JP2005096748A - Railway car and truck of railway car - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railway car body which causes less noise and can be manufactured easily. <P>SOLUTION: The railway car comprises a subframe 40 disposed below a floor of the car body with a clearance therebetween, and a truck 30 disposed below the subframe 40 with a clearance therebetween. The car body 10 and the subframe 40 are connected to each other via a center pin 50 protruded downwardly from the car body, and the subframe 40 and the truck 30 are connected to each other via a second center pin 70 protruded upwardly from the truck. A lower end of the second center pin is connected to the truck 30 via a connection link 110. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a railway vehicle and a railway vehicle carriage.

Among railway vehicles, a passenger train supports a vehicle body on a carriage via an elastic support mechanism such as an air spring as disclosed in Patent Document 1. The vertical load of the vehicle body is supported by the carriage via an elastic support mechanism. The vehicle body includes two side structures, two wife structures, a roof structure, and a frame. Two center pins are installed on the lower surface of the underframe constituting the lower part of the vehicle body. The center pin is installed to substantially coincide with the center position of the carriage on the underside of the underframe. The lower end of the center pin is connected to a carriage frame constituting the carriage by a connection link. The center pin and the connecting link allow a displacement between the carriage and the vehicle body, and transmit a force in the vehicle traveling direction of both, that is, a propulsive force or a braking force. The lower end of the center pin is installed so as to pass through an opening provided in the center portion of the carriage frame constituting the carriage. One end of the connection link is connected to a lower end portion of the center pin protruding downward from the bogie frame. The other end of the connection link is connected to a carriage frame. In a knitted vehicle configured by connecting a plurality of the vehicle bodies, adjacent vehicle bodies are connected by a connecting device. A propulsive force or a braking force is transmitted between the adjacent vehicle bodies by the connecting device. The connecting device includes an elastic body in order to reduce an impact force generated between adjacent vehicle bodies. In addition, it has a structure that allows deviation in the vertical and horizontal directions between adjacent vehicle bodies.
Japanese Patent Laid-Open No. 04-173472

  In a conventional railway vehicle such as a passenger train, a plurality of vehicle bodies are connected to operate as a train. In the case of a knitted vehicle, adjacent vehicle bodies move independently in the vertical direction or the horizontal direction, or roll due to an irregular track or the influence of a point portion. In order to allow such a deviation between adjacent vehicle bodies and connect the vehicle bodies, the connecting device includes two orthogonal pins. In addition, the connecting device includes the elastic body as described above, and includes a hook portion for detachably connecting adjacent vehicle bodies. In the connecting device having such a structure, there is a gap in the elastic body portion or each pin portion. In addition, a gap is also provided in the hook portions of the two connected connecting devices. Further, a gap is also provided in a portion that holds the coupling device so as to be movable in the vertical direction and the horizontal direction with respect to the vehicle body. Therefore, since there is a gap between the gap between the coupling devices themselves and the members that support these coupling devices, the members collide with each other and vibration is generated due to the deviation between the connected vehicle bodies. When this vibration is transmitted to the vehicle body, noise is generated in the vehicle body, which makes passengers feel uncomfortable.

  Except for the elastic body provided in the connecting device itself, there is no mechanism for reducing the impact between the members constituting the connecting device or between the member supporting the connecting device and the connecting device main body. . Therefore, since the coupling device main body and the support member interfere with each other due to the deviation between the coupled vehicle bodies, an impact force may be applied to the vehicle body from the coupling device. The shocking force was transmitted directly to the vehicle body and hindered the passenger comfort.

  The center pin and the connecting link that transmit the propulsive force and the braking force between the car body and the carriage of the passenger train transmit the vibration generated from the carriage to the car body. That is, rubber sleeves are provided at both ends of the connecting link. The rubber constituting the sleeve had very hard characteristics in order to transmit the propulsive force and the braking force. For this reason, it is difficult to attenuate the vibration. Therefore, the vibration of the carriage is transmitted to the vehicle body and becomes noise in the vehicle.

  The attachment portion of the coupling device to the vehicle body has a very strong structure. That is, when pulling the formation vehicle, a very large force is applied to the connecting device. For this reason, the intermediate beam that supports the connecting device on the vehicle body or the pillow beam connected to the intermediate beam has a strong structure and is a very heavy member. The intermediate beam and the pillow beam constitute a part of the underframe, and a strong beam is assembled by welding. Therefore, the portion of the intermediate beam or the pillow beam is likely to be distorted due to welding, and the production of the underframe also takes a lot of time and labor. The pillow beam is a member that transmits the traction force from the coupling device or the propulsion force and braking force from the carriage to the vehicle body, and the height dimension is substantially the same as the height of the frame. For this reason, wiring or piping installed along the longitudinal direction of the vehicle body on the lower surface of the underframe has been installed through a hole penetrating the pillow beam. Therefore, the pillow beam has a complex structure in which a through hole is provided in addition to being strong.

An object of the present invention is to provide a low-noise and inexpensive vehicle body.
An object of the present invention is to reduce the noise in the vehicle as a structure in which vibration generated in the coupling device portion is difficult to be transmitted to the vehicle body.
An object of the present invention is to simplify the structure of a frame that constitutes a vehicle body.

In the railway vehicle in which the vehicle body is placed on the carriage through the space, or the subframe in which the vehicle body is placed in the space is placed on the carriage in the space, the carriage, the subframe, or the vehicle body Can be achieved by connecting with a center pin perpendicular to the vehicle body, and the center pin is disposed on the vehicle body or the subframe so as to be movable at least in the horizontal direction via an annular cushioning rubber.
The object is to provide a railcar configured by supporting a vehicle body on a bogie, wherein a subframe is installed on the bogie, and the subframe transmits a force in the traveling direction of the vehicle to the bogie. The vehicle is connected to the carriage via a propulsive force transmission means and a vertical support means for supporting vertical load, the subframe includes a connecting device, and the vehicle body is installed on the subframe, The vehicle body and the subframe can be achieved by being connected via a propulsive force transmission means for transmitting a force in the traveling direction of the vehicle and a vertical load support means for supporting the vertical load.

  The purpose is a railway vehicle that supports a vehicle body composed of a frame, two side structures, two wife structures, and a roof structure on the carriage, and the frame is supported on the carriage via a subframe. The sub-frame is provided with a connecting device and is connected to the underframe via a propulsive force transmitting means for transmitting a force in the traveling direction of the vehicle and a vertical load supporting means for supporting a vertical load. it can.

  Examples of the present invention will be described below.

An embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a plan view showing a sub-frame which is a main member of the present invention with the floor portion of the vehicle body 10 removed. FIG. 2 is a side view of the subframe. FIG. 3 is a perspective view showing only the subframe. 4 to 7 are cross-sectional views of each part of FIG.
The underframe 9 constituting the vehicle body 10 includes two side beams 12 disposed along the longitudinal direction of the vehicle body at both side positions in the vehicle body width direction, and a floor member disposed between the two side beams 12. It is composed of The floor member is configured by arranging and joining a plurality of hollow extruded shapes extending in the longitudinal direction of the vehicle body in the vehicle body width direction. End beams are installed at both ends of the frame 9 in the longitudinal direction of the vehicle body and are joined to the side beams 12.

  A subframe 40 is installed between the underframe 9 and the carriage 30. As shown in FIG. 1, the sub-frame 40 is configured in a substantially T shape as a whole. The sub-frame 40 has a T-shaped lateral portion 410 having a length substantially the same as the width dimension of the vehicle body. The lateral portion 410 extends to a position overlapping the air spring 100 disposed between the vehicle body 10 and the carriage 30. The lateral portion 410 is arranged with its longitudinal direction along the vehicle body width direction. The sub-frame 40 has a T-shaped vertical portion 420 extending from the vicinity of the center position of the carriage toward the vehicle end side. A connecting device 80 is installed on the leading end side of the vertical portion 420. In order to transmit the force received by the connecting device 80 to the vehicle body 10, the subframe 40 is made of an aluminum alloy plate material that is thicker than the members constituting the vehicle body 10. Therefore, the subframe 40 is configured to be very strong compared to the underframe 9. Two lower flanges 422 extending downward are provided on the vertical portion 420 at a portion where the connecting device 80 of the subframe 40 is attached. A connecting device 80 is attached between the two lower flanges 422. An end of the lower flange 422 on the vehicle end side is cut off at a position of a pin 95 of the connecting device 80 described later. The vertical dimension of the end of the lower flange 422 from the center of the vehicle body is gradually shortened so that the force from the connecting device 80 is smoothly transmitted to the subframe 40. A horizontal flange 424 is provided on an outer portion of the vertical portion 420 in the vehicle width direction. The horizontal flange 424 is provided on each side of the vertical portion 420. A support arm 57 for supporting the hook portion of the connecting device 80 is formed at the front end of the vertical portion 420 on the vehicle end side.

  A relationship between the subframe 40 and the connecting device 80 will be described. The connecting device 80 includes a hook portion for connecting to another connecting device, and a buffer portion provided with a shock absorber 83 for reducing an impact force transmitted from the connecting device itself to the vehicle body 10. The shock absorber 83 has a structure in which a plurality of rubber plates and metal plates are stacked or a structure using a coiled spring. The shock absorber 83 is provided with an outer frame configured to surround an outer periphery in the vertical direction of the shock absorber itself. A hook portion is connected to a vehicle end side portion of the outer frame via a pin 96 arranged in a vertical direction and a pin 95 arranged in a horizontal direction. Support plates are respectively installed at both ends of the shock absorber 83 in the longitudinal direction of the vehicle body. Guides 55 are respectively provided on both side portions of the shock absorber 83, and the guide 55 is provided with a plurality of claws protruding toward the shock absorber 83 side. The distance between the claws is such that the two support plates can be held in a state where the shock absorber 83 is pressurized with a predetermined compression force. The shock absorber 83 is installed between two guides 55 attached to the two lower flanges 422 of the sub-frame 40. The shock absorber 83 is supported by a seat 85 and a seat 86 attached to the lower surfaces of the two lower flanges 422. As described above, the hook portion of the connecting device 80 is connected to the outer frame by the pin 95 and the pin 96, thereby allowing a vertical and horizontal deviation between the connected vehicle bodies. The hook portion is supported by a receiving seat 91 via a rubber seat 93. The seat 91 is attached to the two support arms 57 of the subframe 40 via a spring support 78. The spring support 78 has a structure that elastically supports the hook portion when the hook portion moves greatly as the deviation between the connected vehicle bodies increases. The hook portion is supported on the upper surface of the receiving seat 91 via the rubber seat 93. In this state, the upper surface of the receiving seat 91 is supported so as to be movable in the horizontal direction.

  The sub-frame 40 is attached to the frame 9 of the vehicle body 10, and its support structure will be described. Each horizontal flange 424 of the subframe 40 is provided with a plurality of holes 426 penetrating in the vertical direction. The holes 426 are provided at two positions with a predetermined interval in the longitudinal direction of the horizontal flange 424. A plurality of connecting pins 42 are provided on the lower surface of the frame 9 so as to protrude toward the carriage side. Each connecting pin 42 is arranged so that its axial center coincides with four holes 426 provided in the horizontal flange 424 of the sub-frame 40. Between the connecting pin 42 and the hole 426, a ring-shaped buffer rubber 46a and a buffer rubber 46b are installed. A rubber presser 42 b is fitted and installed at the tip of the connecting pin 42. The rubber retainer 42b is fixed to the connecting pin by a nut 43 that is screwed into a screw formed at the tip of the connecting pin 42. The inner surface of the hole 426 has a conical shape in contact with the buffer rubbers 46a and 46b. The diameter of the conical hole portion in contact with each of the buffer rubbers 46a and 46b increases toward the outside. A support plate may be formed on the inner surface of the hole 426 in accordance with the position between the buffer rubber 46a and the buffer rubber 46b. The spacing between the buffer rubbers 46a and 46b is maintained by this support plate. The support arm 57 is configured by extending the horizontal flange 424 toward the vehicle end side.

  When attaching the subframe 40 to the underframe 9, the subframe 40 is attached to the underframe 9 with the buffer rubber 46 a fitted to the connecting pin 42. At that time, the connecting pin 42 is fitted in the hole 426 of the subframe 40. Thereafter, the buffer rubber 46 b is fitted to the tip portion of the connection pin 42, and further, the rubber presser 42 b is fitted to the connection pin 42, and then these are fixed by the nut 43.

  Air springs 100 disposed between the frame 9 are attached to both end portions of the lateral portion 410 of the subframe 40. That is, two air springs 100 are installed between the lateral portion 410 of the subframe 40 and the frame 9. Further, two lateral movement stoppers 415 for receiving a center pin 50 described later are formed at the central portion of the lateral portion 410 in the vehicle width direction. A plurality of holes 416 are formed between the lateral portion 410 where the air spring 100 is installed and each of the left and right movement stoppers 415. The holes 416 are installed at two locations at a predetermined interval in the longitudinal direction of the vehicle body, and are installed outside the left and right movement stoppers 415. Therefore, the holes 416 are installed in the lateral portion 410 of the subframe 40 in all four locations. Has been. Each hole 416 is provided to support the sub-frame 40 on the base frame 9 by the connecting pin 42, the buffer rubbers 46a and 46b, the rubber presser 42b, and the nut 43 in the same manner as the hole 425. Therefore, when the subframe 40 is attached to the underframe 9, the attachment procedure of the connecting pin 42, the buffer rubbers 46a and 46b, the rubber retainer 42b, the nut 43 and the like into the hole 416 is the same as that of the hole 426. is there. However, since the air spring 100 is installed between the horizontal portion 410 of the sub-frame 40 and the underframe 9, the sub-frame 40 is installed in a state where the members constituting the air spring 100 are installed on the upper surface of the horizontal portion 410. The frame 40 is attached to the underframe 9. By the way, rubber having soft characteristics is used for the buffer rubbers 46a and 46b. These shock absorbing rubbers 46a and 46b alleviate the shocking force transmitted from the subframe 40 to the frame 9 and attenuate the vibration transmitted from the subframe 40 to the frame 9.

  The lateral portion 410 of the sub-frame 40 is configured such that both end portions in the vehicle body width direction extend to positions near the side beams 12 disposed on both sides of the underframe 9. That is, as shown in FIG. 1, the distal end portion of the lateral portion 410 is configured to extend to a position that fits between a pair of stoppers 13 attached to the inner surface of the side beam 12. The pair of stoppers 13 are firmly attached to the inner surface of the side beam 12. A buffer rubber 14 is attached to the pair of stoppers 13 on the surface facing the lateral portion 410 of the subframe 40. A traction force or a braking force transmitted between adjacent vehicles via the coupling device 80 is transmitted from the coupling device 80 to the frame 9 via the subframe 40 and the stopper 13. The buffer rubbers 46a and 46b have a soft characteristic with respect to the traction force or braking force transmitted between the adjacent vehicles via the connecting device 80, and these forces are transferred from the subframe 40 to the frame 9. It is mainly the stopper 13 and the buffer rubber 14 that are transmitted. A slight gap is provided between the buffer rubber 14 and the side surface of the lateral portion 410 of the subframe 40, or very soft rubber is provided. Thereby, it is possible to suppress the transmission in the vehicle body width direction or the vertical direction transmitted from the coupling device 80 to the subframe 40 to the frame 9. By the way, the buffer rubbers 46 a and 46 b that support the sub frame 40 with respect to the base frame 9 are configured to allow the vertical displacement of the air spring 100.

A stopper 88 is installed on the lower surface of the underframe 9 so as to hold the central portion in the vehicle width direction of the lateral portion 410 of the sub-frame 40. A gap is provided between the stopper 88 and the lateral portion 410 of the subframe 40, and when an excessive force is applied from the connecting device 80 to the frame 9 through the subframe 40, the stopper 13 and the stopper 13 are This is for transmitting excessive force to the underframe 9.
The stopper 13 installed on both sides of the frame 9 and the stopper 88 installed in the center in the width direction of the frame 9 can transmit force from the connecting device 80 to the vehicle body by only one of them. It is not necessary to provide both.

  A part of the horizontal portion 410 and the vertical portion 420 of the subframe 40 is configured to be hollow with a sealed space inside. This hollow portion is divided into two and constitutes an air reservoir for each of the air springs 100. A center pin 50 installed on the lower surface of the underframe 9 is inserted between the two left and right moving stoppers 415 installed on the lateral portion 410 of the subframe 40. The center pin 50 is configured such that a base end portion thereof is fixed to the lower surface of the frame 9 and a tip end portion is inserted between the left and right movement stoppers 415 of the subframe 40. A shock absorbing rubber 61 is provided on the surface of each of the left and right moving stoppers 415 facing in the vehicle width direction. The buffer rubber 61 is disposed so as to sandwich the center pin 50 from both sides. By the center pin 50, the two buffer rubbers 61, and the lateral movement stopper 415, the lateral movement of the base frame 9, that is, the vehicle body 10 is suppressed by the subframe 40. As shown in FIG. 8, the buffer rubber 61 is configured by stacking a buffer rubber 61a and a buffer rubber 61b. The buffer rubber 61b close to the center pin 50 is softer than the buffer rubber 61a, and when the impact force in the vehicle body width direction between the vehicle body 10 and the sub frame 40 is small, the buffer rubber 61b bends and impacts between the two. relieve. When the impact force in the vehicle body width direction between the vehicle body 10 and the sub-frame 40 is large and the swing width is large, the impact between the vehicle body 10 and the sub-frame 40 is caused by the buffer rubber 61b and the buffer rubber 61a being bent. Relieve. As described above, the shock absorbers 61a and 61b are configured in a plurality of stages, so that the impact between the vehicle body 10 and the sub frame 40 can be reduced in accordance with the magnitude of the impact force and the magnitude of the swing width in the vehicle body width direction. Can be absorbed. In addition, the position of the vehicle body 10 in the vehicle body width direction can always be centered with respect to the subframe 40. The buffer rubber 61 can suppress the vibration transmitted from the connecting device 80 or the carriage 30 to the subframe 40 from being transmitted to the vehicle body 10.

  On the lower surface of the lateral portion 410 of the sub-frame 40, a center pin 70 for a so-called cart is installed facing downward. The center pin 70 is installed at the center of the lateral portion 410 of the subframe 40 in the vehicle width direction. Ring-shaped shock absorbing rubbers 71 and 72 are installed on the upper and middle portions of the center pin 70. The diameter of the buffer rubber 72 installed at the middle part of the center pin 70 is larger than that of the buffer rubber 71 installed at the upper part of the center pin 70. The cross-sectional shapes of the buffer rubbers 71 and 72 are circular. A post 73 is fixed to the lower surface of the subframe 40 so that the center pin 70 and the axis center coincide with each other. The center pin 70 is installed through the post 73. The center pin 70 is supported by the post 73 by fitting a presser seat 76 to a bolt 74 formed at the upper end of the center pin 70 and tightening it with a nut 75. The center pin 70 can be rotated with respect to the post 73 via cushioning rubbers 71 and 72 and is elastically supported. The presser seat 76 has a lower surface protruding downward and is in contact with the cushion rubber 71. Further, a collar is formed on the outer periphery of the presser seat 76, and when the downward force is applied to the center pin 70, the center pin 70 is prevented from falling off from the post 73. Yes.

  A connection link 110 is attached to the lower end of the center pin 70. The connecting link 110 is disposed in the longitudinal direction of the vehicle body in the longitudinal direction, and cylindrical portions 113 are formed at both ends of the connecting link 110. Each cylindrical portion 113 is provided with a connecting pin 111 via a rubber sleeve 112 (buffer rubber). A connection pin 111 provided at one end of the connection link 110 is fixed to a bracket provided at the lower end of the center pin 70 with a bolt. The connection pin 111 provided at the other end of the connection link 110 is fixed to a bracket provided on the carriage frame 35 constituting the carriage 30 with a bolt. Buffer rubbers 38 are disposed on both sides of the post 73 in the vehicle width direction. Each buffer rubber 38 is fixed to a receiving seat 36 installed on the carriage frame so as to face the post 73. A gap is provided between each buffer rubber 38 and the post 73.

  With such a configuration, the center pin 70 is attached to the subframe 40 and is connected to the carriage 30 via the connection link 110. With this structure, rotation of the carriage 30 around the vertical axis with respect to the subframe 40 is allowed, and vertical movement of the subframe 40 and the carriage 30 is allowed. Furthermore, the structure is such that a force in the vehicle traveling direction between the subframe 40 and the carriage 30, that is, a propulsive force or a braking force is transmitted. The bogie frame 35 is a cross beam made of a pipe-shaped material. The center pin 70 is arranged at the substantially central position of the carriage 30 with the center of the axis, but it is not necessary to completely match the center of rotation of the carriage. The same applies to the arrangement of the center pin 50.

  On the subframe 40 and the carriage 30, support rubbers 150 that support vertical load are respectively installed at positions corresponding to the lower portions of the left and right air springs 100. The support rubber 150 is composed of a two-layer rubber plate, elastically supports the subframe 40 with respect to the carriage 30, and allows horizontal deviation between the carriage 30 and the subframe 40. Therefore, the carriage 30 can rotate around the vertical axis with respect to the subframe 40. Instead of the support rubber 150, an air spring may be installed. In this case, it is assumed that the installed air spring has a function of allowing horizontal deviation.

  According to such a configuration, the vibration of the connecting device 80 generated by the deviation between the connected vehicle bodies is transmitted to the underframe 9 via the subframe 40. However, the sub frame 40 is supported by the plurality of buffer rubbers 46a and 46b with respect to the frame 9, and the vibration is attenuated by the plurality of buffer rubbers 46a and 46b. The transmitted vibration is very small. Thereby, the noise resulting from the said vibration of the vehicle body 10 can be reduced. Even when a lateral impact force is applied to the connecting device 80 from the adjacent vehicle body, the impact force can be reduced by the buffer rubbers 46a and 46b that support the subframe 40. As a result, it is possible to prevent a decrease in riding comfort in the vehicle body 10.

  Further, when the carriage 30 passes through the point (branching device), a lateral force is applied to the carriage 30 and is transmitted to the vehicle body 10 via the center pin 70, the subframe 40, and the center pin 50, and the vehicle body 10 is a point portion. Travel along the trajectory. In this case, the lateral impact force received by the carriage 30 from the track is moderated by the shock absorbing rubber 38 and the shock absorbing rubber 61, so that the vehicle body 10 is not subjected to a shocking force and the riding comfort can be prevented from being lowered.

  The sub frame 40 is configured to be very strong in order to transmit a large force related to the connecting device 80 to the vehicle body 10. On the other hand, the underframe 9 is structured to receive the force from the connecting device 80 by the side beams 12 on both sides via the subframe 40. Therefore, the frame 9 itself can be made simpler and lighter than the conventional structure. As a result, the labor and time required to manufacture the underframe 9 can be greatly reduced. Further, since the floor member 11 constituting the frame 9 can be constituted by joining a plurality of hollow extruded shapes having substantially the same length as the overall length of the frame, the hollow members of the hollow extruded shapes are formed in the hollow portions. In addition, piping or wiring laid in the longitudinal direction of the vehicle body can be installed. Also from this point, the structure of the frame 9 can be simplified as compared with the conventional frame.

  The sub-frame 40 is formed in a substantially T shape as a whole, and wheels of the wheel shaft 33 constituting the carriage 30 are arranged on both sides of the vertical portion 420 in the vehicle width direction. Therefore, when the vehicle passes through the curved portion of the track, even if the carriage 30 rotates and the wheel shaft 33 moves relatively as shown in FIG. As a result, even if the subframe 40 is installed between the carriage 30 and the vehicle body 10, the installation position of the subframe 40 can be as close to the carriage 30 as possible. The height can be almost the same as in the conventional case.

By the way, since the support structure of the sub-frame 40 has a structure in which vibration is hardly transmitted to the underframe 9, for example, a device that generates vibration such as an air compressor is attached to the sub-frame 40, It is also possible not to transmit the vibration from the equipment to the vehicle body.
Moreover, since the said sub-frame 40 is comprised hollow, it can utilize as a water tank which stores the sand reservoir for sanding in the hollow part, the water used for a washroom or a toilet, or drinking water. Conceivable. Furthermore, it is also conceivable to suppress vibration propagation by installing a damping material inside the hollow portion of the subframe 40. Examples of the vibration damping material include a spherical body in addition to a plate-like material, and the inside of the hollow portion may be used as a filling space for the spherical body.

The subframe 40 is a small structure compared to the underframe 9, and can be manufactured from a high-strength material different from the floor member of the vehicle body 10 of the underframe 9. When the subframe 40 is made of a high-strength material, vibration transmission of the subframe 40 itself can be reduced.
By the way, in the said Example, it replaces with the air spring provided between the sub-frame 40 and the base frame 9, and it is also considered that a roller holder is attached to the right and left air spring installation position. The two pairs of roller bearings have a function of transmitting a propulsive force or a braking force in the vehicle traveling direction, and a function of inclining the vehicle body in the vehicle body width direction with respect to the subframe 40. According to such a configuration, when the cart 30 moves at the point portion (branch device) in the lateral direction, the vehicle body is tilted to the inside of the track curve portion, and the passenger is swung to the outside of the track curve. Can be suppressed.

The embodiment shown in FIG. 10 will be described. In this embodiment, the shock absorbers 71 and 72 are used to mitigate the impact, and the slip plates 77 and 78 are provided so that the center pin 70X moves in the horizontal direction. The sliding plates 77 and 78 are arranged above and below the buffer rubbers 71 and 72, respectively. The interval between the buffer rubbers 71 and 72 is small. The sliding plates 77 and 78 are in contact with the upper and lower surfaces of the subframe 40. The slide plate 77 at the upper end is fixed by a nut 75 that is screwed into a bolt 74 formed at the upper end of the center pin 70X. The sub-frame 40 is sandwiched between the sliding plate 77 and the sliding plate 78 formed on the center pin 70X. The rubbing plate 76 is installed to receive the sliding plates 77 and 78. The convex portion at the lower end of the slip plate 77 is in contact with the upper end of the center pin 70X.
According to this, the shape of the center pin 70X can be simplified.

  The embodiment of FIG. 11 will be described. In this embodiment, the subframe 40 is not provided, and the connecting device 80 is fixed to the vehicle body 10. The center pin 70Y is fixed to the carriage 30 and the vehicle body 10. The center pin 70Y has an inverted T shape when viewed from the width direction of the vehicle body. Both ends of the horizontal piece 70c at the lower end of the center pin 70Y are connected to the carriage 30 via a connecting pin 111, a buffer sleeve 112, a cylinder 113, and a bracket 114. The horizontal piece 70c corresponds to the connecting link 110. 35 and 35 are horizontal beams which connect the side beams of the carriage 30, and are along the width direction of the vehicle body. The side beams are along the traveling direction of the carriage 30. The two horizontal beams 35 and 35 are connected by connecting plates 36a, 36b, and 36c. A T-shaped vertical piece (center piece) 70d vertically penetrates the space formed by the cross beams 35, 35, the connecting plates 36a, 36b, 36c, and the like. The vertical piece 70d has a circular bar shape. The upper end of the vertical piece 70d is inserted into the center of the shock absorbing rubber 49 installed on the vehicle body 10. The vertical piece 70d has a rod shape, and its upper end is fixed by a bolt 74, a nut 75, and a presser seat 76, as in FIGS. The buffer rubber 49 is inserted between the outer holder 48 and the vertical piece 70d. The holder 48 is fixed to the lower surface of the vehicle body 10 with bolts from below. The buffer rubber 49 has a vertical dimension larger than the outer diameter. The buffer rubber 49 has a shape between the vertical piece 70 d and the holder 48. The holder 48 has a smaller inner diameter as it goes upward.

  According to this embodiment, since the connecting portion between the center pin 70Y (vertical piece 70d) and the vehicle body 10 is at two positions on both ends of the horizontal piece 70c, the input from the center pin 70 to the carriage 30 is dispersed, and the carriage The strength of 30 can be improved.

In addition, in FIG. 12, there are shock absorbing rubbers 39, 39 that are in contact with both sides of the vertical piece 70 d in the width direction of the vehicle body at the positions of the horizontal beams 35, 35.
For this reason, when the vehicle body 10 swings in the width direction, such as when the vehicle body 10 passes through a point (branching device), when the vertical piece 70d comes into contact with the buffer rubber 39, the vehicle body 10 is moved from the position in contact with the buffer rubber 39. Will be inclined. At this time, since the position of the buffer rubber 49 is above the buffer rubber 39, it is likely to be largely inclined as compared with the case of FIGS. For this reason, ride comfort can be improved.

  According to such a configuration, since the portion of the horizontal piece 70c having a large vertical height is brought to the lower surface of the carriage 30 as compared with the next embodiment of FIG. 13, the height from the carriage 30 to the vehicle body 10 is reduced. it can. Others are the same as the case of the following FIG.

  In the embodiment of FIG. 11, the center pin 70 </ b> Y is fixed to the vehicle body 10, but the center pin 70 </ b> Z can be fixed to the subframe 40. When there is no subframe 40, the connecting device 80 is fixed to the vehicle body.

  The embodiment of FIG. 13 will be described. When the center pin 70Z is viewed from the width direction of the vehicle body 10, it is T-shaped. Both ends of the T-shaped upper horizontal piece 70 c are coupled to the lower surface of the vehicle body 10 or the subframe 40 via stays 41, 41. Other configurations are the same as those in FIG.

  Further, according to this embodiment, the connecting portion between the center pin 70Z (vertical piece 70d) and the vehicle body 10 or the subframe 40 is at two positions on both ends of the horizontal piece 70c. The input is distributed, and the strength of the carriage 30 can be improved.

The characteristics of the present invention are summarized as follows.
A feature of the present invention is that a railway vehicle in which a vehicle body is placed on a carriage via a space, or a railway vehicle in which a subframe on which a vehicle body is placed via a space is placed on a carriage via a space, the carriage and the subframe or The vehicle body is connected to the vehicle body by a center pin perpendicular to the vehicle body, and the center pin is installed in the vehicle body or the subframe so as to be movable at least in the horizontal direction via an annular cushioning rubber.

  A feature of the present invention is that in a railway vehicle configured to support a vehicle body on a carriage, a subframe is installed on the carriage, and the subframe is a force in a traveling direction of the vehicle with respect to the carriage. Is connected to the carriage through a propulsive force transmitting means for transmitting the vertical force and a vertical support means for supporting a vertical load, the subframe is provided with a connecting device, and the vehicle body is installed on the subframe. The vehicle body and the subframe are connected to each other through a propulsive force transmitting means for transmitting a force in the traveling direction of the vehicle and a vertical load supporting means for supporting the vertical load. The propulsive force transmitting means for connecting the carriage and the subframe is, for example, the center pin 70 and the connecting link 110 of the embodiment, and the vertical load support means provided between the carriage and the subframe is, for example, The support rubber 150. The propulsive force transmitting means for connecting the vehicle body and the sub frame is, for example, the stopper 13 or the stopper 88, and the vertical load support means provided between the vehicle body and the sub frame is, for example, the air spring 100.

  A feature of the present invention is that in a railway vehicle that supports a vehicle body composed of a frame, two side structures, two wife structures, and a roof structure on the carriage, the frame is supported on the carriage via a subframe. The sub-frame includes a connecting device and is connected to the underframe via a propulsive force transmitting means for transmitting a force in the traveling direction of the vehicle and a vertical load supporting means for supporting a vertical load. It is in. The propulsive force transmitting means for connecting the frame and the subframe is, for example, the stopper 13 or the stopper 88, and the vertical load support means provided between the frame and the subframe is, for example, the air spring 100. .

The top view of one Example of this invention. II-II sectional drawing of FIG. The perspective view which shows the sub-frame of FIG. IV-IV sectional drawing of FIG. VV sectional drawing of FIG. VI-VI sectional drawing of FIG. VII-VII sectional drawing of FIG. Sectional drawing of the vehicle body width direction which shows the relationship between a trolley | bogie, a sub-frame, and a vehicle body. The detailed longitudinal cross-sectional view of the connection part of a trolley | bogie and a subframe. FIG. 9 is a diagram corresponding to FIG. 9 of another embodiment. FIG. 9 is a diagram corresponding to FIG. 9 of another embodiment. The center longitudinal cross-sectional view of FIG. FIG. 9 is a diagram corresponding to FIG. 9 of another embodiment.

Explanation of symbols

  9: underframe, 10: vehicle body, 12: side beam, 13: stopper, 30: bogie, 38: shock absorbing rubber, 40: subframe, 49: shock absorbing rubber, 50, 70: center pin

Claims (16)

In a railway vehicle in which a vehicle body is placed on a carriage via a space, or a subframe in which a vehicle body is placed on a carriage via a space,
The cart and the subframe or the vehicle body are connected by a center pin perpendicular to the vehicle body,
The center pin is installed in the vehicle body or the subframe so as to be movable at least in a horizontal direction via an annular buffer rubber;
A railway vehicle characterized by The railway vehicle according to claim 1,
There are at least two cushion rubbers on the top and bottom,
There is a plate that protrudes horizontally from the center pin above and below the annular rubber, and a second plate that contacts the plate is provided on the subframe or the vehicle body,
A railway vehicle characterized by The railway vehicle according to claim 1,
The shock-absorbing rubber is annular when viewed from the vertical direction, one annular rubber is installed at the upper part of the center pin, and the other is at the lower part,
In addition, there is a post that vertically penetrates the center pin on the floor surface of the subframe or the vehicle body,
The lower end of the post and the center pin are connected via the other one cushion rubber;
A railway vehicle characterized by The railway vehicle according to claim 1,
The center pin is T-shaped when viewed from the width direction of the vehicle body,
Both ends of the T-shaped horizontal piece are connected to the carriage or the subframe via an annular cushion rubber,
The tip of the T-shaped vertical piece is connected to the subframe or the vehicle body via a buffer rubber,
The buffer rubber at the tip of the vertical piece has a vertical height larger than the horizontal outer diameter;
A railway vehicle characterized by The railway vehicle according to claim 4,
The T-shaped horizontal piece is below the vertical piece;
A railway vehicle characterized by The railway vehicle according to claim 4,
The T-shaped horizontal piece is above the vertical piece;
A railway vehicle characterized by The railway vehicle according to claim 4,
The center pin passes vertically between the middle beam and the middle beam of the carriage, and in the width direction of the vehicle body, the second pin is disposed on both sides of the center pin between the middle beam and the center pin. That cushion rubber of
A railway vehicle characterized by In a vehicle in which a vehicle body is placed on a carriage via a space, or a subframe in which a vehicle body is placed via a space is placed on the carriage via a space,
The cart and the subframe or the vehicle body are connected by a center pin perpendicular to the vehicle body,
The center pin is installed on the vehicle body or the subframe so as to be movable at least in the horizontal direction via an annular cushioning rubber;
A railcar bogie characterized by The railway vehicle carriage according to claim 8,
There are at least two cushion rubbers on the top and bottom,
There is a plate protruding in the horizontal direction from the center pin above and below the annular rubber, and a second plate contacting the plate is provided on the subframe or the vehicle body,
A railcar bogie characterized by The railway vehicle carriage according to claim 8,
The shock-absorbing rubber is annular when viewed from the vertical direction, one annular rubber is installed at the upper part of the center pin, and the other is at the lower part,
In addition, there is a post that vertically penetrates the center pin on the floor surface of the subframe or the vehicle body,
The lower end of the post and the center pin are connected via the other one cushion rubber;
A railcar bogie characterized by The railway vehicle carriage according to claim 8,
The center pin is T-shaped when viewed from the width direction of the vehicle body,
Both ends of the T-shaped horizontal piece are connected to the carriage or the subframe via an annular cushion rubber,
The tip of the T-shaped vertical piece is connected to the subframe or the vehicle body via a buffer rubber,
The buffer rubber at the tip of the vertical piece has a vertical height larger than the horizontal outer diameter;
A railcar bogie characterized by The carriage for a railway vehicle according to claim 11,
The T-shaped horizontal piece is below the vertical piece;
A railcar bogie characterized by The carriage for a railway vehicle according to claim 11,
The T-shaped horizontal piece is above the vertical piece;
A railcar bogie characterized by The carriage for a railway vehicle according to claim 11,
The center pin passes vertically between the middle beam and the middle beam of the carriage, and in the width direction of the vehicle body, the second pin is disposed on both sides of the center pin between the middle beam and the center pin. That cushion rubber of
A rail car bogie characterized by In a railway vehicle in which a subframe on which a vehicle body is placed via a space is placed on a carriage via a space,
A coupling device connected to a coupling device of an adjacent vehicle is coupled to the subframe;
The sub frame is in contact with the vehicle body via an air spring at the other end side in the longitudinal direction of the vehicle body, and a plurality of connecting pins are attached to the floor of the vehicle body at the other end side of the sub frame. Being connected,
A railway vehicle characterized by In a railway vehicle carriage in which a subframe on which a vehicle body is placed via a space is placed on a carriage via a space,
A coupling device connected to a coupling device of an adjacent vehicle is coupled to the subframe;
The sub frame is in contact with the vehicle body via an air spring at the other end side in the longitudinal direction of the vehicle body, and a plurality of connecting pins are attached to the floor of the vehicle body at the other end side of the sub frame. Being connected,
A railcar bogie characterized by

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