JP7211671B2 - Anti-vibration support structure for mounting equipment on railway vehicles - Google Patents

Description

TECHNICAL FIELD The present invention relates to an anti-vibration structure for a railway vehicle. It is a technique for installing

In recent years, especially in vehicles such as high-speed vehicles, where quietness has been enhanced, some passengers have begun to voice concerns about ride comfort, such as vibrations centered on low-frequency vibrations. This is thought to be due to the fact that as vibrations from other sources of vibration decreased, vibrations from vibration sources that had not been dealt with began to become a problem. For example, installation equipment such as power converters and transformers for railroad vehicles is said to be a possible source of such vibrations, and methods of installation are being studied.

Patent Literature 1 discloses a technique related to a support structure for a power conversion device for railway vehicles. A fitting metal attached to a box of a power conversion device for a railway vehicle is sandwiched between a pair of anti-vibration rubbers and is inserted into the shaft of a suspension bolt suspended from a suspension rail. . It is elastically supported by tightening a nut screwed onto the extended end of the shaft through a washer. The shaft is inserted through the mounting metal in a non-contact state with the mounting metal. By adopting such a mounting method, it is possible to block vibrations from the power conversion device for railway vehicles.

Japanese Patent Laid-Open No. 2002-200000 discloses a vibration-isolating rubber support structure for a railway vehicle and a technique related to a method for setting the spring constant of the vibration-isolating rubber. An upper vibration-isolating rubber member is provided between the main transformer and the mounting bracket, a lower vibration-isolating rubber member is provided between the mounting bracket and the washer, and the main transformer mounting bracket is the upper vibration-isolating rubber member. and the lower anti-vibration rubber member. A through-hole is formed in the mounting bracket and the vibration-proof rubber member, and a suspension bolt and a cylindrical sleeve member arranged around them are provided in the through-hole. Such a configuration reduces vibrations and noise transmitted to the interior of the vehicle.

JP 2007-308042 A JP 2010-111197 A

However, in the techniques of Patent Document 1 and Patent Document 2, the anti-vibration rubber member is used to prevent the vibration and noise generated by the mounting equipment provided in the railway vehicle from being transmitted to the passenger compartment, but there is a suggestion from the viewpoint of maintenance. not done. Considering the actual use of anti-vibration rubber in railway vehicles, it is assumed that anti-vibration rubber members will deteriorate over time, so work such as periodic replacement is required. Therefore, it is preferable that the mounting structure of such anti-vibration rubber be designed in consideration of maintenance.

Therefore, in order to solve such problems, it is an object of the present invention to provide a vibration isolating support structure for mounting equipment of a railway vehicle, which is easy to maintain.

In order to achieve the above object, a vibration isolation support structure for mounting equipment of a railway vehicle according to one aspect of the present invention has the following features.

(1) Underfloor equipment that is suspended and held on the floor structure of a railway vehicle, and anti-vibration rubber for holding the underfloor equipment, and a railroad vehicle attachment device that is fixed to the floor structure via suspension bolts In the swing support structure, the underfloor equipment is supported by a plurality of suspension bolts, and the suspension point positions from which the suspension bolts are suspended are arranged so that the suspension point load applied to the suspension bolts is uniform. characterized by

According to the aspect described in (1) above, the maintainability of the anti-vibration support structure is improved. When using anti-vibration rubber on multiple suspension bolts to hold underfloor equipment, it is necessary to support the equipment at multiple suspension points. In some cases, it is necessary to change the hardness of the anti-vibration rubber. In the case of using anti-vibration rubbers with different hardness, it is possible to realize appropriate vibration attenuation depending on the suspension point, but the vibration mode differs depending on the suspension point position, so problems such as looseness are likely to occur. Therefore, we decided to equalize the suspension point load applied to the suspension bolt. By doing this, the same anti-vibration rubber can be used, preventing mounting errors, etc., and improving maintainability. In addition, it contributes to the extension of the anti-vibration rubber's life and the extension of the replacement cycle. I can expect it.

(2) In the anti-vibration support structure for railroad vehicle mounting equipment according to (1), the suspension point position is provided on a line perpendicular to the traveling direction of the railroad vehicle, and is provided on the line. Preferably, the suspension point loads at the suspension point positions are set equal.

(3) In the anti-vibration support structure for mounting equipment of a railway vehicle described in (2), the difference between the suspension point loads at the suspension point positions provided on the different lines is the product error of the anti-vibration rubber. It is preferable to be set so as to fall within the range.

According to the aspect described in (2) or (3) above, the suspension point load applied to the suspension bolt is uniformed, and is provided on a line perpendicular to the traveling direction, so that the railroad vehicle from the side Access makes work easier. In addition, by setting the same suspension point load at the suspension point positions provided on the line, replacement work using the same anti-vibration rubber can be realized. And even if the difference in suspension point load from another line is unavoidable due to design reasons, by keeping the suspension point load within the product error range of the anti-vibration rubber, replacement work using the same anti-vibration rubber is possible. realizable. It is also possible to use different anti-vibration rubber for each line, but even in that case, we believe that it will contribute to the improvement of maintainability.

(4) In the anti-vibration support structure for attached equipment of a railway vehicle according to (2) or (3), it is preferable that the terminal box of the underfloor equipment provided in the traveling direction of the railway vehicle is divided into two. .

The aspect described in (4) above makes it easy to set the hanging point position at an arbitrary location, which contributes to maintainability. This requires the use of a tool to loosen the suspension bolt provided at the position of the suspension point provided on the line, but due to the device configuration, it is necessary to provide a terminal box in the traveling direction of the railway vehicle. In this case, it becomes difficult to access the suspension bolt at the position of the suspension point provided in the middle. Therefore, by dividing the terminal box into two parts, access to the suspension bolt can be facilitated. As a result, it contributes to the improvement of maintainability.

1 is a schematic side view of a railway vehicle of this embodiment; FIG. FIG. 4 is a schematic diagram showing suspension of the outfitting unit of the present embodiment; It is an enlarged view of the suspension bolt portion of the present embodiment. FIG. 3 is a diagram of parts of the vibration isolator according to the embodiment; It is a top view of the outfitting unit of this embodiment. It is a top view which shows the relationship between an outfitting unit and a tool of this embodiment. It is a side view which shows the relationship between an outfitting unit and a tool of this embodiment.

First, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a schematic side view of a railway vehicle according to this embodiment. The railway vehicle 100 has a vehicle body 110 supported on a bogie 150 . An outfitting unit 160 is suspended below the vehicle body 110 .

FIG. 2 is a schematic diagram showing how the outfitting unit is suspended. Although the outfitting unit 160 is provided with various devices, here, it is assumed that the main transformer 200 and the unit cooler 250 are provided. The main transformer 200 uses an AC induction motor drive system for the main circuit used in high-speed railway vehicles such as the Shinkansen (registered trademark), and is equipped with a large-capacity transformer in order to handle high voltage and large current. tend to Electric power is transmitted from an overhead wire 300 provided above the railcar 100 to the main transformer 200 via the pantograph 130, and the electric power used for powering the railcar 100 is supplied from here.

The main transformer 200 and the unit cooler 250 are provided as an outfitting unit 160 , and the outfitting unit 160 is suspended by suspension bolts 165 from the underframe 121 included in the floor structure 120 of the vehicle body 110 . FIG. 3 shows an enlarged view of the suspension bolt portion. FIG. 4 shows a part drawing of the anti-vibration rubber. A plurality of beams (not shown) having mount portions 235 are provided on the underframe 121 , and the suspension bolts 165 are fixed to the mount portions 235 . The bracket 230 shown in FIG. 3 extends from the outfitting unit 160 and is held so as to be sandwiched between the anti-vibration rubbers 240 .

As shown in FIG. 4, the structure of the anti-vibration rubber 240 is such that a rubber portion 241, a flange portion 242, and a metal core portion 243 are integrally provided. A hat-shaped rubber portion 241 is provided around a cylindrical core metal portion 243 . A springy flange portion 242 is provided on one side of the rubber portion 241 . Compared to the height of the core metal portion 243, the rubber portion 241 is provided with a crushed margin A protruding upward, and a deformed margin B slightly reduced downward.

When this anti-vibration rubber 240 is used, as shown in FIG. 3, the hanging bolt 165 penetrates the core metal portion 243, and the flange portion 242 is bent so that the washer 233 and the mount portion 235 crush the margin A so that the margin A is crushed. The outfitting unit 160 is held by sandwiching the bracket 230 between them. A rubber vibration isolator 245, which will be described later, has the same structure, and has a configuration in which the sub-bracket 251 is sandwiched between the rubber vibration insulators 245, but the description is omitted here.

FIG. 5 shows a plan view of the outfitting unit. The outfitting unit 160 is provided with two brackets 230 on the main transformer 200 side and two sub-brackets 251 on the unit cooler 250 side. For convenience, one bracket 230 is referred to as a first bracket 230A and the other is referred to as a second bracket 230B. Note that the bracket 230, unless otherwise specified, indicates either or both of the first bracket 230A and the second bracket 230B. Also, one sub-bracket 251 is referred to as a first sub-bracket 251A, and the other is referred to as a second sub-bracket 251B. Note that when the sub-bracket 251 is used without a particular notice, it indicates either or both of the first sub-bracket 251A and the second sub-bracket 251B.

The first bracket 230A is provided with four mounting holes 231A to 231D. Four mounting holes 232A to 232D are provided in the second bracket 230B. It should be noted that any one of the first mounting hole 231A to the fourth mounting hole 231D is indicated when the term "first mounting hole 231" is used without particular notice. Moreover, when describing the second mounting hole 232 without particular notice, it indicates any one of the first mounting hole 232A to the fourth mounting hole 232D. A mounting hole 252A is provided in the first sub-bracket 251A, and a mounting hole 252B is provided in the second sub-bracket 251B. When the term "mounting hole 252" is used without particular notice, it indicates either or both of the mounting hole 252A and the mounting hole 252B. Therefore, the outfitting unit 160 is supported by suspension bolts 165 at ten locations in total. Here, the bracket 230 and the sub-bracket 251 similarly function to suspend the outfitting unit 160 from the vehicle body 110, but are shown with different names for the sake of convenience.

Also, a line passing through the centers of the first mounting holes 231A to the fourth mounting holes 231D provided in the first bracket 230A is defined as a first line L1, and the first mounting holes 232A to the fourth mounting holes 232D provided in the second bracket 230B. A second line L2 is a line passing through the center of . A line passing through the center of the mounting hole 252 provided in the sub-bracket 251 is a third line L3. A first mounting hole 231, a second mounting hole 232, and a mounting hole 252 are provided so that the first line L1, the second line L2, and the third line L3 are parallel to each other.

The first mounting hole 231A and the fourth mounting hole 231D are provided at both ends in the longitudinal direction of the first bracket 230A, and the second mounting hole 231B and the third mounting hole 231C are provided side by side around the center in the longitudinal direction of the first bracket 230A. ing. Similarly, the first mounting hole 232A and the fourth mounting hole 232D are provided at both longitudinal ends of the second bracket 230B, and the second mounting hole 232B and the third mounting hole 232C are provided side by side around the longitudinal center of the second bracket 230B. It is A first terminal box 210A and a second terminal box 210B are provided on the side surface of the main transformer 200 . The second mounting hole 231B and the third mounting hole 231C are arranged between the first terminal box 210A and the second terminal box 210B. Further, the rubber vibration isolator 240 used for suspending the bracket 230 has a hardness different from that of the vibration isolator 245 used for suspending the sub-bracket 251 .

Since the attached equipment vibration isolation support structure for a railway vehicle according to the present embodiment has the above configuration, it has the following functions and effects.

First, workability is improved when replacing the anti-vibration rubber 240 used in the outfitting unit 160 of the railcar 100, and maintenance is improved. This includes an outfitting unit 160, which is an underfloor device that is suspended from the floor structure 120 of the railway vehicle 100, and anti-vibration rubber 240 for holding the outfitting unit 160. In the anti-vibration support structure for mounting equipment of the railway vehicle 100 fixed to the frame 121), the outfitting unit 160 is supported by a plurality of suspension bolts 165, and the suspension point positions from which the suspension bolts 165 are suspended are the suspension points. This is because the bolts 165 are arranged so that the suspension point load applied to the bolts 165 is uniform.

FIG. 6 shows a plan view of the relationship between the outfitting unit and the tool. FIG. 7 shows a side view of the relationship between the outfitting unit and the tool. The bracket 230 and the sub-bracket 251 provided in the outfitting unit 160 are provided with a first mounting hole 231A to a fourth mounting hole 231D, a first mounting hole 232A to a fourth mounting hole 232D, and a mounting hole 252, respectively. there is In the first mounting holes 231A to 4th mounting holes 231D on the first bracket 230A side and the first mounting holes 232A to 4th mounting holes 232D on the second bracket 230B side, suspension point positions (first mounting holes 231A to 232D) The hanging point load at the central position where the fourth mounting hole 231D is arranged) is set to be equal, and is set to A ₁ kgf here. On the other hand, in the second bracket 230B, similarly, the suspension points of the first mounting holes 231A to the fourth mounting holes 231D on the side of the first bracket 230A provided are set to be A ₂ kgf. there is

Here, A ₁ and A ₂ are set so that the load value to the anti-vibration rubber 240 is larger than the static load + dynamic load (0.3 G), and for example, the rubber hardness is ±3 degrees. is selected. It would be better if the numerical values of A ₁ and A ₂ could be made the same, but this was difficult in terms of design. However, the numerical values of A ₁ and A ₂ are set so that the difference is within 20%. Of course, in terms of design, it is preferable that the numerical values of A ₁ and A ₂ are set equal.

Also, the hanging point load at the mounting hole 252A is set to A ₃ kgf, and a different anti-vibration rubber 245 is used only here. That is, as shown in FIG. 5, the mounting hole 231, the mounting hole 232, and the mounting hole 252 provided in the first line L1, the second line L2, and the third line L3, respectively, are set to the same value.

As a result, in this embodiment, the anti-vibration rubbers used to prevent the vibration of the outfitting unit 160 from being transmitted to the vehicle body 110 can be narrowed down to two types of anti-vibration rubbers 240 and 245, and the anti-vibration rubbers 240 and 245 can be arranged on the same bracket. Since the vibration rubber can be standardized to the same type, it is possible to make it difficult for maintenance to cause incorrect installation.

Until now, there was no concept of aligning the load applied to each hanging point position, and as there was no such suggestion in Patent Document 1 and Patent Document 2, for example, the anti-vibration rubbers 240 and 245 were positively attached to the outfitting unit 160 There is a history that it was not adopted for the installation of However, considering the vibration isolation of the outfitting unit 160 realistically, in order to maintain the performance of the vibration isolation rubbers 240 and 245, it is necessary to replace them once every several years. Therefore, as shown in FIGS. 6 and 7, it is essential to replace the vibration isolator 240 or the vibration isolator 245 using the tool 10. FIG. Here, the tool 10 is assumed to be a torque wrench.

In this case, the first bracket 230A uses the same anti-vibration rubber 240 as in the present embodiment, and the same anti-vibration rubber 240 is also provided in the second bracket 230B. The rubber vibration isolators 240 arranged on the line can be replaced with the same type, which has the advantage of improving maintainability and preventing installation errors.

Another advantage is that the vibration mode can be simplified by aligning the suspension point loads at the suspension point positions. If the suspension point loads at the suspension point positions are different, vibrations in the X-axis and Y-axis directions are likely to occur in addition to the vibration in the Z-axis direction. Actually, the first bracket 230A and the second bracket 230B each have four hanging point positions, but the mass of the outfitting unit 160 is concentrated near the center of the main transformer 200 and the unit cooler 250. Therefore, uniform load distribution is difficult unless two hanging point positions are set around the center. If the hanging point position is set without taking this into consideration, the analysis of the vibration mode becomes complicated, making it difficult to select the anti-vibration rubber 240 .

By aligning the suspension point loads applied to the suspension point positions on the first line, the second line, and the third line, only the vibration in the Z-axis direction can be assumed as the vibration mode. As a result, it becomes easier to design the anti-vibration structure of the outfitting unit 160 . This makes it possible to use the anti-vibration rubber 240 in a simple vibration mode, leading to a longer life of the anti-vibration rubber 240 .

The terminal box 210 necessary for the main transformer 200 and the unit cooler 250 corresponding to the underfloor equipment is divided into two, a first terminal box 210A and a second terminal box 210B, and attached to the outfitting unit 160. The first terminal box 210A and the second terminal box 210B are provided on the side surface of the outfitting unit 160 facing the traveling direction of the railway vehicle 100 . A second mounting hole 231B and a third mounting hole 231C are provided between the first terminal box 210A and the second terminal box 210B. By doing so, the suspension bolt 165 can be accessed using the tool 10 as shown in FIGS. 6 and 7, and maintenance can be performed.

Although the anti-vibration support structure for attached equipment of a railway vehicle according to the present invention has been described above, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention. For example, the position of the bracket 230 and the position of the hanging point may be changed according to the mass of the outfitting unit 160 and the position of the center of gravity.

10 Tool 100 Railway vehicle 120 Floor structure 121 Underframe 150 Bogie 160 Outfitting unit 165 Hanging bolt 200 Main transformer 240 Anti-vibration rubber 250 Unit cooler

Claims (3)

An anti-vibration support structure for underfloor equipment that is suspended from a floor structure of a railway vehicle, and anti-vibration support structure for mounting equipment of the railway vehicle that uses anti-vibration rubber to hold the underfloor equipment and is fixed to the floor structure via suspension bolts. in
The underfloor equipment is supported by a plurality of suspension bolts, and the suspension point positions from which the suspension bolts are suspended are arranged so that the suspension point load applied to the suspension bolts is uniform ,
The suspension point position is provided on a line perpendicular to the traveling direction of the railroad vehicle, and the suspension point load at the suspension point position provided on the line is set equal ,
the anti-vibration rubbers lined up on the line are of the same type;
An anti-vibration support structure for railroad vehicle mounting equipment, characterized by: In the mounting equipment vibration isolation support structure for a railway vehicle according to claim 1 ,
The suspension point loads at the suspension point positions provided on the different lines are set so that the difference is within the product error range of the anti-vibration rubber.
An anti-vibration support structure for railroad vehicle mounting equipment, characterized by: In the mounting equipment vibration isolation support structure for a railway vehicle according to claim 1 or claim 2 ,
A terminal box provided in the traveling direction of the railway vehicle of the underfloor equipment is provided by dividing it into two;
An anti-vibration support structure for railroad vehicle mounting equipment, characterized by:

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