JP2005225408A - Low noise connecting device for rolling stock - Google Patents

Low noise connecting device for rolling stock Download PDF

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JP2005225408A
JP2005225408A JP2004037675A JP2004037675A JP2005225408A JP 2005225408 A JP2005225408 A JP 2005225408A JP 2004037675 A JP2004037675 A JP 2004037675A JP 2004037675 A JP2004037675 A JP 2004037675A JP 2005225408 A JP2005225408 A JP 2005225408A
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rubber
shock absorber
frame
rubber shock
laminated
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JP4315828B2 (en
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Hiroshi Nomoto
浩 野元
Atsushi Moriyama
淳 森山
Satoru Akiyama
悟 秋山
Mitsuhiro Nakada
充浩 中田
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Kawasaki Heavy Industries Ltd
East Japan Railway Co
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Kawasaki Heavy Industries Ltd
East Japan Railway Co
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a low noise connecting device for a rolling stock which prevents the generation of noises. <P>SOLUTION: According to the low noise connecting device, sets of laminated rubber 6 are placed between a rubber buffer 3 and support frames 5, respectively, where the laminated rubber 6 allow the rubber buffer 3 to move relative to the support frames 5 in the front-to-rear direction of the rolling stock and are arranged between an upside plate 21 and the support frames 5. The upside plate 21 is fixed with bolts at the underside of a casing frame 11 of the rubber buffer 3. Each support frame 5 extends horizontally and both its ends are fixed to an underframe 4. The laminated rubber 6 consists of rectangular metal plates 6A and elastic rubber sheet layers 6B, each plate 6A and sheet layer 6B laminated alternately. The elastic rubber sheet layer 6B at the upper end of the lamination remains vulcanized/glued to the upside plate 21 while the same at the lower end is vulcanized/glued to the support frame 5. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

この発明は、鉄道車両用低騒音連結装置に関する。   The present invention relates to a railway vehicle low noise coupling device.

一般に、鉄道車両においては、図８に示すように、車両同士を連結する連結器１０１の後側には、車両を連結するときの衝撃、発車・停車時の衝撃、加減速時の衝撃などを吸収するために、ゴム緩衝器１０２が配設されている。このゴム緩衝器１０２によって車両間の前後の衝撃は緩和される。つまり、引張時にすなわち車両間が広がったときにはゴム緩衝器１０２の連結面側のゴムが圧縮される一方、車両間が狭まった圧縮時にはゴム緩衝器１０２の車体中央側のゴムが圧縮される。このようにゴム緩衝器１０２のが伸長・圧縮されるときには、そのゴム緩衝器１０２が、車両台枠１０３にリベット結合された支持枠１０４（伴板もり）内で前後に移動する。この移動により、車両間に発生する衝撃は緩和され、乗り心地が改善される。   In general, in a railway vehicle, as shown in FIG. 8, the rear side of a connector 101 that connects vehicles is subjected to impacts when connecting vehicles, impacts when starting and stopping, impacts when accelerating / decelerating, and the like. A rubber shock absorber 102 is provided for absorption. The front and rear impacts between the vehicles are reduced by the rubber shock absorber 102. In other words, the rubber on the connecting surface side of the rubber shock absorber 102 is compressed during tension, that is, when the space between the vehicles widens, while the rubber on the vehicle body center side of the rubber shock absorber 102 is compressed when the space between the vehicles is narrowed. When the rubber shock absorber 102 is extended and compressed in this way, the rubber shock absorber 102 moves back and forth within a support frame 104 (branch plate beam) rivet-coupled to the vehicle underframe 103. By this movement, the impact generated between the vehicles is alleviated and the riding comfort is improved.

このようなゴム緩衝器１０２の前後の移動を支えるために、支持枠１０４とゴム緩衝器１０２の枠フレーム１０５との間に、耐摩レジン製のスリ板を利用したスリ板機構１０６が設けられている（例えば特許文献１参照）。
特開平８−１５６７９２号公報（段落番号０００９，００１０及び図２，図３） In order to support such a back and forth movement of the rubber shock absorber 102, a slip plate mechanism 106 using a wear resistant resin ground plate is provided between the support frame 104 and the frame frame 105 of the rubber shock absorber 102. (For example, refer to Patent Document 1).
JP-A-8-156792 (paragraph numbers 0009 and 0010 and FIGS. 2 and 3)

そのようなスリ板を利用したスリ板機構１０６を利用したものでは、スリ板上を摩擦部材（枠フレーム１０５）が摺動することでゴム緩衝器１０２の前後の移動を許容するようになっているので、ゴム緩衝器１０２の枠フレーム１０５がスリ板上を摺動するときに異音を出す。すなわち、摩擦部材（枠フレーム１０５）がスリ板上を摺動して摩擦振動が生じ、それが車両台枠１０３に伝わり不快な異音となっている。   In the case of using the slot mechanism 106 using such a slot plate, the rubber shock absorber 102 is allowed to move back and forth by sliding the friction member (frame frame 105) on the slot plate. Therefore, an abnormal noise is generated when the frame 105 of the rubber shock absorber 102 slides on the slot plate. That is, the friction member (frame frame 105) slides on the slit plate to generate frictional vibrations, which are transmitted to the vehicle underframe 103, resulting in an unpleasant noise.

また、異音が発生している対象部位に塗油することで異音の発生を低減することも行われているが、この場合は前記塗油を一定期間経過ごとに繰り返して行わなければならず、メンテナンス上不利であり、また、その作業も面倒である。それに加えて、塗油することは耐摩レジンの品質上の問題があるし、塗油によって塵芥を招くおそれもある。   In addition, it is also practiced to reduce the occurrence of abnormal noise by applying oil to the target site where abnormal noise has occurred, but in this case, the oil application must be repeated every certain period of time. It is disadvantageous in terms of maintenance, and the work is troublesome. In addition, oiling has a problem with the quality of the abrasion-resistant resin, and there is a risk that dusting may be caused by oiling.

ところで、発明者は、鉄道車両の車両間の連結部において発生する異音の低減について別途研究を重ねた結果、そのような連結部において発生する異音の主たるものは、ゴム緩衝器（枠フレーム）の下側の摺動部（スリ板機構）において、スリ板がひっかかったり滑ったりするスティックスリップ現象に起因するものであることが確認された。つまり、スリ板機構において、ゴム緩衝器が摺動する際に生ずる異音を低減することができれば、鉄道車両の車両間の連結部において発生する異音を大幅に低減できるという事実を見い出した。   By the way, as a result of separately researching the reduction of abnormal noise generated in the connecting portion between railway vehicles, the inventor has mainly developed a rubber shock absorber (frame frame) in such a connecting portion. It was confirmed that this was caused by a stick-slip phenomenon in which the sliding plate was caught or slipped in the lower sliding portion (slip plate mechanism). That is, the present inventors have found that if the noise generated when the rubber shock absorber slides can be reduced in the slot plate mechanism, the noise generated at the connecting portion between the railway vehicles can be greatly reduced.

この事実に基づき、この部位での異音の発生を回避するためさらに研究を重ねたところ、スリ板機構を改良しても自ずと限度があり、異音発生低減について大幅な改善を期待できないことが判明した。この知見に基づき、発明者は、異音の主たる発生原因であるスリ板機構を用いることなく、ゴム緩衝器の車両前後方向の変位を許容するにはどのようにすればよいかについて検討を重ね、大きな変形を期待できるゴムの弾性変形を利用すれば、異音を生ずることなくゴム緩衝器の車両前後方向の移動を許容できるとの着想に基づき、
本発明をなすに至ったものである。 Based on this fact, further research was conducted to avoid the generation of abnormal noise at this site, but there was a limit even if the slot plate mechanism was improved, and it would not be possible to expect significant improvement in reducing abnormal noise. found. Based on this knowledge, the inventor has repeatedly studied how to allow the displacement of the rubber shock absorber in the longitudinal direction of the vehicle without using the slot plate mechanism that is the main cause of abnormal noise. Based on the idea that the rubber shock absorber can be allowed to move in the vehicle front-rear direction without causing abnormal noise if elastic deformation of rubber that can be expected to undergo large deformation is used.
The present invention has been achieved.

その場合に、橋梁の支持やビルなどの建築構造物の免震にも使用され、大きなせん断変形にも適用可能である、積層ゴム構造の免震装置が知られているが、そのような免震装置の場合には、次の(i)(ii)の点などにおいて、鉄道車両におけるゴム緩衝器の支持部とは
要求が全く異なる。 In that case, there is known a laminated rubber structure seismic isolation device that is also used for seismic isolation of building supports such as bridges and buildings, and can be applied to large shear deformations. In the case of a seismic device, the requirements for the rubber shock absorber support in a railway vehicle are completely different in the following points (i) and (ii).

(i) 数十年以上に一回程度に発生する地震時以外は、作用する垂直荷重がほとんど変化しないが、静的な建築構造物の場合と異なり、動的な鉄道車両の場合は走行するため、走行によるピッチング等にの連結器の首振り等により荷重の変動も常時発生する。   (i) The applied vertical load remains almost unchanged except during an earthquake that occurs once every several decades or more, but in the case of a dynamic railway vehicle, unlike a static building structure, it runs. For this reason, fluctuations in the load always occur due to the swinging of the coupler for pitching due to traveling and the like.

(ii) せん断変形の発生も、建築構造物は地震の発生によるものであるため回数（頻度
）が非常に少ないが、鉄道車両の場合は、連結・連結解除を始めとして、走行時の加減速や、車両間の前後動に伴い頻繁に発生する。 (ii) The occurrence of shear deformation is also very low because the building structure is caused by the occurrence of an earthquake. However, in the case of a railway vehicle, acceleration / deceleration during running, including connection / disconnection, is performed. It frequently occurs with back and forth movement between vehicles.

しかしながら、発明者は、疲労性や耐候性に優れるようにすれば、鉄道車両にも適用することができることを見い出し、そのような構造を従来のスリ板機構に代えて用いる本発明を開発するに至ったものである。   However, the inventor has found that if it is excellent in fatigue and weather resistance, it can also be applied to a railway vehicle, and develops the present invention in which such a structure is used in place of a conventional slot plate mechanism. It has come.

この発明は、前述した連結部における異音の発生を防止することができる鉄道車両用低騒音連結装置を提供することを目的とする。   It is an object of the present invention to provide a railway vehicle low noise coupling device that can prevent the occurrence of abnormal noise in the coupling portion described above.

請求項１の発明は、車両間を連結する連結器にゴム緩衝器が連結され、このゴム緩衝器が台枠に対して車両前後方向において移動可能に支持される鉄道車両用低騒音連結装置であって、前記ゴム緩衝器の枠フレームの下側に上側部材が取り付けられ、前記上側部材と間隔を存するように下側部材が前記台枠に取り付けられ、前記上側及び下側部材の間に移動許容部材が設けられ、この移動許容部材は、弾性ゴムのゴム弾性を利用して前記下側部材に対し前記上側部材が鉄道車両の前後方向において移動可能な構成とされていることを特徴とする。   The invention according to claim 1 is a low noise coupling device for railway vehicles in which a rubber shock absorber is connected to a connector for connecting vehicles, and the rubber shock absorber is supported so as to be movable in the vehicle front-rear direction with respect to a frame. An upper member is attached to the lower side of the frame frame of the rubber shock absorber, and a lower member is attached to the frame so as to be spaced from the upper member, and moves between the upper and lower members. An allowance member is provided, and the move allowance member is configured such that the upper member can move in the front-rear direction of the railway vehicle with respect to the lower member by using rubber elasticity of elastic rubber. .

このようにすれば、（耐候性及び耐疲労性に優れる）弾性ゴムのゴム弾性を利用して、上側部材が鉄道車両の前後方向において移動するようにしているので、従来のスリ板機構のように、摩擦音（異音）を生ずる摺動構造によりゴム緩衝器を支持するのではなく、弾性変形構造によりゴム緩衝器を支持することになり、連結部における異音の発生が確実に防止することができる。つまり、請求項１の発明は、ゴム緩衝器を車両前後方向の移動を許容して支持するために従来ほとんどの鉄道車両において用いられているスリ板機構を改良するのではなく、弾性ゴムのゴム弾性を利用した全く新しい機構を採用することで、前記スリ板機構に固有の課題を解決したものである。   In this way, the upper member moves in the front-rear direction of the railway vehicle by utilizing the rubber elasticity of the elastic rubber (excellent in weather resistance and fatigue resistance). In addition, the rubber shock absorber is not supported by a sliding structure that generates frictional noise (abnormal noise), but is supported by an elastic deformation structure, so that the generation of abnormal noise at the connecting portion can be reliably prevented. Can do. In other words, the invention of claim 1 does not improve the slot plate mechanism conventionally used in most railway vehicles in order to support the rubber shock absorber while allowing movement in the longitudinal direction of the vehicle. By adopting a completely new mechanism using elasticity, the problems inherent in the slot plate mechanism are solved.

請求項２に記載のように、前記移動許容部材としては、金属板と弾性ゴムシート層とが交互に積み重ねられてなる積層ゴムを用いることができる。   As described in claim 2, as the movement allowing member, a laminated rubber in which metal plates and elastic rubber sheet layers are alternately stacked can be used.

このようにすれば、積層ゴム（金属板と弾性ゴムシート層とが交互に積み重ねる）という簡単な構造であり、積層ゴムの高さ（厚さ）の調整が容易で、設計の自由度が高く、既存の車両に対し、ゴム緩衝器を支持するスリ板機構を積層ゴムに変更することも比較的容易である。つまり、新規の車両だけでなく、既存の車両に対しても適用することができる。   In this way, it is a simple structure of laminated rubber (metal plates and elastic rubber sheet layers are stacked alternately), the adjustment (height) of the laminated rubber is easy, and the degree of design freedom is high. It is relatively easy to change the slot plate mechanism that supports the rubber shock absorber to the laminated rubber for the existing vehicle. That is, the present invention can be applied not only to new vehicles but also to existing vehicles.

請求項３に記載されるように、前記積層ゴムは、鉛直荷重（圧縮荷重）の変動に対する
撓みの変化を少なくし、前記ゴム緩衝器の車両前後方向における通常の範囲内での移動に伴うせん断方向の繰り返し変形を許容する構成とすることができる。 According to a third aspect of the present invention, the laminated rubber reduces a change in deflection with respect to a fluctuation in a vertical load (compressive load), and shears accompanying movement of the rubber shock absorber in a normal range in the vehicle front-rear direction. It can be set as the structure which accepts the repeated deformation | transformation of a direction.

このようにすれば、従来のスリ板機構を用いた場合とほとんど同様に、積層ゴムによって、ゴム緩衝器の車両前後方向の移動が許容されるとともに、ゴム緩衝器と支持枠の間に摺動がなくなる。よって、従来のスリ板機構と同様の機能を確保して、異音の発生が回避される。   In this way, the rubber cushion allows the rubber shock absorber to move in the vehicle front-rear direction and slides between the rubber shock absorber and the support frame in much the same way as when using a conventional slit plate mechanism. Disappears. Therefore, the function similar to that of the conventional slot plate mechanism is secured, and the generation of abnormal noise is avoided.

この発明は、以上に説明したように、耐候性及び耐疲労性に優れる弾性ゴムのゴム弾性を利用して、上側部材（ゴム緩衝器）が鉄道車両の前後方向において移動するようにしているので、従来のスリ板機構のように、摩擦音（異音）を生ずる摺動構造によりゴム緩衝器を支持するのではなく、弾性変形構造によりゴム緩衝器を支持することになり、連結部における異音の発生が確実に防止することができる。   As described above, the present invention utilizes the rubber elasticity of an elastic rubber excellent in weather resistance and fatigue resistance, so that the upper member (rubber shock absorber) moves in the longitudinal direction of the railway vehicle. Instead of supporting the rubber shock absorber with a sliding structure that generates frictional noise (abnormal noise) as in the conventional slot plate mechanism, the rubber shock absorber is supported with an elastic deformation structure. Can be reliably prevented.

特に、移動許容部材を、金属板と弾性ゴムシート層とが交互に積み重ねられてなる積層ゴムとすれば、簡単な構造で、積層ゴムの高さ（厚さ）の調整が容易で、新規の車両だけでなく、既存の車両においても、ゴム緩衝器を支持するスリ板機構を積層ゴムに変更することを容易に行うことができる。   In particular, if the movement-permitting member is a laminated rubber in which metal plates and elastic rubber sheet layers are alternately stacked, the height (thickness) of the laminated rubber can be easily adjusted with a simple structure. Not only in vehicles but also in existing vehicles, it is possible to easily change the slot plate mechanism that supports the rubber shock absorber to laminated rubber.

以下、この発明の実施の形態を図面に沿って説明する。   Embodiments of the present invention will be described below with reference to the drawings.

図１は本発明に係る鉄道車両用低騒音連結装置の斜視図、図２は同側面図、図３は同平面図である。図４は本発明に係る移動許容部材の正面図、図５は同平面図、図６は同側面図である。   FIG. 1 is a perspective view of a railway vehicle low noise coupling device according to the present invention, FIG. 2 is a side view thereof, and FIG. 3 is a plan view thereof. 4 is a front view of the movement allowing member according to the present invention, FIG. 5 is a plan view thereof, and FIG. 6 is a side view thereof.

本発明に係る鉄道車両用低騒音連結装置１は、車両間を連結する連結器２にゴム緩衝器３が連結され、このゴム緩衝器３が鉄道車両の台枠４に対して車両前後方向において移動可能に支持されている。   In the low-noise coupling device 1 for a railway vehicle according to the present invention, a rubber shock absorber 3 is connected to a connector 2 that connects the vehicles, and the rubber shock absorber 3 is in the vehicle front-rear direction with respect to the railcar frame 4. It is supported movably.

ゴム緩衝器３と、両端部が台枠４に連結される支持枠５（下側部材）との間に、支持枠５に対するゴム緩衝器３の車両前後方向の移動を可能にする積層ゴム６が設けられている。この積層ゴムは、耐候性及び耐疲労性に優れる弾性ゴムのゴム弾性を利用してゴム緩衝器３（後述の上側プレート２１）が鉄道車両の前後方向において移動することを許容する移動許容部材として機能する。   Laminated rubber 6 that enables the rubber shock absorber 3 to move in the vehicle front-rear direction relative to the support frame 5 between the rubber shock absorber 3 and a support frame 5 (lower member) whose both ends are connected to the frame 4. Is provided. This laminated rubber is a movement allowing member that allows the rubber shock absorber 3 (upper plate 21 described later) to move in the front-rear direction of the railway vehicle by utilizing the rubber elasticity of an elastic rubber having excellent weather resistance and fatigue resistance. Function.

ゴム緩衝器３は、仕切壁部１１ａを有する枠フレーム１１と、この枠フレーム１１の仕切壁部１１ａの前後に緩衝ゴム１２，１３（板状のゴムシート１２Ａ，１３Ａと金属板１２Ｂ，１３Ｂとを交互に重ねたもの）がそれぞれ配設されている。緩衝ゴム１２，１３の前後に前側のサポート部材１４（伴板）及び後側のサポート部材１５（ゴムパットザ）が配設され、これらが１対の連結ロッド部材１６にて連結されて連結面側の緩衝ゴム１２及び車体中央側の緩衝ゴム１３を予圧縮して一体化されている。枠フレーム１１の前端部には、車体上下方向の縦ピン１７を介して枠接ぎ手１８が回転可能に連結されている。なお、緩衝ゴム１２Ａ，１３Ａには、耐候性及び耐疲労性を考慮して天然ゴムが用いられる。また、金属板１２Ｂ，１３Ｂとしては、ステンレス鋼板が用いられる。   The rubber shock absorber 3 includes a frame frame 11 having a partition wall portion 11a, and buffer rubbers 12 and 13 (plate-like rubber sheets 12A and 13A and metal plates 12B and 13B on the front and rear sides of the partition wall portion 11a of the frame frame 11. Are alternately arranged). A front support member 14 (a companion plate) and a rear support member 15 (rubber padza) are disposed before and after the cushion rubbers 12 and 13, and these are connected by a pair of connecting rod members 16 to be connected to the connecting surface side. The buffer rubber 12 and the buffer rubber 13 on the vehicle body center side are precompressed and integrated. A frame joint 18 is rotatably connected to the front end portion of the frame frame 11 via a vertical pin 17 in the vertical direction of the vehicle body. Note that natural rubber is used for the buffer rubbers 12A and 13A in consideration of weather resistance and fatigue resistance. Further, stainless steel plates are used as the metal plates 12B and 13B.

そのようなゴム緩衝器３の枠接ぎ手１８の前端部が、連結器２の後端部に、車体左右方向の連結ピン１９にて連結される。よって、連結時に、例えば、連結器２（枠接ぎ手１８）が後退すると、その後退ストロークをゴム緩衝器３の緩衝ゴム１２Ａの圧縮の開放及び
緩衝ゴム１３Ａの圧縮により弾性的に吸収するようにしている。 The front end portion of the frame joint 18 of such a rubber shock absorber 3 is connected to the rear end portion of the connector 2 by a connecting pin 19 in the left-right direction of the vehicle body. Therefore, at the time of connection, for example, when the connector 2 (frame joint 18) is retracted, the retracting stroke is elastically absorbed by releasing the compression of the shock absorbing rubber 12A of the rubber shock absorber 3 and compressing the shock absorbing rubber 13A. ing.

そのようなゴム緩衝器３は、内蔵される緩衝ゴム１２Ａ，１３Ａの車体前後方向の圧縮によって、衝撃エネルギーを吸収する構成とされ、車体前後方向において支持枠５に対して移動する。   Such a rubber shock absorber 3 is configured to absorb impact energy by the compression of the built-in shock absorbers 12A and 13A in the longitudinal direction of the vehicle body, and moves relative to the support frame 5 in the longitudinal direction of the vehicle body.

積層ゴム６は、図４〜図６に詳細を示すように、上側プレート２１（上側部材）と、それの下側に位置する支持枠５と間に設けられる。上側プレート２１は、ゴム緩衝器３の枠フレーム１１の下側にボルトにて取付固定される。また、支持枠５は、車両左右方向に延び、両端部が台枠４に取付固定され、積層ゴム６を介してゴム緩衝器３を下側から支持するようになっている。積層ゴム６は、矩形状の金属板６Ａと弾性ゴムシート層６Ｂとが必要層数だけ交互に積み重ねられ加硫接着により一体化されている。なお、積層ゴム６は、鉛直荷重１５トンに対し３ｍｍ程度撓み、車両前後方向において±４０ｍｍ程度のせん断変形が可能であるように構成されている。   As shown in detail in FIGS. 4 to 6, the laminated rubber 6 is provided between the upper plate 21 (upper member) and the support frame 5 positioned below the upper plate 21. The upper plate 21 is attached and fixed to the lower side of the frame 11 of the rubber shock absorber 3 with bolts. The support frame 5 extends in the left-right direction of the vehicle, and both end portions are attached and fixed to the base frame 4 so as to support the rubber shock absorber 3 from below through the laminated rubber 6. In the laminated rubber 6, rectangular metal plates 6 </ b> A and elastic rubber sheet layers 6 </ b> B are alternately stacked by the required number of layers and integrated by vulcanization adhesion. The laminated rubber 6 is configured to bend about 3 mm with respect to a vertical load of 15 tons and to be capable of shear deformation of about ± 40 mm in the vehicle longitudinal direction.

本例では、移動許容部材である積層ゴム６は、上下端が弾性ゴムシート層６Ｂになるように、４つの弾性ゴムシート層６Ｂと、３つの金属板６Ａとが交互に積み重ねられてなり、上下端の弾性ゴムシート層６Ａが上側プレート２１及び支持枠５に加硫接着されている。これにより、上側プレート２１、積層ゴム６及び支持枠５が一体になっている。   In this example, the laminated rubber 6 that is a movement-permitting member is formed by alternately stacking four elastic rubber sheet layers 6B and three metal plates 6A so that the upper and lower ends are elastic rubber sheet layers 6B. The upper and lower elastic rubber sheet layers 6 </ b> A are vulcanized and bonded to the upper plate 21 and the support frame 5. Thereby, the upper plate 21, the laminated rubber 6, and the support frame 5 are integrated.

また、金属板６Ｂは、縦方向及び横方向共に弾性ゴムシート層６Ａよりも長さが長く形成されている。よって、弾性ゴムシート層６Ａより金属板６Ｂが外方に突出していることになる。そして、その突出部分には、防錆のために塗装が施されている。   Further, the metal plate 6B is formed to be longer than the elastic rubber sheet layer 6A in both the vertical direction and the horizontal direction. Therefore, the metal plate 6B protrudes outward from the elastic rubber sheet layer 6A. The projecting portion is painted for rust prevention.

このような構成での実施例では、鉛直荷重１５トンに対し３ｍｍ程度しか撓まないので、従来のスリ板機構に比べてゴム緩衝器３が下方に偏位するということがなく、車両前後方向において±４０ｍｍ程度のせん断変形が可能であるので、従来のスリ板機構と同程度に車両前後方向においてゴム緩衝器３の移動を許容することができる。   In the embodiment with such a configuration, only about 3 mm is bent with respect to a vertical load of 15 tons, so that the rubber shock absorber 3 does not deviate downward as compared with the conventional slot plate mechanism, and the vehicle longitudinal direction. Therefore, the rubber shock absorber 3 can be allowed to move in the vehicle front-rear direction as much as the conventional slit plate mechanism.

本発明は、上記実施の形態のほか、次のように構成することも可能である。   In addition to the above embodiment, the present invention can be configured as follows.

(i)移動許容部材としては、４つの弾性ゴムシート層と、３つの金属板とが交互に積み
重ねられてなる積層ゴムを用いているが、弾性ゴムシート層や金属板の数は特に制限されず、目的などに応じて適宜変更可能である。 (i) As the movement allowing member, laminated rubber is used in which four elastic rubber sheet layers and three metal plates are alternately stacked, but the number of elastic rubber sheet layers and metal plates is particularly limited. However, it can be appropriately changed according to the purpose.

また、移動許容部材としては、積層ゴムに限定されるものではなく、耐候性及び耐疲労性に優れる弾性ゴムのゴム弾性を利用して上側部材（ゴム緩衝器）が鉄道車両の前後方向において移動可能な構成とされたものであれば用いることができる。   In addition, the movement-permitting member is not limited to laminated rubber, and the upper member (rubber shock absorber) moves in the longitudinal direction of the railway vehicle using the rubber elasticity of an elastic rubber having excellent weather resistance and fatigue resistance. Any possible configuration can be used.

(ii)積層ゴム６は、ゴム緩衝器３が傾くのを防止するために、車両前後方向において間隔を開けて少なくとも２つ設ければよいが、その数は特に制限されず、３つあるいはそれ以上であってもよい。   (ii) At least two laminated rubbers 6 may be provided at intervals in the vehicle front-rear direction in order to prevent the rubber shock absorber 3 from tilting. It may be the above.

(iii)積層ゴム６の最も下側の弾性ゴムシート層６Ａを、両端部が台枠４に取り付けら
れる支持枠５に直接に加硫接着するようにしているが、支持枠とは別の下側プレート（下側部材）に積層ゴムを加硫接着し、その下側プレートを支持枠にボルトで締結固定する構成とすることで、支持枠を介して台枠に取り付ける構成とすることも可能である。 (iii) The lowermost elastic rubber sheet layer 6A of the laminated rubber 6 is directly vulcanized and bonded to the support frame 5 attached to the frame 4 at both ends. It is also possible to adopt a configuration in which laminated rubber is vulcanized and bonded to the side plate (lower member) and the lower plate is fastened and fixed to the support frame with bolts, so that it can be attached to the base frame via the support frame. It is.

(iv)支持枠の形状は、車両左右方向全体に亘って水平である必要はなく、例えば図７に示すように、中央部分よりも左右端の部分が上方に位置するように屈曲した形状の支持枠
５’とすることも可能である。このようにすれば、積層ゴムの弾性ゴムシート層や金属板の厚さ、それらの数の選択の範囲が広がるという利点がある。よって、既設の連結器を支える支持枠にすり板方式を採用している従来の車両について、支持枠を交換すること及び緩衝器の下面にあたる取り付け部分に小規模な改造を行うだけで、すり板方式の代わりに、本発明の移動許容部材（積層ゴム６）を採用した支持枠を取り付けることが可能となる。 (iv) The shape of the support frame does not need to be horizontal over the entire vehicle left-right direction. For example, as shown in FIG. 7, the shape of the support frame is bent so that the left and right end portions are located above the center portion. It is also possible to use the support frame 5 ′. In this way, there is an advantage that the range of selection of the elastic rubber sheet layer of the laminated rubber, the thickness of the metal plate, and the number thereof is expanded. Therefore, for conventional vehicles that use a sliding plate system for the supporting frame that supports the existing coupler, the sliding plate can be replaced simply by exchanging the supporting frame and making a small modification to the mounting portion corresponding to the lower surface of the shock absorber. Instead of the method, it is possible to attach a support frame that employs the movement allowing member (laminated rubber 6) of the present invention.

本発明に係る鉄道車両用低騒音連結装置の斜視図である。It is a perspective view of the low noise coupling device for railway vehicles concerning the present invention. 同側面図である。It is the same side view. 同平面図である。It is the same top view. 本発明に係る移動許容部材の正面図である。It is a front view of the movement permission member concerning the present invention. 同平面図である。It is the same top view. 同側面図である。It is the same side view. 変形例についての説明図である。It is explanatory drawing about a modification. 従来構造についての図２と同様の図である。It is a figure similar to FIG. 2 about a conventional structure.

符号の説明Explanation of symbols

１ 鉄道車両用低騒音連結装置
２ 連結器
３ ゴム緩衝器
４ 台枠
５，５’ 支持枠
６ 積層ゴム
６Ａ 弾性ゴムシート層
６Ｂ 金属板
１１ ゴム緩衝器の枠フレーム
１２ 連結面側の緩衝ゴム
１３ 車体中心側の緩衝ゴム
２１ 上側プレート DESCRIPTION OF SYMBOLS 1 Low noise coupling device for rail vehicles 2 Connector 3 Rubber shock absorber 4 Base frame 5, 5 'Support frame 6 Laminated rubber 6A Elastic rubber sheet layer 6B Metal plate 11 Frame frame of rubber shock absorber 12 Buffer rubber 13 on the coupling surface side Shock absorber on the center of the car body 21 Upper plate

Claims (3)

車両間を連結する連結器にゴム緩衝器が連結され、このゴム緩衝器が台枠に対して車両前後方向において移動可能に支持される鉄道車両用低騒音連結装置であって、
前記ゴム緩衝器の枠フレームの下側に上側部材が取り付けられ、前記上側部材と間隔を存するように下側部材が前記台枠に取り付けられ、前記上側及び下側部材の間に移動許容部材が設けられ、
この移動許容部材は、弾性ゴムのゴム弾性を利用して前記下側部材に対し前記上側部材が鉄道車両の前後方向において移動可能な構成とされていることを特徴とする鉄道車両用低騒音連結装置。 A rubber shock absorber is connected to a connector for connecting between vehicles, and the rubber shock absorber is supported so as to be movable in the vehicle front-rear direction with respect to the underframe.
An upper member is attached to the lower side of the frame frame of the rubber shock absorber, a lower member is attached to the frame so as to be spaced from the upper member, and a movement allowing member is provided between the upper and lower members. Provided,
The movement-permitting member is configured such that the upper member is movable in the front-rear direction of the railway vehicle with respect to the lower member by using rubber elasticity of an elastic rubber. apparatus. 前記移動許容部材は、金属板と弾性ゴムシート層とが交互に積み重ねられてなる積層ゴムである請求項１記載の鉄道車両用低騒音連結装置。   The low-noise coupling device for a railway vehicle according to claim 1, wherein the movement allowing member is a laminated rubber in which metal plates and elastic rubber sheet layers are alternately stacked. 前記積層ゴムは、鉛直荷重の変動に対する撓みの変化を少なくし、前記ゴム緩衝器の車両前後方向における通常の範囲内での移動に伴うせん断方向の繰り返し変形を許容する構成とされている請求項２記載の鉄道車両用低騒音連結装置。   The laminated rubber is configured to reduce a change in bending with respect to a change in vertical load and to allow repeated deformation in a shearing direction accompanying movement of the rubber shock absorber in a normal range in a vehicle longitudinal direction. 2. A low noise coupling device for railway vehicles according to 2.
JP2004037675A 2004-02-16 2004-02-16 Low noise coupling equipment for railway vehicles Expired - Fee Related JP4315828B2 (en)

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008001186A (en) * 2006-06-21 2008-01-10 Kawasaki Heavy Ind Ltd Mounting structure of connecting buffer device
JP2011178277A (en) * 2010-03-01 2011-09-15 Japan Steel Works Ltd:The Shock absorber for railroad vehicle
KR101151801B1 (en) 2010-07-07 2012-06-01 동 철 박 Shock absorber component for railway car truck
KR101244212B1 (en) 2011-03-14 2013-03-25 부산교통공사 coupling work platform for the train

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2008001186A (en) * 2006-06-21 2008-01-10 Kawasaki Heavy Ind Ltd Mounting structure of connecting buffer device
JP2011178277A (en) * 2010-03-01 2011-09-15 Japan Steel Works Ltd:The Shock absorber for railroad vehicle
KR101151801B1 (en) 2010-07-07 2012-06-01 동 철 박 Shock absorber component for railway car truck
KR101244212B1 (en) 2011-03-14 2013-03-25 부산교통공사 coupling work platform for the train

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