JP2023171031A - Railroad vehicle - Google Patents

Abstract

To provide a railroad vehicle which efficiently transmits exciting force from a truck to an underframe via a yaw damper and a yaw damper support part, has sufficient strength and can reduce manufacturing manhours.SOLUTION: A railroad vehicle includes: an underframe extending in a longitudinal direction of the railroad vehicle; a side structural body extending from an end part of the underframe in a height direction of the railroad vehicle; a body bolster corresponding to a position of a truck in the longitudinal direction of the railroad vehicle and located on a lower side of the underframe; a yaw damper extending from the truck in the longitudinal direction of the railroad vehicle; and a yaw damper support member connected to one end of the yaw damper with the other end connected to body bolster. Then, the body bolster is configured to be integrally pushed out in the longitudinal direction of the railroad vehicle in a uniform cross section on an outer side from the side structural body in a width direction of the railroad vehicle, and has a support structure part connected to the yaw damper support member.SELECTED DRAWING: Figure 4

Description

TECHNICAL FIELD The present invention relates to a railway vehicle.

A railway vehicle is composed of a railway vehicle body and a bogie. A railway vehicle structure generally includes an underframe that forms the floor surface, a side structure that stands up at the widthwise end of the underframe and forms the side, and a gable that stands up at the longitudinal end of the underframe. It is a hexahedral structure composed of a body structure and a roof structure provided on the upper part of the side structure and the end structure. In recent years, with the aim of reducing weight and improving manufacturability, roof structures, side structures, and underframes have been manufactured using aluminum alloy hollow extruded sections consisting of two opposing face plates and a plurality of ribs that connect these face plates. The method of composing and assembling it into a railway vehicle structure is becoming widespread.

A bogie that supports the railway vehicle structure is provided below the underframe that forms the floor surface. The part of the underframe that supports the bogie is equipped with pillow beams, which are strength members, and the traction force and braking force (force in the longitudinal direction of the railway vehicle) transmitted from the bogie to the car body are transmitted to the railway vehicle through these pillow beams. transmitted to the structure.

A yaw damper support part to which a yaw damper that suppresses yawing of the bogie turning in a horizontal plane during high-speed running is connected is provided at the end in the width direction of the body support. One end of the yaw damper is connected to a yaw damper support portion connected to the underframe (structure), and the other end of the yaw damper is connected to a bogie frame forming the bogie to suppress yawing of the bogie.

Patent Document 1 discloses an underframe structure for a railway vehicle that can reduce out-of-plane bending stress that occurs in the upper flange and the lower flange when a couple acts on the lower flange at the fastening position of the bolster anchor or the yaw damper support bracket. .

Japanese Patent Application Publication No. 2014-125138

As the speed of a railway vehicle increases, the load transmitted from the bogie affected by track irregularities to the yaw damper and then to the underframe via the yaw damper support portion tends to increase. For this reason, the yaw damper receiver, which is the part that fixes the yaw damper support to the underframe, is caused by track irregularities and the excitation force that acts in the rail direction and vertical direction increases, causing problems in the yaw damper receiver. There are cases.

The object of the present invention is to efficiently transmit the excitation force transmitted from the bogie to the underframe via the yaw damper and the yaw damper support part to the railway vehicle structure, provide sufficient strength, and reduce the number of manufacturing steps. The aim is to provide railway vehicles that can

One aspect of a railway vehicle that solves the above problems includes an underframe that extends in the longitudinal direction of the railway vehicle, a side structure that extends from the end of the underframe in the height direction of the railway vehicle, and a position of the bogie in the longitudinal direction of the railway vehicle. A yaw damper support member is connected to one end of the yaw damper and the other end is connected to the pillow support member. Be prepared. The pillow cross section has a support structure part that is integrally extruded with a uniform cross section in the longitudinal direction of the railway vehicle outside the side structures in the width direction of the railway vehicle, and is connected to the yaw damper support member.

According to the present invention, the excitation force transmitted from the bogie to the underframe via the yaw damper and the yaw damper support part is efficiently transmitted to the railway vehicle structure, and it has sufficient strength and reduces the number of manufacturing steps. We can provide rail vehicles that can

FIG. 1 is a side view of the railway vehicle structure. FIG. 2 is a sectional view taken along line AA around the yaw damper receiving portion in FIG. FIG. 3 is a BB sectional view around the yaw damper receiving portion in FIG. 1. FIG. 4 is a sectional view of the yaw damper receiving portion according to the first embodiment. FIG. 5 is a sectional view of a yaw damper receiving portion according to the second embodiment. FIG. 6 is a sectional view of a yaw damper receiving portion according to the third embodiment. FIG. 7 is a sectional view of a yaw damper receiving portion according to the fourth embodiment. FIG. 8 is a cross-sectional view of the yaw damper receiving portion according to the fifth embodiment, and is a cross-sectional view before assembly. FIG. 9 is a sectional view of the yaw damper receiving portion according to the fifth embodiment, and is a sectional view after assembly.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Below, embodiments for carrying out the invention will be described with reference to the drawings.

The term "railway vehicle" is a general term for vehicles that operate along the laid track 5, and includes streetcars, new transportation system vehicles, monorail vehicles, and the like. Embodiments will be described by illustrating the configuration of a railway vehicle as a representative example.

First, define each direction. The longitudinal (rail) direction of the railway vehicle is the x direction, the width (sleeper) direction of the railway vehicle is the y direction, and the height direction of the railway vehicle is the z direction. Hereinafter, the directions may be simply referred to as the x direction, y direction, or z direction. A railway vehicle is composed of a railway vehicle body and a bogie. A railway vehicle structure generally includes an underframe that forms the floor surface, a side structure that stands up at the widthwise end of the underframe and forms the side, and a gable that stands up at the longitudinal end of the underframe. It is a hexahedral structure composed of a body structure and a roof structure provided on the upper part of the side structure and the end structure.

FIG. 1 is a side view of a railway vehicle. 2 is a sectional view taken along line AA around the yaw damper receiving part in FIG. 1, and FIG. 3 is a sectional view taken along line BB around the yaw damper receiving part shown in FIG. The structure of the railway vehicle 1 includes an underframe 10 forming the floor, a pair of side structures 20 erected at both ends of the underframe 10 in the y direction, and erected at both ends of the underframe 10 in the x direction. It consists of a pair of end structures (not shown), and a roof structure (not shown) placed on the upper ends of the side structures 20 and the end structures.

The pillow support 12 corresponds to the position of the bogie in the longitudinal direction of the railway vehicle, is located below the underframe 10, and is placed on the upper surface of a suspension device (for example, an air spring, etc.) provided on the bogie 7. This is a strength member that allows the bogie 7 to support the load of the railway vehicle structure. When the underframe 10 is the upper part of the underframe, the pillow support 12 corresponds to the lower part of the underframe.

On some routes, it is required to reduce the width of the underframe 10 of the railway vehicle 1 due to operational constraints. Therefore, as shown in FIG. 2, in order to connect the yaw damper support member 17 to the body pillow 12, it is necessary to extend the body pillow 12 in the y direction (outside the vehicle). A yaw damper receiving portion 14 is provided near the end of the body support 12 in the y direction, the underframe 10 or the side structure 20 in the y direction. The yaw damper support member 17 located outside the underframe 10 is connected to the yaw damper receiving portion 14 with bolts 16 as shown in FIG. 2, or by welding as shown in FIG.

A yaw damper support member 17 that hangs down is provided at the lower end of the yaw damper receiving portion 14 . For example, in order to narrow the width (y direction) of the underframe 10, if the yaw damper support member 17 is also located outside (the y direction of FIG. 3) the yaw damper support member 12 and the side structure 20, the yaw damper receiving portion 14 and the yaw damper A support part 14a is provided. The pillow beam 12, the side structure 20, and the yaw damper receiver support portion 14a are connected by welding at a connecting portion 30 to increase the strength of the connecting portion.

As shown in FIG. 1, a truck 7 having a wheelset that rolls along a track 5 is provided below the support beam 12 forming the underframe 10. The truck 7 includes a yaw damper 8 on the side surface of the truck frame 7a in a manner along the x direction. One end of the yaw damper 8 is connected to the bogie frame 7a, and the other end of the yaw damper 8 is connected to the lower end of the yaw damper support member 17. A force F such as an excitation force is transmitted from the yaw damper 8 to the yaw damper support member 17 at a distance L1 away from the position where the yaw damper support member 17 contacts the pillow beam 12 and the yaw damper receiving portion 14 (see FIG. 3). The upper end of the yaw damper support member 17 is fastened with bolts 16 (see FIG. 2) spaced apart in the x direction via screw seats 15 provided in the upper part of the yaw damper receiving part 14 and inside the pillow support 12. .

On some routes, it is necessary to reduce the width of the underframe 10 of the railway vehicle 1 due to operational constraints, so the yaw damper receiving part 14 is extended to the outside of the vehicle as shown in FIGS. 2 and 3. , the pillow 12, and the side structure 20 by bolts 16 or welding, but this makes it difficult to ensure strength and composition, and increases the number of man-hours required to produce the railway vehicle.

First embodiment

FIG. 4 is a sectional view of the yaw damper receiving portion according to the first embodiment, and corresponds to the BB sectional view in FIG.

As shown in FIG. 1, the railway vehicle includes an underframe 10 extending in the longitudinal direction of the railway vehicle 1, a side structure 20 extending in the height direction of the railway vehicle from the end of the underframe, and a bogie in the longitudinal direction of the railway vehicle 1. 7, a yaw damper 8 extends from the bogie 10 in the longitudinal direction of the railway vehicle 1, and the yaw damper 8 is connected to one end of the yaw damper 8, and the other end is connected to the pillow 12 located below the underframe 10. The yaw damper support member 17 is connected to the yaw damper support member 17.

As shown in FIG. 4, the support structure portion 40 of the pillow support 12 is integrally extruded outward from the side structure 20 in the width direction of the railway vehicle 1 and has a uniform cross section in the longitudinal direction of the railway vehicle 1. It is connected to the yaw damper support member 17.

The support structure portion 40 contacts the underframe 10, the suspension device 13, the yaw damper support member 17, and the side structure 20. The support structure portion 40 is pushed out further to the outside of the railway vehicle (in the y direction) than the side structure 20. That is, the support structure part 40 is integrally extruded with a uniform cross section from the inside to the outside of the railway vehicle in the x direction. That is, the support structure portion 40 extends outside the railway vehicle 1 (in the y direction).

In the railway vehicle shown in FIGS. 1 to 3, the yaw damper support member 17 is located on the outer side of the vehicle in the y direction than the side structure 20, and the yaw damper receiving part 14 is connected to the outer side of the vehicle body in the y direction of the body support 12 by welding. .

On the other hand, the support structure part 40 according to the first embodiment is a member that integrally includes the pillow support 12, the yaw damper receiving part 14, and the yaw damper receiving part support part 14a shown in FIGS. 2-3.

The support structure section 40 has an upper surface plate 101 in contact with the underframe 10, a lower surface plate (suspension device surface) 102 in contact with the suspension device 13 and the yaw damper support member 17, and a structure between the upper surface plate 101 and the lower surface plate 102. It is composed of a plurality of ribs 19 that support two face plates. The lower plate 102 faces the upper plate 101 and contacts the suspension device 13 or the yaw damper support member 17. The plurality of ribs 19 connect the top plate 101 and the bottom plate 102 between the top plate 101 and the bottom plate 102 . The rib 19a on the outside of the vehicle has an inclination so as to connect the ends of the underframe 10 and the yaw damper support member 17.

With this configuration, the strength of the support structure portion 40 can be ensured, and the excitation force transmitted from the truck 7 to the underframe 10 via the yaw damper 8 and the yaw damper receiver support portion 14a can be efficiently transmitted. Can be done. Furthermore, the number of manufacturing steps corresponding to welding of the yaw damper receiving portion 14 and the yaw damper receiving portion supporting portion 14a can be reduced.

Second embodiment

FIG. 5 is a sectional view of a yaw damper receiving portion according to the second embodiment, and corresponds to the BB sectional view in FIG.

A lower plate 103 connected to the yaw damper support member 17 of the pillow 12 is located lower in the height direction of the railway vehicle than the lower plate 102 connected to the suspension device 13 of the pillow 12.

The support structure section 40 includes an upper surface plate 101 in contact with the lower surface of the underframe 10, a lower surface plate (suspension device surface) 102 in contact with the suspension device 13, a lower surface plate 103 in contact with the upper surface of the yaw damper support member 17, and three face plates. It is composed of a plurality of ribs 19 that connect these face plates. A face plate (yaw damper support part surface) 103 in contact with the yaw damper support member 17 is spaced apart from the face plate 102 in contact with the suspension device 13 by a distance L2 downward in the z direction.

In the railway vehicle shown in FIGS. 1 to 3, the yaw damper support member 17 is connected to the lower surface of the body pillow 12 at the same z-direction position as the suspension device 13. The upper end of the yaw damper support member 17 and the lower end of the yaw damper support member 17 connected to the yaw damper 8 are separated by a distance L1 in the z direction, and a force F is applied to the lower end of the yaw damper support member 17 from the yaw damper 8 in the x direction. communicated. In other words, a moment corresponding to the value obtained by multiplying the distance L1 and the force F is generated in the body pillow 12 and the yaw damper receiving portion 14 with which the yaw damper support member 17 is in contact.

The support structure 40 according to the second embodiment is configured such that the suspension device 13 and the yaw damper support member 17 are spaced apart by L2 in the z direction, so the distance L3 between the upper end and the lower end of the yaw damper support member 17 is This corresponds to the value obtained by subtracting the distance L2 from the distance L1 shown in FIGS. 1 to 3, and the yaw damper support member 17 can reduce the moment caused by the force F from the yaw damper 8. By reducing the moment borne by the support structure 40, the support structure 40 can exhibit sufficient strength.

The support structure portion 40 preferably has sufficient rigidity to receive the force F from the yaw damper 8 via the yaw damper support member 17, and for example, may be configured to be longer than the yaw damper support member 17 in the x direction. preferable.

FIG. 5 shows an embodiment in which the support structure 40 is positioned to extend further outward in the y direction than the side structure 20; however, for the purpose of reducing the moment caused by the force F, It is not necessary for the support structure portion 40 to extend further to the outside of the vehicle in the y direction than the side structure 20.

Third embodiment

FIG. 6 is a sectional view of a yaw damper receiving portion according to the third embodiment, and corresponds to the BB sectional view in FIG.

A part of the ribs 19 arranged between the face plates of the support structure section 40 (support structure inner ribs 40c near the suspension device 13) is formed by extending the lower surface plate 102 where the suspension device 13 is in contact with the support structure section 40. be done. In other words, it is configured to extend outward from the side structure 20 at the same height as the first lower plate 102 . Another portion (40d) of the plurality of ribs extends from the end of the yaw damper support member 17 on the suspension device side 13 in the height direction of the railway vehicle. That is, the other part of the rib 19 (support structure inner rib 40d) is configured to extend from the end of the yaw damper support member 17 on the suspension device 13 side in the height direction of the railway vehicle.

The support structure inner rib 40d is connected to the face plate with which the yaw damper support member 17 contacts, changing direction from the extension line of the face plate with which the support structure 40 contacts.

By removing the support structure outer side plate 40e located closer to the suspension device 13 than the support structure inner rib 40c by cutting or the like, it is possible to expand the space between the suspension device 13 and the support structure 40. can. With this configuration, as shown in FIG. 5, the support structure 40 can exhibit sufficient strength, and a sufficient space can be secured so that the support structure 40 does not interfere with the suspension device 13. Therefore, it becomes possible to extend and position the suspension device 13 to the outside of the vehicle in the y direction, and to arrange other members of the railway vehicle.

Fourth embodiment

FIG. 7 is a cross-sectional view of the yaw damper receiving part according to the fourth embodiment, and corresponds to the BB cross-sectional view in FIG. 17).

A part of the face plate of the support structure 40 is thicker than other face plates, and forms a support structure inner convex portion 40e. In other words, the wall thickness at the position connected to the yaw damper support member 17 is thicker than the wall thickness at other locations. As an example, in FIG. 7, a support structure inner convex portion 40g is configured at a position where the yaw damper support member 17 is fastened. By performing processing such as screw processing on the inner protrusion 40g of the support structure, the inner protrusion 40g of the support structure can be used as a screw seat.

In the railway vehicle shown in FIGS. 1 to 3, a screw seat 15 is separately connected to the upper part of the yaw damper receiving part 14 and the inside of the pillow support 12. Since the support structure portion 40 according to the fourth embodiment has the support structure inner convex portion 40g, a screw seat is formed by threading the support structure inner convex portion 40g. Thereby, the strength of the support structure 40 can be ensured, and the excitation force transmitted from the bogie to the underframe via the yaw damper and the yaw damper support can be efficiently transmitted to the railway vehicle structure. . Further, the number of manufacturing steps corresponding to the connection of the screw seat 15 can be reduced.

In the fourth embodiment, an example was shown in which the support structure inner convex portion 40g is configured at a position where the yaw damper support member 17 is fastened, but the support structure inner convex portion 40g is provided in a support structure other than the yaw damper support member 17. It is also applicable to the fastening position with other members to which the portion 40 is connected.

Fifth embodiment

8 and 9 are cross-sectional views of the yaw damper receiving portion according to the fifth embodiment, and correspond to the BB cross-sectional view of FIG. 1. FIG. 8 is a cross-sectional view before assembly, and FIG. 9 is a cross-sectional view after assembly.

At a position where the underframe inner rib 10a of the underframe 10 contacts the face plate of the underframe 10, the underframe outer rib 10b extends from the face plate toward the support structure 40 side and the yaw damper support member.

The support structure part 40 has a slit part 40f for receiving the underframe outer rib 10b, and the support structure part inner rib 40c of the support structure part 40 is connected to the underframe outer rib 10b at a position spaced apart from the slit part 40f in the y direction. is constructed parallel to. The support structure portion 40 is assembled with the structure of the railway vehicle 1 having the underframe 10 and the side structures 20 by inserting the underframe outer rib 10b into the slit portion 40f.

The outer rib 10b of the underframe and the inner rib 40c of the support structure each have a through hole at the same position with respect to the The frame 10 and the support structure 40 are bolted together using bolts 16 and nuts 18.

With the configuration related to the fifth embodiment, the position where the support structure part 40 is connected to the underframe 10 or the side structure 20 is not limited to the connection part 30, and the support structure part 40 can be connected to the underframe 10 or the side structure 20. Connection can be made via the underframe outer rib 10b and the support structure inner rib 40c. With this configuration, a connection position for transmitting the force F from the yaw damper 8 can be provided other than the connection part 30, and the support structure part 40 can exhibit sufficient strength.

In the configuration related to the fifth embodiment shown in FIGS. 8 and 9, an example was shown in which the underframe outer rib 10b and the slit portion 40f are configured continuously in the x direction. The slit portions 40f may be arranged intermittently in the x direction. That is, a plurality of underframe outer ribs 10b and a plurality of slit portions 40f may be provided in correspondence with each other in the x direction.

The underframe outer rib 10b shown in FIGS. 8 and 9 extends from the underframe inner rib 10a and is configured in the same direction as the underframe inner rib 10a, but the underframe outer rib 10b is in a different direction than the underframe inner rib 10a. For example, the underframe may be inclined toward the inside or outside of the railway vehicle.

Although the underframe inner rib 10a shown in FIGS. 8 and 9 is shown in an embodiment configured to be oriented perpendicularly to the z direction, the underframe inner rib 10a is oriented in a direction different from the z direction, for example from the z direction to the y direction. It may be configured to face diagonally with respect to the direction. That is, the underframe outer rib 10b may be configured to extend from the underframe inner rib 10c. Moreover, it may be configured to have an angle with respect to the longitudinal direction of the railway vehicle 1.

8 and 9 show an embodiment in which a convex portion (underframe outer rib 10b) is provided on the outer surface of the underframe 10 and a slit portion for receiving the convex portion is provided in the support structure portion 40. The structure may be such that a convex portion is provided on the outer surface of the underframe 10 , a slit portion is provided in the underframe 10 , and a rib is provided on the underframe 10 that can be bolted to the convex portion of the support structure portion 40 .

In the first to fifth embodiments, the ribs of the support structure 40 are shown facing in the y direction or the z direction, but the support structure 40 is shown facing in a direction different from the y direction or the z direction, for example, from the z direction to the y direction. It may be configured to face diagonally with respect to the direction.

Note that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the embodiments described above are described in detail to explain the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to having all the configurations described. Furthermore, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add, delete, or replace a part of the configuration of each embodiment with other configurations.

1: Railway vehicle
5: Track 7: Dolly 8: Yaw damper 10: Underframe 10a: Underframe inner rib 10b: Underframe outer rib 11: Side beam 12: Pillow beam 13: Suspension device 14: Yaw damper receiver 15: Screw seat 16: Bolt 17 : Yaw damper support member 18: Nut 20: Side structure 30: Connection section 40: Support structure section 101: Top plate 102: Bottom plate (suspension system surface)
103: Bottom plate (yaw damper support surface)
40c: Support structure inner rib 40d: Support structure outer side plate 40e: Support structure inner convex portion 40f: Slit portion

Claims (9)

An underframe extending in the longitudinal direction of the railway vehicle;
a side structure extending from the end of the underframe in the height direction of the railway vehicle;
a pillow beam located below the underframe and corresponding to the position of the bogie in the longitudinal direction of the railway vehicle;
a yaw damper extending from the bogie in the longitudinal direction of the railway vehicle;
a yaw damper support member connected to one end of the yaw damper and the other end connected to the pillow support;
In a railway vehicle equipped with
The pillow beam is configured to be integrally extruded with a uniform cross section in the longitudinal direction of the railway vehicle, outward from the side structure in the width direction of the railway vehicle,
having a support structure connected to the yaw damper support member;
A railway vehicle featuring The railway vehicle according to claim 1,
comprising a suspension device installed between the bogie and the pillow support,
The support structure is
a top plate in contact with the underframe;
a lower plate facing the upper plate and in contact with the suspension device or the yaw damper support member;
A railway vehicle comprising: a plurality of ribs connecting the upper surface plate and the lower surface plate between the upper surface plate and the lower surface plate. The railway vehicle according to claim 2,
comprising a suspension device installed between the bogie and the pillow support,
The support structure is
A lower plate of the pillow beam connected to the yaw damper support member is configured to be located lower in the height direction of the railway vehicle than a lower plate of the pillow column connected to the suspension device;
A railway vehicle featuring The railway vehicle according to claim 2,
The support structure is
a top plate in contact with the underframe;
a first lower plate facing the upper plate and in contact with the suspension device;
a second lower plate facing the upper plate and in contact with the yaw damper support member;
A plurality of ribs connecting the top plate, the first bottom plate, and the second bottom plate between the top plate, the first bottom plate, and the second bottom plate;
Some of the plurality of ribs are configured to extend outward from the side structure at the same height as the first lower plate,
A railway vehicle characterized in that another part of the plurality of ribs extends in the height direction of the railway vehicle from an end of the yaw damper support member on the suspension device side. The railway vehicle according to claim 2,
The lower plate of the support structure section is
The wall thickness at the position connected to the yaw damper support member is configured to be thicker than the wall thickness at other locations;
A railway vehicle featuring The railway vehicle according to claim 3,
The underframe is
It is constructed by being extruded integrally with a uniform cross section in the longitudinal direction of the railway vehicle,
an outer rib extending toward the yaw damper support member;
The support structure is
having a slit portion for receiving the outer rib;
A railway vehicle, wherein at least one of the plurality of ribs of the support structure section is configured to be parallel to the outer rib at a position spaced apart from the slit section. The railway vehicle according to claim 6,
The outer rib of the underframe and the rib of the support structure configured parallel to the outer rib each have through holes at the same position with respect to the longitudinal direction of the railway vehicle,
The outer rib and the rib of the support structure are bolted together through the through hole of the outer rib and the rib of the support structure;
A railway vehicle featuring The railway vehicle according to claim 7,
the outer rib has an inclination from the underframe to the inside or outside of the railway vehicle;
A railway vehicle featuring The railway vehicle according to claim 7,
the outer rib is provided at an angle with respect to the longitudinal direction of the railway vehicle;
A railway vehicle featuring

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