JP2003341511A - Bogie for railway vehicle, and method for preventing settling of axial spring of bogie for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a bogie for a railway vehicle and the like having advantages for preventing settling of an axial spring and the like. <P>SOLUTION: An axial spring 19 is attached between a bogie frame 13 of a bogie 11 and an arm 18a of each axial box 18. The axial spring 19 combinedly uses a main spring 20 mainly such as laminate rubbers 26a, 26b and 26c, and an air spring filled with compressive fluid. The bogie 11 having such an axial spring 19 can secure a proper spring characteristic as the entire axial spring 19 by adjusting the air pressure of the air spring 30 according to the need. This can prevent settling of the main spring 20 mainly such as the laminate rubbers 26a, 26b and 26c. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle bogie having an axial spring interposed between a bogie frame and a wheel assembly, and a method for preventing the axial spring from settling. In particular, the present invention relates to a railcar bogie or the like which has an advantage that the spring constant of a shaft spring can be appropriately adjusted. In addition, the "settling" of the axial spring in this specification means a state in which the spring characteristics are deteriorated due to a dimensional change (contraction in the load direction).

[0002]

2. Description of the Related Art Generally, a bogie of a railway vehicle is provided with a bogie frame, a wheel axle assembly, and a shaft spring interposed between the wheel axle assembly and the bogie frame. There is. The axle spring has the functions of carrying the load of the vehicle body, guiding the wheel axle while holding it in an appropriate size with respect to the bogie frame, and providing appropriate rigidity to the front and rear / left and right support of the wheel axle to the bogie frame. Need to be And to realize these functions of the shaft spring as easily as possible,
A spring having a rubber spring as a main spring (for example, a conical laminated rubber type rubber spring) is known.

A shaft spring having a rubber spring as a main spring is subjected to rubber settling due to repeated loading of accumulated load or maximum load loaded on a vehicle. When the rubber becomes tired, the spring constant becomes harder, which causes a decrease in running safety (a decrease in trackability to track deviation in plane) and a decrease in riding comfort. In particular, in a commuter train or the like that supports a large amount of load, since the maximum load capacity is large, rubber fatigue is more likely to occur. On the other hand, it is difficult to maintain the spring constant of the shaft spring by adapting to conditions such as load fluctuations.

In the axial spring using the coil spring, the spring constant does not change so much even if there is a load difference. On the other hand, an axial spring such as a conical rubber spring changes to a different spring constant depending on the load condition applied. When the conical rubber spring is settled, the shaft spring becomes hard, which may cause various adverse effects including vehicle safety, such as deterioration in traveling stability. Therefore, the conical rubber spring or the like needs to be replaced frequently, which is troublesome and costly.

Originally, the rubber spring as described above is preferably used near the neutral point. From this point of view, a mechanism has been proposed in which a rubber spring and a coil spring are used together, and the rubber spring serves as a neutral point in a low load region (that is, a normal load is received by the coil spring and a fluctuating load is received by the rubber spring). However, in the maximum load area in which the coil spring is also deformed, the rubber spring itself also starts to deform, which eventually causes deterioration of the rubber spring.

By the way, the unbalance of the stationary wheels of the vehicle may become a problem. This stationary wheel weight unbalance is
It is becoming clear that it can be a factor that influences derailment when a vehicle runs at low speed. Therefore, railway operators have been advised and administratively instructed by the Railway Accident Investigation Committee to keep this stationary wheel weight imbalance within the standard and to keep safe operation in mind.

On the other hand, at present, by confirming the wheel load value of the vehicle with the ground-side measuring equipment which does not cause plane deviation, and inserting a liner (spacer / washer) or the like between the bogie and the wheel axle assembly, Adjusting the stationary wheel weight imbalance. However, since this insertion work is performed manually, it takes a lot of time and effort, and a measure capable of more easily adjusting the static wheel weight imbalance is required.

The present invention has been made in view of the above problems, and can prevent the settling of the shaft spring, or
It is an object of the present invention to provide a bogie for a railway vehicle, etc., which has the advantage that the stationary wheel weight unbalance can be adjusted more easily.

[0009]

[Means for Solving the Problems and Embodiments of the Invention] In order to solve the above problems, a first bogie for a railroad vehicle according to the present invention is a bogie frame and a wheelset including a railroad wheel, an axle, a bearing and an axle box. A bogie for a rail vehicle, comprising: an assembly; and a shaft spring interposed between the wheel shaft assembly and the bogie frame, wherein the shaft spring is a main spring made of an elastic member, and
It is characterized in that it also uses an air spring enclosing a compressive fluid.

According to such a bogie for railway vehicle, by adjusting the air pressure of the air spring as necessary, it is possible to secure appropriate spring characteristics as the entire shaft spring.
Therefore, the rubber spring can be prevented from sagging, or the stationary wheel weight unbalance can be adjusted on the vehicle upper side. As such an air spring, for example, one that can be mounted in the internal space of the existing main spring can be used. Further, a ready-made air source or the like can be used as a supply source of the compressive fluid of the air spring. Therefore, the additional cost can be reduced. Further, even if a failure of the air spring (air circuit, spring puncture, etc.) occurs, the function of the main spring can be ensured, so that the traveling of the vehicle is not adversely affected and the fail-safe function can be realized.

In the bogie for railroad vehicle of the present invention, it is possible to prevent the main spring made of the elastic member from sagging. When the elastic member is rubber, the cumulative load, maximum load, and the like that are loaded on the vehicle are repeatedly applied, so that the rubber settles. When the rubber becomes tired, the spring constant becomes harder, which causes a decrease in running safety (a decrease in trackability to track deviation in plane) and a decrease in riding comfort. In this aspect of the present invention, by preventing the settling of the main spring, it is possible to prevent deterioration of traveling safety and riding comfort, and avoid various adverse effects including vehicle safety.

In the bogie for railway vehicle according to the present invention, the static load may be received by the air spring, and the fluctuating load may be received by the main spring. In this case, the air pressure of the air spring can be adjusted so that the entire shaft spring is always at the neutral point regardless of the load loaded on the vehicle.

In the railcar bogie of the present invention, the axial load imbalance of the bogie can be adjusted by controlling the spring characteristic of the shaft spring. The settling of the main spring is not necessarily uniform within one vehicle or within one vehicle. Therefore, the air pressure of the air spring is adjusted for each shaft spring to adjust the axial load imbalance of the bogie.

In the bogie for railway vehicle according to the present invention, the spring characteristic can be controlled by controlling the fluid pressure and / or the fluid amount in the air spring. By controlling the spring characteristics, anti-vibration rubber performance can be maintained, and running safety and riding comfort can be prevented from deteriorating even during continuous use.

In the railcar bogie of the present invention, the spring characteristic can be controlled, for example, so as to be soft when traveling at a low speed and hard when traveling at a high speed according to the traveling speed of the vehicle. The spring constant of the main spring is preferably set to an optimum set value in accordance with the running condition and track condition of the vehicle. In this aspect of the invention, vehicle speed is sensed,
It is possible to control the optimum spring constant by checking the track information on the ground side.

In the bogie for railway vehicle of the present invention, a plurality of axial springs are provided in the longitudinal direction of the bogie, and the characteristics of the axial springs in the longitudinal direction are controlled according to the acceleration or the acceleration command value of the vehicle. Thus, the inclination of the bogie frame can be corrected. When the vehicle is started or when the brake operation is performed, the wheel weight loss of the front or rear axle of the vehicle occurs due to the inertia of the bogie. This wheel dropout also causes the wheels to skid or slip, and in some cases extends the acceleration or deceleration distance. Therefore, for example, if the front side is made heavier at the time of start-up and the rear side is made heavier at the time of braking, the inclination of the bogie is corrected to reduce the possibility of wheel weight loss. In order to reduce the possibility of wheel load loss, an electric (throttle motor voltage) or mechanical wheel load movement compensation mechanism has been adopted in the past, but this mode should be applied to this type of mechanism. You can also

Further, the inclination of the bogie frame can be corrected by controlling the characteristics of a plurality of axial springs in the front-rear direction according to the gradient of the track on which the vehicle is traveling. In a steep grade section, there is a case in which an unbalanced load is conventionally mounted above the grade of a vehicle or the grade of a bogie to offset it. However, this is effective only for a vehicle with one-sided slope, and cannot be applied to a vehicle traveling on a reverse slope or a flat line. On the other hand, in this aspect of the present invention, the inclination of the bogie frame can be corrected according to the gradient of the track on which the vehicle is traveling, regardless of the line section in which the vehicle is operating, and stable traveling of the gradient line can be realized.

Further, according to the pitching of the carriage,
The inclination of the bogie frame can be corrected by controlling the characteristics of the plurality of axial springs in the front-rear direction. Pitching is a phenomenon in which a bogie sways back and forth when traveling at high speed. When the pitching occurs, if a specific natural frequency is reached due to the axial distance, the load condition, and the spring constant, a dangerous situation may occur. Therefore, conventionally, the vibration is damped by a shaft damper or the like. On the other hand, according to this aspect of the present invention, the shaft damper and the like are controlled by changing the spring constants of the shaft springs before and after the carriage (changing the natural frequency) when traveling or when the occurrence of pitching is detected. The natural frequency can be appropriately changed without using.

In the bogie for railroad vehicle of the present invention, the bogie detects four wheels in the front and rear and left and right, a plurality of axial springs in the left and right direction and the front and rear direction of the bogie, and wheel weights of the respective wheels. It is possible to control the spring characteristic of the shaft spring so as to equalize the wheel load of each wheel. Further, in the railcar bogie of the present invention,
The bogie includes four wheels in the front-rear and left-right directions, a plurality of axial springs in the left-right direction and the front-rear direction of the bogie, and a sensor that detects a bending amount of the axial spring of each wheel. The spring characteristics of the shaft spring can be controlled so as to make the weight uniform. According to these aspects of the present invention, the spring characteristic of the shaft spring can be controlled in cooperation with the detection by the sensor, and the unbalance of the wheel weight can be corrected.

In a more specific mode of the railcar bogie of the present invention, the main spring is a conical laminated rubber type rubber spring, the air spring is a main body made of a bag-shaped diaphragm, and the rubber spring. Can have a connecting portion connected to the upper part of the.

Further, the connecting portion may be an elliptical projection which can be fitted in the center of the rubber spring. In this case, the spring constant can be changed in the front-rear direction and the left-right direction of the vehicle.

Further, in a more specific aspect of the railcar bogie of the present invention, the main springs are arranged on both sides of the axle, and the air springs are arranged above the axle. Can be one.

In a more specific aspect of the railcar bogie of the present invention, the main spring is an axial beam type coil spring, and the air spring is a separate body from the coil spring. And the trolley frame.

Further, in a more specific aspect of the railcar bogie of the present invention, the main spring is a roll rubber type rubber spring, the air spring is a main body made of a bag-shaped diaphragm, and the rubber spring. Can have a connecting portion connected to the upper part of the.

A method for preventing the settling of a shaft spring of a bogie for a railway vehicle according to the present invention comprises a bogie frame, an axle assembly including rail wheels, an axle, a bearing and an axle box, and the axle assembly and the bogie frame. A method of preventing settling of the shaft spring of a railway vehicle bogie, comprising: a shaft spring interposed between the shaft spring and the main spring made of an elastic member, and air filled with a compressible fluid. A spring is also used, and the load is received by the air spring while the vehicle is moored in a garage or the like, and the fatigue of the main spring is recovered.

Since the settling of the main spring also progresses due to the accumulated load, it also progresses while the vehicle is moored (detained) in the garage or the like after the traveling is completed. Therefore, by adjusting the air pressure of the air spring during mooring so that the shaft spring has almost no load near the neutral position (air introduction from the ground side, etc.), or by pre-sealing air in the air spring,
Restores the fatigue of the main spring while moored.

The second railcar bogie according to the present invention comprises front and rear 2 carriages.
A bogie, which is arranged between the bogies of the bogies and supports the two car bodies so as to be relatively rotatable in a horizontal plane, and includes a bogie frame and a pair of front and rear wheel sets including a rail wheel, an axle, a bearing and an axle box. A railroad vehicle comprising: an assembly; a shaft spring interposed between the wheel shaft assembly and the bogie frame; and a pillow spring interposed between the front and rear of the bogie frame and the two front and rear bodies of the car body. A trolley for vehicles, characterized in that the shaft spring is a combination of a main spring made of an elastic member and an air spring containing a compressive fluid.

According to this bogie for railcars, even for a so-called articulated vehicle, by adjusting the air pressure of the air spring as necessary, it is possible to secure appropriate spring characteristics as the entire shaft spring. . Therefore, the rubber spring can be prevented from sagging, or the stationary wheel weight unbalance can be adjusted on the vehicle upper side.

In the bogie for railroad vehicle of the present invention, the imbalance of the load (axial load) applied to the front and rear wheel axle assemblies can be adjusted by controlling the spring characteristic of the axial spring. In a trolley having four pillow springs in one trolley, different vehicle bodies are loaded before and after the trolley, so the load conditions applied to the respective axle springs are different, and the load (axle load) applied to the wheel axle assembly of the trolley is different. ) Unbalance occurs. Alternatively, it may be possible to set the loads so that the front and rear vehicles will have the same load when designing the vehicle, but the loading conditions are not the same, such as the occupancy rate changing between the front and rear vehicles during actual operation. An imbalance of the load (axial load) applied to the wheel assembly is generated. When such an imbalance occurs, the load on the shaft spring also differs, so the deflection of the shaft spring on the heavy load side increases and the carriage tilts,
It may adversely affect the running characteristics of the vehicle. In the present invention, the above-mentioned imbalance can be adjusted by controlling the spring characteristic of the shaft spring, so that stable running characteristics of the vehicle can be realized.

In the railcar bogie of the present invention, it is possible to detect the axial spring displacement in the front and rear of the bogie or the pillow spring load in the front and rear to adjust the imbalance of the axial load. In the bogie for railway vehicle of the present invention, the shaft spring characteristic can be controlled so that the neutral points of displacement of the shaft spring are uniform on the front and rear axes of the bogie. For example, when the front side vehicle body is heavy, the air pressure of the air spring of the front side axial spring is increased according to the load of the pillow spring that supports the front side vehicle body, and the neutral points of displacement of the front and rear axes of the bogie are evenly distributed. To be

In the railcar bogie of the present invention, the control of the shaft spring characteristic can be performed only while the vehicle is stopped. Since the load fluctuates due to shaking during running of the vehicle, the shaft spring characteristic is not controlled. That is,
If the vehicle speed is not 0 km / h, the control is invalid.

Hereinafter, description will be given with reference to the drawings. Figure 1
FIG. 1 is a side view showing a bogie for a railway vehicle according to an embodiment of the present invention. FIG. 2 is an enlarged view of the vicinity of a shaft spring of the railcar bogie. FIG. 3 is an enlarged cross-sectional view of a shaft spring of the railcar bogie. In the following description, the longitudinal direction of the rail (the traveling direction of the vehicle) is the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction, and the direction perpendicular to the track surface is the vertical direction unless otherwise specified. Call.

The railway vehicle shown in FIG. 1 includes a vehicle body 10. The vehicle body 10 is mounted on a carriage 11 via a pillow spring 12. The bogie 11 includes a bogie frame 13. Wheels 15 and axles 16 are provided at the front and rear of the lower part of the bogie frame 13.
The wheel sets 17 each of which are composed of one set are incorporated. Wheel 1
5 is press-fitted and fixed to both sides of the axle 16. Outside the both wheels 15, the axle box 1 is provided at both ends of the axle 16.
8 is fitted. A shaft spring 19 is attached between the bogie frame 13 and the arm 18 a of each shaft box 18.

As shown in FIGS. 2 and 3, this shaft spring 1
Reference numeral 9 is a combination of a main spring 20 mainly made of laminated rubber and an air spring 30 enclosing a compressive fluid. The main spring 20 includes an inner cylinder portion 21 connected to the axle box 18 side. The inner tubular portion 21 is a bottomed tubular body having a tapered upper end 21a. On the outer peripheral surface of the inner cylindrical portion 21 near the lower end, a flange portion 21b protruding in a brim shape is formed. The lower end portion 21c below the flange portion 21b is
It serves as a connecting portion which is fitted and connected to the arm 18a of the axle box 18 (see FIG. 2). The hole 21d formed in the lower end portion 21c is a hole into which a pin or a bolt is inserted after fitting.

A laminated rubber portion 25 having three layers of laminated rubbers 26a, 26b and 26c is provided outside the flange portion 21b of the inner tubular portion 21. Laminated rubber 26a
Between -26b and between the laminated rubbers 26b and 26c, a truncated cone frame shape (the tip of a cone is cut horizontally to hollow the inside,
Interposer sleeve 27 having a frame-like body with both end surfaces open
Are provided integrally. The laminated rubber part 25 is
It can be deformed by compression and has a damping function. An outer cylinder portion 23 is provided outside the laminated rubber portion 25. The upper end of the outer tubular portion 23 is connected to the bogie frame 13 side.
The main spring 20 is housed in a casing 29 as shown on the left side of FIG.

The air spring 30 is arranged inside the upper portion of the main spring 20. The air spring 30 includes a main body 31 made of a gourd-shaped diaphragm. A protrusion 33 is provided on the lower portion of the main body 31. The protrusion 33 is fitted into the upper end of the inner cylindrical portion 21 of the main spring 20. The body 31 of the air spring 30 is connected to an air reservoir 37 via a pipe 35. The air reservoir 37 is connected to the compressor 39. A pressure regulating valve 36 and a pressure sensor 38 are incorporated in the pipe 35 between the main body 31 and the air reservoir 37. The pressure regulating valve 36 opens and closes in response to a command from the controller 60, which will be described in detail later.

A truck 11 provided with such a shaft spring 19
Is a pressure regulating valve 3 based on a command from the controller 60.
The opening and closing degree of 6 is changed, and the amount of air supplied to the air spring 30 is adjusted according to the situation. Therefore, appropriate spring characteristics can be ensured for the entire shaft spring that uses both the main spring 20 and the air spring 30. As a result, the settling of the main spring as described above can be prevented, and the reduction in traveling safety and the reduction in riding comfort can be reduced.

Next, a modified example of the air spring of the shaft spring will be described. In the following modified examples of FIGS. 4 and 5, the main spring 20 of the shaft spring is assumed to be the same as that of FIGS. 2 and 3. FIG. 4 is a diagram showing another example of the shaft spring of the railcar bogie according to the present invention. (A) is a side sectional view,
(B) is a perspective view of an air spring. Air spring 40 of FIG.
The projection 43 on the lower portion of the main body 41 has a stepped shape that matches the upper end shape of the main spring 20 when it is neutral (when no load is applied). A pipe 35 connected to the air reservoir 37 and the compressor 39 (see FIG. 3) described above is connected to the upper portion of the air spring 40. Such a stepped protrusion 4
The air spring 40 having No. 3 has air pressure applied to the main spring 20 only when it is deformed under a load (state of FIG. 4A), and is not deformed beyond the neutral position.

FIG. 5 is a view showing another example of the shaft spring of the railcar bogie according to the present invention. (A) is a perspective view of the air spring, (B) is a plan view of the air spring of (A) seen from below. In the air spring 45 of FIG. 5, the protrusion 48 at the bottom of the main body 46 is formed in an elliptical shape. Hard in the front-back direction (long axis direction) and soft in the left-right direction (short axis direction). Such an air spring 45 can change the spring constant in the front-rear direction and the left-right direction of the shaft.

Next, another embodiment of the railcar bogie according to the present invention will be described. FIG. 6 is a side view showing a portion around a shaft spring of a railcar bogie according to another embodiment of the present invention. The bogie 51 shown in FIG. 6 is a side beam 5 of the bogie frame.
3, a main spring 55 is arranged between the arms 58a on both sides of the shaft box 58, and an air spring 56 is arranged between the side beam 53 and the center of the shaft box 58. The main spring 55 may be mainly made of laminated rubber as described above, or may be a coil spring. Further, a displacement sensor 52 is provided between the lower surface of the side beam 53 of the bogie frame and the upper surface of the arm 58a of the axle box 58 to detect the displacement therebetween.

Now, with reference to FIG. 7, a control block to which various sensors such as a displacement sensor are connected will be described. FIG. 7 is a control block diagram of a shaft spring of a railcar bogie according to the present invention. The following sensors and the like are connected to the controller 60 of FIG. (A) Gradient sensor 61 This sensor 61 detects the gradient of the track on which the vehicle is traveling. By detecting a steep gradient section or the like with this sensor 61 and controlling the characteristics of a plurality of axial springs in the front-rear direction according to the gradient,
The inclination of the bogie frame can be corrected.

(B) Truck Pitching Sensor 62 This sensor 62 detects the pitching of the truck (a phenomenon in which the truck swings back and forth when traveling at high speed). This sensor 62
When pitching is detected by, the natural frequency of the shaft spring can be changed by controlling the spring constant of the shaft spring before and after the bogie (changing the natural frequency).

(C) Speed sensor 63 (d) Acceleration sensor 64 These sensors 63, 64 detect the speed or the speed or acceleration of the vehicle. When the vehicle starts up or brakes, the inertia of the bogie may cause wheel weight loss of the front or rear axle of the vehicle.For example, when starting, the front side is heavy and the rear side is in braking. If the inclination of the trolley is corrected by making it heavy, it is possible to reduce the possibility of wheel weight loss.

(E) Acceleration command value (notch) 65 This is an acceleration command value linked with the acceleration / deceleration steering wheel of the driver of the vehicle, unlike other sensors. The control based on this command value is the same as in the case of the acceleration sensor 64 of (d) described above.

(F) Wheel load sensor 66 This sensor 66 detects the wheel load of the carriage. By detecting the wheel load with this sensor 66 and controlling the spring characteristics of the axial spring so as to make the wheel load of each wheel uniform, it is possible to correct the unbalance of the wheel load.

(G) Axial Spring Deflection Sensor 67 This sensor 67 is of the same type as the above-mentioned displacement sensor 52 and detects the amount of flexure of the axial spring. This sensor 6
The amount of deflection of the shaft spring is detected by 7, and as in (f) above, the spring characteristics of the shaft spring are controlled so as to equalize the wheel load of each wheel, thereby correcting the unbalance of the wheel load. be able to. The sensor 67 can also be connected to a monitor that shows the situation of the shaft spring.

Another embodiment of the railcar bogie according to the present invention will be described below. FIG. 8 is a side view showing a peripheral portion of a shaft spring of a bogie for a railway vehicle according to another embodiment of the present invention. The bogie 71 shown in FIG. 8 is provided with an axial beam type coil spring (main spring) 75 between an end portion of the side beam 73 of the bogie frame and the axle box 78. An air spring 76, which is separate from the coil spring 75, is disposed between the arm 78a of the axle box 78 and the side beam 73. Coil spring 75
Next to (on the left side in the drawing), the side beam 73 and the axle box 78 are connected by a damper 79. The coil spring 75
The arrangement of the air spring 76 and the air spring 76 may be exchanged.

FIG. 9 is a side view showing a peripheral portion of a shaft spring of a bogie for a railway vehicle according to another embodiment of the present invention. In the truck 81 shown in FIG. 9, a shaft spring 89 is arranged between both arms 88 a of the axle box 88 and the truck frame 83. The shaft spring 89 includes a roll rubber type main spring 85 and the main spring 85.
Consists of an air spring 86 connected to the upper part of the. The roll rubber type main spring 85 is a rubber spring in which the conical rubber portion of the conical laminated rubber type is a donut-shaped roll rubber. The air spring 86 is substantially the same as the air spring 30 described above.

Next, an example of wheel weight correction using the stationary wheel weight measuring device will be described with reference to FIG. Figure 10
It is a schematic diagram for demonstrating the wheel load correction | amendment method using the trolley | bogie for railway vehicles and stationary wheel load measuring apparatus which concern on this invention. On the upper side of the vehicle, the bogie of the vehicle S has a shaft spring 91 according to the present invention.
Are arranged. The shaft spring 91 is connected to the controller 90. For the pillow beam on the dolly, the load sensor 9
2 is attached. On the ground side of a garage or the like, a weight scale 93 is provided under each wheel. The weight scale 93 measures the weight of each wheel of the vehicle S. Each scale 9
3 is connected to a stationary wheel weight measuring device 95.

The controller 90 is a static weight measuring device 9
By receiving the measurement data (weight of each wheel) of No. 5, the air pressure of the air spring of the shaft spring 91 is adjusted according to each axle (right and left). Information can be transmitted between the controller 90 and the stationary weight measuring device 95 wirelessly. Controller 9
For 0, after setting the air pressure so as to obtain a balanced (within the reference) static wheel weight ratio, this value is stored in the memory. Then, it is controlled so that the memory value (air pressure) of each axle is maintained until it is reset again.

When the vehicle S is running, the controller 9
In 0, the air pressure of the air spring of the shaft spring 91 is not adjusted, and the air pressure of the air spring is readjusted and the wheel load is corrected only when the vehicle stops at a rail (point) such as a station where there is no plane deviation. Note that the controller 90 adds pressure to the detection data of the variable load sensor 92 for the increase / decrease of passengers when the vehicle is stopped,
The memory is not updated when the air pressure is readjusted.

Next, an example in which the present invention is applied to an articulated railcar bogie (bolsterless bogie having four pillow springs) will be described. FIG. 11 is a perspective view showing an example of an articulated railcar bogie (bolsterless bogie) according to the present invention.
12 and 13 are side views showing a bogie for an articulated railroad vehicle and two front and rear bodies according to the present invention.

As shown in FIG. 12 and FIG.
Are arranged between the front vehicle 101 and the rear vehicle 102. At the front end of the rear vehicle 102, a tongue-shaped connecting projection 1
03 is provided. A center pin 104 that extends vertically downward is provided on the lower surface of the connecting projection 103. On the other hand, a tongue-shaped connecting projection 105 is provided at the rear end of the front vehicle 101. Front and rear connecting protrusions 103, 10
5 are connected by a joint 106 so as to be rotatable in the horizontal direction. In the figure, T is a trolley wire, P is a pantograph, and R is a rail.

As shown in FIG. 11, the bogie 110 is provided with a bogie frame 111 having a middle beam 110A and left and right side beams 110B in this example. At the bottom of the bogie frame 111,
A wheel set 115 including a wheel 113 and an axle 114 is incorporated in front and rear pairs. The wheels 113 are press fitted and fixed to both sides of the axle 114. Axle boxes 117 are fitted on both ends of the axle 114 outside the both wheels 113. A shaft spring 119 is attached between the bogie frame 111 and the upper surface of each shaft box 117. This shaft spring 119 is
Similar to the above-mentioned shaft spring, a main spring mainly made of laminated rubber and an air spring containing a compressive fluid are used together (see FIGS. 3 and 4).

An insertion hole 110a is formed in the center portion of the center beam 110A in the width direction. The above-mentioned center pin 104 is rotatably inserted through the insertion hole 110a. On the upper surface of the side beam 110B, a total of four pillow springs 1 in the front, rear, left and right
Twelve are installed. Each pillow spring 112 is a low-rigidity air spring in this example. As shown in FIG. 12 and FIG.
The two pillow springs 112A on the front side have the rear end of the floor plate of the front vehicle 101 placed thereon. The two pillow springs 112B on the rear side are
The front end of the floor plate of the rear vehicle 102 is placed.

Such a dolly 110 has a joint 106 for connecting the front and rear connecting projections 103, 105, a traction device (not shown) between the center pin 104 and the dolly frame 111.
Receives front-back force. And the two front pillow springs 1
12A bears the load of the front vehicle 101, and two pillow springs 112B on the rear side bear the load of the rear vehicle 102. An articulated vehicle including such a dolly is, for example, a TG.
It is used in V and Odakyu Electric Railway's old-style romance cars. The articulated vehicle has advantages such as no overhang in front of the bogie and less yawing and pitching due to inertia, as compared with a normal bogie vehicle.

In such an articulated vehicle, the trolley 1
The unbalance of the load (axial load) applied to the front and rear wheel shafts 115 can be adjusted by controlling the spring characteristics of the shaft spring 119. That is, for example, when the control device 120 is suspended on the rear vehicle 102 as shown in FIG. 12, more weight is applied to the rear pillow spring 112B than to the front pillow spring 112A of the carriage 110. Therefore, the load conditions applied to the front and rear wheel shafts 115 of the bogie 110 are different, and the imbalance of the shaft load occurs. Alternatively,
It may be possible to set the loads to be the same for the front and rear vehicles when designing the vehicle, but when actually operating
As shown in (4), since the occupancy rate of the occupant H varies between the front and rear vehicles 101 and 102, the imbalance of the axle load also occurs in this case. When such an imbalance occurs, the shaft spring 119
The load on the shaft spring 119 on the heavy load side is also different.
The deflection of the main spring of the vehicle may increase and the carriage 110 may tilt, which may adversely affect the traveling characteristics of the vehicle.

Therefore, as described above, when the weight of the rear vehicle 102 is larger than the weight of the front vehicle 101, the front shaft spring 119 is responsive to the load applied to the rear shaft spring 119.
The air pressure of the air spring is increased so that the neutral points of displacement of the shaft spring 119 on the front and rear shafts of the carriage 110 are controlled to be uniform.
At this time, the air pressure of the air spring of the shaft spring 119 is controlled by the opening / closing control of the pressure regulating valve 36 (see FIGS. 3 and 7) as described above. In this way, the appropriate spring characteristic of the shaft spring 119 can be ensured, so that the imbalance of the axial load of the articulated vehicle can be appropriately adjusted.

Further, as shown in FIG. 12 and FIG. 13, an auxiliary air spring 130 and a displacement gauge 131 can be additionally provided on the carriage 110. The displacement meter 131 is similar to the displacement sensor 52 (see FIG. 6) and the shaft spring deflection amount sensor 67 (see FIG. 7) described above, and detects the displacement of the shaft spring 119. When these are installed, the auxiliary air spring 130 is determined from the internal pressure value of each pillow spring 112 and the detected value of the displacement meter 131.
The optimum air spring pressure is calculated, and the air pressure of the auxiliary air spring 130 is controlled based on the calculated value. The auxiliary air spring 130 can more appropriately adjust the imbalance of the axial load.

The control of the spring characteristic of the shaft spring 119 is performed while the vehicle is stopped (after the passengers board the vehicle when the train is stopped at the station (when the door is closed immediately before departure)). Since the load fluctuates due to shaking during running of the vehicle, the shaft spring characteristic is not controlled. In other words, the vehicle speed is 0k
If it is not m / h, the control of the spring characteristic is invalid.

[0061]

As described above, according to the bogie for railway vehicle of the present invention, the settling of the shaft spring can be prevented, or the static wheel weight imbalance can be adjusted more easily. You can positively improve driving safety and riding comfort.

[Brief description of drawings]

FIG. 1 is a side view showing a bogie for a railway vehicle according to an embodiment of the present invention.

FIG. 2 is an enlarged view of the vicinity of a shaft spring of the railway vehicle bogie.

FIG. 3 is an enlarged cross-sectional view of a shaft spring of the railcar bogie.

FIG. 4 is a view showing another example of the shaft spring of the railcar bogie according to the present invention. (A) is a side sectional view and (B) is a perspective view of an air spring.

FIG. 5 is a view showing another example of the shaft spring of the railcar bogie according to the present invention. (A) is a perspective view of an air spring,
(B) is a plan view of the air spring of (A) as seen from below.

FIG. 6 is a side view showing a peripheral portion of a shaft spring of a bogie for a railway vehicle according to another embodiment of the present invention.

FIG. 7 is a control block diagram of a shaft spring of a railcar bogie according to the present invention.

FIG. 8 is a side view showing a portion around a shaft spring of a railcar bogie according to another embodiment of the present invention.

FIG. 9 is a side view showing a peripheral portion of a shaft spring of a bogie for railway vehicles according to another embodiment of the present invention.

FIG. 10 is a schematic diagram for explaining a wheel weight correction method using a railcar for a railway vehicle and a stationary wheel weight measuring device according to the present invention.

FIG. 11 is a perspective view showing an example of an articulated railcar bogie (bolsterless bogie) according to the present invention.

FIG. 12 is a side view showing a bogie for an articulated railcar and two front and rear bodies according to the present invention.

FIG. 13 is a side view showing a bogie for an articulated railroad vehicle and two front and rear bodies according to the present invention.

[Explanation of symbols]

10 vehicle body 11 bogie 12 pillow spring 13 bogie frame 15 wheel 16 axle 17 wheel axle 18 axle box 18a arm 19 axis spring 20 main spring 21 inner cylinder part 23 outer cylinder part 25 laminated rubber part 29 casing 30 air spring 31 main body 33 protrusion 35 piping 36 Pressure regulating valve 37 Air reservoir 38 Pressure sensor 39 Compressor 40, 45 Air spring 51 Bogie 52 Displacement sensor 53 Side beam 55 Main spring 56 Air spring 60 Controller 61 Gradient sensor 62 Bogie pitching sensor 63 Speed sensor 64 Acceleration sensor 65 Acceleration command value (Notch) 66 Wheel load sensor 67 Axle spring deflection amount sensor 71 Carriage 73 side beam 75 Coil spring 76 Air spring 78 Shaft box 78a Arm 79 Damper 81 Bogie 83 Bogie frame 85 Main spring 86 Air spring 88 Shaft box 88a Arm 89 Shaft spring 90 Control -91 Axial spring 92 Response load sensor 93 Weighing scale 95 Stationary wheel weight measuring device 101 Front vehicle 102 Rear vehicles 103, 105 Connecting protrusion 104 Central pin 106 Joint 110 Bogie 110A Middle beam 110B Side beam 111 Bogie frame 112 Pillow spring 113 Wheel 114 Axle 115 115 Wheel axle 117 Axle box 119 Axle spring 130 Auxiliary air spring 131 Displacement meter

─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F16F 9/04 F16F 9/04 9/50 9/50 15/02 15/02 B 15/023 15/023 Z 15/04 15/04 P (72) Inventor Naoshi Tarumi 38-8, Mitsumachi, Kokubunji, Tokyo 38 F-term inside the Railway Technical Research Institute (reference) 3J048 AA02 AB11 AD05 BA20 BE02 EA16 3J059 AB11 AC04 BA42 BA55 BB04 BB08 BD05 DA34 GA02 3J069 AA21 AA25 EE64

Claims (22)

[Claims] 1. A railroad vehicle comprising: a bogie frame; a wheelset assembly including a railroad wheel, an axle, a bearing and an axle box; and a shaft spring interposed between the wheelset assembly and the bogie frame. A bogie for a railway vehicle, wherein the shaft spring is a combination of a main spring made of an elastic member and an air spring enclosing a compressive fluid. 2. The bogie for a railway vehicle according to claim 1, wherein the main spring made of the elastic member is prevented from settling. 3. A bogie for a railway vehicle according to claim 1, wherein a static load is received by the air spring and a fluctuating load is received by the main spring. 4. The bogie for a railway vehicle according to claim 1, 2 or 3, wherein an axial load imbalance of the bogie is adjusted by controlling a spring characteristic of the shaft spring. 5. The bogie for a railway vehicle according to claim 1, 2 or 3, wherein the spring characteristic is controlled by controlling the fluid pressure and / or the fluid amount in the air spring. 6. The bogie for a railway vehicle according to claim 1, 2 or 3, wherein the spring characteristic is controlled according to a traveling speed of the vehicle. 7. A tilt of the bogie frame is provided by providing a plurality of axial springs in the front-rear direction of the bogie, and controlling characteristics of the plurality of axial springs in the front-rear direction according to an acceleration or an acceleration command value of the vehicle. The trolley | bogie for rail vehicles of Claim 1, 2 or 3 characterized by correcting. 8. The inclination of the bogie frame is corrected by controlling the characteristics of a plurality of axial springs in the front-rear direction according to the gradient of the track on which the vehicle travels. 3. A bogie for railway vehicles described in 3. 9. The railway according to claim 1, 2 or 3, wherein the inclination of the bogie frame is corrected by controlling the characteristics of a plurality of axial springs in the front-rear direction according to the pitching of the bogie. Vehicle dolly. 10. The wheel comprises four wheels, front and rear, left and right, a plurality of axial springs in the left and right direction and the front and rear direction of the car, and a sensor for detecting a wheel load of each wheel. The bogie for a railway vehicle according to claim 1, 2 or 3, wherein the spring characteristic of the shaft spring is controlled so as to equalize the wheel load. 11. The bogie includes front and rear, left and right four wheels, a plurality of axial springs in the left and right direction and the front and rear direction of the bogie, and a sensor that detects a bending amount of the axial spring of each wheel. The bogie for railway vehicle according to claim 1, 2 or 3, wherein the spring characteristics of the shaft spring are controlled so as to equalize the wheel load of each wheel. 12. The main spring is made of a conical laminated rubber type rubber spring, and the air spring has a main body made of a bag-shaped diaphragm and a connecting portion connected to an upper portion of the rubber spring. The bogie for railway vehicles according to claim 1, 2 or 3. 13. The bogie for a railway vehicle according to claim 12, wherein the connecting portion is an elliptical projection that can be fitted in the center of the rubber spring. 14. The railcar according to claim 1, 2 or 3, wherein the main springs are arranged on both sides of the axle, and the air springs are arranged above the axle. Trolley. 15. The main spring is composed of a shaft-spring type coil spring, and the air spring is provided separately from the coil spring between the wheel axle assembly and the bogie frame. The trolley for rail vehicles according to claim 1, 2 or 3. 16. The main spring is made of a roll rubber type rubber spring, and the air spring has a main body made of a bag-shaped diaphragm and a connecting portion connected to an upper portion of the rubber spring. The bogie for railway vehicles according to Item 1, 2 or 3. 17. A railroad vehicle comprising: a bogie frame; a wheelset assembly including railroad wheels, an axle, a bearing and an axle box; and a shaft spring interposed between the wheelset assembly and the bogie frame. A method for preventing settling of the shaft spring of a bogie, wherein a main spring made of an elastic member and an air spring enclosing a compressible fluid are used together as the shaft spring, and the load is applied while the vehicle is moored in a garage or the like. Is received by the air spring,
A method for preventing the settling of a shaft spring of a bogie for a railway vehicle, characterized by recovering the settling of the main spring. 18. The two, which are arranged between two front and rear bodies,
A bogie for supporting a vehicle body of a stand so as to be relatively rotatable in a horizontal plane, including a bogie frame, a pair of front and rear wheel axle assemblies including a railway wheel, an axle, a bearing and an axle box, the wheel axle assembly and the bogie. A bogie for a railway vehicle comprising a shaft spring interposed between a frame and a pillow spring interposed between the front and rear of the bogie frame and the front and rear two vehicle bodies, wherein the shaft spring is: A trolley for a railway vehicle, characterized in that a main spring made of an elastic member and an air spring containing a compressible fluid are used together. 19. An unbalanced load (axial load) applied to the front and rear wheel axle assemblies is adjusted by controlling a spring characteristic of the axial spring.
The bogie for the railroad vehicle described. 20. The bogie for a rail car according to claim 19, wherein an unbalance of the axial load is adjusted by detecting displacement of a front and rear shaft spring of the bogie or pillow load of the front and rear. 21. The bogie for a railway vehicle according to claim 20, wherein the shaft spring characteristic is controlled so that the neutral points of displacement of the shaft spring on the front and rear shafts of the bogie are equalized. 22. The bogie for a railway vehicle according to claim 18, wherein the control of the axial spring characteristic is performed only while the vehicle is stopped.