and the pin 8. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vibration isolator for a vehicle having a shock absorbing rubber that reduces vibration transmission and shock.

  Railway vehicles include a towing device for transmitting longitudinal force such as driving force and braking force between a vehicle body and a carriage. This towing device is a device that combines a bolsterless bogie that omits the pillow beam (bolster) and the vehicle body, and can ensure reliable transmission of the longitudinal force and good ride comfort that was the role of the conventional pillow beam. Thus, the property which becomes a soft bond is requested | required up and down, right and left, and a rotation direction. In addition, the railway vehicle includes a yaw damper that is a kind of oil damper provided between the carriage and the vehicle body in order to attenuate the carriage yawing motion of the bolsterless carriage and improve traveling stability. This yaw damper is generally used with a rubber spring and an oil damper arranged in series.

  A conventional vibration isolator for a railway vehicle includes a tubular portion formed on a connecting member such as a towing link or a yaw damper that connects the vehicle body and the carriage, and a large number of granular materials such as lead enclosed in the tubular portion. And a partition plate that has a space through which the granular material can pass and partitions the inside of the cylindrical portion (see, for example, Patent Document 1). Such a conventional vibration isolator for a railway vehicle converts the vibration energy generated in the towing link into the kinetic energy of the granular material, and reduces frictional vibration due to contact between the granular materials and sliding friction between the granular material and the partition plate. As a result, the vibration of the towing link is reduced. In this conventional vibration isolator for a railway vehicle, the fixed propagation vibration in the 80 to 300 Hz band caused by the vibration in the front-rear direction generated on the carriage side is reduced to reduce the in-vehicle noise.

Japanese Patent Laid-Open No. 2002-067945

FIG. 10 is a schematic diagram for explaining the vertical bending vibration of the vehicle body of the railway vehicle, the longitudinal vibration of the carriage, and the pitching vibration of the carriage as an example. FIG. 10A shows the vertical bending vibration and the carriage longitudinal vibration of the carriage. FIG. 10B is a schematic diagram illustrating a state in which vertical bending vibration and bogie pitching vibration of the vehicle body are generated.
A vehicle T shown in FIG. 10 is a railway vehicle, and includes a vehicle body 101 on which passengers are mounted, a carriage 102 that travels along a track, an air spring 103 that elastically supports the vehicle body 101 on the carriage 102, and a vehicle body 101. A connecting member 104 such as a towing link or a yaw damper that connects the carriage 102 is provided. In a railway vehicle, vehicle body vibration caused by an excitation force input via a towing link or a yaw damper due to wheel unbalance or bogie pitching may become a problem from the viewpoint of ride comfort. For example, as shown in FIG. 10 (A), when the vehicle T is vibrated up and down due to an unbalanced wheelset or an ups and downs of the track, and the cart 102 vibrates in the front-rear direction, vertical bending vibration is generated in the vehicle body 101. To do. Further, as shown in FIG. 10B, when the vehicle T is vibrated up and down due to an unbalanced wheelset or an ups and downs of the track or the like and the bogie 102 vibrates in a pitching manner, the vehicle body 101 is also subjected to vertical bending vibration. appear. Such vertical bending vibration of the vehicle body 101 often occurs in a frequency range where humans are sensitive to vertical vibration acceleration. Therefore, it is important to reduce this vertical bending vibration to improve riding comfort. It becomes.

  In the connecting member 104 shown in FIG. 10, a bush hole connected to the vehicle body 101 side is formed at one end, and a bush hole connected to the carriage 102 side is formed at the other end. A buffer rubber is inserted into the bush hole. In general, rubber characteristics tend to increase in rigidity as the frequency increases, so using conventional shock-absorbing rubber makes it more susceptible to vibration through a towing link or a yaw damper in a high frequency range. . In general, the towing link and the yaw damper are required to exhibit their original functions when the vehicle T is accelerating / decelerating or when the bogie 102 is snaked, but the frequency of wheel load unbalance, bogie pitching, etc. If the rigidity of the rubber is reduced in order to avoid the influence of vibration in a high region, there is a problem that the original functions of the towing link and the yaw damper are hindered.

  In addition, the conventional vibration isolator for railway vehicles shown in the patent literature can reduce vibrations in the 80 to 300 Hz band, but cannot reduce vibrations in the 4 to 10 Hz band that affects riding comfort. There is a point. Furthermore, in a conventional vibration isolator for a railway vehicle, it is necessary to form a connecting member such as a towing link or a yaw damper in a cylindrical portion, and provide a partition plate inside the cylindrical portion to enclose the granular material. For this reason, it is necessary to change the basic structure of the connecting member, and there is a problem that the weight increases due to the granular material, the structure becomes complicated, and the cost increases.

  The subject of this invention is providing the vibration isolator of a vehicle which can reduce the vibration which affects riding comfort.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
The invention of claim 1 is a vibration isolator for a vehicle having a shock absorbing rubber (6) for reducing vibration transmission and shock, wherein the shock absorbing rubber includes a first member (1) and a second member ( 2) and a connecting member (3, 4) for connecting to the vehicle (T), characterized in that the vehicle has a characteristic that rigidity is lowered when the vibration frequency is high compared to when the vibration frequency is low. ) Vibration isolator (5).

  The invention of claim 2 is a vibration isolator for a vehicle having a shock absorbing rubber (6) for reducing vibration transmission and shock, wherein the shock absorbing rubber includes a first member (1) and a second member ( 2) is used for connecting members (3, 4), and the rigidity is low when the displacement when receiving the excitation force is small compared to when the displacement when receiving the excitation force is large. A vibration isolator (5) for a vehicle (T) characterized by having the following characteristics.

  The invention according to claim 3 is a vibration isolator for a vehicle having a shock absorbing rubber (6) for reducing vibration transmission and shock, wherein the shock absorbing rubber includes a first member (1) and a second member ( 2) and a connecting member (3, 4) that is connected to the vehicle, and has a characteristic that rigidity is reduced when the vibration amplitude is small compared to when the vibration amplitude is large (T ) Vibration isolator (5).

  According to a fourth aspect of the present invention, in the vehicle vibration damping device according to any one of the first to third aspects, the shock absorbing rubber includes a rubber portion (9) and a contact portion that contacts the rubber portion ( And 8) a vibration isolator for a vehicle.

  According to a fifth aspect of the present invention, in the vehicle vibration damping device according to the fourth aspect, the shock absorbing rubber has a gap portion (10) between the rubber portion and the contact portion. It is a vibration isolator.

  According to a sixth aspect of the present invention, in the vibration isolator for a vehicle according to the fifth aspect, the cushion rubber includes an outer cylinder (7) connected to an outer peripheral portion (9a) of the rubber portion, and the gap portion is The rubber part and the contact part are not adhered to each other, and either one of the inner peripheral part (9b) of the rubber part and the outer peripheral part (8b) of the contact part is provided with a protrusion-like retaining part. (9c) is formed, and is a vehicle vibration isolator.

  A seventh aspect of the present invention is the vehicle vibration damping device according to the fourth aspect, wherein the shock absorbing rubber has a gap portion (11) in the rubber portion.

  According to an eighth aspect of the present invention, in the vehicle vibration damping device according to any one of the first to seventh aspects, the shock absorbing rubber is provided when the vehicle is a railway vehicle. 1) A vibration isolator for a vehicle, characterized in that it is used for a connecting member (3, 4) for connecting a cart (2).

According to a ninth aspect of the present invention, in the vehicle vibration damping device according to the eighth aspect, the shock absorbing rubber is used in a towing device (3) and / or a yaw damper device (4) for connecting the vehicle body and the carriage. That
A vehicle vibration isolator characterized by the above.

  According to the present invention, it is possible to reduce vibrations that affect the riding comfort.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic diagram of a railway vehicle including a vehicle vibration isolator according to a first embodiment of the present invention. FIG. 2 is an external view of the towing device including the vehicle vibration isolator according to the first embodiment of the present invention. FIG. 3 is an external view of a yaw damper device including the vehicle vibration isolator according to the first embodiment of the present invention.
A vehicle T shown in FIG. 1 is a railway vehicle that travels along a track. The vehicle T is, for example, a train or a diesel car. The vehicle T includes a vehicle body 1, a carriage 2, a traction device 3 shown in FIGS. 1 and 2, a yaw damper device 4 shown in FIGS. 1 and 3, and a vibration isolation device shown in FIGS. 2 and 3. 5 etc.

  The vehicle body 1 is a structure for loading and transporting passengers and the like. The carriage 2 is a device that supports the vehicle body 1 and travels. As shown in FIG. 1, the wheel 2a, the axle box 2b, the carriage frame 2c, the axle spring 2d, the axle damper 2e, and the air spring 2f. Etc. The wheel 2a is a member that is in rolling contact with the rail, and the axle box 2b is a member that rotatably supports an axle that rotates integrally with the wheel 2a. Held in position. The carriage frame 2c is a main component of the carriage 2, the shaft spring 2d is a device that couples the axle box 2b and the carriage frame 2c and elastically supports a load in the vertical direction, and the axle damper 2e is an axle box. This is a device for attenuating vibration between 2b and the carriage frame 2c. The air spring 2f is a device that reduces the vibration transmitted from the bogie frame 2c to the vehicle body 1 while connecting the vehicle body 1 and the bogie frame 2c to support a load in the vertical direction of the vehicle body 1.

  A traction device 3 shown in FIGS. 1 and 2 is a device that connects a vehicle body 1 and a carriage 2 and transmits force in the front-rear direction therebetween. The towing device 3 is, for example, a single link type towing device in which the vehicle body 1 and the carriage frame 2c are connected by a single towing link via a rubber bush. As shown in FIG. 2, the towing device 3 includes a connecting pipe (tensile bar) 3a that is a rod-like body that transmits longitudinal force such as driving force and braking force between the vehicle body 1 and the carriage 2, and the connecting pipe 3a. A connecting portion 3b for connecting one end of the connecting tube 3 to the vehicle body 1, a connecting portion 3c for connecting the other end of the connecting tube 3a to the carriage 2, and a bushing hole (through hole) that penetrates the connecting portions 3b and 3c. 3d, 3e, etc.

  The yaw damper device 4 shown in FIGS. 1 and 3 is a device that attenuates the bogie yawing motion and improves running stability. The yaw damper device 4 is an oil damper mounted between the vehicle body 1 and the carriage frame 2c, for example. As shown in FIG. 3, the yaw damper device 4 includes a piston rod 4a that moves forward and backward by hydraulic pressure, a cylinder 4b that accommodates the piston rod 4a, and a connecting portion 4c that connects the tip of the piston rod 4a to the vehicle body 1. The connecting portion 4d for connecting the end portion of the cylinder 4b to the carriage 2 and bushing holes 4e, 4f penetrating the connecting portions 4c, 4d are provided.

FIG. 4 is an external view of the vehicle vibration isolator according to the first embodiment of the present invention, FIG. 4 (A) is a front view, FIG. 4 (B) is a side view, and FIG. ) Is a cross-sectional view showing a state cut along IV-IVC in FIG.
A vibration isolator 5 shown in FIG. 4 is a device for reducing vibration. The vibration isolator 5 is inserted into the bush holes 3d and 3e of the traction device 3 shown in FIG. 2 and the bush holes 4e and 4f of the yaw damper device 4 shown in FIG. As shown in FIG. 4, the vibration isolator 5 includes a buffer rubber 6.

  The buffer rubber 6 is a device that reduces vibration transmission and impact. The buffer rubber 6 is a rubber bush with a pin used for the traction device 3 and the yaw damper device 4. As shown in FIG. 4, the buffer rubber 6 includes an outer cylinder 7, a pin 8, a rubber cylinder 9, a gap 10, and the like.

FIG. 5 is a graph schematically showing the characteristics of the shock absorbing rubber of the vibration isolator according to the first embodiment of the present invention. FIG. 5 (A) shows the change of the spring constant with respect to the vibration frequency, and FIG. ) Shows the change of the spring constant with respect to the displacement when receiving the excitation force, and FIG. 5C shows the change of the spring constant with respect to the amplitude of vibration.
The vertical axis shown in FIGS. 5A to 5C is the spring constant, the horizontal axis shown in FIG. 5A is the vibration frequency, and the horizontal axis shown in FIG. 5B is subjected to the excitation force. The horizontal axis shown in FIG. 5C is the vibration amplitude. As shown in FIG. 5A, the buffer rubber 6 has a characteristic that rigidity is lowered when the vibration frequency is higher than when the vibration frequency is low. For this reason, as shown in FIG. 5A, the shock absorbing rubber 6 has a large spring constant and normal rigidity when the vibration frequency is low, but when the vibration frequency is high, the spring constant becomes small and soft. Further, as shown in FIG. 5B, the cushion rubber 6 has a lower rigidity when the displacement amount when receiving the excitation force is smaller than when the displacement amount when receiving the excitation force is large. It has the characteristic which becomes. For this reason, the shock absorbing rubber 6 has a large spring constant and normal rigidity when the displacement amount when receiving the excitation force is large, but the spring constant becomes small when the displacement amount when receiving the excitation force is small. It becomes soft. Further, as shown in FIG. 5C, the cushion rubber 6 has a characteristic that rigidity is lowered when the vibration amplitude is small as compared to when the vibration amplitude is large. Therefore, as shown in FIG. 5C, the shock absorbing rubber 6 has a large spring constant and normal rigidity when the vibration amplitude is large, but when the vibration amplitude is small, the spring constant becomes small and soft.

  The outer cylinder 7 shown in FIG. 4 is a cylindrical member that accommodates the rubber cylinder 9. The outer cylinder 7 is inserted into the bush holes 3d and 3e of the traction device 3 shown in FIG. 2 and the bush holes 4e and 4f of the yaw damper device 4 shown in FIG. The outer cylinder 7 is formed, for example, by machining a carbon steel pipe for machine structure into a predetermined shape, and an outer peripheral portion 7a that fits into the bush holes 3d, 3e, 4e, and 4f shown in FIGS. And an inner peripheral portion 7b connected to the rubber cylinder 9.

  The pin 8 is a contact portion that contacts the rubber cylinder 9, and is a shaft-like member that is accommodated in the rubber cylinder 9. 2 and 3, the pin 8 is connected to a fixing member on the vehicle body 1 side or a fixing member on the cart 2 side. For example, the pin 8 is formed by processing carbon steel for mechanical structure into a predetermined shape, and as shown in FIG. 4, the shaft portion 8a, the outer peripheral portion 8b, the retaining portion 8c, and the mounting portion 8d. And mounting holes 8e. The shaft portion 8 a is a portion accommodated in the rubber cylinder 9, and the outer peripheral portion 8 b is a portion facing the inner peripheral portion 9 b of the rubber cylinder 9. A groove-shaped retaining portion 8c is formed in the outer peripheral portion 8b in the circumferential direction. The retaining portion 8 c is a portion that prevents the shaft portion 8 a from coming out of the rubber tube 9 when a load is applied in the axial direction of the pin 8. The mounting portion 8d is a portion for mounting the pin 8, and is formed in a plate shape integrally with the shaft portion 8a as shown in FIG. 5B, and only a predetermined length from both ends of the shaft portion 8a. It protrudes. The attachment hole 8e is a through hole formed at the end of the attachment portion 8d, and is connected to a fixing member on the vehicle body 1 side or the carriage 2 side shown in FIGS.

  The rubber cylinder 9 is a cylindrical member that relieves vibrations transmitted between the outer cylinder 7 and the pin 8 and relieves an impact acting between them. As shown in FIG. 4C, the rubber cylinder 9 is disposed between the outer cylinder 7 and the pin 8, and includes an outer peripheral portion 9a, an inner peripheral portion 9b, and a retaining portion 9c. . The outer peripheral portion 9a is a portion connected to the inner peripheral portion 7b of the outer cylinder 7, and is integrated with the inner peripheral portion 7b when the rubber cylinder 9 is formed by pouring rubber between the outer cylinder 7 and the pin 8. And join. The inner peripheral portion 9b is a portion facing the outer peripheral portion 8b of the pin 8, and a projection-shaped retaining portion 9c is formed on the inner peripheral portion 9b in the circumferential direction. The retaining portion 9c is a portion that prevents the shaft portion 8a from slipping out of the rubber tube 9 when a load is applied in the axial direction of the pin 8, and is fitted with a slight gap from the retaining portion 8c of the pin 8. Match.

  The gap 10 is a gap formed between the pin 8 and the rubber cylinder 9. The gap portion 10 makes the gap between the outer peripheral portion 8b of the pin 8 and the inner peripheral portion 9b of the rubber cylinder 9 non-adhered and makes the gap between the retaining portion 8c and the retaining portion 9c non-adhered. Is formed by. The gap 10 is formed on the entire circumference of the rubber cylinder 9 by, for example, pouring rubber between the outer cylinder 7 and the pin 8 to form the rubber cylinder 9 and then the rubber cylinder 9 contracts. The gap of the gap 10 changes depending on the amount of deformation when the rubber cylinder 9 contracts.

Next, the operation of the vehicle vibration isolator according to the first embodiment of the present invention will be described.
Of the vertical bending vibrations of the vehicle body 1 caused by wheel unbalance and bogie pitching as shown in FIG. 10, the frequency that is a problem from the viewpoint of riding comfort is generally about 5 to 20 Hz. When such wheel-shaft unbalance or cart pitching occurs, a relatively small force is transmitted between the vehicle body 1 and the cart 2. For this reason, as shown in FIG. 4B, the vibration force acting on the vibration isolator 5 is small, and the vibration frequency of the relative vibration between the rubber cylinder 9 and the pin 8 is high. As the relative displacement increases, the amplitude of these relative vibrations also increases, and the amount of decrease in the gap 10 decreases. As a result, the degree of adhesion between the inner peripheral portion 9b and the outer peripheral portion 8b is lowered, and the rigidity of the buffer rubber 6 is lowered. For this reason, as shown in FIG. 5 (B), the transmission of the excitation force between the outer cylinder 7 and the pin 8 is suppressed due to the relationship that the spring constant decreases as the amount of displacement decreases. As shown in FIG. 5 (A), because the spring constant decreases as the vibration frequency increases, vibration including elastic vibration such as vertical bending vibration with high vibration frequency and small amplitude causes the outer cylinder 7 and the pin 8 to Suppresses being transmitted between.

  On the other hand, it is required that the towing device 3 and the yaw damper device 4 shown in FIG. When the vehicle T accelerates or decelerates or when the carriage 2 is oscillating with yawing, a relatively large force is transmitted between the vehicle body 1 and the carriage 2, and the fluctuation frequency of this force is considered to be relatively low. . For this reason, as shown in FIG. 4B, the excitation force acting on the vibration isolator 5 is large, and the vibration frequency of the relative vibration between the rubber cylinder 9 and the pin 8 is lowered, and the rubber cylinder 9 and the pin 8 As the relative displacement decreases, the amplitude of these relative vibrations also decreases, and the amount of reduction of the gap 10 increases. As a result, the degree of adhesion between the inner peripheral portion 9b and the outer peripheral portion 8b is increased, and the rigidity of the buffer rubber 6 is increased. For this reason, as shown in FIG. 5 (A), the spring constant increases as the vibration frequency decreases, so that vibration with a low vibration frequency and a large amplitude that does not affect the ride comfort is caused by the outer cylinder 7 and the pin 8. Is transmitted with normal rigidity. Further, as shown in FIG. 5B, the driving force and the braking force are transmitted between the outer cylinder 7 and the pin 8 due to the relationship that the spring constant increases as the displacement amount increases.

The vehicle vibration isolator according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the buffer rubber 6 has a characteristic that rigidity is lowered when the vibration frequency is higher than when the vibration frequency is low. Further, in the first embodiment, the buffer rubber 6 has a characteristic that rigidity is lowered when the displacement amount when receiving the excitation force is small compared to when the displacement amount when receiving the excitation force is large. . Further, in the first embodiment, the buffer rubber 6 has a characteristic that rigidity is lowered when the vibration amplitude is small as compared to when the vibration amplitude is large. For this reason, when the vibration frequency is high or the displacement is small, the rigidity of the buffer rubber 6 can be softened. As a result, the excitation force transmitted from the towing device 3 or the yaw damper device 4 to the vehicle body 1 due to wheel unbalance or bogie pitching is reduced, and the vibration frequency such as elastic vibration such as vertical bending vibration of the vehicle body 1 is reduced. High and small amplitude vibrations are suppressed, and riding comfort can be improved. On the other hand, when the vibration frequency for which the traction device 3 and the yaw damper device 4 are required to exhibit their original functions is low or the displacement is large, the rigidity of the buffer rubber 6 can be made sufficiently rigid. As a result, driving force and braking force can be transmitted by the traction device 3, and the yawing motion of the carriage 2 can be attenuated by the yaw damper device 4.

(2) In the first embodiment, the buffer rubber 6 has the gap 10 between the rubber cylinder 9 and the pin 8. For this reason, when the vibration force is large and the vibration frequency of the relative vibration between the rubber cylinder 9 and the pin 8 is low, the relative displacement between the rubber cylinder 9 and the pin 8 increases and the amplitude of these relative vibrations also increases. As a result, the amount of decrease in the gap 10 is increased, the degree of adhesion between the outer peripheral portion 8b and the inner peripheral portion 9b is increased, and the rigidity of the buffer rubber 6 can be increased. On the other hand, when the vibration force is small and the vibration frequency of the relative vibration between the rubber cylinder 9 and the pin 8 is high, the relative displacement between the rubber cylinder 9 and the pin 8 is small and the amplitude of these relative vibrations is small. As a result, the amount of decrease of the gap 10 is reduced, the degree of adhesion between the outer peripheral portion 8b and the inner peripheral portion 9b is reduced, and the rigidity of the buffer rubber 6 can be reduced. Further, it is not necessary to change the structure of the towing device 3 or the yaw damper device 4, and it is sufficient to replace the existing shock absorbing rubber, so that an increase in cost can be suppressed and an increase in mass can also be suppressed.

(Second Embodiment)
FIGS. 6A and 6B are external views of a vehicle vibration isolator according to the second embodiment of the present invention, FIG. 6A is a front view, FIG. 6B is a side view, and FIG. ) Is a cross-sectional view showing a state cut along a VI-VIC line in FIG. In the following, the same parts as those shown in FIG. 4 are denoted by the same reference numerals and detailed description thereof is omitted.
The shock absorbing rubber 6 shown in FIG. 6 has a gap 11 in the rubber cylinder 9, and the outer peripheral portion 8 b of the pin 8 and the inner peripheral portion 9 b of the rubber cylinder 9 are bonded. The gap 11 is a gap formed in the rubber cylinder 9 and is formed in a slit shape with a predetermined length and width in the circumferential direction of the rubber cylinder 9 as shown in FIG. As with the gap 10 shown in FIG. 1, the gap 11 changes as the rubber tube 9 is elastically deformed.

The vehicle vibration isolator according to the second embodiment of the present invention has the effects described below.
In the second embodiment, the buffer rubber 6 has a gap 11 in the rubber cylinder 9. As a result, when the excitation force shown in FIG. 5B is large and the vibration frequency of the relative vibration between the rubber tube 9 and the pin 8 is low, the relative displacement between the rubber tube 9 and the pin 8 increases and the amplitude of vibration also increases. growing. For this reason, the reduction | decrease amount of the space | gap part 11 becomes large and the rigidity of the buffer rubber 6 can be made high. On the other hand, when the vibration force shown in FIG. 5B is small and the vibration frequency of the relative vibration between the rubber cylinder 9 and the pin 8 is high, the relative displacement between the rubber cylinder 9 and the pin 8 becomes small and the relative vibration of the rubber cylinder 9 and the pin 8 decreases. The amplitude is also reduced. For this reason, the reduction | decrease amount of the space | gap part 11 becomes small and the rigidity of the buffer rubber 6 can be made low.

Next, examples of the present invention will be described.
FIGS. 7A and 7B are external views of the vehicle vibration isolator according to the embodiment of the present invention, FIG. 7A is a front view, and FIG. 7B is a side view. In the following, parts corresponding to those shown in FIG. 4 are given corresponding numbers, and detailed description thereof is omitted.
The vibration isolator 50 shown in FIG. 7 has the same structure as the vibration isolator 5 shown in FIG. 4, and φ ₁ = 130 mm, φ ₂ = 70 mm, L ₁ = 80 mm, L ₂ = 110 mm, L ₃ shown in FIG. = 180 mm, L ₄ = 260 mm, and H = 40 mm.

FIG. 8 is a graph showing measurement results of load-displacement characteristics in the direction perpendicular to the axis (Z direction) of the vehicle vibration isolator according to the embodiment of the present invention, and the slope of this curve corresponds to the static spring constant. . FIG. 9 is a graph showing the measurement result of the dynamic spring constant of the vehicle vibration isolator according to the embodiment of the present invention.
The vertical axis shown in FIG. 8 is the load (N), and the horizontal axis is the displacement (mm). The vertical axis shown in FIG. 9 is the dynamic spring constant (N / mm), and the horizontal axis is the frequency (Hz). First, when the gap portion 100 between the pin 80 and the rubber cylinder 90 shown in FIG. 7 was measured, the gap was 0.40 to 0.45 mm. Next, when the static spring constant (ks) in the Z direction of the vibration isolator 50 shown in FIG. 7 was measured, the static spring constant (ks) was 5.6 (kN / mm) as shown in FIG. . Further, the dynamic spring constant (kd) in the Z direction of the vibration isolator 50 shown in FIG. 7 is measured with the Z direction preload 0 (N) and the vibration amplitude ± 0.5 mm (constant regardless of the frequency) as measurement conditions. As shown in FIG. 9, the dynamic spring constant (kd) was 0.4 to 0.5 (kN / mm) at a frequency of 10 Hz or more. As a result, it was confirmed that the dynamic magnification (kd / ks) of the vibration isolator 50 shown in FIG. 7 is 1/10 or less. In general, the vibration damping rubber has a dynamic magnification of 1 or more. However, in this vibration damping device 50, the dynamic magnification is reduced to about 0.1, and it has been confirmed that the spring constant decreases as the vibration frequency increases.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the buffer rubber 6 is a rubber bush with a pin has been described as an example, but the present invention can also be applied to a buffer rubber other than the rubber bush with a pin. For example, a center dish laminated rubber towing device that has a center pin on the vehicle body rotatably fitted to a tow beam on the carriage side and connects the tow beam and the carriage frame with a center dish rubber in which a plurality of rubbers are laminated. The present invention can be applied. In this embodiment, the case where the vibration isolator 5 is used in the railway vehicle towing device 3 and the yaw damper device 4 has been described as an example. However, in this embodiment, automobiles, structures, machinery, etc. The present invention can also be applied to suspension devices, damper devices, vibration isolation devices, vibration control devices, and the like. Further, in this embodiment, the vehicle T including the traction device 3 and the yaw damper device 4 has been described as an example. However, the present invention can also be applied to the vehicle T including only the traction device 3.

(2) In this embodiment, the rubber cylinder 9 is taken as an example of the rubber part, and the pin 4 is taken as an example of the contact part that comes in contact with the rubber part. The present invention is not limited to the shaft member, and the present invention can be applied to cases where these are other shapes. In this embodiment, the case where the elastic vibration of about 5 to 20 Hz is reduced is described as an example. However, the embodiment is not limited to the relaxation of the elastic vibration, and is about 80 to 100 Hz transmitted from the carriage 2 to the vehicle body 1. The present invention can also be applied to the case of reducing the sound. Furthermore, in this embodiment, the case where the protrusion-shaped retaining portion 5c is formed on the inner peripheral portion 5b of the rubber cylinder 5 has been described as an example, but the outer periphery of the pin 4 instead of the inner peripheral portion 5b of the rubber cylinder 5 is described. A protrusion-like retaining portion 5c can be formed on the portion 4b.

(3) In this embodiment, a single link type towing device has been described as an example of the towing device 3, but the present invention is not limited to this. For example, a Z-link towing device that connects the vehicle body and the carriage by a Z-shaped link mechanism, a bolster anchor device that connects the swing pillow device and the vehicle body or the carriage, and a left and right that attenuates the relative movement in the left-right direction between the vehicle body and the carriage. The present invention can also be applied to a dynamic damper device, an inter-vehicle yaw damper device that is mounted between vehicle bodies and attenuates yawing vibration of the vehicle body, and an axial damper device that attenuates vibration between the axle box and the carriage frame. In this embodiment, the case where the gap portion 10 or the gap portion 11 is formed in the buffer rubber 6 has been described as an example. However, a large number of fine holes can be formed in the rubber cylinder 9. Further, in this embodiment, the vertical bending vibration of the vehicle body 1 has been described as an example of elastic vibration. However, the vehicle body 1 is not torsional vibration or elastic deformation of the vehicle body 1 in the longitudinal direction, the vertical direction, and the horizontal axis direction. The present invention can also be applied to the translation of the above or the rotational movement around these axes.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram of a railway vehicle including a vehicle vibration isolator according to a first embodiment of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of the towing apparatus provided with the vibration isolator of the vehicle which concerns on 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of a yaw damper apparatus provided with the vibration isolator of the vehicle which concerns on 1st Embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of the vibration isolator of the vehicle which concerns on 1st Embodiment of this invention, (A) is a front view, (B) is a side view, (C) is IV-IVC of (B). It is sectional drawing which shows the state cut | disconnected. It is a graph which shows typically the characteristic of buffer rubber of the vibration isolator which concerns on 1st Embodiment of this invention, (A) shows the change of the spring constant with respect to a vibration frequency, (B) received the excitation force. (C) shows the change of the spring constant with respect to the amplitude of the vibration. It is an external view of the vibration isolator of the vehicle which concerns on 2nd Embodiment of this invention, (A) is a front view, (B) is a side view, (C) is VI-VIC line of (B) It is sectional drawing which shows the state cut | disconnected by. BRIEF DESCRIPTION OF THE DRAWINGS It is an external view of the vibration isolator of the vehicle which concerns on the Example of this invention, (A) is a front view, (B) is a side view. It is a graph which shows as an example the measurement result of the load-displacement characteristic of the vibration isolator of the vehicle which concerns on the Example of this invention. It is a graph which shows as an example the measurement result of the dynamic spring constant of the vibration isolator of the vehicle which concerns on the Example of this invention. It is a schematic diagram for demonstrating as an example the vertical bending vibration of the vehicle body of a railway vehicle, the longitudinal vibration of a trolley | bogie, and the pitching vibration of a trolley | bogie, (A) is the state which the vertical bending vibration and trolley | bogie longitudinal vibration of the vehicle body have generate | occur | produced (B) is a schematic diagram showing a state in which vertical bending vibration and bogie pitching vibration of the vehicle body are generated.

Explanation of symbols

1 Body (first member)
2 dolly (second member)
3 Towing device (connecting member)
4 Yaw damper device (connecting member)
5 Vibration isolator 6 Buffer rubber 7 Outer cylinder 8 Pin (contact part)
8b Outer peripheral part 9 Rubber cylinder (rubber part)
9a outer peripheral part 9b inner peripheral part 9c retaining part 10 gap part 11 gap part T vehicle

Claims (9)

A vibration isolator for a vehicle having a shock absorbing rubber that relieves vibration transmission and shock,
The buffer rubber is used as a connecting member for connecting the first member and the second member, and has a characteristic that rigidity is lower when the vibration frequency is higher than when the vibration frequency is low. ,
A vehicle vibration isolator characterized by the above. A vibration isolator for a vehicle having a shock absorbing rubber that relieves vibration transmission and shock,
The shock absorbing rubber is used as a connecting member for connecting the first member and the second member, and the displacement when receiving the excitation force is larger than when the displacement amount when receiving the excitation force is large. Having a characteristic of low rigidity when the amount is small,
A vehicle vibration isolator characterized by the above. A vibration isolator for a vehicle having a shock absorbing rubber that relieves vibration transmission and shock,
The buffer rubber is used as a connecting member for connecting the first member and the second member, and has a characteristic that rigidity is reduced when the vibration amplitude is small compared to when the vibration amplitude is large. ,
A vehicle vibration isolator characterized by the above. The vibration isolator for a vehicle according to any one of claims 1 to 3,
The buffer rubber includes a rubber part and a contact part that comes into contact with the rubber part,
A vehicle vibration isolator characterized by the above. The vibration isolator for a vehicle according to claim 4,
The buffer rubber has a gap portion between the rubber portion and the contact portion;
A vehicle vibration isolator characterized by the above. The vibration isolator for a vehicle according to claim 5,
The buffer rubber includes an outer cylinder connected to an outer peripheral portion of the rubber portion,
The gap portion is in a non-adhesive state between the rubber portion and the contact portion,
A protrusion-shaped retaining part is formed on either the inner peripheral part of the rubber part or the outer peripheral part of the contact part,
A vehicle vibration isolator characterized by the above. The vibration isolator for a vehicle according to claim 4,
The buffer rubber has a gap in the rubber part;
A vehicle vibration isolator characterized by the above. The vibration isolator for a vehicle according to any one of claims 1 to 7,
The shock-absorbing rubber is used for a connecting member that connects the vehicle body and the bogie of the railway vehicle when the vehicle is a railway vehicle;
A vehicle vibration isolator characterized by the above. The vibration isolator for a vehicle according to claim 8,
The buffer rubber is used in a towing device and / or a yaw damper device for connecting the vehicle body and the carriage;
A vehicle vibration isolator characterized by the above.

Images