JP2008037241A - Railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle capable of compatibly reducing the axle load and enhancing the curving performance. <P>SOLUTION: The railroad vehicle 1 comprises front side and rear side trucks 5, 7 arranged before and behind a vehicle body 3, and an intermediate truck 9 connected to the vehicle body 3 via a connection part 32. The connection part 32 comprises a linear guide 29 for connecting the intermediate truck 9 to the vehicle body 3 movably straight in the right-to-left direction of the vehicle body, and a thrust ball bearing 31 for connecting the intermediate truck 9 to the vehicle body 3 turnably around a vertically extending turning axis C2. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railway vehicle that supports a vehicle body by means of an intermediate carriage arranged between both carriages, in addition to the front and rear carriages arranged before and after the vehicle body.

Railway vehicles are required to have curve-passing performance in addition to running stability. And in order to improve the curve passing performance, a railway vehicle with a wheel shaft attached to the vehicle body is rotatably attached to the vehicle body, and a connecting part that connects the vehicle bodies is made to turn along a curved track. A rail vehicle is known that is bent along a curved track so as to turn along the curved track (see Patent Document 1).
JP 2002-284008 A

  In railway vehicles, it is necessary to reduce axle load in order to improve transportation efficiency. However, in conventional railcars, when attempting to reduce the axle load by reducing the weight of the vehicle body, the vehicle body tends to bend between the front and rear wheels and the ride comfort is likely to decrease, and the axle that supports the vehicle body while suppressing an increase in the amount of deflection. If an attempt is made to reduce the axle load by simply increasing the number of the curves, the curve passing performance tends to be lowered.

  Therefore, an object of the present invention is to provide a railway vehicle that can achieve both reduction in axle load and improvement in curve passing performance.

  The present invention relates to a railway comprising front and rear trolleys arranged before and after the vehicle body, and an intermediate trolley attached to the vehicle body via a connecting portion at an intermediate position between the front and rear trolleys. In the vehicle, the connecting portion is centered on a linear motion mechanism that connects the intermediate carriage to the vehicle body so as to be linearly movable in the left-right direction of the vehicle body, and a rotation axis that extends in the vertical direction relative to the vehicle body. And a pivot mechanism that is pivotably connected.

  Since this railway vehicle includes an intermediate carriage in addition to the front and rear carriages arranged at the front and rear of the vehicle body, it is easy to reduce the axial load applied to the wheels of each carriage. Furthermore, since the distance between the carts can be shortened and the amount of vertical deflection can be reduced without increasing the rigidity of the vehicle body alone, the vehicle body can be easily reduced in weight and the axle load can be reduced easily. Furthermore, since the intermediate carriage can move linearly in the left-right direction of the vehicle body, when the railway vehicle travels on a curved track, the intermediate carriage is between the straight line connecting the front carriage and the rear carriage and the curved track. Because the intermediate carriage can be rotated with respect to the vehicle body, the attack angle generated between the wheel and the track can be reduced when the railway vehicle enters the curve and passes through the S-curve. Pressure can be reduced. As a result, the curve passing performance of the vehicle is improved.

  Further, it is preferable that the linear motion mechanism and the rotation mechanism are arranged in parallel in the vertical direction between the vehicle body and the intermediate carriage. The linear movement mechanism arranged at the upper or lower part can absorb the gap width generated between the straight line connecting the front carriage and the rear carriage and the curved track, and the rotating mechanism arranged at the lower or upper part It is possible to reduce the attack angle generated between the track and the lateral pressure. Thus, as a result of arranging the linear motion mechanism and the rotation mechanism in the vertical direction, the linear motion mechanism and the rotation mechanism operate smoothly without interfering with each other, and an attack angle and a lateral pressure peak value are generated. Can be minimized.

  Furthermore, the linear motion mechanism is arranged at the upper part, and the rotation mechanism is arranged at the lower part. The linear motion mechanism is connected to the vehicle body so that it can move linearly in a direction perpendicular to the longitudinal direction of the vehicle body. The rotation mechanism is preferably connected to the linear motion mechanism so as to be rotatable about a rotation axis extending in the vertical direction through the center of the intermediate carriage. Since the linear motion mechanism is arranged in the upper part and the rotational mechanism is arranged in the lower part, the rotational axis extending in the vertical direction through the center of the intermediate carriage is restrained from moving by the linear motion mechanism. It can move only in the direction perpendicular to the longitudinal direction. As a result, the center of the intermediate carriage moves only in a direction perpendicular to the longitudinal direction of the vehicle body, and when the railway vehicle travels on a curved track, the generation of the bogie angle in the intermediate carriage can be suppressed. It becomes possible, the generation of lateral pressure is suppressed, and the curve passing performance is improved. Furthermore, the distance between the front truck and the intermediate truck and the distance between the rear truck and the intermediate truck are maintained the same, and the distance between the two trucks becomes unevenly widened. There is nothing. Therefore, it is possible to suppress an increase in the amount of deflection due to the uneven spread of the distance between the carriages and to prevent a decrease in riding comfort.

  Furthermore, it is preferable that the front truck, the rear truck, and the intermediate truck each have a single axle. In this way, by making all the trolleys a single-shaft trolley, the followability to the change of the track (for example, S-curve, change from straight line to curve, change from curve to straight line) is improved. It is possible to suppress the occurrence of lateral pressure, and the curve passing performance is improved.

  According to the railway vehicle of the present invention, both reduction of axle load and improvement of curve passing performance can be achieved.

  Hereinafter, preferred embodiments of a railway vehicle according to the present invention will be described in detail with reference to the drawings.

  As shown in FIG. 1, the railway vehicle 1 has a front carriage 5 attached to a front end portion of a vehicle body 3 and a rear carriage 7 attached to a rear end portion of the vehicle body 3. Further, an intermediate carriage 9 is attached at an intermediate position between the front carriage 5 and the rear carriage 7. The longitudinal dimension of the vehicle body 3 is 20 m, and the vehicle body 3 is supported by a front carriage 5, a rear carriage 7, and an intermediate carriage 9, and each carriage 5, 7, 9 is a track composed of two parallel rails. Travel along (track) RL. Since the vehicle body 3 is supported by the intermediate carriage 9 in addition to the front carriage 5 and the rear carriage 7, the axle load applied to the front carriage 5, the rear carriage 7, and the intermediate carriage 9 is reduced, and the loading capacity is increased. This makes it easier to transport and improves transportation efficiency.

  As shown in FIG. 2, the front cart 5 is a uniaxial cart, and is connected to the vehicle body 3 via a thrust ball bearing 11 to support the front end portion of the vehicle body 3. The thrust ball bearing 11 includes an upper race 11a fixed to the bottom 3a of the vehicle body 3 via a housing (not shown), and a lower race 11b welded to a rotating shaft 13a projecting from the top of the bolster 13 of the front carriage 5. And a spherical rolling element 11c held by a cage disposed between the upper race ring 11a and the lower race ring 11b.

  The lower part of the bolster 13 is connected to the carriage frame 17 via a pillow spring 15 composed of a damper and a spring in order to reduce the impact in the vertical direction. The carriage frame 17 is connected to a pair of left and right axle boxes 21 via an axle spring 19. The left and right axle boxes 21 rotatably support a single axle 25 to which a wheel 23 is fixed, and the vehicle body 3 travels along the track RL as the wheel 23 rotates. The front cart 5 includes a bolster 13, a cart frame 17, a shaft box 21, a wheel shaft 25, and wheels 23, and rotates with respect to the vehicle body 3 around the rotation axis C <b> 1 of the rotation shaft 13 a. A damper 27 is provided between the bolster 13 and the thrust ball bearing 11 to restrict the swing of the front carriage 5 in the rotational direction and suppress the snake behavior.

  The rear cart 7 has the same configuration as that of the front cart 5, and the same reference numerals are used in the drawings to omit detailed description. The distance D between the center of the wheel shaft 25 of the front cart 5 and the center of the wheel shaft 25 of the rear cart 7 is 14 m (see FIG. 5). In addition, the structure which connects a uniaxial cart with respect to a vehicle body so that rotation is possible is described in Unexamined-Japanese-Patent No. 2004-299671.

  As shown in FIGS. 3 and 4, the intermediate carriage 9 is a uniaxial carriage, and is attached to the vehicle body 3 via a linear guide (linear motion mechanism) 29 and a thrust ball bearing (rotation mechanism) 31 arranged in parallel in the vertical direction. It is connected and supports the center of the vehicle body 3. A connecting portion 32 is constituted by the linear guide 29 disposed at the upper portion and the thrust ball bearing 31 disposed at the lower portion.

  The linear guide 29 protrudes downward from the center of the bottom portion 3a of the vehicle body 3, and extends along a left-right direction Y orthogonal to the front-rear direction (longitudinal direction) of the vehicle body 3, and a rolling element. The slider 29b is assembled to the guide rail 29a and slides in the left-right direction Y of the vehicle body 3 along the guide rail 29a.

  The thrust ball bearing 31 includes an upper race 31a fixed to the lower center of the slider 29b via a housing (not shown), and a lower race that is welded to the rotary shaft 33a protruding from the upper portion of the bolster 33 of the intermediate carriage 9. 31b and a spherical rolling element 31c held by a retainer disposed between the upper race 31a and the lower race 31b. The thrust ball bearing 31 is fixed to the slider portion 29b of the linear guide 29 and can move linearly in the left-right direction of the vehicle body 3 together with the slider portion 29b.

  A lower part of the bolster 33 of the intermediate carriage 9 is connected to a carriage frame 37 via a pillow spring 35. The pillow spring 35 is composed of a damper 35a and a spring 35b, relieves an impact in the vertical direction while exhibiting a predetermined damping action, and restricts the rotation between the bolster 33 and the carriage frame 37. The carriage frame 37 is connected to a pair of left and right axle boxes 41 via an axle spring 39. The shaft spring 39 is composed of a plurality of springs 39a, which alleviates the impact in the vertical direction and regulates the rotation between the carriage frame 37 and the shaft box 41. The left and right axle boxes 41 rotatably support a single axle 45 to which the wheels 43 are fixed, and the vehicle body 3 travels along the track RL as the wheels 43 rotate. The intermediate carriage 9 includes a bolster 33, a carriage frame 37, a shaft box 41, a wheel shaft 45, and wheels 43. A rotation axis C2 (see FIGS. 4 and 5) of the rotation shaft 33a of the bolster 33 extends in the vertical direction through the center of the wheel shaft 45 (the center of the intermediate carriage 9). The intermediate carriage 9 can be rotated about the rotation axis C <b> 2 by the thrust ball bearing 31, and can be linearly moved in the left-right direction of the vehicle body 3 by the linear guide 29.

  A damper 47 is provided between the bolster 33 and the thrust ball bearing 31, and a damper 48 is provided between the vehicle body 3 and the thrust ball bearing 31. The damper 47 restricts the swing of the intermediate carriage 9 in the rotational direction, and the damper 48 restricts the lateral shake of the intermediate carriage 9 to suppress the meandering behavior of the intermediate carriage 9.

  As shown in FIG. 5, when the railway vehicle 1 is traveling on the straight track SL, the center of the wheel shaft 45 of the intermediate bogie 9 is the center of the wheel shaft 25 of the front cart 5 and the center of the wheel shaft 25 of the rear cart 7. On a straight line passing through (hereinafter referred to as "vehicle body center line") C3. On the other hand, as shown in FIG. 6, when the railway vehicle 1 is traveling on the curved track CL, the intermediate carriage 9 has a self-steering force so that the wheels 43 can smoothly rotate on the track RL on the curved track CL. The center of the wheel shaft 45 of the intermediate carriage 9 moves to the outside in the centrifugal direction with respect to the vehicle body center line C3 to absorb the deviation width generated between the vehicle body 3 and the curved track CL. Furthermore, the intermediate carriage 9 can be rotated about the rotation axis C2 to suppress the occurrence of attack angles on the wheels 43 and the track RL. As a result, the lateral pressure applied to the wheel 43 can be reduced, and the curve passing performance is improved.

  FIG. 7 is a diagram showing the relationship among the vehicle body 3, the carts 5, 7, and 9 and the track RL when the railway vehicle 1 enters the curved track from the straight track. FIG. 7A shows only the front cart 5 in the curved track. (B) is a diagram showing a state in which the intermediate carriage 9 has reached the boundary between the straight track and the curved track, (c) is a diagram showing a state in which the intermediate cart 9 has entered the curved track, (D) is a figure which shows the state which the rear side trolley 7 approached the curved track. The radius of curvature R of the curved track is 100 m.

  As shown in FIG. 7A, when the leading portion of the railway vehicle 1 enters the curved track from the straight track, the front carriage 5 is self-adjusted so that the wheels 23 can smoothly rotate on the track RL that is the curved track. A steering force is applied to rotate about the rotation axis C1 (see FIG. 2). The vehicle body 3 swings to the right as it is pulled by the front carriage 5, and the rear carriage 7 also rotates relative to the vehicle body 3 about the rotation axis C <b> 1. Then, the intermediate carriage 9 moves to the left relative to the vehicle body 3 and rotates relative to the vehicle body 3 so that the relative displacement angle of the intermediate carriage 9 relative to the vehicle body 3 is about 0.4 °. This reduces the occurrence of attack angles. The front trolley 5, the rear trolley 7 and the intermediate trolley 9 in the railway vehicle 1 are all uniaxial trolleys, and have higher followability to changes in the track than the biaxial trolleys, and can effectively suppress the occurrence of lateral pressure. . The relative displacement angle of the intermediate carriage 9 is an angle generated by the rotation of the intermediate carriage 9 with respect to a straight line extending in the left-right direction of the vehicle body 3, and when the relative displacement angle is 0 °, the intermediate carriage 9 The wheel shaft 45 extends along the left-right direction of the vehicle body 3.

  When the railway vehicle 1 advances and the intermediate carriage 9 reaches the boundary between the straight track and the curved track as shown in FIG. 7B, the relative displacement angle of the intermediate carriage 9 with respect to the vehicle body 3 becomes about 1.0 °. And become the maximum. Thereafter, as shown in FIG. 7C, when the intermediate carriage 9 enters the curved track, the relative displacement angle of the intermediate carriage 9 with respect to the vehicle body 3 becomes about 0.3 °, and further, FIG. ), When the rear carriage 7 enters the curved track, the relative displacement angle of the intermediate carriage 9 with respect to the vehicle body 3 is substantially 0 °.

  FIG. 8 is a view showing the relationship between the vehicle body 3, the carts 5, 7, and 9 and the track RL when the railway vehicle 1 passes the S-curved track. FIG. 8A shows only the front cart 5 on the left. The figure which shows the state which entered the right curved track from the curved track, (b) is the diagram which shows the state where the intermediate carriage 9 has reached the left and right boundary between the left curved track and the right curved track, and (c) is the intermediate carriage 9 on the right It is a figure which shows the state which approached the curved track. The center of curvature of the left curved track is on the left side with respect to the line RL, and the center of curvature of the right curved track is on the right side with respect to the line RL. The curvature radius R of the left curved track and the right curved track is 100 m.

  As shown in FIG. 8A, when the front carriage 5 of the railway vehicle 1 traveling on the S-curved track enters the right curved track from the left curved track, the vehicle body 3 swings to the right, and the front cart 5 and the rear The side carriage 7 rotates relative to the vehicle body 3. Further, the intermediate carriage 9 rotates while moving to the left with respect to the vehicle body 3 to suppress the occurrence of an attack angle. Since the front cart 5, the rear cart 7, and the intermediate cart 9 are uniaxial carts and have high followability to changes in the track, the lateral pressure applied to the wheels 23 and 43 is low. The relative displacement angle of the intermediate carriage 9 with respect to the vehicle body 3 is about 0.7 °.

  When the railway vehicle 1 advances and the intermediate carriage 9 reaches the left and right boundary between the left curved track and the right curved track as shown in FIG. 8B, the relative displacement angle of the intermediate carriage 9 with respect to the vehicle body 3 is about 2. It becomes maximum at 0 °. Thereafter, as shown in FIG. 8C, when the intermediate carriage 9 enters the left curved track, the relative displacement angle of the intermediate carriage 9 with respect to the vehicle body 3 is about 0.7 °.

  Next, a description will be given of results of running simulation using the railway vehicle 1 according to the present embodiment and a railway vehicle (hereinafter referred to as “comparative vehicle”) as a comparative model. FIG. 9 is a table showing the difference in the connection structure between the vehicle body and the carriage in the railway vehicle 1 and the comparative vehicle. The rotation support element that connects the vehicle body 3 of the railway vehicle 1 and the front carriage 5 or the rear carriage 7 does not have a spring and can be rotated with a damper. Similarly, the rotation support element that connects the vehicle body of the comparative vehicle and the front or rear cart has no spring and can be rotated with a damper.

  Further, the rotation support element that connects the vehicle body 3 of the railway vehicle 1 and the intermediate carriage 9 has no spring and is rotatable with a damper. The rotation support element of the intermediate carriage of the comparative vehicle has a rotation There is no degree of freedom. In the intermediate carriage 9 of the railway vehicle 1 and the intermediate carriage of the comparative vehicle, the left and right direction support elements are not restrained by the spring, and can move linearly in the left and right direction of the vehicle body.

  FIG. 10 is a diagram showing conditions in a travel simulation using a rail vehicle and a comparative vehicle, (a) is a table showing travel conditions, and (b) is a diagram showing curved track conditions.

  FIG. 11 is a graph showing a change in the derailment coefficient in a running simulation using the railcar 1 and the comparative vehicle. (A), (b) and (c) show the railcar 1, and (d), (d) e) and (f) show comparative vehicles. Further, (a) and (d) show a front cart, (b) and (e) show an intermediate cart, and (c) and (f) show a rear cart. In each graph of FIG. 11, the vertical axis indicates the derailment coefficient (Q / P), and the horizontal axis indicates the travel distance after entering the curved track. Furthermore, of the pair of wheels 23 of the front carriage 5 in the curved track, the wheel 23 on the curvature center side is the “in” side, the opposite wheel 23 is the “out” side, and the “in” side is a solid line. The “out” side is indicated by a broken line. The same applies to the pair of wheels 23 of the rear carriage 7 on the curved track and the pair of wheels 43 of the intermediate carriage 9 on the curved track, with the “in” side indicated by a solid line and the “out” side indicated by a broken line. . Hereinafter, the same applies to FIGS. 12 and 13, in which the “in” side is indicated by a solid line and the “out” side is indicated by a broken line.

  As shown in FIG. 11, when the front carriages and the rear carriages of the railway vehicle 1 and the comparison vehicle are compared, the change in the derailment coefficient during the passage of the curved track is substantially the same (FIG. 11A, ( c), (d), (f)). On the other hand, when the intermediate trolleys of the railway vehicle 1 and the comparative vehicle are compared with each other, when the intermediate trolley passes the circular curve portion (see FIG. 10B) and reaches the vicinity of the relaxation curve portion on the exit side. While the derailment coefficient of the railway vehicle 1 is decreasing, the derailment coefficient of the comparative vehicle is greatly increasing, and it can be confirmed that the railway vehicle 1 has higher curve passing performance than the comparative vehicle. . The derailment coefficient indicates the ratio between the lateral pressure of the wheel and the wheel load, and the numerical value increases as the lateral pressure increases.

  FIG. 12 is a graph showing changes in wheel load in a running simulation using a railway vehicle and a comparative vehicle, and FIG. 13 is a graph showing changes in lateral pressure. In both figures, (a), (b), and (c) show railway vehicles, and (d), (e), and (f) show comparative vehicles. Further, (a) and (d) show a front cart, (b) and (e) show an intermediate cart, and (c) and (f) show a rear cart. Each graph shown in FIG. 12 shows wheel load (kN) on the vertical axis, the advancing distance after entering the curved track on the horizontal axis, and each graph shown in FIG. (KN) is shown, and the horizontal axis shows the travel distance after entering the curved orbit.

  As shown in FIG. 12 and FIG. 13, when the front carriages and the rear carriages of the railway vehicle 1 and the comparison vehicle are compared, the change in wheel load during the curved track passage is substantially the same (see FIG. ), (C), (d), (f), FIG. 13 (a), (c), (d), (f)). On the other hand, when the intermediate trolleys of the railway vehicle 1 and the comparison vehicle are compared with each other, the intermediate trolley passes through the track of the circular curve portion (see FIG. 10B) and reaches the vicinity of the relaxation curve portion on the exit side. At the same time, there is no difference in the wheel load change between the railway vehicle 1 and the comparison vehicle, but only the comparison vehicle is greatly increased in terms of lateral pressure.

  FIGS. 14A and 14B are graphs showing changes in the attack angle of the intermediate carriage in the running simulation using the railway vehicle 1 and the comparative vehicle. FIG. 14A shows the railway vehicle 1 and FIG. 14B shows the comparative vehicle. . Further, in each graph, the vertical axis represents the attack angle (rad), and the horizontal axis represents the travel distance of the front carriage after entering the curved track.

  When comparing the intermediate trolleys of the rail vehicle 1 and the comparative vehicle, when the front trolley passes through the track of the circular curve portion (see FIG. 10B) and reaches the vicinity of the relaxation curve portion on the exit side, While the intermediate truck has a negative attack angle, the intermediate truck 9 of the railway vehicle 1 does not have an attack angle, and the railway vehicle 1 has a higher curve passing performance than the comparative vehicle. Can be confirmed.

  As described above, the railcar 1 includes the intermediate carriage 9 in addition to the front carriage 5 and the rear carriage 7 arranged before and after the vehicle body 3, so the wheels of the front carriage 5, the rear carriage 7, and the intermediate carriage 9 are included. 23, it is easy to reduce the axial load applied to the wheels 43. Furthermore, since the distance between the carriages can be shortened and the amount of vertical deflection can be reduced without increasing the rigidity of the vehicle body 3, the vehicle body 3 can be easily reduced in weight and the axial load can be easily reduced. Furthermore, since the intermediate carriage 9 can move linearly in the left-right direction of the vehicle body 3, when the railway vehicle 1 travels on the curved track, it can absorb a deviation width generated between the vehicle body 3 and the curved track. Since the intermediate carriage 9 is rotatable with respect to the vehicle body 3, when the railway vehicle 1 travels on a curved track, the attack angle generated between the wheels 43 and the track can be reduced, and the lateral pressure can be reduced. . As a result, the curve passing performance of the railway vehicle 1 is improved.

  Further, since the linear guide 29 and the thrust ball bearing 31 are arranged in the vertical direction between the vehicle body 3 and the intermediate carriage 9, the linear guide 29 and the thrust ball bearing 31 can smoothly move without interfering with each other. It becomes possible to operate and minimize the occurrence of the attack angle and the lateral pressure peak value.

  Further, since the railcar 1 has the linear guide 29 disposed at the upper portion and the thrust ball bearing 31 disposed at the lower portion, the rotation axis C <b> 2 extending in the vertical direction through the center of the wheel shaft 45 of the intermediate carriage 9. Is restricted in movement by the linear guide 29 and can only move in a direction perpendicular to the longitudinal direction of the vehicle body 3 (see FIG. 16A). As a result, the center of the wheel shaft 45 of the intermediate carriage 9 is also located in the vehicle body 3. It can move only in the direction perpendicular to the longitudinal direction of the. Therefore, in the railway vehicle 1, the bogie angle formed by the straight line connecting the center of curvature in the curved track and the center of the vehicle body 3 and the straight line connecting the center of curvature in the curved track and the center of the wheel shaft 45 of the intermediate carriage 9 is always. It becomes substantially 0 °, and the generation of lateral pressure is suppressed, and the curve passing performance is improved.

  Further, as shown in FIGS. 15 and 16 (b), the railcar 48 according to the second embodiment is different from the railcar 1 in that a thrust ball bearing (rotating mechanism) 49 is arranged at the upper portion, and the lower portion. A connecting portion 51 having a linear guide (linear motion mechanism) 50 disposed thereon is provided. In the case of the railway vehicle 48, the center CP of the wheel shaft 54 of the intermediate carriage 52 can linearly move in any direction of 360 ° around the rotation axis C4 that is the rotation center of the thrust ball bearing 49. In the case of the railway vehicle 48, the center CP of the wheel shaft 54 of the intermediate carriage 52 moves to the rear side of the vehicle body 56 before the curved track, and the distance L4 between the carriages between the front carriage 58 and the intermediate carriage 52 is increased. The distance may be larger than the distance L3 between the rear carriage 60 and the intermediate carriage 9. On the other hand, in the case of the railway vehicle 1 shown in FIG. 16 (a), the inter-cart distance L1 between the front cart 5 and the intermediate cart 9, and the cart between the rear cart 7 and the intermediate cart 9. The distance L2 is maintained the same, and the distance between the two carriages L1 and L2 does not spread unevenly. Therefore, compared to the railway vehicle 48, the railway vehicle 1 is preferable because it can suppress an increase in the amount of deflection of the vehicle body 3 due to the uneven spread of the inter-trolley distances L1 and L2 and prevent a decrease in riding comfort.

1 is a side view of a railway vehicle according to a first embodiment of the present invention. It is a side view which shows the front side trolley | bogie of the rail vehicle shown in FIG. It is a side view which shows the intermediate | middle trolley | bogie of the rail vehicle shown in FIG. FIG. 4 is a front view of the intermediate carriage shown in FIG. 3. It is a bottom view of a railway vehicle which shows the state where the railway vehicle is passing the straight track. It is a bottom view of a railway vehicle showing a state where the railway vehicle passes a curved track. It is a figure which shows the relationship between the vehicle body, a trolley | bogie, and a track | line when a rail vehicle approaches a curved track from a straight track, (a) is a figure which shows the state in which only the front side trolley entered the curved track, (b) is a middle The figure which shows the state which the trolley | bogie approached the boundary of a linear track and a curved track, (c) is the figure which shows the state which the intermediate trolley entered the curved track, (d) is the state which the back side trolley entered the curved track. FIG. It is a figure which shows the relationship between the vehicle body, a trolley | bogie, and a track | line when a rail vehicle passes an S-shaped curve track, (a) is a figure which shows the state which only the front side trolley entered the right curve track from the left curve track, FIG. 5B is a diagram showing a state where the intermediate carriage has approached the left / right boundary from the left curved track, and FIG. 5C is a diagram showing a state where the intermediate cart has entered the right curved track. It is a table | surface which shows the difference in the connection structure of the vehicle body and trolley | bogie in the rail vehicle shown in FIG. 1, and a comparison vehicle. It is a figure which shows the conditions in the driving | running | working simulation using the rail vehicle shown in FIG. 1, and a comparison vehicle, (a) is a table | surface which shows driving conditions, (b) is a figure which shows a curved track condition. It is a graph which shows the change of a derailment coefficient in the run simulation using the rail car shown in Drawing 1, and a comparison vehicle, (a), (b), and (c) show a rail car, (d), (e) And (f) shows a comparative vehicle. Further, (a) and (d) show a front cart, (b) and (e) show an intermediate cart, and (c) and (f) show a rear cart. It is a graph which shows the change of wheel load in the travel simulation using the rail vehicle shown in FIG. 1, and a comparative vehicle, (a), (b) and (c) show a rail vehicle, (d), (e) And (f) shows a comparative vehicle. Further, (a) and (d) show a front cart, (b) and (e) show an intermediate cart, and (c) and (f) show a rear cart. It is a graph which shows the change of lateral pressure in the travel simulation using the rail vehicle shown in FIG. 1, and a comparative vehicle, (a), (b) and (c) show a rail vehicle, (d), (e) And (f) shows a comparative vehicle. Further, (a) and (d) show a front cart, (b) and (e) show an intermediate cart, and (c) and (f) show a rear cart. It is a graph which shows the change of the attack angle in the driving | running | working simulation using the rail vehicle shown in FIG. 1, and a comparison vehicle, (a) shows a rail vehicle, (b) shows a comparison vehicle. It is an enlarged view of the connection part which connects the vehicle body and intermediate | middle trolley | bogie of a railway vehicle which concern on the 2nd Embodiment of this invention. It is a figure which shows the relationship between the up-and-down arrangement | positioning of the linear guide and thrust ball bearing in an intermediate trolley | bogie, and the distance between trolley | bogies, (a) shows the railcar which concerns on 1st Embodiment, (b) is 2nd 1 shows a railway vehicle according to an embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,48 ... Railway vehicle, 3,56 ... Vehicle body, 5,58 ... Front side carriage, 7, 60 ... Rear side carriage, 9, 52 ... Intermediate carriage, 25 ... Wheel axle of front or rear carriage, 45, 54 ... Intermediate axle wheel shaft, 29, 50 ... Linear guide (linear motion mechanism), 31, 49 ... Thrust ball bearing (rotation mechanism), 32, 51 ... Connection part, C2, C4 ... Rotation axis.

Claims (4)

A railway vehicle comprising front and rear trolleys arranged in front of and behind the vehicle body, and an intermediate trolley attached to the vehicle body via a connecting portion at an intermediate position between the front vehicle and the rear vehicle. In
The connecting portion is
A linear motion mechanism for connecting the intermediate carriage to the vehicle body so as to be linearly movable in a lateral direction of the vehicle body;
A railway vehicle comprising: a rotation mechanism that connects the intermediate carriage to the vehicle body so as to be rotatable about a rotation axis extending in a vertical direction.   The railway vehicle according to claim 1, wherein the linear motion mechanism and the rotation mechanism are juxtaposed in the vertical direction between the vehicle body and the intermediate carriage. The linear motion mechanism is arranged at the upper part, the rotation mechanism is arranged at the lower part,
The linear motion mechanism connects the rotation mechanism to the vehicle body so as to be linearly movable in a direction orthogonal to the longitudinal direction of the vehicle body,
The rotation mechanism is configured to connect the intermediate carriage to the linear movement mechanism so as to be rotatable about the rotation axis extending in the vertical direction through the center of the intermediate carriage. The railway vehicle according to claim 2.   The railway vehicle according to any one of claims 1 to 3, wherein each of the front cart, the rear cart, and the intermediate cart has one wheel shaft.

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