JP2017196915A - Vehicle body support device for railway vehicle, and railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To make buckling of a piston rod difficult by improving maintainability without increasing man hours during installation on a railway vehicle.SOLUTION: A vehicle body support device 11 is constructed such that a vehicle body 6 is supported by a front truck 4a and a rear truck 4b. Cylinder devices 12a and 12b each arranged on the same sides in a vehicle width direction, to which piston rods 12aa and 12ba are attached via universal joints 13a, are connected to a vehicle body 6 positioned above both sides of both trucks in the vehicle width direction via piping 14. Rod-like members 15a and 15b are arranged in the vehicle width direction, and supported on both trucks so as to be rotatable around an axis. Arms 16a and 16b are integrally attached to both ends of the rod-like members 15a and 15b. The ends of the cylinders 12ab and 12bb of the cylinder devices 12a and 12b on opposite piston rod sides and the tips of the arms 16a and 16b are connected to each other via the universal joints 13b.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle body support device for a rail vehicle and a rail vehicle including the vehicle body support device.

  When a railway vehicle passes through a curved section, in order to prevent the passage at high speed and the passenger's riding comfort at that time from deteriorating, the canal is applied to the track laid in the curved section, and the combined force of centrifugal force and gravity is applied to the floor of the car body. Acts perpendicularly to the surface.

  On the other hand, the relaxation curve section at the entrance / exit of the curved section changes from a straight section where the track is not canted to a curved section where the track is canted, so when viewed from the vehicle body side, the track is from the flat state to the cant state. It is in a state twisted by.

  When a railway vehicle passes through this relaxation curve section, particularly the relaxation curve section on the exit side of the curve section, wheel load loss that extremely reduces the wheel load acting on the outer wheel side wheel of the leading wheel axis due to the twisting of the track may occur. It occurs (Non-patent Document 1).

  Therefore, various techniques have been developed and put into practical use for the purpose of suppressing wheel load loss that occurs when a railway vehicle passes through the relaxation curve section on the exit side of the curved section (Non-Patent Document 1).

  One example is a vehicle body support device shown in FIG. A schematic configuration of the vehicle body support device is shown in FIG.

  In FIG. 4, reference numeral 1 denotes a vehicle body support device, which includes a vertical motion absorbing mechanism 2 and a support mechanism 3 for the vehicle body 6.

  Among these, the vertical motion absorbing mechanism 2 is installed in each of the front carriage 4a and the rear carriage 4b. And from the rod-shaped member 2a which is arrange | positioned in the vehicle width direction and was supported rotatably around the shaft center, and the arm 2b provided in the both ends of this rod-shaped member 2a so that it might extend in the cart direction opposite from these both ends. It is configured.

  On the other hand, the support mechanisms 3 are respectively installed on both sides of the vehicle body 6 in the vehicle width direction. And it is comprised from the hydraulic cylinder apparatus 3a, 3b fixed to the upper part of the front trolley | bogie 4a and the rear trolley | bogie 4b of the vehicle body 6, and the piping 3c which connects both these hydraulic cylinder apparatuses 3a, 3b. The piston rods 3aa and 3ba are rotatably connected to the arm 2b via connecting members 5a and 5b, respectively.

  In the case of the vehicle body support device 1 configured as described above, the front carriage 4a and the rear carriage 4b in one vehicle act so as to be rotatable relative to the vehicle body 6 in the torsional direction and have rigidity in the rolling direction. Acts as follows. Therefore, it is possible to effectively suppress wheel load loss that occurs when passing through the relaxation curve section on the exit side of the curve section.

  However, in the case of the vehicle body support device 1 shown in FIG. 25 of Patent Document 1, the hydraulic cylinder devices 3a and 3b are fixed to the vehicle body 6 and moved up and down via the connecting members 5a and 5b at the tips of the piston rods 3aa and 3ba. In this structure, the absorption mechanism 2 is installed.

  In such a structure, when attaching the vehicle body support apparatus 1 to a railway vehicle, the vertically-moving motion absorbing mechanism 2 and the support mechanism 3 assembled separately are connected. The hydraulic cylinder devices 3 a and 3 b are fixed to the vehicle body 6.

  Therefore, when maintaining the hydraulic cylinder devices 3a and 3b, after removing the vehicle body support device 1 from the vehicle, the vertical motion absorbing mechanism 2 and the support mechanism 3 are sequentially removed from the hydraulic cylinder devices 3a and 3b, thereby disassembling. It takes time and effort. Further, since the hydraulic cylinder devices 3a and 3b are fixed to the vehicle body 6, when the vertical motion absorbing mechanism 2 is operated, a bending surface is generated between the piston rods 3aa and 3ba and the cylinder, and the piston rods 3aa and 3ba. Because it is easy to buckle, the risk of oil leakage and firmness increases.

JP, 2014-240274, A

“Examination of curve passing performance improvement by torsion equalizer mechanism and steering mechanism”, Proceedings of 20th Railway Technology Union Symposium, 2013.12, p243 ～ 246

  The problem to be solved by the present invention is that the vehicle body support device disclosed in Patent Document 1 takes time to disassemble when maintaining the hydraulic cylinder device. In addition, since the hydraulic cylinder device is fixed to the vehicle body side, the piston rod is likely to buckle, and the risk of oil leakage and the risk of astringency increases.

  An object of the present invention is to improve the maintainability and make it difficult for the piston rod to buckle when maintaining the hydraulic cylinder device so that the hydraulic cylinder device can be easily detached from the vehicle body.

The present invention
The front carriage is arranged between the front carriage arranged in the front in the vehicle traveling direction and the rear carriage arranged in the rear, and between the front carriage and the rear carriage and the vehicle body on both sides in the vehicle width direction. And a vehicle body support device for supporting the vehicle body by the rear carriage,
In order to achieve the above object, the following configuration is adopted.

That is, the vehicle body support device of the present invention is
A cylinder device that can be attached at one end to a vehicle body located above the front carriage and the rear carriage via a universal joint;
A pipe that connects both cylinder devices before and after the vehicle traveling direction, disposed on the same side in the vehicle width direction, with one end attached to the vehicle body;
A rod-like member that is arranged in the vehicle width direction on each of the front carriage and the rear carriage, and is supported rotatably around an axis center;
An arm having a base end attached integrally with these rod-shaped members so as to extend from both ends of these rod-shaped members,
The other main feature of the present invention is that the other end of the cylinder device and the tip of the arm are connected to each other via a universal joint, and the incompressible fluid is sealed in the cylinder and the pipe of the cylinder device. .

  In the present invention configured as described above, when the vehicle passes through the curved section, a compressive force is applied to one of the cylinder devices arranged on the same side before and after the traveling direction of the vehicle so that the front carriage and the rear carriage are Inclination in the same direction of the width direction is restricted. At the same time, the front carriage and the rear carriage can be allowed to incline in different directions in the vehicle width direction.

  Therefore, when passing through the relaxation curve section at the entrance / exit part of the curve section, it is possible to prevent the wheel load variation from occurring due to the twisting of the track. In addition, when the vehicle passes through a circular curved section excluding the entrance / exit portion of the curved section, it is possible to prevent the vehicle body from being inclined due to a centrifugal load or a rolling load caused by a cant.

  In the present invention, the other end of the cylinder device and the tip of the arm can be attached to the railway vehicle in a state where they are connected via universal joints, so the work man-hour when installing the hydraulic cylinder device on the vehicle body increases. do not do.

  Further, since the cylinder device can be easily detached from the vehicle body, the maintainability can be improved. Furthermore, since the cylinder device is attached to the vehicle body via a universal joint, even if the relative positional relationship between the vehicle body and the carriage changes, the cylinder and the piston rod are positioned on the same axis and a load that causes the cylinder to bend acts. As a result, the piston rod is less likely to buckle, reducing the risk of fluid leakage and risk of astringency.

It is a perspective view explaining the vehicle body support apparatus of this invention. It is a side view explaining the vehicle body support apparatus of this invention. It is a principal part expanded side view explaining the other example of the vehicle body support apparatus of this invention. It is a schematic block diagram of the vehicle body support apparatus shown by FIG. 25 of patent document 1. FIG.

  An object of the present invention is to facilitate maintenance of the hydraulic cylinder device so that the cylinder device can be easily detached from the vehicle body to improve maintainability and make it difficult for the piston rod to buckle.

  And the said objective was implement | achieved by attaching the cylinder apparatus attached to the both sides of the vehicle width direction of the vehicle body located above a front trolley and a rear trolley via a universal joint, respectively.

  Hereinafter, the vehicle body support device of the present invention will be described with reference to FIGS. 1 and 2, and then the railway vehicle equipped with the vehicle body support device of the present invention will be described.

  Reference numeral 11 denotes a vehicle body support device according to the present invention that supports the vehicle body 6 by a front carriage 4a disposed in front of the vehicle traveling direction and a rear carriage 4b disposed in the rear. The vehicle body support device 11 is disposed between the front carriage 4a and the rear carriage 4b and between the front carriage 4a and the rear carriage 4b and the vehicle body 6 on both sides in the vehicle width direction, and will be described below. This is the configuration.

  12a and 12b are cylinder devices in which, for example, piston rods 12aa and 12ba are attached to both sides of the vehicle body 6 in the vehicle width direction via universal joints 13a. Then, cylinder devices 12a and 12b arranged in the vehicle traveling direction on the same side in the vehicle width direction are connected by a pipe 14, and pressure oil, for example, is placed inside the cylinders 12ab and 12bb of the cylinder devices 12a and 12b and the pipe 14. Encapsulate.

  Reference numerals 15a and 15b denote rod-like members attached to, for example, opposing surfaces of the front carriage 4a and the rear carriage 4b so as to freely rotate around the axis center in the vehicle width direction. Arms 16a and 16b are attached to both ends of the rod-shaped members 15a and 15b integrally with the rod-shaped members 15a and 15b so as to extend from both ends.

  In the present invention, the ends of the cylinders 12ab and 12bb on the side opposite to the piston rod of the cylinders 12ab and 12bb and the distal ends of the arms 16a and 16b with the base ends attached to the rod-shaped members 15a and 15b, Each is connected via a universal joint 13b.

  In addition, 17 in FIG.1 and FIG.2 shows the air spring installed in the both sides of the front trolley | bogie 4a and the rear trolley | bogie 4b.

  In the case of the present invention having the above-described configuration, for example, at the time of passing through the relaxation curve at the curved section exit portion, the torsion of the track causes, for example, a compressive force to act on the cylinder device 12b positioned on the outer track side of the rear carriage 4b. Even if the carriage 4b is inclined in the vehicle width direction with respect to the vehicle body 6, it is possible to restrict the front carriage 4a from being inclined with respect to the vehicle body 6 in the same direction in the vehicle width direction. At the same time, the front carriage 4a and the rear carriage 4b can be allowed to incline in different directions in the vehicle width direction. This effect is the same when passing through the relaxation curve at the entrance of the curve section.

  Therefore, when the railway vehicle 21 of the present invention equipped with the vehicle body support device 11 of the present invention passes through the relaxation curve section at the entrance / exit of the curved section, the wheel load fluctuation does not occur due to the twisting of the track. Further, the vehicle body can be supported so as not to incline against the load in the vehicle body rolling direction caused by the centrifugal force in the curved section or the inclination due to the cant.

  Further, in the vehicle body support device 11 of the present invention, the ends of the cylinders 12ab and 12bb on the anti-piston rod side and the ends of the arms 16a and 16b are connected to the railcar 21 with the universal joint 13b connected. it can. Therefore, the number of work steps when installing the vehicle body support device 11 on the railway vehicle 21 can be reduced as compared with the vehicle body support device shown in FIG.

  Moreover, in the vehicle body support device 11 of the present invention, the cylinder devices 12a and 12b can be easily detached from the vehicle body 6, so that maintainability can be improved. Furthermore, since the cylinder devices 12a and 12b are attached to the vehicle body 6 via the universal joint 13a, the piston rods 12aa and 12ba are not easily buckled, and the risk of oil leakage and astringency is reduced.

  The present invention is not limited to the above example, and it goes without saying that the embodiments may be changed as appropriate within the scope of the technical idea described in each claim.

  In the above embodiment, the piston rods 12aa and 12ba of the cylinder devices 12a and 12b are attached to the vehicle body 6 through the universal joint 13a. However, as shown in FIG. 3, the cylinders 12ab and 12bb of the cylinder devices 12a and 12b may be attached to the vehicle body 6 via the universal joint 13a.

  Further, in the above embodiment, pressure oil is used as the incompressible fluid, but the fluid to be used may not be the pressure oil as long as it is an incompressible fluid.

  In addition, a hydraulic pressure compensation mechanism that sets the hydraulic pressure in the pipe 14 within a specified range when the hydraulic pressure in the pipe 14 abnormally increases or decreases may be provided in the pipe 14 shown in the above embodiment. This hydraulic pressure compensation mechanism may be connected to an accumulator via, for example, a check valve and a relief valve.

4a Front bogie 4b Rear bogie 6 Car body 11 Car body support device 12a, 12b Cylinder device 12aa, 12ba Piston rod 12ab, 12bb Cylinder 13a, 13b Universal joint 14 Piping 15a, 15b Rod-like member 16a, 16b Arm 21 Railway vehicle

Claims (2)

Between the front carriage arranged in the front in the vehicle traveling direction and the rear carriage arranged in the rear, and between the front carriage and the rear carriage and the vehicle body on both sides in the vehicle width direction, and the front carriage A vehicle body support device for supporting a vehicle body by the rear carriage,
The vehicle body support device is
A cylinder device that can be attached at one end to a vehicle body located above the front carriage and the rear carriage via a universal joint;
A pipe that connects both cylinder devices before and after the vehicle traveling direction, disposed on the same side in the vehicle width direction, with one end attached to the vehicle body;
A rod-like member that is arranged in the vehicle width direction on each of the front carriage and the rear carriage, and is supported rotatably around an axis center;
An arm having a base end attached integrally with these rod-shaped members so as to extend from both ends of these rod-shaped members,
When the other end of the cylinder device and the tip of the arm are connected via a universal joint, and an incompressible fluid is sealed in the cylinder and the pipe of the cylinder device, The compression force acts on one of the cylinder devices arranged on the same side before and after the traveling direction of the vehicle to restrict the front carriage and the rear carriage from tilting in the same direction in the vehicle width direction with respect to the vehicle body. At the same time, it is possible to allow the front carriage and the rear carriage to be inclined in different directions in the vehicle width direction, respectively.   A railway vehicle comprising the vehicle body support device according to claim 1.

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