JP5322797B2 - Vehicle suspension system - Google Patents

Description

  The present invention relates to a vehicle suspension device used in railway vehicles, buses, truck cars, and the like, and more particularly to a vehicle suspension device in which air springs and stoppers are arranged in series in the vertical direction.

  This type of vehicle suspension system is provided between an air spring provided with a diaphragm disposed over the upper support part on the vehicle body side, the lower support part on the carriage side, and both, and the main shaft and the outer cylinder, A plurality of elastic layers and hard partition walls are alternately stacked and a stopper formed by interposing an elastic portion of a laminated rubber structure having a cross-section of a cross section is disclosed in Patent Document 1. Is known.

  The air spring is basically configured to function as a buffer against vertical loads and vibrations, but in some cases, a force in the torsional direction may act on the structure. This is a case where an air spring is applied to the bolsterless cart shown in Patent Document 2 described above. The structure of the bolsterless carriage B will be briefly described. As shown in FIG. 8, a support frame 103 that rotatably supports a pair of front and rear axles 107 having a pair of left and right wheels 102 that roll on a rail 101, and a support frame 103. Is composed of a rotating shaft 105 for pivotally supporting the railway vehicle body 104 about a vertical axis P and a pair of left and right rubber diaphragms interposed between the bottom surface of the railway vehicle body 104 and the support frame 103. And an air spring 106.

  In the structure in which the support frame 103 and the railway vehicle body 104 are directly connected via the air spring 106 in this way, in a situation where the railway vehicle body is traveling straight, as shown in FIG. And the rail car body 104 are parallel to each other, and only a load in the vertical direction acts on the air spring 106, and a cylindrical shape which is a plan view shape in a free state is maintained.

  However, in a situation where the vehicle travels in a curved line, as shown in FIG. 9B, the carriage B and the railway vehicle body 104 rotate around the axis P, so that the carriage on the front side in the traveling direction (arrow B direction). Regarding B, the air spring 106 on the outer side of the curve is pulled substantially on the front side of the support frame 103 side, and the air spring 106 on the inner side of the curve is pulled on the side of the support frame 103 about the rear side. The shearing force acts by twisting in the direction. The twist amount of the air spring, that is, the shearing force, increases as the curve radius of the rail is shorter, and mainly acts on the front and rear in the vehicle traveling direction.

  However, the shearing force against the air spring hardly acts in the left-right direction due to its structure. Therefore, if the setting of the suspension device, such as the spring constant, is soft with the aiming in the front-rear direction in which shearing force is generated, it becomes unstable in the left-right direction and becomes unstable. Also, if the setting is made with the aim in the left-right direction, the spring constant in the front-rear direction will become stronger than necessary, making it difficult for shear deformation in the horizontal direction, which may adversely affect the aforementioned curve running. is there. Thus, there remains room for improvement in order to make the vehicle suspension device suitable for both front and rear and left and right.

JP 2006-329280 A JP 2002-187548 A

  An object of the present invention is to make the air spring and the elastic portion up and down in such a manner that the elasticity is soft in the front-rear direction and the elasticity is hard in the left-right direction so as to be suitable for a railway vehicle equipped with a bolsterless carriage. The vehicle suspension system provided in series is provided with specifications having different characteristics such as a spring constant depending on the direction.

According to the first aspect of the present invention, in the vehicle suspension system, a plurality of elastic layers 5A to 5C and hard partition walls 5a, between the main shaft 4 and the outer cylinder 2B having the same or substantially the same axis P as the main shaft 4 are provided. And an elastic part 5 having a laminated rubber structure in which 5b is alternately laminated in the inner and outer directions concentrically or substantially concentrically with the shaft center P, and the cross-sectional shape in the direction along the shaft center P exhibits a C-shape. A stopper b formed by interposing,
The upper support 1 on the vehicle body side, the lower support 2 on the trolley side disposed below, and the air spring a provided with the diaphragm 3 made of an elastic material provided over both 1 and 2 are vertically moved. Deployed in series,
It is constituted by forming a hollow portion n formed by partially lacking the elastic layers 5A to 5C in the radial direction with respect to the axis P at a location in the specific direction with respect to the axis P in the elastic portion 5. Anisotropic setting means 6 is equipped,
The hollow portion n is formed in all of the plurality of elastic layers 5A to 5C in a state of penetrating in the direction of the axis P.
The hollow portions n formed in each of the elastic layers 5A to 5C have the same angular range with respect to the axis P, and are set in a state where they are formed at the radially inner ends. It is a feature.

  The invention according to claim 2 is the vehicle suspension apparatus according to claim 1, wherein the specific direction is for a railway vehicle in which the specific direction is set before and after the traveling direction.

  According to the first aspect of the present invention, by providing the hollow portion in the elastic layer, the spring constant in the front-rear direction is softer than that in the left-right direction, and in the front-rear direction in which a shearing force is generated in the air spring by passing a curve, The elastic conditions as a whole differ depending on the direction, such as a suspension system for railway vehicles, where a soft spring constant is set, and a hard spring constant is set so that it is strutable so as not to break in the left-right direction. It becomes possible to do. Moreover, since the thinned portion is formed by partially lacking in the radial direction, it is possible to obtain both soft elasticity at the initial stage of bending and elasticity in which the struts are effective from the middle of the bending.

  Furthermore, as will be described in detail in the section of the embodiment, the thinned portion that is partially lacked in the radial direction can exhibit nonlinear characteristics even with respect to the vertical load, and as the load increases. It can be set to a non-linear one such as a large spring constant, and there is also an advantage that the feeling of riding can be improved while making the struts work. Moreover, since the means for doing so is only to partially lack the elastic layer, the structure is simple, and it is rational and economical that no modification is required for the surrounding components, and it is easy for the current model. There are also great practical advantages such as the possibility of retrofitting.

  As a result, the air spring and the elastic part are arranged in series in the vertical direction so that it is suitable for a railway vehicle equipped with a bolsterless carriage, such that the elasticity is soft in the front-rear direction and the elasticity is hard in the left-right direction. The vehicle suspension system is a reasonable and economical means that does not increase the complexity and cost of the structure, but not only the characteristics such as the spring constant differ depending on the direction, but also the spring constant can be made non-linear. In addition, it can be provided as an excellent specification that enables non-linearization of the spring constant in the vertical direction.

As the thinned portion, as in claim 1, the thinned portions are formed at the radially inner end portions , as in claim 1, the thinned portion is formed through the elastic layer in the axial direction, or as defined in claim 1. As described above, it is necessary to select a configuration capable of exhibiting an effect according to necessity, such as forming on all of the plurality of elastic layers, or setting the angle ranges equal to each other in the plurality of elastic layers, as in claim 1. Can do.

  According to the second aspect of the present invention, since the front and rear stoppers are soft, there is an advantage of being suitable as a suspension device for a railway vehicle including the bolsterless carriage described above.

Sectional drawing which shows the structure of a railway vehicle suspension system (Example 1) Top view of a notch showing the stopper FIG. 2 is a longitudinal sectional view of the stopper in a free state. 2 is a longitudinal sectional view of the stopper of FIG. 2 is a longitudinal sectional view in a state where the stopper of FIG. 2 is further bent than the case shown in FIG. The figure which shows the load-displacement characteristic graph of the front-back and up-down regarding the stopper of FIG. Sectional view showing another structure of railway vehicle suspension system ( reference example ) Front view showing schematic structure of bolsterless bogie It is a top view of a bolsterless bogie, (a) when traveling straight, (b) when traveling in a curve

  Hereinafter, an embodiment of a vehicle suspension device according to the present invention will be described as applied to a railway vehicle with reference to the drawings. For easy understanding of the structure, FIG. 1 is drawn as a cross-sectional view taken along the line ZZ in FIG.

[Example 1]
The railcar suspension system A according to the first embodiment includes an air spring a including an upper support portion 1, a lower support portion 2, and a diaphragm 3, and a stopper b having a laminated rubber structure arranged in series below the air spring a. And is interposed between the upper and lower sides of a railway vehicle (not shown) and a carriage (not shown).

  The air spring a includes a substantially disk-shaped upper support portion 1 centered on a longitudinal axis P fixed to a support body (not shown) such as a passenger car, a disk-shaped upper lid portion 2A, and a cylindrical ring portion. 2B, and a diaphragm (bellows) 3 which is made of rubber (an example of an elastic material) and is substantially lying on its side and presents a donut shape. Yes.

  The stopper b includes a plurality of elastic layers 5A to 5C and hard partition walls 5a between the main shaft 4 and a ring portion (an example of an outer cylinder) 2B having the same (or substantially the same) longitudinal axis P as the main shaft 4. 5b is a laminated rubber structure in which the axis 5b and the axis P are concentrically (or substantially concentrically) laminated in the radial inner and outer directions, and the elasticity of the cross-sectional view in the direction along the axis P is a letter C It is comprised by the part 5 being interposed. Such a structure in which the stopper b and the air spring a having a cross-sectional shape are vertically arranged in series is generally called a “conical stopper type air spring”.

  The upper lid portion 2A is formed of a metal material or the like shaped like a dish, and a lower sliding plate 7 that is flat up and down is screwed to the upper surface side. The lower sliding plate 7 is provided as a preparation for contact with the upper sliding plate 10 provided on the lower surface of the upper support portion 1 when the diaphragm is brought into an airless state by puncture or the like. The ring portion 2B has a tapered inner peripheral surface 8 which is inclined so that the diameter thereof is slightly larger toward the lower side, and an annular protrusion 9 for fitting the diaphragm 3 in a retaining shape is formed on the outer peripheral surface side. ing. The upper lid portion 2A and the ring portion 2B are configured as the lower support portion 2 by being integrally connected by bolting in a state of having a common vertical axis P by mutually connecting inlay step structures. .

  The upper support portion 1 includes a mounting outer peripheral portion 1a formed by an end on the outer diameter side thereof, and a mounting ring 14 having a substantially bowl-shaped cross-section that is bolted to the lower surface side thereof. The upper bead portion 3a is sandwiched and held in an airtight manner. Further, the small-diameter side peripheral end portion (lower bead portion) 3b of the diaphragm 3 is externally fitted to the ring portion 2B in an airtight manner on the upper side thereof along the annular protrusion 9. Thereby, the internal space S of the diaphragm 3 is shut off in an airtight manner from the outside, and is configured to have a buffering action (air cushion) due to air compression. In addition, it is possible to take a configuration in which the air cushion is adjusted in softness by taking air into and out of the diaphragm 3 through the boss portion 1B integrated with the center portion of the upper support portion 1.

  The main shaft 4 is integrated with the lower side of the support plate 4B, the support plate 4B on which the truncated conical shaft portion 4A, which has been turned up so as to be opened downward and reduced in weight, is lightened. And a pivot shaft 4C. The outer periphery of the truncated cone shaft portion 4A is formed on a conical outer peripheral surface 4a that supports the innermost elastic layer 5A (described later). The pivot shaft 4C is supported by being dropped into a cart (not shown).

  The elastic portion 5 includes first and second triple-layered first and second hard partition walls 5a, 5b made of a metal plate, and inner and outer double-layered first and second hard partition walls 5a, 5b. And a laminated rubber structure. The elastic layers 5A, 5B, 5C and the hard partition walls 5a, 5b are all annular, and the inner peripheral surface of the first elastic layer 5A is attached to the outer peripheral surface 4a of the support member 4 by means such as vulcanization adhesion. While being fixed, the outer peripheral surface of the third elastic layer 5C is fixed to the tapered inner peripheral surface 8 of the ring portion 2B by means such as vulcanization adhesion. That is, the main shaft 4 and the lower support 2 are connected and integrated through the elastic portion 5.

  In this suspension device A, the spring constant related to the elasticity in the forward direction (arrow B direction) and the rear direction (arrow B direction), which is the vehicle traveling direction, is changed to the spring constant related to the elasticity in the left-right direction (arrow C direction). Anisotropic setting means 6 for reducing the size is provided. As shown in FIGS. 1 and 2, the anisotropic setting means 6 places the elastic layers 5 </ b> A to 5 </ b> C in the radial direction with respect to the axis P in the front-rear direction (an example of “specific direction related to the axis”) of the elastic part 5. Is formed by forming a thinned portion n that is partially lacking.

  Specifically, the elastic layers 5A, 5B, and 5C are in the range of 45 degrees left and right around the longitudinal axis P, and the radially inner end is vertically penetrated (axis The first to third thinned portions 11 (n), 12 (n), and 13 (n) formed by partially lacking the elastic layers 5A, 5B, and 5C in a state of penetrating in the direction of the center P). Thus, the above-described anisotropic setting means 6 is configured. The dimension in the radial direction of each of the cutout portions 11 to 13 is about ¼ to ５ of the radial direction dimension of the elastic layers 5A to 5C in a dimensional ratio in the drawing, but this is not limited. Absent. In addition, although the rubber film exists in the diameter inside of the extraction parts 11-13, this is a process on rust prevention of each hard partition 5a, 5b and the truncated cone shaft part 4A. That is, the thinned portion n is formed in a vertically penetrating state at all the radially inner ends of the plurality of elastic layers 5A to 5C, and the angle with respect to the vertical axis P of the first to third thinned portions 11 to 13 The ranges are set equal to each other (90 degrees).

  In the stopper b, the rubber elastic layers 5A to 5B are partially removed in the radial direction, that is, there is provided a hollow portion n in which the elastic layers 5A to 5C are partially absent in the radial direction with respect to the longitudinal axis P. As a result, the spring constant in that direction with respect to the vertical axis P becomes softer than that of the portion without the thinned portion n. Therefore, the spring constant of the said direction (in the front-back direction in Example 1) can be made soft also as the whole suspension apparatus A including the air spring a.

  That is, by providing the anisotropic setting means 6 with the lightening portion n, it is possible to realize the railcar suspension system A in which the spring constant in the front-rear direction is softer than that in the left-right direction. As a result, a soft spring constant is set in the front-rear direction in which a shearing force is generated in the air spring a due to the passage of a curve and the like, and a hard spring constant is set in the left-right direction so that the struts are effective so as not to crumble. It is an improved ideal railcar suspension system A.

  In addition, since the thinned portion n has a structure in which the elastic layers 5A to 5C are partially absent in the radial direction, there is an advantage that the spring constant in that direction (front-rear direction) increases nonlinearly. That is, when the stopper b bends in the front-rear direction, the condition is the same as the absence of the elastic layers 5A to 5C over the range of 90 degrees in the front-rear direction while the hollow portion n exists, and the soft spring constant is obtained. . Furthermore, when the thinned portion n disappears in the radial direction by bending back and forth, the elasticity of the first to third remaining layers 15 to 17 existing outside the thinned portion n is added, so the spring constant is correspondingly increased. Will increase.

  That is, as can be seen from the line X relating to the vertical load in the “load-displacement characteristic graph” shown in FIG. 6, there is a non-linear characteristic (progressive characteristic) in which the spring constant increases as the stopper b bends to some extent in the front-rear direction. Thus, both the soft elasticity at the initial stage of bending and the elasticity with which the struts are effective from the middle of the bending can be obtained. Accordingly, when passing through a normal curve, the air spring a is easily deformed in the front-rear direction, and the railway vehicle with a bolsterless carriage can smoothly run on the curve.

  When the air spring a such as a puncture is in an airless state, there is a disadvantage that the air spring a does not function. However, if the stopper b is deformed to some extent in the front-rear direction, the spring constant becomes large and the tension can be obtained. Therefore, even if an unexpected large load acts in the front-rear direction, there is an advantage that good suspension performance can be obtained and the vehicle can stably travel on a curve. The change point of the spring constant shifts to the low load side when the radial width of the thinned portion n is small, and shifts to the high load side when the radial width of the thinned portion n is large.

  In addition, the anisotropic setting means 6 included in the vehicle suspension apparatus A has an operation and an effect that better suspension performance can be exhibited even with respect to the load in the vertical direction. That is, as shown in FIG. 3 to FIG. 5, in the state of no load or light load, as shown in FIG. 3, the stopper b does not bend in the vertical direction or hardly bends. The cutout portions 11 to 13 are present as they are or almost as they are.

  When a certain amount of vertical load is applied, the elastic layers 5A to 5C shift downward with respect to the portions inside the diameter of the truncated cone shaft portion 4A and the like, as shown in FIG. Compared to the upper and lower ends that are entangled by the structure, the upper and lower intermediate parts that are restricted by the vertical deformation are pushed out in the radial direction (sagging deformation). As a result, the radial dimension increases from the upper and lower intermediate portions and starts to come into contact with the radially inner portion (the truncated cone shaft portion 4A, the first hard partition wall 5a, etc.). That is, since the elasticity of the remaining layers 15, 16, and 17 starts to be partially applied, as shown in the line Y regarding the vertical load in the “load-displacement characteristic graph” shown in FIG. The state of change exhibiting is collapsed, and the spring constant starts to increase at the spring constant change start point s.

  Furthermore, as the load in the vertical direction increases, each of the thinned portions 11 to 13 gradually decreases, and finally, as shown in FIG. 5, the thinned portion disappears and each remaining layer 15, 16, 17 contacts the inner part (the truncated cone shaft portion 4A, the first hard partition wall 5a, and the second hard partition wall 5b) across the top and bottom (spring constant change end point e in the line Y). When the vertical load further increases, the displacement increases due to the maximum spring constant (see the portion on the large load side from the spring constant change end point e in the line Y).

  As described above, the thinned portion n has a progressive characteristic in which the spring constant as the stopper b increases non-linearly, that is, gradually increases as the vertical load increases with respect to the vertical load. As a result, the suspension for railway vehicles has an excellent stopper b that works softly when empty and seats, and works well when the passengers are full or more. Apparatus A is realized.

  In addition, as a means for that purpose, the elastic layers 5A to 5C in the stopper b are simply made to be partially absent in the radial direction, and the peripheral components are not required to be modified at all. Therefore, it is economical and has great practical advantages such as being easily retrofitted to the current model.

  Although not shown in the drawings, when applied to a truck (automobile), it usually works softly, but in order to withstand strong deceleration G due to sudden braking, it is possible to withstand the front portion of the vertical axis P with respect to the thinned portion n. It is also possible to provide a vehicle suspension system A in which the forward spring constant is set to be nonlinear and progressive.

[Another Example]
The setting of the lightening portion n only in the front or only in the rear, the range of 60 degrees or the range of 120 degrees with respect to the axis P, and the setting thereof can be arbitrarily changed according to the required conditions.

[Reference Example]
As shown in FIG. 7, the stopper b has a reference structure having an anisotropic setting means 6 having a structure in which each thinned portion 11 to 13 (n) is formed at the radially outer end of each elastic layer 5 </ b> A to 5 </ b> C. There is .

DESCRIPTION OF SYMBOLS 1 Upper support part 2 Lower support part 2B Outer cylinder 3 Diaphragm 5 Elastic part 5A-5C Elastic layer 5a, 5b Hard partition 6 Anisotropy setting means P Shaft center a Air spring b Stopper n Thickening part

Claims (2)

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 stopper having a structure and an elastic portion interposed in a cross-sectional shape in a direction along the axis, the shape being a letter C;
The upper support portion on the vehicle body side, the lower support portion on the cart side disposed below the air support, and an air spring provided with a diaphragm made of an elastic material provided over both of them are arranged in series vertically,
Anisotropic setting means configured by forming a hollow portion formed by partially lacking the elastic layer in the radial direction with respect to the axial center at a location in the specific direction with respect to the axial center in the elastic portion is equipped. And
The thinned portion is formed in all of the plurality of elastic layers in a state of penetrating in the axial direction,
The suspension unit for a vehicle according to the first aspect, wherein the thinned portions formed in each of the elastic layers have the same angular range with respect to the axial center and are set to be formed at the radially inner ends .   The vehicle suspension system according to claim 1, wherein the specific direction is for a railway vehicle in which the specific direction is set before and after the traveling direction.

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