JP5436368B2 - Inter-vehicle damper device - Google Patents

Description

  The present invention relates to an inter-vehicle damper device for a railway vehicle, and more particularly to an apparatus for reducing bending vibration of a vehicle body.

  A railway vehicle operated by connecting a plurality of vehicles may be provided with an inter-vehicle damper device (roll damper device) that generates a damping force according to a relative roll speed between adjacent vehicles. Such an inter-vehicle damper device is effective in reducing the roll vibration of the vehicle body, and also effective in reducing the vibration in the vertical rigid body mode of the vehicle body.

  For example, in Patent Document 1, the roll vibration of the vehicle body is reduced by an inter-vehicle damper device having dampers arranged substantially along the vertical direction on both the left and right sides of the connecting portion through the through-passage of the vehicle body wife surface. Is described.

JP 2008-2011145 A

However, the inter-vehicle damper device as described above is effective for reducing roll vibration. However, when each vehicle individually vibrates up and down due to an irregular track or the like, the relative vertical speed between the vehicles is reduced. It is assumed that the inter-vehicle damper generates a damping force in the vertical direction.
When vertical damping force is generated in this way, bending vibration of the vehicle body due to the forcing force can be generated by the vertical force acting on the body surface and the vertical force transmitted from the carriage to the vehicle body. There is sex.

For this reason, when the inter-vehicle damper device is provided, for example, in a frequency region that has a large influence on the riding comfort of about several Hz to 10 Hz, vertical vibration that does not occur when the inter-vehicle damper is not provided occurs, and the riding comfort is improved. Detrimental effects can be caused.
In view of the above-described problems, an object of the present invention is to provide an inter-vehicle damper device that reduces roll vibration of a vehicle body and suppresses adverse effects on vertical riding comfort.

In order to solve the above-described problems, an inter-vehicle damper device according to the present invention is provided between a first railway vehicle and a second railway vehicle connected to the first railway vehicle, and An inter-vehicle damper device having a damper that generates a damping force in accordance with a relative roll speed between a vehicle body of a railway vehicle and a vehicle body of the second railway vehicle, wherein the damper is provided in a damping force generation mechanism. A first member, a second member that transmits a damping force from the first member, and is relatively movable in the damping force input direction with respect to the first member; and the first member And a fine vibration buffer mechanism having an elastic member provided between the first member and the second member, and a stopper for restricting relative displacement of the first member and the second member in the damping force input direction. It is characterized by providing.
According to this, vibrations with minute amplitudes in the vertical direction that affect the riding comfort (hereinafter referred to as “micro vibrations”) are caused by the deformation of the elastic member and the damping force between the first member and the second member. It is absorbed and buffered by relative displacement in the input direction. For this reason, it is possible to prevent the damping force of the damper from being generated by the slight vibration and acting on the vehicle body end portion, and to suppress the vehicle body elastic vibration in the vertical direction.
On the other hand, when a large input acts on the damper as in the case of roll vibration of the vehicle body and a relatively large displacement occurs, the relative displacement between the first member and the second member is restricted by the stopper, and the damper is Damping force can be generated to reduce roll vibration of the vehicle body.

In the present invention, at least one of the first member and the second member may be formed integrally with a housing that accommodates the constituent members of the fine vibration damping mechanism.
According to this, the micro-vibration buffer mechanism can be configured to be compact and can be easily mounted on the vehicle.

In the present invention, the elastic member may have a laminated structure in which an intermediate member made of a hard material is disposed between the first member and the second member.
According to this, by making the elastic member a laminated structure, it becomes easy to optimally tune the rigidity, and the above-described effects can be obtained with certainty.

In the present invention, when the relative displacement amount of the second member with respect to the first member is within a restriction range of the stopper and the relative displacement amount of the intermediate member with respect to the first member becomes a predetermined value. The intermediate member may have a sub-stopper that restricts relative displacement of the intermediate member with respect to the first member.
According to this, the support rigidity of the second member with respect to the first member in the damping force input direction can be changed stepwise, and the rigidity can be tuned more appropriately.

In the present invention, a damping force is transmitted from the first member or the second member, and is relatively movable along the damping force input direction with respect to the first member or the second member. A sub-elastic member provided between the third member and the first member or the second member and the third member and having higher rigidity along the damping force input direction than the elastic member. It can be set as the structure which has.
According to this, even if there is a large input and the relative displacement of the first and second members is restricted by the stopper, the sub-elastic member can reduce the fine vibration.

In the present invention, one of the first member and the second member has a shaft portion inserted into a hole portion formed in the other, and the elastic member includes an inner peripheral surface of the hole portion and the shaft portion. It can be set as the structure joined to the outer peripheral surface of each.
In addition, the first member and the second member have opposing surface portions facing each other with a gap in a direction substantially perpendicular to the damping force input direction, and the elastic member is provided on both surfaces of the opposing surface portion. It can also be set as the structure joined, respectively.
Further, the first member and the second member have opposing surface portions facing each other with an interval in the damping force input direction, and the elastic member has a disc spring-like portion disposed between the opposing surface portions. It can be set as the structure which has.

In the present invention, the elastic member includes a first elastic body that urges the second member in a direction in which the second member is extended from the first member, and a direction in which the second member is pulled toward the first member. It can be set as the structure which has the 2nd elastic body to urge.
According to this, in the substantially no-load state, the second member can be restored to the initial position by the urging force of the first elastic body and the second elastic body.

  As described above, according to the present invention, it is possible to provide an inter-vehicle damper device that reduces the roll vibration of the vehicle body and suppresses adverse effects on the riding comfort in the vertical direction.

It is a schematic diagram which shows a part of railway vehicle organization which has 1st Embodiment of the damper apparatus between vehicles to which this invention is applied. It is the II-II part arrow sectional drawing of FIG. It is a graph which shows the acceleration power spectrum density (PSD) of the vehicle body center floor surface by the presence or absence of the damper apparatus between vehicles (thing which concerns on the prior art which does not have a micro-vibration buffering mechanism). It is a schematic diagram which shows the difference in the shape of a vehicle body bending vibration by the presence or absence of the damper apparatus between vehicles (thing which concerns on the prior art which does not have a fine vibration buffer mechanism). It is a typical sectional view of a damper in a damper device between vehicles of a 1st embodiment. It is typical sectional drawing which shows the operating state of the stopper in the micro vibration buffer mechanism of 1st Embodiment. It is a displacement-force diagram of the fine vibration buffer mechanism in the damper of 1st Embodiment. It is typical sectional drawing of the micro vibration buffer mechanism in 2nd Embodiment of the damper apparatus between vehicles to which this invention is applied. It is a displacement-force diagram of the fine vibration buffer mechanism in 2nd Embodiment. It is sectional drawing of the micro vibration buffer mechanism in 3rd Embodiment of the damper apparatus between vehicles to which this invention is applied. It is sectional drawing of the buffer rubber in the fine vibration buffer mechanism of 3rd Embodiment. It is sectional drawing of the micro vibration buffer mechanism in 4th Embodiment of the damper apparatus between vehicles to which this invention is applied. It is a figure which shows the state before incorporation of the shaft, the stopper, the ring, and the elastic body in the fine vibration damping mechanism of the fourth embodiment. It is sectional drawing of the micro vibration buffer mechanism in 5th Embodiment of the damper apparatus between vehicles to which this invention is applied. It is sectional drawing of the micro vibration buffer mechanism in 6th Embodiment of the damper apparatus between vehicles to which this invention is applied.

Hereinafter, first to sixth embodiments of an inter-vehicle damper device to which the present invention is applied will be described in detail with reference to the drawings.
<First Embodiment>
FIG. 1 is a schematic diagram showing a partial configuration of a railway vehicle organization having an inter-vehicle damper device according to the first embodiment.
FIG. 1 illustrates a vehicle 10, a vehicle 20, and a connecting portion thereof that are incorporated as intermediate vehicles during formation.
The vehicles 10 and 20 are passenger cars such as trains, for example, and are bogies having vehicle bodies 11 and 21 and two-axis first-order vehicles 12 and 22 and second-order vehicles 13 and 23.

The vehicle bodies 11 and 21 are formed in a substantially hexahedron shape composed of a roof structure, a floor structure such as a frame, a side structure, and a wife structure, for example, by a metal material such as an aluminum alloy, stainless steel, or general steel. It extends in the traveling direction (left-right direction in FIG. 1). The vehicle body 11 and the vehicle body 21 are connected to each other by a connector or a connecting rod (not shown) attached to the frame.
Each of the carriages 12, 13, 22, and 23 is configured by attaching two wheel shafts to a carriage frame formed in a frame shape via an axle box support device. A primary spring system having an axial spring and an axial damper is provided between the axle box supporting device of each wheel shaft and the carriage frame. The carriage frame is attached to the carriage frame of the vehicle body via a secondary spring system such as an air spring. Further, each of the carriages 12, 13, 22, and 23 includes a traction device that transmits a longitudinal force to and from the vehicle bodies 11 and 21, a yaw damper device that generates a damping force according to a yawing angular velocity with respect to the vehicle bodies 11 and 21, and the like. Yes.

A damper 30 of the inter-vehicle damper device is provided between the vehicles being knitted.
The damper 30 is a hydraulic shock absorber in which a cylinder and a piston are arranged substantially along the vertical direction, and generates a damping force corresponding to the piston speed (the expansion / contraction speed of the damper 30) with respect to the cylinder.
The upper and lower sides of the damper 30 are respectively attached to brackets 31 and 32 fixed to the end face of each vehicle body. For example, at the connection point between the vehicle 10 and the vehicle 20, the upper bracket 31 is fixed to the vehicle body 11, and the lower bracket 32 is fixed to the vehicle body 21. Both end portions of the damper 30 are swingably attached to the brackets 31 and 32 via bushes or spherical bearings having vibration-proof rubber, for example.
Further, the damper 30 includes a fine vibration buffer mechanism 100 for buffering input fine vibration. This will be described in detail later together with the detailed structure of the damper 30.

2 is a cross-sectional view taken along the line II-II in FIG.
As shown in FIG. 2, the end face 11 a of the vehicle body 11 is provided with a through passage 11 b at the center.
The dampers 30 are respectively disposed on both the left and right sides of the through passage 11b. The left and right dampers 30 have a left and right span (a left and right span of the bracket 32) at a lower end relative to a left and right span at the upper end (the left and right span of the bracket 31) in a state where the vehicle bodies 11 and 21 are not relatively rolled. They are inclined with respect to each other so as to be wide.

In FIG. 2, the outlines of the vehicle body 21 and the damper 30 in the case of relative rolling with respect to the vehicle body 11 are illustrated by dotted lines.
As shown in FIG. 2, the left and right dampers 30 expand and contract in the opposite direction according to the relative roll between the vehicle body 11 and the vehicle body 21.

When the knitting is operated in a state where the micro-vibration buffer mechanism 100 is not provided (the inter-vehicle damper device according to the prior art) using the damper 30 which is the inter-vehicle damper as described above, an effect of reducing roll vibration is obtained. However, it is conceivable that bending vibration of the vehicle body occurs due to the vertical direction input from the damper 30 to the vehicle body wife surface.
FIG. 3 is a graph showing an example of acceleration power spectral density (PSD) of the vehicle body center floor surface with or without the inter-vehicle damper device according to the prior art. In FIG. 3, the horizontal axis indicates the frequency, and the vertical axis indicates the acceleration PSD. In FIG. 3, an example in the case where there is an inter-vehicle damper is shown by a solid line, and an example in the case where there is no inter-vehicle damper is shown by a dotted line.

  As shown in FIG. 3, by providing the inter-vehicle damper (roll damper) device according to the prior art, the peak height of the vertical vibration acceleration PSD near 1 Hz is reduced. Further, although not shown in FIG. Vibration in the vicinity of 1 Hz in the roll direction is reduced. However, in the vicinity of 5 Hz, it can be seen that there is a region where the vertical vibration is increased by providing the inter-vehicle damper device.

FIG. 4 is a schematic diagram showing the difference in the shape of vehicle body bending vibration depending on the presence or absence of a conventional inter-vehicle damper device.
FIG. 4A is a diagram showing an example of the shape of the vehicle body bending vibration when there is no inter-vehicle damper.
As shown in FIG. 4A, when there is no inter-vehicle damper, paying attention to the vertical bending vibration of the vehicle body, the vehicle body shows a simple beam-like behavior supported by the coupling portion with each carriage. At this time, as shown in FIG. 4 (a), when the center of the vehicle body is displaced upward, the wife portion is displaced downward. However, since there is no inter-vehicle damper, the wife portion moves up and down from such a damper. You will not receive direction input.
Such elastic vibration mainly includes natural vibration, and vibrates at a frequency (for example, generally 8 to 12 Hz) that is easy to vibrate as an inherent characteristic of the vehicle body.

FIG. 4B is a diagram illustrating an example of the shape of the vehicle body bending vibration when the inter-vehicle damper (without the fine vibration damping mechanism) is provided.
As shown in FIG. 4 (b), when there is an upward input from the first car and a downward input from the second car, the car body is directed downward from the damper on the first car side, and the second car side. Receives upward input (reaction force). In this case, the vehicle body has a bending vibration shape that bends in an S shape.
Such bending vibration is assumed to occur in the vicinity of 7.1 Hz, for example, when traveling at 300 km / h in a standard Shinkansen vehicle.

FIG. 4C is a diagram showing another example of the shape of the vehicle body bending vibration in the case where there is an inter-vehicle damper (without a fine vibration damping mechanism).
As shown in FIG. 4 (c), when the first and second carts have an upward input in phase, the vehicle body receives a downward input (reaction force) from each damper. In this case, the vehicle body differs from FIG. 4A in that both ends of the vehicle body are close to the support end due to the damping force by the inter-vehicle damper, and therefore vibrations that cause both ends of the vehicle body to become nodes and the center of the vehicle body to become antinodes. Occur.
Such bending vibration is assumed to occur in the vicinity of 4.7 Hz, for example, when traveling at 300 km / h in a standard Shinkansen vehicle.

In order to prevent the adverse effects of the inter-vehicle damper (roll damper) as described above, the inter-vehicle damper device of the first embodiment includes a micro-vibration buffer mechanism 100 that buffers and reduces micro-vibration input to the damper 30. Yes. This will be described in detail below.
As shown in FIG. 5, the damper 30 includes a cylinder 33, a piston 34, a rod 35, damper mounting portions 36 and 37, and a fine vibration damping mechanism 100 is further provided.

The cylinder 33 is formed in a cylindrical shape, and damper oil is sealed inside.
The piston 34 is inserted into the cylinder 33 and can move relative to the cylinder 33 in the central axis direction. The piston 34 is provided with a valve mechanism or the like through which damper oil passes during relative movement with the cylinder 33 and generates a damping force by fluid resistance.
The cylinder 33 and the piston 34 function as a damping force generation mechanism referred to in the present invention.
The rod 35 is a columnar member that is fixed to the piston 34 and arranged concentrically with the cylinder 33, and protrudes from the cylinder 33.
The rod 35 functions as the first member in the present invention.
The damper mounting portions 36 and 37 are provided at both ends of the damper 30 and are cylindrical portions into which bushes, spherical bearings and the like to which the brackets 31 and 32 are mounted are press-fitted.

The fine vibration damping mechanism 100 is provided at the end of the rod 35 opposite to the piston 34 (end on the damper mounting portion 37 side).
The fine vibration damping mechanism 100 includes a first cylindrical portion 110, a second cylindrical portion 120, a third cylindrical portion 130, a first elastic body 140, a second elastic body 150, a third elastic body 160, a first stopper 170, a second stopper. A stopper 180 and the like are provided.

The first cylindrical portion 110 is inserted with the end portion of the rod 35 on the damper mounting portion 37 side, and is disposed substantially concentrically with the rod 35. A predetermined interval is provided between the outer peripheral surface of the rod 35 and the inner peripheral surface of the first cylindrical portion 110.
The first cylindrical portion 110 functions as an intermediate member in the present invention.

The second cylindrical portion 120 is inserted with the first cylindrical portion 110 and is disposed substantially concentrically with the rod 35. A predetermined interval is provided between the outer peripheral surface of the first cylindrical portion 110 and the inner peripheral surface of the second cylindrical portion 120.
The second cylindrical portion 120 functions as the second member referred to in the present invention.

The third cylindrical portion 130 is inserted with the second cylindrical portion 120 and is disposed substantially concentrically with the rod 35. A predetermined gap is provided between the outer peripheral surface of the second cylindrical portion 120 and the inner peripheral surface of the third cylindrical portion 130.
The third cylindrical portion 130 functions as a third member in the present invention.
The end of the third cylindrical portion 130 opposite to the cylinder 33 is closed by a flat end surface portion 131. The above-described damper mounting portion 37 is fixed to the end surface portion 131.
The third cylindrical portion 130 and the end surface portion 131 function as a housing that is a housing in which each constituent member of the fine vibration damping mechanism 100 is accommodated.
The first cylindrical portion 110, the second cylindrical portion 120, and the third cylindrical portion 130 are formed by, for example, cutting both ends of a steel pipe flatly along a plane orthogonal to the axis.

The first elastic body 140 and the second elastic body 150 are made of an elastic material such as rubber, for example.
The 1st elastic body 140 is arrange | positioned between the outer peripheral surface of the rod 35, and the internal peripheral surface of the 1st cylindrical part 110, and is joined with these by vulcanization adhesion, for example.
The 2nd elastic body 150 is arrange | positioned between the outer peripheral surface of the 1st cylindrical part 110, and the internal peripheral surface of the 2nd cylindrical part 120, and is joined with these by vulcanization adhesion | attachment, for example.

The 3rd elastic body 160 is arrange | positioned between the outer peripheral surface of the 2nd cylindrical part 120, and the internal peripheral surface of the 3rd cylindrical part 130, and these are joined by vulcanization adhesion, for example.
The third elastic body 160 is formed using, for example, a rubber-based material or urethane having high hardness with respect to the first elastic body 140 and the second elastic body 150, and the damping force input direction (the same as the expansion / contraction direction of the damper 30). -The rigidity with respect to the load of the left-right direction in the figure is made higher than the 1st elastic body 140 and the 2nd elastic body 150. FIG.
The third elastic body 160 functions as a sub elastic member according to the present invention.

The first stopper 170 and the second stopper 180 are disk-shaped members that project from the rod 35 to the outer diameter side in a collar shape.
The first stopper 170 is disposed on the cylinder 33 side with respect to the first cylindrical portion 110, the second cylindrical portion 120, the first elastic body 140, the second elastic body 150, and the third elastic body 160.
The second stopper 180 is disposed on the damper mounting portion 37 side with respect to the first cylindrical portion 110, the second cylindrical portion 120, the first elastic body 140, the second elastic body 150, and the third elastic body 160.

The outer diameters of the first stopper 170 and the second stopper 180 are larger than the outer diameter of the second cylindrical portion 120 and smaller than the inner diameter of the third cylindrical portion 130.
In the no-load state shown in FIG. 5, the distance between the end surface of the second cylindrical portion 120 and the first stopper 170 and the second stopper 180 is the distance between the end surface of the first cylindrical portion 110 and the first stopper 170 and the second stopper 180. It is set smaller than the interval.

FIG. 6 shows the state of the micro-vibration buffer mechanism 100 when there is an input F in the direction in which the rod 35 is compressed with respect to the micro-vibration buffer mechanism 100. FIG. FIG. 6B shows a state where the input F is relatively large.
FIG. 7 is an input-displacement diagram of the fine vibration damping mechanism 100.
By the input F, the first elastic body 140 and the second elastic body 150 are subjected to shear stress and elastically deform into a substantially parallelogram shape in the cross-sectional shape shown in FIG. The third elastic body 160 also exhibits the same deformation at this time, but the deformation amount is relatively small because it has higher rigidity than the other elastic bodies.

Here, as shown in FIG. 6A, since all the elastic bodies can be deformed when the second cylindrical portion 120 is not in contact with the first stopper 170, the rigidity of the micro-vibration buffer mechanism 100 is improved. (The spring constant obtained by dividing the input F from the rod 35 by the expansion and contraction displacement of the fine vibration damping mechanism 100) is relatively low.
On the other hand, as shown in FIG. 6B, after the second cylindrical portion 120 abuts against the first stopper 170, the first elastic body 140 and the second elastic body 150 are restricted from further deformation. Since only the highly rigid third elastic body 160 can be deformed, the rigidity of the micro-vibration buffer mechanism 100 is higher than that shown in FIG.

According to the first embodiment described above, the following effects can be obtained.
(1) The fine vibration in the vertical direction that affects the riding comfort input to the damper 30 is buffered by the elastic deformation of the first elastic body 140 and the second elastic body 150, and the piston 34 is responsive to the fine vibration. Generation of damping force can be suppressed.
For this reason, it is possible to prevent an increase in the vertical elastic vibration of the vehicle body caused by the damping force of the damper 30 acting on the end portions of the vehicle bodies 11 and 21.
On the other hand, when the damper 30 is largely displaced as in the case of roll vibration of the vehicle bodies 11 and 21, the relative displacement between the second cylindrical portion 120 and the rod 35 is restricted by the stoppers 170 and 180, and the damper 30 is damped. Force can be generated to reduce roll vibration of the vehicle body.
(2) Since the first elastic body 140 and the second elastic body 150 have a laminated structure in which the first cylindrical portion 110 is disposed in the middle portion, it becomes easy to optimally tune the rigidity, and the above-described effects are ensured. Can get to.
(3) By connecting the second cylindrical portion 120 subject to stroke restriction by the stoppers 170 and 180 to the damper mounting portion 37 via the third elastic body 160, the stoppers 170 and 180 are in contact with the second cylindrical portion 120. Even during the period, the third elastic body 160 can buffer the fine vibrations.

Second Embodiment
Next, a second embodiment of the inter-vehicle damper device to which the present invention is applied will be described. In each embodiment described below, portions that are substantially the same as those in the previous embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
As shown in FIG. 8, the fine vibration damping mechanism 200 of the second embodiment is formed by forming overhang portions 171 and 181 on the first stopper 170 and the second stopper 180.

The overhang portions 171 and 181 are formed by projecting a surface portion in which the first stopper 170 and the second stopper 180 face the end surface of the first cylindrical portion 110 in a step shape.
By providing such overhang portions 171 and 181, in the micro-vibration buffer mechanism 200 of the second embodiment, when the input from the rod 35 increases, the second cylindrical portion 120 has the stoppers 170 and 180. The first cylindrical portion 110 comes into contact with the overhang portions 171 and 181 of the stoppers 170 and 180 before coming into contact with.

FIG. 9 is an input-displacement diagram in the fine vibration damping mechanism 200 of the second embodiment.
In the fine vibration damping mechanism 200 of the second embodiment, when the input is increased, the first cylindrical portion 110 first comes into contact with the projecting surfaces 171 and 181 of the stoppers 170 and 180, and then the rigidity is increased, and then the second cylinder. The rigidity further increases when the portion 120 abuts against the stoppers 170 and 180.

  According to the second embodiment described above, in addition to the same effects as those of the first embodiment described above, the rigidity of the fine vibration damping mechanism 200 can be changed in a plurality of stages, and fine tuning of the rigidity is possible. It becomes.

<Third Embodiment>
Next, a third embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
As shown in FIG. 10, the fine vibration damping mechanism 300 in the third embodiment includes a shaft 310, a case 320, elastic bodies 330 and 340, and the like.

The shaft 310 is a cylindrical shaft disposed between the rod 35 and the damper mounting portion 37 so as to be substantially concentric with the rod 35.
The shaft 310 is formed with a flange 311 and a threaded portion 312.
The flange 311 is a disk-shaped portion that projects from the outer peripheral surface portion of the intermediate portion of the shaft 310 to the outer diameter side.
The screw portion 312 is a male screw formed at the end of the shaft 310 on the damper mounting portion 37 side, and is fastened to a screw hole formed in the damper mounting portion 37.

The case 320 cooperates with the flange 35 a formed at the end of the rod 35, holds the shaft 310 so as to be relatively movable in the axial direction with respect to the rod 35, and accommodates the flange 311 of the shaft 310. Is formed.
The case 320 functions as a housing, which is a housing in which the constituent members of the fine vibration damping mechanism 300 are accommodated, in cooperation with the flange 35a of the rod 35.
The flange 35a is a disk-shaped member that is provided at the end of the rod 35 and projects in a flange shape on the outer diameter side. A screw portion that is fastened to the case 320 is formed on the outer peripheral edge portion of the flange 35a. A concave portion 35b into which an end portion of the shaft 310 on the rod 35 side is inserted is formed in the center portion of the flange 35a.

The case 320 includes a cylindrical portion 321 and an end surface portion 322.
The cylindrical portion 321 has an inner diameter larger than the outer diameter of the flange 311 of the shaft 310, and is formed to extend from the outer peripheral edge portion of the flange 35a to the damper mounting portion 37 side.
The end surface portion 322 is a flat plate-like portion that closes the end portion of the cylindrical portion 321 on the damper mounting portion 37 side. An opening through which the shaft 310 passes is formed at the center of the end surface portion 322.

The elastic bodies 330 and 340 are made of an elastic material such as rubber.
The elastic body 330 is provided between the surface portion of the flange 311 of the shaft 310 on the rod 35 side and the flange 35 a of the rod 35.
The elastic body 340 is provided between the surface of the flange 311 of the shaft 310 on the damper mounting portion 37 side and the end surface 322 of the case 320.

FIG. 11 is an enlarged cross-sectional view of the elastic body 330. The elastic body 340 has a configuration substantially similar to that of the elastic body 330.
The elastic body 330 is formed by integrally forming a disc spring portion 331 and a cylindrical portion 332.
The disc spring portion 331 is a disc-shaped portion that is formed concentrically with the shaft 310 and is tapered so that the axial position of the outer peripheral edge portion is offset toward the damper mounting portion 37 with respect to the inner peripheral edge portion. An opening through which the shaft 310 passes is formed at the center of the disc spring portion 331. The disc spring portion 331 functions as a spring that biases the flange 311 in a direction away from the flange 35 a of the rod 35.
The cylindrical portion 332 protrudes from the inner peripheral edge of the disc spring portion 331 toward the rod 35 side. The cylindrical portion 332 is inserted into the recess 35 b of the rod 35. A shaft 310 is inserted on the inner diameter side of the cylindrical portion 332.

The elastic body 340 has a configuration in which the above-described elastic body 330 is inverted so as to be symmetric with respect to the flange 311.
The elastic body 340 protrudes from the inner peripheral edge of the disc spring portion toward the damper mounting portion 37 toward the damper mounting portion 37 and biases the flange 311 in a direction away from the end surface portion 322 of the case 320, and opens into the opening of the end surface portion 322. A cylindrical portion to be inserted is provided. A shaft 310 is inserted into the cylindrical portion.
The elastic bodies 330 and 340 buffer fine vibrations within the effective stroke range of the disc spring portion, and restrict the relative displacement between the shaft 310 and the rod 35 when there is a large input in close contact with the disc spring portion. It also functions as a stopper.

  According to the third embodiment described above, the flange 311 of the shaft 310 is urged from both sides by the pair of elastic bodies 330 and 340 in addition to the effect substantially similar to the effect of the first embodiment described above. Thus, the shaft 310 can be centered to a predetermined position when it becomes substantially unloaded.

<Fourth embodiment>
Next, a fourth embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
As shown in FIG. 12, the fine vibration damping mechanism 400 according to the fourth embodiment has a stopper 410 attached to the outer peripheral edge portion of the flange 311 of the shaft 310 according to the third embodiment, and is replaced with the elastic bodies 330 and 340. 420 and 430 and elastic bodies 440 and 450 are provided.

The stopper 410 covers the outer peripheral edge of the flange 311 and is formed so as to protrude from the surface on the rod 35 side of the flange 311 and the surface on the damper mounting portion 37 side. The stopper 410 is formed of a material having impact buffering properties such as urethane.
Further, the stopper 410 has a two-piece configuration that is divided into two parts on the diameter in order to enable attachment to the flange 311.

The rings 420 and 430 are arranged concentrically with the shaft 310 and have a substantially rectangular cross-sectional shape when viewed in the radial direction. The inner peripheral surfaces of the rings 420 and 430 are arranged to face the outer peripheral surface of the shaft 310 with a predetermined interval.
The ring 420 is disposed on the rod 35 side with respect to the flange 311 and spaced from the flange 311. The ring 420 is in contact with the flange 35a of the rod 35.
The ring 430 is disposed on the damper mounting portion 37 side with respect to the flange 311 and spaced from the flange 311. Further, the ring 430 is in contact with the end surface portion 322 of the case 320.

The elastic bodies 440 and 450 are made of an elastic material such as rubber, for example.
The elastic body 440 is disposed between the inner peripheral surface of the ring 420 and the outer peripheral surface of the shaft 310, and is joined thereto by vulcanization adhesion or the like.
The elastic body 450 is disposed between the inner peripheral surface of the ring 430 and the outer peripheral surface of the shaft 310, and is joined thereto by vulcanization adhesion or the like.
The elastic bodies 440 and 450 are elastically deformed to allow the rings 420 and 430 to be displaced relative to the shaft 310 in the axial direction and generate a spring reaction force corresponding to the relative displacement amount.

As is apparent from a comparison between the state before assembly shown in FIG. 13 and the state after assembly shown in FIG. 12, the rings 420 and 430 are placed in the micro-vibration buffer mechanism 400 in a state where both the rings 420 and 430 are brought close to the flange 311 side. As a result, the elastic bodies 440 and 450 are preloaded.
In the fine vibration buffering mechanism 400, the fine vibrations such that the rings 420 and 430 do not contact the stopper 410 are absorbed and buffered by the elastic deformation of the elastic bodies 440 and 450. Further, after the rings 420 and 430 come into contact with the stopper 410, the input is transmitted to the piston 34, and the damper 30 generates a damping force.
Also in the fourth embodiment described above, it is possible to obtain substantially the same effects as the effects of the above-described embodiments.

<Fifth Embodiment>
Next, a fifth embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
As shown in FIG. 14, the micro vibration damping mechanism 500 of the fifth embodiment has a configuration in which the cylindrical portion of the inner peripheral edge of the elastic bodies 330 and 340 of the third embodiment is removed.
According to the fifth embodiment, in addition to the effect substantially similar to the effect of the third embodiment described above, stress concentration occurs at the joint between the disc spring portion and the cylindrical portion of the elastic body, and the elastic body breaks. Can be prevented.

<Sixth Embodiment>
Next, a sixth embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
As shown in FIG. 15, the fine vibration damping mechanism 600 of the sixth embodiment is provided with a resin sliding member 313 having solid lubricity on the outer peripheral surface portion of the shaft 310 of the fifth embodiment.
The sliding member 313 is configured to be slidable with the inner peripheral surface of the recess 35 b formed in the flange 35 a of the rod 35 and the inner peripheral surface of the opening of the end surface 322 of the case 320.
According to the sixth embodiment, in addition to the effect substantially similar to the effect of the above-described fifth embodiment, the friction when the shaft 310 is relatively displaced with respect to the rod 35 is reduced, and a better fine vibration is achieved. A buffering effect can be obtained.

(Other embodiments)
In addition, this invention is not limited only to each above-mentioned embodiment, Various application and deformation | transformation can be considered.
For example, the configurations of the railway vehicle and the inter-vehicle damper device can be appropriately changed. For example, although the railway vehicle in each embodiment is a train, it may be other types such as a train, a non-powered passenger car, and a freight car.
Further, the arrangement of the damper is not limited to the configuration of each embodiment, and the position and direction of the damper can be appropriately changed as long as a damping force can be generated with respect to the roll behavior.
In addition, the fine vibration damping mechanism of each embodiment is configured by concentrically arranging cylindrical or annular members. However, the present invention is not limited to this, and for example, a flat elastic body may be used alone or in layers. It is good also as a structure to be used.
In addition, for example, the elastic bodies 330, 340, 440, and 450 in the third and fourth embodiments may be divided in the radial direction or the axial direction, and a hard member may be disposed in the middle portion to form a laminated structure. In this case, the hard member may be brought into contact with another member in the middle of the effective stroke of the fine vibration damping mechanism, and may be a stopper having substantially the same effect as that of the second embodiment.
Furthermore, in the third and fourth embodiments, a sub-elastic body similar to the third elastic body of the first embodiment may be provided. Specifically, for example, a structure in which a cylindrical member is further provided on the outer diameter side of the housing and the third elastic body is filled between the inner peripheral surface of the member and the outer peripheral surface of the housing, or other structures. Can be applied.
Further, in the configuration using the laminated rubber as in the first and second embodiments, the laminated rubber is divided in the axial direction as in the fourth embodiment, for example, and preload is applied to both the expansion side and the contraction side in the axial direction. It is good also as a structure.

DESCRIPTION OF SYMBOLS 10,20 Vehicle 11,21 Car body 11a Wife surface 11b Through passage 12,22 1st place carriage 13,23 2nd place carriage 30 Damper 31,32 Bracket 33 Cylinder 34 Piston 35 Rod 35a Flange 35b Recess 36, 37 Damper attachment part 100 Vibration buffer mechanism (first embodiment)
DESCRIPTION OF SYMBOLS 110 1st cylindrical part 120 2nd cylindrical part 130 3rd cylindrical part 131 End surface part 140 1st elastic body 150 2nd elastic body 160 3rd elastic body 170 1st stopper 171 Overhang part 180 2nd stopper 181 Overhang part 200 Micro-vibration buffer mechanism (second embodiment)
300 Micro-vibration buffer mechanism (third embodiment)
310 Shaft 311 Flange 312 Thread part 313 Sliding member 320 Case 321 Cylindrical part 322 End face part 330 Elastic body 331 Belleville spring part 332 Cylindrical part 340 Elastic body 400 Slight vibration damping mechanism (fourth embodiment)
410 Stopper 420 Ring 430 Ring 440 Elastic body 450 Elastic body 500 Slight vibration damping mechanism (fifth embodiment)
600 Fine vibration damping mechanism (sixth embodiment)

Claims (9)

Relative rolls provided between the first railway vehicle and the second railway vehicle connected to the first railway vehicle, the body of the first railway vehicle and the body of the second railway vehicle An inter-vehicle damper device having a damper that generates a damping force according to speed,
The damper is
A first member provided in the damping force generation mechanism;
A second member that transmits a damping force from the first member and is relatively movable in the damping force input direction with respect to the first member;
An elastic member provided between the first member and the second member;
An inter-vehicle damper device comprising a fine vibration damping mechanism having a stopper for restricting relative displacement between the first member and the second member in the damping force input direction. 2. The inter-vehicle damper device according to claim 1, wherein at least one of the first member and the second member is formed integrally with a housing that houses each component of the fine vibration damping mechanism. . The inter-vehicle according to claim 1, wherein the elastic member has a laminated structure in which an intermediate member made of a hard material is disposed between the first member and the second member. Damper device. When the relative displacement amount of the second member with respect to the first member is within the restriction range of the stopper and the relative displacement amount of the intermediate member with respect to the first member becomes a predetermined value, The inter-vehicle damper device according to claim 3, further comprising a sub-stopper that restricts relative displacement with respect to the first member. A third member that transmits a damping force from the first member or the second member and is relatively movable along the damping force input direction with respect to the first member or the second member. When,
A sub-elastic member provided between the first member or the second member and the third member and having higher rigidity along the damping force input direction than the elastic member. The inter-vehicle damper device according to any one of claims 1 to 4. One of the first member and the second member has a shaft portion that is inserted into a hole formed in the other, and the elastic member is provided on the inner peripheral surface of the hole portion and the outer peripheral surface of the shaft portion. The inter-vehicle damper device according to any one of claims 1 to 5, wherein the dampers are joined to each other. The first member and the second member have opposing surface portions facing each other with a gap in a direction substantially perpendicular to the damping force input direction, and the elastic members are bonded to both surfaces of the opposing surface portion, respectively. The inter-vehicle damper device according to any one of claims 1 to 5, characterized in that: The first member and the second member have opposing surface portions facing each other with a gap in the damping force input direction, and the elastic member has a disc spring-like portion arranged between the opposing surface portions. The inter-vehicle damper device according to any one of claims 1 to 5, wherein: The elastic member includes a first elastic body that urges the second member in a direction in which the second member is drawn out from the first member, and a urging member that urges the second member in a direction in which the second member is pulled toward the first member. The inter-vehicle damper device according to any one of claims 1 to 8, further comprising two elastic bodies.

Images