JP2006327519A - Buffer for vehicle and track traveling vehicle provided with the buffer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To stabilize the traveling and reduction of weight of a track traveling vehicle. <P>SOLUTION: The buffer 50 for the vehicle provided between a vehicle body 20 of the track traveling vehicle 1 and axles 5a, 6a of track traveling wheels 5, 6 has a buffer body 51 arranged so as to surround a periphery of the axles, having an inner side fixed to the axle and an outer side fixed to a vehicle body side and comprising an expandable elastic material. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicle shock absorber that stabilizes traveling and a track traveling vehicle including the vehicle shock absorber.

Examples of the vehicle that travels on the track include a railroad vehicle that travels on both the track and the road, a dual-purpose travel vehicle, and the like, in addition to the generally known railway vehicle and transport carriage.
In order to maintain riding comfort and running stability in, for example, a curved section during track running, the railway vehicle supports the axle with a carriage that rotates with a vertical rotation axis with respect to the vehicle body, Metal springs and damper devices were provided between the vehicle body and the carriage or between the carriage and the axle.
Further, in the dual-purpose traveling vehicle, the running stability is maintained by the connecting means that supports the wheel axle so as to be movable in the left-right direction and the vibration damping means that reduces the left-right vibration of the axle (for example, Patent Document 1).
Japanese Patent Laying-Open No. 2005-53395 (FIG. 4)

However, in each of the above conventional examples, a mechanical structure (for example, a combined body of a carriage and a link) that supports the axle so as to be movable in the left-right direction with respect to the vehicle body is provided, and the vehicle body and the axle support structure are Since a vibration control device (a damper, a leaf spring, a coil spring, etc.) is provided between the two to stabilize the traveling, these means for stabilizing the traveling cause an increase in the vehicle weight. Further, for the same reason, there is a problem that the number of parts is increased and productivity is reduced.
An object of the present invention is to stabilize the running of a track traveling vehicle and to reduce the weight.

  According to a first aspect of the present invention, in the vehicle shock absorber provided between the vehicle body of the track traveling vehicle and the axle of the track traveling wheel, the vehicle shock absorber is disposed so as to surround the periphery of the axle, and the inner side thereof is located with respect to the axle A configuration is adopted in which a shock absorber made of a stretchable elastic material is fixed and the outer side thereof is fixed to the vehicle body side.

A track traveling vehicle may generate vibrations in the front / rear direction, the up / down direction, and the left / right direction due to the curvature or irregularity of the rail during track traveling.
When the shock absorber made of an elastic material is provided between the vehicle body and the axle, the periphery around the axle can be elastically supported, and vibrations in the front-rear direction, the left-right direction, and the up-down direction are generated with respect to the axle. In addition, the transmission of vibrations to the vehicle body can be mitigated by the elastic expansion and contraction of the buffer body.

  In addition, in the case where the inner side of the buffer body is fixed to the axle and the outer side of the buffer body is fixed to the vehicle body side, between the inner side of the buffer body and the axle or between the outer side of the buffer body and the vehicle body. A bearing may be provided between them to hold the axle rotatably with respect to the vehicle body.

  Further, “provided between the vehicle body of the orbital vehicle and the axle of the orbital vehicle wheel” means that when the orbital vehicle is a railway vehicle or the like and has a dolly at the bottom of the vehicle body, This includes the case where a vehicle shock absorber is provided between the axles.

The invention described in claim 2 has the same configuration as that of the invention described in claim 1, and adopts a configuration in which holes, grooves or notches are formed in at least a part of the periphery of the axle of the shock absorber. Yes.
If a hole, a groove, or a notch is formed in at least a part of the periphery of the axle of the shock absorber, the cross-sectional area of the shock absorber is reduced at a portion where the hole or the like is provided. In the peripheral portion such as the hole, the spring constant decreases and expansion and contraction easily occur.
On the other hand, depending on the selection of the material of the elastic material constituting the shock absorber, there are some that are liable to crack due to a tensile load. In order to prevent this, it is effective to increase the spring constant, but if the spring constant is increased over the entire area of the buffer body, the buffer effect can be reduced. Therefore, by mounting the vehicle shock absorber according to the present invention on the track traveling vehicle so that the portion not provided with a hole or the like is a portion that is easily subjected to a tensile load, and forming a hole or the like in any other portion. The overall spring constant of the vehicle shock absorber is reduced and the shock absorbing effect is adjusted appropriately.
One or more holes may be provided.

  The invention according to claim 3 is provided with an axle having a track running wheel, a vehicle body supporting the axle, and a vehicle shock absorber provided between the vehicle body and the axle. It is arranged so as to surround the periphery, and has a configuration in which a shock absorber made of an elastic material that can be stretched and fixed on the vehicle body side is fixed on the inner side thereof.

  In the above configuration, since the annular buffer body made of an elastic material is provided between the vehicle body and the axle, the periphery of the axle is supported by the elastic body, and vibrations in the front-rear direction, the left-right direction, and the up-down direction are generated with respect to the axle. Even if it occurs, the transmission of vibration to the vehicle body is mitigated by the elastic expansion and contraction of the buffer.

  In addition, in the case where the inner side of the buffer body is fixed to the axle and the outer side of the buffer body is fixed to the vehicle body side, between the inner side of the buffer body and the axle or between the outer side of the buffer body and the vehicle body. A bearing may be provided between them to hold the axle rotatably with respect to the vehicle body.

  In addition, “provided between the body of the orbital vehicle and the axle of the orbital vehicle wheel” means that when the orbital vehicle is a railway vehicle or the like and has a dolly at the bottom of the vehicle body, This includes the case where a vehicle shock absorber is provided between the axles.

The invention described in claim 4 has the same configuration as that of the invention described in claim 3, and forms a hole, a groove or a notch in at least a part of the range excluding the lower side of the axle around the axle of the shock absorber. , Is adopted.
The vehicular shock absorber provided on the vehicle body is most susceptible to a tensile load below the axle of the shock absorber due to the vehicle weight. Therefore, there is no hole on the lower side of the axle, the cracking prevention is achieved by setting a large spring constant of the part concerned, and the buffering effect is moderated by providing a hole etc. in other parts to reduce the spring constant. Adjust to.
One or more holes may be provided.

Since the invention according to claim 1 uses a shock absorber surrounding the periphery of the axle, the shock absorber alone can suppress vibrations in all directions of front, rear, top, bottom, left and right transmitted from the axle to the vehicle body. It is possible to stabilize the traveling of the track traveling vehicle including the above and improve the riding comfort.
In addition, the vehicle shock absorber can move the axle back and forth, up and down, and left and right, and can follow the wheel well even when the rail is curved, even when it is curved or irregular. Since the lateral pressure from the rail can be reduced, further running stability can be achieved and the riding comfort can be improved.
In addition, the buffering means for buffering in each direction is not necessary, and the buffering device according to the present invention has a simple configuration of a buffering body made of an elastic body. Can be improved. In addition, the weight of the device can be drastically reduced. For this reason, it is possible to reduce the fuel consumption and increase the transportation capacity of the track traveling vehicle equipped with the shock absorber.

According to the second aspect of the present invention, since a hole or the like is formed in a part of the periphery of the axle of the shock absorber, the shock absorber so that a portion not provided with the hole or the like corresponds to a portion that is easily subjected to a tensile load. By attaching to the vehicle body, while preventing the occurrence of cracks, the overall spring constant can be reduced and adjusted by a hole or the like so that running stability can be achieved.
Moreover, since this can suppress the occurrence of cracks, it is possible to expand the range of material selection as a buffer.

In the invention according to claim 3, since the shock absorber for the vehicle using the shock absorber surrounding the periphery of the axle is provided between the vehicle body and the axle, the shock absorber alone is used for all of the front, rear, top, bottom, left and right transmitted from the axle to the vehicle body. It is possible to suppress vibration in the direction, to stabilize the running of the vehicle, and to improve the riding comfort.
In addition, the vehicle shock absorber can move the axle back and forth, up and down, and left and right, and can follow the wheel well even when the rail is curved, even when it is curved or irregular. Since the lateral pressure from the rail can be reduced, further running stability can be achieved and the riding comfort can be improved.
In addition, the buffer means for buffering in each direction is not necessary, and the main part of the shock absorber to be mounted is a simple structure of a shock absorber made of an elastic body. Therefore, the productivity of the device is reduced by reducing the number of parts. It becomes possible to improve. In addition, the weight of the shock absorber can be drastically reduced, which makes it possible to reduce the fuel consumption and increase the transportation capacity of the track vehicle.

In the invention according to claim 4, since the hole or the like is formed except for the lower portion of the axle around the axle of the shock absorber, the crack is ensured by sufficiently ensuring the spring constant of the lower portion of the axle that easily receives a tensile load. And the overall spring constant of the buffer body is reduced and adjusted by a hole or the like, so that running stability can be achieved.
Moreover, since this can suppress the occurrence of cracks, it is possible to expand the range of material selection as a buffer.

(Outline of Embodiment of the Invention)
A dual mode vehicle 1 as a track vehicle according to an embodiment of the present invention will be described with reference to FIGS. 1A is a plan view of the dual mode vehicle, and FIG. 1B is a left side view. In the text, when the left and right directions are indicated, the left side and the right side are indicated with the dual mode vehicle 1 facing in the forward direction.

The dual mode vehicle 1 is a traveling vehicle used in a “dual mode traffic system” which is a new traffic system having the advantages of both the conventional rail transport system and the bus transport system.
The dual-mode transportation system includes a dual-mode vehicle 1 as a means of transportation, a road (not shown) on which the dual-mode vehicle 1 can travel, a track 110, and the dual-mode vehicle 1 entering between the road and the track. A driving mode conversion structure (not shown) which is a guide means for smoothing is provided, and the dual mode vehicle 1 in the road driving mode is converted into the track driving mode via the driving mode conversion structure. On the other hand, the dual mode vehicle 1 in the track travel mode is converted into the road travel mode.

The road has a road surface on which the dual mode vehicle 1 can travel.
As shown in FIG. 1, the track 110 has two rails 111 on which the dual mode vehicle 1 can travel, and the distance between the rails 111 is a standardized value (1067 [mm]). ing. Each rail 111 is a so-called 50 kgN rail whose top width is set to 65 [mm]. In other words, the track 110 is a standard that can also run a normal rail car, and it is possible to share the track 110 by making the travel time of the normal rail car and the dual mode vehicle 1 different.

(Overall configuration of dual mode vehicle)
As shown in FIG. 1, the dual mode vehicle 1 includes a vehicle body 20, a front rubber tire 3 that is rotatably supported at a front portion of the vehicle body 20, and a pair of rotatably supported rear wheels of the vehicle body 20. First and second rear rubber tires 4, 7, a front guide wheel 5 for running on a track that rotates around an axle 5 a disposed at the front part of the vehicle body 20, and a rear part at the rear of the vehicle body 20. It is provided between the rear guide wheel 6 for track traveling that rotates around the disposed axle 6a, and both ends of the axles 5a, 6a of the front guide wheel 5 and the rear guide wheel 6 and the vehicle body 20. Four vehicle shock absorbers 50 are provided.
The dual mode vehicle 1 performs both the road traveling by the front rubber tire 3 and the first and second rear rubber tires 4 and 7 and the track traveling by the front guide wheel 5, the rear guide wheel 6 and the second rear rubber tire 7. It can be realized by switching freely.

(Dual mode vehicle: whole body)
The vehicle body 20 has a structure on which a plurality of passengers are boarded. In this embodiment, a microbus body 20 as shown in FIG. 1B is employed, and about 30 people including the driver can be boarded.

  Further, the vehicle body 20 includes a main body frame 21, a front rotating arm portion 22 that supports the axle 5 a of the front guide wheel 5 on the front side of the main body frame 21 so as to be movable up and down, and a rear guide wheel 6 on the rear side of the main body frame 21. A rear turning arm portion 23 that supports the axle 6a so as to be movable up and down, and hydraulic cylinders 24 and 25 that apply a turning driving force to each of the front turning arm portion 22 and the rear turning arm portion 23 are provided.

The main body frame 20 supports the pair of left and right front rubber tires 3 in the vicinity of the front end portion and behind the front guide wheels 5.
The left and right front rubber tires 3 are rotatably supported by a horizontal support shaft with respect to the main body frame 21, and the left and right front rubber tires 3 are connected to each other by a steering mechanism (not shown) connected to the handle of the driver's seat of the vehicle body 20. Steering is possible while maintaining the direction.

Further, the main body frame 21 supports the pair of left and right first and second rear rubber tires 4 and 7 in an arrangement in the vicinity of the rear end portion and in front of the rear guide wheel 6.
As shown in FIG. 1, the first and second rear rubber tires 4 and 7 are pivotally supported on the rear tire axle 4 a attached to the main body frame 21 as a pair of left and right tires. 4 are respectively disposed on both outer sides in the left-right direction, and the second rear rubber tires 7 are respectively disposed adjacent to the inner side of the first rear rubber tire 4. That is, the left and right first rear rubber tires 4 and the left and right second rear rubber tires 7 are disposed on the same axis.
The first and second rear rubber tires 4 and 7 support the load of the vehicle body 20 when traveling on the road together with the front rubber tire 3, and are driven by an engine (not shown) and a power transmission device when traveling on the road. It functions as a drive wheel during orbital travel. Further, at the time of running on the track, only the inner second rear rubber tire 7 is brought into contact with the upper surface of the rail 111 constituting the track 110 to generate a driving force.

(Dual mode vehicle: Vehicle front)
FIG. 2 is an enlarged plan view of the front portion of the vehicle. As shown in FIG. 2, the front turning arm portion 22 is composed of a pair of left and right arm members 22a, and a horizontal beam 22b that connects the left and right arms and is provided along the left-right direction, and a base end portion of each arm member 22a. (The base end side is not shown) is pivotally supported by a support shaft (not shown) directed in the left-right direction at the front end portion of the main body frame 21, and vehicle cushions are respectively provided at the left and right of the rotating end portion of each arm member 22 a. The axle 5a is pivotally supported via the device 50.
Each vehicle shock absorber 50 has its outer peripheral surface fixed and held at the rotating end of each arm member 22a. In such a holding state, the center lines of the two vehicle shock absorbers 50 are all directed in the left-right direction. And concentric.
A roller bearing 26 is arranged inside each vehicle shock absorber 50, and both end portions of the axle 5a of the front guide wheel 5 are supported.
The axle 5a can be slightly changed in its direction and position while maintaining the state of being directed left and right by each vehicle shock absorber 50, and can be rotated around itself by each roller bearing 26. Has been. The structure of the vehicle shock absorber 50 will be described in detail later.

In addition, the transverse beam 22 b of the front turning arm portion 22 is connected to the main body frame 21 via two hydraulic cylinders 24 and 24. Then, by supplying or draining pressure oil from a hydraulic supply source (not shown) to each of the hydraulic cylinders 24, 24, the front turning arm portion 22 is rotated to raise and lower each front guide wheel 5. It has become.
That is, the height of each of the front guide wheels 5 is adjusted stepwise by the cooperation of the front turning arm portion 22 and the two hydraulic cylinders 24, 24, whereby the road travel mode and the track travel of the dual mode vehicle 1 are performed. The mode is switched.
That is, in the road traveling mode, each front guide wheel 5 is raised to a height that does not reach the grounding surface on which the six rubber tires 3, 4 and 7 are simultaneously grounded. Thus, in the track running mode, each front guide wheel 5 is lowered to a height below the above-described ground contact surface.

(Dual mode vehicle: vehicle rear)
FIG. 3 is an enlarged plan view of the rear portion of the vehicle. The rear part of the vehicle has substantially the same configuration as the front part of the vehicle described above. That is, as shown in FIG. 3, the rear turning arm portion 23 is composed of a pair of left and right arm members 23a and a horizontal beam 23b that connects these members and is provided along the left-right direction. The end side is pivotally supported by the rear end portion of the main body frame 20, and the axle 6 a of the rear guide wheel 6 can be rotated by the respective vehicle shock absorbers 50 and roller bearings 28 provided at the left and right at the rotation end. I support it.
Further, the axle 6a can be slightly changed in its direction and position by each vehicle shock absorber 50 while maintaining the state of being directed in the left-right direction.

Further, the horizontal beam 23b of the rear turning arm portion 23 is also connected to the main body frame 21 via two hydraulic cylinders 25, 25, and each rear guide wheel 6 can be raised and lowered.
Each of the rear guide wheels 6 is driven by the two hydraulic cylinders 25 and 25 to a height at which the six rubber tires 3, 4, and 7 are not in contact with the grounding surface to be grounded at the same time in the road traveling mode. In the travel mode switching stage, it is maintained at a height that is substantially in contact with the above-mentioned ground contact surface, and in the track travel mode, the second rear rubber tire 7 can be maintained in a state where it abuts on the upper surface of the rail 111. Each rear guide wheel 6 is lowered.

(Dual mode vehicle: front and rear guide wheels)
The front guide wheel 5 and the rear guide wheel 6 are made of metal such as iron, and one each is provided on the left and right. As described above, the left and right front guide wheels 5 and the rear guide wheels 6 are connected by the front axle 5a and the rear axle 6a, respectively.
Further, as shown in FIGS. 2 and 3, the front guide wheel 5 and the rear guide wheel 6 are provided with flanges 5c, 6c and treads 5d, 6d having a gradient, and perform a track guide function. For this reason, the dual mode vehicle 1 can accurately travel along the rail 111 even if the second rear rubber tire 7 that is the drive wheel is not provided with a tread gradient or a flange.

(Dual mode vehicle: Vehicle shock absorber)
4A is a side view of the vehicular shock absorber 50, and FIG. 4B is a cross-sectional view taken along the center line thereof. In addition, the direction line in FIG. 4 has shown the direction in case the vehicle buffer 50 is equipped in the left side of the vehicle body 20. FIG. In FIG. 4B, the cross section passing through a hole 54 described later is illustrated.

  As described above, the vehicle shock absorber 50 is provided between the arm member 22a of the front turning arm portion 22 of the vehicle body 20 and the axle 5a, or between the arm member 23a of the rear turning arm portion 23 and the axle 6a. It is arranged. Each of the vehicle shock absorbers 50 includes a shock absorber 51 made of natural rubber which is a ring-shaped elastic material, a ring-shaped outer metal fitting 52 provided on the outer periphery of the shock absorber 51, and a shock absorber 51. And an annular inner metal fitting 53 provided on the inner peripheral portion of the inner peripheral portion.

The outer metal fitting 52 is formed in a cylindrical shape whose length in the center line direction is short, and the inner diameter of the inner peripheral surface thereof is set to be approximately the same as the outer diameter of the outer peripheral surface of the buffer body 51. The inner peripheral surface of the outer metal fitting 52 and the outer peripheral surface of the buffer body 51 are fixed to each other by bonding with the buffer body 51 fitted inside.
Similarly, the inner metal fitting 53 is formed in a cylindrical shape whose length in the center line direction is slightly longer than the outer metal fitting, and the outer diameter of the outer peripheral surface thereof is set to be approximately the same as the inner diameter of the inner peripheral surface of the buffer body 51. The outer peripheral surface of the inner metal fitting 53 and the inner peripheral surface of the buffer body 51 are fixed to each other by bonding while being fitted inside the buffer body 51.
Further, the outer peripheral surface and the inner peripheral surface of the buffer body 51 are both finely textured so as to prevent peeling by holding an adhesive seat.
Further, the outer peripheral surface of the outer metal fitting 52 is fixedly held by the arm member 22a of the front turning arm portion 22 of the vehicle body 20 (or the arm member 23a of the rear turning arm portion 23). The surface is connected to the axle 5a (or 6a) via the roller bearing 26 (or 28).
Thereby, the outer periphery of the buffer body 51 is fixed to the vehicle body 20 with respect to the vehicle body 20 via the outer metal fitting 52 in all directions including front and rear, left and right, and upper and lower. It is in a fixed state with respect to the axle 5a (or 6a) in all directions including front and rear, left and right, and top and bottom. The rotation of the axle 5a (or 6a) relative to the vehicle body 20 is allowed by the bearing 26 (or 28).

The buffer body 51 is formed in a substantially cylindrical shape having a short length in the center line direction, the width of the outer peripheral surface thereof is substantially equal to the width of the outer metal fitting 52, and the width of the inner peripheral surface thereof is substantially equal to the width of the inner metal fitting 53. Is set. That is, as shown in FIG. 4B, the cross-sectional shape is formed in a trapezoidal shape.
Further, the buffer body 51 is formed with a plurality of holes 54 penetrating in the left-right direction. Four holes 54 are formed in a portion directly above the axle 5a (or 6a) in a state where the vehicle shock absorber 50 is mounted on the dual-mode vehicle 1, and the hole 54 is formed on the axle 5a (or 6a). Four parts are formed on both the front and rear sides to avoid the part directly below.

  The shock absorber 51 made of natural rubber receives a tensile load at a portion directly below the axle 5a (or 6a) and a compressive load at a portion directly above the axle 5a (or 6a) due to the vehicle weight. In order to prevent the occurrence of cracks, it is desirable to set a large spring constant in the region where the tensile load is generated. Gets worse. For this reason, the spring constant is increased without forming the hole 54 in the portion immediately below the axle 5a (or 6a) where cracks are likely to occur, and the spring constant is decreased by forming the hole 54 in the other portions. It is adjusted to.

(Dual mode vehicle operation)
First, driving mode switching in a dual mode vehicle will be described.
In the road driving mode, the front guide wheels 5 and the rear guide wheels 6 are retracted above the tire contact surface height by the hydraulic cylinders 24 and 25, and only the tires 3, 4 and 7 are on the road surface. The vehicle runs on the ground.
When the travel mode is switched, the front guide wheels 5 and the direction guide wheels 6 are lowered to the tire contact surface height by the hydraulic cylinders 24 and 25 at the entrance to the track 110.
Then, the dual mode vehicle 1 is advanced to bring the front guide wheels 5 and the rear guide wheels 6 into contact with the upper surfaces of the rails 111.
Next, by the hydraulic cylinders 24 and 25, the first and second rear rubber tires 4 and 7 maintain the upper surface height of the rail 111, while the front rubber tire 3 moves upward from the upper surface height of the rail 111 to a predetermined height. The front guide wheel 5 and the rear guide wheel 6 are further lowered so as to leave.
As a result, the tread surfaces 5d and 6d of the front guide wheel 5 and the rear guide wheel 6 are in contact with the upper surface of the rail 111, and the track travel is performed accurately along the rail 111 by the track guide function.

Next, the operation of the vehicle shock absorber 50 when the dual mode vehicle 1 travels on a track will be described. FIG. 5 is an operation explanatory diagram when each rail 111 travels on a track 110 curved to the right.
In the curved section, the front guide wheel 5 and the rear guide wheel 6 are contracted in a part of the range around the shaft of the shock absorber 51 of each vehicle shock absorber 50 that supports the axles 5a, 6a. Extends in range. As a result, the axles 5a and 6a can be directed in the radial direction r of the rail 111 whose direction is curved, and the front guide wheels 5 and the rear guide wheels 6 travel while reducing the lateral pressure received from the rails 111. It becomes possible. In addition, the straight line shown by the symbol H in the figure shows the left-right direction of the vehicle.

Here, the running stability of the dual-mode vehicle 1 is determined by the following derailment coefficient. The derailment coefficient is a coefficient that serves as a guideline for determining whether or not a vehicle traveling on a track is likely to derail from the track, and the greater the value, the greater the tendency to derail.
Derailment coefficient = lateral pressure ÷ wheel load (lateral pressure: force that the wheel presses the rail toward the axle, wheel load: force that the wheel presses the rail toward the axle)
In the dual mode vehicle 1, since the axles 5 a and 6 a of the front guide wheel 5 and the rear guide wheel 6 can follow the radial direction r of the rail 111 by the vehicle shock absorber 50, the lateral pressure is effectively reduced. The derailment coefficient is reduced. Therefore, it can be seen that the running stability is improved by the vehicular shock absorber 50.

  Further, since the axles 5a and 6a are supported by the respective vehicle shock absorbers 50, the longitudinal and lateral vibrations of the axles 5a and 6a are caused by the curvature and irregularity of the rails 111 of the track 110. However, the transmission of vibration to the vehicle body 20 side is alleviated by the elastic expansion and contraction of the buffer body 51.

(Effect of embodiment)
As described above, the dual mode vehicle 1 is provided with the vehicle shock absorber 50 using the annular shock absorber 51 between the vehicle body 20 and the axles 5a and 6a, so that the axles 5a and 6a are provided for each shock absorber 50. Therefore, vibrations can be suppressed in all directions of front, back, up, down, left and right transmitted from the vehicle to the vehicle body 20, so that traveling stability can be achieved and riding comfort can be improved.
Furthermore, each vehicle shock absorber 50 can move the axles 5a, 6a in the front-rear, up-down, left-right directions, and even if the rail is curved, even if it is curved or irregular, each wheel 5 , 6 can be satisfactorily followed and the lateral pressure from the rail can be reduced, so that further running stabilization can be achieved and the ride comfort can be improved.
In particular, in the case of a vehicle having a long fixed axial distance (distance in the front-rear direction between the axle 5a and the axle 6a), such as a dual-purpose traveling vehicle that switches between road traveling and track traveling like the dual mode vehicle 1, Although it is important to reduce the lateral pressure received from the rail in the curved section, this problem is solved by each vehicle shock absorber 50, and the running stability is sufficiently improved.

  Furthermore, since the buffer means which becomes independent for each direction is not required, and the main part of the buffer device 50 is a simple configuration of the buffer body 51 made of an elastic body, the productivity of the device is reduced by reducing the number of parts. It becomes possible to improve. For the same reason, it is possible to dramatically reduce the weight of the shock absorber to be mounted on the vehicle. For this reason, it is possible to reduce the fuel consumption and increase the transportation capacity of the track vehicle 1. .

Furthermore, since each vehicle shock absorber 50 forms the hole 54 at a portion other than the lower side of the axle 5a (or 6a), the lower end portion of the axle 5a (or 6a) that is susceptible to a tensile load is formed. The spring constant can be set larger than the others, and the occurrence of cracks can be effectively prevented. And on the other hand, since the hole part 54 is formed in another site | part, it is possible to reduce the comprehensive spring constant in the buffer device 50, and to ensure sufficient driving | running | working stability.
Thereby, even when a material (such as synthetic rubber) having elasticity other than natural rubber is selected as the material of the buffer body 51 of the vehicle shock absorber 50, it is possible to suppress the occurrence of cracks.

(Other)
The material of the buffer body 51 of the vehicle shock absorber 50 is not limited to natural rubber, and may be other materials having elasticity, such as various resins.
Further, regarding the arrangement of the hole portion 54 formed in the shock absorber 51 of the vehicle shock absorber 50, it is formed in each portion other than FIG. 4A unless it is a portion directly below the axle 5a (or 6a). May be. In this case, it is desirable to provide the direction in which the vibration of the dual mode vehicle 1 is likely to occur with respect to the axles 5a and 6a. Further, the number, size, and shape of the holes 54 are not limited to the above example, and the traveling speed during the track traveling, the magnitude of the vibration that may occur during the traveling, the strength and the durability of the buffer body 51 are not limited. It is desirable to adjust appropriately according to etc.
Further, the hole portion 54 may be formed in another direction such as a radial direction without being limited to the thrust direction. Further, the hole 54 may be formed as a hole that does not penetrate as a bottomed hole.
Further, instead of the hole portion 54, a groove, a sipe, a notch or the like that functions in the same manner as the hole portion 54 may be formed in a part around the axle.
In the embodiment of the present invention, the dual mode vehicle 1 is exemplified as the track running vehicle. However, the present invention is not limited to this, and the vehicle buffer is provided around the axles of all the vehicles that run on the track, for example, railway vehicles and railcars. The device 50 may be mounted.

  In addition, the shape of the buffer body 51 makes it easy to process and from the viewpoint of buffering the axles 5a and 6a with a substantially uniform elastic force from the periphery, excluding the portion where the hole 54 is formed. Although an annular body is preferable, the external shape is not limited to this. For example, any shape that can surround the axles 5a, 6a, such as a polygonal shape, may be used.

1A is a plan view of a dual mode vehicle according to an embodiment of the invention, and FIG. 1B is a left side view. It is an enlarged plan view of a vehicle front part. It is an enlarged plan view of a vehicle rear part. 4A is a side view of the vehicle shock absorber, and FIG. 4B is a cross-sectional view taken along the center line thereof. It is operation | movement explanatory drawing in case a dual mode vehicle drive | works the track | truck with which each rail curved to the right side.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Dual mode vehicle 3 Front rubber tire 4,7 1st, 2nd back rubber tire 5a, 6a Axle 5 Front guide wheel 6 Back guide wheel 20 Car body 50 Vehicle shock absorber 51 Buffer body 52 Outer metal fitting 53 Inner metal fitting 54 Hole 110 Track 111 rail

Claims (4)

In the vehicle shock absorber provided between the vehicle body of the track traveling vehicle and the axle of the track traveling wheel,
A shock absorber made of a stretchable elastic material is disposed so as to surround the periphery of the axle, and an inner side thereof is fixed to the axle, and an outer side thereof is fixed to the vehicle body side. A shock absorber for a vehicle.   The vehicle shock absorber according to claim 1, wherein a hole, a groove, or a notch is formed in at least a part of the shock absorber around the axle. An axle having a track running wheel, a vehicle body supporting the axle, and a vehicle shock absorber provided between the vehicle body and the axle;
A vehicular shock absorber is disposed so as to surround the axle, and has a shock absorber made of a stretchable elastic material whose inner side is fixed to the axle and whose outer side is fixed to the vehicle body side. An orbital vehicle characterized by having.   The track traveling vehicle according to claim 3, wherein a hole, a groove, or a notch is formed in at least a part of a range excluding the lower side of the axle around the axle of the shock absorber.

Images