JP2008247173A - Axlebox supporting device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an axlebox supporting device equipped with an enhanced steering performance during running on a curved track while the running stability during running on a straight track is secured. <P>SOLUTION: The axlebox supporting device 50 is to support each axlebox 40 on a bogie frame by a coupling means 53 extending approximately along the vehicle advancing direction, the axleboxes 40 being installed at the ends of each axle 30 of a bogie 1 for rolling stock, wherein the coupling means 53 is equipped with a box side member 110 connected with a box side connection part 41, a bogie frame side member 120 connected with a bogie frame side connection part 11 and connected with the box side member in such a way as able to make relative displacement in the direction of changing the distance between the box side connection part and the bogie frame side connection part, a first spring element 140 to generate a biasing force in the direction of shortening the distance between the box side connection part and the bogie frame side connection part, a second spring element 150 to generate a biasing force in the direction of expanding the distance between the box side connection part and the bogie frame side connection part, and a spring constant controlling means to enlarge the spring constant of the second spring element in relation to that of the first spring element by changing the spring constant of at least either of the two spring elements when the vehicle is running on the curved track. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an axle box support device for a railcar bogie (hereinafter simply referred to as a “trolley”) that travels on a rail while supporting a railcar body. In particular, the present invention relates to a shaft box support device that improves the steering performance during curved traveling while ensuring traveling stability during linear traveling.

The cart is configured by mounting a shaft box provided on a wheel shaft so as to be displaceable with respect to the cart frame in accordance with expansion and contraction of a shaft spring (for example, see Patent Document 1). In such a railway vehicle carriage, a mechanism for supporting the axle box with respect to the carriage frame is referred to as an axle box support device.
The axle box support device elastically supports the wheel shaft with a predetermined rigidity with respect to the carriage frame in order to prevent turning of the wheel shaft during straight running and to ensure turning performance during curved running.
JP 2002-293237 A

As the speed of the railway vehicle increases, it is preferable to improve the support rigidity of the wheel shaft by the axle box support device in order to ensure running stability during straight running. However, when the support rigidity of the axle box support device is improved, it becomes difficult to rotate the wheel shaft around the vertical axis during curve traveling, and the steering performance is lowered, and the curve passing performance is lowered.
The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a shaft box support device that improves the steering performance during curved traveling while ensuring traveling stability during linear traveling.

In order to solve the above-described problem, the axle box support device according to the present invention is provided with a carriage of the carriage by connecting means extending substantially along the traveling direction of the axle boxes provided at both ends of the axle of the railway carriage carriage. An axle box support device for supporting a frame, wherein the connecting means includes an axle box side member connected to an axle box side connection provided in the axle box, and a carriage frame provided in the carriage frame. A carriage frame side member connected to a side connection part and connected to the axle box side member so as to be relatively displaceable in a direction in which a distance between the axle box side connection part and the carriage frame side connection part is changed; A first spring element that is provided between the axle box side member and the carriage frame side member and that generates a biasing force in a direction that shortens the distance between the axle box side connection portion and the carriage frame side connection portion; The axle box side member and the carriage frame side member are provided between the axle box side connection part and the carriage. A second spring element that generates an urging force in a direction that extends a distance from the side connection portion, and at least one of the first spring element and the second spring element is changed when the vehicle is traveling in a curved line. Spring constant control means for making the spring constant of the second spring element relatively larger than the spring constant of the first spring element.
According to this, the rigidity of the connecting means with respect to the tensile load is increased during straight running to ensure running stability, and during curved running, the rigidity of the connecting means is allowed to be reduced to improve the steering performance of the axle. Curve passing performance can be improved.

The axle box support device of the present invention may include an air spring as the second spring element, and the spring constant control means may increase the internal pressure of the air spring when the vehicle is traveling in a curved line.
According to this, the spring constant of the second spring element can be changed steplessly. Moreover, since the compressed air stored in the air reservoir generally equipped in a railway vehicle can be used as the working fluid of the air spring, it can be applied to an existing railway vehicle with a small renovation. .

In the axle box support device of the present invention, the spring constant control means includes a relative increase rate of the spring constant of the second spring element with respect to the spring constant of the first spring element when the vehicle runs on a curve. It can be set as the structure enlarged on the outer gauge side rather than the gauge side.
In this case, the spring constant of the second spring element with respect to the spring constant of the first spring element is increased on the inner track side, but may be further increased on the outer track side. Further, only the outer gauge side may be increased without changing the inner gauge side.
According to this, by lowering the rigidity with respect to the tensile load of the connecting portion on the outer gauge side relative to that on the inner gauge side, it is possible to promote the steering of the wheel shaft during curve traveling and further improve the curve passing performance. it can.

  As described above, according to the present invention, the first spring element that urges the connecting means that connects the axle box and the carriage frame in the direction of contracting, and the second spring element that urges in the extending direction are provided. By increasing the spring constant of the second spring element relative to the spring constant of the first spring element during curve traveling, it is possible to improve the steering performance during curve traveling while ensuring traveling stability during linear traveling. it can.

  Hereinafter, embodiments of an axle box support device to which the present invention is applied will be described with reference to the drawings. In the following description, the rail longitudinal direction (vehicle traveling direction) is the front-rear direction and the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction (vehicle width), as in the ordinary railcar technology. Direction), the direction perpendicular to the track surface is called the up-down direction.

<First Embodiment>
FIG. 1 is a side view of a two-shaft cart having the axle box support device of the first embodiment.
The carriage 1 includes a carriage frame 10, an air spring 20, an axle 30, an axle box 40, an axle box support device 50, and the like.

  The bogie frame 10 is a structural member that constitutes the bogie 1, and is composed of left and right side beams, side beams that connect the side beams at the center, and the like. The carriage frame 10 is mounted on the vehicle body via a body support device such as an air spring 20 and a traction device.

  The air spring 20 is provided between the carriage frame 10 and the vehicle body. For example, a pair of air springs 20 are provided on the left and right sides of the carriage 1, and are fixed to upper portions of left and right side beams of the carriage frame 10, respectively.

The axle 30 is assembled by press-fitting two wheels 31 into an axle 32.
The axle box 40 is provided at both ends of the axle 32 of the wheel axle 30, and includes a bearing that rotatably supports the axle, an axle box body that accommodates the bearing, a lubrication device, and the like.

  The axle box support device 50 is a device that positions the axle box 40 with respect to the carriage frame 10 and elastically supports it. In this embodiment, the axle box support device 50 is of a monolink type, and includes an axle spring 51, a damper 52, a monolink 53, and the like.

The shaft spring 51 is provided on the upper portion of the shaft box 40 and the lower portion of the carriage frame 10 and supports a load in the vertical direction.
The damper 52 is provided between the side portion of the axle box 40 and the carriage frame 10, and generates a damping force when the axle box 40 is displaced in a direction perpendicular to the carriage frame.

  The monolink 53 is a connecting member that is provided between the carriage frame 10 and the axle box 40 and is swingably connected thereto by a pin joint. The connection part 11 with the monolink 53 of the carriage frame 10 is arranged on the center side in the front-rear direction of the carriage frame 10 with respect to the axle box 40. The monolink 53 has one end connected to the connecting portion 11 and the other end connected to the connecting portion 41 of the axle box 40.

FIG. 2 is an enlarged cross-sectional view of the monolink 53.
The monolink 53 is connected to the axle box side member 110 connected to the axle box 40 side and the carriage frame 10 side, and is moved relative to the axle box side member 110 in the direction in which the monolink 53 is expanded and contracted. 120, a cylindrical rubber bush 130, a return spring 140, an air spring 150, and the like.

The axle box side member 110 includes an axis portion 111, a flange 112, a bush holding portion 113, an axle box side bush 114, a stopper 115, a nut portion 116, and the like.
The shaft part 111 is a columnar member arranged along the longitudinal direction of the monolink 53.
The flange 112 is a disk-shaped member that is formed so as to project from the end of the shaft portion 111 on the shaft box 40 side to a flange shape toward the outer diameter side.

The bush holding portion 113 is formed so as to protrude from the surface portion of the flange 112 on the axle box 40 side, and a through hole into which the axle box side bush 114 is press-fitted is formed.
The axle box side bush 114 elastically supports the axle box 40 with respect to the bush holding portion 113, and is arranged in parallel to the axle direction and is press-fitted into a through hole of the bush holding portion 113, and this An annular elastic body (rubber or the like) disposed on the inner diameter side of the outer cylinder is provided. The axle box side bush 114 is connected to the axle box 40 so as to be rotatable around the pin by inserting a pin supported by the connection portion 41 of the axle box 40 on the inner diameter side of the elastic body.

The stopper 115 is a disk-shaped member that is fixed to the end of the shaft portion 111 on the cart frame 10 side and protrudes to the outer diameter side of the outer peripheral surface of the shaft portion 111, and the shaft portion 111 will be described later. The stroke which moves relatively with respect to the outer cylinder 121 of the cart frame side member 120 is regulated. This stroke is appropriately set according to the curvature of the curve of the route on which the vehicle travels and the geometrical arrangement of the monolink 53, and is about 3 mm, for example.
The nut portion 116 is a portion that is fixed to a surface portion of the flange 112 on the cart frame 10 side, and a tip portion of a holding bolt 141 of a return spring 140 described later is inserted and screwed.

The cart frame side member 120 includes an outer cylinder 121, a flange 122, a bush holding portion 123, a cart frame side bush 124, a return spring seat 125, an air supply hole 126, and the like.
The outer cylinder 121 is formed in a cylindrical shape substantially concentric with the above-described shaft portion 111, and the shaft portion 111 is inserted into the inner diameter side thereof. The outer cylinder 121 is movable relative to the shaft portion 111 along the central axis direction.
The flange 122 is a disk-shaped portion formed so as to project from the outer peripheral surface of the end portion of the outer cylinder 121 on the cart frame 10 side toward the outer diameter side.

The bush holding portion 123 is formed so as to protrude from the surface portion of the flange 122 on the cart frame 10 side, and a through hole into which the cart frame side bush 124 is press-fitted is formed.
The bogie frame side bush 124 elastically supports the bogie frame 10 with respect to the bush holding portion 123. The bogie frame side bush 124 is disposed parallel to the axle direction and is press-fitted into a through hole of the bush holding portion 123. An annular elastic body (rubber or the like) disposed on the inner diameter side of the outer cylinder is provided. The carriage frame side bush 124 is connected to the carriage frame 10 so as to be rotatable around the pins by inserting a pin supported by the connection portion 11 of the carriage frame 10 on the inner diameter side of the elastic body.
In the present specification and the like, the length direction of the monolink 53 refers to the direction of a straight line connecting the centers of the axle box side bush 114 and the cart frame side bush 124.

The return spring seat 125 is a surface portion that abuts the end portion of the return spring 140 on the side close to the axle box 40 and holds the return spring 140 and is external to the outer peripheral surface at the end portion of the outer cylinder 121 on the axle box 40 side. It is formed to protrude to the radial side. The return spring seat 125 is formed with an opening into which the holding bolt 141 of the return spring 140 is inserted.
The air supply hole 126 is formed so as to communicate from the outer peripheral surface of the bush holding portion 123 to the air chamber of the air spring 150 through the flange 122, and a pipe line (not shown) that supplies compressed air to the air spring 150 is formed. Connected.

  The cylindrical rubber bush 130 is disposed between the outer peripheral surface of the shaft portion 111 of the axle box side member 110 and the inner peripheral surface of the outer cylinder 121 of the carriage frame side member 120. Elastic support. The cylindrical rubber bush 130 includes an outer cylinder and an inner cylinder formed in a cylindrical shape, and the inner cylinder is inserted on the inner diameter side of the outer cylinder. The space between the inner peripheral surface of the outer cylinder and the outer peripheral surface of the inner cylinder is filled with, for example, a rubber-based elastic material, and is joined to the outer cylinder and the inner cylinder by vulcanization adhesion. The outer cylinder of the cylindrical rubber bush 130 is press-fitted into the inner diameter side of the outer cylinder 121 of the carriage frame side member 120. Further, the shaft portion 111 of the axle box side member 110 is inserted into the inner cylinder of the cylindrical rubber bush 130.

In the present embodiment, for example, two cylindrical rubber bushes 130 are provided in series in the axial direction.
The cylindrical rubber bushing 130 allows the shaft portion 111 of the axle box side member 110 to move in the axial direction with respect to the outer cylinder 121 of the carriage frame side member 120 mainly due to elastic deformation of the rubber portion. To do.

The return spring 140 is a metal coil spring that urges the carriage frame side member 120 in the direction in which the length of the monolink 53 is shortened with respect to the axle box side member 110. The return spring 140 provides pre-compression that is easy to contract with respect to the monolink 53, and as a result, the monolink 53 maintains the basic length until the external force in the tensile direction reaches a constant value. ing. This point will be described in detail later.
The return spring 140 is a compression spring that is disposed so that its axial direction is substantially aligned with the expansion / contraction direction of the monolink 53, and is disposed adjacent to the outer peripheral surface of the outer cylinder 121. The return spring 140 includes a holding bolt 141.

The holding bolt 141 is inserted into the nut portion 116 of the axle box side member 110 from the carriage frame 10 side and is screw-coupled. At this time, the intermediate portion of the holding bolt 141 is inserted into the return spring seat 125 of the carriage frame side member 120 and is movable in the axial direction with respect to the return spring seat 125.
The return spring 140 has a holding bolt 141 inserted on its inner diameter side, one end abutting against the return spring seat 125, and the other end locked to the head of the holding bolt 141, and compressing between them Is held in the state.
A plurality of return springs 140 are provided in a distributed manner in the circumferential direction of the outer cylinder 120.

The air spring 150 biases the cart frame side member 120 against the axle box side member 110 in a direction in which the length of the monolink 53 is extended.
The air spring 150 includes a bellows 151 and bellows holding members 152 and 153.
The bellows 151 is a cylindrical curtain body formed of an elastic material such as rubber, and forms an air chamber of the air spring 150 therein. The above-described cylinder portion 111, outer cylinder 121, return spring 140, and the like are disposed on the inner diameter side of the bellows 151.
The bellows holding members 152 and 153 fix the end portions of the bellows 151 on the axle box 40 side and the carriage frame 10 side to the flanges 112 and 122, respectively. The bellows holding members 152 and 153 are formed by forming concave and convex portions that engage with the bead portions formed at the end portions of the bellows 151 on the inner edge portion of the annular plate, and are fastened to the flanges 112 and 122 by bolts. Is done.

In the present embodiment, the air spring 150 of the axle box support device is provided with an air spring control device (not shown) described below.
The air spring control device controls the spring constant of the air spring 150 by adjusting the internal pressure of the air spring 150 according to the traveling state of the vehicle.
First, when the vehicle is traveling straight, the air spring control device sets the spring constant of the air spring 150 to be lower than the spring constant of the return spring 140. As a result, when the external force in the pulling direction does not substantially act on the monolink 53, or when a relatively small tensile load that is input by the wheel-shaft snake behavior or the like during straight running is applied, the outer cylinder 122 The end of the axle box 40 side contacts the flange 112, and the monolink 53 is maintained in the most contracted state. That is, the value obtained by subtracting the urging force of the air spring 150 from the urging force of the return spring 140 is set so as to be larger than the maximum tensile force acting during the straight running.

On the other hand, the air spring control device performs control to increase the internal pressure of the air spring 150 when the vehicle is traveling on a curve.
Such air pressure control can be executed, for example, by providing a proportional control valve in the middle of a pipeline that supplies compressed air from the air reservoir of the vehicle to the air spring 150.
Here, the detection of the vehicle traveling in a curve can be performed based on the output of a yaw rate sensor or a lateral G sensor provided on the vehicle body, for example. At this time, the curvature of the curve may be obtained based on these outputs and the traveling speed of the vehicle, and the amount of increase in the internal pressure of the air spring 150 may be increased as the curvature decreases.
Alternatively, curve data of a route on which the vehicle travels may be stored in advance, and curve travel may be detected by comparing the travel position of the vehicle with the curve data.

FIG. 3 is a graph showing the correlation between the external force acting on the monolink 53 and the displacement of the connecting portion 41 of the axle box 40 with respect to the connecting portion 11 of the carriage frame 10. In FIG. 3, the horizontal axis shows the external force acting on the monolink 53, the right side shows the tensile force, and the left side shows the compressive force. The vertical axis indicates the displacement along the length direction of the monolink 53 of the connection portion 41 of the axle box 40 with respect to the connection portion 11 of the bogie frame 10. The direction in which the upper side separates and the direction in which the lower side approaches Show.
As shown in FIG. 3, in the region where the monolink 53 is compressed, the external force and the displacement of the axle box show a substantially linear correlation. In this region, there is no relative movement (shrinking of the monolink 53) between the axle box side member 110 and the carriage frame side member 120 of the monolink 53, and the displacement of the axle box is mainly caused by the axle box side bush 114 and the carriage frame side bush. This is due to the deflection of the rubber part 124.

  On the other hand, in the region where the monolink 53 is pulled, the linear correlation resulting from the deflection of each bush is shown in the region where the external force is small, similarly to the region where the external force is compressed. Thereafter, when the tensile force increases and the sum of the tensile force and the biasing force of the air spring 150 exceeds the biasing force of the return spring 140, the axle box side member 110 and the carriage frame side member 120 extend the monolink 53. The relative movement is started in the direction. As a result, the displacement amount (inclination in the graph) of the axle box 40 relative to the carriage frame 10 per unit load increases. That is, the rigidity of the monolink 53 with respect to the tensile load is reduced. When the axle box side member 110 and the carriage frame side member 120 are displaced to the maximum stroke regulated by the stopper 115, the monolink 53 itself does not extend any more, and only displacement due to elastic deformation of each bush is allowed again. Thus, the rigidity of the monolink 53 against the tensile load is increased again.

  And in the monolink 53 of this embodiment, the range of the external force in which the rigidity with respect to the tension load of the monolink 53 mentioned above falls can be adjusted by changing the internal pressure of the air spring 150. Specifically, when the internal pressure of the air spring 150 is increased and the spring constant and the urging force of the air spring 150 are increased, the range in which the rigidity of the monolink 53 decreases can be shifted to the side where the external force is small.

As described above, according to the present embodiment, the rigidity against the tensile load of the monolink 53 (supporting rigidity in the front-rear direction of the wheel shaft 30) is increased during straight traveling to prevent meandering of the wheel shaft 30 and to improve traveling stability. In addition, the rigidity can be reduced and the monolink 53 can be easily extended during curve traveling, and the steering performance of the wheel shaft 30 can be improved to improve curve passing performance.
In addition, the above-described rigidity adjustment of the monolink 53 can be performed steplessly by adjusting the internal pressure of the air spring 150. Moreover, since the compressed air stored in the air reservoir generally equipped in a railway vehicle can be used as the working fluid of the air spring 150, it can be applied to an existing railway vehicle by a small-scale renovation. it can.

<Second Embodiment>
Next, a second embodiment of the axle box support device to which the present invention is applied will be described. In addition, about the location substantially the same as 1st Embodiment mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted and a difference is mainly demonstrated.
In the second embodiment, the air spring control device increases the internal pressure of the air spring 150 on the outer gauge side without changing the internal pressure of the air spring 150 on the inner gauge side when traveling on a curve.
In the second embodiment described above, the wheel shaft 30 can be steered by extending the monolink 53 on the outer track side when the vehicle is traveling on a curve, and the curve passing performance can be further improved.

(Other embodiments)
In addition, this invention is not limited only to above-described embodiment, Various application and deformation | transformation can be considered. For example, the following embodiments applying the above embodiment can be implemented.
(1) Although the above-described embodiment is a monolink type axle box support device, the present invention is not limited to this, and for example, other types of axle box support devices such as a parallel link type and a shaft beam type are also applicable. Can be applied.
(2) Although the embodiment described above includes a metal coil spring as the first spring element and an air spring as the second spring element, the present invention is not limited thereto, and the types and combinations of the spring elements Can be appropriately changed. For example, an air spring may be applied to the first spring element and a metal spring may be applied to the second spring element, and the internal pressure of the air spring may be made lower during straight running than during straight running.

It is a side view of the trolley | bogie which has the axle box support apparatus which is embodiment of this invention. It is an expanded sectional view of the monolink in the axle box support apparatus of FIG. It is a graph which shows the correlation with the external force and the expansion-contraction amount which act on the monolink of FIG.

Explanation of symbols

1 bogie 10 bogie frame 20 air spring 30 wheel shaft 31 wheel 32 axle 40 shaft box 50 shaft box support device 51 shaft spring 52 damper 53 monolink 110 shaft box side member 111 shaft section 112 flange 113 bush holding section 114 axle box side bush 115 Stopper 116 Nut portion 120 Carriage frame side member 121 Outer cylinder 122 Flange 123 Bush holding portion 124 Bogie frame side bush 125 Return spring seat 126 Air supply hole 130 Cylindrical rubber bush 140 Return spring 141 Holding bolt 150 Air spring 151 Bellows 152, 153 Bellows Holding member

Claims (3)

An axle box support device for supporting axle boxes provided at both ends of a wheel shaft of a railway vehicle carriage with respect to the carriage frame of the carriage by connecting means extending substantially along the traveling direction of the vehicle,
The connecting means includes
An axle box side member connected to an axle box side connection provided in the axle box,
Connected to a carriage frame side connection provided in the carriage frame, and relative to the axle box side member in a direction in which the distance between the axle box side connection and the carriage frame side connection can be changed. Connected cart frame side members;
A first spring element that is provided between the axle box side member and the carriage frame side member and that generates a biasing force in a direction that shortens the distance between the axle box side connection portion and the carriage frame side connection portion; ,
A second spring element that is provided between the axle box side member and the carriage frame side member and generates a biasing force in a direction that extends a distance between the axle box side connection portion and the carriage frame side connection portion; ,
At least one of the first spring element and the second spring element is changed when the vehicle is traveling on a curve, and the spring constant of the second spring element is changed with respect to the spring constant of the first spring element. And a spring constant control means for relatively increasing the shaft constant support device. An air spring as the second spring element;
2. The axle box support device according to claim 1, wherein the spring constant control means increases an internal pressure of the air spring when the vehicle runs on a curve.   The spring constant control means increases a relative increase rate of the spring constant of the second spring element with respect to the spring constant of the first spring element on the outer track side than on the inner track side when the vehicle is traveling on a curve. The axle box support device according to claim 1 or 2, wherein

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