JP4234046B2 - Axle load compensation mechanism for railway powered vehicles - Google Patents

Axle load compensation mechanism for railway powered vehicles Download PDF

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Publication number
JP4234046B2
JP4234046B2 JP2004098360A JP2004098360A JP4234046B2 JP 4234046 B2 JP4234046 B2 JP 4234046B2 JP 2004098360 A JP2004098360 A JP 2004098360A JP 2004098360 A JP2004098360 A JP 2004098360A JP 4234046 B2 JP4234046 B2 JP 4234046B2
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coupling
load compensation
compensation mechanism
powered vehicle
railway
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JP2005280518A (en
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実 鈴木
栄一 前橋
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Railway Technical Research Institute
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/045—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on different axles on the same side of the vehicle, i.e. the left or the right side
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B60G2200/132—Independent suspensions with longitudinal arms only with a single trailing arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/81—Interactive suspensions; arrangement affecting more than one suspension unit front and rear unit
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • B60G2206/111—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link of adjustable length
    • B60G2206/1116—Actively adjustable during driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/10—Railway vehicles

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Description

本発明は、鉄道動力車両用軸重補償機構に関するものである。   The present invention relates to a axle load compensation mechanism for a railway power vehicle.

電気機関車、ディーゼル機関車、電車、気動車等の動力を有する、鉄道動力車両には、例えば、通常の電気機関車の場合、車軸毎に１６．８ｔの荷重がかかる。   For example, in the case of a normal electric locomotive, a load of 16.8 t is applied to a railway-powered vehicle having power such as an electric locomotive, a diesel locomotive, a train, and a train.

そのため、鉄道車両の加速時および減速時には台車や車体の慣性力（牽引荷重等）により軸重抜けが発生する。
なし For this reason, when the railway vehicle is accelerating and decelerating, the axle load is lost due to the inertial force (traction load, etc.) of the carriage and the vehicle body.
None

図６は鉄道車両の力行時の挙動を示す模式図、図７は図６のＡ部拡大図である。   FIG. 6 is a schematic diagram showing the behavior of the railway vehicle during power running, and FIG. 7 is an enlarged view of part A of FIG.

この図において、１０１は鉄道動力車両、１０２は前方の台車、１０３は後方の台車、１０４は前方の前輪、１０５は前方の後輪、１０６は後方の前輪、１０７は後方の後輪、１０８は後続の従属車である。   In this figure, 101 is a railway powered vehicle, 102 is a front carriage, 103 is a rear carriage, 104 is a front wheel, 105 is a front rear wheel, 106 is a rear front wheel, 107 is a rear rear wheel, and 108 is a rear wheel. It is a subsequent dependent vehicle.

このような鉄道動力車両１０１の力行時には軸重が移動して前方の前輪１０４が浮き上がり、駆動力や制動力の低減が起きる。また、登坂の場合は、前方の前輪１０４が、降坂の場合は後方の後輪１０７が浮き上がる。   When such a railway powered vehicle 101 is powered, the axle load moves and the front front wheel 104 is lifted, and the driving force and braking force are reduced. Further, in the case of climbing, the front wheel 104 in the front is lifted, and in the case of descending, the rear wheel 107 in the rear is lifted.

本発明は、上記状況に鑑みて、鉄道動力車両の加速時および減速時の慣性力（牽引荷重等）による軸重抜けの発生を防止して、駆動力や制動力の低減を抑制するための軸重補償機構を提供することを目的とする。   In view of the above situation, the present invention is to prevent the occurrence of shaft weight loss due to inertial force (traction load, etc.) during acceleration and deceleration of a railway-powered vehicle, and to suppress reduction in driving force and braking force. An object of the present invention is to provide an axle load compensation mechanism.

本発明は、上記目的を達成するために、
〔１〕２軸ボギー台車を有する鉄道動力車両用軸重補償機構において、前後の軸梁の台車側に配置されるリンクアームと、その前後のリンクアームの先端に連結される結合・切断機構とを備え、台車の浮き上がりにより１位側の輪重を支持する軸バネが伸張すると、前記結合・切断機構を結合させ、２位側の輪重を支持する軸バネを収縮させることにより、１位側の軸バネを押さえ、輪重移動を低減することを特徴とする。 In order to achieve the above object, the present invention provides
[1] In a rail load compensation mechanism for a railway powered vehicle having a two-axis bogie, a link arm disposed on the carriage side of the front and rear axle beams, and a coupling / cutting mechanism coupled to the front ends of the front and rear link arms; When the shaft spring that supports the first wheel load is extended by the lift of the carriage, the coupling / cutting mechanism is coupled and the shaft spring that supports the second wheel load is contracted to first position. It is characterized by holding down the side shaft spring and reducing wheel load movement.

〔２〕上記〔１〕記載の鉄道動力車両用軸重補償機構において、前記軸バネの伸長を検出するセンサを設け、このセンサからの情報に基づいて前記結合・切断機構を結合させることを特徴とする。 [2] The rail load compensation mechanism for a railway powered vehicle according to [1], wherein a sensor for detecting extension of the shaft spring is provided, and the coupling / cutting mechanism is coupled based on information from the sensor. And

〔３〕上記〔１〕記載の鉄道動力車両用軸重補償機構において、前記結合・切断機構が電磁クラッチであることを特徴とする。   [3] The rail load compensation mechanism for a railway powered vehicle according to [1], wherein the coupling / disconnection mechanism is an electromagnetic clutch.

〔４〕上記〔３〕記載の鉄道動力車両用軸重補償機構において、前記電磁クラッチが電磁石吸着式クラッチであることを特徴とする。   [4] The rail load compensating mechanism for a railway powered vehicle according to [3], wherein the electromagnetic clutch is an electromagnet adsorption clutch.

〔５〕上記〔１〕記載の鉄道動力車両用軸重補償機構において、前記結合・切断機構が圧電ゴムクラッチであることを特徴とする。   [5] The axle load compensation mechanism for a railway powered vehicle according to [1], wherein the coupling / disconnection mechanism is a piezoelectric rubber clutch.

本発明によれば、鉄道動力車両の加速時および減速時の慣性力（牽引荷重等）による軸重抜けの発生を防止して、駆動力や制動力の低減を抑制することができる。   ADVANTAGE OF THE INVENTION According to this invention, generation | occurrence | production of the shaft weight omission by the inertia force (traction load etc.) at the time of acceleration and deceleration of a railway power vehicle can be prevented, and reduction of driving force and braking force can be suppressed.

本発明の２軸ボギー台車を有する鉄道動力車両用軸重補償機構は、前後の軸梁の台車側にリンクアームと、その前後のリンクアームの先端に連結される結合・切断機構とを備え、台車の浮き上がりにより１位側の輪重を支持する軸バネが伸張すると、前記結合・切断機構を結合させ、２位側の輪重を支持する軸バネを収縮させることにより、１位側の軸バネを押さえ、輪重移動を低減する。 A rail load compensation mechanism for a railway powered vehicle having a two-axis bogie of the present invention includes a link arm on the carriage side of the front and rear axle beams, and a coupling / cutting mechanism connected to the front ends of the front and rear link arms, When the shaft spring supporting the first wheel load is extended by the lift of the carriage, the coupling / cutting mechanism is coupled , and the shaft spring supporting the second wheel load is contracted to contract the first shaft. Press the spring to reduce wheel load movement.

以下、本発明の実施の形態について詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail.

図１は本発明の実施例を示す軸梁リンク機構を有する軸重補償機構の台車の模式図、図２はその軸梁リンク機構の動作説明図である。   FIG. 1 is a schematic diagram of a bogie of an axial load compensation mechanism having an axial beam link mechanism showing an embodiment of the present invention, and FIG. 2 is an operation explanatory view of the axial beam link mechanism.

この図において、図１（ａ）は通常状態の台車を示しており、図１（ｂ）は力行時もしくは登坂時の台車を示している。   In this figure, FIG. 1 (a) shows a trolley in a normal state, and FIG. 1 (b) shows a trolley during powering or climbing.

これらの図において、１は台車、２は台車１の前方の軸梁支部、３は前方（１位側）の車輪、４は前方の車輪３の軸箱、５は前方の車輪の軸箱４と台車の前方の軸梁支部２間を連結する軸梁、６は台車の前方の軸梁支部２に連結されるリンクアーム、７は台車１と軸箱４との間の軸ばね、１０は台車の後方の軸梁支部、１１は後方（２位側）の車輪、１２は後方の車輪１１の軸箱、１３は後方の車輪の軸箱１２と台車の後方の軸支部１０間を連結する軸梁、１４は台車の後方の軸梁支部１０に連結されるリンクアーム、１５は台車１と軸箱１２との間の軸ばね、１６は台車１の前後方向の中心点、２１はリンクアーム６と１４の結合と切断が可能な結合・切断機構である。   In these drawings, 1 is a cart, 2 is a shaft beam support portion in front of the cart 1, 3 is a front (first position) wheel, 4 is an axle box of a front wheel 3, and 5 is an axle box 4 of a front wheel. And a shaft beam connecting the shaft beam support 2 at the front of the carriage, 6 a link arm connected to the shaft support 2 at the front of the carriage, 7 a shaft spring between the carriage 1 and the axle box 4, and 10 Axle beam support on the rear side of the carriage, 11 is a rear (second position) wheel, 12 is an axle box of the rear wheel 11, and 13 is connected between the axle box 12 of the rear wheel and the rear axle support 10 of the carriage. An axial beam, 14 is a link arm connected to the axial beam support 10 at the rear of the carriage, 15 is an axial spring between the carriage 1 and the axle box 12, 16 is a center point in the front-rear direction of the carriage 1, and 21 is a link arm. This is a coupling / cutting mechanism capable of coupling and breaking 6 and 14.

そこで、図１（ｂ）に示すように、前方の車輪３が浮き上がる方向に力を受けると、まず、結合・切断機構２１は結合される。台車１に支持された前方のリンクアーム６は矢印Ａのように反時計方向に回動し、結合・切断機構２１を介して、後方のリンクアーム１４も矢印Ｂのように反時計方向に回動し、さらに後方の軸梁１３もまた反時計方向に回動するので、後方の軸ばね１５に力が加わる。すると、台車１は台車１の前後方向の中心点１６を中心として、台車１に反時計方向に回動する力が働き、この力は前方（１位側）の車輪３を押さえる力となり、前方の車輪３の浮き上がりを抑えることにより、軸抜けを防止することができる。   Therefore, as shown in FIG. 1B, when a force is applied in the direction in which the front wheel 3 is lifted, the coupling / cutting mechanism 21 is first coupled. The front link arm 6 supported by the carriage 1 rotates counterclockwise as indicated by an arrow A, and the rear link arm 14 also rotates counterclockwise as indicated by an arrow B via a coupling / cutting mechanism 21. Further, the rear shaft beam 13 also rotates counterclockwise, so that a force is applied to the rear shaft spring 15. Then, the cart 1 has a force that rotates counterclockwise around the center point 16 in the front-rear direction of the cart 1, and this force acts as a force that presses the wheel 3 on the front side (first position side). By preventing the wheel 3 from lifting up, it is possible to prevent the shaft from coming off.

また、結合・切断機構の動作は、あらかじめ勾配地点情報を受けると、結合・切断機構をスタンバイさせておき、台車と軸箱間の応力センサで検知して行わせることができる。   Further, the operation of the coupling / cutting mechanism can be performed by receiving the gradient point information in advance and by setting the coupling / cutting mechanism to standby and detecting it with a stress sensor between the carriage and the axle box.

ここでは、鉄道動力車両の力行時・登坂時について説明したが、同様に降坂時の後輪の浮き上がりを抑制し、その軸抜けを防止できることは言うまでもない。 Here, the description has been made on the power running / climbing of the railway-powered vehicle, but it goes without saying that the lifting of the rear wheel at the time of descending can be similarly suppressed to prevent the shaft from falling off.

この実施例における結合・切断機構２１は、図２に示すように、鉄道動力車両に搭載される制御装置２２により制御され、この制御装置２２に入力される勾配地点情報２３に基づいて結合・切断機構２１の結合・切断を行うことができる。また、台車と車輪間のセンサからの情報に基づいて、制御装置２２により結合・切断機構２１の結合・切断を行うことができる。   As shown in FIG. 2, the coupling / cutting mechanism 21 in this embodiment is controlled by a control device 22 mounted on a railway powered vehicle, and is coupled / cut based on gradient point information 23 input to the control device 22. The mechanism 21 can be connected and disconnected. Further, the coupling / cutting mechanism 21 can be coupled / cut by the control device 22 based on information from the sensor between the carriage and the wheel.

図３はその軸梁リンク機構の連結部の斜視図であり、図３（ａ）はその第１態様の斜視図、図３（ｂ）はその第２態様の斜視図である。   FIG. 3 is a perspective view of a connecting portion of the axial beam link mechanism, FIG. 3 (a) is a perspective view of the first mode, and FIG. 3 (b) is a perspective view of the second mode.

図３（ａ）において、軸箱３１からは軸梁３２が延びており、その先端の支持部３３の両側の軸３４に台車の軸支部（図示なし）が固定される。その支持部３３の下方にアーム３５が追加され、そのアーム３５に又状の先端部を有する継ぎ手のアーム３６が連結されリンクアームが構成される。   In FIG. 3A, a shaft beam 32 extends from the shaft box 31, and a shaft support portion (not shown) of the carriage is fixed to the shafts 34 on both sides of the support portion 33 at the tip thereof. An arm 35 is added below the support portion 33, and a joint arm 36 having a distal end portion is connected to the arm 35 to constitute a link arm.

図３（ｂ）において、軸箱３１からは軸梁３２が延びており、その先端の支持部４１の両側の軸４２に台車が固定される。その支持部４１の下方に二本のアーム４３が追加され、そのアーム４３に継ぎ手のアーム４４が連結されリンクアームが構成される。   In FIG. 3B, a shaft beam 32 extends from the axle box 31, and a carriage is fixed to the shafts 42 on both sides of the support portion 41 at the tip thereof. Two arms 43 are added below the support portion 41, and a joint arm 44 is connected to the arms 43 to form a link arm.

ここで、アーム３５，４３と継ぎ手のアーム３６，４４の連結部には図示しないがゴムを挿入することにより、弾力性を持たせるように構成することが望ましい。   Here, although not shown, it is desirable that rubber be inserted into the connecting portion between the arms 35 and 43 and the joint arms 36 and 44 to provide elasticity.

また、その結合・切断機構は機械式クラッチ、流体式クラッチや電磁式クラッチなどで構成することができる。   The coupling / disconnection mechanism can be constituted by a mechanical clutch, a fluid clutch, an electromagnetic clutch, or the like.

図４はその軸梁リンク機構の結合・切断機構（その１）の模式図である。   FIG. 4 is a schematic diagram of the coupling / cutting mechanism (part 1) of the axial beam link mechanism.

この図において、結合・切断機構５１は、両方のアーム５２，５３の先端部に吸着体５４と５５が同一軸上に配置され、それらの吸着体５４と５５の側部（または上下）に電磁コイル５８と５９を備えた吸着体５６と５７が配置されている。そこで、電磁コイル５８と５９の励磁により吸着体５４と５５に対し、吸着体５６と５７が互いに吸着されて、クラッチがオン状態となり、電磁コイル５８と５９の消磁により、吸着体５４と５５に対する吸着体５６と５７の吸着が解消し、クラッチがオフ状態となる。   In this figure, in the coupling / cutting mechanism 51, adsorbers 54 and 55 are arranged on the same axis at the tips of both arms 52 and 53, and electromagnetic waves are placed on the sides (or top and bottom) of these adsorbers 54 and 55. Adsorbers 56 and 57 having coils 58 and 59 are arranged. Therefore, the adsorbers 56 and 57 are attracted to the adsorbers 54 and 55 by the excitation of the electromagnetic coils 58 and 59, and the clutch is turned on. The demagnetization of the electromagnetic coils 58 and 59 causes the adsorbers 54 and 55 to The adsorption of the adsorbers 56 and 57 is eliminated, and the clutch is turned off.

このようなクラッチの構成とすることにより、制御装置からの指令により高速な結合・切断動作を行わせることができ、即応性がある。   By adopting such a clutch configuration, a high-speed coupling / disconnection operation can be performed in response to a command from the control device, and there is a quick response.

なお、電磁クラッチとしては、これ以外にも、電磁粉末クラッチ、渦電流クラッチなどを用いることでできる。   In addition to this, an electromagnetic powder clutch, an eddy current clutch, or the like can be used as the electromagnetic clutch.

図５はその軸梁リンク機構の結合・切断機構（その２）の模式図である。   FIG. 5 is a schematic diagram of the coupling / cutting mechanism (part 2) of the axial beam link mechanism.

この図において、結合・切断機構６１は、両方のアーム６２，６３の先端部に互いに突起体６４，６５を噛み合わせ、その空間部に圧電ゴム６６を装着する。そこで、圧電ゴム６６に電圧Ｖを印加すると、圧電ゴム６６の弾性率は高くなり、突起体６４，６５が固く結合して、クラッチがオン状態となり、電圧Ｖの印加を解くと、圧電ゴム６６の弾性率は低くなり、突起体６４と６５はそれぞれ自由にスライドできようになり、クラッチがオフ状態となる。なお、図５において、６７はリード線である。   In this figure, the coupling / cutting mechanism 61 meshes the protrusions 64 and 65 with the distal ends of both arms 62 and 63, and mounts the piezoelectric rubber 66 in the space. Therefore, when the voltage V is applied to the piezoelectric rubber 66, the elastic modulus of the piezoelectric rubber 66 is increased, the protrusions 64 and 65 are firmly coupled, the clutch is turned on, and when the voltage V is released, the piezoelectric rubber 66 is released. Thus, the protrusions 64 and 65 can slide freely, and the clutch is turned off. In FIG. 5, 67 is a lead wire.

このように構成すると、結合・切断機構６１は、結合・切断動作は高速であるとともに、結合時においても弾性的な結合を行わせることができ、アームリンクによるショックをやわらげることができる。   If comprised in this way, the coupling | bonding / cutting | disconnection mechanism 61 can perform the coupling | bonding / cutting | disconnection operation | movement at high speed, can perform elastic coupling | bonding also at the time of coupling | bonding, and can ease the shock by an arm link.

また、機械式クラッチ、流体式クラッチをも採用することができ、弾性体を適宜組み合わせることにより、アームリンクによるショックをやわらげることができる。   Moreover, a mechanical clutch and a fluid clutch can also be employed, and the shock caused by the arm link can be reduced by appropriately combining elastic bodies.

なお、本発明は上記実施例に限定されるものではなく、本発明の趣旨に基づき種々の変形が可能であり、これらを本発明の範囲から排除するものではない。   In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

本発明の軸重補償機構は、鉄道動力車両の車輪の浮き上がりを抑制可能であるため、鉄道動力車両へ好適である。   The axle load compensation mechanism of the present invention is suitable for a railway powered vehicle because it can suppress the lifting of the wheels of the railway powered vehicle.

本発明の実施例を示す軸梁リンク機構を有する軸重補償機構の台車の模式図である。It is a schematic diagram of the bogie of the axle load compensation mechanism which has an axial beam link mechanism which shows the Example of this invention. 本発明の実施例を示す軸梁リンク機構の動作説明図である。It is operation | movement explanatory drawing of the axial beam link mechanism which shows the Example of this invention. 本発明の実施例を示す軸梁リンク機構の連結部の斜視図である。It is a perspective view of the connection part of the axial beam link mechanism which shows the Example of this invention. 本発明の実施例を示す軸梁リンク機構の結合・切断機構（その１）の模式図である。It is a schematic diagram of the coupling / cutting mechanism (part 1) of the axial beam link mechanism showing the embodiment of the present invention. 本発明の実施例を示す軸梁リンク機構の結合・切断機構（その２）の模式図である。It is a schematic diagram of the coupling / cutting mechanism (part 2) of the axial beam link mechanism showing the embodiment of the present invention. 従来の鉄道車両の力行時の挙動を示す模式図である。It is a schematic diagram which shows the behavior at the time of the power running of the conventional railway vehicle. 図６のＡ部拡大図である。It is the A section enlarged view of FIG.

符号の説明Explanation of symbols

１ 台車
２ 台車の前方の軸梁支部
３ 前方（１位側）の車輪
４ 前方の車輪の軸箱
５ 前方の軸梁
６ 前方のリンクアーム
７ 前方の軸ばね
１０ 台車の後方の軸梁支部
１１ 後方（２位側）の車輪
１２ 後方の車輪の軸箱
１３ 後方の軸梁
１４ 後方のリンクアーム
１５ 後方の軸ばね
１６ 台車の前後方向の中心点
２１，５１，６１ 結合・切断機構
２２ 制御装置
２３ 勾配地点情報
３１ 軸箱
３２ 軸梁
３３，４１ 支持部
３４，４２ 両側の軸
３５，５２，５３，６２，６３ アーム
３６ 又状の端部を有する継ぎ手のアーム
４３ 二本のアーム
４４ 継ぎ手のアーム
５４，５５ 円板状吸着体
５６，５７ バネ
５８ 電磁コイル
６４，６５ 突起体
６６ 圧電ゴム
６７ リード線 DESCRIPTION OF SYMBOLS 1 Carriage 2 Axle beam support part ahead of 3 trucks 3 Wheel of front (1st side) 4 Shaft box of front wheel 5 Front axle beam 6 Front link arm 7 Front axle spring 10 Rear axle beam support part 11 of dolly Rear (second position) wheel 12 Rear wheel axle box 13 Rear axle beam 14 Rear link arm 15 Rear axle spring 16 Center point in the longitudinal direction of the carriage 21, 51, 61 Coupling / cutting mechanism 22 Control device 23 Inclination point information 31 Axle box 32 Axle beam 33, 41 Support part 34, 42 Axes 35, 52, 53, 62, 63 on both sides Arm 36 Joint arm with a pair of ends 43 Two arms 44 Joint Arm 54, 55 Disc-shaped adsorbent 56, 57 Spring 58 Electromagnetic coil 64, 65 Projection body 66 Piezoelectric rubber 67 Lead wire

Claims (5)

２軸ボギー台車を有する鉄道動力車両用軸重補償機構において、
（ａ）前後の軸梁の台車側に配置されるリンクアームと、
（ｂ）該前後のリンクアームの先端に連結される結合・切断機構とを備え、
（ｃ）台車の浮き上がりにより１位側の輪重を支持する軸バネが伸張すると、前記結合・切断機構を結合させ、２位側の輪重を支持する軸バネを収縮させることにより、１位側の軸バネを押さえ、輪重移動を低減することを特徴とする鉄道動力車両用軸重補償機構。 In the axle load compensation mechanism for a railway powered vehicle having a two-axis bogie,
(A) a link arm disposed on the cart side of the front and rear shaft beams;
(B) a coupling / cutting mechanism coupled to the front and rear ends of the front and rear link arms;
(C) When the shaft spring that supports the first wheel load is extended due to the lift of the carriage, the coupling / cutting mechanism is coupled , and the shaft spring that supports the second wheel load is contracted to move the first position. A rail load compensation mechanism for a railway powered vehicle, characterized in that a wheel spring is pressed to reduce wheel load movement. 請求項１記載の鉄道動力車両用軸重補償機構において、前記軸バネの伸長を検出するセンサを設け、該センサからの情報に基づいて前記結合・切断機構を結合させることを特徴とする鉄道動力車両用軸重補償機構。 2. A rail load compensation mechanism for a railway powered vehicle according to claim 1, wherein a sensor for detecting extension of the shaft spring is provided, and the coupling / cutting mechanism is coupled based on information from the sensor. Axle load compensation mechanism for vehicles. 請求項１記載の鉄道動力車両用軸重補償機構において、前記結合・切断機構が電磁クラッチであることを特徴とする鉄道動力車両用軸重補償機構。   The axle load compensation mechanism for a railway powered vehicle according to claim 1, wherein the coupling / disconnection mechanism is an electromagnetic clutch. 請求項３記載の鉄道動力車両用軸重補償機構において、前記電磁クラッチが電磁石吸着式クラッチであることを特徴とする鉄道動力車両用軸重補償機構。   The axle load compensation mechanism for a railway powered vehicle according to claim 3, wherein the electromagnetic clutch is an electromagnet adsorption clutch. 請求項１記載の鉄道動力車両用軸重補償機構において、前記結合・切断機構が圧電ゴムクラッチであることを特徴とする鉄道動力車両用軸重補償機構。   The axle load compensation mechanism for a railway powered vehicle according to claim 1, wherein the coupling / disconnection mechanism is a piezoelectric rubber clutch.
JP2004098360A 2004-03-30 2004-03-30 Axle load compensation mechanism for railway powered vehicles Expired - Fee Related JP4234046B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2004098360A JP4234046B2 (en) 2004-03-30 2004-03-30 Axle load compensation mechanism for railway powered vehicles

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Application Number Priority Date Filing Date Title
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JP4234046B2 true JP4234046B2 (en) 2009-03-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106627031A (en) * 2016-12-19 2017-05-10 安徽天裕汽车零部件制造有限公司 Double-swing-arm linkage suspension

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102463867A (en) * 2010-11-10 2012-05-23 李欣 Suspension device of automobile
KR101417982B1 (en) 2012-12-21 2014-07-09 한국철도기술연구원 suspension apparatus for railway vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106627031A (en) * 2016-12-19 2017-05-10 安徽天裕汽车零部件制造有限公司 Double-swing-arm linkage suspension
CN106627031B (en) * 2016-12-19 2019-09-27 涡阳凯达机械制造有限公司 A kind of double oscillating arms linked suspension

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