JP2002046603A - Anti-rolling device of rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an anti-rolling device for a rolling stock securing simplification and a sufficient anti-rolling function and excellent in the working easiness for maintenance, etc. SOLUTION: The anti-rolling device of the rolling stock is structured so that a body 30 is supported on a boggie 1 through a bolster spring 5, wherein a torsion bar 22 is installed extending in such a way as to be supported by the boggie 1 rotatable, and a yaw damper 25 is installed between each end of the torsion bar 22 and the car body 30. Yawing is damped by the expanding and contracting motions of the yaw damper 25, and a twist is generated in the torsion bar 22 by the yaw dampers 25 so as to generate anti-rolling function of the body 30. The yaw damper 25 is allowed to function as a link mechanism for the anti-rolling mechanism so that simplification of the whole configuration and a reduction of the weight are established, and also the working space is secured easily to lead to facilitation of the maintenance works, etc.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to an anti-rolling device for a railway vehicle.

[0002]

2. Description of the Related Art A bogie supporting a vehicle body in a railway vehicle is generally supported by two sets of right and left shaft springs arranged at equal intervals. In order to improve the ride comfort by suppressing the vertical vibration transmitted to the body during traveling, lower the vertical spring constant as much as possible to soften the shaft spring and pillow spring to improve the vibration isolation performance. There is a need to. However, lowering the spring constant and lowering the rigidity in the vertical direction improves the ride comfort, but also reduces the roll, that is, the rigidity in the roll direction, and increases the rolling vibration when passing through a curve, branching, or cross wind. As a result, the vehicle body posture becomes unstable, and there is a concern that the riding comfort during rolling may be reduced.

As a countermeasure, a torsion bar type anti-rolling device is added. This anti-rolling device is disclosed, for example, in Japanese Patent Laid-Open No. 6-247300 as a shaft spring portion.
FIG. 6 shows a side view of a main part, and FIG.
As shown in the main part plan view, left and right axle boxes 10 containing bearings for supporting both ends of an axle 103 having a pair of wheels 104 are shown.
5 is connected to the bogie frame 10
Each of the torsion bars 108 is supported by a side frame 102 via a rubber bush (not shown) and extends in the vehicle width direction, and is connected to both ends.

Since the left and right shaft beams 106 are fixedly attached to both ends of the torsion bar 108,
When the vehicle body and the bogie roll, as shown in FIG. 8A, the right and left shaft beams 106 rotate in opposite directions, so that the torsion bar 108 is twisted and a restoring moment acts on the shaft beams 106. Rolling is restricted by this restoring moment, and riding comfort is improved.

When the vehicle body and the bogie vibrate vertically, as shown in FIG. 8B, the left and right shaft beams 106 rotate in the same direction, and the torsion bar 108 is not twisted. No restoring moment is generated in the shaft beam 106. Therefore, the rigidity of only the soft shaft spring acts on the shaft beam 106 in the vertical direction to reduce the vertical vibration, thereby improving the riding comfort against the vertical vibration.

On the other hand, in recent years, a bolsterless type in which a pillow spring such as an air spring is directly disposed between a vehicle body and a bogie frame by removing a swing pillow, ie, a bolster, in order to greatly reduce the weight of the bogie and facilitate maintenance. A trolley is being developed.

However, since the anti-rolling device is constructed by connecting the left and right shaft beams 106 by the torsion bar 108 supported by the bogie frame 101, the anti-rolling device is effective when the bogie and the vehicle body are integrally rolled. However, in a railway vehicle provided with a bolsterless bogie whose body is supported via a pillow spring, its function cannot be sufficiently achieved.

In a railway vehicle equipped with this bolsterless bogie, there have conventionally been measures to increase the left-right spacing of the pillow springs to the vehicle width limit, or to increase the mounting position of the pillow springs so as to be closer to the vehicle center of gravity. Have been done. However, when the position of the center of gravity of the vehicle such as a two-story vehicle is high, the roll rigidity may be insufficient. At this time, a torsion bar type anti-rolling device is added. This anti-rolling device is configured by hanging two sets of left and right links from above a pillow spring, and connecting the lower portions of the links by a torsion bar supported by a bogie.

Further, since the bolsterless bogie has a large displacement between the vehicle body and the bogie, many of the bolsterless bogies are provided with a yaw damper for suppressing yawing by expansion and contraction for stabilizing high-speed running. . The yaw damper is installed between the bogie and the vehicle body at the outermost side of the bogie so as to provide effective damping to the deflection of the bogie.

[0010]

However, in the anti-rolling device of a railway vehicle provided with the bolsterless bogie, not only the up-and-down motion of the pillow spring but also the biasing motion of the bogie relative to the vehicle body is applied. Since the cushion rubber must be interposed, the configuration becomes complicated, and there is a concern that the weight increases.

A pillow spring composed of a large air spring or the like is disposed on the left and right outermost sides in the vehicle width direction, so that a torsion bar is disposed between the left and right pillow springs.
In some cases, the full length of the torsion bar is restricted and the selection of the torsional rigidity of the torsion bar is limited, and a sufficient anti-rolling function cannot be achieved.In addition, a link mechanism is arranged in the center of the bogie located between the left and right pillow springs. Therefore, there is a concern that the structure becomes complicated, and the work space is restricted, which affects maintenance work.

[0012] The object of the present invention in view of such a point is as follows.
By paying attention to the provision of the yaw damper, it is possible to provide an anti-rolling device for a railway vehicle, which can simplify the configuration and reduce the weight, can secure a sufficient anti-rolling function, and is excellent in workability such as maintenance. It is in.

[0013]

According to a first aspect of the present invention, there is provided an anti-rolling device for a railway vehicle in which a vehicle body is supported on a bogie via a pillow spring. A torsion bar rotatably supported by either the bogie or the vehicle body and extending in the vehicle width direction; one end of each of the torsion bars is prevented from rotating relative to the torsion bar in the torsional direction; And a pair of yaw dampers extending substantially in the front-rear direction of the vehicle and having the other end connected to the other of the bogie or the vehicle body.

According to the first aspect of the present invention, when the vehicle body yaws, the yawing can be effectively attenuated by the expansion and contraction movement of the yaw damper provided between the bogie and the vehicle body via the torsion bar. When the vehicle body rolls, the torsion bar is twisted by each yaw damper that rotates in the opposite direction as the vehicle body rolls, and a restoring moment is generated to restrict the rolling of the vehicle body, thereby obtaining an anti-rolling function.

Further, by making the yaw damper function as a link mechanism of the anti-rolling device, the overall structure and the support structure of the yaw damper can be simplified, the mounting work can be simplified, and the weight can be reduced by reducing the number of components. At the same time, a work space is easily secured, and maintenance work and the like are facilitated.

According to a second aspect of the present invention, in the anti-rolling device for a railway vehicle of the first aspect, the torsion bar has both ends protruding outward in the vehicle width direction from side beams of the bogie, and extends. Each yaw damper is disposed outside the side beam.

According to the second aspect of the present invention, both ends of the torsion bar are made to protrude outward from the side beams of the bogie in the vehicle width, and
By arranging the yaw damper outside of the side beam, a sufficient length of the torsion bar can be obtained, and the anti-rolling function can be easily secured. The rolling characteristics can be easily changed and adjusted. Also,
Since the yaw damper is disposed outside the side beam, a work space is secured between the left and right pillow springs in the central portion of the bogie in the vehicle width direction, for example, in the case of a bolsterless bogie, so that the workability of assembly and maintenance is improved. Is improved.

According to a third aspect of the present invention, in the anti-rolling device for a railway vehicle according to the first or second aspect, the yaw damper is prevented from rotating relative to the torsion bar in the torsion direction at one end via a connecting member. And it is characterized by being connected to be swingable in the vehicle width direction.

According to the third aspect of the present invention, since one end of the yaw damper is prevented from rotating relative to the torsion direction of the torsion bar via the connecting member, and is connected so as to be swingable in the vehicle width direction, the torsion bar is connected. An anti-rolling function using a yaw damper can be effectively achieved.

According to a fourth aspect of the present invention, in the anti-rolling device for a railway vehicle according to the third aspect, the end of the torsion bar and the connecting member are serrated and connected, and the connecting member and one end of the yaw damper are substantially vertically extended. It is characterized in that the pin is swingably coupled in the vehicle width direction by the extending pin.

According to the fourth aspect of the present invention, the torsion bar and the connecting member are serrated and connected to each other, so that the torsion bar and the connecting member are firmly connected to each other. The member and the yaw damper can be connected, and the torsion bar and the yaw damper are effectively connected.

According to a fifth aspect of the present invention, in the anti-rolling device for a railway vehicle according to any one of the first to fourth aspects, the bogie is a bolsterless bogie.

According to a fifth aspect of the present invention, the invention of the first to fourth aspects can be more effectively achieved in a bolsterless trolley in which the trolley is a bolsterless trolley and the vehicle body is supported on the trolley via a pillow spring.

[0024]

DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of an anti-rolling device for a railway vehicle according to the present invention will be described below with reference to FIGS.

FIG. 1 is a plan view of a bolsterless bogie schematically showing an anti-rolling device according to the present embodiment, FIG. 2 is a side view of FIG. 1, and FIG. It is.

Reference numeral 1 denotes a bogie. The bogie 1 includes a pair of left and right side beams 3 extending in the front-rear direction along both sides and a pair of horizontal beams 4 connecting substantially central portions of the left and right side beams 3. A spring support portion having a substantially H-shaped bogie frame 2 provided in plan view and supporting a pillow spring 5 composed of a large air spring or the like for supporting the vehicle body 30 outside a central portion of the side beam 3 in the front-rear direction. The spring support 6 is provided with a disc-shaped spring seat 7 on the upper surface thereof.

At the front and rear portions of each side beam 3, axle boxes 10 containing bearings supporting both ends of an axle 9 having a pair of wheels 8 are arranged on both sides of the axle box 10. The shaft spring 11 supports and is provided. Note that reference numeral 1
Reference numeral 2 denotes a brake device of a brake device that is pressed against the tread surface of the wheel 8 during braking.

Next, the anti-rolling device 20 will be described. The anti-rolling device 20 has a torsion bar support 21 which is provided at an outer end of each spring support 6 and has a cylindrical guide surface 21a penetrating in the vehicle width direction. Cylindrical guide surface 21a of each torsion bar support 21
In the vicinity of both ends of the torsion bar 22, the torsion bar 22 is rotatably penetrated and supported, and the torsion bar 22 is located at the front or rear lower portion of the spring seat 7, in this embodiment, between the front lower portion of the spring seat 7 and the bogie frame 2. It protrudes outward from the side beam 3 of the carriage 1 along the cross beam 4 and extends in the vehicle width direction.

On the other hand, a vehicle body-side support member 24 projects downward from the lower surface of the vehicle body 30, and a yaw damper 2 is provided between the lower end of the vehicle body-side support member 24 and the end of the torsion bar 22.
5 extends substantially horizontally along the longitudinal direction of the vehicle body.

The torsion bar 22 and the yaw damper 25 are connected to the serration 22a formed at the end of the torsion bar 22 as shown in FIG. The connecting member 26 is firmly connected by preventing relative rotation of the torsion bar 22 in the torsional direction. Further, one end of the yaw damper 25 is fitted between the distal ends of the connecting member 26 branched vertically, and the yaw damper 25 is swung in the vehicle width direction by the pin 27 extending substantially vertically between the distal end of the connecting member 26 and one end of the yaw damper 25. It is connected so as to be movable. In other words, one end of the yaw damper 25 is connected to the end of the torsion bar 22 by serration connection with respect to the torsion direction of the torsion bar 22 so as to be prevented from rotating relative to the torsion bar 22, and is swingably connected by pin connection in the direction of displacement of the bogie. You.

On the other hand, the other end of the yaw damper 25 and the lower end of the vehicle body side support portion 24 are swingably connected via an elastic member 28.

In a railway vehicle equipped with such an anti-rolling device 20, when the vehicle body 30 yaws, the vehicle extends and extends over substantially the entire width of the vehicle 1 via the torsion bar support 21. End of the torsion bar 22 and the vehicle body side support member 24 protruding from the vehicle body 30.
In other words, the yaw damper 25 oscillated between the trolleys 1, in other words, the yaw damper 25 erected substantially between the trolley 1 and the vehicle body 30 at the outermost side of the trolley 1, effectively attenuates the yawing by the telescopic movement. The ride comfort for yawing is improved.

When the vehicle body 30 rolls, the left and right vehicle body side support members 24 move up and down in opposite directions as the vehicle body 30 rolls. By the vertical movement of each of the vehicle body side support members 24, each of the left and right yaw dampers 25 moves as shown in FIG.
7A, the torsion bar 22 is twisted in the opposite direction as indicated by a two-dot chain line, a spring force is generated in the torsion bar 22, and a restoring moment acts on the left and right yaw dampers 25. The rolling moment of the vehicle body 30 is restricted by the restoring moment via the vehicle body-side support member 24, and the riding comfort with respect to the rolling is improved.

Here, the rolling rigidity of the vehicle body 30 by the anti-rolling device 20 will be described with reference to the operation explanatory view schematically shown in FIG.

Assuming that the length of the torsion bar 22, that is, the distance between the left and right yaw dampers 25 is 2L, the diameter of the torsion bar 22 is D, the shear elastic modulus of the torsion bar 22 is G, and the length of the yaw damper 25 is r, Bar 22
Is represented by the following equation. The rolling stiffness K ′ of the vehicle body 30 is calculated by the following equation.

Accordingly, the rolling rigidity of the vehicle body 30 can be controlled by appropriately adjusting the distance 2L between the left and right yaw dampers 25 and the length r of the yaw dampers 25. In the present embodiment, by arranging the yaw dampers 25 outside the beams 3 on both sides of the bogie 1, a sufficient separation distance 2 L between the yaw dampers 25 can be ensured, and the rolling of the vehicle body 30 can be sufficiently attenuated.

When the vehicle body 30 vibrates in the vertical direction, the left and right vehicle body side support members 24 also vibrate in the vertical direction with the vertical vibration of the vehicle body 30, and as shown in FIG.
The left and right yaw dampers 25 rotate in the same direction, the torsion bar 22 is not twisted, and no restoring moment is generated in the yaw damper 25. Therefore, only the spring force of the pillow spring 5 acts in the up-down direction, whereby the up-down vibration is sufficiently reduced, and the riding comfort against the vibration is improved.

Therefore, according to the present embodiment, on the outermost side of the bogie 1, the end of the torsion bar 22 supported by the bogie 1 and the vehicle body side support member 24 provided on the vehicle body 30.
Since the yaw damper 25 is erected between the vehicle and the vehicle, the yaw damper 25 is arranged near the outer end of the vehicle body, and the yaw damper 25 can effectively attenuate the yawing.

On the other hand, the length of the torsion bar 22 can be sufficiently secured, and the anti-rolling function can be easily secured. In addition, the selection of the torsional rigidity of the torsion bar 22 is secured according to the requirements of the vehicle design, and the anti-rolling characteristic can be easily changed and adjusted.

Further, by making the yaw damper 25 function as a link mechanism of the anti-rolling mechanism, the overall structure and the support structure of the yaw damper 25 can be simplified, the mounting work can be simplified, and the weight can be reduced by reducing the number of components. And a work space is secured between the left and right pillow springs 5 to facilitate maintenance work and the like.

Further, since the simplification of the central portion of the bogie 1 can be obtained, in a case where the present invention is applied to a two-shaft drive bogie, the distance between the first and second reducers provided on each axle 9 is reduced. Interference between the second propulsion shaft extending in the front-rear direction and the anti-rolling device 20 and the like can be easily avoided, the arrangement of the second propulsion shaft is facilitated, and the freedom of design of the bogie 1 is ensured. it can.

The present invention is not limited to the above embodiment, but can be variously modified without departing from the spirit of the invention. For example, in the above-described embodiment, the torsion bar 22 is supported on the cart 1 via the torsion bar support 21.
It is also possible to extend the torsion bar 22 to the left and right along the lower surface of the vehicle body 30 and support it on the vehicle body 30 side, and to install the yaw damper 25 between the end of the torsion bar 22 and the truck 1. In the above-described embodiment, the vehicle-side support member 24 and the yaw damper 25 are swingably connected via the elastic member 28, but may be swingably connected via a rubber bush or the like. Furthermore, although the embodiment has been described with reference to a railcar having a bolsterless bogie as an example, the present invention can also be applied to a railcar having a body direct-coupled air spring bogie that supports the car body via a pillow spring on the bogie. is there.

[0043]

According to the anti-rolling device for a railway vehicle according to the present invention described above, the yawing of the vehicle body is effectively attenuated by the expansion and contraction movement of the yaw damper connected to the bogie and the vehicle body via the torsion bar. The torsion bar is twisted by each yaw damper that rotates in the opposite direction as the vehicle body rolls, and a restoring moment is generated to restrict the rolling of the vehicle body, thereby obtaining an anti-rolling mechanism.

Further, by making the yaw damper function as a link mechanism of the anti-rolling mechanism, the overall structure and the support structure of the yaw damper can be simplified, the weight can be reduced by reducing the number of components, and the working space can be easily reduced. It is secured and maintenance work becomes easy.

[Brief description of the drawings]

FIG. 1 is a plan view showing an outline of an embodiment of an anti-rolling device for a railway vehicle according to the present invention.

FIG. 2 is a side view of FIG.

FIG. 3 is an enlarged perspective view of a main part of a portion A in FIG.

FIG. 4 is an explanatory view of an operation of the anti-rolling device, wherein FIG.
(B) is an operation explanatory diagram in the case of vibrating vertically.

FIG. 5 is an operation explanatory view schematically showing the same.

FIG. 6 is a main part side view showing an outline of a conventional anti-rolling device.

FIG. 7 is an explanatory view of the operation of the anti-rolling device. FIG. 7 (a) is an explanatory view of the operation when rolling is performed.
(B) is an operation explanatory diagram in the case of vibrating vertically.

[Explanation of symbols]

 Reference Signs List 1 cart 2 cart frame 3 side beam 4 cross beam 5 pillow spring 6 spring support 7 spring seat 8 wheel 9 axle 11 shaft spring 20 anti-rolling device 21 torsion bar support 21a cylindrical guide surface 22 torsion bar 22a serration 24 body side support member 25 Yaw damper 26 Connecting member 27 Pin 28 Elastic member 30 Body

Claims (5)

[Claims] 1. An anti-rolling device for a railway vehicle having a vehicle body supported on a bogie via a pillow spring, wherein the torsion bar is rotatably supported by either the bogie or the vehicle body and extends in a vehicle width direction. And one end is connected to each end of the torsion bar while preventing relative rotation of the torsion bar in the torsional direction, and extends substantially in the longitudinal direction of the vehicle, and the other end is connected to the other of the bogie or the vehicle body. An anti-rolling device for a railway vehicle, comprising: a pair of connected yaw dampers. 2. The torsion bar according to claim 1, wherein both ends of the torsion bar protrude outward in the vehicle width direction from side beams of the bogie, and each yaw damper is disposed outside the side beams. An anti-rolling device for a railway vehicle according to claim 1. 3. The yaw damper according to claim 1, wherein one end of the yaw damper is connected via a connecting member to prevent relative rotation of the torsion bar in a torsional direction and swingably in a vehicle width direction. 3. The anti-rolling device for a railway vehicle according to 2. 4. An end of the torsion bar and a connecting member are serrated, and one end of the connecting member and one end of the yaw damper are connected by a pin extending in a substantially vertical direction so as to be swingable in the vehicle width direction. The anti-rolling device for a railway vehicle according to claim 3. 5. The anti-rolling device for a railway vehicle according to claim 1, wherein the bogie is a bolsterless bogie.