JP2006160087A - Vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce the wear of a wheel flange by absorbing a disagreement in movement of a vehicle body and a bogie when a vehicle enter a curve to alleviate an unallowable force to the vehicle body and reducing an attack angle of a wheel of the vehicle at the head against a rail and other trucks to its lateral pressure. <P>SOLUTION: Two towing rods 7 are arranged in parallel at both sides of the vehicle along a longitudinal axis (b) of the vehicle, the connecting part between one end of the towing rod 7 and the vehicle body is set to the head side off from the center of the bogie, the other connecting part between the other end of the towing rod 7 and the bogie is set to the rear side off from the center of the bogie, vibration-proof rubbers are interposed in both of the connecting parts and a stopper mechanism 8 for accepting the displacement of the vehicle body on the bodie side when the vehicle enters a curve is set to the rear side of from the center of the bogie. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention comprises a vehicle body and a carriage on which the vehicle body is mounted and provided with traveling wheels, a tow rod that transmits the traction force of the carriage to the vehicle body, and a stopper mechanism that suppresses lateral displacement of the vehicle body during curve traveling or the like. In the vehicle provided with the vehicle, the impact received by the vehicle when traveling on a curve is reduced and absorbed, and the ride comfort and stability are improved.

Conventionally, a vehicle running on a rail, particularly a road rail vehicle or a city traffic vehicle for short-distance traffic, comprising a vehicle body and a carriage on which the vehicle body is mounted and provided with traveling wheels. Alternatively, two or four drive wheels provided with a drive device are provided.
For example, Patent Document 1 (Japanese Patent Laid-Open No. 11-342844) discloses a structure in which a vehicle body and a carriage are coupled to each other by at least one traction rod along the traveling direction.

  In such a vehicle, in order to prevent wheel wear on one side, the traveling direction of the carriage is reversed after a certain traveling distance or after a certain traveling period, particularly in a unidirectional vehicle. That is, the carriage is removed from the vehicle body, and is attached by rotating 180 ° below another vehicle body. The technique disclosed in Patent Document 1 proposes a structure in which such a carriage can be quickly and easily rotated 180 ° and arranged.

  In the structure disclosed in Patent Document 1, two traction rods that transmit traction force from the carriage to the vehicle body are arranged in parallel with the longitudinal axis of the vehicle interposed therebetween. The tow rod is attached to the front side of the vehicle on the trolley side, and connected to the rear side of the vehicle side on the vehicle side, and restricts movement between the trolley and the vehicle in the direction perpendicular to the traveling direction of the vehicle body. In order to limit the movement of the vehicle body in the direction perpendicular to the traveling direction of the vehicle body, left and right stoppers are provided at approximately equidistant positions from the center of the carriage around the center of the carriage. Moreover, the spherical bearing which accept | permits the movement of the three-dimensional direction of a normal connection part is used for both the junction parts of a tow rod.

JP 11-342844 A

  However, the structure disclosed in Patent Document 1 has the following problems. When the vehicle enters the curve, the vehicle body is under the influence of the rear connection vehicle body (pin connection vehicle body), and therefore the vehicle body tries to move along the straight line as it is due to inertia. On the other hand, the bogie will proceed along the rail track curve. For this reason, the vehicle body is swung out of the curve with respect to the carriage, and as a result, hits the left and right stoppers, and the carriage is forced to face the body. This increases the attack angle with respect to the rail of the head axle wheel, increases the lateral pressure, and increases the wear of the flange of the wheel.

Further, hitting the left and right stoppers is accompanied by an impact, giving an unreasonable force to each part, shortening the life of each part and giving the passengers an uncomfortable feeling. When such an impact is particularly large, the movement centering on the connecting pin that connects the vehicle bodies is accelerated and becomes a continuous movement, which is a cause of lack of vehicle stability.
In addition, since spherical bearings are used at both ends of the traction rods arranged in parallel on the left and right, the vehicle body and the carriage are restricted by the movement of the traction rods parallel in the left-right direction.

This means that the direction of the carriage is always restricted by the movement of the vehicle body, and every time the vehicle enters the curve, the carriage is restricted by the movement of the vehicle body, which increases the attack angle of the leading vehicle and increases the lateral pressure. The wear of the flange becomes large.
In addition, the tow rod is always forced from both the carriage and the car body, increasing the wear of the spherical bearings provided at both ends of the tow rod, increasing the backlash of the tow rod, The noise will be increased.

  In view of the problems of the prior art, the present invention absorbs the displacement of the movement of the vehicle body and the carriage that occurs when the vehicle enters the curve, and exerts an unreasonable force between both sides of the tow rod, the body side, and the carriage side. In particular, by reducing movement of the vehicle body and preventing the carriage side from being restricted by the movement of the vehicle body, the attack angle against the rails and other tracks of the head vehicle wheel is reduced, and the lateral pressure is reduced. The purpose of this invention is to eliminate the discomfort given to passengers by reducing the flange wear of the vehicle and to improve the stability of the vehicle.

  The configuration of the vehicle according to the present invention achieves such an object, and includes a vehicle body and a carriage on which the vehicle body is mounted and provided with traveling wheels. One end side is connected to the vehicle body side and the other end side is connected to the carriage. A restraining member that is provided with a tow rod that transmits traction force to the vehicle body, and a locking member that is fixed to the vehicle body with a clearance within the allowable range at the same height level with respect to the restraining member. In the vehicle having a stopper mechanism that restricts the relative displacement in the left-right direction between the vehicle body and the carriage, at least in the leading vehicle, the two tow rods are arranged in parallel on both sides along the longitudinal axis of the vehicle, The connecting portion between one end of the tow rod and the vehicle body side is positioned on the front side from the center of the cart, and the connecting portion between the other end of the tow rod and the cart side is positioned on the rear side from the center of the cart. With anti-vibration rubber It is characterized in.

When the vehicle enters the curve, the vehicle and the trolley supporting the vehicle try to go straight, but the rail is curved, so the trolley that is in contact with the rail is close to the outside of the rail. Go along the curve. On the other hand, the leading vehicle body receives excessive centrifugal force as the vehicle body enters the curve. However, in the case of a connected vehicle body, the leading vehicle side is greatly swung outward with the connecting pin connecting the vehicles as the center.
If the carriage follows the movement of the vehicle body, the wheels are directed outward from the tangential direction of the rail, so that the so-called attack angle is increased and the wheels are subjected to a large lateral pressure. If the ratio between the lateral pressure and the wheel weight exceeds a certain value, derailment occurs, so it is necessary for safety to keep the lateral pressure as low as possible.

  In the present invention, when the vehicle enters the curve, the tow rod causes a shift in the movement between the vehicle body and the carriage even when the vehicle body, particularly the leading vehicle body, is swung outward by the excessive centrifugal force. It can be absorbed by the anti-vibration rubber interposed between the both ends of the connecting portion, and it is possible to prevent an unreasonable force from acting on the traction rod, the carriage and other parts.

In addition, even when the vehicle enters the curve and the vehicle body is swung out of the curve due to excessive centrifugal force, anti-vibration rubber is interposed at both ends of the two tow rods connecting the vehicle and the vehicle body to prevent The cart can rotate relative to the vehicle body by the amount of deflection of the vibration rubber in the rod direction (one is pulled and one is compressed), and the vehicle can run along the rail separately from the movement of the vehicle body.
In addition, the deflection of the anti-vibration rubber acts as a restoring force for the vehicle body because the carriage is restrained to a certain extent and does not move, so that the vehicle body returns to the center of the rail track.
This absorbs the deviation of the movement of the vehicle body and the bogie that occurs when the vehicle enters the curve, reduces the attack angle of the wheels, particularly the wheel rails of the leading vehicle, and other tracks, reduces the lateral pressure, Reduction of flange wear can be realized.

  In the present invention, the connecting portion between the one end of the traction rod and the vehicle body is positioned on the front side from the center of the carriage, and the connecting portion between the other end of the traction rod and the carriage side is located behind the center of the carriage. By positioning, the leading car is trailed with respect to the vehicle body, thereby enabling stable running against disturbance from the track side.

  In the present invention, the stopper mechanism is preferably provided on the rear side of the center of the carriage in the leading vehicle. When the vehicle enters the curve due to overspeed while traveling, the leading car is greatly swung to the outside of the curve due to excess centrifugal force, and the left and right stoppers of the vehicle body hit the carriage. If the left and right stoppers are arranged before and after the center of the carriage as in Patent Document 1, the carriage is also swung to the outside of the curve, which may lead to derailment in the worst case.

  In the present invention, preferably, in the leading vehicle, the stopper mechanism is provided on the rear side from the center of the carriage, so that the vehicle has a high approach speed to the curve, and the vehicle body is greatly swung outward from the curve. Even when it hits the stopper mechanism, the stopper mechanism is provided behind the center of the carriage, so the locking member connected to the vehicle body side is affected by the impact force that hits the restraining member fixed to the carriage side. A couple (moment) toward the center of the curve acts on the car, and the carriage rotates in the direction of the center of the curve.

  As a result, the attack angle of the wheel of the leading vehicle is further reduced, the lateral pressure is reduced, and wear of the wheel flange can be reduced. This reduces the impact applied to the vehicle, and the movement of the vehicle body is also quickly converged, improving the ride comfort and enhancing the safety of the vehicle.

  In the vehicle of the present invention, preferably, the distance between the vehicle body side connection portions between the two traction rods is made wider than the distance between the carriage side connection portions. As a result, when the vehicle enters the curve, if the vehicle body is swung out of the curve due to excessive centrifugal force, the carriage of the leading vehicle is moved into the curve by a tow rod that is connected to the carriage at one end behind the center of the carriage. Tilt to face. 1 and 2 are explanatory views illustrating this operation.

1, (a) shows a situation during straight running, and (b) shows a situation during curved running. In FIG. 1, the distance L2 between the vehicle body side connection portions 34 of the two tow rods 33 is set as the carriage side connection portion 35. The interval L1 is larger than the interval L1 (L2> L1). In this arrangement, when the vehicle body 32 is swung to the outside of the curve as indicated by 32a when the vehicle enters the curve, the curve as indicated by 34a of the vehicle body side connecting portion 34 (b) of the tow rod 33 is obtained. The trolley 30 moves toward the inside of the curve from the function of the link. Due to this function, the carriage has an angle along the curve even in normal running (not abnormally high speed but does not reach the stopper). Therefore, the attack angle is small, the lateral pressure is small, and the flange wear is reduced.
When the two pulling rods 33 are arranged in parallel, only the trailing effect and the lateral pressure reducing effect when hitting the stopper are obtained as described above.

FIG. 2 shows, as a comparative example of the present invention, a case where the distance L2 between the vehicle body side connection portions 34 of the two tow rods 33 is arranged narrower than the distance L1 between the carriage side connection portions 35 (L2 <L1). When arranged in this way, unlike the case of FIG. 1, the cart also faces outward by the action of the link as the vehicle body 32 is displaced outward (32a).
This increases the attack angle of the carriage and increases the lateral pressure to facilitate derailment, which is the opposite effect.

  In the vehicle of the present invention, preferably, in the rear vehicle, the connection portion between the one end of the traction rod and the vehicle body side is positioned on the rear side from the center of the carriage, and the connection portion between the other end of the traction rod and the carriage side is provided. The stopper mechanism is provided on the front side from the center of the carriage, and is positioned on the front side from the center of the carriage. Thus, even when the traveling direction is reversed, the object of the present invention can be achieved.

  According to the present invention, at least in the leading vehicle, the two traction rods are arranged in parallel on both sides along the longitudinal axis of the vehicle, and the connecting portion between one end of the traction rod and the vehicle body side is located on the leading side from the center of the carriage. In addition, the connecting portion between the other end of the traction rod and the cart side is located on the rear side of the cart center, and the anti-vibration rubber is interposed between the two connecting portions, so that the vehicle enters the curve. Even if the vehicle body is swung out of the curve due to excessive centrifugal force, the displacement of the movement between the vehicle body and the carriage is absorbed by the anti-vibration rubber interposed between the ends of the tow rod. Unreasonable force does not act on.

In addition, even when the vehicle enters the curve and the vehicle body is swung out of the curve due to excessive centrifugal force, anti-vibration rubber is interposed at both ends of the two tow rods connecting the vehicle and the vehicle body. The carriage can rotate relative to the vehicle body by the amount of deflection of the vibration rubber in the rod direction (one is pulled and one is compressed), and the vehicle can travel along the rail separately from the movement of the vehicle body.
In addition, the deflection of the anti-vibration rubber acts as a restoring force for the vehicle body because the carriage is restrained to a certain extent and does not move, so that the vehicle body returns to the center of the rail track.
This absorbs the deviation of the movement of the vehicle body and the bogie that occurs when the vehicle enters the curve, reduces the attack angle of the wheels, particularly the wheel rails of the leading vehicle, and other tracks, reduces the lateral pressure, Reduction of flange wear can be realized.
Therefore, the attack angle of the wheel when the vehicle enters the curve can be reduced, and the lateral pressure can be reduced and the flange wear can be reduced. This eliminates discomfort for passengers, improves ride comfort, and increases vehicle stability.

In the present invention, preferably, by providing the stopper mechanism on the rear side from the center of the carriage in the leading vehicle, when the vehicle enters at a high speed, the vehicle body is greatly swung outward from the curve and hits the left and right stopper mechanisms. Even in this case, since the stopper mechanism is provided behind the center of the carriage, a couple of forces acting toward the center of the curve acts on the carriage due to the impact force of the vehicle body hitting the stopper mechanism, and the stopper mechanism is interposed between both ends of the tow rod. The dolly rotates in the direction of the center of the curve by the amount of damage of the anti-vibration rubber.
As a result, the attack angle of the wheel, particularly the wheel of the leading vehicle, is further reduced, the lateral pressure is reduced, and the wear of the flange can be reduced. This reduces the impact applied to the vehicle body, and the movement of the vehicle body is also quickly converged, improving the ride comfort and enhancing the safety of the vehicle.

  Further, according to the device of the present invention, preferably, when the vehicle enters the curve, the vehicle body exceeds the distance between the vehicle-side connection portions of the two tow rods than the space between the vehicle-side connection portions. When it is swung out of the curve by centrifugal force, the carriage of the leading vehicle tilts toward the inside of the curve by the traction rod, one end of which is connected to the carriage behind the center of the carriage. This is contrary to the movement of the car body, and the leading carriage moves along the curve direction, which also reduces the attack angle of the vehicle, especially the wheels of the leading vehicle, reducing suppression and reducing wheel flange wear. Can be achieved.

  In the rear vehicle, the connection portion between the one end of the traction rod and the vehicle body side is located on the rear side from the cart center, and the connection portion between the other end of the traction rod and the cart side is located on the front side from the cart center, A stopper mechanism is provided in front of the center of the carriage. Thus, even when the traveling direction is reversed, the object of the present invention can be achieved.

Hereinafter, the present invention will be described in detail with reference to the embodiments shown in the drawings. However, the dimensions, materials, shapes, relative arrangements, and the like of the component parts described in this example are not intended to limit the scope of the present invention only to specific examples unless otherwise specified. Only.
FIG. 3 is a plan view schematically showing a first embodiment of the vehicle of the present invention, FIG. 4 is an enlarged plan view of a carriage part in the first embodiment, and FIG. 5 is a cross-sectional view taken along line BB in FIG. 6 is a cross-sectional view taken along line AA in FIG. 4, FIG. 7 is a partial cross-sectional elevation view of the traction rod of the first embodiment, FIG. 8 is a plan view of the traction rod, and FIG. FIG. 10 is a plan view showing the behavior when the leading vehicle enters the curve in the first embodiment, FIG. 10 is a plan view showing the behavior when the trailing vehicle enters the curve in the first embodiment, and FIG. In one Example, it is a top view which shows the operating condition of the stopper mechanism 8 grade | etc.,.

3 to 11 showing the first embodiment of the apparatus of the present invention, 1 is a leading vehicle, 2 is a trailing vehicle, and 3 is an intermediate vehicle connected in the middle between the leading vehicle 1 and the trailing vehicle 2. And 2a are bogie frames which have wheels 4 in the leading vehicle 1 or the tail vehicle 3 and support the vehicle body at the lower part of the vehicle body. Reference numeral 5 denotes a connecting shaft that connects the vehicles, and reference numeral 6 denotes a vehicle end damper that prevents a collision between the vehicles. Reference numeral 7 denotes a tow rod mounted between the vehicle body and the carriage in each vehicle. Reference numeral 8 denotes a stopper mechanism for preventing the vehicle body from derailing.
In addition, a is a vehicle traveling direction.

FIG. 4 shows a bogie frame 1a on which the vehicle body of the leading vehicle 1 is placed. In FIG. 2, two traction rods 7 are equidistant from the longitudinal axis b of the vehicle in the lateral direction and parallel to the coaxial line b. The front side connection end 7b is connected to the vehicle body side connection shaft 10, and the rear side connection end 7a is connected to the carriage side connection shaft 9.
The stopper mechanism 8 includes a pair of stoppers 12 fixed to the carriage side and a locking member 11 fixed to the vehicle body side and disposed between the stoppers 12 and arranged at the same height level. When a lateral displacement of the vehicle body occurs with respect to the carriage frame 1a, the locking member 11 fixed to the vehicle body side comes into contact with the stopper 12 fixed to the truck side and is locked. In this embodiment, the stopper mechanism 8 is disposed on the rear side from the cart center c (see FIG. 3).

Reference numeral 13 denotes a lateral damper provided in a direction perpendicular to the longitudinal axis b of the vehicle, one end 13 a of which is connected to the carriage side connection shaft 14, and the multi-end 13 b is connected to the vehicle body side connection shaft 15.
The rear vehicle 2 has a reverse arrangement to the leading vehicle. Therefore, when the traveling direction a is reversed and the trailing vehicle 2 becomes the leading vehicle, the structure similar to that of the current leading vehicle 1, It becomes arrangement and has the same function as the current leading vehicle 1.

  5 and 6 are enlarged views of the traction rod 7, and the connection end 7a of the traction rod 7 is connected to the carriage side connection shaft 9 with an anti-vibration rubber 16 interposed therebetween. 7b is connected to the vehicle body side connecting shaft 10 with an anti-vibration rubber 17 interposed therebetween. As shown in FIG. 6, the cart side connection end 7a is connected to the cart frame 1a, and the vehicle body side connection end 7b is connected to the vehicle body frame 1b.

In the configuration of the first embodiment, when the vehicle enters the curve, excessive centrifugal acceleration is generated outside the curve in the vehicle body, and the vehicle is displaced outward. Although depending on the curvature radius of the curve and the approach speed of the vehicle, if the excess centrifugal acceleration is large, the vehicle body is greatly displaced outward and hits the stopper mechanism 8.
The behavior when the vehicle enters the curve will be described with reference to FIGS. FIG. 9 shows the behavior of the leading vehicle, and FIG. 10 shows the behavior of the trailing vehicle. 9 to 10, d is the centrifugal force acting on the vehicle body, e and i are moments acting on the carriage, f is a curve showing the inclination of the vehicle body, g is a curve showing the inclination of the carriage, and h is the center of the curved track. It is a curve shown.

In FIG. 9, when the leading vehicle 1 enters the curve, the leading vehicle 1 moves in such a way that the intermediate vehicle 3 is connected and the vehicle end damper 6 acts so that the leading vehicle 1 Instead of displacing outward, only the leading side of the leading vehicle 1 is swung outward about the connecting shaft 5. For this reason, the vehicle body of the leading vehicle 1 has an inclination as if it was swung to the outer track of the curve track h as shown by the curve f.
Next, in the leading vehicle 1, the position of the stopper mechanism 8 is behind the carriage center c. Therefore, when the locking member 11 connected to the vehicle body hits the left and right stoppers 12, 12, the carriage is turned clockwise. When the moment e is applied and the anti-vibration rubbers 16 and 17 interposed at both ends of the pulling rod 7 are bent, the carriage turns in the direction toward the curve track center h, contrary to the inclination of the vehicle body.

  This movement of the carriage has the effect of reducing the attack angle of the wheel 4 when the leading vehicle 1 passes through the curve and smoothing the vehicle passing through the curve. As a result, the lateral pressure applied to the vehicle can be reduced and the wear of the flange portion of the wheel 4 can be reduced. This reduces the impact applied to the vehicle body, and the movement of the vehicle body is quickly converged, improving the ride comfort and improving the safety of the vehicle.

  On the other hand, in the case of the rear vehicle 2, since the front side is connected to the intermediate vehicle 3 by the connecting shaft 5 as shown in FIG. 10, the movement of the vehicle body is swung to the outer track side of the curve as shown by the curve f. It becomes a movement. On the other hand, the movement of the carriage is such that the locking member 11 connected to the vehicle body hits the left and right stoppers 12, 12, so that a counterclockwise moment i in the tangential direction of the curve acts, and both connecting ends 7 a of the traction rod 7. , 7b, the bogie turns in the direction along the center of the curved track h, contrary to the movement of the vehicle body, by the amount of the anti-vibration rubbers 17 and 18 bent.

Due to the movement of the carriage, the wheel 4 works in a direction along the curve regardless of the inclination of the vehicle body, and thus has a function of smoothly passing the curve. For the rear vehicle 2, since the movement of the intermediate vehicle is suppressed more than the leading vehicle, the displacement and movement of the vehicle body are smaller than those of the leading vehicle 1.
In addition, since the intermediate vehicle 3 is connected to other vehicles before and after the vehicle body, the movement of the intermediate vehicle 3 is suppressed in the front and back, so that it is not often shaken to the left and right, and the configuration of the present invention is not particularly adopted. There is no problem.

In FIG. 11, (a) is an explanatory view showing when a vehicle is entering a right curve, (b) is when traveling on a straight track, and (c) is an explanatory diagram showing when entering a left curve. In FIG. 11, 1c is the outline of the bogie part of the leading vehicle 1, 1d is the outline of the car body part, 2c is the outline of the bogie part of the rear vehicle 2, and 2d is the outline of the car body part.
In (a), when the vehicle enters the right curve, the vehicle body receives a lateral force j in both the leading vehicle 1 and the rear vehicle 2, and the center line m of the vehicle is displaced from the vehicle body-cart central line l. As it moves upward, the locking member 11 connected to the vehicle body contacts the left stopper 12. When the vehicle body receives a lateral force j, the vehicle body side connection end 7b is swung to the left side and the traction rod 7 moves to 7 '.

  In the leading vehicle 1, a clockwise rotational moment e is applied to the bogie frame 1 a around the bogie center c, and the anti-vibration rubbers 16 and 17 interposed at both ends of the traction rod 7 are bent by the amount of the vehicle body. Contrary to the inclination, the carriage turns in the direction toward the curve trajectory center h by the turning angle k, and the rear vehicle 2 receives a lateral force j, whereby a counterclockwise moment i about the carriage center c is generated. As the anti-vibration rubbers 16 and 17 interposed at both ends of the tow rod 7 are bent, the carriage turns by the turning angle o in the direction toward the curve track center h contrary to the inclination of the vehicle body.

In FIG. 11B, since the vehicle travels in a straight line, no lateral force is applied to the vehicles 1 and 2 and the vehicle body is not displaced in the left-right direction.
In FIG. 11C, when the vehicle enters the left curve, the behavior of the leading vehicle 1 and the trailing vehicle 2 is completely reversed from the case of (a). That is, a lateral force n in the right direction is applied to the vehicles 1 and 2 so that the center of the vehicle moves from the vehicle body-cart centerline l to the centerline m after displacement, and the locking member 11 connected to the vehicle body side. It hits the stopper 12 on the right side. When the vehicle body receives a lateral force n, the vehicle body side connection end 7b of the traction rod 7 is swung to the right side and moves to 7 '.

  Thus, according to the first embodiment, in the leading vehicle 1, the vehicle body side connection end 7b of the traction rod 7 is positioned on the leading side from the center of the carriage, so that the vehicle body is swung to the outer gauge side when entering the curve. 7, the anti-vibration rubbers 16 and 17 interposed at the connecting end 7b generate a moment e that opposes the tensile force and returns the vehicle body in the curve direction of the curve. And the stopper mechanism 8 is located behind the carriage center c, so that the locking member 11 connected to the vehicle body side is provided with the left and right stoppers 12, 12, the clockwise rotational moment e acts on the carriage, and the curved trajectory is opposite to the inclination of the vehicle body by the amount of the anti-vibration rubbers 16 and 17 interposed at both ends of the tow rod 7. Dolly in the direction toward the center h Turning.

  As a result, even if the vehicle enters the curve and the vehicle body is swung outward by the excessive centrifugal force, the movement deviation between the vehicle body and the carriage is absorbed by the vibration isolating rubber interposed between the both ends of the tow rod. Therefore, an excessive force does not act on the tow rod, the carriage, and other parts. In addition, the wheel attack angle when the vehicle enters the curve can be reduced, the lateral pressure can be reduced, and the wheel flange wear can be reduced, thereby eliminating the uncomfortable feeling given to passengers and improving vehicle stability. Can be increased.

  Next, a second embodiment of the vehicle of the present invention will be described with reference to FIGS. FIG. 12 is an enlarged plan view of the carriage part in the second embodiment, corresponding to FIG. 2 of the first embodiment, and FIG. 13 is a conceptual plan view of the second embodiment, in which (a) is for one vehicle. This is an example in which two trucks are equipped, and (b) is an example in which one truck is installed in the tail vehicle.

  12 to 13 show the carriage part of the leading vehicle of the second embodiment, wherein 21 is connected to the connection shaft 9 with one connection end 21a connected to the carriage side, and the other connection end 21b to the vehicle body side. In the present embodiment, the two traction rods 21 are not parallel to the longitudinal axis b, and the distance L2 between the vehicle body side connection ends 21b and the carriage are connected to the connection shaft 10 that is connected. The relationship with the interval between the side connection ends 21a is L2> L1. The vehicle body side connection end 21b is arranged on the leading side from the center of the carriage, and the carriage side connection end 21a is located behind the center of the carriage, which is the same as in the first embodiment.

Other configurations are the same as those of the first embodiment, and the same members and equipment as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment.
According to the second embodiment, the distance L2 between the vehicle body side connection ends 21b is made wider than the distance L1 between the vehicle side connection ends 21a, so that when the leading vehicle enters the curve, the vehicle body is curved due to excess centrifugal force. When swung outward, the carriage side connection end 21a of the tow rod 21 is connected to the carriage on the rear side of the carriage center, so that the carriage of the leading vehicle is tilted inward toward the curve. This is contrary to the movement of the vehicle body that is swung in the direction of the curve, and the leading carriage moves along the curve direction of the curve, thereby reducing the attack angle of the wheels of the leading vehicle, reducing the suppression, Can reduce the wear of the flange. Other functions and effects of the stopper mechanism 8 and the like are the same as those of the first embodiment.

In the second embodiment, FIG. 13 (b) is an application of the present invention to a mating vehicle. As shown in FIG. 13, in the rear vehicle, the traction rod 21 and a stopper mechanism (not shown) are completely opposite to the leading vehicle. It is the same as the first embodiment in that it is arranged in the direction so that it can run even when moving backward.
Further, as shown in FIGS. 13A and 13B, one vehicle may be equipped with one vehicle, or one vehicle may be equipped with two vehicles.

  According to the present invention, the arrangement of the vehicle body side connecting portion and the cart side connecting portion of the traction rod that transmits the traction force of the trolley to the vehicle body is devised, and a simple structure such as an anti-vibration rubber is interposed in these connecting portions, the curve It can reduce the impact on the vehicle during driving, improve the ride comfort and stability, and is suitable for application to vehicles that run on rails such as rails, especially road rail vehicles for short-distance traffic, urban traffic vehicles, etc. It is.

It is explanatory drawing which shows the effect | action of the tow rod of this invention. It is explanatory drawing which shows the effect | action of the traction rod as a comparative example. 1 is a plan view schematically showing a first embodiment of the vehicle of the present invention. It is an enlarged plan view of the cart part in the first embodiment. It is BB sectional drawing in FIG. 2 in the said 1st Example. It is AA sectional drawing in FIG. 2 in the said 1st Example. It is a partial cross section elevation view of the pulling rod 7 of the first embodiment. It is a top view of the pulling rod 7 of the first embodiment. In the said 1st Example, it is a top view which shows the behavior at the time of the curve approach of a leading vehicle. In the said 1st Example, it is a top view which shows the behavior at the time of the curve approach of a rear vehicle. In the said 1st Example, it is a top view which shows the operating condition of the stopper mechanism 8 grade | etc.,. It is an enlarged plan view of a cart part in the 2nd example of the present invention vehicle. It is a plane conceptual diagram of the second embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Lead vehicle 1a, 2a Carriage frame 1c, 2c Carriage outline 1d, 2d Car body outline 2 Trailing vehicle 3 Intermediate vehicle 4, 31, 31a Wheel 5 Connecting shaft 6 Car end damper 7 Pulling rod 7a Carriage side connection end 7b Car body side connection end DESCRIPTION OF SYMBOLS 8 Stopper mechanism 9 Carriage side connection shaft 10 Car body side connection shaft 11 Locking member 12 Stopper 13 Lateral damper 13a Carriage side connection end 13b Car body side connection end 14 Car side connection shaft 15 Car body side connection shaft 16, 17 Anti-vibration rubber 30 , 30a Carriage 32, 32a Car body 33, 33a Tow rod 34, 34a Car body side connection part 35, 35a Carriage side connection part a Vehicle traveling direction b Vehicle longitudinal axis c Carriage center e, i Rotational moment f Car body tilt curve g Carriage curve Inclination curve h Curve trajectory center curve j, n Lateral force k, o Carriage turning angle l Car body-car center line m After car body displacement Heart line

Claims (4)

  It consists of a vehicle body and a carriage equipped with traveling wheels and equipped with traveling wheels, and is equipped with a traction rod that is connected to the vehicle body at one end and connected to the vehicle at the other end to transmit the traction force of the carriage to the vehicle body, and is fixed to the carriage side. And a locking member fixed to the vehicle body with a clearance within the allowable range at the same height level with respect to the suppression member and restricting relative displacement in the left-right direction between the vehicle body and the carriage In a vehicle provided with a stopper mechanism, at least in the leading vehicle, the two traction rods are arranged in parallel on both sides along the longitudinal axis of the vehicle, and a connection portion between one end of the traction rod and the vehicle body side is provided from the center of the carriage. A vehicle characterized in that the vehicle is positioned on the front side, and a connecting portion between the other end of the pulling rod and the cart side is positioned on the rear side of the cart center, and vibration-proof rubber is interposed between the connecting portions.   The vehicle according to claim 1, wherein the stopper mechanism is provided on the rear side from the center of the carriage.   The vehicle according to claim 1, wherein a distance between the vehicle body side connection portions of the two tow rods is wider than a distance between the carriage side connection portions.   In the rear vehicle, the connecting portion between the one end of the traction rod and the vehicle body side is located on the rear side from the cart center, and the connecting portion between the other end of the traction rod and the cart side is located on the front side from the cart center, The vehicle according to claim 2, wherein the stopper mechanism is provided in front of the center of the carriage.

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