JP2015145170A - Railway vehicle truck - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make high-speed travel stability of a railway vehicle truck compatible with a curve passing performance by changing rotational displacement resistance of the truck with respect to a vehicle body.SOLUTION: Inclination angles of portions 18a and 18c with a predetermined width in a longitudinal direction from a front end to a rear end of a top face plate 18 are changed by an angle change mechanism 22. Longitudinal rigidity of a bolster spring 16 is adjusted by changing an inclination angle of the bolster spring 16 in a longitudinal direction of the vehicle body. When the inclination angles of the front and rear ends 18a and 18c of the top face plate 18 are increased, regardless of a rotation angle of a truck 10 with respect to a vehicle body 20, the vicinity of front and rear ends of the bolster spring 16 is continuously deformed just by a fixed amount and deformation resistance of the relevant portions is increased. Therefore, the longitudinal rigidity of the bolster spring 16 is increased and the rotational displacement resistance of the truck 10 with respect to the vehicle body 20 can be improved. As a result, an angle change of the truck 10 with respect to the vehicle body 20 is suppressed and high-speed travel stability of the railway vehicle can be improved.

Description

  The present invention relates to a railcar bogie.

  Various types of structures for railcar carriages have been developed, and bolsterless type railcar carriages are widely adopted as one type. Here, for the sake of convenience, basic features of a bolsterless type railway vehicle carriage will be described with reference to FIG. 1 according to the present invention. A bolsterless type bogie 10 for a railway vehicle (hereinafter also simply referred to as “trolley”) shown in FIGS. 1A to 1C is provided on a bogie frame 12 via a cylindrical spring seat 14. The lower part of is supported. Further, the upper part of the pillow spring 16 is coupled to the vehicle body 20 via the upper surface plate 18 (see, for example, Patent Document 1). In this way, the bolsterless bogie 10 has a bolster (pillow beam) in which the bogie frame 12 and the vehicle body 20 are directly connected via the pillow spring 16 and disposed between the bogie frame 12 and the vehicle body 20. Is omitted.

Japanese Utility Model Publication No. 53-138060

By the way, it is necessary for the bogie for the railway vehicle to cope with conflicting requirements such as running stability in the straight section of the railway vehicle and curve passing ability in the curved section. It is useful to adjust the rotational displacement resistance of ten. Specifically, by increasing the rotational displacement resistance of the carriage 10 with respect to the vehicle body 20, changes in the angle of the carriage 10 with respect to the vehicle body 20 are suppressed, and high-speed running stability in a straight section is ensured. On the other hand, by reducing the rotational displacement resistance of the carriage 10 with respect to the vehicle body 20, the angle change of the carriage 10 with respect to the vehicle body 20 is promoted, and the curve passing performance in the curve section is improved.
In addition, in recent years, vehicles that allow mutual entry between the Shinkansen section and the conventional section have been operated, and such vehicles have high-speed running stability in the Shinkansen section and the conventional section. There is a higher level of demand, such as compatibility with curve passing performance.

The bolsterless bogie 10 has the above-described basic structure, so that the pillow spring 16 disposed between the bogie frame 12 and the vehicle body 20 is deformed so as to be twisted in response to the rotational displacement of the bogie 10 with respect to the vehicle body 20. To do. Accordingly, the rigidity of the pillow spring 16 also affects the rotational displacement resistance of the carriage 10 relative to the vehicle body 20.
In this respect, in the invention described in Patent Document 1, the longitudinal rigidity of the top plate 18 with respect to the pillow spring 16 is made horizontal, and the lateral inclination angle of the vehicle body 20 is inclined downward, so that the lateral stiffness of the pillow spring 16 is increased. A technique for deliberate enhancement is disclosed.

However, in the above-described conventional method, priority is given to either the Shinkansen section or the conventional section, and the rotational displacement resistance of the carriage 10 relative to the vehicle body 20 is set, so that the requirements of both sections are compatible. It was difficult to set the rigidity of the pillow spring 16.
The present invention has been made in view of the above problems, and enables the rotational displacement resistance of a carriage relative to a vehicle body to be changed, and achieves both high-speed running stability and curve passing performance of a railway vehicle carriage. It is.

(Aspect of the Invention)
The following aspects of the present invention exemplify the configuration of the present invention, and will be described separately for easy understanding of various configurations of the present invention. Each section does not limit the technical scope of the present invention, and some of the components of each section are replaced, deleted, or further while referring to the best mode for carrying out the invention. Those to which the above components are added can also be included in the technical scope of the present invention.

(1) A railcar bogie of a type in which a lower part of a pillow spring is supported by a bogie frame and an upper part is coupled to a vehicle body via an upper surface plate, from at least one of a front end portion and a rear end portion of the upper surface plate. A railcar bogie provided with an angle adjustment mechanism for changing an inclination angle of a portion having a predetermined width in the front-rear direction (claim 1).
The railcar bogie described in this section changes an inclination angle of each portion having a predetermined width in the front-rear direction from at least one of the front end portion and the rear end portion of the top plate by an angle changing mechanism. Then, the longitudinal rigidity of the pillow spring is adjusted by changing the inclination angle of at least one of the front end portion and the rear end portion of the pillow spring in the longitudinal direction of the vehicle body. Here, when the inclination angle of at least one of the front end portion and the rear end portion of the top plate is increased, regardless of the rotation angle of the carriage with respect to the vehicle body, at least one portion of the front end portion and the rear end portion of the pillow spring is reduced. A constant amount of deformation is always performed to increase the deformation resistance of the part. And the longitudinal rigidity of the pillow spring is increased, and the rotational displacement resistance of the carriage with respect to the vehicle body is increased. As a result, the angle change of the carriage with respect to the vehicle body is suppressed. On the other hand, when the inclination angle of the front and rear end portions of the top plate is decreased, the longitudinal rigidity of the pillow spring is decreased, and the rotational displacement resistance of the carriage with respect to the vehicle body is decreased. Then, the change in the angle of the carriage with respect to the vehicle body is prompted.

(2) In the above item (1), in the angle adjusting mechanism, a portion having a predetermined width in the front-rear direction from at least one of the front end portion and the rear end portion of the upper surface plate is divided with respect to the center portion of the upper surface plate. And a carriage for a railway vehicle that is pivotally attached to the central portion and further has a drive means for adjusting an inclination angle with respect to the central portion.
The rail car bogie angle adjustment mechanism described in this section includes a top plate in which a portion having a predetermined width in the front-rear direction is divided from at least one of a front end portion and a rear end portion, and a driving unit. The top plate can be changed in inclination angle by axially attaching a portion having a predetermined width in the front-rear direction from at least one of the front end and the rear end. Furthermore, the drive means adjusts the inclination angle of the portion having a predetermined width in the front-rear direction from at least one of the front end portion and the rear end portion with respect to the central portion of the upper surface plate, so that from at least one of the front end portion and rear end portion of the upper surface plate The inclination angle of the portion having a predetermined width in the front-rear direction is adjusted to an inclination angle at which a desired front-rear rigidity is obtained for the pillow spring. In the case where both the front end portion and the rear end portion having a predetermined width in the front-rear direction are divided with respect to the center portion of the top plate, the width of the front end portion and the rear end portion is determined by the front-rear rigidity of the pillow spring. In the adjustment, it is not necessarily the same as long as it is set at an appropriate position.

(3) In the above paragraphs (1) and (2), the angle adjusting mechanism is a parallel dividing line in which the front and rear end portions of the upper surface plate pass through a point equidistant from the center portion of the pillow spring in the front-rear direction. It is divided with respect to the center part of the top plate, and the two pieces at the front and rear end parts are pivotally attached to the center part, and further, the inclination angle of the two pieces at the front and rear end parts with respect to the center part is adjusted. A railcar bogie provided with driving means (claim 3).
The angle adjustment mechanism for a railway vehicle carriage described in this section is composed of a top plate having both front and rear ends divided and drive means. The upper surface plate is divided into two pieces at the front and rear end portions and a central portion by parallel dividing lines passing through a point equidistant from the center portion of the pillow spring in the front-rear direction. And since the two pieces of the front and rear end portions are pivotally attached to the central portion, the inclination angle of the front and rear end portions can be changed. Furthermore, by adjusting the inclination angle of the two pieces at the front and rear end portions with respect to the center portion of the upper surface plate by the driving means, the desired front and rear rigidity can be obtained for the pillow spring by adjusting the inclination angle of the two pieces at the front and rear end portions of the upper surface plate. To adjust the tilt angle. In the configuration of this section, the same characteristic can be obtained regardless of the traveling direction of the carriage by setting the dividing line of the top plate to a position passing through a point equidistant from the center of the pillow spring in the front-rear direction. It is done.

(4) In the above items (2) and (3), the driving means is disposed on the upper surface of at least one of the front end portion and the rear end portion of the upper surface plate provided between the upper surface plate and the vehicle body. A railcar carriage including an actuator that applies a downward pressing force (claim 4).
The railcar bogie described in this section uses an actuator provided between the top plate and the vehicle body as drive means constituting the angle adjustment mechanism. This actuator applies a downward pressing force to the upper surface of at least one of the front end portion and the rear end portion of the upper surface plate. Then, the actuator is driven to adjust the inclination angle of at least one of the front end portion and the rear end portion with respect to the center portion of the top plate to an inclination angle at which a desired longitudinal rigidity is obtained for the pillow spring.

(5) In the above item (4), the actuator is configured to perform only one-way driving in a direction in which at least one of the front end portion and the rear end portion is inclined with respect to the central portion of the upper surface plate. A railcar bogie (claim 5).
The railcar bogie described in this section is configured such that the actuator performs only one-way driving in a direction in which the inclination angle of at least one of the front end portion and the rear end portion with respect to the center portion of the top plate is increased. This simplifies the actuator. The power in the direction opposite to the driving direction of the actuator, that is, the direction in which the inclination angle of at least one of the front end portion and the rear end portion with respect to the center portion of the top plate is reduced is not dependent on a separate actuator, and the pillow spring itself It is possible to utilize the elasticity of

  Since the present invention is configured as described above, it is possible to change the rotational displacement resistance of the carriage relative to the vehicle body, and it is possible to achieve both high-speed running stability and curve passing performance of the railway vehicle carriage.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram of the bogie for rail vehicles based on embodiment of this invention, (a) is a top view, (b) is a side view, (c) is a front view, (d) is an angle change of (b). It is an expanded sectional view of a mechanism periphery part. FIG. 2 is a detailed view of FIG. 1D, and FIGS. 1A to 1C illustrate different driving means.

The best mode for carrying out the present invention will be described below with reference to the accompanying drawings. Here, parts that are the same as or correspond to those in the prior art are denoted by the same reference numerals, and detailed description thereof is omitted.
As shown in FIG. 1, a railcar bogie 10 according to an embodiment of the present invention has a lower part of a pillow spring 16 supported by a bogie frame 12 via a spring seat 14, and an upper part of the pillow spring 16 is an upper plate. This is a bolsterless type railcar bogie that is coupled to a vehicle body 20 via 18. The pillow spring 16 has a disk shape with a predetermined thickness such that a sphere is compressed from above and below, and has a circular shape in plan view. The upper surface plate 18 is a circular plate, and the diameter thereof is formed to be larger than the diameter of the leaf spring 16 in plan view. Further, the centers of the pillow spring 16 and the upper plate 18 are fixed to each other by an appropriate technique such as vulcanization adhesion.
And the inclination angle of each part (front and rear both end parts) 18a and 18c of a predetermined width in the front and rear direction from the front end part and rear end part (the left and right direction both end parts of FIGS. 1A and 1B) of the top plate 18 is changed. The angle adjusting mechanism 22 is provided.

The angle adjustment mechanism 22 has the following specific configuration. First, the upper surface plate 18 is divided with respect to the central portion 18b as two pieces 18a and 18c at both front and rear ends along a dividing line L passing through a point equidistant from the center portion C of the pillow spring 16 in the front-rear direction. And the two pieces 18a and 18c of both front and rear end portions are pivotally attached to the central piece 18b. The distance from the center portion C of the pillow spring 16 to the dividing line L is set to an appropriate position when adjusting the longitudinal rigidity of the pillow spring 16 as will be described later. Further, the dividing line L of the top plate 18 is set at a position passing through a point equidistant from the center portion C of the pillow spring 16 so that the same characteristics can be obtained regardless of the traveling direction of the carriage 10. It is obtained.
And the drive means 24 which adjusts the inclination | tilt angle of the two pieces 18a and 18c of the front-and-rear both-ends part with respect to one piece of the center part 18b is provided. As the driving means 24, various forms shown by reference numerals 24A to 24C in FIGS. 2A to 2C can be employed. In any example, the driving means 24 is provided between the top plate 18 and the vehicle body 20. An actuator (described later) that applies a downward pressing force to the pillow spring 16 is used. 2A to 2C, only the peripheral portion of the one piece 18c is shown in the two pieces 18a and 18c at the front and rear end portions, but the peripheral portion of the other piece 18a has the same structure. ing.

In the example shown in FIG. 2A, the two pieces 18c (18a) at both ends in the front-rear direction are pivotally attached to the central piece 18b by a hinge 27 arranged on the same plane as the central piece 18b. Has been. The driving means 24A includes an airbag 26 as an actuator that is provided between the top plate 18 and the vehicle body 20 and applies a downward pressing force. The airbag 26 is supplied with compressed air A via an air pipe 28, and the air pipe 28 is held by a fixed block 30 fixed to the vehicle body 20. The fixed block 30 also functions as a guide during the angle changing operation of the two pieces 18c (18a) at both front and rear ends. When the air bag 26 is inflated, compressed air A is supplied from an air pump (not shown) through an air pipe 28. On the other hand, when the air bag 26 is to be reduced, the air pipe 26 is provided on the air pipe 28. The drain valve (not shown) is opened, and the air in the airbag 26 is released to the outside.
A wedge-shaped spacer block 18d is fixed to the lower surface of the two pieces 18c (18a) at both front and rear ends, and the spacer block 18d is in direct contact with the pillow spring 16. And also by adjusting the thickness of the spacer block 18d, as shown in the figure, the deformation amount of the pillow spring 16 in the state where the two pieces 18c (18a) at the front and rear ends are pushed down is determined.

  In the example shown in FIG. 2B, the two pieces 18c (18a) at both ends in the front-rear direction are pivotally attached by hinges 31 disposed on the upper surface of the end portion of the central piece 18b. The driving unit 24B includes an air cylinder 32 provided as an actuator that is provided between the upper surface plate 18 and the vehicle body 20 and applies a downward pressing force. The illustrated air cylinder 32 constitutes a direct-projecting drive means that pushes down the piece 18c (18a) at both the front and rear ends by extending. Further, a guide block 34 that functions as a guide at the time of changing the angle of the two pieces 18c (18a) at both front and rear ends is provided. Also in this example, compressed air is supplied to the air cylinder 32 via an air pipe (not shown) (see the air pipe 28 in FIG. 2A). On the other hand, when shortening the air cylinder 32, the drain valve provided in the air piping is opened, and the air in the air cylinder 32 is released to the outside. Other parts are the same as those in FIG. 2A, and detailed description thereof is omitted.

  Further, the driving means 24C shown in FIG. 2C also includes an air cylinder 36 as an actuator that is provided between the upper surface plate 18 and the vehicle body 20 and applies a downward pressing force. The air cylinder 36 in FIG. 2 (c) constitutes a link-type driving means in which the extending operation pushes down the piece 18c (18a) at both the front and rear ends via the links 38 and 40. Also in this example, compressed air is supplied to the air cylinder 36 via an air pipe (not shown) (see the air pipe 28 in FIG. 2A). On the other hand, when the air cylinder 36 is shortened, the air pipe The drain valve provided in the is opened, and the air in the air cylinder 36 is released to the outside. Other parts are the same as those in FIG. 2A, and detailed description thereof is omitted.

As described above, in any of the actuators 26, 42, and 36 shown in FIGS. 2A to 2C, the inclination angle of the front and rear two pieces 18c (18a) with respect to the central piece 18b of the upper surface plate 18 is increased. The driving in the opposite direction is performed using the elasticity of the pillow spring 16 itself.
In addition, the air supply and discharge circuit of the air pipe 28 shown in FIG. 2A does not have a special configuration, but is configured by adding the function to the air pipe provided in the railway vehicle. It is possible. In addition, air supply and discharge operation of the air pipe 28, for example, when adopting a vehicle in which the Shinkansen section and the conventional line section can enter each other, by operation from the cab at the switching point of both sections, Alternatively, it is performed in response to a switching signal from the outside.

Now, according to the embodiment of the present invention configured as described above, the following operational effects can be obtained.
First, the railcar bogie 10 according to the embodiment of the present invention changes the inclination angle of each portion having a predetermined width in the front-rear direction from the front end portion and the rear end portion of the top plate 18 by the angle changing mechanism 22. is there. Then, by changing the inclination angle of the pillow spring 16 in the longitudinal direction of the vehicle body, the longitudinal rigidity of the pillow spring 16 can be adjusted. That is, when the inclination angle of the front and rear end portions 18a and 18c of the top plate 18 is increased, the vicinity of the front and rear end portions of the pillow spring 16 is constantly deformed by a certain amount regardless of the rotation angle of the carriage 10 with respect to the vehicle body 20. The deformation resistance of the part will be increased. For this reason, the longitudinal rigidity of the pillow spring 16 is increased, and the rotational displacement resistance of the carriage 10 relative to the vehicle body 20 can be increased. As a result, the change in the angle of the carriage 10 with respect to the vehicle body 20 can be suppressed, and the high-speed running stability of the railway vehicle can be improved. On the other hand, by reducing the inclination angle of the front and rear end portions of the upper surface plate 18, the longitudinal rigidity of the pillow spring 16 can be reduced, and the rotational displacement resistance of the carriage 10 relative to the vehicle body 20 can be reduced. Then, by promoting the change in the angle of the carriage 10 with respect to the vehicle body 20, the curve passing performance of the railway vehicle can be enhanced.

  The angle adjusting mechanism 22 includes a top plate 18 in which front and rear end portions 18a and 18c are divided, and a driving unit 24. The top plate 18 is a point equidistant from the center portion C of the pillow spring 16. Is divided into two pieces 18a and 18c at the front and rear ends and a central portion 18b. The two pieces 18a and 18c at both front and rear end portions are pivotally attached to the central portion 18b by hinges 27 and 31, so that the inclination angle of the two pieces 18a and 18c at both front and rear end portions can be changed. . Further, the inclination angle of the two pieces 18a and 18c at the front and rear end portions with respect to the central portion 18b of the upper surface plate 18 is adjusted by the driving means 24, whereby the inclination angle of the two pieces 18a and 18c at the front and rear end portions of the upper surface plate 12 is adjusted. It is possible to adjust the inclination angle so that the pillow spring 16 can obtain a desired longitudinal rigidity.

  2A to 2C, the two pieces 18a and 18c at the front and rear ends of the top plate 18 are equidistant from the center C of the pillow spring 16. It is divided with respect to the central portion 18b by a dividing line L passing through the point. The two pieces 18a and 18c at the front and rear end portions are pivotally attached to the central piece 18b by the hinges 27 and 31, so that the inclination angle of the two pieces 18a and 18c at the front and rear end portions can be changed. . However, if necessary, the material and thickness of the top plate are appropriately selected, and the angle of inclination of the portions 18a and 18b having a predetermined width in the front-rear direction from the front and rear ends of the top plate 18 is changed by elastic deformation. It may be configured to be changeable.

  Further, as the driving means 24 constituting the angle adjusting mechanism 22, an airbag 26 as an actuator and air cylinders 32 and 36 provided between the top plate 18 and the vehicle body 20 are used. The actuator is simplified by being configured so as to drive only in one direction in a direction in which the inclination angle of the front and rear two pieces 18a and 18c with respect to the central portion 18b of the 18 is increased. Note that the power in the direction opposite to the driving direction of the actuator, that is, the direction in which the inclination angle of the front and rear two pieces 18a and 18c with respect to the central portion 18b of the upper surface plate 18 is reduced is not dependent on a separate actuator, It is possible to utilize the elasticity of For example, by opening a drain valve (not shown) provided in the air pipe 28 shown in FIG. 2A so that the air in the airbag 26 can be discharged to the outside, the pillow spring 16 In response to this elasticity, the front and rear two pieces 18a and 18c are pushed up in the direction of decreasing the inclination angle, and the airbag 26 is reduced.

  If necessary, the air bag 26 and the air cylinders 32 and 36 as actuators may be appropriately hydraulically operated, and electric cylinders may be used for the air cylinders 32 and 36. It should be noted that, regardless of which type of actuator is used, the actuator is configured not only to increase the inclination angle of the front and rear two pieces 18a and 18c with respect to the central portion 18b of the top plate, but also to drive in a decreasing direction. It is also possible.

Furthermore, in the embodiment of the present invention, the two pieces 18a and 18c at the front and rear end portions of the top plate 18 are separated by a dividing line L passing through a point equidistant from the center portion C of the pillow spring 16 to the center portion 18b. Although the case where it is divided with respect to the above has been described, one part 18a, 18c of the front end portion and the rear end portion of the upper surface plate 18 is divided with respect to the central portion 18b of the upper surface plate as necessary. It may be pivotally attached to the central portion 18b.
In addition, when the front and rear end portions 18a and 18c having a predetermined width in the front and rear ends are divided with respect to the central portion of the top plate, the widths of the front and rear ends 18a and 18c are as follows. When adjusting the longitudinal rigidity of the pillow spring 16, it is not necessarily the same as long as it is set at an appropriate position.

  10: railcar bogie, 12: bogie frame, 16: pillow spring, 18: top plate, 18a, 18c: both front and rear ends, 18b: central portion, 20: vehicle body, 22: angle adjusting mechanism, 24, 24A, 24B , 24C: driving means, 26: airbag, 28: air piping, 29, 31: hinge, 32, 36: air cylinder, C: central part of pillow spring, L: dividing line of upper surface plate

Claims (5)

A railcar bogie of the type in which the lower part of the pillow spring is supported by the bogie frame and the upper part is coupled to the vehicle body via the top plate,
A railcar bogie comprising an angle adjusting mechanism for changing an inclination angle of a portion having a predetermined width in the front-rear direction from at least one of a front end portion and a rear end portion of the upper surface plate. The angle adjusting mechanism includes a portion having a predetermined width in the front-rear direction from at least one of the front end portion and the rear end portion of the upper surface plate, which is divided with respect to the central portion of the upper surface plate, and is 2. The bogie for a railway vehicle according to claim 1, further comprising a driving means for adjusting an inclination angle with respect to the central portion. The angle adjustment mechanism is divided with respect to the central portion of the upper surface plate, with both parallel front and rear end portions of the upper surface plate passing through a point equidistant from the center portion of the pillow spring in the front-rear direction. Two pieces of the front and rear end portions are pivotally attached to the central portion,
The railway vehicle carriage according to claim 1 or 2, further comprising driving means for adjusting an inclination angle of two pieces at the front and rear end portions with respect to the central portion. The driving means includes an actuator that is provided between the upper surface plate and the vehicle body and applies a downward pressing force to at least one upper surface of the front end portion and the rear end portion of the upper surface plate. The bogie for railway vehicles according to claim 2 or 3. 2. The actuator according to claim 1, wherein the actuator is configured to drive only in one direction in a direction that increases an inclination angle of at least one of a front end portion and a rear end portion with respect to a central portion of the upper surface plate. 4. A railcar bogie according to 4.

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