Nothing Special   »   [go: up one dir, main page]

JP5815436B2 - Railway shock absorber - Google Patents

Railway shock absorber Download PDF

Info

Publication number
JP5815436B2
JP5815436B2 JP2012040394A JP2012040394A JP5815436B2 JP 5815436 B2 JP5815436 B2 JP 5815436B2 JP 2012040394 A JP2012040394 A JP 2012040394A JP 2012040394 A JP2012040394 A JP 2012040394A JP 5815436 B2 JP5815436 B2 JP 5815436B2
Authority
JP
Japan
Prior art keywords
shock absorber
shock
pair
vehicle
rubber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
JP2012040394A
Other languages
Japanese (ja)
Other versions
JP2013173496A (en
Inventor
敦士 福山
敦士 福山
友祐 伊藤
友祐 伊藤
繁宏 大坪
繁宏 大坪
和彦 佐川
和彦 佐川
基弘 谷本
基弘 谷本
良徳 石原
良徳 石原
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sumitomo Riko Co Ltd
Nippon Steel Corp
Original Assignee
Sumitomo Riko Co Ltd
Nippon Steel Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Sumitomo Riko Co Ltd, Nippon Steel Corp filed Critical Sumitomo Riko Co Ltd
Priority to JP2012040394A priority Critical patent/JP5815436B2/en
Publication of JP2013173496A publication Critical patent/JP2013173496A/en
Application granted granted Critical
Publication of JP5815436B2 publication Critical patent/JP5815436B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Vibration Prevention Devices (AREA)
  • Vibration Dampers (AREA)

Description

本発明は、鉄道の連結器による車両間の連結部分に用いられて、車両間での駆動力や制動力の伝達に伴う衝撃を緩和する鉄道用緩衝装置に関する。   The present invention relates to a railroad shock absorber that is used in a connecting portion between vehicles by a railroad coupler to alleviate an impact caused by transmission of driving force and braking force between vehicles.

従来から、鉄道車両には、連結器の車体への取付部分に緩衝装置が装着されており、連結器による車両間の連結部分における衝撃伝達の緩和が図られている。従来構造の緩衝装置は、例えば図12に示されているように、車両前後方向で対向配置した一対の伴板1,1間に緩衝ゴム2を配した緩衝器3を備えている。そして、この緩衝器3を、連結器4にピン連結される緩衝器枠5に対して予圧縮状態で組み付けると共に、車体6に設けた伴板守7,7に対して伴板1,1の端縁部を嵌め入れて組み付けることにより、車両の連結器4の取付部分に装着されている。   2. Description of the Related Art Conventionally, railcars have been provided with a shock absorber at a portion where the coupler is attached to the vehicle body, so that the impact transmission at the coupling portion between the vehicles by the coupler is mitigated. For example, as shown in FIG. 12, the shock absorber having a conventional structure includes a shock absorber 3 in which a shock absorbing rubber 2 is disposed between a pair of companion plates 1 and 1 that are opposed to each other in the vehicle front-rear direction. The shock absorber 3 is assembled in a pre-compressed state with respect to the shock absorber frame 5 pin-connected to the coupler 4, and the compensator plates 1, 1 are attached to the guard plate guards 7, 7 provided on the vehicle body 6. By fitting the end edge portion and assembling it, it is attached to the attachment portion of the connector 4 of the vehicle.

このような従来構造の緩衝装置では、車両前後方向の引張力と圧縮力の何れの入力時にも一対の伴板1,1間の緩衝ゴム2に対して圧縮変形が及ぼされるが、予圧縮荷重に相当する領域に不緩衝帯がある。そこで、図13に示されているように、緩衝ゴム2の車両前後方向の中間部分に緩衝器受け部材8を配して、この緩衝器受け部材8の外周縁部を伴板守用間座9を介して伴板守7に係止すると共に、一対の伴板1,1を伴板守7,7に対して前後方向で移動可能としたダブルアクション型の緩衝装置が提案されている。このダブルアクション型の緩衝装置では、圧縮力作用側の緩衝ゴム2aと引張力作用側の緩衝ゴム2bとに分けることが出来、両緩衝ゴム2a,2bの全体に及ぼされた予圧縮荷重を相殺させることで不緩衝帯の発生が回避され得る。それ故、小さな衝撃に対しても緩衝作用を発揮させることで、緩衝性能を向上させて車両乗り心地等を向上させることが可能になる。   In such a conventional shock absorber, a compression deformation is exerted on the shock-absorbing rubber 2 between the pair of companion plates 1 and 1 when any of the tensile force and compressive force in the vehicle longitudinal direction is input. There is an unbuffered zone in the area corresponding to. Therefore, as shown in FIG. 13, a shock absorber receiving member 8 is arranged at an intermediate portion of the shock absorbing rubber 2 in the vehicle front-rear direction, and the outer peripheral edge portion of the shock absorber receiving member 8 is connected to a guard plate spacer. A double action type shock absorber has been proposed in which a pair of companion plates 1, 1 are movable in the front-rear direction with respect to the companion plate guards 7, 7 while being locked to the companion plate guard 7 through 9. This double action type shock absorber can be divided into a buffer rubber 2a on the compressive force acting side and a buffer rubber 2b on the tensile force acting side to cancel the precompressed load exerted on the entire cushion rubber 2a, 2b. By doing so, the occurrence of an unbuffered zone can be avoided. Therefore, by exhibiting a buffering action even for a small impact, it is possible to improve the buffering performance and improve the vehicle riding comfort and the like.

なお、特許文献1(実公平6−8355号)に示されているように、ダブルアクション型の緩衝装置は、上記図13において緩衝器受け部材8を緩衝器枠5に一体形成する一方、上記の一対の伴板2,2を伴板守7,7に嵌め入れて組み付けることによって構成することも可能である。   In addition, as shown in Patent Document 1 (Japanese Utility Model Publication No. 6-8355), the double action type shock absorber includes the shock absorber receiving member 8 integrally formed on the shock absorber frame 5 in FIG. It is also possible to constitute by assembling the pair of companion plates 2, 2 into the companion plate guards 7, 7.

ところが、このような図13や特許文献1に示されたダブルアクション型の緩衝装置では、緩衝ゴム2が圧縮力作用側緩衝ゴム2aと引張力作用側緩衝ゴム2bとに分割されることから、入力時の有効ゴムボリュームが小さくなり易い。それ故、入力時のエネルギー吸収量ひいては緩衝性能を充分に確保し難い場合もあった。かかる問題に対処するために、特開2007−99139号公報(特許文献2)には、衝撃力によるエネルギーを吸収する粘性緩衝器を追加した構造も提案されているが、粘性緩衝器を設置するために構造が著しく複雑になると共に大きなスペースが必要になるという問題があった。   However, in such a double action type shock absorber shown in FIG. 13 or Patent Document 1, the shock absorbing rubber 2 is divided into a compressive force acting side shock absorbing rubber 2a and a tensile force acting side shock absorbing rubber 2b. Effective rubber volume at the time of input tends to be small. Therefore, there are cases where it is difficult to sufficiently secure the amount of energy absorption at the time of input and hence the buffer performance. In order to cope with such a problem, Japanese Patent Laid-Open No. 2007-99139 (Patent Document 2) proposes a structure in which a viscous buffer that absorbs energy due to impact force is added, but the viscous buffer is installed. For this reason, there is a problem that the structure becomes extremely complicated and a large space is required.

実公平6−8355号公報No. 6-8355 特開2007−99139号公報JP 2007-99139 A

ここにおいて、本発明は上述の如き事情を背景として為されたものであって、その解決課題とするところは、構造の複雑化や大型化を効果的に抑えることが出来ると共に、入力される衝撃力のエネルギー吸収性能に優れた、新規な構造の鉄道用緩衝装置を提供することにある。   Here, the present invention has been made in the background as described above, and the problem to be solved is that it is possible to effectively suppress the complexity and size of the structure and to input shocks. An object of the present invention is to provide a railway shock absorber having a novel structure excellent in power energy absorption performance.

かかる課題を解決するために為された本発明の第一の態様は、緩衝器受け部材の車両前後方向両側に連結器に取り付けられる一対の伴板を配して、該緩衝器受け部材と該前後一対の伴板との各対向面間に前後一対の内側緩衝ゴムを組み付けることにより、ダブルアクション型の内側緩衝器が構成されている一方、該緩衝器受け部材において該内側緩衝器の外周に突出する外側受け部を設けて、該外側受け部の車両前後方向両側にそれぞれ車体に取り付けられる一対の端板を配して、該外側受け部と該前後一対の各端板との対向面間に前後一対の外側緩衝ゴムを組み付けることにより、ダブルアクション型の外側緩衝器が構成されている鉄道用緩衝装置にある。   A first aspect of the present invention made to solve such a problem is that a pair of companion plates attached to a coupler are arranged on both sides of the shock absorber receiving member in the vehicle front-rear direction, and the shock absorber receiving member and the shock absorbing member A double action type inner shock absorber is constructed by assembling a pair of front and rear inner shock absorbers between the opposing surfaces of the pair of front and rear companion plates, while the shock absorber receiving member has an outer periphery on the inner shock absorber. A protruding outer receiving portion is provided, and a pair of end plates attached to the vehicle body are arranged on both sides of the outer receiving portion in the vehicle front-rear direction, and between the opposing surfaces of the outer receiving portion and the pair of front and rear end plates The rail shock absorber for rails in which a double action type outer shock absorber is constructed by assembling a pair of front and rear outer shock absorbing rubbers to each other.

本態様に従う構造の鉄道用緩衝装置では、車両間の連結部分へ及ぼされる荷重が入力されると、内側緩衝器と外側緩衝器がそれぞれダブルアクション型の緩衝器として同時に且つ連動して機能する。それ故、内側緩衝器を構成する内側緩衝ゴムのボリュームが、外側緩衝器を構成する外側緩衝ゴムのボリュームで補われることとなり、全体として大きな緩衝ゴムボリュームが確保されて、衝撃荷重のエネルギー吸収量の増大ひいては緩衝性能の向上が図られ得る。   In the railway shock absorber having the structure according to this aspect, when a load applied to the connecting portion between the vehicles is input, the inner shock absorber and the outer shock absorber function simultaneously and in conjunction with each other as a double action type shock absorber. Therefore, the volume of the inner shock absorbing rubber constituting the inner shock absorber is supplemented by the volume of the outer shock absorbing rubber constituting the outer shock absorber, so that a large shock absorbing rubber volume is secured as a whole, and the energy absorption amount of the impact load is secured. As a result, the buffer performance can be improved.

特に、内側緩衝器の外周側に外側緩衝器が配置されることから、特許文献2の緩衝装置のように車両前後方向の寸法の増大を回避することができる。これにより、従来から緩衝装置の車体への取り付けのために設計時にスペースが確保されている、緩衝装置の外周領域を巧く利用して、外側緩衝器を配置することが可能になる。それ故、鉄道車両自体の大幅な設計変更を必要とすることなく、本発明に係るゴムボリュームの大きい鉄道用緩衝装置を優れたスペース効率をもって装着することも可能となるのである。   In particular, since the outer shock absorber is disposed on the outer peripheral side of the inner shock absorber, an increase in the dimension in the vehicle front-rear direction as in the shock absorber disclosed in Patent Document 2 can be avoided. Accordingly, it is possible to arrange the outer shock absorber by skillfully using the outer peripheral region of the shock absorber, which has conventionally secured a space for designing the shock absorber to the vehicle body. Therefore, it is possible to mount the railway shock absorber having a large rubber volume according to the present invention with excellent space efficiency without requiring a significant design change of the railway vehicle itself.

加えて、本発明に係る鉄道用緩衝装置では、緩衝器受け部材が内側緩衝器に対する車両側からの入力部材になり且つ外側緩衝器に対する連結器側からの入力部材になる。これにより、緩衝器受け部材を介して内側緩衝器と外側緩衝器が入力荷重に対して直列的に作用することとなる。即ち、車両間の圧縮力と引張力の何れが及ぼされた場合にも、内側緩衝ゴムの圧縮変形側と外側緩衝ゴムの圧縮側とは、緩衝器受け部材を挟んで車両前後方向において反対側に位置するようにされる。   In addition, in the railway shock absorber according to the present invention, the shock absorber receiving member serves as an input member from the vehicle side to the inner shock absorber and serves as an input member from the coupler side to the outer shock absorber. As a result, the inner shock absorber and the outer shock absorber act on the input load in series via the shock absorber receiving member. In other words, the compression deformation side of the inner shock absorbing rubber and the compression side of the outer shock absorbing rubber are opposite to each other in the vehicle front-rear direction with the shock absorber receiving member interposed between the compression force and the tensile force between the vehicles. To be located.

それ故、内側緩衝ゴムと外側緩衝ゴムとを相対的に異なるばね特性を設定することにより、緩衝装置全体での衝撃吸収性能を大きな自由度でチューニングすることが可能になる。即ち、内側緩衝ゴムと外側緩衝ゴムに対して入力荷重が並列的に及ぼされて同じ撓み量が発生する構造では、単にトータルのゴムボリュームによる弾性特性が発揮されるに過ぎない。一方、本発明では、内側緩衝ゴムと外側緩衝ゴムに対して入力荷重が直列的に及ぼされて内外各緩衝ゴムに各別の撓み量が生ぜしめられる。それ故、前者の内外両緩衝ゴムに入力荷重が並列的に及ぼされる構造ではトータルのゴムボリュームに応じた線形的な荷重−撓み特性が発揮されるに過ぎないが、本発明に係る後者の内外各緩衝ゴムに入力荷重が直列的に及ぼされる構造では内外各緩衝ゴムの弾性特性に応じた非線形的な荷重−撓み特性も得ることが可能になるのである。   Therefore, by setting the spring characteristics relatively different between the inner shock absorbing rubber and the outer shock absorbing rubber, it is possible to tune the shock absorbing performance of the entire shock absorbing device with a large degree of freedom. That is, in a structure in which an input load is applied in parallel to the inner shock absorbing rubber and the outer shock absorbing rubber and the same amount of deflection is generated, the elastic characteristics due to the total rubber volume are merely exhibited. On the other hand, in the present invention, an input load is applied in series to the inner cushion rubber and the outer cushion rubber, and different amounts of deflection are generated in the inner and outer cushion rubbers. Therefore, in the former structure in which the input load is applied in parallel to both the inner and outer shock absorbing rubbers, only the linear load-deflection characteristic corresponding to the total rubber volume is exhibited. In the structure in which the input load is applied to each shock absorbing rubber in series, it is possible to obtain a non-linear load-deflection characteristic corresponding to the elastic characteristic of each of the inner and outer shock absorbing rubbers.

本発明の第二の態様は、前記第一の態様に係る鉄道用緩衝装置において、前記外側緩衝ゴムが、互いに独立形成された複数の外側緩衝ゴム単体を車両前後方向に重ね合わせた積層構造とされていると共に、それら複数の外側緩衝ゴム単体の相互間の位置ずれを制限するガイドロッドが設けられているものである。   According to a second aspect of the present invention, in the railway shock absorber according to the first aspect, the outer shock-absorbing rubber has a laminated structure in which a plurality of outer shock-absorbing rubbers independently formed are overlapped in the vehicle front-rear direction. In addition, a guide rod is provided for restricting the positional deviation between the plurality of single outer cushion rubbers.

本態様の鉄道用緩衝装置では、外側緩衝ゴムを積層構造とすることにより製造や取り扱いを容易にすることが出来ると共に、採用する外側緩衝ゴム単体の数や種類を適宜に調節することで外側緩衝ゴムの特性チューニング等を容易に行うことが可能になる。しかも、積層構造とされた外側緩衝ゴムに対して、例えば装着時に予圧縮を加えたり大きな入力荷重が及ぼされたりした場合にも、外側緩衝ゴム単体が積層方向に直交する方向へ大きく膨らんだり座屈状に全体変形したりするという不規則な変形が、ガイドロッドによって防止されて、安定した弾性変形により目的とする衝撃吸収性能が効果的に発揮され得る。   In the railway shock absorber of this aspect, the outer shock absorbing rubber can be easily manufactured and handled by using a laminated structure, and the outer shock absorbing rubber can be easily adjusted by appropriately adjusting the number and types of the outer shock absorbing rubber alone. It becomes possible to easily perform rubber characteristic tuning and the like. In addition, for example, even when pre-compression is applied or a large input load is applied to the outer cushion rubber having a laminated structure, the outer cushion rubber alone swells in a direction perpendicular to the stacking direction or is seated. Irregular deformation, such as the entire deformation in a bent shape, is prevented by the guide rod, and the intended shock absorbing performance can be effectively exhibited by stable elastic deformation.

本発明の第三の態様は、前記第一又は第二の態様に係る鉄道用緩衝装置において、前記外側緩衝器が、前記内側緩衝器の外周上の複数箇所で互いに並列的に設けられているものである。   According to a third aspect of the present invention, in the railway shock absorber according to the first or second aspect, the outer shock absorber is provided in parallel with each other at a plurality of locations on the outer periphery of the inner shock absorber. Is.

本態様の鉄道用緩衝装置では、外側緩衝器において車両前後方向に延びる弾性主軸を、内側緩衝器において車両前後方向に延びる弾性主軸に近づけて、これら両弾性主軸の偏倚量を小さくすることが可能になる。それ故、車両間における連結器からの荷重入力方向に対して緩衝器の弾性主軸を合わせて、内側緩衝ゴムおよび外側緩衝ゴムにおける弾性変形ひいては緩衝作用の更なる安定化と向上を図ることが可能になる。   In the railway shock absorber according to this aspect, the elastic main shaft extending in the vehicle front-rear direction in the outer shock absorber can be brought closer to the elastic main shaft extending in the vehicle front-rear direction in the inner shock absorber, so that the amount of deviation of both elastic main shafts can be reduced. become. Therefore, the elastic main shaft of the shock absorber is aligned with the load input direction from the coupler between the vehicles, and it is possible to further stabilize and improve the elastic deformation and thus the shock absorbing action of the inner shock absorbing rubber and the outer shock absorbing rubber. become.

なお、本態様においてより好適には、互いに同じばね特性を有する外側緩衝器の複数を、内側緩衝器の外周側において周上で等間隔に配することが望ましい。特に好適には、一対の外側緩衝器を、内側緩衝器を挟んだ両側に配置する態様が採用される。これにより、内側緩衝器の弾性主軸と外側緩衝器の弾性主軸を略一致させることが可能になる。   In this embodiment, more preferably, a plurality of outer shock absorbers having the same spring characteristics are arranged at equal intervals on the outer periphery side of the inner shock absorber. Particularly preferably, a mode in which a pair of outer shock absorbers are arranged on both sides of the inner shock absorber is employed. Thereby, the elastic main shaft of the inner shock absorber and the elastic main shaft of the outer shock absorber can be substantially matched.

本発明の第四の態様は、前記第一〜三の何れかの態様に係る鉄道用緩衝装置であって、前記外側緩衝器において、前記一対の外側緩衝ゴムに対してそれぞれ車両前後方向の予圧縮を及ぼした状態に保持する予圧縮保持手段が設けられているものである。   According to a fourth aspect of the present invention, there is provided a railway shock absorber according to any one of the first to third aspects, wherein in the outer shock absorber, the pair of outer shock absorbing rubbers are preliminarily arranged in the vehicle longitudinal direction. Pre-compression holding means for holding the compressed state is provided.

本位態様の鉄道用緩衝装置では、外側緩衝器を予圧縮した状態で提供出来ることから、かかる鉄道用緩衝装置を現場において車両に対して簡単な作業で装着することが可能になる。しかも、外側緩衝器に及ぼす予圧縮の大きさも、予圧縮保持手段で予め設定することにより、外側緩衝器において目的とする緩衝性能を一層安定して得ることも可能になる。   In the railway shock absorber according to the present aspect, since the outer shock absorber can be provided in a pre-compressed state, the rail shock absorber can be attached to the vehicle on the site by a simple operation. In addition, the size of the pre-compression applied to the outer shock absorber is set in advance by the pre-compression holding means, so that it is possible to obtain the target buffer performance more stably in the outer shock absorber.

本発明の第五の態様は、前記第一〜四の何れかの態様に係る鉄道用緩衝装置において、前記車体における緩衝器の取付部位に設けられる伴板守に対して、前記外側緩衝器が収容状態で組み付けられて装着されるものである。   According to a fifth aspect of the present invention, in the shock absorber for railway according to any one of the first to fourth aspects, the outer shock absorber is provided against a guard guard provided at a mounting portion of the shock absorber in the vehicle body. It is assembled and mounted in the accommodated state.

本態様の鉄道用緩衝装置では、従来から鉄道車両で用いられている伴板守を利用して外側緩衝器を車両に対して巧く装着することが可能になる。より好適には、例えば前記図13に示された従来構造のダブルアクション型の緩衝装置において、伴板守用間座9を外したスペースを利用して外側緩衝器を配設することで、伴板守7を巧く利用して、伴板守7に対して一部又は全部が収容された状態で外側緩衝器を車体に対して組み付けることも可能になる。   In the railway shock absorber of this aspect, it is possible to skillfully attach the outer shock absorber to the vehicle using a guard plate guard conventionally used in railway vehicles. More preferably, for example, in the double-action type shock absorber of the conventional structure shown in FIG. 13, the outer shock absorber is disposed by using the space from which the guard plate guard spacer 9 is removed. It is also possible to assemble the outer shock absorber to the vehicle body in a state where a part or all of the board guard 7 is accommodated by using the board guard 7 skillfully.

本発明の第六の態様は、前記第一〜五の何れかの態様に係る鉄道用緩衝装置であって、前記緩衝器受け部材において、一対の前記内側緩衝ゴム間に配される該緩衝器受け部材の本体部分に対して前記外側受け部が別部材で着脱可能に設けられているものである。   A sixth aspect of the present invention is the railway shock absorber according to any one of the first to fifth aspects, wherein the shock absorber is disposed between the pair of inner shock absorbing rubbers in the shock absorber receiving member. The outer side receiving part is detachably provided as a separate member with respect to the main body part of the receiving member.

本態様の鉄道用緩衝装置では、緩衝器受け部材を、内側緩衝器用の本体部分と外側緩衝器用の外側受け部との分割構造とされることにより、内側緩衝器と外側緩衝器を互いに別々に製造したり搬送等して、後から相互に組み合わせることで緩衝器を構成することが可能になる。それ故、目的とする鉄道用緩衝装置の取り扱いや製造の作業等が容易になる。   In the railway shock absorber of this aspect, the shock absorber receiving member is divided into a main body portion for the inner shock absorber and an outer receiving portion for the outer shock absorber, so that the inner shock absorber and the outer shock absorber are separated from each other. A shock absorber can be configured by manufacturing, transporting, or the like and combining them later. Therefore, the handling and manufacturing work of the intended railway shock absorber is facilitated.

本発明に従う構造とされた鉄道用緩衝装置においては、内側緩衝器の外周側に外側緩衝器を配置したことで車両における緩衝器の装着スペースを効率的に活用して緩衝ゴムの全体ボリュームの増大を図ることができる。しかも、荷重の入力に際して、内側緩衝器と外側緩衝器には互いに独立した弾性変形量が許容されることから、内側緩衝器と外側緩衝器の弾性特性を異ならせることで緩衝作用のチューニング自由度を大きく確保することもできる。   In the shock absorber for a railway constructed in accordance with the present invention, the outer shock absorber is disposed on the outer peripheral side of the inner shock absorber, thereby effectively utilizing the mounting space of the shock absorber in the vehicle and increasing the overall volume of the shock absorbing rubber. Can be achieved. In addition, when the load is input, the inner shock absorber and the outer shock absorber are allowed to be elastically deformed independently of each other. Therefore, the degree of freedom in tuning the buffer action can be improved by making the elastic characteristics of the inner shock absorber and the outer shock absorber different. Can be secured greatly.

本発明の実施形態としての鉄道用緩衝装置を示す車両装着状態の平面図。The top view of the vehicle mounting state which shows the shock absorber for railways as embodiment of this invention. 図1におけるII−II断面図。II-II sectional drawing in FIG. 図1に示された鉄道用緩衝装置を構成する内側緩衝器単体の平面図。The top view of the inner side shock absorber simple substance which comprises the shock absorber for railroads shown by FIG. 図3におけるIV−IV断面図。IV-IV sectional drawing in FIG. 図3に示された内側緩衝器の予圧縮状態を示す側面説明図。Side surface explanatory drawing which shows the pre-compression state of the inner side shock absorber shown by FIG. 図1に示された鉄道用緩衝装置を構成する外側緩衝器単体の平面図。FIG. 2 is a plan view of a single outer shock absorber constituting the railway shock absorber shown in FIG. 1. 図6におけるVII−VII断面図。VII-VII sectional drawing in FIG. 図6に示された外側緩衝器の予圧縮状態を示す側面図。The side view which shows the pre-compression state of the outer side buffer shown by FIG. 図8における右側面図。The right view in FIG. 本発明の実施例における荷重−たわみ線図Load-deflection diagram in an embodiment of the present invention 本発明の実施例における吸収エネルギー線図Absorption energy diagram in the embodiment of the present invention 従来構造のシングルアクション型の鉄道用緩衝装置を例示する説明図。Explanatory drawing which illustrates the shock absorber for railways of the single action type of conventional structure. 従来構造のダブルアクション型の鉄道用緩衝装置を例示する説明図。Explanatory drawing which illustrates the double action type railway shock absorber of conventional structure.

以下、本発明を更に具体的に明らかにするために、本発明の実施形態について、図面を参照しつつ、詳細に説明する。   Hereinafter, in order to clarify the present invention more specifically, embodiments of the present invention will be described in detail with reference to the drawings.

先ず、図1〜2には、本発明の一実施形態である鉄道用緩衝装置10が、車両への装着状態で示されている。この鉄道用緩衝装置10は、相互に連結される鉄道用車両の一方の連結部に装着されることにより、連結器から車体に及ぼされる衝撃力を緩和するものである。   First, in FIGS. 1 and 2, a railway shock absorber 10 according to an embodiment of the present invention is shown in a mounted state on a vehicle. The railroad shock absorber 10 is mounted on one connecting portion of railroad vehicles that are connected to each other, thereby reducing the impact force exerted on the vehicle body from the coupler.

より詳細には、本実施形態の鉄道用緩衝装置10は、一つの内側緩衝器12と一対の外側緩衝器14,14を含んで構成されており、これら内側緩衝器12と外側緩衝器14,14が緩衝器受け部材16で相互に連結されている。そして、外側緩衝器14,14が車体側に固定的に取り付けられる一方、内側緩衝器12が連結器側に固定的に取り付けられることにより、鉄道用緩衝装置10が車両に装着されるようになっている。また、かかる装着状態下、連結器から車体へ伝達される荷重が、内側緩衝器12から外側緩衝器14,14に対して、緩衝器受け部材16を介して及ぼされるようになっている。なお、以下の説明中、前後方向は、図1において左右方向となる車両前後方向をいう。   More specifically, the railway shock absorber 10 of the present embodiment includes one inner shock absorber 12 and a pair of outer shock absorbers 14, 14, and these inner shock absorber 12 and outer shock absorber 14, 14 are connected to each other by a shock absorber receiving member 16. The outer shock absorbers 14 and 14 are fixedly attached to the vehicle body side, while the inner shock absorber 12 is fixedly attached to the coupler side, whereby the railway shock absorber 10 is attached to the vehicle. ing. Further, under such a mounted state, a load transmitted from the coupler to the vehicle body is applied from the inner shock absorber 12 to the outer shock absorbers 14 and 14 via the shock absorber receiving member 16. In the following description, the front-rear direction refers to the vehicle front-rear direction, which is the left-right direction in FIG.

内側緩衝器12は、車両前後方向の中央部分において、緩衝器受け部材16の本体部分18を備えている。この本体部分18は、厚肉で矩形のプレート形状とされており、金属等で形成された剛性部材とされている。そして、プレート形状の本体部分18は、車両前後方向に直交して広がる状態で配されている。   The inner shock absorber 12 includes a main body portion 18 of the shock absorber receiving member 16 at a central portion in the vehicle front-rear direction. The main body portion 18 has a thick and rectangular plate shape, and is a rigid member made of metal or the like. And the plate-shaped main-body part 18 is distribute | arranged in the state which spreads orthogonally to the vehicle front-back direction.

また、本体部分18を挟んだ車両前後方向の両側には、それぞれ所定距離を隔てて一対の伴板20,20が配設されている。この伴板20も、本体部分18と同様に厚肉で矩形のプレート形状を有する剛性部材とされており、本体部分18と平行に広がる状態で、本体部分18の厚さ方向の各一方の面に対して対向配置されている。   In addition, a pair of companion plates 20 are disposed on both sides of the vehicle front-rear direction across the main body portion 18 with a predetermined distance therebetween. Similarly to the main body portion 18, the companion plate 20 is a rigid member having a thick and rectangular plate shape, and spreads in parallel with the main body portion 18, and one surface in the thickness direction of the main body portion 18. Are arranged opposite to each other.

なお、一対の伴板20,20は、何れもその略全面において、緩衝器受け部材16の本体部分18に対して対向位置している。即ち、緩衝器受け部材16の本体部分18と伴板20は、図2中の左右方向となる車両高さ方向で略同じ高さ寸法とされていると共に、図2中の上下方向となる車両左右幅方向では、伴板20よりも本体部分18の幅寸法が大きくされて、伴板20から幅方向両側にそれぞれ本体部分18の幅方向両側部分が突出されている。   Note that the pair of companion plates 20 and 20 are opposed to the main body portion 18 of the shock absorber receiving member 16 over substantially the entire surface thereof. That is, the body portion 18 and the companion plate 20 of the shock absorber receiving member 16 have substantially the same height dimension in the vehicle height direction which is the left-right direction in FIG. 2, and the vehicle which is in the up-down direction in FIG. In the left-right width direction, the width dimension of the main body portion 18 is made larger than that of the companion plate 20, and the width direction both side portions of the main body portion 18 protrude from the companion plate 20 on both sides in the width direction.

そして、緩衝器受け部材16の本体部分18の厚さ方向両側には、本体部分18と前後一対の伴板20,20との各対向面間において、前後一対の内側緩衝ゴム22,22が組み付けられており、ダブルアクション型の内側緩衝器12が構成されている。本実施形態では、本体部分18と前後一対の伴板20,20との各対向面間距離が互いに等しくされていると共に、そこに配された前後一対の内側緩衝ゴム22,22も互いに同じとされている。   A pair of front and rear inner cushioning rubbers 22 and 22 are assembled between the opposing surfaces of the body portion 18 and the pair of front and rear companion plates 20 and 20 on both sides in the thickness direction of the body portion 18 of the shock absorber receiving member 16. Thus, a double action type inner shock absorber 12 is configured. In the present embodiment, the distances between the opposing surfaces of the main body portion 18 and the pair of front and rear companion plates 20 and 20 are equal to each other, and the pair of front and rear inner cushioning rubbers 22 and 22 disposed there are also the same. Has been.

本実施形態の内側緩衝ゴム22は、車両装着前の内側緩衝器12を単体で示す図3〜5にも示されているように、各別に製造されて独立形成された複数の内側緩衝ゴム単体24から構成されている。即ち、複数の内側緩衝ゴム単体24を、車両前後方向となる本体部分18と伴板20との対向方向に重ね合わせた積層構造をもって内側緩衝ゴム22が構成されている。   As shown in FIGS. 3 to 5 showing the inner shock absorber 12 before mounting on the vehicle as a single body, the inner shock absorbing rubber 22 of this embodiment is a plurality of individual inner shock absorbing rubbers that are manufactured separately and formed independently. 24. That is, the inner buffer rubber 22 is configured with a laminated structure in which a plurality of inner buffer rubber single bodies 24 are overlapped in the opposing direction of the main body portion 18 and the accompanying plate 20 in the vehicle front-rear direction.

かかる内側緩衝ゴム単体24は、矩形で厚肉の略板形状とされた内側ゴム弾性体26で構成されている。また、内側ゴム弾性体26の厚さ方向中間部分には、略矩形の平板形状を有する内側拘束金具28が固着されており、変形状態の安定化やばね特性の調節などが図られている。即ち、内側拘束金具28の板厚方向両面に対して内側ゴム弾性体26が加硫接着で固着されており、内側拘束金具28の外周部分が、内側ゴム弾性体26の外周面上に突出せしめられている。   The inner shock absorbing rubber 24 is composed of an inner rubber elastic body 26 that is rectangular and thick and has a substantially plate shape. Further, an inner restraint fitting 28 having a substantially rectangular flat plate shape is fixed to an intermediate portion in the thickness direction of the inner rubber elastic body 26, so that the deformation state is stabilized and the spring characteristics are adjusted. That is, the inner rubber elastic body 26 is fixed to both surfaces in the plate thickness direction of the inner restraining metal fitting 28 by vulcanization adhesion, and the outer peripheral portion of the inner restraining metal fitting 28 protrudes on the outer peripheral surface of the inner rubber elastic body 26. It has been.

また、内側ゴム弾性体26は、内側拘束金具28を挟んだ厚さ方向両側で対称形状とされて表裏のない構造とされている。更に、内側ゴム弾性体26の厚さ方向の両面には、相互に重ね合わされる内側ゴム弾性体26,26の重ね合わせ面間で嵌まり合う4つの凹凸嵌合部30が設けられている。これら4つの凹凸嵌合部30は、図4に示されているように、内側ゴム弾性体26の重ね合わせ面32における中心点まわりで4等分された各領域に設けられており、略楕円形の台地状突部34を有している。台地状突部34の周囲には、予圧縮に際しての台地状突部34の弾性変形を許容する周溝36が形成されている。また、一方の対角線上に位置する二つの台地状突部34,34の中央には、それぞれ、円柱形の嵌合凸部38が形成されている一方、他方の対角線上に位置する二つの台地状突部34,34の中央には、それぞれ、円形穴の嵌合凹部40が形成されている。   Further, the inner rubber elastic body 26 has a symmetrical structure on both sides in the thickness direction with the inner restraint fitting 28 interposed therebetween, and has a structure with no front and back. Furthermore, four concave and convex fitting portions 30 are provided on both surfaces of the inner rubber elastic body 26 in the thickness direction so as to fit between the overlapping surfaces of the inner rubber elastic bodies 26 and 26 that are overlapped with each other. As shown in FIG. 4, these four concave-convex fitting portions 30 are provided in each region divided into four equal parts around the center point on the overlapping surface 32 of the inner rubber elastic body 26, and are substantially elliptical. It has a plateau-like protrusion 34 in the shape. Around the plateau-shaped protrusion 34, a circumferential groove 36 that allows elastic deformation of the plateau-shaped protrusion 34 during pre-compression is formed. In addition, a cylindrical fitting convex portion 38 is formed at the center of the two plateau-shaped protrusions 34, 34 located on one diagonal line, while two plateaus located on the other diagonal line are formed. In the center of each of the protrusions 34, 34, a fitting recess 40 having a circular hole is formed.

そして、内側ゴム弾性体26,26の重ね合わせ面間では、一方の内側ゴム弾性体26の嵌合凸部38,38が他方の内側ゴム弾性体26の嵌合凹部40,40に対して、それぞれ嵌め込まれている。これにより、相互に重ね合わされた内側ゴム弾性体26,26の重ね合わせ面間での位置ずれが防止されている。   And between the overlapping surfaces of the inner rubber elastic bodies 26, 26, the fitting convex portions 38, 38 of one inner rubber elastic body 26 are in contrast to the fitting concave portions 40, 40 of the other inner rubber elastic body 26. Each is fitted. Thereby, the position shift between the overlapping surfaces of the inner rubber elastic bodies 26, 26 overlapped with each other is prevented.

なお、上述の説明から明らかなように、内側ゴム弾性体26は、両面に設けられた各4つの凹凸嵌合部30を含んで、表裏がなく且つ上下の方向性もない対称構造とされており、複数の内側緩衝ゴム単体24を重ね合わせて内側緩衝ゴム22とする作業が容易とされている。   As is clear from the above description, the inner rubber elastic body 26 includes four uneven fitting portions 30 provided on both sides, and has a symmetrical structure with no front and back and no vertical direction. Thus, the work of making the inner cushion rubber 22 by stacking a plurality of inner cushion rubber single bodies 24 is easy.

また、内側緩衝ゴム22の重ね合わせ方向両端部に位置せしめられる内側緩衝ゴム単体24,24だけは、内側拘束金具28の一方の面だけに内側ゴム弾性体26が固着されており、内側拘束金具28の他方の面には取付用ピン42,42が突設されている。そして、この内側拘束金具28の他方の面が、緩衝器受け部材16の本体部分18または伴板20の各対向面に対して重ね合わされている。かかる本体部分18および伴板20の各対向面には、何れも係合穴44,44が形成されており、これら係合穴44,44に対して内側拘束金具28の取付用ピン42,42が差し入れられることにより、内側拘束金具28が本体部分18や伴板20に対して位置決めされている。   In addition, the inner rubber elastic bodies 26 are fixed to only one surface of the inner restraint metal 28 for the inner cushion rubber alone 24, 24 positioned at both ends of the inner cushion rubber 22 in the overlapping direction. Mounting pins 42, 42 project from the other surface of 28. The other surface of the inner restraint fitting 28 is overlapped with each opposing surface of the body portion 18 or the companion plate 20 of the shock absorber receiving member 16. Engagement holes 44, 44 are formed in the opposing surfaces of the main body 18 and the accompanying plate 20, and the mounting pins 42, 42 of the inner restraint fitting 28 are attached to these engagement holes 44, 44. The inner restraint fitting 28 is positioned with respect to the main body portion 18 and the accompanying plate 20.

さらに、上述のようにして緩衝器受け部材16の本体部分18と一対の伴板20,20との各対向面間にそれぞれ複数の内側ゴム弾性体26を積層状態で組み付けて一対の内側緩衝ゴム22,22を構成してなる内側緩衝器12は、それを単体で示す図3と車両装着状態を示す図1を比べてわかるように、複数の内側ゴム弾性体26の積層方向となる前後方向で予圧縮を加えられた状態で車両に装着されるようになっている。   Further, as described above, a plurality of inner rubber elastic bodies 26 are assembled in a laminated state between the opposing surfaces of the main body portion 18 of the shock absorber receiving member 16 and the pair of companion plates 20, 20 to form a pair of inner buffer rubbers. As shown in FIG. 3 which shows the inner shock absorbers 22 and 22 as a single unit and FIG. 1 which shows the vehicle mounted state, the front and rear direction which is the stacking direction of the plurality of inner rubber elastic bodies 26 is understood. It is designed to be mounted on the vehicle with pre-compression applied.

すなわち、図1,2に示されているように、ピン挿通孔45において車両の連結器に対してピン連結される公知の緩衝器枠46は、車両前後方向に長い矩形枠体形状とされており、この緩衝器枠46内に内側緩衝器12が収容状態で組み付けられている。ここにおいて、緩衝器枠46の前後方向の内法寸法は、図3に示された装着前の内側緩衝器12の前後方向長さに比して、所定量だけ小さくされていることで、かかる内側緩衝器12を緩衝器枠46内に組み入れることにより、内側緩衝器12の一対の内側緩衝ゴム22,22に対して所定の予荷重が及ぼされて前後方向での予圧縮状態に保持されるようになっている。   That is, as shown in FIGS. 1 and 2, the known shock absorber frame 46 that is pin-connected to the vehicle connector in the pin insertion hole 45 has a rectangular frame shape that is long in the vehicle front-rear direction. The inner shock absorber 12 is assembled in the shock absorber frame 46 in a housed state. Here, the internal dimensions of the shock absorber frame 46 in the front-rear direction are reduced by a predetermined amount as compared to the length in the front-rear direction of the inner shock absorber 12 before mounting shown in FIG. By incorporating the inner shock absorber 12 in the shock absorber frame 46, a predetermined preload is applied to the pair of inner shock absorbing rubbers 22, 22 of the inner shock absorber 12, and the pre-compressed state in the front-rear direction is maintained. It is like that.

一方、外側緩衝器14は、図1〜2及び図6〜9に示されているように、車両前後方向の中央部分において、内側緩衝器12の本体部分18と協働して緩衝器受け部材16を構成する外側受け部48を備えている。この外側受け部48は、矩形のブロック形状とされており、金属等で形成された剛性部材とされている。そして、外側受け部48は、その両端面が車両前後方向に向くと共に、別の対をなす端面が車両左右方向に向く状態で配置されている。   On the other hand, as shown in FIGS. 1-2 and 6-9, the outer shock absorber 14 cooperates with the main body portion 18 of the inner shock absorber 12 in the central portion in the vehicle front-rear direction. 16 is provided. The outer receiving portion 48 has a rectangular block shape, and is a rigid member formed of metal or the like. And the outer side receiving part 48 is arrange | positioned in the state in which the both end surfaces face the vehicle front-back direction, and the end surface which makes another pair faces the vehicle left-right direction.

また、外側受け部48を挟んだ車両前後方向の両側には、それぞれ所定距離を隔てて一対の端板50,50が配設されている。この端板50も、外側受け部48と同様に矩形のブロック形状を有する剛性部材とされており、その両端面が車両前後方向に向く状態で、外側受け部48の厚さ方向の各一方の面に対して対向配置されている。   A pair of end plates 50 and 50 are disposed on both sides in the vehicle front-rear direction across the outer receiving portion 48 with a predetermined distance therebetween. The end plate 50 is also a rigid member having a rectangular block shape, similar to the outer receiving portion 48, and each end surface of the outer receiving portion 48 in the thickness direction of the outer receiving portion 48 faces in the vehicle front-rear direction. Opposed to the surface.

なお、外側受け部48は、その略全面において、一対の端板50,50に対して対向位置している。即ち、外側受け部48と端板50は、図2中の上下方向となる車両左右幅方向で略同じ幅寸法とされていると共に、図2中の左右方向となる車両上下方向では、外側受け部48よりも端板50の長さ寸法が大きくされて、外側受け部48から幅方向両側にそれぞれ端板50の幅方向両側部分が突出されている。   The outer receiving portion 48 is opposed to the pair of end plates 50, 50 on substantially the entire surface thereof. That is, the outer receiving portion 48 and the end plate 50 have substantially the same width dimension in the vehicle left-right width direction which is the vertical direction in FIG. 2, and in the vehicle vertical direction which is the left-right direction in FIG. The length dimension of the end plate 50 is made larger than that of the portion 48, and both side portions of the end plate 50 in the width direction protrude from the outer receiving portion 48 on both sides in the width direction.

そして、外側受け部48の厚さ方向両側には、外側受け部48と前後一対の端板50,50との各対向面間において、前後一対の外側緩衝ゴム52,52が組み付けられており、ダブルアクション型の外側緩衝器14が構成されている。本実施形態では、外側受け部48と前後一対の端板50,50との各対向面間距離が互いに等しくされていると共に、そこに配された前後一対の外側緩衝ゴム52,52も互いに同じとされている。   And on both sides in the thickness direction of the outer receiving portion 48, a pair of front and rear outer cushioning rubbers 52, 52 are assembled between the opposing surfaces of the outer receiving portion 48 and the pair of front and rear end plates 50, 50. A double action type outer shock absorber 14 is configured. In the present embodiment, the distances between the opposing surfaces of the outer receiving portion 48 and the pair of front and rear end plates 50 and 50 are equal to each other, and the pair of front and rear outer cushioning rubbers 52 and 52 disposed there are the same. It is said that.

本実施形態の外側緩衝ゴム52は、車両装着前の外側緩衝器14を単体で示す図6,7にも示されているように、各別に製造されて独立形成された複数の外側緩衝ゴム単体54から構成されている。即ち、複数の外側緩衝ゴム単体54を、車両前後方向となる外側受け部48と端板50との対向方向に重ね合わせた積層構造をもって外側緩衝ゴム52が構成されている。   As shown in FIGS. 6 and 7 showing the outer shock absorber 14 before being mounted on the vehicle as a single body, the outer shock absorbing rubber 52 of the present embodiment is a plurality of independent outer shock absorbing rubbers manufactured separately and formed independently. 54. That is, the outer cushioning rubber 52 is configured with a laminated structure in which a plurality of outer cushioning rubber single bodies 54 are overlapped in the opposing direction of the outer receiving portion 48 and the end plate 50 in the vehicle longitudinal direction.

かかる外側緩衝ゴム単体54は、矩形で厚肉の略板形状とされた外側ゴム弾性体56で構成されている。また、外側ゴム弾性体56の厚さ方向中間部分には、略矩形の平板形状を有する外側拘束金具58が固着されており、変形状態の安定化やばね特性の調節などが図られている。即ち、外側拘束金具58の板厚方向両面に対して外側ゴム弾性体56が加硫接着で固着されており、外側拘束金具58の外周部分が、外側ゴム弾性体56の外周面上に突出せしめられている。   The outer shock absorbing rubber 54 is formed of an outer rubber elastic body 56 that is rectangular and thick and has a substantially plate shape. Further, an outer restraint metal fitting 58 having a substantially rectangular flat plate shape is fixed to an intermediate portion in the thickness direction of the outer rubber elastic body 56 so as to stabilize the deformation state and adjust the spring characteristics. That is, the outer rubber elastic body 56 is fixed to both surfaces in the plate thickness direction of the outer restraint metal fitting 58 by vulcanization adhesion, and the outer peripheral portion of the outer restraint metal fitting 58 is projected on the outer peripheral surface of the outer rubber elastic body 56. It has been.

また、外側ゴム弾性体56は、外側拘束金具58を挟んだ厚さ方向両側で対称形状とされて表裏のない構造とされている。更に、外側ゴム弾性体56の厚さ方向の両面には、相互に重ね合わされる外側ゴム弾性体56,56の重ね合わせ面間で嵌まり合う2つの凹凸嵌合部60が設けられている。これら2つの凹凸嵌合部60は、図7に示されているように、外側ゴム弾性体56の重ね合わせ面62において車両上下方向となる長手方向の両側の各領域に設けられており、略楕円形の台地状突部64を有している。   Further, the outer rubber elastic body 56 has a symmetric shape on both sides in the thickness direction with the outer restraint fitting 58 interposed therebetween, and has a structure without front and back. Furthermore, two concave and convex fitting portions 60 are provided on both surfaces of the outer rubber elastic body 56 in the thickness direction so as to fit between the overlapping surfaces of the outer rubber elastic bodies 56 and 56 that are overlapped with each other. As shown in FIG. 7, these two uneven fitting portions 60 are provided in the respective regions on both sides in the longitudinal direction that is the vehicle vertical direction on the overlapping surface 62 of the outer rubber elastic body 56. An elliptical plate-like protrusion 64 is provided.

この凹凸嵌合部60は、内側ゴム弾性体26の凹凸嵌合部30と同様に、周囲に周溝66が形成されていると共に、一方の台地状突部64の中央に嵌合凸部68が形成されている一方、他方の台地状突部64の中央に嵌合凹部70が形成されている。そして、外側ゴム弾性体56,56の重ね合わせ面間では、一方の外側ゴム弾性体56の嵌合凸部68が他方の外側ゴム弾性体56の嵌合凹部70に嵌め込まれている。   Similar to the concave / convex fitting portion 30 of the inner rubber elastic body 26, the concave / convex fitting portion 60 has a peripheral groove 66 formed in the periphery thereof, and a fitting convex portion 68 at the center of one plateau-shaped protrusion 64. On the other hand, a fitting recess 70 is formed at the center of the other plateau-shaped protrusion 64. Between the overlapping surfaces of the outer rubber elastic bodies 56, 56, the fitting convex portion 68 of one outer rubber elastic body 56 is fitted into the fitting concave portion 70 of the other outer rubber elastic body 56.

また、外側緩衝ゴム52の重ね合わせ方向両端部に位置せしめられる外側緩衝ゴム単体54,54だけは、外側拘束金具58の一方の面だけに外側ゴム弾性体56が固着されており、外側拘束金具58の他方の面には取付用ピン72,72が突設されている。そして、この外側拘束金具58の他方の面が、外側受け部48または端板50の各対向面に対して重ね合わされている。かかる外側受け部48および端板50の各対向面には、何れも係合穴74,74が形成されており、これら係合穴74,74に対して外側拘束金具58の取付用ピン72,72が差し入れられることにより、外側拘束金具58が外側受け部48や端板50に対して位置決めされている。   The outer rubber elastic bodies 56 are fixed to only one surface of the outer restraint metal 58 for only the outer cushion rubbers 54 and 54 positioned at both ends of the outer cushion rubber 52 in the overlapping direction. Mounting pins 72 and 72 project from the other surface of 58. The other surface of the outer restraint fitting 58 is overlapped with each facing surface of the outer receiving portion 48 or the end plate 50. Engagement holes 74 and 74 are formed in the respective opposing surfaces of the outer receiving portion 48 and the end plate 50, and the mounting pins 72 and 72 of the outer restraint fitting 58 are attached to the engagement holes 74 and 74. The outer restraint fitting 58 is positioned with respect to the outer receiving portion 48 and the end plate 50 by inserting 72.

更にまた、外側緩衝ゴム単体54を構成する外側拘束金具58には、短辺部分である長手方向両側の端縁部において、一対の案内用の切欠き78,78が形成されている。本実施形態では、両短辺上で切欠き78,78の位置が相互に反対側に偏倚して位置せしめられている。   Furthermore, a pair of guide cutouts 78 and 78 are formed on the outer restraint metal 58 constituting the outer cushion rubber single body 54 at the edge portions on both sides in the longitudinal direction, which are short side portions. In the present embodiment, the positions of the notches 78 and 78 are biased to the opposite sides on both short sides.

なお、本実施形態では、外側ゴム弾性体56の両側面に各二つずつで計4つ形成された凹凸嵌合部60,60,60,60において、嵌合凸部68が形成された部分の反対側面には嵌合凹部70が形成されている。また、外側拘束金具58の両短辺上の切欠き78,78が、外側拘束金具58の短辺方向の中心線を挟んで互いに反対側に同じ距離だけ偏倚して形成されている。これにより、外側緩衝ゴム単体54は、中心軸回りで周方向に回転させることにより、表裏の区別なく用いることができるようになっている。   In the present embodiment, in the concave and convex fitting portions 60, 60, 60, 60 formed on the both side surfaces of the outer rubber elastic body 56, two in total, portions where the fitting convex portions 68 are formed. A fitting recess 70 is formed on the opposite side surface. Further, the notches 78 and 78 on both short sides of the outer restraint fitting 58 are formed so as to be offset by the same distance on the opposite sides with respect to the center line in the short side direction of the outer restraint fitting 58. As a result, the outer shock-absorbing rubber 54 can be used without distinction between the front and the back by rotating in the circumferential direction around the central axis.

さらに、上述のようにして外側受け部48と一対の端板50,50との各対向面間にそれぞれ複数の外側ゴム弾性体56を積層状態で組み付けて一対の外側緩衝ゴム52,52を構成してなる外側緩衝器14は、それを単体で示す図6と車両装着状態を示す図1を比べてわかるように、複数の外側ゴム弾性体56の積層方向となる前後方向で予圧縮を加えられた状態で車両に装着されるようになっている。   Further, as described above, a plurality of outer rubber elastic bodies 56 are assembled in a laminated state between the opposing surfaces of the outer receiving portion 48 and the pair of end plates 50, 50 to form a pair of outer buffer rubbers 52, 52. The outer shock absorber 14 is pre-compressed in the front-rear direction, which is the stacking direction of the plurality of outer rubber elastic bodies 56, as can be seen by comparing FIG. It is designed to be mounted on the vehicle in the state where it is attached.

すなわち、図1及び図8〜9に示されているように、外側緩衝器14には、車両上下方向の両側部分に一対のガイドロッド80,80が配設されている。このガイドロッド80は、金属等の剛性部材であり、外側ゴム弾性体56の積層方向と平行にストレートに延びており、両端部が端板50,50の各一方に対して締付ボルト82,82によって締付固定されている。   That is, as shown in FIG. 1 and FIGS. 8 to 9, the outer shock absorber 14 is provided with a pair of guide rods 80 and 80 on both side portions in the vehicle vertical direction. The guide rod 80 is a rigid member such as a metal, and extends straight in parallel with the stacking direction of the outer rubber elastic body 56. Both ends of the guide rod 80 are clamp bolts 82, 82 is fastened and fixed.

そして、かかる一対のガイドロッド80,80が、積層された全ての外側拘束金具58における各一対の切欠き78,78に対してそれぞれ嵌め入れられて、外側拘束金具58への係合状態で配設されている。これにより、端板50,50間に掛け渡されて固定されたガイドロッド80,80への係合作用に基づいて、各外側緩衝ゴム単体54が、重ね合わせ方向に対する直交方向への位置ずれを制限されつつ、重ね合わせ方向への変位がガイドロッド80,80の長さ方向への案内作用を伴って許容されるようになっている。   Then, the pair of guide rods 80 and 80 are respectively fitted into the pair of notches 78 and 78 in all the stacked outer restraint fittings 58 and arranged in an engaged state with the outer restraint fitting 58. It is installed. As a result, based on the engaging action of the guide rods 80, 80 that are spanned and fixed between the end plates 50, 50, the outer cushion rubber single bodies 54 are displaced in the direction perpendicular to the overlapping direction. While being limited, displacement in the overlapping direction is allowed with the guide action in the length direction of the guide rods 80, 80.

また、一対のガイドロッド80,80で連結されることで、一対の端板50,50間の離隔距離が、図6に示された単体での離隔距離に比して、所定量だけ小さく設定されている。これにより、外側緩衝器14の一対の外側緩衝ゴム52,52に対して所定の予荷重が及ぼされて車両前後方向での予圧縮状態に保持されるようになっている。このことから明らかなように、本実施形態では、一対のガイドロッド80,80を含んで予圧縮保持手段が構成されている。なお、外側受け部48は、車両高さ方向の寸法が端板50よりも小さくされていることで、外側受部48の車両高さ方向両側の外方を通って一対のガイドロッド80,80が配設されている。   Further, by being connected by the pair of guide rods 80, 80, the separation distance between the pair of end plates 50, 50 is set smaller by a predetermined amount than the single separation distance shown in FIG. Has been. As a result, a predetermined preload is applied to the pair of outer shock absorbing rubbers 52, 52 of the outer shock absorber 14 so as to be held in a precompressed state in the vehicle front-rear direction. As is apparent from this, in this embodiment, the precompression holding means is configured to include a pair of guide rods 80, 80. It should be noted that the outer receiving portion 48 has a size in the vehicle height direction smaller than that of the end plate 50, so that a pair of guide rods 80, 80 passes outwardly on both sides of the outer receiving portion 48 in the vehicle height direction. Is arranged.

このような構造とされた外側緩衝器14は、図1〜2に示されているように、内側緩衝器12の外周側で該内側緩衝器12を挟んだ両側に位置して並列的に配されている。そして、一対の外側緩衝器14,14における外側受け部48,48に対して、内側緩衝器12の本体部分18が嵌合連結されており、これら本体部分18と外側受け部48,48が車両前後方向で一体構造とされることにより緩衝器受け部材16が構成されている。   As shown in FIGS. 1 and 2, the outer shock absorber 14 having such a structure is arranged in parallel on the outer peripheral side of the inner shock absorber 12 on both sides of the inner shock absorber 12. Has been. The main body portion 18 of the inner shock absorber 12 is fitted and connected to the outer receiving portions 48 and 48 of the pair of outer shock absorbers 14 and 14, and the main body portion 18 and the outer receiving portions 48 and 48 are connected to the vehicle. The shock absorber receiving member 16 is configured by being integrated in the front-rear direction.

なお、本実施形態では、各外側緩衝器14の外側受け部48が内側緩衝器12の外周に突出していると共に、この外側受け部48において、内側緩衝器12への対向面を車両上下方向に延びる嵌合溝84が形成されている。そして、一対の外側緩衝器14,14における各外側受け部48,48に設けられた嵌合溝84,84に対して、内側緩衝器12の本体部分18の車両左右幅方向の両端縁部がそれぞれ嵌合されることにより、本体部分と外側受け部48,48が車両前後方向で一体的に変位するようになっている。即ち、本実施形態では、緩衝器受け部材16の本体部分18に対して外側受け部48が別部材として形成されており、緩衝器受け部材16の本体部分18と外側受け部48が着脱可能な構成とされている。   In the present embodiment, the outer receiving portion 48 of each outer shock absorber 14 protrudes from the outer periphery of the inner shock absorber 12, and the outer receiving portion 48 has a surface facing the inner shock absorber 12 in the vehicle vertical direction. An extending fitting groove 84 is formed. And the both-ends edge part of the vehicle body left-right width direction of the main-body part 18 of the inner side shock absorber 12 with respect to the fitting grooves 84 and 84 provided in each outer side receiving part 48 and 48 in a pair of outer side shock absorbers 14 and 14 is provided. By being fitted with each other, the main body portion and the outer receiving portions 48, 48 are integrally displaced in the vehicle front-rear direction. That is, in the present embodiment, the outer receiving portion 48 is formed as a separate member with respect to the main body portion 18 of the shock absorber receiving member 16, and the main body portion 18 and the outer receiving portion 48 of the shock absorber receiving member 16 are detachable. It is configured.

さらに、このようにして相互に組み合わされて一体化された内側緩衝器12と一対の外側緩衝器14,14からなる鉄道用緩衝装置10は、図1に示されているように、車両の車体86に固定的に設けられた公知の伴板守88,88に対して、一対の外側緩衝器14,14が組み付けられる。これにより、内側緩衝器12が収容状態で組み付けられた連結器側の緩衝器枠46と、車体86側に設けられた伴板守88,88との間に、内外緩衝器12,14,14からなる本実施形態の鉄道用緩衝装置10が装着されることとなる。即ち、本実施形態では、内側緩衝器12の伴板20が緩衝器枠46を介して連結器に固定的に取り付けられると共に、外側緩衝器14,14が伴板守88,88を介して車両の車体86に固定的に取り付けられる。   Further, as shown in FIG. 1, the railway shock absorber 10 including the inner shock absorber 12 and the pair of outer shock absorbers 14 and 14, which are combined and integrated with each other as described above, is a vehicle body. A pair of outer shock absorbers 14 and 14 are assembled to a known guard plate guard 88 and 88 fixedly provided on 86. Thus, the inner and outer shock absorbers 12, 14, and 14 are disposed between the shock absorber frame 46 on the coupler side in which the inner shock absorber 12 is assembled in the accommodated state and the guard plates 88 and 88 provided on the vehicle body 86 side. The railway shock absorber 10 of this embodiment consisting of the above is mounted. That is, in this embodiment, the companion plate 20 of the inner shock absorber 12 is fixedly attached to the coupler via the shock absorber frame 46, and the outer shock absorbers 14 and 14 are connected to the vehicle via the companion plate guards 88 and 88. The vehicle body 86 is fixedly attached.

特に本実施形態では、例えば図12に示されているように従来構造のシングルアクション型の緩衝装置において一対の伴板1,1を係止するために用いられていたり、例えば図13に示されているように従来構造のダブルアクション型の緩衝装置において緩衝器受け部材8を係止するために用いられていた、従来構造の車両における伴板守7,7を、図1に示されているように本実施形態の伴板守88,88としてそのまま利用することができる。即ち、本実施形態の外側緩衝器14は、伴板守88における係止突片90,90の対向面に対して、一対の端板50,50が固定的に取り付けられる。これにより、各伴板守88における係止突片90,90の対向面間のスペースを巧く利用して、外側緩衝器14,14が、かかるスペースの一部又は全部に収容配置される状態で、外側緩衝器14を装着することが可能とされている。   In particular, in the present embodiment, as shown in FIG. 12, for example, it is used for locking a pair of companion plates 1 and 1 in a single action type shock absorber having a conventional structure. As shown in FIG. 1, the guard plates 7 and 7 in the vehicle having the conventional structure used for locking the shock absorber receiving member 8 in the double-action type shock absorber having the conventional structure are shown in FIG. Thus, it can be used as it is as the companion board guards 88, 88 of this embodiment. That is, in the outer shock absorber 14 of the present embodiment, the pair of end plates 50 and 50 are fixedly attached to the opposing surfaces of the locking protrusions 90 and 90 in the companion plate guard 88. Thereby, the outer shock absorbers 14 and 14 are accommodated and arranged in a part or all of the spaces by skillfully utilizing the space between the opposing surfaces of the locking protrusions 90 and 90 in each of the guard plates 88. Thus, the outer shock absorber 14 can be attached.

なお、本実施形態では、装着状態下で内側緩衝器12と外側緩衝器14,14における各車両前後方向長さが同じになるように予圧縮されているが、それら内側緩衝器12と外側緩衝器14,14の前後方向長さは同じでなくても良い。   In the present embodiment, the inner shock absorber 12 and the outer shock absorbers 14 and 14 are pre-compressed so that the lengths in the vehicle front-rear direction are the same in the mounted state. The lengths of the containers 14 and 14 in the front-rear direction may not be the same.

このような構造とされた鉄道用緩衝装置10においては、鉄道の加減速に伴って車両間に及ぼされる衝撃力を含む荷重が、連結器側の緩衝器枠46と車体86側の伴板守88,88との間で内側緩衝器12および外側緩衝器14に対して前後方向に入力される。そして、これら内外の緩衝器12,14により衝撃が緩和されて、車両間で荷重が伝達されることとなる。   In the railway shock absorber 10 having such a structure, a load including an impact force exerted between the vehicles due to acceleration / deceleration of the railway is applied to the shock absorber frame 46 on the coupler side and the guard plate guard on the vehicle body 86 side. 88 and 88 are inputted to the inner shock absorber 12 and the outer shock absorber 14 in the front-rear direction. The shock is reduced by these internal and external shock absorbers 12 and 14, and a load is transmitted between the vehicles.

具体的には、例えば緩衝器枠46に対して図1中の左方となる車両前方への引張力が入力されると、内外緩衝器12,14の緩衝作用に基づき、伴板守88,88に対して緩衝器枠46が図中左側となる車両前方へ相対変位せしめられる。この際、内側緩衝器12では、緩衝器受け部材16を挟んで後方側(図1中の右側)の内側緩衝ゴム22が緩衝器受け部材16と後方の伴板20との間で圧縮変形せしめられる一方、緩衝器受け部材16を挟んで前方側(図1中の左側)の内側緩衝ゴム22が緩衝器受け部材16と前方の伴板20との間で引張変形せしめられる。尤も、内側緩衝ゴム22には予圧縮が及ぼされていることから、引張変形は予荷重の減少となる。   Specifically, for example, when a tensile force toward the front of the vehicle on the left side in FIG. 1 is input to the shock absorber frame 46, the companion plate guard 88, The shock absorber frame 46 is relatively displaced with respect to 88 toward the front of the vehicle on the left side in the drawing. At this time, in the inner shock absorber 12, the inner shock absorbing rubber 22 on the rear side (right side in FIG. 1) sandwiching the shock absorber receiving member 16 is compressed and deformed between the shock absorber receiving member 16 and the rear companion plate 20. On the other hand, the inner cushion rubber 22 on the front side (the left side in FIG. 1) sandwiching the shock absorber receiving member 16 is pulled and deformed between the shock absorber receiving member 16 and the front companion plate 20. However, since the inner cushion rubber 22 is pre-compressed, the tensile deformation reduces the pre-load.

また、このような内側緩衝器12の緩衝作用により緩衝器受け部材16も車体86に対して前方側(図1中の左側)に変位することから、緩衝器受け部材16が伴板守88,88に対して前方側に相対変位せしめられる。その結果、各外側緩衝器14では、緩衝器受け部材16を挟んで前方側(図1中の左側)の外側緩衝ゴム52が緩衝器受け部材16と前方の端板50との間で圧縮変形せしめられる一方、緩衝器受け部材16を挟んで後方側(図1中の右側)の外側緩衝ゴム52が緩衝器受け部材16と後方の端板50との間で引張変形せしめられる。尤も、外側緩衝ゴム52には予圧縮が及ぼされていることから、引張変形は予荷重の減少となる。   Further, the shock absorber receiving member 16 is also displaced forward (left side in FIG. 1) with respect to the vehicle body 86 by the buffering action of the inner shock absorber 12 as described above. Relative displacement to the front side with respect to 88. As a result, in each outer shock absorber 14, the outer shock absorbing rubber 52 on the front side (left side in FIG. 1) is compressed and deformed between the shock absorber receiving member 16 and the front end plate 50 across the shock absorber receiving member 16. On the other hand, the outer cushioning rubber 52 on the rear side (right side in FIG. 1) sandwiching the shock absorber receiving member 16 is tensilely deformed between the shock absorber receiving member 16 and the rear end plate 50. However, since the outer cushioning rubber 52 is pre-compressed, the tensile deformation reduces the preload.

反対に、緩衝器枠46に対して図1中の右方となる車両後方への押圧力が入力されると、内外緩衝器12,14の緩衝作用に基づき、伴板守88,88に対して緩衝器枠46が図中右側となる車両前方へ相対変位せしめられる。そして、内側緩衝器12では、緩衝器受け部材16を挟んで前方側(図1中の左側)の内側緩衝ゴム22が緩衝器受け部材16と前方の伴板20との間で圧縮変形せしめられる一方、緩衝器受け部材16を挟んで後方側(図1中の右側)の内側緩衝ゴム22が緩衝器受け部材16と前方の伴板20との間で引張変形せしめられる。   On the contrary, when a pressing force to the rear of the vehicle on the right side in FIG. 1 is input to the shock absorber frame 46, based on the buffer action of the inner and outer shock absorbers 12 and 14, Thus, the shock absorber frame 46 is relatively displaced forward of the vehicle on the right side in the drawing. In the inner shock absorber 12, the inner shock absorbing rubber 22 on the front side (the left side in FIG. 1) sandwiching the shock absorber receiving member 16 is compressed and deformed between the shock absorber receiving member 16 and the front companion plate 20. On the other hand, the rear side (right side in FIG. 1) inner side cushioning rubber 22 sandwiching the shock absorber receiving member 16 is pulled and deformed between the shock absorber receiving member 16 and the front companion plate 20.

また、このような内側緩衝器12の緩衝作用により緩衝器受け部材16も車体86に対して後方側(図1中の右側)に変位することから、緩衝器受け部材16が伴板守88,88に対して後方側に相対変位せしめられる。その結果、各外側緩衝器14では、緩衝器受け部材16を挟んで後方側(図1中の右側)の外側緩衝ゴム52が緩衝器受け部材16と後方の端板50との間で圧縮変形せしめられる一方、緩衝器受け部材16を挟んで前方側(図1中の左側)の外側緩衝ゴム52が緩衝器受け部材16と前方の端板50との間で引張変形せしめられる。   Further, since the shock absorber receiving member 16 is also displaced rearward (right side in FIG. 1) with respect to the vehicle body 86 by the buffering action of the inner shock absorber 12 as described above, the shock absorber receiving member 16 is connected to the guard plate guard 88, Relative displacement to the rear side with respect to 88. As a result, in each outer shock absorber 14, the outer shock absorbing rubber 52 on the rear side (the right side in FIG. 1) sandwiching the shock absorber receiving member 16 is compressed and deformed between the shock absorber receiving member 16 and the rear end plate 50. On the other hand, the outer side cushioning rubber 52 on the front side (left side in FIG. 1) sandwiching the shock absorber receiving member 16 is pulled and deformed between the shock absorber receiving member 16 and the front end plate 50.

このようにして、鉄道用緩衝装置10では、車両前後方向の荷重入力に際して、内側緩衝器12と外側緩衝器14の間で緩衝器受け部材16を介して荷重伝達が為され、内側緩衝器12の一対の内側緩衝ゴム22,22と外側緩衝器14の一対の外側緩衝ゴム52,52は、緩衝器受け部材16を挟んで互いに車両前後方向で反対側に位置するものが圧縮側とされる。これにより、内側緩衝器12と外側緩衝器14,14とは、荷重入力方向で互いに直列的に配されて、各ばね特性に対応した弾性変形量を発現することとなる。   In this way, in the railway shock absorber 10, when a load is input in the longitudinal direction of the vehicle, the load is transmitted between the inner shock absorber 12 and the outer shock absorber 14 via the shock absorber receiving member 16, and the inner shock absorber 12 is thus transmitted. The pair of inner shock absorbing rubbers 22 and 22 and the pair of outer shock absorbing rubbers 52 and 52 of the outer shock absorber 14 are positioned on the opposite side in the vehicle front-rear direction with the shock absorber receiving member 16 interposed therebetween. . Thereby, the inner side shock absorber 12 and the outer side shock absorbers 14 and 14 are arranged in series with each other in the load input direction, and express an elastic deformation amount corresponding to each spring characteristic.

従って、荷重入力に対して内側緩衝器12による緩衝作用と外側緩衝器14による緩衝作用とが、相乗的に作用して、単に内外緩衝器12,14のばね特性を相加しただけの大きなばね特性が発揮されることなく、内外緩衝器12,14の弾性変形量が互いに加えられて大きな弾性変形量が発現されることで、一層優れた緩衝作用が発揮され得る。即ち、内側緩衝器12における荷重Pに対する圧縮変形量がX、外側緩衝器14における荷重Pに対する圧縮変形量がYだとすると、鉄道用緩衝装置10に荷重Pが入力された場合の伴板守88に対する緩衝器枠46の変位量はX+Yとなるのである。   Accordingly, the shock absorbing action by the inner shock absorber 12 and the shock absorbing action by the outer shock absorber 14 act synergistically with respect to the load input, and a large spring simply adding the spring characteristics of the inner and outer shock absorbers 12 and 14 together. Without exhibiting the characteristics, the elastic deformation amounts of the inner and outer shock absorbers 12 and 14 are added to each other and a large elastic deformation amount is expressed, so that a further excellent buffering action can be exhibited. That is, assuming that the amount of compressive deformation with respect to the load P in the inner shock absorber 12 is X and the amount of compressive deformation with respect to the load P in the outer shock absorber 14 is Y, it corresponds to the guard plate guard 88 when the load P is input to the rail shock absorber 10. The amount of displacement of the shock absorber frame 46 is X + Y.

さらに、配置構造としては並置された内側緩衝器12と外側緩衝器14の変形量(荷重入力時の前後方向のストローク量)が互いに相加的に発現されることにより、鉄道用緩衝装置10の全体での最大変形量(最大ストローク量)を大きく設定することが可能になる。これにより、鉄道用緩衝装置10の全体での前後方向サイズを小さく維持したままで、荷重入力時における吸収エネルギーを大きく得ることも可能になる。   Further, as the arrangement structure, the deformation amount of the inner shock absorber 12 and the outer shock absorber 14 arranged side by side (the amount of stroke in the front-rear direction at the time of load input) is expressed in an additive manner. It becomes possible to set a large maximum deformation amount (maximum stroke amount) as a whole. As a result, it is possible to obtain a large amount of absorbed energy at the time of load input while maintaining a small size in the longitudinal direction of the entire railway shock absorber 10.

例えば、図10に示されているように、本実施形態に従う構造とされた本発明品の鉄道用緩衝装置では、荷重3bの入力時の撓みがXだとすると、図11に示されているように、吸収エネルギーWを得ることができるのである。特に、図10,11に示されているように、図12に示されている従来構造のシングルアクション型の緩衝装置や図13に示されている従来構造のダブルアクション型の緩衝装置に比して、本発明品の緩衝装置は優れた緩衝効果を発揮し得る。   For example, as shown in FIG. 10, in the railway shock absorber of the present invention having the structure according to the present embodiment, if the deflection at the time of input of the load 3b is X, as shown in FIG. The absorbed energy W can be obtained. In particular, as shown in FIGS. 10 and 11, compared to the conventional single action type shock absorber shown in FIG. 12 and the conventional double action type shock absorber shown in FIG. Thus, the shock absorber of the present invention can exhibit an excellent buffering effect.

すなわち、図12に示されている従来構造のシングルアクション型の緩衝装置では、荷重3bの入力時において、不緩衝帯があることにより本発明品の撓みXよりも小さな撓みXaであっても、図11に示されているように、本発明品の吸収エネルギーWよりもやや大きな吸収エネルギーWaを得ることができる。しかし、かかる従来品は、Q以下の荷重領域において緩衝作用を発揮し得ないことから、本発明品に比して低荷重領域での衝撃吸収性に関して明らかに劣っている。要するに、本発明品は、従来構造のシングルアクション型の緩衝装置に比して、装着スペースの大型化を伴うことなく、不緩衝帯の無い優れた衝撃吸収性能により車両の乗り心地等を改善することができる。   That is, in the single-action type shock absorber of the conventional structure shown in FIG. 12, even when the deflection 3a is smaller than the deflection X of the present invention due to the presence of a non-buffering zone when the load 3b is input, As shown in FIG. 11, an absorption energy Wa that is slightly larger than the absorption energy W of the product of the present invention can be obtained. However, since such a conventional product cannot exhibit a buffering effect in a load region of Q or less, it is clearly inferior in terms of shock absorption in a low load region as compared with the product of the present invention. In short, the product of the present invention improves the ride comfort etc. of the vehicle by an excellent shock absorbing performance without a non-buffering zone without enlarging the mounting space, as compared with the single action type shock absorber of the conventional structure. be able to.

また、図13に示されている従来構造のダブルアクション型の緩衝装置では、上記した図12のシングルアクション型の緩衝装置に比して圧縮側のゴムボリュームが半分以下となるから、図10に示されているように荷重−撓み特性の立ち上がりが大きく、図11に示されているように、本発明品の吸収エネルギーWに比して半分より小さい僅かな吸収エネルギーWbしか得ることができない。要するに、本発明品は、従来構造のダブルアクション型の緩衝装置に比して、装着スペースの大型化を伴うことなく、極めて優れた衝撃吸収性能により車両の乗り心地等を改善することができるのである。   Further, in the conventional double action type shock absorber shown in FIG. 13, the compression-side rubber volume is less than half that of the single action type shock absorber shown in FIG. As shown in FIG. 11, the rise of the load-deflection characteristic is large, and as shown in FIG. 11, only a small absorbed energy Wb smaller than half the absorbed energy W of the product of the present invention can be obtained. In short, the product of the present invention can improve the ride comfort of the vehicle by the extremely excellent shock absorbing performance without enlarging the mounting space, as compared with the double action type shock absorber of the conventional structure. is there.

特に、本実施形態の鉄道用緩衝装置10では、内側緩衝器12と外側緩衝器14,14において、荷重入力時の前後方向の弾性変形量を互いに独立して設定することができる。即ち、荷重入力時における内側緩衝器12の緩衝器受け部材16と一対の伴板20,20との相対変位量と、外側緩衝器14の緩衝器受け部材16と一対の端板50,50との相対変位量とは、互いに制限されたり拘束されることがない。それ故、例えば内側緩衝器12に比して、外側緩衝器14のばね特性を小さくすることで、小さな荷重入力に対しては主として外側緩衝器14を弾性変形させて柔らかいばね特性に基づく緩衝作用を発揮させると共に、大きな荷重入力に対しては主として内側緩衝器12による硬いばね特性に基づく緩衝作用を利用することも可能となる。   In particular, in the railway shock absorber 10 of this embodiment, the amount of elastic deformation in the front-rear direction at the time of load input can be set independently of each other in the inner shock absorber 12 and the outer shock absorbers 14 and 14. That is, when the load is input, the relative displacement between the shock absorber receiving member 16 of the inner shock absorber 12 and the pair of companion plates 20, 20, the shock absorber receiving member 16 of the outer shock absorber 14, and the pair of end plates 50, 50 The relative displacement amounts are not restricted or constrained to each other. Therefore, for example, by reducing the spring characteristic of the outer shock absorber 14 as compared with the inner shock absorber 12, the outer shock absorber 14 is mainly elastically deformed for a small load input, and the buffer action is based on the soft spring characteristic. In addition, for a large load input, it is possible to use a buffering action based on a hard spring characteristic mainly by the inner buffer 12.

さらに、本実施形態では、緩衝器受け部材16の本体部分18に対して、外側受け部48が着脱可能とされており、鉄道用緩衝装置10を構成する部材の効率的な輸送、運搬を行うことができる。また、組付けに際しては、外側受け部48の嵌合溝84に緩衝器受け部材16の本体部分18の車両左右幅方向の両端縁部を嵌め合わせる構成とされており、例えば車両への装着現場等において簡単に組み付けることができる。   Furthermore, in this embodiment, the outer side receiving part 48 is made detachable with respect to the main-body part 18 of the buffer receiving member 16, and the efficient transportation and conveyance of the member which comprises the shock absorber 10 for railroads are performed. be able to. Further, at the time of assembling, both end edges of the body portion 18 of the shock absorber receiving member 16 in the vehicle left-right width direction are fitted to the fitting groove 84 of the outer receiving portion 48, for example, the installation site in the vehicle Etc. can be easily assembled.

以上、本発明の実施形態について詳述してきたが、本発明はかかる実施形態における具体的な記載によって何等限定的に解釈されるものでない。例えば、前記実施形態では、外側緩衝器14を構成する外側緩衝ゴム単体54の相互間での位置ずれを制限して、重ね合わせ方向に直交する方向への変位や変形を制限するガイドロッド80が設けられていたが、かかるガイドロッドは必須でない。また、内側緩衝器12においても、内側緩衝ゴム単体24の相互間での位置ずれを制限する同様な機構を設けても良い。   As mentioned above, although embodiment of this invention has been explained in full detail, this invention is not limited at all by the specific description in this embodiment. For example, in the above-described embodiment, the guide rod 80 that restricts displacement and deformation in a direction perpendicular to the overlapping direction by restricting positional deviation between the outer cushion rubber single members 54 constituting the outer shock absorber 14 is provided. Although provided, such a guide rod is not essential. Further, the inner shock absorber 12 may be provided with a similar mechanism for restricting the positional deviation between the inner shock absorbing rubber members 24.

さらに、内側緩衝ゴム22と外側緩衝ゴム52との重ね合わせ方向のばね特性を相互に異ならせて一方のばね特性を他方に比して小さく設定するような場合等においては、荷重入力時に弾性変形量が大きくなる方の緩衝ゴムにおいて、その弾性変形量を制限するストッパ機構を設けても良い。それにより、荷重−撓み特性が非線形的に立ち上がるばね特性を一層容易に設定することも可能になる。   Further, when the spring characteristics in the overlapping direction of the inner cushion rubber 22 and the outer cushion rubber 52 are different from each other and one spring characteristic is set smaller than the other, the elastic deformation at the time of load input is performed. A stopper mechanism that restricts the amount of elastic deformation may be provided in the buffer rubber having the larger amount. Thereby, it becomes possible to more easily set the spring characteristic in which the load-deflection characteristic rises nonlinearly.

また、内側緩衝ゴム22や外側緩衝ゴム52の具体的構造は限定されるものでなく、それを構成する緩衝ゴム単体の積層数も適宜に変更可能であり、互いに異なるばね特性を有する緩衝ゴム単体を積層させることも可能である。   Further, the specific structure of the inner shock absorbing rubber 22 and the outer shock absorbing rubber 52 is not limited, and the number of the buffer rubber single members constituting the inner shock absorbing rubber 22 can be appropriately changed, and the buffer rubber single members having different spring characteristics. It is also possible to stack the layers.

更にまた、外側緩衝ゴム52として、前記実施形態では内側緩衝ゴム22を挟んだ両側に位置して一対設けられていたが、かかる外側緩衝ゴム52を一つだけ設けたり、或いは3つ以上を互いに並列的に配設することも可能である。   Furthermore, as the outer cushioning rubber 52, a pair of outer cushioning rubbers 52 is provided on both sides of the inner cushioning rubber 22 in the above-described embodiment, but only one such outer cushioning rubber 52 is provided, or three or more are disposed on each other. It is also possible to arrange them in parallel.

更にまた、前記実施形態では、緩衝器受け部材16の本体部材18と外側受け部48が別部材で着脱可能とされていたが、鋳造やプレス加工または溶接等で一体形成されていてもよく、その場合には、部品点数の増加を抑えることができる。   Furthermore, in the above-described embodiment, the main body member 18 and the outer receiving portion 48 of the shock absorber receiving member 16 are detachable as separate members, but may be integrally formed by casting, pressing or welding, In that case, an increase in the number of parts can be suppressed.

10:鉄道用緩衝装置、12:内側緩衝器、14:外側緩衝器、16:緩衝器受け部材、18:本体部分、20:伴板、22:内側緩衝ゴム、48:外側受け部、50:端板、52:外側緩衝ゴム、54:外側緩衝ゴム単体、80:ガイドロッド、86:車体、88:伴板守 10: Railway shock absorber, 12: inner shock absorber, 14: outer shock absorber, 16: shock absorber receiving member, 18: body portion, 20: companion plate, 22: inner shock absorbing rubber, 48: outer shock receiving portion, 50: End plate, 52: outer cushion rubber, 54: outer cushion rubber alone, 80: guide rod, 86: vehicle body, 88: guard plate guard

Claims (6)

緩衝器受け部材の車両前後方向両側に連結器に取り付けられる一対の伴板を配して、該緩衝器受け部材と該前後一対の伴板との各対向面間に前後一対の内側緩衝ゴムを組み付けることにより、ダブルアクション型の内側緩衝器が構成されている一方、
該緩衝器受け部材において該内側緩衝器の外周に突出する外側受け部を設けて、該外側受け部の車両前後方向両側にそれぞれ車体に取り付けられる一対の端板を配して、該外側受け部と該前後一対の各端板との対向面間に前後一対の外側緩衝ゴムを組み付けることにより、ダブルアクション型の外側緩衝器が構成されていることを特徴とする鉄道用緩衝装置。
A pair of companion plates attached to the coupler are arranged on both sides of the shock absorber receiving member in the vehicle front-rear direction, and a pair of front and rear inner shock absorbing rubbers are provided between the opposing surfaces of the shock absorber receiving member and the front and rear companion plates. While assembled, a double action type inner shock absorber is constructed,
The shock absorber receiving member is provided with an outer receiving portion projecting on the outer periphery of the inner shock absorber, and a pair of end plates attached to the vehicle body are disposed on both sides of the outer receiving portion in the vehicle front-rear direction. And a pair of front and rear outer shock-absorbing rubbers between the opposing surfaces of the pair of front and rear end plates to form a double action type outer shock absorber.
前記外側緩衝ゴムが、互いに独立形成された複数の外側緩衝ゴム単体を車両前後方向に重ね合わせた積層構造とされていると共に、
それら複数の外側緩衝ゴム単体の相互間の位置ずれを制限するガイドロッドが設けられている請求項1に記載の鉄道用緩衝装置。
The outer shock-absorbing rubber has a laminated structure in which a plurality of outer shock-absorbing rubbers formed independently of each other are stacked in the vehicle front-rear direction,
The railway shock absorber according to claim 1, wherein a guide rod is provided for restricting a positional deviation between the plurality of outer shock absorber rubbers.
前記外側緩衝器が、前記内側緩衝器の外周上の複数箇所で互いに並列的に設けられている請求項1又は2に記載の鉄道用緩衝装置。   The railway shock absorber according to claim 1 or 2, wherein the outer shock absorber is provided in parallel with each other at a plurality of locations on the outer periphery of the inner shock absorber. 前記外側緩衝器において、前記一対の外側緩衝ゴムに対してそれぞれ車両前後方向の予圧縮を及ぼした状態に保持する予圧縮保持手段が設けられている請求項1〜3の何れか1項に記載の鉄道用緩衝装置。   The pre-compression holding means for holding the outer shock absorber in a state in which pre-compression in the vehicle front-rear direction is applied to the pair of outer shock-absorbing rubbers, respectively. Railway shock absorber. 前記車体における緩衝器の取付部位に設けられる伴板守に対して、前記外側緩衝器が収容状態で組み付けられて装着される請求項1〜4の何れか1項に記載の鉄道用緩衝装置。   The railway shock absorber according to any one of claims 1 to 4, wherein the outer shock absorber is assembled and attached to a guard plate guard provided at a mounting portion of the shock absorber in the vehicle body. 前記緩衝器受け部材において、一対の前記内側緩衝ゴム間に配される該緩衝器受け部材の本体部分に対して前記外側受け部が別部材で着脱可能に設けられている請求項1〜5の何れか1項に記載の鉄道用緩衝装置。   6. The shock absorber receiving member according to claim 1, wherein the outer receiving portion is detachably provided as a separate member with respect to a main body portion of the shock absorber receiving member disposed between the pair of inner shock absorbing rubbers. The railway shock absorber according to any one of the above.
JP2012040394A 2012-02-27 2012-02-27 Railway shock absorber Active JP5815436B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2012040394A JP5815436B2 (en) 2012-02-27 2012-02-27 Railway shock absorber

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2012040394A JP5815436B2 (en) 2012-02-27 2012-02-27 Railway shock absorber

Publications (2)

Publication Number Publication Date
JP2013173496A JP2013173496A (en) 2013-09-05
JP5815436B2 true JP5815436B2 (en) 2015-11-17

Family

ID=49266843

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2012040394A Active JP5815436B2 (en) 2012-02-27 2012-02-27 Railway shock absorber

Country Status (1)

Country Link
JP (1) JP5815436B2 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103863353A (en) * 2014-04-09 2014-06-18 株洲时代新材料科技股份有限公司 Rubber bumper of draw gear buffer device and buffer unit of rubber bumper
CN104008696B (en) * 2014-05-13 2017-01-04 柳州铁道职业技术学院 EMUs coupler and draft gear practical traning platform

Also Published As

Publication number Publication date
JP2013173496A (en) 2013-09-05

Similar Documents

Publication Publication Date Title
US8136683B2 (en) Combination yoke and elastomeric draft gear
US8939300B2 (en) Friction/elastomeric draft gear
US8870002B2 (en) Railroad freight car draft gear assembly
JP2017024552A (en) Vehicle front part structure
US20160146283A1 (en) Anti-vibration structure
JP7252148B2 (en) Underbody structure of electric vehicle
JP5815436B2 (en) Railway shock absorber
KR20160126194A (en) Bumper back beam assembly for vehicle
KR102275467B1 (en) Vehicle cab suspension
JP6658247B2 (en) Railcar shock absorber
JP5369866B2 (en) Battery mounting structure
JP7136740B2 (en) Vehicle structure and vehicle manufacturing method
CN201520306U (en) Bumper used for locomotive vehicles
US7357264B2 (en) Train having energy absorbing structure between cars
WO2023181760A1 (en) Cylindrical laminated rubber and axle box support device for railway vehicle
JP3243614U (en) Doji vibration isolator and doji
KR101513550B1 (en) Composite crash box satisfied vehicle impact characteristics
AU2008246059B2 (en) Combination of a yoke and an elastomeric draft gear
JP6998837B2 (en) Dynamic damper
JP3197806U (en) Rear bumper for automobile
JP2021077457A (en) Battery pack
JP2023045204A (en) Railway vehicle
JPH0327020Y2 (en)
JP2011178282A (en) Shock absorber for rolling stock

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20141105

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20150904

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20150909

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20150924

R150 Certificate of patent or registration of utility model

Ref document number: 5815436

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150

S533 Written request for registration of change of name

Free format text: JAPANESE INTERMEDIATE CODE: R313533

R350 Written notification of registration of transfer

Free format text: JAPANESE INTERMEDIATE CODE: R350