JP2015020621A - Bogie of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make the securement of stability when traveling at a high speed compatible with the lateral pressure reduction when passing a curved railway, by small and light-weight means with high reliability, in such a way that sharp design change of an existing bogie frame is not forced and an influence on a track does not become large.SOLUTION: A link 5 which supports a bogie frame and an axle box for a railway vehicle in the front-back direction, comprises: a rod member 10; and cylindrical parts 20a, 20b joined to both ends of the rod member 10. The bogie frame is coupled to the axle box via rubber bushes 11a, 11b in the cylindrical parts. Both rubber bushes 11a, 11b have fluid chambers 13a, 13b which are connected so as to face each other through a flow channel 14 formed inside the rod member 10, respectively, working fluid is encapsulated in a closed space formed of both the fluid chambers 13a, 13b and the flow channel 14, and a force in an axial direction to be acted on the link 5 is transmitted via: elastic deformation in the front-back direction in both the rubber bushes; and frictional resistance of the working fluid when moving from one fluid chamber to the another fluid chamber accompanying the elastic deformation.

Description

  The present invention relates to a railcar bogie.

A typical railcar bogie is composed of a wheel shaft having wheels at both ends of an axle, a shaft box that rotatably holds the wheel shaft, a bogie frame that forms the frame of the bogie, and the like. The axle box is elastically supported by the axle box support device with respect to the carriage frame in the front-rear direction, the left-right direction, and the up-down direction as viewed from the traveling direction of the railway vehicle.
When a railway vehicle travels at a high speed, there is a possibility that an unstable phenomenon due to self-excited vibration, which is called a snake behavior, in which the carriage starts to shake violently in the left-right direction and the yaw direction may occur. For this reason, since it is necessary to design the limit speed at which the snake action occurs to be sufficiently higher than the operating speed and to ensure stability, the support rigidity in the longitudinal direction of the axle box by the axle box support device is compared. Highly set.

On the other hand, when the railway vehicle passes through a curve, a lateral pressure is generated which is a force generated in the left-right direction between the wheels and the rail. The significant lateral pressure accelerates the wear of the wheels and rails, causes vibration and noise due to squeaks between the wheel rails, and reliably prevents the occurrence of track destruction and derailment. There's a problem.
Therefore, it is desirable to reduce the lateral pressure from the viewpoints of driving safety, reduction of maintenance costs, and consideration of the surrounding environment. For this purpose, it is effective to set the support rigidity in the front-rear direction of the axle box to be low so that the wheel shaft smoothly follows the curve direction.

In this way, in railway vehicles, the optimum values of the wheel and carriage support stiffness differ between high-speed traveling and curved traveling, so there is a trade-off between high-speed traveling stability and curve passing performance, and both traveling performances are In order to achieve a balance, an optimum design of the cart support structure is required.
In response to this conflicting request, for example, Patent Document 1 discloses a rubber bush with a pin having a fluid chamber and a flow path therein.

European Patent No. 1457706

A rubber bush with a pin for a railway vehicle shown in Patent Document 1 is applied to a shaft-harley type railway vehicle carriage, and includes a pin, an outer cylinder, an inner cylinder, an elastic element, a fluid chamber, and a flow path. It consists of
This rubber bush with a pin has a size larger than that of a normal rubber bush with a pin because a fluid chamber and a flow path must be formed between the outer cylinder and the inner cylinder. For this reason, it is necessary to newly design a bogie frame and a shaft that have a shape corresponding to the rubber bush with a pin, and a significant design change is required with respect to the existing one. Moreover, the space for mounting a large rubber bush with a pin is secured, so the degree of freedom in design is reduced. Moreover, if the dimensions are reduced to the level of a normal rubber bush with a pin, the rigidity of the rubber increases, so that a sufficient lateral pressure reduction effect cannot be obtained. In addition, since the rubber bush with a pin has an increased mass as compared with a normal rubber bush with a pin, there is a possibility that the influence on the track is increased.

  Therefore, the object of the present invention is to drive at high speed by means of a small, lightweight and highly reliable means so that the influence on the track can be kept to a minimum without being forced to significantly change the design of the existing bogie frame. An object of the present invention is to provide a railcar bogie that ensures both stability at the time and reduction of lateral pressure when passing a curve.

In order to solve the above problems, for example, the configuration described in the claims is adopted.
The present application includes a plurality of means for solving the above problems. For example, the railway bogie of the present invention is a bogie for a railway vehicle in which an axle box is supported by a link in the front-rear direction of the bogie frame. The link includes a rod member, a cylindrical portion provided at both ends in the longitudinal direction of the rod portion, and a rubber bush provided inside the cylindrical portion, and inside the rubber bush A fluid chamber is formed, the fluid chambers are connected to each other by a flow path extending in the longitudinal direction of the rod, and a working fluid is sealed in a sealed space formed by the fluid chamber and the flow path, and the link A longitudinal force acting on the rubber bush is mediated by elastic deformation in the front-rear direction of the rubber bush and a frictional resistance of the working fluid moving from one fluid chamber to the other fluid chamber. It was to be transmitted Te.

With the above configuration, the force acting in the axial direction of the link, that is, the force acting in the front-rear direction, is generated when the elastic fluid is deformed in the front-rear direction and the working fluid moves from one fluid chamber to the other fluid chamber. It is transmitted by the frictional resistance. Therefore, the axial rigidity of the link is the sum of that due to the rubber bush and that due to resistance when the working fluid moves through the flow path.
The axial rigidity of the link is higher than the high-frequency force acting when traveling at high speeds, because of the increased rigidity of the flow path when the working fluid moves through the flow path, and the low-frequency force acting when passing the curve. On the other hand, the rigidity becomes low due to a decrease in flow path resistance when the working fluid moves through the flow path. Thus, the axial rigidity of the link is adjusted to an optimum value according to the running state of the railway vehicle.
For this reason, it is possible to ensure stability during high-speed driving and reduce lateral pressure when passing through a curve by a small and lightweight means that simply changes the structure of the link without making significant design changes to the existing bogie frame. It is possible to provide a railcar bogie that is compatible.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

FIG. 1 is a side view of a railway vehicle carriage according to a first embodiment of the present invention. FIG. 2 is a cross-sectional view of the link employed in the first embodiment shown in FIG. FIG. 3 is a view showing a structure of a rubber bush mounted on the link of FIG. FIG. 4 is a graph showing the frequency characteristics of the axial stiffness produced by the link according to the first embodiment shown in FIG. FIG. 5 is a side view of a railway vehicle carriage according to another axle box support system in the first embodiment. FIG. 6 is a cross-sectional view of a link according to the second embodiment. FIG. 7 is a cross-sectional view of a link according to the third embodiment. FIG. 8 is a cross-sectional view of a link according to the fourth embodiment. FIG. 9 is a cross-sectional view of a link according to the fifth embodiment. FIG. 10 is a cross-sectional view of a link according to the sixth embodiment. FIG. 11 is a cross-sectional view of a link according to the seventh embodiment. FIG. 12 is a side view of the link according to the eighth embodiment. FIG. 13 is a plan view of a link according to the eighth embodiment. FIG. 14 is a cross-sectional view of a conventional link.

  Embodiments of the present invention will be described below with reference to the drawings.

[Example 1]
Example 1 of the present invention will be described.
FIG. 1 shows a side view of a railcar bogie equipped with an axle box support device of a type that supports one axle box with one link. A railcar bogie 1 includes a bogie frame 2 that forms a skeleton of the bogie 1, a wheel shaft 3 having wheels at both ends of the wheel shaft, a shaft box 4 that rotatably holds the wheel shaft 3, and the shaft box 4. It is comprised from the link 5 supported in the front-back direction, the air spring 6 with which the upper surface of the bogie frame 2 is equipped, etc.
As shown in FIG. 14, the conventional link 5 includes a rod member 10, cylindrical portions 20 a and 20 b integrally joined to both ends thereof, a pin 12 a extending in parallel with the wheel shaft 3 from the axle box 4, and a bogie frame. 2 and a pin 12b extending in parallel with the wheel shaft 3, and extending substantially in the front-rear direction when viewed from the traveling direction of the railcar bogie 1 and is substantially horizontal so that it is substantially horizontal. Are connected to each other. The pins 12a and 12b are provided integrally with the cylindrical portions 22a and 22b, and the cylindrical portions 22a and 22b are coupled to each other via rubber bushes 11a and 11b provided inside the cylindrical portions 20a and 20b in the link 5. ing.

FIG. 2 shows a cross-sectional view of the link 5 of this embodiment. In addition, the same code | symbol is attached | subjected about what is common with the conventional link.
As in the conventional case, the link 5 includes a rod member 10, cylindrical portions 20 a and 20 b integrally joined to both ends thereof, a pin 12 a extending in parallel with the wheel shaft 3 from the shaft box 4, and a wheel shaft from below the carriage frame 2. 3, the shaft box 4 and the bogie frame 2 are connected so as to extend substantially in the front-rear direction when viewed from the traveling direction of the bogie 1 for the railway vehicle and to be substantially horizontal. The link 5 is provided not only on one side of the wheel shaft 3 shown in FIG. 1 but also on the other side of the wheel shaft 3. FIG. 2 shows the link 5 provided on the left side of the railcar carriage 1 in FIG. 1, but the link 5 on the right side also has the pins 12a and 12b in the opposite positions. Except for, it has the same structure.

The rubber bush 11a is bonded between the inner peripheral surface of the cylindrical portion 20a and the cylindrical portion 22a of the pin 12a by vulcanization bonding or the like so that a fluid chamber 13a is formed on the left side in FIG.
The fluid chamber 13a formed on the left side of the cylindrical portion 20a and the fluid chamber 13b formed on the right side of the cylindrical portion 20b are opposed to each other and flow through the rod member 10 and the insides of both the cylindrical portions 20a and 20b. 14 is connected.

  FIG. 3 shows the structure of the rubber bush 11a when FIG. 2 is viewed from the axial direction of the flow path 14, and a cutout portion that forms a fluid chamber 13a at the center of one side surface of the cylindrical rubber member. The cylindrical portion 20a and the pin 12a and the cylindrical portion 20b and the pin 12b are sealed. The rubber bush 11b also has a fluid chamber 13b having a structure similar to that of the rubber bush 11a, and a sealed space is formed by the fluid chamber 13a, the channel 14, and the fluid chamber 13b by the channel 14 shown in FIG. The fluid is preferably enclosed so as to leave some space. As described above, the link 5 includes the pins 12a and 12b and the inner peripheral surfaces of the cylindrical portions 20a and 20b joined to both ends of the rod member 10 via the rubber bushes 11a and 11b. And the axle box 4 is elastically supported in the front-rear direction with respect to the carriage frame 2. The rubber bushes 11a and 11b, except for the cutout portions that form the fluid chambers 13a and 11b, have outer peripheral surfaces at the central portions of the inner peripheral surfaces of the cylindrical portions 20a and 20b, and inner peripheral surfaces that are cylinders of the pins 12a. It is vulcanized and bonded to the central portion of the outer peripheral surface of the portion 22a to reliably prevent the working fluid from leaking from the fluid chambers 13a and 11b.

In the following, a mechanism that enables both the securing of stability during high-speed traveling and the reduction of lateral pressure when passing a curve will be described according to the present embodiment.
When the longitudinal force indicated by the arrow A in FIG. 2 from the wheel shaft 3 acts on the link 5 via the axle box 4, in other words, when the axial force acts on the link 5, the rubber bush 11a, 11b is pressed to one side in the axial direction, and one of the fluid chambers 13a and 13b contracts and the other elastically deforms so as to expand.
At this time, the working fluid in the fluid chamber 13 moves from the compressed fluid chamber side to the expanded fluid chamber side via the flow path 14. That is, when an axial force acts on the link 5, the axial force is transmitted by the rubber bush 11 and the working fluid.

As shown in FIG. 2, when an axial force acts on the link 5, the working fluid moves in the flow path 14 in the direction of arrow A, and transmits the axial force. That is, the wheel shaft 3 and the shaft box 4 that holds the wheel shaft are elastically supported in the yaw direction by linking the cart frame 2 with the link 5 in the front-rear direction and the link 5 provided on the other side of the wheel shaft 3. Is done.
Here, from the principle that the friction loss between two points in the circular pipe is proportional to the length of the pipe, the viscosity coefficient of the fluid, the square of the cross-sectional average speed, and inversely proportional to the diameter of the pipe, When the axial force acting on the link 5 vibrates at a high frequency, such as when performing, the working fluid moves through the flow path 14 at a high speed, so that the friction loss, that is, the resistance force increases rapidly, and a large resistance is generated.
On the other hand, in curved traveling and slow traveling, the axial force acting on the link 5 vibrates at a low frequency, and the working fluid moves at a low speed, so the resistance force decreases.

Since the sum of the resistance force generated by the working fluid and the rigidity of the rubber bush 11 becomes the overall rigidity of the link 5, when a high frequency force acts in the axial direction of the link 5, the dynamic rigidity of the link 5 is Get higher.
On the other hand, when the axial force acting on the link 5 has a low frequency, the working fluid moves slowly through the flow path 14, and thus the generated frictional resistance decreases. As a result, when the force is low in the axial direction acting on the link 5 such as when traveling along a curve or traveling slowly, the dynamic rigidity of the link 5 decreases. In other words, the frequency characteristics of the axial rigidity produced by the link 5 are as shown in FIG. 4, and are high rigidity at high frequencies and low rigidity at low frequencies.
This characteristic varies depending on the diameter and length of the flow path 14 and the viscosity of the working fluid. Therefore, by combining these optimally, the maximum speed in the design of the railway vehicle and the operation state of each line can be combined. As a result, it is possible to obtain high rigidity that is optimal for high-speed straight traveling and soft rigidity that is optimal for curved traveling and slow traveling.

It is necessary to suppress the meandering movement of the wheel shaft 3 in order to ensure running stability by suppressing the snake behavior that is unstable self-excited vibration that occurs during high-speed running. In general, it is known that the snake action frequency during high-speed running is about several Hz.
Here, when the wheel shaft 3 starts to meander, the force acting in the axial direction of the link 5 from the wheel shaft 3 through the shaft box 4 is also about several Hz. At this time, deformation of the fluid chamber 13 causes the working fluid to move quickly through the flow path 14 to generate resistance. Since this resistance is large, the dynamic rigidity in the axial direction of the link 5 increases. Since the link 5 supports the axle box 4 in the front-rear direction, the support rigidity in the front-rear direction of the axle box 4 is increased, and the support rigidity in the yaw direction of the wheel shaft 3 is increased. As a result, the occurrence of snake behavior is suppressed, and running stability during high speed running is ensured.

On the other hand, a force acts in the axial direction of the link 5 from the wheel shaft 3 via the axle box 4 even when passing through a curve that requires a reduction in lateral pressure. This force is generated when the wheel shaft 3 receives a moment in the yaw direction from the rail so that the wheel shaft 3 follows the rail, and its frequency is significantly lower than the frequency at which traveling stability becomes a problem. That is, since the force acting in the axial direction of the link 5 when passing through the curve is low frequency and considered to be quasi-static, almost no resistance is generated when the working fluid moves through the flow path 14 due to deformation of the fluid chamber 13. However, the dynamic rigidity in the axial direction of the link 5 is reduced. Since the link 5 supports the axle box 4 in the front-rear direction, the support rigidity in the front-rear direction of the axle box 4 is reduced, and the support rigidity in the yaw direction of the wheel shaft 3 is reduced. As a result, when the wheel shaft 3 passes a curve and receives a moment in the yaw direction that follows the curve from the rail, the wheel shaft 3 smoothly follows the curve direction, and the curve is generated without generating a significant lateral pressure. I can pass.
In addition, the pressure transmission characteristic of the working fluid that is an incompressible fluid can be relieved by leaving a part of the air that is a compressible fluid in the sealed space by the fluid chamber 13a, the flow path 14, and the fluid chamber 13b. Therefore, it is preferable to adjust the remaining air amount so that the optimum lateral pressure reduction effect can be obtained in accordance with the specifications of the railway vehicle, the maximum speed, the curvature of the traveling curve section, and the like.

  In the railway vehicle bogie according to the present embodiment described above, the longitudinal support rigidity of the axle box 4 holding the wheel shaft 3 is increased by the link 5 configured to transmit the axial force by the rubber bush 11 and the working fluid. It can be high when a high frequency force related to stability is applied and low when a low frequency force related to curve passing is applied. For this reason, it is possible to satisfy both contradictory requirements of ensuring stability during high-speed traveling and reducing lateral pressure when passing a curve.

  In the railcar bogie shown in FIG. 1, one axle box is supported by one link, but as shown in FIG. 5, it is applied to a railcar bogie that supports one axle box by two links. However, the same effect can be obtained. At this time, both the link 5a on the cart center side and the link 5b on the cart end side may be links having the fluid chamber 13 and the flow path 14 shown in the sectional view in FIG. Either one of 5a or the link 5b on the cart end side may be a normal link shown in FIG.

When both of the two links that support the axle box are links having the fluid chamber 13 and the flow path 14, the case where a high-frequency force is applied to the case where the axle box 4 is supported by one link. Since the support rigidity in the front-rear direction of the axle box 4 can be set higher, it is advantageous for running stability. Also, if the longitudinal support rigidity of the axle box 4 when a high frequency force is applied is set to the same level as that of the carriage that supports the axle box 4 with one link, a low frequency force is applied. The support rigidity in the front-rear direction of the axle box 4 can be further reduced with respect to the carriage that supports the axle box 4 with one link.
When either one of the two links that support the axle box is a normal link, the support rigidity of the link having the fluid chamber 13 and the flow path 14 is high with respect to high frequency input due to an event such as leakage of the working fluid. Even if it does not increase, the support rigidity in the front-rear direction of the axle box 4 by the normal link is maintained, so that safety is improved.

Also in Examples 2 to 8 described below, the effect corresponding to each Example described below is omitted after clearly indicating that the same effects as those described in Example 1 are obtained.
[Example 2]
Next, Embodiment 2 of the present invention will be described with reference to FIG. The description of the components having the same functions as those shown in FIGS. 2 and 3 already described with reference to FIGS.
The link 5 of the present embodiment has convex rubber stoppers 15 a and 15 b in the rubber bush 11 so as to face the flow path 14. The rubber stopper 15 allows the outer peripheral portion of the pin 12 and the member 10 of the link 5 to contact each other via the fluid chamber 13 when an excessive axial force is applied to the link 5 and the fluid chamber 13 is excessively compressed. Can be prevented. For this reason, damage to the fluid chamber 13 can be prevented, and in addition to the effects described in detail in the first embodiment, the life of the link 5 is extended in order to prevent an excessive force from acting on the pin 12 and the member 10. be able to.

[Example 3]
Embodiment 3 of the present invention will be described with reference to FIG. The description of the components having the same functions as those already described with reference to FIGS. 2, 3, and 6 is omitted.
In this embodiment, the labyrinth structure 16 is provided in the flow path 14 of the link 5 in a different shape that is orthogonal to the direction in which the working fluid flows and is difficult to bend the flow. For this reason, when the working fluid moves in the flow path 14, it moves while changing the flow direction as indicated by an arrow B. Therefore, resistance when the axial force is applied to the link 5 and the working fluid moves through the flow path 14 is increased as compared with the case where the labyrinth structure 16 is not provided in the flow path 14, so that the pressure loss is increased. Can do. Therefore, the dynamic rigidity in the axial direction of the link 5 can be increased, and the effects described in detail in the first and second embodiments can be applied to the specifications of the railway vehicle, the maximum speed, the curvature of the curve section to be traveled, and the like. You can select the most suitable one.

The specific shape of the labyrinth structure is not limited to that shown in FIG. 7, and when the working fluid moves in the flow path 14 due to the axial force acting on the link 5, the labyrinth structure can be used for high speed running, curved running, etc. Accordingly, any shape may be used as long as the optimum pressure loss characteristic can be obtained.
For example, in FIG. 7, the labyrinth structure is arranged perpendicular to the axial direction of the link, but it may be provided with an angle or a hook shape. Moreover, although the link 5 shown in FIG. 7 has the structure which has the rubber stopper 15, you may provide the labyrinth structure 16 with respect to the link 5 which does not have this.

[Example 4]
A fourth embodiment of the present invention will be described with reference to FIG. The description of the components having the same functions as those already described with reference to FIGS. 2, 3, and 6 is omitted.
In this embodiment, the throttle 17 is press-fitted into the flow path 14 of the link 5. Therefore, the resistance when the working fluid moves in the flow path 14 due to the axial force applied to the link 5 increases as compared with the case where the throttle 17 is not provided in the flow path 14, and the pressure loss can be increased. it can. Therefore, the dynamic rigidity in the axial direction of the link 5 can be increased, and the effects described in detail in the first and second embodiments can be applied to the specifications of the railway vehicle, the maximum speed, the curvature of the curve section to be traveled, and the like. You can select the most suitable one.

The restriction 17 is not limited to that shown in FIG. 8, and the effect of adjusting the pressure loss when the working fluid moves through the flow path 14 so as to obtain the optimum pressure loss characteristic according to high-speed traveling and curved traveling. If there is, it is possible to further increase the number and select the aperture diameter.
Moreover, although the link 5 shown in FIG. 8 is configured to include the stopper rubber 15, the diaphragm 17 may be provided using the link 5 that does not include the stopper rubber 15.

[Example 5]
Embodiment 5 of the present invention will be described with reference to FIG. The description of the components having the same functions as those already described with reference to FIGS. 2, 3, and 6 is omitted.
In the link 5 of this embodiment, the flow path 14 is formed in a spiral shape. Therefore, the flow path 14 can be configured longer than when the flow path 14 is linear. Therefore, since the axial force is applied to the link 5 and the distance when the working fluid moves through the flow path 14 is increased, the pressure loss increases as compared with the case where the flow path 14 is linear, and the shaft of the link 5 The dynamic rigidity of the direction can be increased.
In this embodiment, in order to form the spiral flow path 14, the rod member 10 is joined to both ends 10a and 10a to be joined to the cylindrical portions 20a and 20b and welding or the like between the both ends 10a and 10a. The part 20 is formed by a tubular part 10b and a press-fitting member 10c fitted into the tubular part 10b and having a spiral groove formed on the outer peripheral surface thereof.

[Example 6]
Embodiment 6 of the present invention will be described with reference to FIG. The description of the components having the same functions as those already described with reference to FIGS. 2, 3, and 6 is omitted.
In the link 5 of the present embodiment, the flow path 14 is folded back in a U shape in the axial direction of the link to connect the fluid chamber 13a and the fluid chamber 13b. Therefore, the flow path 14 can be configured longer than when the flow path 14 is linear. Therefore, since the axial force is applied to the link 5 and the distance when the working fluid moves through the flow path 14 is increased, the pressure loss increases as compared with the case where the flow path 14 is linear, and the shaft of the link 5 The dynamic rigidity of the direction can be increased.
In this embodiment, in order to form the flow path 14 folded in a U-shape, a plurality of flow paths 14 are formed in the tubular member 10b and formed on the joint surfaces of the both end portions 10a and 10a with the tubular member 10b. The end of each flow path 14 is connected by the recess.

[Example 7]
A seventh embodiment of the present invention will be described with reference to FIG. The description of the components having the same functions as those already described with reference to FIGS. 2, 3, and 6 is omitted.
In the link 5 of this embodiment, a plurality of flow paths 14 are provided. Therefore, the dynamic rigidity of the link can be prevented from changing due to clogging of the flow path or the like. Further, a labyrinth, a throttle, or the like can be provided only in a specific flow path to control the flow of the working fluid.

[Example 8]
Embodiment 8 of the present invention will be described with reference to FIGS. The description of the components having the same functions as those shown in FIGS. 2 and 3 already described with reference to FIGS.
FIG. 12 is a side view of the link according to this embodiment, and FIG. 13 is a plan view of the link according to this embodiment.
In this embodiment, the flow path 14 is provided outside the link 5 and is held by the flow path support 18. By providing the flow path 14 outside the link 5 in this manner, processing inside the link becomes unnecessary, and thus manufacturing becomes easy. Further, it becomes easy to provide a labyrinth structure or a restriction in the flow path 14.

In the above embodiment, the link 5 having the fluid chamber 13 and the flow path 14 that supports the axle box 4 with respect to the carriage frame 2 in the railway vehicle carriage 1 has been described. For example, it may be used for a link of a Z-link type or single-link type traction device for transmitting the traction force of the carriage to the vehicle body.
In the Z-link type, two links are arranged in the direction of the sleeper with the axial direction as the vehicle traveling direction, one end of the link is connected to the bogie frame, the other end is connected to the intermediate body, and the center pin that extends downward from the vehicle body is the middle It is a method to connect with the body. In this system, the traction force of the carriage is transmitted from the carriage to the vehicle body via the link, intermediate body, and center pin.

The single-link system is a system that uses one link, in which the axial direction of the link is the vehicle traveling direction, and one end is connected to a bogie frame and the other end is connected to a center pin extending downward from the vehicle body. In this system, the traction force of the carriage is transmitted from the carriage to the vehicle body via the link and the center pin.
Both the Z link type and the single link type are common in that the traction force of the carriage is transmitted to the vehicle body by transmitting the axial force of the link.

As described above, the link of the present invention has high rigidity when the axial force is high, and low rigidity when the frequency is low. For this reason, the link has high rigidity when traveling stability in which a high-frequency force acts between the carriage and the vehicle body becomes a problem. Therefore, since the carriage is strongly restrained with respect to the vehicle body, traveling stability can be improved as compared with the case where a normal link is used.
On the other hand, when the force acting on the link has a low frequency, the rigidity becomes low, so the vibration transmission rate between the carriage and the vehicle body is low, and the vibration transmitted from the carriage to the vehicle body via the traction device can be reduced. Therefore, it is possible to reduce the longitudinal vibrations of the vehicle body caused by the cart and the vertical vibrations of the vehicle body excited by the longitudinal vibrations of the cart, and to improve the riding comfort in the longitudinal direction and the vertical direction. Can do.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

1 bogie 2 bogie frame 3 wheel shaft 4 shaft box 5 link 6 air spring 10 rod member 11 rubber bush 12 pin 13 fluid chamber 14 flow path 15 rubber stopper 16 labyrinth structure 17 throttle 18 flow path support

Claims (9)

A railcar carriage in which the axle box is supported by links in the front-rear direction of the carriage frame,
The link is
A rod member;
Cylindrical portions provided at both ends in the longitudinal direction of the rod member;
A rubber bush provided inside the cylindrical portion;
With
A fluid chamber is formed inside the rubber bush, and the fluid chamber is connected to each other by a flow path extending in the longitudinal direction of the rod,
Enclosing a working fluid in a sealed space formed by the fluid chamber and the flow path;
The longitudinal force acting on the link is transmitted through the elastic deformation of the rubber bush in the front-rear direction and the frictional resistance of the working fluid moving from one fluid chamber to the other fluid chamber. A railcar bogie characterized by being made.   At least one of the longitudinal elastic modulus of the rubber bush, the diameter and length of the flow path, and the viscosity coefficient of the fluid is a frequency of longitudinal vibration generated in the link during high speed traveling, and during curved traveling or 2. The bogie for a railway vehicle according to claim 1, wherein the bogie is selected in accordance with a frequency of vibration in the front-rear direction generated in the link during slow running.   The railcar bogie according to claim 1 or 2, wherein a stopper is provided on the rubber bush so as to protrude into the fluid chamber.   The bogie for a railway vehicle according to claim 2 or 3, wherein the flow path has a labyrinth structure formed inside the rod member.   The railway vehicle carriage according to claim 2 or 3, wherein a restriction is provided inside the flow path.   The bogie for railway vehicles according to claim 2 or 3, wherein the flow path is formed in a spiral shape.   The bogie for railway vehicles according to claim 2 or 3, wherein the flow path is folded back in the axial direction of the link.   The railway vehicle carriage according to claim 2 or 3, wherein a plurality of the flow paths are provided.   The railway vehicle carriage according to any one of claims 1 to 7, wherein the flow path is provided outside the link.

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