JP2006001501A - Truck and railway vehicle using the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railway vehicle simplifying the structure of a vehicle body by dispersing transmission of load between a sub-frame 2 and the vehicle body 1 and capable of suppressing manufacturing cost in the railway vehicle using the sub-frame applied between a truck and a base frame and installed with a connector. <P>SOLUTION: The truck 6 supports the sub-frame 2 through support rubbers 5, 5 and supports the vehicle body 1 through an air spring 3 above the support rubbers. The connector 10 is installed on the sub-frame 2. The neighborhood to the installation part supports the vehicle body through a support rubber 4. Rail direction load applied to the sub-frame 2 and tie direction load are shared by stopper rubbers 12, 13 and shock-absorption rubbers 8c, 8c installed between the air spring 3, the support rubber 4, left and right ends of the sub-frame and the base frame. Since a central pin is not used for connection of the sub-frame 2 and the vehicle body 1, the structure of the vehicle body 1 is simplified and enhancement of mounting accuracy and mounting workability are improved. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a carriage, and a railway vehicle including a coupler and a structure for connecting the vehicle to the carriage in addition to the carriage.

  Conventionally, a railway vehicle is composed of a car body composed of a base frame, side structures on both sides thereof, a roof structure on the upper part thereof, and front and rear wives, and a carriage that can travel on the track with such a car body. The cart and the cart are connected via a so-called center pin and a connecting link, and the load on the vehicle body side is supported by the cart via a shock absorber such as an air spring. Further, when vehicles are connected to form a train, they are connected via a connecting device including a connector and a connecting rod provided at an end of a vehicle body of an adjacent vehicle. The coupler is attached to the floor structure of the vehicle body via a coupling member.

  6-8 is a figure which shows the structure support part structure of the conventional bolsterless cart. The left-right direction (sleeper direction, width direction) load and the front-rear direction (rail direction) load acting on the structure 1 are transmitted by a center pin disposed on the cart core dish. The load in the left-right direction is transmitted by the left and right stopper rubbers 35, 35 and partly by the air springs 36, 36, and the front-rear (vehicle traveling direction) load is applied to the traction link mounting portion 34 at the tip of the center pin 33.

  A concentrated moment load having a moment arm as a distance between the load application point and the mounting surface of the center pin 33 and a load due to vehicle body shaking in the front-rear direction and the left-right direction are generated at the attachment portion of the center pin 33 of the structure 1. . Further, in order to transmit the vehicle end compressive load transmitted from the coupler 10 through the intermediate beam 38 to the floor portion of the side structure of the structure 1 and the frame of the structure 1, a strong pillow beam 37 is used as the frame of the structure 1. Need to be configured. Further, since the center pin 33 is installed on the pillow beam 37 installed on the structure 1, a reinforcement 39 is required at the end in the width direction of the pillow beam 37 in order to facilitate load transmission to the pillow beam 37 and the structure 1. It is. Since the structure 1 that is required to be light weight is combined with the pillow beam 37, the middle beam 38, and the reinforcement 39 as strength members, it is a welded assembly of a thin member and a large member, strain management and positioning become complicated, and work The problem was the low nature. Further, since the assembly work of the large member is performed, the accuracy of the companion plate portion 40 that supports the coupler 10 cannot be ensured, and a gap generated when the coupler is attached is a cause of noise generation such as squeak noise during operation. It has become.

  As an example of the structure for attaching the coupler to the underframe, Patent Document 1 discloses a railway vehicle having an impact mitigation mechanism. This structure has a pillow beam 37 (the reference sign is the same as that used in the conventional drawings of FIGS. 6 to 8) and two ends installed on the end of the vehicle body from the pillow beam 37. It is composed of two middle beams 38 and 38 and end beams installed at the ends of the middle beam 38, and the two middle beams 38 and 38 are connected to each other near the center in the width direction of the frame of the structure 1. The coupler 10 is attached at a position closer to the end of the vehicle body than the coupling position. Specifically, the coupler 10 is fixed to a middle beam 38, 38 welded under the underframe via a receiver such as a guard plate guard attached by riveting or the like. The load is transmitted from the middle beams 38 and 38 to the pillow beam 37 and the side beams through the metal receiver. A center pin 33 is attached to the structure 1 in order to transmit the longitudinal traction force, braking force, and left-right load in the sleeper direction received from the bolsterless carriage that connects the structure 1 and the carriage via the air spring 36. It was.

  In order to reduce the noise and vibration generated from the coupling device including the coupler 10, it is necessary to improve the processing accuracy of the guard plate guard to which the shock absorber is attached, but because it is a structure that is welded to a large structure, Machining is not expected to improve machining accuracy, and with the aging of the couplers, vibrations and noise intrude into the car body side and harm the environment inside the car.

  Further, in order to support the vehicle end compressive load input from the connector 10, a structure in which a strong intermediate beam 38 and a pillow beam 37 are attached to the frame 1 by welding to the structure 1 and the load is transmitted to the pillow beam 37. It has been adopted. Welding structure members that aim for light weight and high rigidity and the middle beam 38 that requires high rigidity with a small cross-section will result in an increase in welding strain management work due to the difference in the member shape, and increase the cost of vehicle production It is connected. Moreover, the vibration and noise input from the coupler 10 must be propagated directly into the vehicle, which worsens the vehicle interior noise.

  From the pillow structure side, it is strong to support the bending moment with the moment arm between the mounting surface and the applied point for the input of longitudinal force and lateral force from the central pin part, which is a unique component of the bolsterless cart. It is necessary to arrange a member having a sufficient strength of the mounting portion in the structure at the top of the carriage core plate, which leads to an increase in the cost of manufacturing the vehicle structure.

The present applicant has proposed a railway vehicle in which a subframe is interposed between a carriage and a vehicle structure, and a coupler is incorporated in the subframe (Japanese Patent Application Nos. 2003-92123 and 2003-98034).
Patent Publication 2002-316640 (paragraphs [0015] to [0017], FIGS. 1 to 3)

  As described above, in the conventional railway vehicle, the coupler is directly attached to the vehicle structure by welding and the carriage and the structure are connected by the connection structure including the center pin and the link. Since the requirements for the structure to be transmitted and the strength requirements for ensuring the transmission of the load through the coupler and the load between the truck are contradictory, It is necessary to apply special structural measures to the connecting portion of the structure to be connected to the structure. In addition, the high strength aluminum alloy used in the coupler support and truck body coupler parts that require strength and the high ductility aluminum alloy used in the car body are assembled by welding, so alloy mixing occurs when the structure is recycled. This is a factor that lowers the value of recycled materials.

  Therefore, a subframe is arranged between the carriage and the structure, and the transmission of the load between the subframe and the structure is dispersed to simplify the structure of the structure, thereby suppressing an increase in manufacturing cost and recycling. It is an object of the present invention to provide a carriage that can be easily reused, and a railway vehicle using the same.

  In the present invention, a dolly that travels on a rail has a sub-frame on which a coupler is installed via a support rubber, and the sub-frame has a vehicle structure mounted on the upper side of the support rubber via an air spring. The rail direction load transmitted between the coupler and the subframe and between the carriage and the subframe is transmitted to the vehicle body via the air spring.

  According to the railway vehicle of the present invention, the sub-frame applied between the carriage and the structure and incorporating the coupler is used, and the rail direction load transmitted to the sub-frame is transmitted to the structure via the air spring. The conventional structure that directly attaches the coupler to the floor structure and the structure that connects the cart to the structure using the center pin eliminates the need for concentrated load measures on the structure, which simplifies the structure structure. As a result, an increase in the manufacturing cost of the structure, and hence the manufacturing cost of the vehicle, can be suppressed. In other words, since the coupler is built into the subframe, it is only necessary to make and machine the mounting part for the coupler as a separate part, and it is necessary to obtain a strong weld for mounting directly on the structure, processing accuracy, and mounting work. Therefore, the manufacturing cost of parts is reduced, and the mounting workability is improved. In addition to the rail direction load from the coupler, the rail direction load from the carriage is also distributed and transmitted from the subframe to the structure via the air spring to the side structure. The special reinforcing structure can be made unnecessary, and the can workability and mounting workability of the structure can be improved. Further, by fastening the structure and the subframe via an air spring and a support rubber, it is possible to cut off the vibration noise source and the structure, which is effective in reducing the vibration and noise in the vehicle.

  Moreover, since the subframe and the structure are connected by an air spring, the ride comfort can be improved by reducing the horizontal rigidity of the air spring.

  An embodiment of a railway vehicle according to the present invention will be described on the basis of FIGS. In the railway vehicle shown in FIGS. 1 and 2, the structure 1 is a hexahedron composed of a frame, side structures on both sides thereof, an upper roof structure, and front and rear wives, and the side structure is long in the longitudinal direction of the vehicle. The hollow shape materials manufactured by extrusion molding of aluminum alloy are arranged in the width direction and joined by welding or friction stir welding, and there is no particular difference from the conventional one.

  The structure 1 is supported via an air spring 3 on a subframe 2 supported on a bogie frame 6 of a bogie that can run on rails by wheels. The subframe 2 is firmly constituted by a thick aluminum alloy plate that is hollow inside. As shown in FIG. 2, the sub-frame 2 is disposed between the structure 1 and the carriage frame 6 so as to correspond to the carriage frame 6 and spreads slightly narrower than the lateral width of the structure 1. And a second frame portion 22 that integrally extends from a position from the center of the first frame portion 21 toward the end portion of the vehicle body 1 and supports the coupler 10 that is connected to an adjacent vehicle. For this reason, when the sub-frame 2 is viewed from above, it has a generally T-shaped shape.

  As shown in FIGS. 2 and 3, between the lower surface of the subframe 2 and the upper surface of the bogie frame 6, one on each side of the vehicle body in the width direction (sleeper direction), the vehicle body longitudinal direction (rail direction)). A total of four support rubbers 5, 5, 5, and 5 are arranged side by side. Therefore, the subframe 2 is supported by the first frame portion 21 with respect to the carriage frame 6 via the support rubbers 5, 5, 5, and 5. Since the weight of the structure 1 (including the weight of various on-board facilities and including the weight of passengers and luggage when loaded) is received by the subframe 2 as will be described later, the weight of the structure 1 is The frame 2 is finally supported by the carriage frame 6 via the support rubbers 5, 5, 5, and 5. An air spring 3 is installed above the support rubbers 5 and 5. The support rubber 5 may be a chemically synthetic rubber. The support rubber 5 only needs to have horizontal and vertical rigidity corresponding to a conventional air spring.

  The air spring 3 has a very small horizontal rigidity. It is about 1/10 of the horizontal rigidity of the air spring installed between the conventional bogie frame and the structure 1. Thereby, the vibration transmitted from the air spring 3 to the structure can be reduced. When the horizontal stiffness of the air spring is small, the displacement in the horizontal direction becomes excessive due to a steady horizontal force, which is suppressed by the suspension rubber installed between the subframe 2 and the side structure.

  The suspension rubber consists of three rubbers. One of the suspension rubbers is a first stopper rubber 13 for left and right that can touch the side beams 1C on both ends of the subframe 2 in the sleeper direction and on both sides of the underframe of the structure (FIGS. 1, 3, and FIG. 3). 5). The first left and right stopper rubber 13 is installed on the subframe 2. There is a 20 mm gap between the first left and right stopper rubber 13 and the side beam 1C.

  The second suspension rubber is cushion rubber 8c, 8c installed at the connecting part of the front and rear links 8, 8 that connects the front part of both ends of the first frame part 21 of the subframe 2 and the anchors 9, 9. Yes (see FIGS. 1 and 5). The anchor 9 is installed in the vicinity of the side beams 1 </ b> C on both sides in the frame of the structure 1. The pins 8a and 8a of the link 8 are perpendicular to the anchor 9 and the first frame portion 21, and the pins 8a and 8a are rotatable in the horizontal direction. The buffer rubbers 8c and 8c are located between the pins 8a and 8a and the holders 8b and 8b of the link 8.

  The third suspension rubber is a front and rear stopper rubber 12 installed on the anchor 9 between the anchor 9 and the first frame portion 21 (see FIGS. 1 and 5). The front and rear stopper rubbers 12 support the load in the rail direction. There is a gap of about 5 mm between the front and rear stopper rubbers 12 and 13 and the first frame portion. Although the front and rear stopper rubber 12 is provided on the anchor 9 in the illustrated example, it may be provided on the subframe 2 side in the same manner as the first left and right stopper rubber 13.

  These suspension rubbers regulate the air spring 3 even if it moves in the direction of the sleepers. Thereby, vibration and noise of the structure 1 are suppressed. The air spring can be configured with reduced horizontal rigidity.

  On both sides of the coupler 14 of the second frame portion 22 of the subframe 2, there are support rubbers 4, 4 installed on the second frame portion 22, and between the structure 1 and the second frame portion 22 of the subframe 2. Absorbs the relative displacement that occurs. The upper surface of the support rubber 4 is in contact with the lower surface of the frame of the structure 1. There is also a support rubber 4 below the second frame portion 22 below the support rubber 4, and the subframe 2 is suspended from the underframe 1A. A suspension bolt 5b passes through the frame 1A. The lower surface of the connector 14 is supported by a plate that connects the tip ends of the second connecting portions.

  When an excessive vehicle end compression force is applied when the vehicle is connected to the vehicle, the vehicle end compression force passes through the first frame portion 21 from the second frame portion 22 and then the side beam 1C on the frame of the structure 1. It is transmitted to the side beam 1C of the structure via anchors 9 and 11 installed in the vicinity. The front and rear stopper rubbers 12 provided at the contact portions of the anchors 9 and 11 alleviate the impact of the action of the vehicle end compression force. Of the vehicle end compression force at this time, the ratio transmitted to the structure 1 via the front and rear links 8 is set to be small. A pair of first left and right stopper rubbers 13 and 13 are provided at each of the end portions of the first frame portion 21 in the vehicle width direction. The first left and right stopper rubbers 13 and 13 alleviate the impact and reduce the excessive displacement when the lateral relative displacement generated between the structure 1 and the subframe 2 (first frame 21) becomes excessive. regulate.

  Further, as shown in FIG. 2, most of the excessive vehicle end compression force in the front-rear direction is transmitted from the anchors 9, 9, 11, 11 to the frame via the front-rear stopper rubbers 12, 12. This is because the horizontal stiffness of the air spring 3 is small as described above. The front and rear stopper rubbers 12 are installed on the anchor 11.

  The coupler 10 is incorporated in the second frame portion 22 of the subframe 2. The coupler 10 includes a coupler mounting portion 14 and a pin coupling portion 15, and the second frame portion 22 is provided with the coupler mounting portion 14. The structure 1 is provided with second left and right stopper rubbers 16 and 16 at the ends of the second frame portion 22 in the sleeper direction, and the lateral direction (sleeper direction) between the structure 1 and the subframe 2 (second frame portion 22). When the relative displacement of) becomes excessive, the impact is reduced and the excessive displacement is restricted.

  According to the railway vehicle configured as described above, the rail-direction load transmitted from the adjacent vehicle via the coupler 10 and the rail-direction load such as the propulsion force and the brake force from the carriage are the subframe 2. Is transmitted from the anchors 9 and 9 to the frame of the body structure 1 through the front and rear arms 8 and 8. The weight of the structure 1 is transmitted to the subframe 2 through the air springs 3 and 3 and the support rubbers 4 and 4 and then transmitted to the carriage frame 6 through the support rubbers 5 and 5.

  Most of the excessive vehicle end compression force entering the subframe 2 in the front-rear direction is transmitted to the anchors 9, 9, 11, 11, and the frame through the front-rear stopper rubbers 12, 12. Further, a lateral load such as a lateral load associated with a curve or a point passing is also transmitted through the air springs 3 and 3 in a slight case, but when the lateral relative displacement becomes excessive, the subframe 2 The first left and right stopper rubbers 13 and 13 or the second left and right stopper rubbers 16 and 16 are transmitted to the frame.

  With respect to loads input to the structure 1 from the coupler 10 and loads acting in the horizontal direction such as the left and right loads between the vehicle body and the carriage and the longitudinal loads, the structures 1 such as the anchors 9 and 9 and the anchors 11 and 11 are used. Underframe can be used. In addition, since the subframe 2 is smaller than the structure 1, by mounting the coupler 10 on the subframe 2, the coupler mounting portion 14 can be processed by machining with a general-purpose machine. Since high-precision mounting is possible, it is possible to eliminate low-level noise due to looseness of the coupler mounting portion 14.

  Further, the sub-frame 2 manufactured by welding a high-strength aluminum alloy member having a large thickness as a strength member and the structure 1 composed of an aluminum alloy member that is generally thin and excellent in ductility are manufactured separately. By fastening and assembling them with the air spring 3 and bolts after completion, it becomes possible to improve the respective processing accuracy and the manufacturing workability. Further, since there is no welded portion between the coupler and the carriage on the structure side, the structure 1, the subframe 2 and the carriage can be easily separated by disassembling the support rubbers 4, 5, the air spring 3, and the front and rear links 8. Since the maintenance and separation of the alloy types are possible, the reuse becomes easy.

The figure which looked at the downward direction from between a frame and a sub-frame in one Example of the rail vehicle by this invention. The longitudinal cross-sectional view of the rail vehicle of FIG. Sectional drawing cut | disconnected by line III-III in FIG.1 and FIG.2. Sectional drawing cut | disconnected by line IV-IV in FIG.1 and FIG.2. The enlarged view of the connection part of a sub-frame and a structure in FIG. The top view of the structure support part structure of the conventional bolsterless cart. Sectional drawing cut | disconnected by line VII-VII of the body support part structure shown in FIG. Sectional drawing cut | disconnected by line VIII-VIII of the body support part structure shown in FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Structure 2 ... Sub-frame 3 ... Air spring 4 ... Support rubber 5 ... Support rubber 6 ... Bogie frame 8 ... Front-rear link 8c ... Buffer rubber 9 ... Anchor 10 ... Coupler 11 ... Anchor 12 ... Front-rear stopper rubber 13 ... 1st Left and right stopper rubber 14 ... Connector mounting portion 15 ... Pin coupling portion 16 ... Second left and right stopper rubber 21 ... First frame portion 22 ... Second frame portion 23 ... Center pin 24 ... Link 1C ... Side beam

Claims (14)

The bogie that runs on the rail carries a subframe with a coupler through an elastic body,
The sub-frame has a vehicle structure mounted thereon via an air spring above the elastic body.
Transmitting a rail-direction load transmitted between the coupler and the subframe and between the carriage and the subframe from the subframe to the vehicle body via the air spring;
A railway vehicle characterized by   2. The railway vehicle according to claim 1, wherein front and rear anchors are provided on both sides in the width direction of the underframe constituting the structure, and the front and rear anchors and the front end of the subframe are connected using front and rear arms. One end of the front / rear arm and the subframe are connected via a shock-absorbing rubber, and the other end of the front / rear arm and the front / rear anchor are connected via a shock-absorbing rubber. Railway vehicle.   The railway vehicle according to claim 2, wherein the front and rear arms are connected to the subframe and the front and rear anchors so as to be rotatable around an axis in a vertical direction.   The railway vehicle according to claim 2, wherein the sub-frame can be contacted between a rail-direction end portion and the anchor via a front and rear stopper rubber.   2. The railway vehicle according to claim 1, wherein the subframe can be contacted between a width direction end portion and the structure via a left and right stopper rubber. 3.   6. The railway vehicle according to claim 5, wherein the sub-frame includes a first frame portion attached to the carriage and a second frame portion in which the coupler is incorporated, and the left and right stopper rubbers are the first frame portion. And a first left and right stopper rubber disposed between the vehicle body and the vehicle body at positions on both sides in the width direction of the vehicle, and a second frame portion disposed between the vehicle body and the vehicle body at a position near the center of the vehicle. 2. A railway vehicle comprising left and right stopper rubber.   The railway vehicle according to claim 1, wherein the subframe is welded and assembled with a high-strength aluminum alloy, and the vehicle body is made of an aluminum alloy with high ductility. The bogie that runs on the rail carries a subframe with a coupler through an elastic body,
The sub-frame includes an air spring for placing a vehicle structure above the elastic body,
A rail direction load transmitted between the coupler and the subframe and between the carriage and the subframe can be transmitted from the subframe to the vehicle body via the air spring;
A trolley characterized by   9. The carriage according to claim 8, wherein a front and rear arm capable of being connected to a front and rear anchor of the structure is provided at a front end of the subframe, and the front and rear arm is disposed at one end between the subframe and the subframe. A cart comprising a cushioning rubber that is interposed and connected to the subframe, and a cushioning rubber that is interposed between the front and rear anchors at the other end and is connectable to the front and rear anchors.   10. The carriage according to claim 9, wherein the front and rear arms are rotatable about a vertical axis with respect to the subframe and the front and rear anchors at the connecting portion. .   The railway vehicle according to claim 8, wherein the sub-frame includes a front and rear stopper rubber capable of contacting with the anchor at an end portion in the rail direction.   9. The carriage according to claim 8, wherein the sub-frame includes left and right stopper rubbers that can come into contact with the structure at an end in the width direction.   9. The cart according to claim 8, wherein the sub-frame includes a first frame portion attached to the cart and a second frame portion into which the coupler is incorporated, and the left and right stopper rubbers are arranged in the first frame portion. A first left and right stopper rubber disposed between the vehicle body at a position on both sides in the width direction of the vehicle and a second rubber member disposed between the vehicle body at a position near the center of the vehicle at the second frame portion. A cart characterized by left and right stopper rubber.   8. The carriage according to claim 7, wherein the subframe is welded and assembled with an aluminum alloy having a high yield strength different from an aluminum alloy having high ductility constituting the vehicle body.

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