JP2012086762A - Method of manufacturing stopper for railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a manufacturing method capable of manufacturing a stopper for a railroad vehicle made of massive rubber in good productivity with a moderate vulcanization time and in high quality by excellently carrying out deaeration.SOLUTION: In the method for manufacturing the stopper for the railroad vehicle having an air spring and an elastic body 5 interposed in a vertical direction between the air spring and a truck arranged downward of it, a molding die K for molding the massive rubber elastic body 5 is prepared. In a vulcanizing step for vulcanizing non-vulcanized rubber injected in the molding die K by heating of the molding die K, the temperature of a shaft end mold part T which bears molding of an air spring side end and a truck side end of the elastic body 5 in the molding die K is set at a first temperature range t1 which is a comparatively high temperature in a vulcanizing temperature range, and the temperature of a side peripheral mold part R which bears molding of an outer wall part h excluding the air spring side end and the truck side end of the elastic body 5 in the molding die K is set at a second temperature range t2 which is a comparatively low temperature in the vulcanizing temperature range and is a lower temperature than the first temperature range t1 to be vulcanized.

Description

  The present invention relates to a method of manufacturing a railway vehicle stopper having an elastic body interposed between upper and lower air springs and a carriage disposed below the air spring.

  As this type of railcar stopper, as disclosed in Patent Document 1, a conical elastic body (conical stopper) in which rubber rings and metal rings are alternately arranged inside and outside the diameter, As shown, a bun-shaped rubber mass deployed under the air spring is disclosed. The railcar stopper is set so as to come into contact when the air spring is bent to some extent, and is provided as one that can function as an alternative cushioning material when the air spring is in an airless state, suppressing excessive shaking.

  The thing of the structure which provides the elastic body by the block rubber shown by patent document 2 is a stopper for rail vehicles often employ | adopted by the railway of Europe, and many uses are anticipated in the future. In the case of this lump rubber, depending on the size and the required amount of rubber, there is a problem that the mixed air does not escape sufficiently, and the outside air tends to increase when it is removed from the mold, resulting in a high defect rate. In addition, if air bleeding is favorable, there is a problem that productivity is clearly deteriorated. In other words, when vulcanizing a product with a large amount of rubber (elastic body) such as a lump of rubber, in order to stabilize the physical properties of rubber,

  To elaborate the problem, for example, a means for performing vulcanization by setting the vulcanization temperature to a relatively high temperature (eg, 155 ° C.) in the applicable temperature range has a merit that the vulcanization time is short and the productivity is excellent. However, in the molding process, the unvulcanized rubber lump is vulcanized and hardened from the periphery, so that the internal air is difficult to escape and a clear hardness difference is produced between the inside and the outside [see FIG. 4 (b). reference〕. In addition, when the vulcanization temperature is set to a relatively low temperature (eg, 135 ° C.) in the applicable temperature range, vulcanization is performed with an appropriate flow behavior of rubber, that is, excess rubber and air easily escape from the parting surface. The quality is good, but the vulcanization time is too long and the productivity is poor (see FIG. 4B).

  Thus, when molding a railway vehicle stopper having a rubber lump, it cannot be simply set within the vulcanization temperature range and vulcanized, leaving room for improvement in its production method. It was what has been.

JP 2006-329280 A US-690388

  The object of the present invention is that a railway vehicle stopper made of an elastic body made of a massive rubber can be made as a product that can be well ventilated and high quality, but does not take too much vulcanization time and has excellent productivity. It is in providing a manufacturing method.

The invention according to claim 1 is a method for manufacturing a railway vehicle stopper having an elastic body 5 interposed between the upper and lower sides of an air spring and a carriage disposed below the air spring.
In the vulcanization step kr, which prepares a molding die K for molding the rubber-like elastic body 5 and vulcanizes the unvulcanized rubber injected into the molding die K by heating the molding die K. The temperature of the shaft end mold portion T responsible for molding the air spring side end and the carriage side end of the elastic body 5 in the mold K is set to a first temperature range t1 that is relatively high within the vulcanization temperature range. In addition, the temperature of the side peripheral mold portion R responsible for forming the outer wall portion h excluding the air spring side end and the carriage side end of the elastic body 5 in the mold K is relatively low within the vulcanization temperature range. In addition, vulcanization is performed by setting to a second temperature range t2 that is lower than the first temperature range t1.

  The invention according to claim 2 is the manufacturing method of the railcar stopper according to claim 1, wherein the molding die K for molding the elastic body 5 having a substantially barrel-shaped outer shape in a side view, A vulcanizing step is prepared, which includes a first mold 13 for molding the air spring side portion of the elastic body 5 and a second mold 12 for molding the carriage side portion of the elastic body 5. kr is performed before the demolding step kd in which the first mold 13 and the second mold 12 are relatively moved in a direction in which both the molds 13 and 12 move away from each other.

  According to a third aspect of the present invention, in the railcar stopper manufacturing method according to the second aspect of the present invention, the elastic body 5 is provided at the air spring side end of the first support plate 2B and the carriage side end. The second support plate 4A is integrally provided with the second support plate 4A.

  According to a fourth aspect of the present invention, in the method for manufacturing a railcar stopper according to the third aspect, as the mold K, the first mold 13 disposed on the air spring side of the first support plate 2B; The second mold 12 disposed on the carriage side of the second support plate 4A, and the first mold 13 and the second mold 12 are arranged to form the outer wall portion h. And a third mold 14 is prepared.

  According to a fifth aspect of the present invention, in the method for manufacturing a railway vehicle stopper according to the fourth aspect, the third mold 14 is on the air spring side with respect to a portion that makes the maximum diameter of the elastic body 5. What comprises the 4th type | mold 14B and the 5th type | mold 14A used as the trolley | bogie side is prepared.

  The invention according to claim 6 is the method for manufacturing a railway vehicle stopper according to any one of claims 1 to 5, wherein the first temperature range t1 is 150 to 160 ° C and the second temperature range. t2 is set to 130 to 140 ° C., respectively.

  According to the invention of claim 1, the vulcanization temperature is described in detail in the section of the embodiment, such that the shaft end mold portion in the mold is relatively high temperature and the side peripheral mold portion is relatively low temperature. This is a manufacturing method in which molds are formed by making different. As a result, the elastic body is vulcanized (cured) from the air spring side end and the carriage side end, resulting in an improved state in which the rubber flow at the intermediate portion is good, and surplus rubber due to thermal expansion And air easily escapes from the intermediate portion, and the quality is stabilized. The vulcanization time is longer than when vulcanized at high temperature, but shorter than when vulcanized at low temperature, and productivity can be improved. As a result, it is possible to provide a method for manufacturing a railway vehicle stopper that can perform air venting firmly and is high quality but does not take too much vulcanization time and is excellent in productivity.

  According to the second aspect of the present invention, the unvulcanized rubber that is injected into the mold and flows is vulcanized from a location far from the boundary between the first mold and the second mold, and reaches the boundary. The rubber flow can be made closer to the ideal one. Therefore, in addition to the above effects, there is an advantage that surplus rubber and air can be easily removed from the boundary portion, and the quality can be further stabilized.

  In the case of using an elastic body integrally provided with the first support plate at the air spring side end and the second support plate at the carriage side end as in the invention of claim 3, both of them are supported as in claim 4. It is preferable that the mold has a third mold for forming the outer wall portion between the plates, whereby the first support plate and / or the second support plate has a diameter larger than the diameter of the rubber lump portion. However, the manufacturing method which can perform a demolding process by simple and smooth operation, without performing a forced removal can be provided. In this case, as in the fifth aspect of the invention, the third die is divided into a fourth die on the air spring side and a fifth die on the cart side, with the portion having the maximum diameter of the elastic body as a boundary. If it has a structure, there exists an advantage which can perform a demolding process more smoothly.

  According to invention of Claim 6, 1st temperature range t1 is set to 150-160 degreeC, and 2nd temperature range t2 is set to 130-140 degreeC, respectively, The said invention by Claims 1-5 It is possible to provide a method of manufacturing a railway vehicle stopper that can reliably obtain the effect.

Sectional view showing the suspension system for railway vehicles Shows a railcar stopper, (a) is a cross-sectional view, (b) is a plan view Sectional view showing the mold structure of a railway vehicle stopper (A) is a chart showing the material composition and vulcanization characteristics of the stopper rubber, (b) is a chart showing vulcanization characteristics of Examples and Comparative Examples. Flow chart showing stopper manufacturing method (main part) The figure which shows the relational graph of vulcanization time and torque with the disk vulcanization test machine

  DESCRIPTION OF EMBODIMENTS Embodiments of a railway vehicle stopper and a method for manufacturing the same according to the present invention will be described below with reference to the drawings. A railcar stopper (hereinafter simply referred to simply as a stopper) is a component of a railcar suspension using an air spring.

  As shown in FIG. 1, the railcar suspension system A includes a diaphragm 3 made of rubber (an example of an elastic material) across an upper support portion 1 on the vehicle body side and an intermediate support portion 2 disposed below the upper support portion 1. An air spring a is provided, and a stopper b formed by interposing an elastic body 5 between the upper and lower sides of the intermediate support part 2 and the lower support part 4 disposed on the lower side of the carriage. Yes. The upper support portion 1 is supported by a railway vehicle body (not shown) through a cylindrical boss portion 1e having a central axis P which is the center of the upper support portion, and the lower support portion 4 is an axis P Is supported by a carriage (not shown) via a cylindrical shaft 4C having

  The upper support portion 1 is configured in a disc shape having an upper disc 1a, a lower disc 1b, a bottomed cylindrical portion 1c, an upper seat 1d, a cylindrical boss portion 1e, and the like. The upper disc 1a and the lower disc 1b are both steel plates that are circular in a vertical view, and are stacked one above the other so that a cylindrical boss 1e is passed through the center thereof. The bottomed cylindrical portion 1c is a deep dish-shaped steel plate fixed to the lower surface of the lower circular plate 1b, and the upper seat 1d is integrated with the lower surface side of the lower circular plate 1b outside the diameter of the bottomed cylindrical portion 1b. It is made of a rubber ring. The cylinder boss 1e having the axis P is fixed in a state of penetrating the upper and lower disks 1a and 1b and the bottomed cylinder 1c. The upper seat 1d is formed in a thin film shape on the outer peripheral surface of the bottomed cylindrical portion 1c, and is formed in a thick shape on the inner surface of the lower disk 1b and thicker downward toward the outer diameter (substantially a bowl shape). Shape). A sliding plate 6 made of stainless steel and having an annular shape is integrated on the lower surface of the bottomed cylindrical portion 1c by adhesion or the like.

  The diaphragm 3 has an upper bead portion 3a that is press-fitted into an upper corner portion (presenting a ring shape with respect to the axis P) formed by the lower disk 1b, the bottomed cylindrical portion 1c, and the upper seat 1d. The upper part 3b of the disc is received by the upper receiving seat 1d with a large area, the main body part 3c protruding most laterally, and the lower bead part 3d fitted to the intermediate support part 2 is formed. . The lower bead portion 3d is formed at a lower corner portion (presenting a ring shape with respect to the axis P) formed by the outer peripheral surface 2a of the main body disk 2A and the attachment ring 7 fitted and attached to the outer peripheral portion of the flange portion 2F. Press fit. That is, a structure in which the diaphragm 3 is fitted and attached to both the upper support 1 and the intermediate support 2 without a fastening structure such as a bolt, as in the relationship between the tire and the wheel of an automobile, a so-called “self-sealing diaphragm” It is configured to have a structure.

  The intermediate support portion 2 includes a metal main body disc 2A having an outer peripheral surface 2a and a flange portion 2F, and a metal inner peripheral plate 2B bolted to the lower surface of the main body disc 2A. Yes. The attachment ring 7 provided integrally with the outer peripheral portion of the flange portion 2F is a rubber ring-shaped member having a reinforcing ring 8 therein. On the upper surface of the main body disk 2A, a sliding plate 11 made of a low friction material such as fluororesin and having an annular shape is integrally provided.

  The lower support plate 4 includes a mounting disc 4A on which the elastic body 5 is integrally mounted, a substantially shallow dish-shaped support disc 4B that receives the mounting disc 4A in an internally fitted state, and a support disc. The mounting disc 4A is fixed to the support disc 4B using screws 9 and pins 10 and includes the above-described cylinder shaft 4C fixed to 4B. The lower support plate 4 is a member having a circular shape with respect to the axis P.

  The elastic body 5 is composed of a rubber lump interposed between the upper and lower sides in a state of being vulcanized and bonded to the mounting disk 4A, the support disk 4B, and the inner peripheral plate 2B. The diameter of the rubber mass 5 increases in the shape of a convex lens as it goes down, but the diameter decreases from the vicinity of the lower end to the lower end, and the lower end exhibits a downward expanding shape that expands again, and the upper end also expands upward. Is formed. The cylindrical shaft 4C is formed with an insertion hole 4c penetrating vertically, and a space portion 5k communicating with the insertion hole 4c is formed above the central portion of the cylindrical shaft 4C and the support disc 4B in the rubber lump 5. ing.

  The rubber mass 5 is interposed between the intermediate support portion 2 and the lower support portion 4 in a state of a substantially barrel-shaped outer shape in which the diameter of the intermediate portion is maximum in the height direction, and the rubber mass 5 An end portion (lower end portion) in contact with the lower support portion 4 is formed as a lower flared end portion (a tip flared end portion) 5A whose diameter increases as it approaches the lower support portion 4 in the vertical direction. Further, an end portion (upper end portion) in contact with the intermediate support portion 2 in the rubber lump 5 is formed on an upper expanding end portion (protruding end portion) 5B whose diameter increases as it approaches the intermediate support portion 2 in the vertical direction. Has been.

  Next, a method for manufacturing the stopper b will be described. As shown in FIGS. 1 and 2, the stopper b includes a rubber lump 5 that is a rotating body having an axis P, an inner peripheral plate 2 </ b> B that is a first support plate disposed on the air spring side end, and a cart side. A mounting disk 4A, which is a second support plate provided at the end, is integrally provided. As shown in FIG. 3, the molding die of the stopper b is molded in a posture that is inverted upside down from the state of use as a product. The mold K basically comprises an upper mold (an example of a second mold) 12, a lower mold (an example of a first mold) 13, and a middle mold (an example of a third mold) 14. The upper mold 12 Includes a nesting die 15 and the middle die 14 has a vertically divided structure comprising a middle upper die (an example of a fifth die) 14A and a middle lower die (an example of a fourth die) 14B.

  A plurality of shaft bolts 16 for screwing with the main body disc 2A are welded or implanted to the inner peripheral plate 2B, and the inner peripheral plate 2B is accommodated in the disc-shaped lower mold 13. A shallow dent 13a and a hole dent 13b that accommodates the plurality of shaft bolts 16 are formed. The depth of the shallow wide recess 13a is the same as the thickness of the inner peripheral plate 2B, and the inner peripheral plate 2B can be sandwiched and held between the middle and lower molds 14B during molding. The lower mold 13 and the middle lower mold 14B are superposed and arranged in the centered state of the shaft center P by fitting the tapered inner peripheral surface 13c and the tapered outer peripheral surface 14d.

  The middle upper die 14A and the middle lower die 14B are arranged in a vertically aligned manner using a knock pin 17 to form the middle die 14, and a parting line is formed at a portion having the largest diameter as the shape of the rubber lump 5. The width (vertical thickness) dimensions of both 14A and 14B are determined so that is positioned. Inside the middle upper die 14A and the middle lower die 14B, fluid jackets 18 and 19 for temperature control are provided around the inner peripheral surfaces 14a and 14b, and these fluid jackets 18 are provided. , 19 are provided with delivery paths 18a, 18b, 19a, 19b for supplying and discharging control fluid. The fluid jackets 18 and 19 can have various shapes such as an annular shape or an arc shape with respect to the axis P. The control fluid is preferably steam (heated steam), but various fluids such as hot water and oil are possible.

  The upper die 12 includes a molding surface 12a for sandwiching and holding the disc 4A with the middle upper die 14A, a tapered inner circumferential surface 12b fitted (externally fitted) to the tapered outer circumferential surface 14c of the middle upper die 14A, and a nested die 15 Is a thick disk-shaped mold having a center hole 20 for loading. The center hole 20 has a planar shape connecting a tapered inner peripheral surface 20a with a narrowed shape, a large-diameter inner peripheral surface 20b on the upper side, and an upper end of the tapered inner peripheral surface 20a and a lower end of the large-diameter inner peripheral surface 20b. And a stepped peripheral surface 20c.

  The insert mold 15 is a base mold having a taper outer peripheral surface 15a fitted into the taper inner peripheral surface 20a, a large diameter outer peripheral surface 15b fitted into the large diameter inner peripheral surface 20b, and an annular peripheral surface 15c mounted on the stepped peripheral surface 20c. 15A and the protrusion type | mold 15B which protrudes largely in the metal mold | die space S. The base mold 15A and the protruding mold 15B are detachably integrated by bolting or the like. The protruding mold 15 </ b> B has an outer shape for forming a space portion 5 k as the rubber lump 5 and is low.

  The lower mold 13 and the upper mold 12 are configured to be held at a constant temperature by a constant temperature means (not shown) for holding them at a predetermined vulcanization temperature. As a constant temperature means, a press heating board adjacent to the lower side of the lower die 13 and the upper side of the upper die 12 is provided, an electric heater is incorporated, or a jacket for passing a temperature control fluid like the middle die 14 is provided. Various things, such as providing, are possible.

  Now, in order to create the stopper b, a manufacturing method as shown in the flowchart of FIG. 5 is adopted. That is, the first support plate setting step k1 for placing the inner peripheral plate 2B on the lower die 13 is performed, and the intermediate die setting step kn for placing the intermediate die 14 on the lower die 13 on which the inner peripheral plate 2B is placed. And a second support plate setting step k2 for placing the mounting disc 4A on the middle die 14, and an upper die setting step for placing the upper die 12 on the middle die 14 on which the placing disc 4A is placed. Do ku.

  In the middle mold setting step kn, the intermediate assembly 14 after placing the middle upper mold 14A and the middle lower mold 14B is placed on the lower mold 13, or the intermediate lower mold 14B is placed on the lower mold 13, and then the middle mold 14B is placed on the lower mold 13. A sequential overlapping method j is performed in which the middle and upper dies 14A are placed on the middle and lower dies 14B. In the upper mold setting step ku, the preliminary loading method s for placing the upper mold 12 with the nested mold 15 loaded and set on the upper mold 12 on the middle mold 14 or placing the upper mold 12 on the middle mold 14, Then, the order setting method i in which the nested mold 15 is loaded and set in the upper mold 12 is performed.

  Then, as shown in FIG. 3, when the molding die K is assembled, an injection step kt for injecting the unvulcanized rubber into the mold space S until it is full is performed, and the uninjected portion injected next to the injection step kt is performed. A vulcanization step kr is performed in which the vulcanized rubber is heated to vulcanize. As the unvulcanized rubber is injected into the mold space S, the unvulcanized rubber is sequentially heated from the mold K that has already been set to a predetermined temperature, so that it is almost simultaneously with the injection of the unvulcanized rubber. The vulcanization process kr will also be started. Accordingly, the vulcanization process kr is practically started from the start of the injection process kt and is continued for a predetermined time (eg, 4 hours).

  The temperature setting of each part of the mold K for performing the vulcanization process in the vulcanization step kr is as follows. That is, the upper mold 12 (an example of the shaft end mold portion T) and the lower mold 13 (an example of the shaft end mold portion T) are set to 150 to 160 ° C. (an example of the first temperature range t1), and A side circumferential mold portion (portion shown by cross-hatching in FIG. 3) R that is a portion facing the mold space S (portion facing the outer wall portion h of the elastic body 5) is 130 to 140 ° C. (an example of the second temperature range t2). Set to. More preferably, the first temperature range t1 is set to 155 ° C., and the second temperature range t2 is set to 135 ° C., respectively.

  When the vulcanization process kr is completed, the upper mold 12 is moved upward to be removed from the middle mold 14, and the lower mold 13 is moved downward to be removed from the middle mold 14, and then the middle upper mold 14A and the middle lower mold 14B are moved away from each other. The demolding process kd to move is performed and the stopper 5 is obtained. The stopper b as the product after vulcanization is in a state in which the inner peripheral plate 2B and the support disc 4B are integrated with the elastic body 5 by vulcanization adhesion. In addition, you may define the rubber lump which integrally comprises the inner peripheral board 2B and the support disc 4B as the elastic body 5 (= stopper b) for convenience.

  That is, the manufacturing method of the railcar stopper is performed as follows. First, the first support plate 2B provided at the air spring side end and the carriage side end are provided as a molding die K for molding the rubber mass-like elastic body 5 having a substantially barrel-shaped outer shape in side view. A first gold disposed on the air spring side of the first support plate 2B is formed by molding the air spring side portion of the elastic body 5 (stopper b) formed integrally with the second support plate 4A. In order to mold the mold 13 and the cart side of the elastic body 5 and to mold the second mold 12 disposed on the cart side of the second support plate 4A and the outer wall portion h of the elastic body 5. A thing including a third mold 14 arranged between the first mold 13 and the second mold 12 is prepared. As the middle mold 14, the middle upper mold (fifth mold) 14A on the air spring side and the middle lower mold (fourth on the cart side) on the boundary of the portion (central mold split surface c) that makes the maximum diameter of the elastic body 5 A mold consisting of 14B is prepared.

  In the vulcanization process kr for vulcanizing the unvulcanized rubber injected into the mold K by heating the mold K, the air spring side end and the cart side end of the elastic body 5 in the mold K are provided. The temperature of the shaft end mold portion T responsible for molding is set to a first temperature range t1 that is relatively high within the vulcanization temperature range, and the air spring side end and the carriage side end of the elastic body 5 in the mold K The temperature of the side peripheral mold portion R responsible for forming the outer wall portion h excluding the vulcanization temperature is set to a relatively low temperature within the vulcanization temperature range and to a second temperature range t2 that is lower than the first temperature range t1. To do. In the vulcanization process kr performed before the demolding process kd including the process of moving the first mold 13 and the second mold 12 relative to each other in the direction in which the both 13 and 12 move away from each other, the first temperature range t1 is set. The temperature is set to 150 to 160 ° C, and the second temperature range t2 is set to 130 to 140 ° C.

  Thus, in the mold K, the vulcanization temperature is set such that the upper and lower portions of the elastic body 5 are relatively hot and the portion corresponding to the lateral surface (outer wall portion h) is relatively cold. A manufacturing method is used in which the molds are formed differently. Thereby, vulcanization (curing) from a location far from the center split surface (between the upper and lower molds 14A and 14B: parting line) c in the unvulcanized rubber which is injected into the mold space S and flows. As a result, the rubber flow toward the central split surface c is ideal.

  Therefore, surplus rubber and air due to thermal expansion are divided into the central mold dividing surface c, the upper mold dividing surface (the dividing surface formed by the upper mold 12 and the middle upper mold 14A) d, and the lower mold dividing surface (the lower mold 13 and the middle lower). The split surface made by the mold 14B) comes out of e and the quality is stabilized. The vulcanization time is also longer than the conventional method of vulcanizing at a relatively high temperature of 150 to 160 ° C. [Comparative Example 1 in FIG. 4B], but vulcanizing at a relatively low temperature of 130 to 140 ° C. This is shorter than the conventional method [Comparative Example 2 in FIG. 4B], and the productivity can be improved.

[Example 1]
As shown in FIG. 4A, the rubber material composition of the elastic body 5 is NR: 100, zinc white: 5, stearic acid: 1, C.I. B: 50, oil: 5, sulfur: 2, accelerator: 1. The vulcanization conditions of the elastic body 5 are in accordance with “JIS K 6300-2” (unvulcanized rubber—physical characteristics—part 2: how to obtain vulcanization characteristics using a vibration vulcanization tester) The conditions (vulcanization conditions) are shown in FIG. 4 (a), and the measurement results are shown in FIG.

  Specifically, using a disk vulcanization tester (rheometer), a vulcanization curve showing the relationship between the vulcanization time (horizontal axis) and the torque value (vertical axis) at a fixed time is obtained. The minimum value of the torque value at S is Min 'and the maximum value is S'Max. S = S′Max−S′Min, where two straight lines passing through these S′Min and S′Max and parallel to the time axis are drawn and the distance between the two straight lines is S. t10, t50, and t90 are respectively S'Min + 0.1S, S'Min + 0.5S, and S'Min + 0.9S, and draw three straight lines parallel to the time axis to obtain the intersection with the vulcanization curve. This is the time required to reach each intersection. In rubber vulcanization, vulcanization is generally carried out until t90 at each temperature. Therefore, vulcanization temperature in Example 1 was 18.6 minutes at 135 ° C and 5.7 minutes at 155 ° C. . In the case of the t50 value, it gradually proceeds from plastic deformation to elastic deformation in the course of vulcanization.

  As shown in FIG. 4A, when the t50 value is fast, vulcanization proceeds and the suppression of rubber flow is promoted. Therefore, in the case of 155 ° C., the elastic deformation occurs in about 4 minutes, and the effect of blocking the rubber in the upper and lower portions from the value of t50 of the outer wall portion occurs. FIG. 4B shows the evaluation (Example) by the production method of the present invention, the evaluation of Comparative Example 1 by high-temperature vulcanization, and the evaluation of Comparative Example 2 by low-temperature vulcanization.

[Another Example]
The middle mold 14 may have a circumferentially divided structure (not shown) that is divided into a plurality of parts (eg, divided into 3 parts) in the circumferential direction, instead of the vertically divided structure (FIG. 3) that is separated in the direction of the axis P. Further, the molding die K in the case of the stopper b made of only the rubber mass 5 not having both the support plates 2B, 4A is relatively moved in the direction of the axis P (relatively moving away from each other) with the parting line as a boundary. It is also possible to adopt a structure comprising two molds, a first mold and a second mold.

2B 1st support plate 4A 2nd support plate 5 Elastic body 12 2nd metal mold 13 1st metal mold 14 3rd metal mold 14A 5th mold 14B 4th mold K Molding die R Side peripheral mold part T Shaft end mold part h Outer wall part kd Demolding process kr Vulcanization process t1 1st temperature range t2 2nd temperature range

Claims (6)

A method for manufacturing a railway vehicle stopper having an elastic body interposed between an air spring and a carriage disposed below the air spring,
In the vulcanization step of preparing a mold for molding the elastic body in the form of rubber and vulcanizing the unvulcanized rubber injected into the mold by heating the mold, in the mold The temperature of the shaft end mold part responsible for molding the air spring side end and the carriage side end of the elastic body is set to a first temperature range that is relatively high within the vulcanization temperature range, and the mold in the mold The temperature of the side peripheral mold part that forms the outer wall part excluding the air spring side end part and the carriage side end part of the elastic body is relatively low in the vulcanization temperature range and lower than the first temperature range. A method of manufacturing a railway vehicle stopper that is vulcanized by setting in a second temperature range.   A first mold for molding an air spring side portion of the elastic body as a molding die for molding the elastic body having a substantially barrel-shaped outer shape in a side view, and a cart side portion of the elastic body A mold including a second mold for molding the mold, and the vulcanization process includes a demolding process in which the first mold and the second mold are relatively moved in directions away from each other. The manufacturing method of the stopper for rail vehicles of Claim 1 performed before.   The railcar according to claim 2, wherein a first support plate provided at the air spring side end and a second support plate provided at the carriage side end are integrally provided as the elastic body. Stopper manufacturing method.   As the mold, the first mold disposed on the air spring side of the first support plate, the second mold disposed on the carriage side of the second support plate, and molding of the outer wall portion are formed. The manufacturing method of the stopper for rail vehicles of Claim 3 which prepares what contains the 3rd metal mold | die distribute | arranged between the said 1st metal mold | die and the said 2nd metal mold | die to bear.   5. The railway according to claim 4, wherein the third mold is prepared by a fourth mold on the air spring side and a fifth mold on the carriage side, with a portion that makes the maximum diameter of the elastic body as a boundary. A method of manufacturing a vehicle stopper.   The manufacturing method of the stopper for rail vehicles as described in any one of Claims 1-5 which sets the said 1st temperature range to 150-160 degreeC, and sets the said 2nd temperature range to 130-140 degreeC, respectively.

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