JP6348744B2 - Railcar stopper - Google Patents

Description

  The present invention relates to a railway vehicle stopper, and more specifically, includes an elastic material and a pedestal member that supports the elastic material, and either the first member on the railway vehicle side or the second member on the carriage side and the elastic material. And a railcar stopper configured to be able to support a pedestal member on either one of the first member and the second member in a state where a gap is provided between the first member and the second member.

As this type of railcar stopper, those disclosed in Patent Literature 1 and Patent Literature 2 are known. In Patent Document 1, a stopper receiver (18) standing on a carriage frame (8) is disposed between the left and right of a pair of left and right support arms (14) projecting downward from a vehicle body (12). Each support arm (14) is equipped with a laminated rubber-structured stopper rubber (17).
In Patent Document 2, the vehicle body frame (1) is placed on the left and right sides of the counterpart fixing member (3), with the stopper rubber (9) facing the counterpart fixing member (3). 2) A movable stopper (4) supported on the side is provided.

In any of the above prior arts, the stopper is composed of an elastic material and a base member such as a metal plate that supports the elastic member, and the base member is bolted to a device fixing portion such as a bracket.
The stopper is installed between the carriage and the vehicle body (railway vehicle) to restrict the vehicle body from excessively swaying when the vehicle body shakes to the left and right during a curve run or the like.

  By the way, in the case of a stopper made of an elastic material and a base member, the behavior when a load is applied is as shown in FIG. That is, when a load acts on the elastic member 21 in the free state shown in FIG. 4 (X), as shown in FIG. 4 (Y), the elastic member is placed between a contact member (not shown) such as a steel plate and the base member 22. 21 is compressed. In the state of FIG. 4 (Y) in which the elastic material 21 is compressed to some extent, the elastic material 21 expands horizontally and deforms, and the hole 24 of the elastic material 21 disappears.

  When the load applied to the stopper S ′ is further increased, as shown in FIG. 4 (Z), the elastic member 21 is further compressed and expanded laterally until it exceeds the length of the pedestal member 22 to form a clear flat shape. It has become. In FIG. 4, 23 is a mounting bolt, and 24 is a hole.

Japanese Utility Model Publication No. 62-125658 Japanese Patent Laid-Open No. 04-283160

  The conventional stopper with an elastic material integrated with the pedestal member has the advantage that the structure is simple and can be made at low cost and has excellent productivity. However, when a heavy load is applied, the spring stops suddenly. There was a tendency for the constant to rise too much. That is, in the state as shown in FIG. 4 (Z), the conventional stopper S ′ has a chronic problem that the elastic material 21 causes so-called hardening, the shock absorbing action becomes dull and the shock becomes large. . As shown by the broken line in the “load-deflection graph” in FIG. 6, when the load increases to a certain degree or more, the deflection hardly increases, that is, it becomes almost rigid. is there.

  Therefore, a prototype that softens the elastic material 21 by, for example, lowering the rubber hardness a little in the conventional stopper S ′ (see FIG. 4) is tried, and the “load-deflection graph” of the prototype is a solid line in FIG. It came to be shown by. As can be seen from FIG. 6, in the prototype, the deflection (amount of deflection) with respect to the load is slightly increased compared to the conventional stopper S ′, and when the load is increased, the deflection is almost increased. There has been no change in the absence of hardening, that is, the occurrence of hardening, and therefore there remains room for further improvement.

  An object of the present invention is to provide a railway vehicle that has a structure in which an elastic material is integrated with a pedestal member, but hardening when a heavy load is applied is eliminated or reduced, and a shock absorbing effect is improved. The point is to provide a stopper.

The invention which concerns on Claim 1 has the elastic material 1, and the base member 2 which supports the said elastic material 1,
Any one of the first member 11 and the second member 12 in a state where a gap is provided between any one of the first member 11 on the railway vehicle side and the second member 12 on the carriage side and the elastic member 1. On the other hand, in the railcar stopper configured to be able to support the pedestal member 2, the pedestal member 2 is formed with a relief portion 10 that opens to the surface 2 b to which the elastic member 1 of the pedestal member 2 is fixed. And
When the elastic material 1 is compressed by contact with any one of the above, the compressed elastic material 1 is squeezed and displaced so as to enter the escape portion 10. And

According to a second aspect of the present invention, in the railcar stopper according to the first aspect, the relief portion 10 is selected from a hole, a dent, a notch, a groove, and a hole .

The invention according to claim 3, in railway stopper for a vehicle according to claim 1, wherein the base member 2 is made of steel, and the escaping portion 10 is characterized in that it is a hole.

According to the first aspect of the present invention, for example, when the first member and the elastic material come into contact with each other and the elastic material is compressed, the compressed elastic material is released from the base member due to the elastic displacement thereof. It can be squeezed and displaced so as to enter the part. Therefore, when the load acting on the stopper is equal to the load acting on the conventional product, the deflection of the stopper becomes larger than the deflection of the conventional stopper, and the hardening phenomenon when a large load is applied is reduced or suppressed. Become so.
Therefore, the increase in the spring constant when a heavy load is applied to the stopper becomes more gradual than before, and an effective shock absorption action is obtained, so that the shock absorption action becomes dull and the shock increases. It is possible to provide a railcar stopper in which a general problem is greatly improved.

In this case, as in claim 1 , if it is a relief part that opens to the surface to which the elastic material in the pedestal member is fixed, the entry of dust and foreign matters into the unexpected relief part does not occur or is difficult to occur, et happens shall conceive out displacement of the relief portion of the elastic member is committed, there is an advantage that can reliably exhibit the pre-Symbol function and effect.

In addition, the relief portion can be selected from a hole, a dent, a notch, a groove, and a hole according to the situation as in claim 2 , and the pedestal member as in claim 3. It is possible to provide an economical stopper that can be formed as a relief portion at once by press forming or the like made of a steel plate.

A railcar stopper is shown, (a) is a plan view, (b) is a partially cutaway front view. (A) is a bottom view of the stopper of FIG. 1, and (b) is a side view of the stopper of FIG. The deformation state with respect to the load of the stopper of the present invention is shown, (A) is a free state, (B) is a state where a certain load is applied, and (C) is a state where a heavy load is applied. The state of deformation of the conventional stopper is shown. (X) is a free state, (Y) is a state where a certain amount of load is applied, and (Z) is a state where a heavy load is applied. The figure which shows the relationship between the load and deflection | deviation of this invention and the conventional stopper. The figure which shows the relation between the load and the deflection of the conventional stopper where rubber hardness differs mutually Front view of the main part showing an example of mounting on a real machine Front view showing another structural example of stopper

  Embodiments of a railway vehicle stopper according to the present invention will be described below with reference to the drawings. For the sake of simplicity, hereinafter, the “railway vehicle stopper” will be simply referred to as “stopper”.

[Example 1]
As shown in FIGS. 1 and 2, the stopper (stop for a railway vehicle) S is made of a rubber elastic material 1 and a thick steel plate and supports the elastic material 1 integrally by vulcanization adhesion. It has a member 2 and a pair of mounting bolts 3 and 3 fixed to the base member 2.
For the sake of explanation, the arrow P that is the longitudinal direction of the pedestal member 2 is left and right, the arrow Q that is orthogonal to the arrow P in the direction parallel to the surface of the pedestal member 2 is front and back, and the arrow that is orthogonal to both arrows P Let R be defined as up and down.

  The elastic member 1 has a rectangular lower part 1A, a trapezoidal upper part 1B, and a pair of skirts 1C, 1C, and is a rubber having a rectangular shape in a plan view and a substantially trapezoidal form in a front view and a side view. It is formed of lumps. The elastic material 1 is integrated with the upper surface 2 b (an example of a “surface to which the elastic material is fixed”) 2 b of the base member 2 by vulcanization adhesion. Each skirt portion 1C has a thin film shape covering the left and right (arrow P) ends of the upper surface 2b of the pedestal member 2, and also covers the end portions of the mounting bolts 3 penetrating as shown in FIG. 1 (b). It is good as a thing.

  In the lower portion 1A, a hole 4 is formed that has a substantially triangular shape when viewed from the front and penetrates forward and backward (arrow Q). The cross-sectional shape of the hole 4 may be a shape other than a substantially triangular shape such as an ellipse that is flat vertically. The upper portion 1 </ b> B has a constricted shape having inclined front and rear side surfaces 5, 6, 7, and 8, and a flat upper surface 9 is formed. The front-rear width dimension of the elastic member 1 and the front-rear width dimension of the base member 2 are formed to be equal, but this need not be the case.

As shown in FIG. 1A and FIG. 2A, the base member 2 is a so-called iron plate having a rectangular shape in a plan view. The mounting bolt 3 is integrated in a state of protruding from the lower surface 2a by means such as press fitting, welding, shrink fitting, and cold fitting.
The pedestal member 2 is formed with a pair of left and right relief portions 10 formed of oblong holes that are long in the front-rear direction. Each relief portion 10 is in a state in which the position in the left-right direction substantially coincides with the left and right ends of the punching hole 4, and the upper surface 2 b side, which is the surface to which the elastic material 1 is fixed, blooms with a smooth curve. Is formed in the through hole.

  Since the relief portions 10 and 10 are formed on the base member 2, the stopper S can be displaced when the elastic material 1 is compressed and the compressed elastic material 1 enters the relief portions 10 and 10. It is configured. Each relief portion 10 is formed as a hole having an oval shape (long-angled round shape) that is long in the front-rear direction (in the direction of the arrow Q) that opens to the upper surface 2b that is the surface to which the elastic member 1 is fixed. .

  An actual usage example of the stopper S configured as described above will be briefly described here. As shown in FIG. 7, the stopper S is used as a constituent element of the roll control mechanism E configured on the bogie portion of the railway vehicle. Between the pair of bogie frames (an example of the second member) 12, a traction frame (an example of the first member) 11 supported by the railcar D is provided, and the bogie frames 12, 12 and the traction frame 11 are provided. The damper 13 is constructed over the upper part of this. A traction link 15 is pivotally supported at the lower end of the traction frame 11.

  In the stopper S, the base member 2 is bolted to the arm portion 12a of each bogie frame 12, and a gap is formed in the side surface 14a of the base 14 made of sheet metal integrated with the upper and lower intermediate portions of the left and right traction frames 11. The roll control mechanism E is configured by providing the elastic member 1 and incorporating the elastic member 1 so as to face each other. Due to this roll regulating mechanism E, the roll is attenuated by the left and right dampers 13 and 13 and a large roll is dealt with by the contact between the pair of stoppers S and S and the cradle 14.

Next, the operation of the stopper S will be described. The behavior change when a load is applied to the stopper S is shown in FIG.
In the free state shown in FIG. 3 (A), when a load acts on the upper surface 9 of the elastic member 1, as shown in FIG. 3 (B), a contact member (first member) such as a cradle 14 (see FIG. 7). The elastic member 1 is compressed between the contact member and the base member 2 by contact with the base member 2.
Between this FIG. 3 (B) and FIG. 4 (Y) in the middle of the compression by the conventional stopper S ′, as shown in the “load-deflection graph” of FIG. 5, the same behavior is shown.

When the load applied to the stopper S is further increased, as shown in FIG. 3C, the elastic material 1 is further compressed and expanded in the front-rear and left-right directions and deformed, and the pair of left and right relief portions 10 and 10 are opened upward. The lower deformed portion 1a is formed by elastically deforming and swollen so as to enter the lower portion from the portion (also referred to as bulging displacement).
The displacement of the elastic material 1 to the escape portion 10 starts when the load further increases from the state shown in FIG. That is, as shown in FIG. 5, the displacement of the elastic member 1 into the relief portion 10 is observed when the load acting on the stopper S reaches the value when the deflection of the elastic member 1 is B. As the load increases, the amount of squeezing (intrusion amount) also increases.

As shown in FIG. 5, in the stopper S according to the present invention, it is understood that the inclination of the solid line in the range where the load is equal to or greater than the value of B is obviously gentler than that of the conventional product indicated by the broken line. it can. In other words, the elastic material 1 can be squeezed out and displaced so as to enter the escape portion 10 due to the elastic deformation caused by the compression. Therefore, when the load is equal to that of the conventional product, the deflection of the stopper S is conventional. Therefore, the hardening phenomenon when a large load is applied is reduced or suppressed.
Accordingly, the increase in the spring constant when a large load is applied to the stopper S becomes more gradual than before, and an effective shock absorbing action can be obtained. Therefore, the shock absorbing action becomes dull and the shock increases. Chronic problems have been greatly improved.

In the stopper S described above, the relief part 10 through which the rubber 1 as the elastic material can escape by squeezing out is formed on the metal fitting 2 as the base member, so that when the heavy load is applied to the stopper S, the rubber 1 Since it escapes to the relief part 10 of the metal fitting 2, hardening does not occur, and a predetermined characteristic can be maintained. When the spilled rubber 1 returns and displaces from the escape portion 10, friction is generated between the rubber 1 and the metal fitting 2, so that energy is absorbed thereby (suppressing the vehicle from being shaken back by reaction force). Is possible.
Thus, according to the device which provides the escape part 10 in the base member 2, since the outer shape of the stopper S is the same as before, the parts of the stopper S are not changed in the peripheral parts such as the railway vehicle and the carriage. Countermeasures are possible only by replacement, and there are great practical advantages. In addition, since the amount of rubber compression can be reduced compared to conventional products, the impact resistance is excellent.

[Another embodiment]
As shown in FIG. 8, a stopper having a configuration in which the pair of left and right relief portions 10, 10 are arranged and formed on the pedestal member 2 so as to fit within the width dimension in the left and right direction of the punched hole 4 when viewed in the vertical direction. S may also be used.

  And although illustration is omitted, the relief part 10 may be of any type as long as the elastic material 1 can squeeze out and can be displaced, and the one shown in FIG. 1 and FIG. That is, it may be a hole or a recess opened in the upper surface 2b. Although not shown in the drawings, the relief portion 10 can be changed in various ways, such as a groove that opens in the upper surface 2b and penetrates forward or backward, or a notch that opens forward and / or rearward without passing forward and backward. Is possible.

DESCRIPTION OF SYMBOLS 1 Elastic material 2 Base member 2b Surface to which the elastic material is fixed 10 Relief part 11 1st member 12 2nd member

Claims (3)

An elastic material, and a pedestal member that supports the elastic material,
In a state where a gap is provided between any one of the first member on the railway vehicle side and the second member on the carriage side and the elastic material, the pedestal is provided on either one of the first member and the second member. A railcar stopper configured to support a member,
In the pedestal member, forming a relief portion that opens on the surface of the pedestal member to which the elastic material is fixed ,
A railcar stopper configured to squeeze out and be displaced so that the compressed elastic material enters the escape portion when the elastic material is compressed by contact with either one of the above. The railcar stopper according to claim 1, wherein the relief portion is selected from a hole, a dent, a notch, a groove, and a hole . The railcar stopper according to claim 1 , wherein the pedestal member is made of a steel plate, and the relief portion is a hole .

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