JP2013169958A - Wheel load variation suppressing device and railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel load variation suppressing device capable of securing the travel safety of railroad vehicles even when the railroad vehicles are operated under abnormal conditions, and also to provide railroad vehicles therewith.SOLUTION: A wheel variation suppressing device is provided for suppressing the rolling of a railroad vehicle and consequently suppressing the extraction of wheel load, and includes: an equalizer beam 110 supported by the truck or vehicle body while being capable of being swung in the rolling direction; supporting springs 120 for suppressing swings in the rolling direction of the equalizer beam; and a stopper 130 disposed so as to face and be capable of abutting against the equalizer beam with a gap in the up and down direction of the railroad vehicle.

Description

  The present invention relates to a wheel load variation suppressing device for suppressing wheel load variation in a railway vehicle, and a rail vehicle including the wheel load variation suppressing device.

  In a railway vehicle, the vehicle weight acts on the rail through each wheel, and the vertical load applied to one wheel is called “wheel load”. A state in which the balance of the wheel load between the wheels fluctuates and the wheel load at a certain wheel becomes extremely small is referred to as “wheel load loss”.

  On the other hand, an air spring is provided between the vehicle body and the carriage to improve the riding comfort. Due to aging, etc., the rubber film of this air spring is punctured (hereinafter simply referred to as “air spring is punctured”). Sometimes). At the time of puncture, since the air cushion is lost, the spring constant of the air spring itself increases. In such a puncture state, it is natural that the ride comfort of the vehicle deteriorates. However, as shown in FIG. 11, the problem is that the vehicle has a cant decreasing section of a curved track, that is, a section where the track is twisted. When traveling on a road, fluctuations in wheel load may increase due to punctures, making it difficult for the wheels to follow the torsion of the track. That is, the wheel load omission described above may occur at the wheels corresponding to the air springs 1b and 1c.

  Even in an abnormal state where the air spring is punctured, it may be necessary to continue driving the vehicle, and it is necessary to ensure driving safety.

Thus, for example, Patent Document 1 and Patent Document 2 have been proposed as techniques for suppressing wheel load loss as described above.
In the technique of Patent Document 1, in order to keep the spring constant soft even when the air spring is punctured, a stopper structure that contacts and supports the upper surface plate of the air spring is disclosed in the air spring.
Further, Patent Document 2 discloses a structure in which stoppers are disposed on the left and right sides and the center of the vehicle in order to cope with the puncture of the air spring.

JP 2002-206582 A JP 2002-120722 A

  However, in the above-described prior art disclosed in Patent Document 1, the stopper structure needs to be manufactured considerably flexibly in order to suppress the wheel load loss. As a result, the amount of vertical displacement of the vehicle at the time of puncture increases, and the vehicle underfloor equipment and the track may come into contact with each other. Therefore, after all, the stopper structure cannot ensure sufficient flexibility, and the invention of Patent Document 1 cannot sufficiently suppress wheel load loss.

On the other hand, in the above-described prior art of Patent Document 2, a low-rigidity stopper is provided on the left and right sides of the vehicle, a high-rigidity stopper is provided in the center portion, and the lowering of the vehicle is prevented by a stopper provided in the vehicle center portion, It is said that fluctuations in wheel load during air spring puncture can be suppressed.
However, the technique of Patent Document 2 also has the same problem as that of Patent Document 1 because the amount of displacement in the vertical direction is large because stoppers with low rigidity are provided in the air springs on the left and right of the vehicle.

  The present invention has been made to solve the above-described problems, and in the case of air spring puncture or the like, the wheel load fluctuation suppressing device capable of sufficiently suppressing the wheel load fluctuation, and An object of the present invention is to provide a railway vehicle provided with this wheel load fluctuation suppressing device.

In order to achieve the above object, the present invention is configured as follows.
In other words, the wheel load variation suppressing device according to the first aspect of the present invention is a wheel load variation suppressing device that is provided between a vehicle body and a bogie of a railway vehicle and suppresses a variation in load applied to the wheels of the railway vehicle. Two air springs provided on both sides of the carriage in the vehicle width direction, a swinging member that is positioned at a substantially central portion in the vehicle width direction and is supported by the carriage or the vehicle body in a state that can swing in the rolling direction; A stopper that is disposed to face the swinging member in the vertical direction of the vehicle via a gap and that abuts the swinging member when at least one of the air springs is below a specified height, and one end of the swinging member is the swinging member. A swing support member that is supported by a moving member, the other end is supported by a carriage or a vehicle body, and reduces torsional rigidity between the carriage and the vehicle body when at least one of the air springs is below a specified height. And having And features.

  The swing member includes a beam member extending in the vehicle width direction, and a rotating shaft that passes through the beam member and supports the beam member in a rolling direction in a state where the beam member can swing in the rolling direction. The swing support member may be formed of an elastic member installed between the swing member and the cart or the vehicle body.

  According to the wheel load fluctuation suppressing device in the first aspect of the present invention and the railway vehicle in the second aspect, the rocking member, the rocking support member, and the stopper are provided, so that the rocking member is rocked by the rocking support member. The degree of movement, that is, the torsional rigidity between the vehicle body and the carriage can be determined. Therefore, the torsional rigidity between the vehicle body and the carriage can be set to be softer, that is, lower than that of the prior art, regardless of the air spring stopper structure built into the air spring as in the prior art. Therefore, it is possible to suppress the wheel load fluctuation in the cant decreasing section of the track.

  In addition, when at least one air spring provided in one vehicle falls below a specified height and the vehicle body is lowered, the stopper and the swing member come into contact with each other, so that the vehicle body is prohibited from descending beyond the specified value. . Therefore, even if the torsional rigidity between the vehicle body and the carriage is set low as described above, the underfloor device does not interfere with the track due to the vehicle body descending.

  The rocking member includes a beam member extending in the vehicle width direction, and a base member that supports the beam member on a carriage or a vehicle body in a state in which the beam member is rockable in the rolling direction. May be formed of a rubber material installed between the swing member and the cart or the vehicle body.

  Further, the air spring stopper structure is provided on both sides in the vehicle width direction and supports the air spring with a displacement greater than a specified value of the vehicle body in the rolling direction, and the swing support member is displaced less than the specified value. Then, the air spring stopper structure may be configured to generate a reaction force in the rolling direction on the vehicle body via the swinging member so as not to support the vehicle body.

  With this configuration, for example, when the air spring is punctured, even if excessive lateral force acts on the vehicle body and excessive force in the rolling direction is generated on the swing member, by providing an air spring stopper structure, The configuration of the swing member, the swing support member, and the stopper, and the air spring stopper structure described above can act to prevent excessive rolling displacement of the vehicle body. Therefore, for the cant diminishing section of the track, the fluctuation of the wheel load is suppressed by the soft rolling support rigidity of the swing member, and for the excessive left and right force, the displacement can be prevented by the air spring stopper structure. is there.

  Moreover, the railway vehicle according to the second aspect of the present invention includes the wheel load fluctuation suppressing device according to the first aspect described above.

  According to the present invention, it is possible to provide a device that sufficiently suppresses fluctuations in wheel load and a railway vehicle equipped with the device.

It is sectional drawing around the trolley | bogie equipped with the wheel load fluctuation suppression apparatus in Embodiment 1 of this invention. It is a top view of the wheel load fluctuation suppression apparatus shown in FIG. FIG. 5 is an enlarged view of the wheel load fluctuation suppressing device shown in FIG. It is the top view to which the wheel load fluctuation suppression apparatus shown in FIG. 1 was expanded. It is a figure which shows the wheel load fluctuation suppression apparatus in Embodiment 2 of this invention. It is sectional drawing around the trolley | bogie equipped with the wheel load fluctuation suppression apparatus in Embodiment 3 of this invention. It is a top view of the wheel load fluctuation suppression apparatus shown in FIG. It is a figure which shows the wheel load fluctuation suppression apparatus in Embodiment 4 of this invention. It is a figure which shows the modification of the wheel load fluctuation suppression apparatus shown in FIG. It is a perspective view explaining the force in each direction which acts on a railway vehicle. It is a perspective view for demonstrating the wheel load fluctuation | variation in a rail vehicle.

  A wheel load variation suppressing device according to an embodiment of the present invention and a railway vehicle including the wheel load variation suppressing device will be described below with reference to the drawings. In each figure, the same or similar components are denoted by the same reference numerals.

Embodiment 1. FIG.
FIG. 1 shows a wheel load fluctuation suppressing device 101 according to the first embodiment, which is provided in a railway vehicle 10. The wheel load fluctuation suppressing device 101 is a device that suppresses the wheel load fluctuation by suppressing the rolling 11 (also referred to as the rolling direction 11) shown in FIG. Further, FIG. 1 shows a section around the carriage 20 of the vehicle 10 in cross section, and FIG. 2 is a plan view thereof. Here, the cart 20 is a cart with a bolster. An existing air spring 40 is provided between the carriage 20 and the vehicle body 30 on both the left and right sides in the vehicle width direction 81. “21” indicates a bolster, “22” indicates a bogie frame, “23” indicates a wheel, and “24” indicates a center pin.

The wheel load fluctuation suppression device 101 described above includes an air spring 40, an equalizer beam 110, a support spring 120, and a stopper 130 as basic components. Here, the equalizer beam 110 corresponds to an example of a swing member, and the support spring 120 corresponds to an example of a swing support member.
In the present embodiment, the equalizer beam 110 is disposed at a substantially central portion of the carriage 20 in the vehicle width direction 81 and is installed on the bolster 21 in this example. Such an equalizer beam 110 is, for example, a metal beam member 111 extending in the vehicle width direction 81 and passing through the central portion of the beam member 111, as shown in an enlarged view in FIGS. 20 and a rotating shaft 112 extending in the front-rear direction 82. As an example, the beam member 111 has a size of about 500 mm in the vehicle width direction 81 and a size of about 100 mm in the front-rear direction 82.

  As shown in FIG. 4, both ends of the rotating shaft 112 are supported by the carriage 20 via a bearing 113, in this example, by the bolster 21. Therefore, the beam member 111 is supported by the bolster 21 in a state in which the beam member 111 can swing in the rolling direction 11 around the rotation shaft 112. That is, the equalizer beam 110 can swing in the rolling direction 11 about the rotation shaft 112.

  Further, in the present embodiment, the beam member 111 has a substantially T-shaped cross section, an arm portion 111a extending in the vehicle width direction 81, and projects downward from the arm portion 111a to the rotating shaft 112, and a support spring 120 is provided. A mounting portion 111b corresponding to the portion to be mounted is integrally formed.

  One end of the support spring 120 is supported by the beam member 111 of the equalizer beam 110, and the other end is supported by the bolster 21 of the carriage 20 in this embodiment. The support spring 120 suppresses the swing of the equalizer beam 110 in the rolling direction 11. In the present embodiment, the support spring 120 is constituted by a coil spring 121 as shown in the figure, and urges the attachment portion 111 b of the equalizer beam 110 from both sides in the vehicle width direction 81. With this configuration, the equalizer beam 110 tries to maintain a steady state, and the swinging of the equalizer beam 110 in the rolling direction 11 is suppressed. The steady state refers to a state of the equalizer beam 110 having the same inclination as the inclination of the bolster 21 in the vehicle width direction 81. For example, when the bolster 21 is positioned horizontally, the equalizer beam 110 is also positioned horizontally. Is the steady state.

  The left and right coil springs 121 have the same spring constant. Further, the swinging force in the rolling direction 11 of the equalizer beam 110 can be controlled according to the spring constant. In other words, it is only necessary to select the support spring 120 so that the wheel load omission in the most severe cant gradually decreasing section in the track state can be suppressed. Furthermore, the swinging force of the equalizer beam 110 can be controlled by the length of the mounting portion 111 b, that is, the distance between the rotating shaft 112 and the support location of the support spring 120 in the vertical direction 83.

  The support spring 120 is not limited to the coil spring 121 described above, and an elastic member such as a stretchable rubber material can also be used.

  The stopper 130 is a member that is disposed so as to face the equalizer beam 110 in the vertical direction 83 of the vehicle 10 via the gap 131 (FIG. 3) and be able to come into contact therewith. In the present embodiment, since the equalizer beam 110 is installed on the carriage 20, the stopper 130 is fixed to the vehicle body 30, and is provided at two locations corresponding to both ends of the equalizer beam 110 in the vehicle width direction 81. It has been. Such a stopper 130 is a member that comes into contact with the equalizer beam 110 when at least one of the four air springs 40 provided in one vehicle 10 becomes a specified height or less in the vertical direction 83. As will be described, since it is necessary to support the load of the vehicle body 30 with almost no deformation, it is made of, for example, a hard rubber material. Further, the gap 131 is a distance such that the stopper 130 comes into contact with the equalizer beam 110 when the vehicle body 30 is lowered when the at least one air spring 40 becomes equal to or less than the specified height as described above. In the present embodiment, the size of the gap 131 in the vertical direction 83 is set equal to the distance between the normal height of the air spring 40 and the specified height, but the present invention is not limited to this.

2 and 4, the stopper 130 has a circular planar shape, but the shape is not limited. Moreover, it is not necessary to provide two corresponding to both ends of the equalizer beam 110, and one may be provided as shown in FIG.
Moreover, what is necessary is just to provide the wheel load fluctuation suppression apparatus 101 which has the above structures per vehicle.

The operation of the wheel load fluctuation suppression device 101 configured as described above will be described.
In a normal state in which the air spring 40 is not punctured, the air spring 40 ensures cushioning and prevents wheel weight loss from shaking of the vehicle body 30 in each direction including the rolling direction 11.

  On the other hand, when at least one of the four air springs 40 provided in one vehicle 10 is punctured and falls below a specified height in the vertical direction 83, the stopper 130 contacts the equalizer beam 110 as the vehicle body 30 descends. To do. Therefore, the cart 20 and the vehicle body 30 are connected via the equalizer beam 110 and the stopper 130. Therefore, the torsional rigidity in the rolling direction 11 between the carriage 20 and the vehicle body 30 corresponding to the track state is the force with which the equalizer beam 110 in the wheel load fluctuation suppression device 101 tries to maintain the above-described steady state, that is, the equalizer. This is determined by the biasing force of the support spring 120 provided between the beam 110 and the coil spring 121.

  Actually, the two air springs 40 positioned in the vehicle width direction 81 communicate with each other, and a differential pressure valve is provided between them. Therefore, when one air spring 40 is punctured, the other air spring 40 The internal pressure is also reduced, and as a result, the air springs 40 on both sides are punctured when the vehicle is loaded.

  In this way, when the air spring 40 is punctured, the wheel load fluctuation suppression device 101 is activated with respect to the movement of the carriage 20 trying to follow the track state, and the reaction force is applied to the vehicle body 30 by the expansion and contraction of the coil spring 121. Occurring and shaking of the vehicle body 30 in the rolling direction 11 are suppressed, and wheel weight loss of the wheels 23 is suppressed. As a result, even when the vehicle 10 travels in a cant gradually decreasing section of a curved track, wheel load fluctuation can be suppressed, and wheel load loss can be prevented or suppressed.

  In addition, when the at least one air spring 40 is punctured, for example, becomes below the specified height in the vertical direction 83 and the vehicle body 30 is lowered, the stopper 130 and the equalizer beam 110 are in contact with each other as described above. Since the stopper 130 is made of a material with a small amount of deformation, the vehicle body 30 is prohibited from descending beyond a specified value. Therefore, even if the torsional rigidity between the vehicle body 30 and the carriage 20 is set soft by the wheel load fluctuation suppressing device 101 as described above, the underfloor equipment exceeds the vehicle limit and goes into the track due to the lowering of the vehicle body 30. Interference can be prevented.

In addition, the existing conventional air spring 40 is usually provided with a stopper structure (hereinafter referred to as “air spring stopper structure”) so as to be able to suppress a displacement of the vehicle body 30 or more in the rolling direction 11 in a rolling direction 11 or more. The air spring stopper structure 41 (FIG. 1) also contributes to suppression of wheel load loss. Here, the air spring stopper structure 41 includes both a configuration built in the air spring 40 and a configuration provided separately from the air spring 40.
However, even if the air spring stopper structure 41 is not provided, providing the wheel load fluctuation suppressing device 101 of the present embodiment makes it possible to suppress wheel load loss as described above.
On the other hand, in the railway vehicle 10 in which the wheel load fluctuation suppressing device 101 of the present embodiment is installed, after the equalizer beam 110 and the stopper 130 come into contact with each other, the rolling load 11 that exceeds the burden load on the wheel load fluctuation suppressing device 101 is further increased. When the air spring stopper structure 41 is provided when the force acts on the vehicle body 30, the air spring stopper structure 41 can start to act, and rolling of the vehicle body 30 is suppressed.

Here, the spring constant of the air spring stopper structure 41 is larger than the spring constant of the support spring 120.
Specifically, when the upper and lower spring constants of the air spring stopper structure 41 are K2, and half of the distance between the air springs 40 arranged on both sides in the vehicle width direction 81 is b2, the air spring stopper structure 41 with respect to rolling. spring constant becomes ² × K2 × b2 2.
On the other hand, when the spring constant for the displacement of the support spring 120 in the horizontal direction is K3 and the distance from the center of the rotating shaft 112 of the equalizer beam 110 to the center of the support spring 120 is b3, the spring constant for the rolling of the support spring 120 is , K3 × b3 ² . The spring constants K2 and K3 are set so as to satisfy the relationship of 2 × K2 × b2 ² > K3 × b3 ² .
By adopting this configuration and the configuration in which the wheel load fluctuation suppressing device 101 first operates before the air spring stopper structure 41 operates, when the air spring 40 is punctured, the equalizer beam 110 is moved to the air spring stopper structure 41. Since the load from the vehicle body 30 can be transmitted to the carriage 20 in a non-contact state, the torsional rigidity between the vehicle body 30 and the carriage 20 can be reduced, and wheel load loss can be suppressed.

  As shown in FIG. 3, in the wheel load fluctuation suppressing device 101, the equalizer beam 110 and the support spring 120 are installed on the carriage 20, and the stopper 130 is provided on the vehicle body 30. The beam 110 and the support spring 120 may be installed, and the stopper 130 may be provided on the carriage 20.

Below, the modification of the wheel load fluctuation suppression apparatus 101 mentioned above is demonstrated.
Embodiment 2. FIG.
FIG. 5 shows a wheel load fluctuation suppressing device 102 according to the second embodiment as a modified example. The wheel load fluctuation suppressing device 102 is also similar to the wheel load fluctuation suppressing device 101, and includes the air spring 40 and the equalizer beam 110. , A support spring 120 and a stopper 130.
In the wheel load fluctuation suppression device 101, the equalizer beam 110 is configured to be swingably supported by the carriage 20 on the rotating shaft 112. However, in the wheel load fluctuation suppression device 102 of the second embodiment, the equalizer beam 110 is In this embodiment, the carriage 20 is supported by a pedestal member 114 fixed to the bolster 21 so as to be swingable in the rolling direction 11. As a specific configuration example for swingably supporting the equalizer beam 110 with respect to the pedestal member 114, the top surface of the pedestal member 114 is a concave semicircular shape, and the center of the lower surface of the equalizer beam 110 is convex. There is a configuration that is semicircular and slidable between the respective circular surfaces. Here, a rubber member that is elastically deformable in the rotational direction is provided on the top surface of the pedestal member 114, and when it is coupled to the center of the bottom surface of the equalizer beam 110, for example, by bolts, it is hardly deformed vertically and horizontally, The structure can be displaced relatively easily.

  Furthermore, in the wheel load fluctuation suppressing device 101, the support spring 120 takes a configuration in which the coil spring 121 is taken as an example of an elastic member. In the wheel load fluctuation suppressing device 102, the support spring 120 is made of an elastic member. As another example, a configuration using a vibration-proof rubber 122 is adopted. Here, the anti-vibration rubber 122 is formed by laminating a plurality of rubber materials.

Here, the anti-vibration rubber 122 is installed between the bolster 21 and the opposing surface 110 a facing the bolster 21 in the equalizer beam 110. The anti-vibration rubber 122 is provided at two locations on both sides of the base member 114 in the vehicle width direction 81. In addition, although the equalizer beam 110 has a ship-bottom-shaped cross section in this embodiment, it is not limited to this, The shape will not be ask | required if the effect | action of the equalizer beam 110 already demonstrated is performed.
The other configurations and operations of the wheel load variation suppressing device 102 are the same as the configurations and operations of the wheel load variation suppressing device 101.

The wheel load fluctuation suppressing device 102 configured as described above can perform the same operation as the wheel load fluctuation suppressing device 101 described above.
Briefly, when the air spring 40 is punctured, for example, the stopper 130 comes into contact with the equalizer beam 110, and the torsional rigidity in the rolling direction 11 between the carriage 20 and the vehicle body 30 corresponding to the track state is the support spring 120, that is, It is determined by the elastic force of the vibration proof rubber 122.

  In this way, the wheel load fluctuation suppressing device 102 is operated with respect to the movement of the carriage 20 that tries to follow the track state, and the elastic force of the vibration isolating rubber 122 suppresses the shaking of the vehicle body 30 in the rolling direction 11. The wheel weight loss of the wheel 23 is suppressed. As a result, even when the vehicle 10 travels in the cant gradually decreasing section of the curved track, the wheel load fluctuation is suppressed and it becomes possible to prevent or suppress the wheel load slippage.

Needless to say, the torsional rigidity in the rolling direction 11 between the carriage 20 and the vehicle body 30 can be changed by selecting the elastic force of the anti-vibration rubber 122.
Further, as the support spring 120 in the wheel load fluctuation suppressing device 102, a coil spring can be used in place of the vibration isolating rubber 122.

  In the wheel load fluctuation suppressing device 102, as shown in FIG. 5, a configuration in which the equalizer beam 110 and the support spring 120 are installed on the carriage 20 and the stopper 130 is installed on the vehicle body 30 is illustrated. That is, a configuration in which the equalizer beam 110 and the support spring 120 are installed on the vehicle body 30 and the stopper 130 is provided on the carriage 20 may be adopted.

Embodiment 3. FIG.
The following modification will be described.
In FIGS. 1 to 5, a cart with a bolster is taken as an example of the cart 20, but the wheel load fluctuation suppression devices 101 and 102 described above can of course be applied to the vehicle 10 of a bolsterless cart. 6 and 7 show a wheel load fluctuation suppressing device 103 according to the third embodiment. This wheel load fluctuation suppressing device 103 is obtained by applying the wheel load fluctuation suppressing device 101 described above to the vehicle 10 of the bolsterless bogie 26. This corresponds to an example of the configuration.

As shown in FIG. 6, the wheel load fluctuation suppressing device 103 includes an equalizer beam 110 and a support spring 120 on the vehicle body 30 side, and a stopper 130 on the carriage 26. In order to install the equalizer beam 110 and the support spring 120 on the vehicle body 30 side, an installation for supporting the rotary shaft 112 and the coil spring 121 as the support spring 120 on the underframe 31 of the vehicle body 30 is provided. A pedestal 140 is attached. The mounting base 140 is provided with two rotating shaft support legs 141 projectingly supported at both ends of the rotating shaft 112 extending in the front-rear direction 82 of the carriage 26 via bearings. At two locations in the direction 81, spring support legs 142 that support the other end of the coil spring 121 protrude. The equalizer beam 110 is disposed between the two rotation shaft support legs 141.
Further, the stopper 130 is fixed to the lateral beam constituting the carriage frame 22 in the bolsterless carriage 26 at a position facing the equalizer beam 110.

  As described above, it is apparent from the above description that even when the vehicle 10 including the bolsterless carriage 26 is provided with the wheel load variation suppressing device 103, the same operation and effect as those of the wheel load variation suppressing device 101 can be obtained. It is.

Embodiment 4 FIG.
Next, FIG. 8 illustrates a wheel load fluctuation suppressing device 104 in which an equalizer beam 110 and a support spring 120 are provided on the vehicle body 30 side and a stopper 130 is provided on the carriage 26 for the vehicle 10 of the bolsterless carriage 26. ing.
The wheel load fluctuation suppressing device 104 also includes an air spring 40, an equalizer beam 110, a support spring 120, and a stopper 130. In this example, a coil spring 121 is used as the support spring 120, but an elastic member such as a vibration-proof rubber 122 can also be used.

In the wheel load fluctuation suppressing device 104, the equalizer beam 110 and the support spring 120 are provided on the vehicle body 30 side, so that both end portions of the rotating shaft 112 extending in the front-rear direction 82 of the carriage 26 are provided on the underframe 31 of the vehicle body 30. Two rotating shaft support legs 141 are rotatably provided from the underframe 31 in the vertical direction 83. Moreover, the coil spring 121 is installed between the underframe lower surface 31 and the opposing surface 110 a that faces the underframe 31 of the equalizer beam 110. The coil springs 121 are provided at two locations on both sides of the rotating shaft 112 in the vehicle width direction 81. In addition, although the equalizer beam 110 has a ship-bottom-shaped cross section in this embodiment, it is not limited to this, The shape will not be ask | required if the effect | action of the equalizer beam 110 already demonstrated is performed.
The stopper 130 is fixed to a lateral beam constituting the carriage frame 22 in the bolsterless carriage 26 at a position facing the equalizer beam 110.

With the configuration described above, the equalizer beam 110 can swing in the rolling direction 11 about the rotation shaft 112 while being prevented from rotating by the coil spring 121.
In addition, the installation place of the coil spring 121 is not limited to the above-mentioned place, and it is possible to select a place according to the form in which the rolling suppression action already described by the equalizer beam 110 and the support spring 120 is possible. it can. For example, a configuration or the like in the wheel load fluctuation suppressing device 103 shown in FIG. 6 can be adopted.

The wheel load fluctuation suppressing device 104 configured as described above also performs the same operation as the wheel load fluctuation suppressing device 101 described above.
Briefly, the stopper 130 contacts the equalizer beam 110 when the at least one air spring 40 punctures, for example, drops below a specified height in the vertical direction 83 and the vehicle body 30 is lowered. Therefore, the torsional rigidity in the rolling direction 11 between the bolsterless carriage 26 and the vehicle body 30 corresponding to the track state is determined by the elastic force of the support spring 120, that is, the spring constant.
In this way, the wheel load fluctuation suppressing device 104 is activated with respect to the movement of the carriage 26 trying to follow the track state, and the swing of the vehicle body 30 in the rolling direction 11 is suppressed by the spring constant of the coil spring 121, Wheel weight loss of the wheel 23 is suppressed. As a result, even when the vehicle 10 travels in the cant gradually decreasing section of the curved track, the wheel load fluctuation is suppressed and it becomes possible to prevent or suppress the wheel load slippage.

  In each of the first to fourth embodiments described above, a configuration in which the support spring 120 is also arranged on the same configuration side as the carts 20 and 26 or the vehicle body 30 provided with the equalizer beam 110 is shown. The beam 110 may be supported on a configuration side different from the installation side. For example, the equalizer beam 110 is installed on the cart 20 side, one end of the support spring 120 is supported on the equalizer beam 110, and the other end is supported not on the cart 20 side but on the vehicle body 30 side. With respect to the equalizer beam 110 installed on the side, the other end of the support spring 120 may be supported on the cart 20 side.

  Further, in each of the first to fourth embodiments described above, the configuration including the air spring 40 is shown, but a fluid spring or a magnetic levitation spring may be used instead of the air spring 40.

  Below, one Example regarding the air spring 40, the equalizer beam 110, the support spring 120, and the stopper 130 is described. In addition, the following values are set such that the standard value of the wheel load reduction rate is less than 60% under the conditions of a gauge distance of 1067 mm, a maximum cant of 105 mm, a maximum cant reduction rate of 1/400, and a distance between carriages of 13.8 m. Is the case value.

The maximum amount of displacement in the vertical direction 83 of the air spring 40 is set to 41 mm. Further, the air spring stopper structure 41 comes into contact with the upper surface plate of the air spring 40 when the air spring 40 descends over 41 mm in the vertical direction 83 and starts its action. Further, the gap 131 between the equalizer beam 110 and the stopper 130 is 25 mm in the vertical direction 83.
Therefore, after the air spring 40 is lowered by 25 mm in the vertical direction 83, the wheel load fluctuation suppressing device according to the present embodiment is activated until 41 mm, and an excessive rolling force is applied to cause the air spring 40 to exceed 41 mm. If it is lowered, the air spring stopper structure 41 acts to prevent an excessive roll displacement of the vehicle body 30.

Regarding the spring constant K3 of the support spring 120, when the distance from the rotation center of the equalizer beam 110 to the center of action of the support spring 120 is 0.3 m, the spring constant K3 is 33000 N / mm.
The spring constant K2 of the air spring stopper structure 41 per air spring is 10,000 to 20000 N / mm.

  Where the equalizer beam 110 and the stopper 130 are in contact with each other, and the rolling of the carriages 20 and 26 and the vehicle body 30 is suppressed by the support spring 120, the torsional rigidity between the carriage and the vehicle body is 2970000 Nm / rad, The torsional rigidity between the carriage and the vehicle body using only the conventional air spring stopper structure 41 in which the wheel load fluctuation suppressing device of each embodiment does not exist is 27900000 Nm / rad, which is about 9.4 times the rigidity of the support spring 120. Becomes higher. As described above, the wheel load fluctuation suppressing devices 101 to 104 according to the present embodiment can flexibly receive the rolling of the vehicle body 30, and the wheel load fluctuation suppressing devices 101 to 104 according to the present embodiment effectively control the wheel load fluctuation. It can be seen that it can be suppressed.

  INDUSTRIAL APPLICABILITY The present invention can be applied to a wheel load fluctuation suppressing device for suppressing so-called wheel load loss in a railway vehicle and a rail vehicle including the wheel load fluctuation suppressing device.

DESCRIPTION OF SYMBOLS 10 ... Vehicle, 11 ... Rolling direction, 20, 26 ... Dolly, 30 ... Car body,
40 ... air spring, 41 ... air spring stopper structure,
81 ... Vehicle width direction, 82 ... Front-back direction, 83 ... Vertical direction,
101-104 ... Wheel load fluctuation suppressing device, 110 ... Equalizer beam, 111 ... Beam member,
112 ... Rotating shaft, 114 ... Base member, 120 ... Support spring,
121 ... Coil spring, 122 ... Anti-vibration rubber, 130 ... Stopper, 131 ... Gap.

Claims (7)

A wheel load fluctuation suppressing device that is provided between a vehicle body and a carriage of a railway vehicle and suppresses fluctuations in a load applied to the wheels of the railway vehicle,
Two air springs provided on both sides of the carriage in the vehicle width direction;
A swinging member that is located at a substantially central portion in the vehicle width direction and is supported by the carriage or the vehicle body in a state that can swing in the rolling direction;
A stopper that is disposed to face the swinging member in the vertical direction of the vehicle via a gap, and that comes into contact with the swinging member when at least one of the air springs is below a specified height;
One end is supported by the rocking member, the other end is supported by a carriage or a vehicle body, and when at least one of the air springs is below a specified height, the torsional rigidity between the carriage and the vehicle body is reduced. A swing support member;
A wheel load fluctuation suppressing device comprising: The swing member is
A beam member extending in the vehicle width direction, and a rotation shaft that penetrates the beam member and supports the beam member in the rolling direction in a state in which the beam member can swing in the rolling direction,
The swing support member is
An elastic member installed between the swing member and the carriage or the vehicle body;
The wheel load fluctuation suppressing device according to claim 1.   The wheel load fluctuation suppressing device according to claim 2, wherein the elastic member is a coil spring. The swing member is
A beam member extending in the vehicle width direction, and a pedestal member that supports the beam member in the rolling direction in a state that can swing in the rolling direction,
The swing support member is
It is a rubber material installed between the swing member and the cart or the vehicle body,
The wheel load fluctuation suppressing device according to claim 1. An air spring stopper structure that is provided on both sides in the vehicle width direction and supports the air spring with a displacement greater than a specified value of the vehicle body in the rolling direction;
The swing support member is
5. The reaction force in the rolling direction is generated in the vehicle body via the swing member so that the air spring stopper structure does not support the vehicle body when the displacement is less than the specified value. Wheel load fluctuation suppression device.   The wheel load fluctuation suppressing device according to claim 5, wherein the swing support member is a coil spring, and a spring constant for the rolling is smaller than a spring constant for the rolling of the air spring stopper structure.   A railway vehicle comprising the wheel load fluctuation suppressing device according to any one of claims 1 to 6.

Images