JP4810015B2 - Axle spring device for railway vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an axial spring device for a railway vehicle. More specifically, the present invention relates to a railcar shaft spring device that is used between a carriage frame and a shaft box so as to absorb and relieve the snake behavior of the railcar and the impact during vertical movement.
[0002]
[Prior art]
As shown in FIG. 5, a shaft spring device that has been generally used conventionally is a shaft formed by alternately laminating a plurality of cylindrical metal plates 11 and a cylindrical elastic rubber 12 in a concentric state in the radial and outer directions. The spring 13 is composed of a single body, and the shaft spring 13 is used between the carriage frame and the axle box in a state where the axis is vertically vertical at both the front and rear positions of the center of the axle.
[0003]
[Problems to be solved by the invention]
The recent trend in the conventional general shaft spring device as described above is that the elastic rubber constituting the shaft spring 13 is used to prevent derailment or the like during curve traveling when the vehicle weight is small such as when the vehicle is empty. There are increasing cases in which soft rubber is used as 12 and the spring constant of the entire shaft spring 13 is set low.
[0004]
However, if the spring constant is set low in this way, for example, when a large vehicle body weight exceeding the capacity is loaded, the elastic rubber 12 is greatly bent and cracks or creeps, which adversely affects its durability. Arise. Further, if the creep is large, the metal plate 11 of the shaft spring 13 may touch the bogie frame and an unexpected impact may occur when the vehicle travels.
[0005]
On the other hand, if the spring constant is set high in order to reduce cracks and creep of the elastic rubber 12, the followability during curve running when the vehicle body weight is small, such as when the vehicle is empty, may cause derailment and the like. There is a problem that could be.
[0006]
The present invention has been made in view of the above-mentioned circumstances, and exhibits cracking and creep of rubber when the weight of the vehicle more than the capacity is large, while exhibiting excellent characteristics of followability when the vehicle weight is small such as when empty. An object of the present invention is to provide a railcar shaft spring device that can be reduced to improve durability.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, an axial spring device for a railway vehicle according to the present invention includes a main shaft spring formed by alternately laminating a plurality of cylindrical metal plates and a cylindrical elastic rubber in a concentric state in the radial and outer directions. It is interposed between the bogie frame and the axle box in a state where the axis is vertically vertical, and is fixedly arranged at the upper end of the innermost small cylindrical metal plate that is the central part of the main shaft spring. When the auxiliary shaft spring is provided in a state in which a separation dimension is set between the upper end surface thereof and the lower end surface of the bogie frame , the auxiliary shaft spring becomes the main shaft spring when the vehicle body weight reaches a capacity or near the capacity. It is comprised so that a spring action may be exhibited in cooperation with.
[0008]
According to the present invention having the above-described configuration, when the vehicle weight is small, such as when the vehicle is empty, the capacity of the capacity is greater than or equal to the capacity of the capacity while exhibiting excellent characteristics of low followability of the spring constant by the spring action of the main shaft spring alone When the body weight is heavy, the main shaft spring and the auxiliary shaft spring cooperate to exert a spring action with a high spring constant, reducing cracks and creep of elastic rubber in the main shaft spring and improving its durability. It is.
[0009]
In the railcar shaft spring device according to the present invention, it is desirable that the auxiliary shaft spring is fixedly disposed at the upper end portion of the innermost small-diameter cylindrical metal plate, which is the central portion of the main shaft spring , and the auxiliary shaft is provided. The spring may be a single elastic rubber, a laminated rubber, or a coiled spring, but a spring composed of a laminated structure of elastic rubber and a metal plate has its own durability. Most preferable from the viewpoint.
[0010]
Further, as an auxiliary shaft spring of the railcar shaft spring device according to the present invention, a cross-sectional trapezoidal shape in which the contact area with the bogie frame sequentially increases as the elastic displacement increases or a shape similar thereto is used. Has a characteristic that the amount of deflection increases almost linearly with an increase in the weight of the vehicle body, can be easily set so as to increase the effect of reducing cracks and creep of the elastic rubber, and the durability can be further improved.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a longitudinal sectional view of a main part of a railcar shaft spring device according to the present invention. The shaft spring device 10 includes a main shaft spring 1 and an auxiliary shaft spring 2.
[0012]
The main shaft spring 1 is formed by alternately laminating a plurality of cylindrical metal plates 3 and cylindrical elastic rubbers 4 in a concentric state in the inner and outer diameter directions, and at the lower end of the innermost small cylindrical metal plate 3. Is formed with a mounting seat 5 for a shaft box, which will be described later, and a fitting portion 6 for a bogie frame, which will be described later, is formed at the upper end of the outermost large cylindrical metal plate 3.
[0013]
The auxiliary shaft spring 2 is composed of a laminated structure of a disk-shaped elastic rubber 2 a and a disk-shaped metal plate 2 b, and the innermost small-diameter cylindrical metal plate 3 that is the central portion of the main shaft spring 1. It is fixedly arranged at the upper end of the. The distance L between the upper end surface of the auxiliary shaft spring 2 and the lower end surface of the carriage frame that is fitted into the fitting portion 6 is the auxiliary shaft spring 2 when the vehicle body weight (total vehicle weight) is empty or less than the capacity. Is set to such a value that the auxiliary shaft spring 2 cooperates with the main shaft spring 1 to exhibit the spring action when the weight of the vehicle body exceeds the capacity.
[0014]
As shown in FIG. 2, the shaft spring device 10 having the above-described configuration is arranged between the carriage frame 8 and the axle box 9 in a state where the axis line “a” is vertically vertical at both front and rear positions of the center of the axle 7 in the railway vehicle. It is used intervening. When the weight of the vehicle body is small or less than the capacity in such a use form, only the main shaft spring 1 acts as a spring, and as is apparent from the characteristic diagram of FIG. The main shaft spring 1 and the auxiliary shaft spring 2 cooperate when the vehicle body weight is large, such as when the vehicle is full, exceeding the capacity, while exhibiting excellent characteristics that do not cause derailment or the like when driving on a curve. The non-linear characteristic that increases the spring constant of the shaft spring device 10 as a whole is exerted, reducing the occurrence of cracks and creep of the elastic rubber 4 in the main shaft spring 1, and improving its durability. It is possible to plan.
[0015]
In the above embodiment, the auxiliary shaft spring 2 is composed of a laminated structure of the elastic rubber 2a and the metal plate 2b, but instead of this, the elastic rubber alone, laminated rubber or coil spring is used. May be used.
[0016]
In addition, as shown in FIG. 4, when using the auxiliary shaft spring 2 having a cross-sectional trapezoidal shape in which the contact area with the carriage frame 8 sequentially increases as the elastic displacement increases or a shape similar thereto, The characteristic of increasing the amount of deflection with respect to the increase in the weight of the vehicle body almost linearly is obtained, and it is easy to set so as to increase the effect of reducing cracks and creep of the elastic rubber 4 of the main shaft spring 1, and the durability is further improved. I can plan.
[0017]
【The invention's effect】
As described above, according to the present invention, when the weight of the vehicle body is small, such as when the vehicle is empty, the weight of the vehicle body is greater than the capacity or near the capacity, while exhibiting excellent characteristics with low followability of the spring constant. Has an effect that the combined use of the main and auxiliary shaft springs exerts a spring action having a high spring constant, reduces cracks and creep of the elastic rubber in the main shaft springs, and improves the durability thereof.
[0018]
In particular, according to the invention described in claim 4, in addition to the above-described effect, a characteristic that increases the amount of deflection almost linearly with respect to an increase in the weight of the vehicle body can be obtained, and the effect of reducing cracks and creep of elastic rubber can be obtained. It is easy to set so as to increase the durability, and the durability of the entire shaft spring device can be further improved.
[Brief description of the drawings]
FIG. 1 is a longitudinal sectional view of a railcar shaft spring device according to the present invention.
FIG. 2 is a side view of a main part showing a usage state of the coaxial spring device.
FIG. 3 is a characteristic diagram showing a relationship between a vehicle body weight and a deflection amount of the coaxial spring device.
FIG. 4 is an enlarged vertical cross-sectional view of a main part showing another embodiment of a railcar shaft spring device according to the present invention.
FIG. 5 is a longitudinal sectional view of a conventional general railway vehicle shaft spring device.
[Explanation of symbols]
1 Main shaft spring 2 Auxiliary shaft spring 2a Elastic rubber 2b Metal plate 3 Cylindrical metal plate 4 Cylindrical elastic rubber 8 Bogie frame 9 Shaft box

Claims (3)

A main shaft spring formed by concentrically laminating a plurality of cylindrical metal plates and a cylindrical elastic rubber in the inner and outer directions is interposed between the carriage frame and the axle box in a state where the axis is vertically vertical. And an auxiliary shaft spring fixedly disposed at the upper end of the innermost small cylindrical metal plate, which is the central portion of the main shaft spring, is spaced between the upper end surface and the lower end surface of the carriage frame. A railcar shaft that is configured in such a manner that the auxiliary shaft spring cooperates with the main shaft spring to exert a spring action when the dimensions are set and the weight of the vehicle becomes a capacity or near the capacity. Spring device. The rail spring shaft spring device according to claim 1, wherein the auxiliary shaft spring has a laminated structure of an elastic rubber and a metal plate . 3. The railcar shaft spring device according to claim 1 or 2, wherein the auxiliary shaft spring is formed in a cross-sectional trapezoidal shape or a shape similar to the trapezoidal shape in which the contact area with the bogie frame increases sequentially as the elastic displacement increases .

Images