JP2013256242A - Railroad car platform car including axle spring - Google Patents

Railroad car platform car including axle spring Download PDF

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Publication number
JP2013256242A
JP2013256242A JP2012134405A JP2012134405A JP2013256242A JP 2013256242 A JP2013256242 A JP 2013256242A JP 2012134405 A JP2012134405 A JP 2012134405A JP 2012134405 A JP2012134405 A JP 2012134405A JP 2013256242 A JP2013256242 A JP 2013256242A
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Prior art keywords
spring
bogie
air
air spring
frame
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JP2012134405A
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JP5848198B2 (en
Inventor
Yoshi Sato
與志 佐藤
Yoshikazu Ogura
善和 小倉
Shunichi Nakao
俊一 中尾
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Kawasaki Heavy Industries Ltd
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Kawasaki Heavy Industries Ltd
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Priority to JP2012134405A priority Critical patent/JP5848198B2/en
Priority to PCT/JP2013/003495 priority patent/WO2013187006A1/en
Priority to CN201380028777.2A priority patent/CN104334434B/en
Publication of JP2013256242A publication Critical patent/JP2013256242A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F1/00—Springs
    • F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
    • F16F1/40—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers consisting of a stack of similar elements separated by non-elastic intermediate layers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/305—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating rubber springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/307—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/36—Arrangements for equalising or adjusting the load on wheels or springs, e.g. yokes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • F16F15/023—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means
    • F16F15/0232—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems using fluid means with at least one gas spring

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Architecture (AREA)
  • Vibration Prevention Devices (AREA)
  • Vehicle Body Suspensions (AREA)
  • Springs (AREA)
  • Fluid-Damping Devices (AREA)

Abstract

PROBLEM TO BE SOLVED: To provide a railroad car platform car including an axle spring configuration which allows suppression of sagging of rubber, while lowering the height of a platform car frame.SOLUTION: A railroad car platform car 1 includes: a platform car frame 3; an axle box 5 which is positioned below the platform car frame 3; an air spring 8 which is interposed between the upper face of the axle box 5 and the platform car frame 3, and which supports the platform car frame 3; and a pair of rubber springs 7a, 7b which are interposed between both side faces 51a, 51b of the axle box 5 in the longitudinal direction of the platform car frame 3 and the platform car frame 3, and which support the platform car frame 3.

Description

本発明は、軸ばねを備えた鉄道車両用台車に関し、特に、軸ばねとしてゴムばねと空気ばねとを備えた鉄道車両用台車に関する。   The present invention relates to a railway vehicle carriage provided with a shaft spring, and more particularly to a railway vehicle carriage provided with a rubber spring and an air spring as axial springs.

鉄道車両においては、車両の床面高さを低くすることが求められる場合がある。例えば貨車の場合、積載する貨物が車両限界内に配置される必要があるため、背高の貨物を積載する貨車では、床面高さを低くすることが求められている。   In railway vehicles, it may be required to lower the vehicle floor height. For example, in the case of a freight car, since the cargo to be loaded needs to be disposed within the vehicle limit, a freight car loaded with a tall cargo is required to have a low floor surface.

ところで、一般的に、鉄道車両の台車では、台車枠と、輪軸を回転自在に支持する軸受を収納する軸箱とを備え、台車枠は軸箱に対して、軸ばねを介して支持されている。このような鉄道車両の台車において、軸ばねに弾性ゴムを利用したものが知られている（例えば、特許文献１、特許文献２）。特許文献１の台車は、軸箱の側面から延び、軸箱に対して傾斜して取り付けられたシェブロンゴムと、シェブロンンゴムと台車枠の間に設けられたシェブロンゴム受とを備え、シェブロンゴム受を介してシェブロンゴムが台車枠を支持している。特許文献１の台車は、台車枠と接するシェブロンゴム受の上面を扇状の板状とすることで、台車枠に発生する応力を均一化できるとしている。また、特許文献２の軸ばねは、軸箱の台車長手方向の側面から延びるゴムばねと、軸箱上面に設けられたコイルばねとを備え、これらのゴムばねとコイルばねにより、台車枠が支持されている。これにより、特許文献２の台車はゴムばねに作用する荷重の一部を、コイルばねに分散させることができるとしている。   By the way, in general, a bogie of a railway vehicle includes a bogie frame and a shaft box that houses a bearing that rotatably supports a wheel shaft, and the bogie frame is supported by a shaft spring via a shaft spring. Yes. Among such railcar bogies, those using elastic rubber as a shaft spring are known (for example, Patent Document 1 and Patent Document 2). The cart of Patent Document 1 includes a chevron rubber that extends from the side surface of the axle box and is inclined and attached to the axle box, and a chevron rubber receiver provided between the chevron rubber and the carriage frame. The chevron rubber supports the bogie frame via In the cart of Patent Document 1, the upper surface of the chevron rubber receiver in contact with the cart frame is formed into a fan-like plate shape, whereby the stress generated in the cart frame can be made uniform. Further, the shaft spring of Patent Document 2 includes a rubber spring extending from the side surface of the shaft box in the longitudinal direction of the carriage, and a coil spring provided on the upper surface of the axle box, and the carriage frame is supported by the rubber spring and the coil spring. Has been. Thereby, it is supposed that the cart of patent document 2 can disperse a part of load which acts on a rubber spring to a coil spring.

特開昭６０−１８３２５８号公報JP-A-60-183258 実開昭５１−６９２１０号公報Japanese Utility Model Publication No. 51-69210

しかし、特許文献１の台車では、軸ばねとしてゴムばねであるシェブロンゴムのみを用いているため、軸ばねに作用する荷重が大きい場合には、軸ばねが塑性変形し、ヘタリが発生するという問題があった。これに対して、特許文献２の台車では、ゴムばねとコイルばねを併用することで、ゴムばねに作用する荷重の一部を、コイルばねに分散させており、ゴムばねに作用する荷重を減らし、ゴムばねのヘタリを抑制することを可能としている。しかし、特許文献２の台車では、軸箱の上面にコイルばねが設けられており、軸箱と台車枠の距離を長くする必要があるため、台車枠が高くなり、その結果、台車により支持される車両の床面高さも高くなる。   However, since the cart of Patent Document 1 uses only a chevron rubber, which is a rubber spring, as the shaft spring, when the load acting on the shaft spring is large, the shaft spring is plastically deformed, resulting in a setback. was there. On the other hand, in the cart of Patent Document 2, a part of the load acting on the rubber spring is dispersed in the coil spring by using the rubber spring and the coil spring together, thereby reducing the load acting on the rubber spring. It is possible to suppress the settling of the rubber spring. However, in the cart of Patent Document 2, since the coil spring is provided on the upper surface of the axle box and it is necessary to increase the distance between the axle box and the carriage frame, the carriage frame becomes higher, and as a result, is supported by the carriage. The height of the vehicle floor becomes higher.

このように、従来の軸ばねにゴムばねを用いた台車では、ゴムばねに発生するヘタリを抑制しつつ、台車枠の高さを低くすることは困難であった。   Thus, in the cart using the rubber spring as the conventional shaft spring, it is difficult to reduce the height of the cart frame while suppressing the settling generated in the rubber spring.

そこで本発明は、ゴムのヘタリを抑制しつつ、台車枠の高さを低くできる軸ばね構成を備えた鉄道車両用台車を提供することを目的とする。   Therefore, an object of the present invention is to provide a railcar bogie having a shaft spring configuration that can reduce the height of the bogie frame while suppressing rubber settling.

本発明の鉄道車両用台車は、台車枠と、前記台車枠の下方に配置された軸箱と、前記軸箱の上面と前記台車枠との間に介在し、前記台車枠を支持する空気ばねと、前記軸箱の前記台車枠の長手方向の両側面と、前記台車枠との間に介在し、前記台車枠を支持する一対のゴムばねとを備えている。   The railcar bogie of the present invention includes a bogie frame, an axle box disposed below the bogie frame, an air spring that is interposed between the upper surface of the axle box and the bogie frame and supports the bogie frame. And a pair of rubber springs that are interposed between the both side surfaces of the bogie box in the longitudinal direction of the bogie frame and the bogie frame and support the bogie frame.

前記構成によれば、軸ばね構成として、ゴムばねと空気ばねとを備えているため、台車枠を支持する際に、軸ばねに作用する荷重をゴムばねと空気ばねとに分散することができ、ゴムばねのヘタリを抑制することができる。   According to the above configuration, since the rubber spring and the air spring are provided as the shaft spring configuration, the load acting on the shaft spring can be distributed to the rubber spring and the air spring when the carriage frame is supported. It is possible to suppress the settling of the rubber spring.

また、コイルばねに比べて、嵩が低い空気ばねを備えているため、軸箱と台車枠との距離を短くすることができ、台車枠の高さを低くすることができる。結果、台車枠に支持される車体の低床化を図ることができる。   In addition, since the air spring having a lower bulk than the coil spring is provided, the distance between the axle box and the carriage frame can be shortened, and the height of the carriage frame can be reduced. As a result, the floor of the vehicle body supported by the bogie frame can be reduced.

以上の説明から明らかなように、本発明によれば、ゴムのヘタリを抑制しつつも、台車枠の高さを低くできる軸ばね構成を備えた鉄道車両用台車を提供することができる。   As is apparent from the above description, according to the present invention, it is possible to provide a railway vehicle carriage having a shaft spring configuration that can reduce the height of the carriage frame while suppressing rubber settling.

実施形態に係る鉄道車両用台車を示す平面図である。It is a top view which shows the bogie for rail vehicles which concerns on embodiment. 図１に示す鉄道車両用台車の側面図である。FIG. 2 is a side view of the railway vehicle carriage shown in FIG. 1. 図２に示す鉄道車両用台車の軸箱付近の要部拡大図である。FIG. 3 is an enlarged view of a main part in the vicinity of an axle box of the railway vehicle carriage shown in FIG. 2. 図１に示す鉄道車両用台車が貨車を支持している状態を示す側面図である。（Ａ）は、貨車が貨物を積載していない状態を示す図である。（Ｂ）は、貨車が貨物を積載している状態を示す図である。It is a side view which shows the state in which the bogie for rail vehicles shown in FIG. 1 supports the freight car. (A) is a figure which shows the state which the freight car has not loaded the cargo. (B) is a figure which shows the state in which the freight car has loaded the cargo. 図１に示す鉄道車両用台車の空気ばねが正常に機能している状態における空気ばね及びその近傍の縦断面図である。It is a longitudinal cross-sectional view of the air spring and its vicinity in the state which the air spring of the trolley | bogie truck shown in FIG. 1 is functioning normally. 図１に示す鉄道車両用台車の空気ばねパンクが生じた状態における空気ばね及びその近傍の縦断面図である。It is a longitudinal cross-sectional view of the air spring in the state which the air spring puncture of the trolley | bogie carriage shown in FIG. 1 produced, and its vicinity.

以下、実施形態に係る鉄道車両用台車を、図面を参照して説明する。   Hereinafter, a railcar bogie according to an embodiment will be described with reference to the drawings.

図１は、実施形態に係る鉄道車両用台車１の平面図である。図２は、鉄道車両用台車１の側面図である。図３は、図２の軸箱５付近の要部拡大図である。図２に示す、台車中心線ＣＬは台車長手方向における台車の中心位置を示している。以下では、台車長手方向を単に「長手方向」といい、台車幅方向を単に「幅方向」という（本願では、図１の平面視において車軸４０と直交する方向（進行方向又は前後方向）を「長手方向」とし、車軸４０の軸線方向（左右方向）を「幅方向」として定義するが、方向説明の便宜のために過ぎず、必ずしも台車１の長手方向の全長が台車１の幅方向の全幅よりも長いことを要するものではない。）。また、特に指示なく内側、外側としている場合は、長手方向における、中心線ＣＬに対する台車の内側、外側を指すものとする。上下方向については、鉛直方向上下に対応するものとする。なお、全ての図を通じて同一又は相当する要素には、同一の参照符号を付している。また、台車１は、台車中心線ＣＬを基準として長手方向に対称となっている。   FIG. 1 is a plan view of a railway vehicle carriage 1 according to the embodiment. FIG. 2 is a side view of the railway vehicle carriage 1. FIG. 3 is an enlarged view of a main part in the vicinity of the axle box 5 of FIG. A cart center line CL shown in FIG. 2 indicates the center position of the cart in the longitudinal direction of the cart. Hereinafter, the longitudinal direction of the carriage is simply referred to as “longitudinal direction”, and the width direction of the carriage is simply referred to as “width direction” (in the present application, a direction orthogonal to the axle 40 in the plan view of FIG. The longitudinal direction of the axle 40 (left and right direction) is defined as the “width direction”. However, this is only for convenience of explanation of the direction, and the total length of the carriage 1 in the longitudinal direction is not necessarily the entire width of the carriage 1 in the width direction. It does n’t take much longer.) In addition, in the case where the inside and the outside are specified without any special instruction, the inside and the outside of the carriage with respect to the center line CL in the longitudinal direction are indicated. The vertical direction corresponds to the vertical direction. Note that the same or corresponding elements are denoted by the same reference symbols throughout the drawings. The cart 1 is symmetrical in the longitudinal direction with respect to the cart center line CL.

（鉄道車両用台車の基本構成）
図１〜３に示すように、鉄道車両用台車１は、台車枠３と、軸箱５と、自動高さ調整装置９と、枕ばね２１と、車軸４０と、車輪４１と、軸受４２とを備えている。台車枠３は、幅方向両側において長手方向に延びた一対の側ばり３ａと、それら側ばり３ａの長手方向中央部を連結するよう幅方向に延びた横ばり３ｂとを有している。台車枠３は、枕ばね２１を介して、「車体」としての貨車２０を支持している。台車枠３の長手方向両側には、車軸４０が配置されており、車軸４０の幅方向両側にそれぞれ車輪４１がはめ込まれている。車輪４１の幅方向の外側には、車軸４０を回転自在に支持する軸受４２が設けられており、軸箱５がこの軸受４２を収容している。 (Basic configuration of railcar bogie)
As shown in FIGS. 1 to 3, the railcar bogie 1 includes a bogie frame 3, an axle box 5, an automatic height adjustment device 9, a pillow spring 21, an axle 40, wheels 41, and bearings 42. It has. The carriage frame 3 has a pair of side beams 3a extending in the longitudinal direction on both sides in the width direction, and a lateral beam 3b extending in the width direction so as to connect the longitudinal center portions of the side beams 3a. The carriage frame 3 supports a freight car 20 as a “body” via a pillow spring 21. An axle 40 is disposed on both sides in the longitudinal direction of the carriage frame 3, and wheels 41 are fitted on both sides in the width direction of the axle 40. A bearing 42 that rotatably supports the axle 40 is provided on the outer side in the width direction of the wheel 41, and the axle box 5 accommodates the bearing 42.

図２に示すように、軸箱５は、前方及び後方に夫々向いた各面、即ち、長手方向の両側面５１ａ，５１ｂを有している。軸箱５の上面５１ｃは、軸箱５の下面５１ｄよりも小さい。台車枠３の側ばり３ａは、軸箱５の外側側面５１ａに対向する第１対向部３１ａと、軸箱５の内側側面５１ｂに対向する第２対向部３１ｂと、軸箱の上面５１ｃに対向する第３対向部３１ｃを有している。   As shown in FIG. 2, the axle box 5 has front and rear surfaces, that is, both side surfaces 51 a and 51 b in the longitudinal direction. The upper surface 51 c of the axle box 5 is smaller than the lower surface 51 d of the axle box 5. The side beams 3a of the carriage frame 3 are opposed to a first facing portion 31a facing the outer side surface 51a of the axle box 5, a second facing portion 31b facing the inner side surface 51b of the axle box 5, and an upper surface 51c of the axle box. And a third facing portion 31c.

軸ばね６は、軸箱５と台車枠３を接続し、軸箱５に対して台車枠を支持するものであり、本実施形態に含まれる軸ばね６は一対のゴムばね７ａ，７ｂと空気ばね８とを備えている。ゴムばねはシェブロンゴム７ａ，７ｂであり、ゴムからなる弾性層７１と、金属からなる硬質層７２を備えた、山形形状の積層ゴムである。このシェブロンゴム７ａ，７ｂは、一端が軸箱５の側面５１ａ，５１ｂに接続され、他端が台車枠３から突出したゴムばね受７３ａ，７３ｂに接続されることで、軸箱５と台車枠３の間に介在している。ゴムばね受７３ａ，７３ｂは、第３対向部３１ｃから離隔した下方に配置されており、空気ばね８の最大外径部分よりも下方に位置している。シェブロンゴム７ａは、軸箱５の外側側面５１ａと台車枠３の第１対向部３１ａとの間に介在しており、軸箱５の外側側面５１ａから外方向上方に向け延びるように斜方配置されている。また、シェブロンゴム７ｂは、軸箱５の内側側面５１ｂと台車枠の第２対向部３１ｂとの間に介在しており、軸箱５の内側側面５１ｂから内方向上方に向け延びるように斜方配置されている。これらのシェブロンゴムの中心軸Ｃは水平面に対して所定角θ（例えば、１０°〜１５°）をなしており、空気ばね８と干渉しないように配置されている。   The shaft spring 6 connects the shaft box 5 and the bogie frame 3 and supports the bogie frame with respect to the shaft box 5. The shaft spring 6 included in the present embodiment includes a pair of rubber springs 7 a and 7 b and air. And a spring 8. The rubber springs are chevron rubbers 7a and 7b, and are chevron-shaped laminated rubbers having an elastic layer 71 made of rubber and a hard layer 72 made of metal. The chevron rubbers 7a and 7b have one end connected to the side surfaces 51a and 51b of the axle box 5 and the other end connected to rubber spring supports 73a and 73b protruding from the carriage frame 3, so that the axle box 5 and the carriage frame are connected. 3 is interposed. The rubber spring receivers 73 a and 73 b are disposed below the third facing portion 31 c and are located below the maximum outer diameter portion of the air spring 8. The chevron rubber 7a is interposed between the outer side surface 51a of the axle box 5 and the first facing portion 31a of the carriage frame 3, and is disposed obliquely so as to extend outward from the outer side surface 51a of the axle box 5 Has been. Further, the chevron rubber 7b is interposed between the inner side surface 51b of the axle box 5 and the second facing portion 31b of the carriage frame, and obliquely extends inwardly upward from the inner side surface 51b of the axle box 5. Has been placed. The central axes C of these chevron rubbers form a predetermined angle θ (for example, 10 ° to 15 °) with respect to the horizontal plane, and are arranged so as not to interfere with the air spring 8.

（空気ばね及び自動高さ調整装置の構成）
図３に示すように、空気ばね８は、可撓性のゴム部材からなり、内部に圧縮空気を貯留するダイヤフラム８１を備えており、圧縮空気による内圧で荷重を支持する。空気ばね８は、給排気弁９１が設けられた空気管１０ａ，１０ｂに連通しており、この空気管１０ａ、１０ｂを通じて車体２０等に設けられたコンプレッサー（図示せず）から圧縮空気の供給を受ける。そして、給排気弁９１により給排気を行うことにより、空気ばねのばね定数、すなわちばね特性を制御することができる。この空気ばね８は、軸箱５の上面５１ｃと台車枠３の第３対向部３１ｃとの間に介在しており、軸箱５の上面５１ｃ全体を覆うように設けられている。このように軸箱５の上面５１ｃを最大限利用することにより、空気ばね８の内圧が作用する受圧面積を有効に確保することができ、空気ばね８が負担可能な荷重を大きくすることができる。なお、第３対向部３１ｃは、上壁部、下壁部、左壁部及び右壁部を有する四角筒状の側ばり３ａの下壁部の一部である。 (Configuration of air spring and automatic height adjustment device)
As shown in FIG. 3, the air spring 8 is made of a flexible rubber member and includes a diaphragm 81 that stores compressed air therein, and supports a load with an internal pressure of the compressed air. The air spring 8 communicates with the air pipes 10a and 10b provided with the air supply / exhaust valve 91, and compressed air is supplied from a compressor (not shown) provided in the vehicle body 20 and the like through the air pipes 10a and 10b. receive. Then, by supplying and exhausting air using the air supply and exhaust valve 91, the spring constant of the air spring, that is, the spring characteristics can be controlled. The air spring 8 is interposed between the upper surface 51 c of the axle box 5 and the third facing portion 31 c of the carriage frame 3, and is provided so as to cover the entire upper surface 51 c of the axle box 5. In this way, by making maximum use of the upper surface 51c of the axle box 5, it is possible to effectively ensure the pressure receiving area on which the internal pressure of the air spring 8 acts, and to increase the load that the air spring 8 can bear. . In addition, the 3rd opposing part 31c is a part of lower wall part of the square cylindrical side beam 3a which has an upper wall part, a lower wall part, a left wall part, and a right wall part.

図３に示すように、自動高さ調整装置９がそれぞれの空気ばね８に対して設けられている。自動高さ調整装置９は、軸箱５に対する台車枠３の鉛直方向変位に機械的に連動して、空気ばね８の給排気を行うものである。具体的には、自動高さ調整装置９は、台車枠３に設けられて、作動回転軸９２を有する自動高さ調整弁９１と、作動回転軸９２に一端が接続されたアーム９３と、アーム９３の他端に一端が接続され、他端が軸箱５に接続された連結棒９４とを備えている。そして、自動高さ調整装置９は、側ばり３ａの幅方向側面に設けられ、連結棒９４は軸箱５の幅方向側面に連結されている。そして、連結棒９４は、空気ばね８の幅方向側方を上下に通過しており、幅方向から見た側面視（図３）において、空気ばね８の中心から台車長手方向にずれた位置に配置されている。これにより、空気ばね８を大径にしながらも、連結棒９４を側ばり３ａの側面に近接して配置することができる。自動高さ調整弁９１は、空気管１０ｂを介してコンプレッサーに連通する給気ポート９５ａと、空気ばね８の圧縮空気を排気する排気ポート９５ｂと、給気ポート９５ａと排気ポート９５ｂのいずれかと連通することで空気ばね８へ給排気を行い、空気管１０ａを介して空気ばね８と連通する接続ポート９５ｃを有している。空気管１０ａは、四角筒状の側ばり３ａの内部空間を通って接続ポート９５ｃに接続されている。本実施形態においては、この自動高さ調整弁９１が「給排気弁」の役割を果たす。   As shown in FIG. 3, an automatic height adjusting device 9 is provided for each air spring 8. The automatic height adjusting device 9 supplies and exhausts the air spring 8 mechanically in conjunction with the vertical displacement of the carriage frame 3 relative to the axle box 5. Specifically, the automatic height adjusting device 9 is provided on the carriage frame 3 and includes an automatic height adjusting valve 91 having an operating rotary shaft 92, an arm 93 having one end connected to the operating rotary shaft 92, an arm 93 is provided with a connecting rod 94 having one end connected to the other end of 93 and the other end connected to the axle box 5. The automatic height adjusting device 9 is provided on the side surface in the width direction of the side beam 3 a, and the connecting rod 94 is connected to the side surface in the width direction of the axle box 5. The connecting rod 94 passes up and down the side of the air spring 8 in the width direction, and at a position shifted in the longitudinal direction of the carriage from the center of the air spring 8 in a side view as viewed from the width direction (FIG. 3). Has been placed. Thereby, the connecting rod 94 can be disposed close to the side surface of the side beam 3a while the air spring 8 has a large diameter. The automatic height adjustment valve 91 communicates with an air supply port 95a that communicates with the compressor via the air pipe 10b, an exhaust port 95b that exhausts compressed air of the air spring 8, and either the air supply port 95a or the exhaust port 95b. As a result, the air spring 8 is supplied and exhausted and has a connection port 95c communicating with the air spring 8 through the air pipe 10a. The air pipe 10a is connected to the connection port 95c through the internal space of the rectangular tubular side beam 3a. In the present embodiment, the automatic height adjustment valve 91 serves as a “supply / exhaust valve”.

図４は、本実施形態に係る鉄道車両用台車１が貨車２０を支持している状態を示す図である。図４（Ａ）は、貨車２０が貨物２２を積載していない状態を示している。この状態を貨車２０の「空車状態」とする。また、この場合、台車枠３には「空車荷重」が負荷されているとする。図４（Ｂ）は、貨車２０が貨物２２を積載している状態を示している。この状態を貨車の「積車状態」とする。また、この場合、台車枠３には「積車荷重」が負荷されているとする。   FIG. 4 is a diagram illustrating a state where the railway vehicle carriage 1 according to the present embodiment supports the freight car 20. FIG. 4A shows a state in which the freight car 20 does not carry the cargo 22. This state is referred to as “empty state” of the freight car 20. In this case, it is assumed that an “empty vehicle load” is applied to the carriage frame 3. FIG. 4B shows a state where the freight car 20 is loaded with the cargo 22. This state is referred to as the “loading state” of the freight car. In this case, it is assumed that the “car load” is applied to the bogie frame 3.

図５は、実施形態に係る空気ばねが正常に機能している状態における空気ばね及びその近傍の縦断面図である。図６は後述の空気ばねパンクが生じた状態における空気ばね及びその近傍の縦断面図である。   FIG. 5 is a longitudinal sectional view of the air spring and its vicinity in a state where the air spring according to the embodiment is functioning normally. FIG. 6 is a longitudinal sectional view of the air spring and its vicinity in a state where an air spring puncture described later has occurred.

図５に示すように、空気ばね８は、台車枠３に取り付けられる第１部材８３と、軸箱５に取り付けられる第２部材８４と、第１部材８３と第２部材８４を気密につないで内部空間Ｓを形成する環状のダイヤフラム８１とを備えている。ダイヤフラム８１は、軸箱５の上面５１ｃよりも径方向外方（水平方向外方）に突出しており、第３対向部３１とシェブロンゴム７ａ、７ｂとの間の空間に位置している。第１部材８３は、台車枠３に形成された孔３２に嵌合する突部８３ａを有している。そして、台車枠３の孔３２と第１部材８３の突部８３ａの嵌合により、第１部材８３が台車枠３に取り付けられている。同様に、第２部材８４は、軸箱５に形成された孔５２に嵌合する突部８４ａを有している。そして、軸箱５の孔５２と第２部材８４の突部８４ａの嵌合により、第２部材８４が軸箱５に取り付けられている。台車枠３の孔３２は、空気管１０ａに連通している。また、第１部材８３の突部８３ａはその内部を貫通する空気流路８３ｂを含んでいる。そして、台車枠３の孔３２と、突部８３ａの空気流路８３ｂとを介して、空気管１０ａと空気ばね８の内部空間Ｓとが連通されている。   As shown in FIG. 5, the air spring 8 connects the first member 83 attached to the carriage frame 3, the second member 84 attached to the axle box 5, and the first member 83 and the second member 84 in an airtight manner. And an annular diaphragm 81 that forms an internal space S. The diaphragm 81 protrudes radially outward (horizontal outward) from the upper surface 51c of the axle box 5, and is positioned in a space between the third facing portion 31 and the chevron rubbers 7a and 7b. The first member 83 has a protrusion 83 a that fits into the hole 32 formed in the carriage frame 3. The first member 83 is attached to the bogie frame 3 by fitting the hole 32 of the bogie frame 3 and the protrusion 83 a of the first member 83. Similarly, the second member 84 has a protrusion 84 a that fits into the hole 52 formed in the axle box 5. The second member 84 is attached to the axle box 5 by fitting the hole 52 of the axle box 5 and the protrusion 84 a of the second member 84. The hole 32 of the bogie frame 3 communicates with the air pipe 10a. Further, the protrusion 83a of the first member 83 includes an air flow path 83b penetrating therethrough. The air pipe 10a and the internal space S of the air spring 8 are communicated with each other through the hole 32 of the carriage frame 3 and the air flow path 83b of the protrusion 83a.

ダイヤフラム８１内部の第２部材８４には、硬質ゴムからなるストッパ８２ａが設けられており、第１部材８３におけるストッパ８２ａに対向する位置には、ストッパ受８２ｂが設けられている。ストッパ受８２ｂには、空気流路８３ｂと空気ばね８の内部空間Ｓとを連通させる連通孔（図示せず）が形成されている。   A stopper 82a made of hard rubber is provided on the second member 84 inside the diaphragm 81, and a stopper receiver 82b is provided at a position facing the stopper 82a in the first member 83. The stopper receiver 82b is formed with a communication hole (not shown) that allows the air passage 83b and the internal space S of the air spring 8 to communicate with each other.

（軸ばねの作用）
ここでは、本実施形態に係る軸ばね６の作用について、自動高さ調整装置９の空気ばね高さ調整の作用とともに説明する。自動高さ調整装置９は、自動高さ調整弁９１により、空気ばね８へ給排気を行うことで、空気ばね８の高さ、すなわち台車枠３と軸箱５との間の鉛直方向の距離を一定に保つように維持する。自動高さ調整弁９１は、空気ばね８の高さが予め設定した値（以下、「設定値Ｈ」という）である場合には、空気ばね８へ給排気を行わない。この場合、空気ばね８は、内部の空気圧により発生する力と空気ばね８に作用する外力が均衡する均衡状態にあり、アーム９３は水平状態となる。また、空気ばね８の高さが設定値Ｈから外れた場合には、空気ばね８へ給排気が行われ、空気ばね８の高さ調整が行われる。高さ調整時には、アーム９３は作動回転軸９２を中心に上下方向に回転した状態となる。 (Operation of shaft spring)
Here, the action of the shaft spring 6 according to the present embodiment will be described together with the action of adjusting the height of the air spring of the automatic height adjusting device 9. The automatic height adjusting device 9 supplies and exhausts air to and from the air spring 8 by the automatic height adjusting valve 91, so that the height of the air spring 8, that is, the vertical distance between the carriage frame 3 and the axle box 5. Is kept constant. The automatic height adjustment valve 91 does not supply or exhaust air to the air spring 8 when the height of the air spring 8 is a preset value (hereinafter referred to as “set value H”). In this case, the air spring 8 is in an equilibrium state in which the force generated by the internal air pressure and the external force acting on the air spring 8 are balanced, and the arm 93 is in a horizontal state. When the height of the air spring 8 deviates from the set value H, the air spring 8 is supplied / exhausted, and the height of the air spring 8 is adjusted. At the time of height adjustment, the arm 93 is rotated up and down around the operating rotation shaft 92.

図３の空気ばね８は均衡状態を示している。この均衡状態から、台車枠３に作用する荷重が増すことで、台車枠３が下降し、空気ばね８の高さが設定値Ｈよりも小さくなった場合には、台車枠３の下降量に応じて、自動高さ調整装置９のアーム９３が上方へ回動し、作動回転軸９２が回動する。これに伴い、自動高さ調整弁９１の給気ポート９５ａと接続ポートが連通し、台車枠３の下降量に応じた量の圧縮空気が空気ばね８に給気されて、空気ばね８が膨張する。その結果、空気ばね８の高さが設定値Ｈまで復元される。また、この際、空気ばね８に圧縮空気が給気されるため、空気ばね８の内圧が増加し、空気ばね８のばね定数が増加することになる。   The air spring 8 in FIG. 3 shows an equilibrium state. When the load acting on the bogie frame 3 increases from this equilibrium state, the bogie frame 3 is lowered, and when the height of the air spring 8 becomes smaller than the set value H, the descent amount of the bogie frame 3 is increased. Accordingly, the arm 93 of the automatic height adjusting device 9 is rotated upward, and the operation rotating shaft 92 is rotated. Accordingly, the air supply port 95a of the automatic height adjustment valve 91 and the connection port communicate with each other, and an amount of compressed air corresponding to the descending amount of the carriage frame 3 is supplied to the air spring 8 so that the air spring 8 expands. To do. As a result, the height of the air spring 8 is restored to the set value H. At this time, since compressed air is supplied to the air spring 8, the internal pressure of the air spring 8 increases and the spring constant of the air spring 8 increases.

また、均衡状態から、台車枠３に作用する荷重が減少することで、台車枠３が上昇し、空気ばね８の高さが設定値Ｈよりも大きくなった場合には、台車枠３の上昇量に応じて、自動高さ調整装置９のアーム９３が下方へ回動し、作動回転軸９２が回動する。これに伴い、自動高さ調整弁９１の排気ポート９５ｂと接続ポート９５ｃが連通し、台車枠の上昇量に応じた量の圧縮空気が空気ばね８から排気されて、空気ばね８が収縮する。その結果、空気ばね８の高さが設定値Ｈまで復元される。また、この際、空気ばね８から圧縮空気が排気されるため、空気ばね８の内圧が減少し、空気ばね８のばね定数が減少することになる。   Further, when the load acting on the bogie frame 3 decreases from the equilibrium state, the bogie frame 3 rises, and when the height of the air spring 8 becomes larger than the set value H, the bogie frame 3 rises. In accordance with the amount, the arm 93 of the automatic height adjusting device 9 rotates downward, and the operation rotating shaft 92 rotates. Along with this, the exhaust port 95b and the connection port 95c of the automatic height adjustment valve 91 communicate with each other, an amount of compressed air corresponding to the rising amount of the carriage frame is exhausted from the air spring 8, and the air spring 8 contracts. As a result, the height of the air spring 8 is restored to the set value H. At this time, since compressed air is exhausted from the air spring 8, the internal pressure of the air spring 8 decreases, and the spring constant of the air spring 8 decreases.

なお、自動高さ調整装置９に関しては、上述の設定値Ｈ付近の一定範囲において、給排気を行わない不感帯を設けても構わない。これにより、鉄道車両用台車１は空気ばね８の高さの微細な変動に基づく空気ばね８への給排気を抑制することができ、台車枠３に発生する微細な振動を抑制することができる。   As for the automatic height adjusting device 9, a dead zone in which air supply / exhaust is not performed may be provided in a certain range near the set value H described above. As a result, the railcar bogie 1 can suppress air supply / exhaust to the air spring 8 based on minute fluctuations in the height of the air spring 8, and can suppress fine vibration generated in the bogie frame 3. .

本実施形態では、空車状態において、空気ばね８は、その内圧が台車枠３を支持しうる圧力よりも小さくなっており（例えば、大気圧）、また、その高さが設定値Ｈとなっている。ここでは、空気ばね８はその高さが設定値Ｈとなっているため、自動高さ調整弁９１は給排気を行わず、高さ調整は行われない。また、空気ばね８は台車枠３からの荷重を負担していない。その一方で、シェブロンゴム７ａ，７ｂが台車枠３からの荷重を負担するため、空気ばね８の高さが設定値Ｈに保持されている。なお、ここでは、空車状態での空気ばね８の内圧は、台車枠３の重量を支持しない圧力であればよく、例えば自動高さ調整弁９１の機構上排出しきれない圧縮空気など、コンプレッサーの作動によらない空気が空気ばね８の内部に残存して大気圧以上になっていても構わない。   In the present embodiment, in the empty state, the air spring 8 has an internal pressure that is smaller than the pressure that can support the carriage frame 3 (for example, atmospheric pressure), and the height is the set value H. Yes. Here, since the height of the air spring 8 is the set value H, the automatic height adjustment valve 91 does not supply and exhaust air and does not adjust the height. The air spring 8 does not bear a load from the carriage frame 3. On the other hand, since the chevron rubbers 7 a and 7 b bear the load from the carriage frame 3, the height of the air spring 8 is held at the set value H. Here, the internal pressure of the air spring 8 in the empty state may be a pressure that does not support the weight of the bogie frame 3, for example, compressed air that cannot be exhausted due to the mechanism of the automatic height adjustment valve 91. Air that does not depend on the operation may remain in the air spring 8 and become atmospheric pressure or higher.

空車状態から、貨車２０に貨物２２が積載されて積車状態となると、台車枠３に作用する荷重が増加するため、台車枠３が下降し、空気ばね８の高さが設定値Ｈよりも小さくなる。これに対して、自動高さ調整弁９１は、空気ばね８の高さを設定値Ｈに復元するために、下降量に応じた量の圧縮空気を空気ばねに供給する。そして、空気ばね８は圧縮空気の給気を受けると、その供給量に応じてばね定数を増加させ、台車枠３からの荷重を負担する。つまり、積車状態においては、シェブロンゴム７ａ，７ｂと空気ばね８によって、台車枠３が支持される。   When the freight car 20 is loaded on the freight car 20 from the empty state, the load acting on the car frame 3 increases, so the car frame 3 is lowered and the height of the air spring 8 is higher than the set value H. Get smaller. On the other hand, the automatic height adjustment valve 91 supplies the air spring with an amount of compressed air corresponding to the descending amount in order to restore the height of the air spring 8 to the set value H. When the compressed air is supplied, the air spring 8 increases the spring constant according to the supply amount and bears the load from the carriage frame 3. That is, in the loaded state, the carriage frame 3 is supported by the chevron rubbers 7 a and 7 b and the air spring 8.

（空気ばねストッパの作用）
次に、空気ばね８のダイヤフラム８１内部に設けられたストッパ８２ａのストッパの作用について説明する。本実施形態に係る鉄道車両用台車１は積車状態では、シェブロンゴム７ａ、７ｂと空気ばね８で軸ばね６に作用する荷重を分散して負担している。しかし、空気ばね８のダイヤフラム８１が損傷して空気漏れが発生する場合や、コンプレッサーが故障して空気ばね８へ圧縮空気が供給されない場合など、空気ばね８が機能しない状態（「空気ばねパンク」という）が生じることも考えられる。積車状態において、空気ばねパンクが生じると、空気ばね正常時にはシェブロンゴム７ａ，７ｂと空気ばね８に分散していた荷重が全てシェブロンゴム７ａ，７ｂに作用することとなる。この場合、シェブロンゴム７ａ，７ｂに大きな荷重が作用することとなるため、シェブロンゴム７ａ，７ｂに大きなヘタリが発生することとなる。それを防ぐために、鉄道車両用台車１では、空気ばね８の内部に、ストッパ８２ａが設けられている。 (Action of air spring stopper)
Next, the action of the stopper of the stopper 82a provided inside the diaphragm 81 of the air spring 8 will be described. In the loaded state, the railcar bogie 1 according to the present embodiment disperses and bears the load acting on the shaft spring 6 by the chevron rubbers 7 a and 7 b and the air spring 8. However, when the diaphragm 81 of the air spring 8 is damaged and an air leak occurs, or when the compressed air is not supplied to the air spring 8 due to a failure of the compressor, the air spring 8 does not function (“air spring puncture”). May also occur. When the air spring puncture occurs in the loaded state, all the loads dispersed in the chevron rubbers 7a and 7b and the air spring 8 when the air spring is normal act on the chevron rubbers 7a and 7b. In this case, since a large load acts on the chevron rubbers 7a and 7b, a large amount of settling occurs on the chevron rubbers 7a and 7b. In order to prevent this, the railcar bogie 1 is provided with a stopper 82 a inside the air spring 8.

ストッパ８２ａの高さｈは、空気ばね８が正常時における、空気ばね高さの設定値Ｈに対して、６０〜７０％程度の高さとなっている。よって、図５に示すように、空気ばね高さがｈより大きい場合、ストッパ８２ａとストッパ受８２ｂの間には隙間Ｇが形成されており、ストッパは荷重を支持しない。ストッパのばね定数は、空気ばね８のばね定数の最大値よりも高くなっている。   The height h of the stopper 82a is about 60 to 70% of the set value H of the air spring height when the air spring 8 is normal. Therefore, as shown in FIG. 5, when the air spring height is larger than h, a gap G is formed between the stopper 82a and the stopper receiver 82b, and the stopper does not support the load. The spring constant of the stopper is higher than the maximum value of the spring constant of the air spring 8.

図６に示すように、空気ばねパンクが生じ、空気ばね８が収縮し、その高さがｈ以下となった場合に、ストッパ８２ａの上面とストッパ受８２ｂが当接する。これにより、ストッパ８２ａが荷重を支持することになる。よって、この構成によれば、積車状態において、空気ばねパンクが生じた場合であっても、シェブロンゴム７ａ，７ｂとストッパ８２ａで、軸ばね６に作用する荷重を分散して負担することができる。また、ストッパ８２ａは、空気ばね８の内部空間Ｓに配置されているため、ストッパ８２ａの保護及び脱落防止が図られることとなる。   As shown in FIG. 6, when the air spring puncture occurs and the air spring 8 contracts and its height becomes h or less, the upper surface of the stopper 82a and the stopper receiver 82b come into contact with each other. Thereby, the stopper 82a supports the load. Therefore, according to this configuration, even when an air spring puncture occurs in the loaded state, the load acting on the shaft spring 6 can be distributed and borne by the chevron rubbers 7a and 7b and the stopper 82a. it can. Moreover, since the stopper 82a is arrange | positioned in the internal space S of the air spring 8, protection of the stopper 82a and drop-off prevention are achieved.

なお、本実施形態に係る鉄道車両用台車では、支持する車体を貨車としているが、車体は貨車に限定されず、乗客を乗せる旅客車であってもよい。この場合、車内に乗客がいない状態を空車状態とし、車内に乗客がいる状態を積車状態とする。   In the railcar bogie according to the present embodiment, the car body to be supported is a freight car. However, the car body is not limited to a freight car and may be a passenger car on which passengers are placed. In this case, a state in which there is no passenger in the vehicle is an empty state, and a state in which the passenger is in the vehicle is a loaded state.

なお、本実施形態に係る鉄道車両用台車では、軸ばねにおいて、ゴムばねはシェブロンゴムとしているが、これに限定されず、ゴムばねは方形等の別形状の積層ゴムであってもよい。   In the railcar bogie according to the present embodiment, the rubber spring is a chevron rubber in the shaft spring. However, the rubber spring is not limited to this, and the rubber spring may be a laminated rubber having another shape such as a square.

なお、本実施形態に係る鉄道車両用台車では、ゴムばねの配置を斜方配置としているが、これに限定されず、軸箱の外側側面と台車枠の第１対向部との間に介在するシェブロンゴムは、軸箱の外側側面から前方向に水平に延びるように水平配置されていてもよい。同様に、軸箱の内側側面と台車枠の第２対向部との間に介在するシェブロンゴムは、軸箱の内側側面から後方向に水平に延びるように水平配置されていてもよい。   In the railcar bogie according to the present embodiment, the rubber spring is arranged obliquely, but is not limited to this, and is interposed between the outer side surface of the axle box and the first facing portion of the bogie frame. The chevron rubber may be horizontally arranged so as to extend horizontally in the forward direction from the outer side surface of the axle box. Similarly, the chevron rubber interposed between the inner side surface of the axle box and the second facing portion of the carriage frame may be horizontally arranged so as to extend horizontally rearward from the inner side surface of the axle box.

なお、本実施形態に係る鉄道車両台車では、第２部材側にストッパが設けられており、第１部材側にストッパ受が設けられているが、配置関係はこれに限定されず、第２部材側にストッパ受が設けられており、第１部材側にストッパが設けられていてもよい。また、ストッパ受を設けずに、第２部材側と第１部材側にそれぞれストッパを設け、それらストッパの高さの合計がｈとなるようにしてもよい。   In the railcar bogie according to the present embodiment, the stopper is provided on the second member side and the stopper receiver is provided on the first member side, but the arrangement relationship is not limited to this, and the second member A stopper receiver may be provided on the side, and a stopper may be provided on the first member side. Further, without providing the stopper receiver, a stopper may be provided on each of the second member side and the first member side, and the total height of the stoppers may be h.

以上のように、本実施形態に係る鉄道車両用台車は、軸ばねがシェブロンゴムと空気ばねとを備えているため、台車枠を支持する際に、軸ばねに作用する荷重をシェブロンゴムと空気ばねとに分散することができ、シェブロンゴムのヘタリを抑制することができる。   As described above, since the railcar bogie according to the present embodiment has the shaft spring including the chevron rubber and the air spring, the load acting on the shaft spring is supported by the chevron rubber and the air when the bogie frame is supported. It can disperse | distribute to a spring and can suppress the settling of chevron rubber.

また、本実施形態に係る鉄道車両用台車は、コイルばねに比べて、嵩が低い空気ばねを利用しているため、軸箱と台車枠との距離が大きくなるのを防ぐことができる。これにより、台車枠の高さが高くなることが防がれ、台車枠に支持される車体の低床化を図ることができる。   Moreover, since the railcar bogie according to the present embodiment uses an air spring that is less bulky than the coil spring, it is possible to prevent the distance between the axle box and the bogie frame from increasing. As a result, the height of the bogie frame is prevented from increasing, and the floor of the vehicle body supported by the bogie frame can be reduced.

また、本実施形態に係る鉄道車両用台車は、台車枠に作用する荷重が小さい空車状態では、シェブロンゴムが台車枠を支持する。一方、台車枠に作用する荷重が大きい積車状態では、シェブロンゴムと空気ばねが台車枠を支持する。この構成によれば、空車状態において、コンプレッサーから空気ばねへの圧縮空気の供給を無くすことができる。従って、空車状態におけるコンプレッサーの作動を抑制することができ、省エネ化を図ることができる。一方、積車状態において、シェブロンゴムと空気ばねが台車枠を支持するため、台車枠に作用する積車荷重をシェブロンゴムと空気ばねに分散することができ、シェブロンゴムのヘタリを抑制することができる。   In addition, in the railway vehicle bogie according to the present embodiment, the chevron rubber supports the bogie frame when the load acting on the bogie frame is small. On the other hand, in a loaded state where the load acting on the bogie frame is large, the chevron rubber and the air spring support the bogie frame. According to this configuration, it is possible to eliminate supply of compressed air from the compressor to the air spring in the empty state. Therefore, the operation of the compressor in the empty state can be suppressed, and energy saving can be achieved. On the other hand, since the chevron rubber and the air spring support the carriage frame in the loaded state, the loading load acting on the carriage frame can be distributed to the chevron rubber and the air spring, thereby suppressing chewing of the chevron rubber. it can.

また、本実施形態に係る鉄道車両用台車は、台車枠に作用する荷重に応じて、空気ばねへ給排気が行われて空気ばねのばね特性が変化する構成となっている。そのため、軸ばねは、荷重条件に応じた適切なばね特性を得ることができる。特に、貨車のように、空車状態と積車状態との間で、台車枠に作用する荷重の変動が大きい場合、単一のばね特性を有する軸ばねでは、荷重の大きな変動に対応することが困難である。しかし、本実施形態に係る鉄道車両用台車の構成によれば、軸ばねはシェブロンゴムと空気ばねとを用いた構成により、貨車のように、空車状態と積車状態の間との間で台車枠に作用する荷重の変動が大きい場合であっても、その荷重の変動に対応することができる。   Further, the railway vehicle bogie according to the present embodiment has a configuration in which the spring characteristics of the air spring are changed by supplying and exhausting air to the air spring in accordance with the load acting on the bogie frame. Therefore, the shaft spring can obtain appropriate spring characteristics according to the load condition. In particular, when the variation of the load acting on the carriage frame is large between the empty state and the loaded state, such as a freight car, the shaft spring having a single spring characteristic can cope with the large variation of the load. Have difficulty. However, according to the configuration of the railway vehicle bogie according to the present embodiment, the shaft spring is configured by using a chevron rubber and an air spring, so that the bogie is between the empty state and the loaded state like a freight car. Even when the variation in the load acting on the frame is large, it is possible to cope with the variation in the load.

なお、上述の実施形態に限定されるものではなく、本発明の趣旨を逸脱しない範囲でその構成を変更、追加、又は削除することができる。   In addition, it is not limited to the above-mentioned embodiment, The structure can be changed, added, or deleted in the range which does not deviate from the meaning of this invention.

本発明の鉄道車両用台車は、低い床面高さが要望される鉄道車両に好適である。   The railcar bogie of the present invention is suitable for a railcar that requires a low floor surface height.

１ 鉄道車両用台車
３ 台車枠
５ 軸箱
７ａ、７ｂ シェブロンゴム（ゴムばね）
８ 空気ばね
９ 自動高さ調整装置
９１ 自動高さ調整弁（給排気弁） 1 Carriage Bogie 3 Bogie Frame 5 Shaft Box 7a, 7b Chevron Rubber (Rubber Spring)
8 Air spring 9 Automatic height adjustment device 91 Automatic height adjustment valve (supply / exhaust valve)

Claims (7)

台車枠と、
前記台車枠の下方に配置された軸箱と、
前記軸箱の上面と前記台車枠との間に介在し、前記台車枠を支持する空気ばねと、
前記軸箱の前記台車枠の長手方向の両側面と前記台車枠との間に介在し、前記台車枠を支持する一対のゴムばねと、を備えている鉄道車両用台車。 Bogie frame,
An axle box disposed below the carriage frame;
An air spring interposed between the upper surface of the axle box and the bogie frame and supporting the bogie frame;
A railcar bogie comprising a pair of rubber springs interposed between both sides of the bogie frame in the longitudinal direction of the bogie frame and the bogie frame and supporting the bogie frame. 前記台車枠に空車荷重が負荷されたときに、前記ゴムばねが前記台車枠を支持し、
前記台車枠に積車荷重が負荷されたときに、前記ゴムばねと前記空気ばねが前記台車枠を支持する、請求項１に記載の鉄道車両用台車。 When an empty vehicle load is applied to the bogie frame, the rubber spring supports the bogie frame,
The bogie for a railway vehicle according to claim 1, wherein when a loading load is applied to the bogie frame, the rubber spring and the air spring support the bogie frame. 前記鉄道車両は貨車であり、
前記貨車に貨物が積載されたとき、前記ゴムばねと前記空気ばねが前記台車枠を支持し、
前記貨車に貨物が非積載のとき、前記ゴムばねが前記台枠を支持する、請求項１に記載の鉄道車両用台車。 The railway vehicle is a wagon;
When cargo is loaded on the freight car, the rubber spring and the air spring support the carriage frame,
The railcar bogie according to claim 1, wherein the rubber spring supports the underframe when no cargo is loaded on the freight car. 前記空気ばね内部へ給排気を行う給排気弁をさらに備え、
前記給排気弁は、前記貨車に貨物が積載され、前記台車枠が前記軸箱に対して鉛直方向に所定以上に近づいたときには、前記空気ばね内部に空気の給気を行い、
前記貨車に貨物が非積載のときで前記台車枠が前記軸箱に対して鉛直方向に所定以上に離れたときには、前記空気ばね内部に空気の給気を行わない、請求項３に記載の鉄道車両用台車。 An air supply / exhaust valve for supplying and exhausting air into the air spring;
The air supply / exhaust valve is configured to supply air into the air spring when cargo is loaded on the freight car and the carriage frame approaches a predetermined direction or more in a vertical direction with respect to the axle box,
4. The railway according to claim 3, wherein air is not supplied into the air spring when the cargo is not loaded on the freight car and the cart frame is separated from the axle box in a vertical direction by a predetermined distance or more. Vehicle trolley. 前記空気ばねは、
前記台車枠に取り付けられる第１部材と、
前記第１部材の下方に配置され、前記軸箱に取り付けられる第２部材と、
前記第１部材と前記第２部材とを気密につないで内部空間を形成するダイヤフラムと、
前記内部空間内において前記第１部材または前記第２部材のいずれか一方において、前記第１部材または前記第２部材の他方に対して隙間を介して設けられるストッパと、を有し、
前記ストッパは、前記空気ばねが所定高さ以下となったときに、前記台車枠を支持する、請求項１から４のいずれかに記載の鉄道車両用台車。 The air spring is
A first member attached to the bogie frame;
A second member disposed below the first member and attached to the axle box;
A diaphragm that hermetically connects the first member and the second member to form an internal space;
A stopper provided in a gap with respect to the other of the first member or the second member in either the first member or the second member in the internal space;
The railcar bogie according to any one of claims 1 to 4, wherein the stopper supports the bogie frame when the air spring becomes a predetermined height or less. 前記ゴムばねはシェブロンゴムである、請求項１から５のいずれかに記載の鉄道車両用台車。   The railcar bogie according to any one of claims 1 to 5, wherein the rubber spring is a chevron rubber. 一対の前記ゴムばねの一方は、前記軸箱の前記両側面のうち前記台車枠の長手方向の外側の側面から、斜め上方に向け延び、
一対の前記ゴムばねの他方は、前記軸箱の前記両側面のうち前記台車枠の長手方向の内側の側面から、斜め上方に向け延びている、請求項１から６のいずれかに記載の鉄道車両用台車。 One of the pair of rubber springs extends obliquely upward from the outer side surface of the bogie frame in the longitudinal direction of the both side surfaces of the axle box,
7. The railway according to claim 1, wherein the other of the pair of rubber springs extends obliquely upward from a side surface in the longitudinal direction of the bogie frame among the both side surfaces of the axle box. Vehicle trolley.
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CN104334434A (en) 2015-02-04
WO2013187006A1 (en) 2013-12-19

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