JP4810015B2 - Axle spring device for railway vehicles - Google Patents

Axle spring device for railway vehicles Download PDF

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Publication number
JP4810015B2
JP4810015B2 JP2001230187A JP2001230187A JP4810015B2 JP 4810015 B2 JP4810015 B2 JP 4810015B2 JP 2001230187 A JP2001230187 A JP 2001230187A JP 2001230187 A JP2001230187 A JP 2001230187A JP 4810015 B2 JP4810015 B2 JP 4810015B2
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JP
Japan
Prior art keywords
shaft spring
spring
spring device
main shaft
elastic rubber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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JP2001230187A
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Japanese (ja)
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JP2003040107A (en
Inventor
博 林
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyo Tire and Rubber Co Ltd filed Critical Toyo Tire and Rubber Co Ltd
Priority to JP2001230187A priority Critical patent/JP4810015B2/en
Publication of JP2003040107A publication Critical patent/JP2003040107A/en
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Publication of JP4810015B2 publication Critical patent/JP4810015B2/en
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Description

【0001】
【発明の属する技術分野】
本発明は鉄道車両用軸ばね装置に関する。詳しくは、鉄道車両の蛇行動や上下動時の衝撃を吸収緩和するように、台車枠と軸箱との間に介装して用いられる鉄道車両用軸ばね装置に関するものである。
【0002】
【従来の技術】
従来から一般的に用いられている軸ばね装置は、図5に示すように、複数個の円筒状金属板11と円筒状弾性ゴム12を同心状態で径内外方向に交互に積層してなる軸ばね13単体からなり、この軸ばね13を、車軸の中心の前後両側位置でその軸線を上下垂直姿勢にした状態で台車枠と軸箱との間に介装して用いられていた。
【0003】
【発明が解決しようとする課題】
上記のような従来一般の軸ばね装置における最近の傾向は、空車時等のような車体重量が小さいときの曲線走行時に脱線等が起こらないようにするために、軸ばね13を構成する弾性ゴム12として柔らかいゴムを使用して軸ばね13全体のばね定数を低く設定するケースが増えている。
【0004】
しかし、このようにばね定数を低く設定すると、例えば定員以上の大きな車体重量が負荷された場合、弾性ゴム12が大きく撓んで亀裂を発生したり、クリープしたりして、その耐久性に悪影響が生じる。また、クリープが大きいと、軸ばね13の金属板11が台車枠にメタルタッチして車両走行時に思わぬ衝撃が発生する可能性がある。
【0005】
一方、弾性ゴム12の亀裂やクリープを低減するために、ばね定数を高く設定すると、空車時等のような車体重量が小さいときの曲線走行時の追従性が悪化して脱線等を起こす原因になりかねないという問題がある。
【0006】
本発明は上記実情に鑑みてなされたもので、空車時のような車体重量が小さいときの追従性に優れた特性を発揮させながら、定員以上の車体重量が大きいときのゴムの亀裂やクリープを低減して耐久性の向上を図ることができる鉄道車両用軸ばね装置を提供することを目的としている。
【0007】
【課題を解決するための手段】
上記目的を達成するために、本発明に係る鉄道車両用軸ばね装置は、複数個の円筒状金属板と円筒状弾性ゴムを同心状態で径内外方向に交互に積層してなる主軸ばねがその軸線を上下垂直姿勢にした状態で台車枠と軸箱との間に介装されているとともに、上記主軸ばねの中心部である最も内側の径小円筒状金属板の上端部に固定配置される補助軸ばねを、その上端面と上記台車枠の下端面との間に離間寸法が設定される状態で設けて、定員または定員付近の車体重量になったとき、上記補助軸ばねが上記主軸ばねと協働してばね作用を発揮するように構成されていることを特徴とするものである。
【0008】
上記構成の本発明によれば、空車時等のような車体重量が小さいときは、主軸ばねのみのばね作用によりばね定数の低い追従性に優れた特性を発揮しながら、定員または定員付近以上の車体重量が大きいときは、主軸ばねと補助軸ばねの協働によりばね定数の高いばね作用を発揮して、主軸ばねにおける弾性ゴムの亀裂やクリープを低減し、その耐久性を向上することが可能である。
【0009】
本発明に係る鉄道車両用軸ばね装置において、補助軸ばねは主軸ばねの中心部である最も内側の径小円筒状金属板の上端部に固定配置されていることが望ましく、また、その補助軸ばねとしては、弾性ゴム単体であっても、積層ゴムであっても、コイル状スプリングであってもよいが、弾性ゴムと金属板との積層構造から構成されたものがそれ自体の耐久性の点からみて最も好ましい。
【0010】
また、本発明に係る鉄道車両用軸ばね装置の補助軸ばねとして、弾性変位の増加につれて順次台車枠との接触面積が増大する断面台形状もしくはそれに類似する形状に形成されたものを使用する場合は、車体重量の増加に対して撓み量がほぼ直線的に増大する特性となり、弾性ゴムの亀裂やクリープの低減効果を高めるように設定しやすく、耐久性の一層向上が図れる。
【0011】
【発明の実施の形態】
以下、本発明の実施の形態を図面にもとづいて説明する。
図1は本発明に係る鉄道車両用軸ばね装置の要部の縦断面図であり、この軸ばね装置10は、主軸ばね1と補助軸ばね2とから構成されている。
【0012】
主軸ばね1は、複数個の円筒状金属板3…と円筒状弾性ゴム4…を同心状態で径内外方向に交互に積層してなり、最も内側の径小円筒状金属板3の下端部には後述する軸箱への取付座5が形成されているとともに、最も外側の径大円筒状金属板3の上端部には、後述する台車枠の嵌込み部6が形成されている。
【0013】
補助軸ばね2は、円板状の弾性ゴム2aと円板状の金属板2bとの積層構造から構成されており、上記主軸ばね1の中心部である最も内側の径小円筒状金属板3の上端部に固定配置されている。この補助軸ばね2の上端面と上記嵌込み部6に嵌め込まれる台車枠の下端面との間の離間寸法Lは、車体重量(車両総重量)が空車ないし定員未満の状態では補助軸ばね2がばね作用を発揮せず、車体重量が定員以上になつたとき、補助軸ばね2が上記主軸ばね1と協働してばね作用を発揮するような値に設定されている。
【0014】
上記構成の軸ばね装置10は、図2に示すように、鉄道車両における車軸7の中心の前後両側位置でその軸線aを上下垂直姿勢にした状態で台車枠8と軸箱9との間に介装して用いられる。このような使用形態で空車ないし定員未満までの車体重量が小さいときは、主軸ばね1のみがばね作用することになり、図3の特性図でも明らかなように、軸ばね装置10全体のばね定数は低く、曲線走行時に脱線等を起こさず追従性に優れた特性を発揮しながら、定員以上の満車状態のように車体重量が大きいときは、主軸ばね1と補助軸ばね2が協働してばね作用することになり、軸ばね装置10全体のばね定数が高くなる非線形の特性を発揮して、主軸ばね1における弾性ゴム4…の亀裂の発生やクリープを低減し、その耐久性の向上を図ることが可能である。
【0015】
なお、上記実施の形態では、補助軸ばね2として、弾性ゴム2aと金属板2bとの積層構造から構成されたものを用いたが、これに代えて、弾性ゴム単体や積層ゴムあるいはコイル状スプリングを用いてもよい。
【0016】
また、図4に示すように、補助軸ばね2として、弾性変位の増加につれて順次台車枠8との接触面積が増大する断面台形状もしくはそれに類似する形状に形成されたものを使用する場合は、車体重量の増加に対する撓み量をほぼ直線的に増大させる特性が得られ、主軸ばね1の弾性ゴム4…の亀裂やクリープの低減効果を高めるように設定しやすく、その耐久性の一層の向上が図れる。
【0017】
【発明の効果】
以上のように、本発明によれば、空車時等のような車体重量が小さいときは、ばね定数の低い追従性に優れた特性を発揮させながら、定員または定員付近以上の車体重量が大きいときは、主、補助両軸ばねの併用によりばね定数の高いばね作用を発揮させて主軸ばねにおける弾性ゴムの亀裂やクリープを低減し、その耐久性を向上することができるという効果を奏する。
【0018】
特に、請求項4に記載の発明によれば、上記効果に加えて、車体重量の増加に対して撓み量をほぼ直線的に増大させる特性が得られて、弾性ゴムの亀裂やクリープの低減効果を高めるように設定しやすくなり、軸ばね装置全体の耐久性を一層向上することができる。
【図面の簡単な説明】
【図1】本発明に係る鉄道車両用軸ばね装置の縦断面図である。
【図2】同軸ばね装置の使用状態を示す要部の側面図である。
【図3】同軸ばね装置の車体重量と撓み量の関係を示す特性図である。
【図4】本発明に係る鉄道車両用軸ばね装置の他の実施の形態を示す要部の拡大縦断面図である。
【図5】従来一般の鉄道車両用軸ばね装置の縦断面図である。
【符号の説明】
1 主軸ばね
2 補助軸ばね
2a 弾性ゴム
2b 金属板
3 円筒状金属板
4 円筒状弾性ゴム
8 台車枠
9 軸箱
[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an axial spring device for a railway vehicle. More specifically, the present invention relates to a railcar shaft spring device that is used between a carriage frame and a shaft box so as to absorb and relieve the snake behavior of the railcar and the impact during vertical movement.
[0002]
[Prior art]
As shown in FIG. 5, a shaft spring device that has been generally used conventionally is a shaft formed by alternately laminating a plurality of cylindrical metal plates 11 and a cylindrical elastic rubber 12 in a concentric state in the radial and outer directions. The spring 13 is composed of a single body, and the shaft spring 13 is used between the carriage frame and the axle box in a state where the axis is vertically vertical at both the front and rear positions of the center of the axle.
[0003]
[Problems to be solved by the invention]
The recent trend in the conventional general shaft spring device as described above is that the elastic rubber constituting the shaft spring 13 is used to prevent derailment or the like during curve traveling when the vehicle weight is small such as when the vehicle is empty. There are increasing cases in which soft rubber is used as 12 and the spring constant of the entire shaft spring 13 is set low.
[0004]
However, if the spring constant is set low in this way, for example, when a large vehicle body weight exceeding the capacity is loaded, the elastic rubber 12 is greatly bent and cracks or creeps, which adversely affects its durability. Arise. Further, if the creep is large, the metal plate 11 of the shaft spring 13 may touch the bogie frame and an unexpected impact may occur when the vehicle travels.
[0005]
On the other hand, if the spring constant is set high in order to reduce cracks and creep of the elastic rubber 12, the followability during curve running when the vehicle body weight is small, such as when the vehicle is empty, may cause derailment and the like. There is a problem that could be.
[0006]
The present invention has been made in view of the above-mentioned circumstances, and exhibits cracking and creep of rubber when the weight of the vehicle more than the capacity is large, while exhibiting excellent characteristics of followability when the vehicle weight is small such as when empty. An object of the present invention is to provide a railcar shaft spring device that can be reduced to improve durability.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, an axial spring device for a railway vehicle according to the present invention includes a main shaft spring formed by alternately laminating a plurality of cylindrical metal plates and a cylindrical elastic rubber in a concentric state in the radial and outer directions. It is interposed between the bogie frame and the axle box in a state where the axis is vertically vertical, and is fixedly arranged at the upper end of the innermost small cylindrical metal plate that is the central part of the main shaft spring. When the auxiliary shaft spring is provided in a state in which a separation dimension is set between the upper end surface thereof and the lower end surface of the bogie frame , the auxiliary shaft spring becomes the main shaft spring when the vehicle body weight reaches a capacity or near the capacity. It is comprised so that a spring action may be exhibited in cooperation with.
[0008]
According to the present invention having the above-described configuration, when the vehicle weight is small, such as when the vehicle is empty, the capacity of the capacity is greater than or equal to the capacity of the capacity while exhibiting excellent characteristics of low followability of the spring constant by the spring action of the main shaft spring alone When the body weight is heavy, the main shaft spring and the auxiliary shaft spring cooperate to exert a spring action with a high spring constant, reducing cracks and creep of elastic rubber in the main shaft spring and improving its durability. It is.
[0009]
In the railcar shaft spring device according to the present invention, it is desirable that the auxiliary shaft spring is fixedly disposed at the upper end portion of the innermost small-diameter cylindrical metal plate, which is the central portion of the main shaft spring , and the auxiliary shaft is provided. The spring may be a single elastic rubber, a laminated rubber, or a coiled spring, but a spring composed of a laminated structure of elastic rubber and a metal plate has its own durability. Most preferable from the viewpoint.
[0010]
Further, as an auxiliary shaft spring of the railcar shaft spring device according to the present invention, a cross-sectional trapezoidal shape in which the contact area with the bogie frame sequentially increases as the elastic displacement increases or a shape similar thereto is used. Has a characteristic that the amount of deflection increases almost linearly with an increase in the weight of the vehicle body, can be easily set so as to increase the effect of reducing cracks and creep of the elastic rubber, and the durability can be further improved.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a longitudinal sectional view of a main part of a railcar shaft spring device according to the present invention. The shaft spring device 10 includes a main shaft spring 1 and an auxiliary shaft spring 2.
[0012]
The main shaft spring 1 is formed by alternately laminating a plurality of cylindrical metal plates 3 and cylindrical elastic rubbers 4 in a concentric state in the inner and outer diameter directions, and at the lower end of the innermost small cylindrical metal plate 3. Is formed with a mounting seat 5 for a shaft box, which will be described later, and a fitting portion 6 for a bogie frame, which will be described later, is formed at the upper end of the outermost large cylindrical metal plate 3.
[0013]
The auxiliary shaft spring 2 is composed of a laminated structure of a disk-shaped elastic rubber 2 a and a disk-shaped metal plate 2 b, and the innermost small-diameter cylindrical metal plate 3 that is the central portion of the main shaft spring 1. It is fixedly arranged at the upper end of the. The distance L between the upper end surface of the auxiliary shaft spring 2 and the lower end surface of the carriage frame that is fitted into the fitting portion 6 is the auxiliary shaft spring 2 when the vehicle body weight (total vehicle weight) is empty or less than the capacity. Is set to such a value that the auxiliary shaft spring 2 cooperates with the main shaft spring 1 to exhibit the spring action when the weight of the vehicle body exceeds the capacity.
[0014]
As shown in FIG. 2, the shaft spring device 10 having the above-described configuration is arranged between the carriage frame 8 and the axle box 9 in a state where the axis line “a” is vertically vertical at both front and rear positions of the center of the axle 7 in the railway vehicle. It is used intervening. When the weight of the vehicle body is small or less than the capacity in such a use form, only the main shaft spring 1 acts as a spring, and as is apparent from the characteristic diagram of FIG. The main shaft spring 1 and the auxiliary shaft spring 2 cooperate when the vehicle body weight is large, such as when the vehicle is full, exceeding the capacity, while exhibiting excellent characteristics that do not cause derailment or the like when driving on a curve. The non-linear characteristic that increases the spring constant of the shaft spring device 10 as a whole is exerted, reducing the occurrence of cracks and creep of the elastic rubber 4 in the main shaft spring 1, and improving its durability. It is possible to plan.
[0015]
In the above embodiment, the auxiliary shaft spring 2 is composed of a laminated structure of the elastic rubber 2a and the metal plate 2b, but instead of this, the elastic rubber alone, laminated rubber or coil spring is used. May be used.
[0016]
In addition, as shown in FIG. 4, when using the auxiliary shaft spring 2 having a cross-sectional trapezoidal shape in which the contact area with the carriage frame 8 sequentially increases as the elastic displacement increases or a shape similar thereto, The characteristic of increasing the amount of deflection with respect to the increase in the weight of the vehicle body almost linearly is obtained, and it is easy to set so as to increase the effect of reducing cracks and creep of the elastic rubber 4 of the main shaft spring 1, and the durability is further improved. I can plan.
[0017]
【The invention's effect】
As described above, according to the present invention, when the weight of the vehicle body is small, such as when the vehicle is empty, the weight of the vehicle body is greater than the capacity or near the capacity, while exhibiting excellent characteristics with low followability of the spring constant. Has an effect that the combined use of the main and auxiliary shaft springs exerts a spring action having a high spring constant, reduces cracks and creep of the elastic rubber in the main shaft springs, and improves the durability thereof.
[0018]
In particular, according to the invention described in claim 4, in addition to the above-described effect, a characteristic that increases the amount of deflection almost linearly with respect to an increase in the weight of the vehicle body can be obtained, and the effect of reducing cracks and creep of elastic rubber can be obtained. It is easy to set so as to increase the durability, and the durability of the entire shaft spring device can be further improved.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view of a railcar shaft spring device according to the present invention.
FIG. 2 is a side view of a main part showing a usage state of the coaxial spring device.
FIG. 3 is a characteristic diagram showing a relationship between a vehicle body weight and a deflection amount of the coaxial spring device.
FIG. 4 is an enlarged vertical cross-sectional view of a main part showing another embodiment of a railcar shaft spring device according to the present invention.
FIG. 5 is a longitudinal sectional view of a conventional general railway vehicle shaft spring device.
[Explanation of symbols]
1 Main shaft spring 2 Auxiliary shaft spring 2a Elastic rubber 2b Metal plate 3 Cylindrical metal plate 4 Cylindrical elastic rubber 8 Bogie frame 9 Shaft box

Claims (3)

複数個の円筒状金属板と円筒状弾性ゴムを同心状態で径内外方向に交互に積層してなる主軸ばねがその軸線を上下垂直姿勢にした状態で台車枠と軸箱との間に介装されているとともに、上記主軸ばねの中心部である最も内側の径小円筒状金属板の上端部に固定配置される補助軸ばねを、その上端面と上記台車枠の下端面との間に離間寸法が設定される状態で設けて、定員または定員付近の車体重量になったとき、上記補助軸ばねが上記主軸ばねと協働してばね作用を発揮するように構成されている鉄道車両用軸ばね装置。A main shaft spring formed by concentrically laminating a plurality of cylindrical metal plates and a cylindrical elastic rubber in the inner and outer directions is interposed between the carriage frame and the axle box in a state where the axis is vertically vertical. And an auxiliary shaft spring fixedly disposed at the upper end of the innermost small cylindrical metal plate, which is the central portion of the main shaft spring, is spaced between the upper end surface and the lower end surface of the carriage frame. A railcar shaft that is configured in such a manner that the auxiliary shaft spring cooperates with the main shaft spring to exert a spring action when the dimensions are set and the weight of the vehicle becomes a capacity or near the capacity. Spring device. 上記補助軸ばねが、弾性ゴムと金属板との積層構造から構成されている請求項1に記載の鉄道車両用軸ばね装置。 The rail spring shaft spring device according to claim 1, wherein the auxiliary shaft spring has a laminated structure of an elastic rubber and a metal plate . 上記補助軸ばねが、弾性変位の増加につれて順次台車枠との接触面積が増大する断面台形状もしくはそれに類似する形状に形成されている請求項1または2に記載の鉄道車両用軸ばね装置。3. The railcar shaft spring device according to claim 1 or 2, wherein the auxiliary shaft spring is formed in a cross-sectional trapezoidal shape or a shape similar to the trapezoidal shape in which the contact area with the bogie frame increases sequentially as the elastic displacement increases .
JP2001230187A 2001-07-30 2001-07-30 Axle spring device for railway vehicles Expired - Lifetime JP4810015B2 (en)

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KR101713234B1 (en) * 2016-04-01 2017-03-07 (주) 대동이엔지 supporting unit for preventing vibration and ripper utilizing of the same
CN106949181A (en) * 2017-05-05 2017-07-14 株洲时代新材料科技股份有限公司 A kind of volute spring and oscillation damping method of use horn mouth formula dividing plate
JP2022117876A (en) 2021-02-01 2022-08-12 ニッタ化工品株式会社 axial spring

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JPH0370569U (en) * 1989-11-15 1991-07-16
JP2001153168A (en) * 1999-11-30 2001-06-08 Nok Vibracoustic Kk Cushioning stopper
JP3579767B2 (en) * 2001-01-12 2004-10-20 日本車輌製造株式会社 Trucks for railway vehicles

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