JP5427920B2 - Axle spring for vehicle - Google Patents

Axle spring for vehicle Download PDF

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JP5427920B2
JP5427920B2 JP2012127070A JP2012127070A JP5427920B2 JP 5427920 B2 JP5427920 B2 JP 5427920B2 JP 2012127070 A JP2012127070 A JP 2012127070A JP 2012127070 A JP2012127070 A JP 2012127070A JP 5427920 B2 JP5427920 B2 JP 5427920B2
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main shaft
outer cylinder
shaft
elastic
orifice
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JP2012207792A (en
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博 林
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Toyo Tire Corp
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Toyo Tire and Rubber Co Ltd
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Description

本発明は、鉄道車両、トラック、産業用車両等に用いられる軸ばね装置に係り、詳しくは、主軸とこれと互いに同一又はほぼ同一の軸心を有する外筒との間に、複数の弾性層と硬質隔壁とを前記軸心と同心又はほぼ同心状態で径内外方向で交互に積層する積層ゴム構造の弾性部が介装されて成る車両用軸ばねに関するものである。   The present invention relates to a shaft spring device used for railway vehicles, trucks, industrial vehicles, and the like, and more specifically, a plurality of elastic layers between a main shaft and an outer cylinder having the same or substantially the same axis. The present invention relates to a vehicular shaft spring in which an elastic portion of a laminated rubber structure is provided in which a hard rubber partition and a hard partition wall are alternately laminated concentrically or substantially concentrically with each other in the radial inner and outer directions.

この種の軸ばねを用いた車両としては、特許文献１において開示された鉄道車両用のものが知られている。即ち、特許文献１の図２に示されるように、車軸を支える車軸箱２７を台車枠２８に懸架支持させる手段であって、上下向きの姿勢で車軸箱の前後に一つずつ配される状態で台車に組み込まれている。   As a vehicle using this type of shaft spring, a rail vehicle disclosed in Patent Document 1 is known. That is, as shown in FIG. 2 of Patent Document 1, it is a means for suspending and supporting the axle box 27 that supports the axle on the bogie frame 28, and is arranged one by one in front and rear of the axle box in a vertically oriented posture. It is built into the trolley.

この軸ばねでは、弾性部のゴムがクッションバネになっているとともに、そのゴムの持つ粘性により、若干ではあるがダンパ（減衰）機能も持ち合わせている。言い換えると鉄道用台車においては、高い減衰性能を必要としない場合等に軸ばねを用いた懸架構造が採られている。鉄道台車に用いられる軸ばねは、弾性部等の断面ハ字状を呈するもの、即ち、円錐積層ゴム構造を有する軸ばねである。   In this shaft spring, the rubber of the elastic portion is a cushion spring, and also has a damper (attenuation) function, albeit slightly, due to the viscosity of the rubber. In other words, railway carts employ a suspension structure using a shaft spring when high damping performance is not required. The shaft spring used in the railway carriage is a shaft spring having a cross-sectional shape such as an elastic portion, that is, a conical laminated rubber structure.

軸ばねを用いる構造の台車において、高い減衰性能を持たせたい場合には、まず弾性部の弾性層を構成するゴムを減衰性の高い材料のもの、所謂「高減衰ゴム」を用いることが考えられる。しかしながら、ゴムの減衰性を高くすると要求されるクリープ性能を満たすことができなくなり、クリープ性能を満たすようにすると減衰性は悪くなってしまうという具合に、減衰性能とクリープ性能とは相反する特性であるため、実現が困難である。   If you want to have a high damping performance in a truck with a structure using a shaft spring, first consider using a so-called “high damping rubber” for the rubber that constitutes the elastic layer of the elastic part. It is done. However, if the damping property of the rubber is increased, the required creep performance can no longer be satisfied, and if the creep performance is satisfied, the damping performance deteriorates. This is difficult to implement.

そこで、主軸を中空の筒軸状のもの（特許文献１の図３や図４を参照）に形成し、その中空部のスペースを利用してダンパ機構を設ける手段が考えられる。例えば、中空部をシリンダに形成して作動油等の減衰用流体を入れるとともに、そのシリンダ内において軸心方向に摺動移動するオリフィス付ピストンを外筒側に支持させる、といった構成のダンパ機構が考えられる。しかしながら、この手段では、構造の複雑化、部品点数の増加、重量増、コストアップが余儀なくされてしまう。   In view of this, there can be considered a means in which the main shaft is formed in a hollow cylindrical shape (see FIGS. 3 and 4 of Patent Document 1), and a damper mechanism is provided using the space of the hollow portion. For example, a damper mechanism having a configuration in which a hollow portion is formed in a cylinder and a damping fluid such as hydraulic oil is placed therein, and a piston with an orifice that slides in the axial direction in the cylinder is supported on the outer cylinder side. Conceivable. However, this means complicates the structure, increases the number of parts, increases the weight, and increases the cost.

また、特許文献２（図１等を参照）や、特許文献３（図１，図３を参照）に示されるように、別体のダンパ装置を軸ばねと併設させる手段も考えられる。この手段では、軸ばねのとしての「構造の複雑化」は回避されるが、まとまった配置スペースが別途必要になるとともに、重量増やコストアップの問題は依然として残る。従って、高い減衰性能を持つ車両用軸ばねの実現には、更なる改善の余地が残されているものであった。
特開２００２−２９５５８４号公報 特開２００１−０６３５６７号公報 特開２００６−２８１９６９号公報 In addition, as disclosed in Patent Document 2 (see FIG. 1 and the like) and Patent Document 3 (see FIGS. 1 and 3), means for attaching a separate damper device to the shaft spring is also conceivable. This means avoids the “complexity of the structure” as a shaft spring, but requires a separate arrangement space, and the problems of weight increase and cost increase still remain. Accordingly, there remains room for further improvement in the realization of the vehicle shaft spring having high damping performance.
JP 2002-295584 A JP 2001-063567 A JP 2006-281969 A

本発明の目的は、更なる構造工夫により、部品点数の増加やコストアップが極力少なくなるようにしながら、専用の配置スペースが不要で簡易なダンパ付の車両用軸ばねを実現して提供する点にある。   An object of the present invention is to realize and provide a vehicle-use shaft spring with a simple damper that does not require a dedicated arrangement space while further reducing the increase in the number of parts and the cost increase by further structural improvements. It is in.

請求項１に係る発明は、主軸１とこれと互いに同一又はほぼ同一の軸心Ｐを有する外筒２との間に、複数の弾性層４と硬質隔壁５とを前記軸心Ｐと同心又はほぼ同心状態で径内外方向で交互に積層する積層ゴム構造の弾性部３が介装されて成る車両用軸ばねにおいて、
断面がハ字状の前記外筒２は、前記軸心Ｐに沿う方向においては前記主軸１に対してその小径側に寄せて配置され、
前記弾性部３が前記軸心Ｐに沿う方向においては前記主軸１に対してその小径側に寄せて配置され、かつ、前記外筒２が前記軸心Ｐに沿う方向においては前記弾性部３に対してその小径側に寄せて配置されて、前記軸心Ｐに沿う方向での断面視形状がハ字状に形成される円錐積層ゴム構造の軸ばね部ａを有し、
前記主軸１は、中空部１ｅを有して前記軸心Ｐ方向に貫通する筒状部材に形成されるとともに、前記中空部１ｅに蓋をして閉塞させる栓１０が前記主軸１のダンパ室側端に装備され、
前記主軸１と前記外筒２との前記軸心Ｐ方向での相対移動による膨縮が可能なダンパ室９と、このダンパ室９に連通されるオリフィス１２と、を有して成るダンパ機構ｂが装備され、
前記ダンパ室９が、前記外筒２の軸心方向における一端を閉塞する閉塞部６と、前記主軸１と、前記栓１０と、前記弾性部３とで囲まれる空間部７で構成され、
前記栓１０に前記中空部１ｅと前記ダンパ室９とを連通させる前記オリフィス１２が形成されている車両用軸ばね。 In the invention according to claim 1, a plurality of elastic layers 4 and hard partition walls 5 are concentric with the shaft center P or between the main shaft 1 and the outer cylinder 2 having the same or substantially the same shaft center P. In the vehicular shaft spring in which the elastic part 3 of the laminated rubber structure is alternately laminated in the radially inner and outer directions in a substantially concentric state,
The outer cylinder 2 having a C-shaped cross section is arranged close to the small diameter side of the main shaft 1 in the direction along the axis P,
The elastic portion 3 is arranged close to the main shaft 1 on the small diameter side in the direction along the axis P, and the elastic portion 3 is arranged on the elastic portion 3 in the direction along the axis P. On the other hand, it is arranged close to the small diameter side, and has a shaft spring portion a having a conical laminated rubber structure in which a cross-sectional shape in the direction along the axis P is formed in a C shape,
The main shaft 1 is formed as a cylindrical member having a hollow portion 1e and penetrating in the direction of the axis P, and a stopper 10 that covers and closes the hollow portion 1e is provided on the damper chamber side of the main shaft 1 Equipped on the edge,
A damper mechanism b having a damper chamber 9 capable of expansion and contraction by relative movement between the main shaft 1 and the outer cylinder 2 in the axis P direction, and an orifice 12 communicating with the damper chamber 9. Is equipped with
The damper chamber 9 is configured by a space portion 7 surrounded by a closing portion 6 that closes one end in the axial direction of the outer cylinder 2, the main shaft 1, the plug 10, and the elastic portion 3,
A vehicle shaft spring in which the orifice 12 for communicating the hollow portion 1e and the damper chamber 9 with the stopper 10 is formed .

請求項１の発明によれば、主軸と外筒との相対上下動に伴うダンパ室の膨縮により、ダンパ室とその外部とを連通するオリフィスを流体が通過し、それによって減衰力（減衰性能）を得ることができる。ダンパ室は、元々備わっている構成要素である主軸と外筒との軸心方向の相対移動を利用したものであるから、ダンパ室を膨縮させるための特別な構造が不要である。その結果、更なる構造工夫により、部品点数の増加やコストアップが極力少なくなるようにしながら、専用の配置スペースが不要で簡易なダンパ付の車両用軸ばねを実現して提供することができる。この場合、ダンパ室は、請求項１のように、外筒の軸心方向における一端を閉塞する閉塞部と、主軸と、弾性部とで囲まれる空間部で構成する手段を採ることが可能である。   According to the first aspect of the present invention, due to the expansion and contraction of the damper chamber accompanying the relative vertical movement of the main shaft and the outer cylinder, the fluid passes through the orifice communicating with the damper chamber and the outside thereof, thereby reducing the damping force (damping performance). ) Can be obtained. Since the damper chamber uses the relative movement in the axial direction between the main shaft and the outer cylinder, which are constituent elements provided originally, a special structure for expanding and contracting the damper chamber is not necessary. As a result, by further structural improvements, an increase in the number of parts and an increase in cost can be minimized, and a simple axle shaft spring with a damper that does not require a dedicated arrangement space can be realized and provided. In this case, as in the first aspect, the damper chamber can employ a means configured by a space portion surrounded by a closing portion that closes one end in the axial direction of the outer cylinder, the main shaft, and the elastic portion. is there.

請求項１の発明によれば、外部連通する中空部を有する主軸、即ち、現行品の主軸を設計変更無くそのまま用いることができる利点があるとともに、そのために主軸上端に装備される栓、即ち新設部品である栓にオリフィスも形成してあるから、多機能化が図られた栓とする合理構成が可能となる利点もある。 According to the first aspect of the present invention, there is an advantage that the main shaft having a hollow portion communicating with the outside, that is, the main shaft of the current product can be used as it is without changing the design, and for that purpose, a plug provided at the upper end of the main shaft, that is, a new installation Since an orifice is also formed in the plug that is a part, there is also an advantage that a rational configuration of a multi-function plug can be realized.

実施例１による車両用軸ばねの構造を示す断面図Sectional drawing which shows the structure of the axial spring for vehicles by Example 1. FIG. 参考実施例１による車両用軸ばねの構造を示す断面図Sectional drawing which shows the structure of the axial spring for vehicles by the reference Example 1. 参考実施例２による車両用軸ばねの構造を示す断面図Sectional drawing which shows the structure of the axial spring for vehicles by the reference Example 2. 図１における弾性部の第１別構造を示す要部の断面図Sectional drawing of the principal part which shows the 1st another structure of the elastic part in FIG. 図１における弾性部の第２別構造を示す要部の断面図Sectional drawing of the principal part which shows the 2nd another structure of the elastic part in FIG. 図３における弾性膜の別構造を示す要部の断面図Sectional drawing of the principal part which shows another structure of the elastic membrane in FIG.

以下に、本発明による車両用軸ばねの実施の形態を、鉄道車両の台車における懸架用として用いられる場合について図面を参照しながら説明する。図１は実施例１の車両用軸ばねを示す断面図、図２，３はそれぞれ参考実施例１，２の車両用軸ばねを示す断面図、図４，５は図１の車両用軸ばねの別構造を示す要部の断面図、図６は図３の車両用軸ばねの別構造を示す要部の断面図である。   Hereinafter, an embodiment of a shaft spring for a vehicle according to the present invention will be described with reference to the drawings when used for suspension in a bogie of a railway vehicle. FIG. 1 is a cross-sectional view illustrating a vehicle shaft spring according to a first embodiment, FIGS. 2 and 3 are cross-sectional views illustrating vehicle shaft springs according to Reference Embodiments 1 and 2, and FIGS. 4 and 5 are vehicle shaft springs according to FIG. FIG. 6 is a cross-sectional view of the main part showing another structure of the vehicle shaft spring of FIG. 3.

〔実施例１〕
実施例１による車両用軸ばねＡは鉄道台車に使用されるものであって、図１に示すように、主軸１とこれと互いに同一（又はほぼ同一でも良い）の縦軸心Ｐを有する外筒２との間に、三層（複数の一例）の弾性層４と二層（複数の一例）の硬質隔壁５とを縦軸心Ｐと同心状態（又はほぼ同心状態でも良い）で径内外方向で交互に積層する積層ゴム構造の弾性部３が介装されて成る軸ばね部ａと、この軸ばね部ａの上部に一体的に形成されるダンパ機構ｂとで構成されている。 [Example 1]
The shaft spring A for a vehicle according to the first embodiment is used for a railway bogie, and as shown in FIG. 1, an outer shaft having a main shaft 1 and a longitudinal axis P that is the same (or substantially the same) as the main shaft 1. Between the cylinder 2, the elastic layer 4 having three layers (a plurality of examples) and the hard partition wall 5 having two layers (a plurality of examples) are concentrically (or almost concentrically) with the longitudinal axis P and are radially inward / outward. The shaft spring portion a is formed by interposing the elastic portions 3 of a laminated rubber structure that are alternately laminated in the direction, and a damper mechanism b formed integrally with the upper portion of the shaft spring portion a.

主軸１は、金属製のものであって、上窄まり状の円錐外周面１ａ、ストッパフランジ１ｂ、下端開口１ｃ、ネジ部１ｄ（車軸の車箱に固定するために主軸１の下端部に形成されるネジ部）、中空部１ｅを有する筒状部材に形成されている。外筒２は、下拡がり状の円錐内周面２ａ、上端内側の嵌合内周面２ｂを有する断面がハ字状の円錐筒に形成されている。外筒２は、主軸１に対してその上側（円錐外周面１ａ側）よりも上方に寄せて（軸心Ｐに沿う方向においては主軸１に対してその小径側に寄せて）配置されている。   The main shaft 1 is made of metal and is formed at the lower end portion of the main shaft 1 so as to be fixed to the casing of the axle. Threaded portion) and a cylindrical member having a hollow portion 1e. The outer cylinder 2 is formed in a conical cylinder having a C-shaped cross section having a conical inner peripheral surface 2a having a downwardly expanding shape and a fitting inner peripheral surface 2b inside the upper end. The outer cylinder 2 is arranged closer to the upper side than the upper side (conical outer peripheral surface 1a side) with respect to the main shaft 1 (closer to the smaller diameter side with respect to the main shaft 1 in the direction along the axis P). .

弾性部３は、縦軸心Ｐを中心とする内外三層のゴム層（弾性層の一例）４Ａ，４Ｂ，４Ｃと、同様に内外二層の硬質隔壁５Ａ，５Ｂとから成り、円錐外周面１ａと円錐内周面２ａとの間に介装される状態で主軸１と外筒２とに亘って装備されている。各硬質隔壁５は鋼板等の金属板や強化プラスチック等から形成される。各ゴム層４及び各硬質隔壁５は、いずれも縦軸心Ｐに沿う方向での断面視形状がハ字状を呈するテーパ円筒状のものに形成されている。   The elastic portion 3 is composed of inner and outer three rubber layers (an example of an elastic layer) 4A, 4B and 4C centered on the longitudinal axis P, and inner and outer hard partition walls 5A and 5B. It is equipped over the main shaft 1 and the outer cylinder 2 in a state of being interposed between 1a and the conical inner peripheral surface 2a. Each hard partition 5 is formed from a metal plate such as a steel plate, reinforced plastic, or the like. Each rubber layer 4 and each hard partition wall 5 are each formed in a tapered cylindrical shape in which the cross-sectional view shape in the direction along the longitudinal axis P is a C shape.

つまり、軸ばね部ａは、主軸１の外周面１ａ、弾性部３、及び外筒内周面２ａそれぞれの縦軸心Ｐに沿う方向での断面視形状が互いに同じ向きに揃えられたハ字状に形成され、かつ、弾性部３が縦軸心Ｐに沿う方向においては主軸１に対してその小径側に寄せて配置され、かつ、外筒２が縦軸心Ｐに沿う方向においては弾性部３に対してその小径側に寄せて配置される円錐積層ゴム構造に構成されている。   In other words, the shaft spring portion a has a letter C in which the cross-sectional shapes in the direction along the longitudinal axis P of each of the outer peripheral surface 1a, the elastic portion 3, and the outer cylinder inner peripheral surface 2a of the main shaft 1 are aligned in the same direction. In the direction along the longitudinal axis P, the elastic portion 3 is arranged closer to the smaller diameter side with respect to the main shaft 1 and the outer cylinder 2 is elastic in the direction along the longitudinal axis P. The conical laminated rubber structure is arranged close to the small diameter side of the portion 3.

ダンパ機構ｂは、主軸１と外筒２との縦軸心Ｐ方向での相対移動による膨縮（「膨張と縮小」の略）が可能なダンパ室９と、このダンパ室９に連通されるオリフィス１２と、オリフィス１２に続くオリフィスチューブ１３と、を有して構成されている。ダンパ室９は、外筒２の縦軸心Ｐ方向における一端である上端を閉塞する閉塞部６と、主軸１と、弾性部３とで囲まれる空間部７で構成されている。主軸１の上端には、中空部１ｅに蓋をして閉塞させる栓１０が装備されており、その栓１０も空間部７の構成要素になっているとともに、栓１０を縦軸心Ｐ方向に貫通する小径の孔１０ａを形成して主軸１の中空部１ｅとダンパ室９とを連通させるオリフィス１２とされている。閉塞部６は、Ｏリング１１を介して外筒２の上端に内嵌される円板蓋によって構成されている。   The damper mechanism b communicates with a damper chamber 9 capable of expansion and contraction (abbreviation of “expansion and contraction”) by relative movement between the main shaft 1 and the outer cylinder 2 in the direction of the longitudinal axis P. An orifice 12 and an orifice tube 13 following the orifice 12 are configured. The damper chamber 9 is configured by a closing portion 6 that closes an upper end that is one end in the direction of the longitudinal axis P of the outer cylinder 2, a space portion 7 that is surrounded by the main shaft 1 and the elastic portion 3. The upper end of the main shaft 1 is equipped with a plug 10 that covers and closes the hollow portion 1e. The plug 10 is also a component of the space portion 7, and the plug 10 is placed in the direction of the vertical axis P. A small-diameter hole 10a that penetrates is formed to be an orifice 12 that allows the hollow portion 1e of the main shaft 1 and the damper chamber 9 to communicate with each other. The closing portion 6 is configured by a disc lid that is fitted into the upper end of the outer cylinder 2 via the O-ring 11.

そして、主軸１の中空部１ｅに、栓１０のオリフィス１２に連続される第２オリフィスとも言うべき螺旋状のオリフィスチューブ１３が配備されている。例えば、オリフィスチューブ１３は、オリフィス１２と同等の小径内径を有して予め螺旋状に形成されチューブ（金属管、非鉄金属管、合成樹脂製管、等）を設けて構成される。そして、オリフィスチューブ１３の先端開口部１３ａは、下端開口１ｃを介して外部に通ずる中空部１ｅ内において開放されており、その結果、ダンパ機構ｂは、オリフィス１２の先端部が大気開放されるエアダンパー機構に構成されている。   In the hollow portion 1e of the main shaft 1, a spiral orifice tube 13 that is also referred to as a second orifice continuing to the orifice 12 of the stopper 10 is provided. For example, the orifice tube 13 has a small-diameter inner diameter equivalent to that of the orifice 12 and is formed in advance in a spiral shape, and is provided with a tube (metal pipe, non-ferrous metal pipe, synthetic resin pipe, etc.). The tip opening 13a of the orifice tube 13 is opened in the hollow portion 1e that communicates with the outside through the lower end opening 1c. As a result, the damper mechanism b is an air that opens the tip of the orifice 12 to the atmosphere. It is configured as a damper mechanism.

つまり、ダンパ室９を形成する空間部７には空気（大気、エア）が充満されており、鉄道車両（図示省略）の荷重変動や走行振動等によって外筒２が主軸１に対して上下移動することによるダンパ室９の膨縮が生じると、それに伴う空間部７と外部とのエアの流通が小径で長さの長いオリフィス１２及びオリフィスチューブ１３を介して行われることによる空気の流通抵抗により、主軸１と外筒２との相対上下変動が減衰されるダンパ機能が発揮されるのである。オリフィスチューブ１３の付設によって大なる減衰力を出してあるが、小なる減衰力で良い場合には、オリフィスチューブ１３を省略して栓１０のオリフィス１２のみを有するダンパ機構ｂでも良い。   That is, the space 7 that forms the damper chamber 9 is filled with air (atmosphere, air), and the outer cylinder 2 moves up and down with respect to the main shaft 1 due to load fluctuations, running vibrations, and the like of a railway vehicle (not shown). When the damper chamber 9 expands and contracts due to the air flow, the flow of air between the space 7 and the outside is caused by the flow resistance of the air due to the small diameter and long orifice 12 and the orifice tube 13. Thus, a damper function that attenuates the relative vertical fluctuation between the main shaft 1 and the outer cylinder 2 is exhibited. Although a large damping force is generated by the attachment of the orifice tube 13, when a small damping force is sufficient, the damper mechanism b having only the orifice 12 of the stopper 10 may be used without the orifice tube 13.

実施例１による車両用軸ばねＡによれば、次のような特徴を有している。主軸１と外筒２との相対上下動に伴って空気（エア）がオリフィス１２，１３を通過することにより、高い減衰性能を得ることができる。栓１０のオリフィス１２に続く気柱共鳴管であるオリフィスチューブ１３を設けることにより、特定の周波数に対して振動低減を図ることが可能となっている。つまり、オリフィスチューブ１３（気中共鳴管）の固有振動数を問題となっている周波数に合せることにより、特定周波数のエネルギーをオリフィスチューブ１３で吸収させることが可能になるのである。   The vehicle shaft spring A according to the first embodiment has the following characteristics. When the main shaft 1 and the outer cylinder 2 move up and down relative to each other, air passes through the orifices 12 and 13 so that high damping performance can be obtained. By providing an orifice tube 13 which is an air column resonance tube following the orifice 12 of the stopper 10, it is possible to reduce vibrations for a specific frequency. That is, by adjusting the natural frequency of the orifice tube 13 (the air resonance tube) to the frequency in question, the energy at the specific frequency can be absorbed by the orifice tube 13.

また、弾性部３のゴム層４にすぐり孔が設けられている場合では、図４，図５に示すように、すぐり孔２１を閉塞するに足りるゴム膜等の閉塞膜２２を設けることで対処する。これらの閉塞膜２２，２２は、軸ばねの製造過程ですぐり孔２１に膜を設けることも可能である。図４は、外側ゴム層４Ｃのすぐり孔２１に形成された最小面積の閉塞膜２２の一例を示し、図５は、外側ゴム層４Ｃのすぐり孔２１に形成された傾斜した楕円閉塞膜２２の一例を示すそれぞれ要部の断面図である。尚、すぐり孔及びその弊害を補う閉塞膜の抱き合わせ構成は、後述する参考実施例１，２においても同様に適用可能である。   Further, when a tick hole is provided in the rubber layer 4 of the elastic part 3, as shown in FIGS. 4 and 5, a blocking film 22 such as a rubber film sufficient to close the tick hole 21 is provided. To do. These blocking films 22 and 22 can be provided in the hole 21 in the manufacturing process of the shaft spring. FIG. 4 shows an example of the minimum area blocking film 22 formed in the outer hole 21 of the outer rubber layer 4C, and FIG. 5 shows an inclined elliptic blocking film 22 formed in the outer hole 21 of the outer rubber layer 4C. It is sectional drawing of the principal part which shows an example. It should be noted that the tying-up structure of the tick hole and the obstruction membrane that compensates for the adverse effects thereof can be similarly applied to Reference Examples 1 and 2 described later.

〔参考実施例１〕
参考実施例１による車両用軸ばねＡは、図２に示すように、オリフィス１２が異なる以外は実施例１の車両用軸ばねＡと同じである。その異なるオリフィス１２は、軸心方向に貫通する状態で弾性層３に、具体的には中間ゴム層４Ｂに形成される貫通孔１４を有して構成されている。この場合は栓１０の孔１０ａ（図１参照）は省略される。尚、図２に仮想線で示すように、小径の内部流路を有して内側ゴム層４Ａを上下に貫通するオリフィスチューブ１５を設けてオリフィス１２とする手段でも良く、この手段ではチューブ１５の長さ調節によってオリフィス１２としての長さ（減衰性）の可変調節設定が行える点で有利である。 [Reference Example 1]
As shown in FIG. 2, the vehicle shaft spring A according to the reference embodiment 1 is the same as the vehicle shaft spring A according to the embodiment 1 except that the orifice 12 is different. The different orifices 12 are configured to have through-holes 14 formed in the elastic layer 3, specifically in the intermediate rubber layer 4B, in a state of penetrating in the axial direction. In this case, the hole 10a (see FIG. 1) of the stopper 10 is omitted. In addition, as shown by the phantom line in FIG. 2, there may be a means for providing the orifice 12 by providing an orifice tube 15 having a small-diameter internal passage and vertically passing through the inner rubber layer 4A. This is advantageous in that the length (attenuation) of the orifice 12 can be variably adjusted by adjusting the length.

〔参考実施例２〕
参考実施例２による車両用軸ばねＡは、図３に示すように、ダンパ機構ｂが異なる以外は実施例１の車両用軸ばねＡと同じである。その異なるダンパ機構ｂは、外筒２の上端に固定される面板１６と、主軸１と、これら面板１６と主軸１とに亘って張設される弾性膜１７とで囲まれる空間部１８で形成されるダンパ室９を有して構成されている。上下方向視の形状が円形を為す面板１６は外筒２の上端内側の嵌合内周面２ｂに内嵌されて、段差部２ｃで下限位置が固定される状態で先に嵌合内周面２ｂに内嵌されている円環状の取付座１９の上側に、Ｏリング１１を介して積層配置されている。 [Reference Example 2]
As shown in FIG. 3, the vehicle shaft spring A according to the reference embodiment 2 is the same as the vehicle shaft spring A according to the embodiment 1 except that the damper mechanism b is different. The different damper mechanism b is formed by a space 18 surrounded by a face plate 16 fixed to the upper end of the outer cylinder 2, the main shaft 1, and an elastic film 17 stretched between the face plate 16 and the main shaft 1. The damper chamber 9 is configured. The face plate 16 having a circular shape when viewed in the vertical direction is fitted into the fitting inner peripheral surface 2b inside the upper end of the outer cylinder 2, and the fitting inner peripheral surface is first fixed in a state where the lower limit position is fixed by the stepped portion 2c. The O-ring 11 is stacked on the upper side of the annular mounting seat 19 fitted inside 2b.

弾性膜１７は、上下方向視で円形を為すラッパ状（スピーカーにおけるコーン型振動板状）に形成されるものであって、強化繊維入りゴム等の弾性材を用いて形成されている。弾性膜１７の上端部は、取付座１９の内周面１９ａに内嵌される上端周壁１７ａと、取付座１９の下面１９ｂに沿う上端フランジ部１７ｂとによって取付座１９に密封嵌合されるとともに、弾性膜１７の下端部は、主軸１の上端に装備される栓１０の上端壁に密着接合されている。その結果、面板６と弾性膜１７と栓１０（主軸１）とで囲まれる空間部１８がダンパ室９を形成している。   The elastic film 17 is formed in a trumpet shape (cone-shaped diaphragm in a speaker) that is circular when viewed in the vertical direction, and is formed using an elastic material such as rubber containing reinforcing fibers. The upper end portion of the elastic film 17 is hermetically fitted to the mounting seat 19 by an upper end peripheral wall 17a fitted inside the inner circumferential surface 19a of the mounting seat 19 and an upper end flange portion 17b along the lower surface 19b of the mounting seat 19. The lower end portion of the elastic film 17 is tightly joined to the upper end wall of the plug 10 provided at the upper end of the main shaft 1. As a result, a space 18 surrounded by the face plate 6, the elastic film 17 and the stopper 10 (main shaft 1) forms a damper chamber 9.

栓１０には、図１の場合と同様に上下に貫通する孔１０ａによるオリフィス１２が形成されているとともに、そのオリフィス１２に続くオリフィスチューブ１３が中空部１ｅに内装されている点も実施例１のものと同様である。また、弾性部３には、具体的には外側弾性層４Ｃには、縦軸心Ｐ方向に貫通する空気給排用孔２０が形成されている。空気給排用孔２０は、例えば外側弾性層４Ｃの径方向厚みを直径とする円孔が挙げられる（図３）が、その他の孔でも良い。   As in the case of FIG. 1, the stopper 10 is formed with an orifice 12 by a hole 10a penetrating vertically, and the orifice tube 13 following the orifice 12 is also housed in the hollow portion 1e. Is the same as Further, the elastic portion 3 is specifically formed with an air supply / discharge hole 20 penetrating in the direction of the longitudinal axis P in the outer elastic layer 4C. The air supply / discharge hole 20 may be, for example, a circular hole whose diameter is the radial thickness of the outer elastic layer 4C (FIG. 3), but may be other holes.

参考実施例２の車両用軸ばねＡにおいては、主軸１と外筒２との相対上下移動が生じると、弾性膜１７等によるダンパ室９が膨縮変化し、それによってオリフィス１２，１３を介しての外部との空気給排による減衰力が生じるダンパ機構ｂが構築されている。但し、弾性部３に設けられている空気給排用孔２０を通じての空気給排により、面板１６と、弾性部３と、栓１０等で囲まれた部分におけるダンパ室９以外の部分の容積が、外筒２と主軸１との相対上下動によって変化しないように構成されている。   In the vehicular shaft spring A of the reference embodiment 2, when the relative vertical movement of the main shaft 1 and the outer cylinder 2 occurs, the damper chamber 9 due to the elastic film 17 and the like changes in size, and thereby, via the orifices 12 and 13. A damper mechanism b in which a damping force is generated by supplying and discharging air to and from the outside. However, due to air supply / discharge through the air supply / discharge hole 20 provided in the elastic portion 3, the volume of the portion other than the damper chamber 9 in the portion surrounded by the face plate 16, the elastic portion 3, the plug 10, etc. The outer cylinder 2 and the main shaft 1 are configured not to change due to relative vertical movement.

参考実施例２による車両用軸ばねＡによれば、次のような特徴を有している。主軸１と外筒２との相対上下動に伴って空気（エア）がオリフィス１２，１３を通過することにより、高い減衰性能を得ることができる。栓１０のオリフィス１２に続く気柱共鳴管であるオリフィスチューブ１３を設けることにより、特定の周波数に対して振動低減を図ることが可能となっている。つまり、オリフィスチューブ１３（気中共鳴管）の固有振動数を問題となっている周波数に合せることにより、特定周波数のエネルギーをオリフィスチューブ１３で吸収させることが可能になる。   The vehicle shaft spring A according to the reference embodiment 2 has the following characteristics. When the main shaft 1 and the outer cylinder 2 move up and down relative to each other, air passes through the orifices 12 and 13 so that high damping performance can be obtained. By providing an orifice tube 13 which is an air column resonance tube following the orifice 12 of the stopper 10, it is possible to reduce vibrations for a specific frequency. That is, by adjusting the natural frequency of the orifice tube 13 (in-air resonance tube) to the frequency in question, the orifice tube 13 can absorb energy of a specific frequency.

弾性膜１７の形状に関しては、図３に示す円滑な表面形状を有する形状でも良いが、次のようなものでもの良い。即ち、膜素材の剛性高い場合は、図６に示すように、径内側への折返し部２３を複数有して、幾重に折り重ねた提灯のようにすることにより、高い追従性と効率の良い空気給排気〔ダンパ室９と大気（外部）との間のオリフィス１２を介したエアの給排気〕が実現できる。   The shape of the elastic film 17 may be a shape having a smooth surface shape as shown in FIG. 3, but may be the following. That is, when the rigidity of the membrane material is high, as shown in FIG. 6, a plurality of folded portions 23 on the inside of the diameter are provided so that the lanterns are folded several times to achieve high followability and high efficiency. Air supply / exhaust [air supply / exhaust through the orifice 12 between the damper chamber 9 and the atmosphere (external)] can be realized.

〔別実施例〕
オリフィス１２や１３の先端開口に続く密閉容器であるタンク室を設け、これらオリフィス、タンク室、及びダンパ室にエアや各種ガス（窒素ガス等の不活性ガス）、或いはガスと油（流体）との双方が入れられたダンパ機構ｂも可能である。 [Another Example]
A tank chamber which is a sealed container following the opening of the tip of the orifices 12 and 13 is provided, and air and various gases (inert gas such as nitrogen gas) or gas and oil (fluid) are provided in the orifice, the tank chamber and the damper chamber. A damper mechanism b in which both of them are inserted is also possible.

１ 主軸
１ｅ 中空部
２ 外筒
３ 弾性部
４ 弾性層
５ 硬質隔壁
６ 閉塞部
７ 空間部
９ ダンパ室
１０ 栓
１２ オリフィス
１４ 孔
１６ 面板
１７ 弾性膜
１８ 空間部
２０ 空気給排用孔
Ａ 車両用軸ばね
Ｐ 軸心
ａ 軸ばね部
ｂ ダンパ機構 DESCRIPTION OF SYMBOLS 1 Main shaft 1e Hollow part 2 Outer cylinder 3 Elastic part 4 Elastic layer 5 Hard partition 6 Blocking part 7 Space part 9 Damper chamber 10 Plug 12 Orifice 14 Hole 16 Face plate 17 Elastic film 18 Space part 20 Air supply / discharge hole A Vehicle shaft Spring P Shaft center a Shaft spring part b Damper mechanism

Claims (1)

主軸とこれと互いに同一又はほぼ同一の軸心を有する外筒との間に、複数の弾性層と硬質隔壁とを前記軸心と同心又はほぼ同心状態で径内外方向で交互に積層する積層ゴム構造の弾性部が介装されて成る車両用軸ばねであって、
断面がハ字状の前記外筒は、前記軸心に沿う方向においては前記主軸に対してその小径側に寄せて配置され、
前記弾性部が前記軸心に沿う方向においては前記主軸に対してその小径側に寄せて配置され、かつ、前記外筒が前記軸心に沿う方向においては前記弾性部に対してその小径側に寄せて配置されて、前記軸心に沿う方向での断面視形状がハ字状に形成される円錐積層ゴム構造の軸ばね部を有し、
前記主軸は、中空部を有して前記軸心方向に貫通する筒状部材に形成されるとともに、前記中空部に蓋をして閉塞させる栓が前記主軸のダンパ室側端に装備され、
前記主軸と前記外筒との前記軸心方向での相対移動による膨縮が可能なダンパ室と、このダンパ室に連通されるオリフィスと、を有して成るダンパ機構が装備され、
前記ダンパ室が、前記外筒の軸心方向における一端を閉塞する閉塞部と、前記主軸と、前記栓と、前記弾性部とで囲まれる空間部で構成され、
前記栓に前記中空部と前記ダンパ室とを連通させる前記オリフィスが形成されている車両用軸ばね。 Laminated rubber in which a plurality of elastic layers and hard partition walls are alternately laminated in the inner and outer directions concentrically or substantially concentrically with the shaft center between the main shaft and the outer cylinder having the same or substantially the same shaft center. A vehicle shaft spring having an elastic part of the structure interposed therein,
The outer cylinder having a C-shaped cross section is arranged close to the small diameter side of the main shaft in the direction along the axis,
In the direction along the axis, the elastic part is arranged closer to the small diameter side with respect to the main shaft, and in the direction along the axis, the outer cylinder is located on the small diameter side with respect to the elastic part. A shaft spring portion of a cone-laminated rubber structure that is arranged close together and has a cross-sectional shape in the direction along the axis is formed in a C shape;
The main shaft is formed in a cylindrical member that has a hollow portion and penetrates in the axial direction, and a stopper that covers and closes the hollow portion is equipped at a damper chamber side end of the main shaft,
Equipped with a damper mechanism comprising a damper chamber capable of expanding and contracting by relative movement of the main shaft and the outer cylinder in the axial direction, and an orifice communicating with the damper chamber;
The damper chamber is configured by a space portion surrounded by a closing portion that closes one end in the axial direction of the outer cylinder, the main shaft, the plug, and the elastic portion,
A shaft spring for a vehicle, wherein the orifice for communicating the hollow portion and the damper chamber with the stopper is formed .
JP2012127070A 2012-06-04 2012-06-04 Axle spring for vehicle Expired - Fee Related JP5427920B2 (en)

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