JP5303126B2 - Axle spring for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an axle spring for a vehicle having necessary and sufficient strength and rigidity and enabling weight reduction although a material of hard partition walls is changed from iron to a light material such as aluminum alloy by reexamining and considering a structure, or an axle spring for a vehicle having further enhanced strength and rigidity to improve strength and durability although hard partition walls made of iron are used without change. <P>SOLUTION: In the axle spring, an elastic part 3 having a laminated rubber structure in which a plurality of elastic layers 4A-4D and the hard partition walls 5A-5C are laminated alternately in radial inner and outer directions in the concentric or approximately concentric state with an axial center P is interposed between a spindle 1 and an outer cylinder 2 having the same or approximately the same axial center P as that of the spindle 1. The hard partition wall 5 is formed of a corrugated aluminum alloy plate material or synthetic resin plate projected/recessed or rising/falling in the radial direction. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

  The present invention relates to a railcar shaft spring used for a railcar bogie.

  This type of railcar shaft spring has a plurality of elastic layers and hard partition walls concentrically or substantially concentric with the shaft between the main shaft and an outer cylinder having the same or substantially the same axis. It is configured by interposing an elastic portion of a laminated rubber structure that is alternately laminated in the inner and outer directions. For example, a railcar shaft spring disclosed in Patent Document 1 is known.

  In the above railway vehicle shaft spring, the elastic layer is usually made of rubber, and the main shaft, the hard partition wall, and the outer cylinder are all made of iron such as a steel plate because strength is required. In order to reduce the weight accompanying an increase in traveling speed, it has been studied to use an aluminum alloy instead of the iron material. In view of this, it is considered that, in a railway vehicle shaft spring, it is relatively easy to make an aluminum alloy of a hard partition wall having a loose strength condition as compared with a main shaft or an outer cylinder.

  The hard partition wall is sandwiched between the inner and outer elastic layers, and is a member that can move relatively large due to the suspension movement of the main shaft and the outer cylinder relative to each other, and is set to be thinner than the main shaft and the outer cylinder. In many cases, simply forming an aluminum alloy as it is is likely to cause various problems. In other words, if the dimensions and shape are the same as when made of iron, the absolute strength and rigidity will be insufficient, or there is a high possibility that fatigue will occur early due to stress concentration when local force is applied. It is inconvenient.

Considering the manufacturing process, a hard partition wall is set in a mold and rubber for the elastic layer is poured. However, if the rigidity of the hard partition wall is low, the hard partition wall may be deformed by the injection pressure of the rubber. In this case, a means for preventing deformation by providing a pressure adjusting hole in the hard partition wall is conceivable. However, when used as a product (shaft spring) after manufacture, the pressure adjusting hole tends to become a starting point of fatigue cracks. The problem remains. Thus, it is not easy to make the hard partition into an aluminum alloy, and further improvements and improvements are required.
JP-A-6-24336

  The purpose of the present invention is to review and consider the structure, and to form a hard partition with a material with a low specific gravity, such as iron or aluminum alloy. The present invention is to provide a railcar shaft spring that can be made into a rail, or a railcar shaft spring that can be further strengthened in strength and rigidity while the hard partition is made of iron, and the strength and durability are improved. .

In the invention according to claim 1, a plurality of elastic layers 4 and hard partition walls 5 are concentric with the shaft center P or between the main shaft 1 and the outer cylinder 2 having the same or substantially the same shaft center P. In a railcar shaft spring comprising an elastic portion 3 of a laminated rubber structure that is alternately laminated in the radially inner and outer directions in a substantially concentric state,
The hard partition wall 5 is formed of a plate material that is uneven or undulate in the radial direction,
A plurality of the irregularities or undulations are set in a waveform that undulates in the direction of the axis P, and a plurality thereof are provided inside and outside the diameter,
The crests y and the troughs t in the hard partition walls 5 adjacent to each other inside and outside the diameter are aligned on a radial line m orthogonal to the axis P.

  According to a second aspect of the present invention, there is provided the railcar shaft spring according to the first aspect, wherein a plurality of the hard bulkheads 5 are provided, and the corrugated peaks y and troughs in each of the hard bulkheads 5A to 5C. The t is matched in the direction of the axis P.

  The invention according to claim 3 is the shaft spring for a railway vehicle according to claim 1 or 2, characterized in that the hard partition wall 5 is formed discontinuously in the circumferential direction with respect to the axis P. To do.

  The invention according to claim 4 is the shaft spring for a railway vehicle according to any one of claims 1 to 3, wherein the hard partition wall 5 is made of an aluminum alloy or a synthetic resin. .

  According to the first aspect of the present invention, since the hard partition wall interposed in the elastic portion is formed by a plate material that is uneven or undulated in the radial direction, the strength and rigidity are improved as compared with a simple cylindrical or arcuate shape. . Therefore, when the same material (made of metal) as before is used, it can be used as a railcar shaft spring with improved strength and durability, and when light materials such as aluminum alloy and synthetic resin are used. Thus, the railcar shaft spring can be reduced in weight while ensuring strength and rigidity. As a result, by reviewing and considering the structure, the required strength and rigidity are sufficient while the hard partition is made of light specific gravity such as aluminum alloy or synthetic resin (Claim 4). A railcar shaft spring that can be reduced in weight as a built-in railcar shaft spring or a railcar shaft spring that can be further strengthened and improved in strength and durability while the hard bulkhead remains made of iron. Can be provided.

  According to the first aspect of the present invention, since the unevenness or undulation of the hard partition wall has a waveform that undulates in the axial direction, the strength and rigidity in the circumferential direction with respect to the axial center can be greatly improved. In particular, the strength and rigidity in the circumferential direction with respect to the axial center can be increased, and the bending strength in the circumferential direction can be greatly improved when viewed in the direction along the axial center (such as deformation into an ellipse when viewed in the axial direction) It is difficult and has excellent shape retention).

  In the invention of claim 2, the advantage that the durability of the elastic layer can be improved by reducing the thickness change of the elastic layer, that is, the durability as a railcar shaft spring is added.

  According to the invention of claim 3, since the hard partition wall is discontinuous in the circumferential direction, when the elastic part is assembled between the main shaft and the outer cylinder, the elastic part is assembled in a state in which the elastic part is compressed inward by a predetermined amount in advance. In other words, pre-compression assembly is possible. Therefore, an initial set load can be arbitrarily selected and assembled by adjusting the compression amount, and a railcar shaft spring having a high degree of design freedom can be provided.

  Embodiments of a railcar shaft spring according to the present invention will be described below with reference to the drawings. 1 and 2 are a bottom view and a partially cutaway side view of a shaft spring for a railway vehicle according to a reference embodiment, and FIGS. 3 and 4 are a side view and an overall perspective view of an essential part showing an example of use in a railway carriage. FIGS. 7 and 8 are a partially cutaway side view and a plan view of a vehicle shaft spring according to the first embodiment.

  For example, as shown in FIGS. 3 and 4, the railway vehicle shaft spring (hereinafter simply referred to as “shaft spring”) A includes both ends of the axle box 7 that supports the axle 6 in the bolsterless carriage D and the carriage frame 8. Are assembled in a state having a vertical axis P which is directed vertically. The bogie frame 8 includes left and right main frame members 8A and 8A and a pair of connecting frame members 8B and 8B that connect them, and the axle box 7 is attached to the front and rear of the main frame member 8A using the suspension device K. It is supported. The shaft spring A is incorporated as a component of the suspension device K. In addition, 15 is a traction device and 16 is an air spring.

  The suspension device K includes a support arm 9 that supports the axle box 7 and a pair of front and rear cushion mechanisms 10 and 10 that extend over the main frame member 8A. The cushion mechanism 10 includes a coil spring 11 and an inner side thereof. And a shaft spring A disposed on the surface. That is, the outer cylinder 2 of the shaft spring A is fitted and connected to a lower flange 13 which is a lower pedestal of the coil spring 11 in the support arm 9, and an upper cradle of the main frame member 8A which is the upper side of the coil spring 11 is connected. A shaft portion 14 </ b> A of the flange 14 is internally fitted and connected to the cylindrical main shaft 1. The upper and lower loads are mainly handled by the coil spring 11, and the shaft spring A is elastically supported on the front, rear, left and right.

  As shown in FIGS. 1 and 2, the shaft spring A according to the reference embodiment includes a main shaft 1, an outer cylinder 2 having the same (or substantially the same) longitudinal axis P as the main shaft 1, and a plurality (four layers). Between the main shaft 1 and the outer cylinder 2, the elastic layers 4 </ b> A to 4 </ b> D and a plurality (three layers) of hard partition walls 5 </ b> A to 5 </ b> C are alternately stacked in the inner and outer directions concentrically (or substantially concentrically) with the longitudinal axis P. And an elastic portion 3 having a laminated rubber structure interposed between the two. This shaft spring A is for the railway bogie shown in FIGS. 3 and 4, but is different from the one depicted in FIGS. 3 and 4 in that the relative position in the axial direction of the main shaft 1 and the outer cylinder 2 is slightly different. It is drawn as a thing.

  The cylindrical main shaft 1 and the outer cylinder 2 are made of metal, whereas the hard partition walls 5A to 5C are made of an aluminum alloy, and the first to fourth elastic layers 4A to 4D from the inside toward the outside. Is made of rubber. The length of the hard partition walls 5A to 5C in the direction of the vertical axis P is the longest in the innermost first hard partition wall 5A (shorter than the main shaft 1), and becomes shorter toward the outer side, and the outermost third hard partition wall 5C. Is the shortest (shorter than the outer cylinder 2). Each of the hard partition walls 5 </ b> A to 5 </ b> C is formed of a plate material made of an aluminum alloy that is uneven or undulated in the radial direction. Specifically, the unevenness or undulation is set to a waveform in the circumferential direction with respect to the vertical axis P.

  And, the wave pitches p1 to p3 of the respective hard partition walls 5A to 5C are made to be different so that the outer one has a longer absolute length (the inner one has a shorter length) (p1 <p2, p2 <p3), The wavy peaks y and valleys t in each of the hard partition walls 5 </ b> A to 5 </ b> C are configured to match in the direction of the radiation h with respect to the vertical axis P. In addition, each pitch p1, p2, p3 is mutually the same as an angle centering on the axis P. In this case, it is defined that the portion that swells radially outward is “mountain y” and the portion that swells radially inside is “valley t”. The wave shape is formed over the entire hard partition walls 5A to 5C, but may be a shape that does not have a partial waveform (simple arc plate shape).

  As shown in FIG. 1, the elastic layers 4A to 4D are not cylindrical, and are configured by arranging a pair of arc-shaped elastic portions 4a to 4d having a slightly smaller angle than a semicircle symmetrically with respect to the longitudinal axis P. It is discontinuous in the circumferential direction. Similarly, each of the hard partition walls 5A to 5C is also discontinuous in the circumferential direction configured by arranging a pair of arc-shaped partition wall portions 5a to 5c having a slightly smaller angle than the semicircle in a point-symmetric manner with respect to the longitudinal axis P. It is. As a result, two thinned portions 12, 12 extending between the main shaft 1 and the outer cylinder 2 are formed. As a method of assembling to the carriage D, the pair of lightening portions 12 and 12 are in a state of being directed in the direction of the arrow A which is the left and right direction when the rail direction is the front and rear direction. That is, both the elastic layer and the hard partition wall are clogged in the direction of the arrow B which is the front-rear direction (rail direction or vehicle traveling direction).

  Each of the hard partition walls 5A to 5C is formed by a pair of circumferentially undulating waveforms having arc-shaped arc-shaped partition wall portions 5a to 5c, and the strength and rigidity are improved compared to a simple arc-shaped one. Even if the dimensions (reference diameter, plate thickness) are the same as those made of steel, sufficient strength and rigidity can be obtained, so that it is possible to reduce the weight while maintaining the necessary functions. An improved shaft spring A can be realized. Since the corrugations of the hard partition walls 5A to 5C are wavy in the circumferential direction, the strength and rigidity can be increased particularly in the direction along the vertical axis P, and the direction of view intersecting the vertical axis P (FIG. 2). (See the section of the cross-sectional view), there is an advantage that the radial bending strength is greatly improved.

  And since the peak part y and trough part t of each arc-shaped partition part 5a-5c are corresponded in the radiation h direction, for example, the peak part y and trough part t of the arc-shaped partition part adjacent inside and outside are included. The elastic layers 4A to 4D can be made to have a constant thickness in the circumferential direction as much as possible without forming an extremely narrow rubber layer portion facing each other in the radiation direction. Therefore, it is preferable that cracks do not easily occur (particularly, in the second and third elastic layers 4B and 4C).

  As shown in FIG. 1, the elastic portion 3 is provided with a pair of thinned portions 12 and 12, and the elastic layers 4 </ b> A to 4 </ b> D and the hard partition walls 5 </ b> A to 5 </ b> C are discontinuous in the circumferential direction. When the part 3 is assembled between the main shaft 1 and the outer cylinder 2, the elastic part 3 is assembled in a state compressed in a predetermined amount inside the diameter in advance, that is, a shaft spring A capable of pre-compression assembly. Yes. Therefore, the initial set load can be arbitrarily selected and assembled by adjusting the compression amount, and the shaft spring A has a high degree of design freedom.

  Further, since the thinned portions 12 and 12 are positioned in the left-right direction, the spring constant in the left-right direction is larger than the spring constant in the front-rear direction (vehicle traveling direction) where sudden acceleration / deceleration such as sudden braking can occur. The shaft spring A is also low and can provide a well-balanced lateral elastic function commensurate with the characteristics. Further, when viewed in the direction of the vertical axis P, the elastic layer 4 and the hard partition wall 5 are engaged like a screw, so that there is an accompanying effect that the integrated strength by vulcanization adhesion becomes stronger. Is also preferable.

  In addition, as the unevenness | corrugation or undulation shape of each hard partition wall 5A-5C, as shown in FIG. 5, the thing of the substantially waveform which undulates in steps (step shape), or as shown in FIG. 6, a trapezoid shape is reversed. However, it may be a square screw-like waveform that is repeated.

[Example 1]
As shown in FIGS. 7 and 8, the shaft spring A according to the first embodiment is set to have a waveform in which the irregularities or undulations of the square hard partition walls 5 </ b> A to 5 </ b> C swell in the direction of the vertical axis P. Even in this case, the crests y and the troughs t in the adjacent hard partition walls 5A, 5B, and 5C are aligned in the direction of the vertical axis P (each crest or each peak on the radial line m orthogonal to the axis P). The valley t is aligned), and the width dimension in the radial direction of the second and third elastic layers 4B, 4C surrounded by the hard partition walls 5A, 5B, 5C is configured so as not to change as much as possible in the direction of the longitudinal axis P. Has been.

  Each of the hard partition walls 5A to 5C is formed of arcuate arc-shaped partition wall portions 5a to 5c having a waveform that undulates in the direction of the pair of longitudinal axes P, and the strength and rigidity are improved as compared with a simple arc-shaped partition wall. Therefore, even if the dimensions (reference diameter, plate thickness) are the same as those of conventional iron ones, sufficient strength and rigidity can be obtained, and therefore it is possible to reduce the weight while maintaining the necessary functions. A shaft spring A improved in high performance can be realized. And since the waveform of the hard partition walls 5A-5C undulates in the direction of the axis P, it is possible to increase the strength and rigidity in the circumferential direction with respect to the vertical axis P in particular. (See FIG. 1), there is an advantage that the bending strength in the circumferential direction is greatly improved (it is unlikely to be deformed into an ellipse when viewed in the direction of the vertical axis P and is excellent in shape retention).

[Another Example]
The elastic layer 4 and the hard partition wall 5 may have a structure formed of a single component that is continuous in the circumferential direction, such as a cylindrical shape. Since the main shaft 1 and the outer cylinder 2 can be made sufficiently thick, the main shaft 1, the hard partition wall 5, and the outer cylinder 2 may all be made of a composite material such as aluminum alloy, synthetic resin, or FRP. There may be a configuration in which three or more lightening portions 12 are provided and the hard partition wall 5 is divided into three or more in the circumferential direction.

  As described above, according to the shaft spring (Example 1) of the present invention, the hard partition wall 5 has a shape with corrugations or undulations such as corrugations, so that the following 1. ~ 5. The following advantages are obtained. 1. Rigidity increases compared to a simple cylindrical or arcuate shape, and local deformation during use as a product is suppressed, and strength and durability can be improved. 2. In order to prevent deformation of the hard partition wall 5 during vulcanization of the elastic layer 4, when the adjustment hole is formed in the hard partition wall 5, the hole becomes a stress concentration point when used as a product, and the strength of the product is likely to be lowered. However, by adopting the corrugated shape, the deformation of the hard partition walls 5 during vulcanization can be prevented, so that the adjustment hole can be omitted. Therefore, the above-described product strength reduction does not occur, and the strength can be substantially improved. It will be a thing. 3. The corrugation of the hard partition walls 5 increases the adhesion area with the elastic layer at the time of vulcanization and improves the adhesion strength. 4). Due to the corrugation of the hard partition walls 5, the hard partition walls and the elastic layer are meshed like a screw and are more firmly integrated structurally.

5. By improving the strength and rigidity of the hard partition walls, it becomes possible to use materials that are lighter than iron, such as aluminum alloys and composite resins, and the weight can be reduced (weight reduction). When the material of the hard partition walls is made of synthetic resin and the elastic layer is made of rubber, both are polymer materials and have good compatibility, and a stable adhesive force can be obtained (adhesiveness). When hard partition walls are made of synthetic resin, there is no risk of corrosion unlike metal, so it is possible to obtain a stable state against acids and alkalis when washing railway vehicles (corrosion resistance). . When the hard partition is made of synthetic resin, the elastic layer is partitioned by the synthetic resin, so that it is not necessary to require insulation for the elastic layer (rubber layer) by using an insulating synthetic resin. Thus, the degree of freedom in terms of the material of the elastic layer is improved, such as an increase in the degree of freedom of rubber compounding, and the strength can be improved (electrical insulation).

Bottom view of a railcar shaft spring according to a reference embodiment Half sectional view of the shaft spring of FIG. Partially cutaway side view of the main part of a railway carriage showing an example of the use of a shaft spring Overall perspective view of the overhead view showing the schematic configuration of the railway carriage The top view of the principal part which shows another reference shape example 1 of the hard partition of FIG. The top view of the principal part which shows another reference shape example 2 of the hard partition of FIG. Half sectional view of a railway vehicle shaft spring according to Example 1 Half bottom view of the shaft spring of FIG.

DESCRIPTION OF SYMBOLS 1 Main axis | shaft 2 Outer cylinder 3 Elastic part 4 Elastic layer 5 Hard partition 5A-5C 1st-3rd hard partition A Axle spring for railway vehicles P Axis h Radiation
m radial line t valley part y mountain part

Claims (4)

Laminated rubber in which a plurality of elastic layers and hard partition walls are alternately laminated in the inner and outer directions concentrically or substantially concentrically with the shaft center between the main shaft and the outer cylinder having the same or substantially the same shaft center. A rail spring for a railway vehicle in which an elastic part of the structure is interposed,
The hard partition is formed by a plate material that is uneven or undulate in the radial direction,
A plurality of the irregularities or undulations are set inside and outside the diameter set in a waveform that undulates in the axial direction ,
An axial spring for a railway vehicle in which each crest and each trough in the hard partition adjacent to each other inside and outside the diameter are aligned on a radial line perpendicular to the axis.   The shaft spring for a railway vehicle according to claim 1, wherein a plurality of the hard partition walls are provided, and a wave-shaped peak portion and a valley portion in each of the hard partition walls are aligned in the axial direction.   The shaft spring for a railway vehicle according to claim 1 or 2, wherein the hard partition is formed to be discontinuous in the circumferential direction with respect to the shaft center.   The shaft spring for a railway vehicle according to any one of claims 1 to 3, wherein the hard partition wall is made of an aluminum alloy or a synthetic resin.

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