JP4958750B2 - Air spring for rolling stock - Google Patents

Description

  The present invention relates to an air spring for a railway vehicle comprising a plate-like support portion on the vehicle side, a supported portion on the wheel side, and a diaphragm that is airtightly joined to both.

  Some types of air springs for railway vehicles are provided with a cover guide disposed outside the diaphragm in order to restrict over-deformation of the diaphragm made of an elastic material. For example, in the air spring shown in Patent Document 1, the outer peripheral portion of the upper surface plate (plate-like support portion) is extended obliquely downward to provide a circumferential guide (a hook-like contact portion). Further, in the vehicle air spring disclosed in Patent Document 2, the outer peripheral portion of the upper surface plate (plate-like support portion) is also extended to provide rubber so that the extended outer peripheral portion is brought into contact with the upper surface of the diaphragm. It is configured to be stably supported.

  In a railway vehicle, the load acting on the air spring changes due to the vehicle's running curve, vibration, etc., and the diaphragm is compressed, extended, or twisted from the standard state. Thus, excessive movement and deformation of the diaphragm can be regulated.

  That is, in a railway vehicle that employs a bolsterless bogie, one is arranged on each of the left and right sides of the bogie between the vehicle (vehicle body) and the bogie that are connected to each other so as to be relatively rotatable about a vertical axis. In general, the diaphragm in the left and right air springs twists and deforms when passing through a curve, thereby absorbing the relative angle between the vehicle and the carriage. In addition, when the vehicle changes from straight running to curved running or vice versa, the cart and the vehicle may move relative to each other due to running vibration, etc., but at that time, they are absorbed by the torsional deformation of the diaphragm. .

  Although excessive movement and bulging in the lateral direction during torsional deformation of the diaphragm can be regulated by the above-mentioned guide, it is configured to support only the upper surface in consideration of the ease of movement of the diaphragm. For this reason, a bolsterless type in which the diaphragm is deformed relatively greatly has a difficulty in obtaining a sufficient regulating action. Further, when the diaphragm and the guide are twisted in a state where they are in strong contact with each other, both of them are strongly rubbed and easily worn. When the guide and the diaphragm are frequently rubbed, there is a concern that the frictional heat easily damages the rubber diaphragm, and also causes inconvenience at an early stage such as wear and opening of holes.

In addition, as described above, in a railway vehicle using a bolsterless type carriage, the diaphragm is largely twisted in the front-rear direction every time the vehicle travels in a curved direction. In the structure provided over the guide, the guide may disturb the torsional deformation of the diaphragm, and it seems that there is room for improvement as an air spring with a guide in combination with the above-described disadvantages.
JP 2002-276718 A JP 2007-120550 A

  It is an object of the present invention to further reduce the wear caused by rubbing between the guide and the diaphragm by further devising the way and structure of the guide, thereby eliminating inconveniences such as premature wear and the bolsterless type bogie. The present invention is to realize and provide an air spring for a railway vehicle in which the ease of torsional deformation in the front-rear direction is improved.

The invention according to claim 1 is a railway comprising a plate-like support portion 1 on the vehicle side, a supported portion 3 on the wheel side, and a diaphragm 4 that is airtightly joined over both of them. In a vehicle air spring,
A side guide 5 which the diaphragm 4 to regulate from bulging in the lateral direction with respect to the vehicle traveling direction, the Ru provided in the longitudinal direction movable in,
The plate-like support portion 1 is formed in a circular shape along the diaphragm 4 when viewed in the vertical direction, and the side guide 5 is supported on the outer peripheral end of the plate-like support portion 1 so as to be movable in an arc. It is what.

According to a second aspect of the present invention, in the railcar air spring according to the first aspect , the side guide 5 is movably supported via a bearing 11 .

According to a third aspect of the present invention, in the air spring for a railway vehicle according to the first or second aspect, the side surface 5a of the diaphragm guide of the side guide 5 has a curved surface along or substantially along the outer shape of the diaphragm 4. It is characterized by being formed .

  According to the first aspect of the present invention, as will be described in detail in the section of the embodiment, excessive lateral deformation (expansion deformation) of the diaphragm to the left and right is regulated by the side guide. At that time, since the side guide is movable in the front-rear direction, even when the air spring is twisted and deformed, the side guide moves in the direction of reducing the friction in the front-rear direction. As a result, the friction condition between the side guide and the diaphragm is improved. As a result, due to further improvements in the guide installation and structure, wear due to rubbing between the guide and the diaphragm is less likely to occur, and inconveniences such as premature wear are eliminated, and when a bolsterless type carriage is adopted, etc. It is possible to provide an air spring for a railway vehicle in which the ease of torsional deformation before and after is improved.

According to the first aspect of the present invention, when the air spring is torsionally deformed when the railway vehicle is running on a curve, the side guide can move along the torsional deformation. Therefore, there is an advantage that the above effects can be achieved while further improving the side guide, the diaphragm, and the friction condition.

According to the second aspect of the present invention, the ease of movement of the side guides in the front-rear direction is improved by the bearings, and the railcar air spring is more excellent in followability. Moreover, according to the invention of claim 3, the diaphragm and the friction condition are improved by the shape of the side guide, and the air spring for a railway vehicle having better followability can be provided.

  Embodiments of a railcar air spring according to the present invention will be described below with reference to the drawings. 1 is a side view of a railcar air spring according to a first embodiment, FIG. 2 is a plan view of FIG. 1, FIG. 3 is a sectional view of a movable mechanism portion, and FIGS. 4 and 5 are diaphragms during curved running and lateral movement, respectively. It is a principle figure showing change behavior of.

[Example 1]
As shown in FIGS. 1 and 2, the railcar air spring A according to the first embodiment is provided on an upper surface plate (an example of a “plate-like support portion on the vehicle side”) 1 attached to the railcar B and a carriage D. A shaft 2 to be attached, an elastic body (an example of a “supported portion on the wheel side”) 3 that is placed and supported on the support shaft 2, and a diaphragm that is airtightly joined to the top plate 1 and the elastic body 3. (Bellows) 4 and left and right side guides 5 and 5 supported by the upper surface plate 1. The top plate 1, the diaphragm 4, the elastic body 3, and the support shaft 2 are all formed in a circular shape in plan view having a longitudinal axis P.

  The upper surface plate 1 has a thickness having a convex shaft portion 1a for supporting the rail vehicle B so as to be relatively rotatable about the vertical axis P, and a flange portion (not shown) for locking and fixing the upper end portion of the diaphragm 4. It is formed of a meaty plate-like member (steel material, aluminum alloy, etc.). Further, arc-shaped rails 6 are formed on the left and right outer peripheral portions of the upper surface plate 1 so as to extend substantially back and forth along the outer peripheral end. The arc-shaped rail 6 opens on the side peripheral surface 1A of the upper surface plate 1 so as to allow the shaft portion 8 supporting the bearing 9 and the rail portion 6A having a square section, which is a portion where a bearing (described later) 9 rolls, to pass therethrough. It is formed in the shape of an arcuate groove having a depth that includes the opening 6B. In addition, 7 is a stop wall.

  The elastic body 3 is made of an elastic material having a support shaft 2 on the lower side and a flange portion (not shown) for locking and fixing the lower end portion of the diaphragm 4 on the upper side. Although omitted, it is composed of a laminated rubber formed by alternately laminating a plurality of rubber layers and a hard plate made of metal or the like up and down. The support shaft 2 is configured to support the elastic body 3 so as to be rotatable about the longitudinal axis P with respect to the carriage D. The diaphragm 4 is a known one made of rubber or other elastic material.

  The side guide 5 is made of a hard material such as a steel plate that restricts the diaphragm 4 from bulging in the front-rear direction, that is, the left-right direction (arrow B direction) relative to the vehicle traveling direction (arrow A direction). It is provided on the upper surface plate 1 so as to be movable in the direction. That is, as shown in FIGS. 1 to 3, the side guide 5 has a substantially trapezoidal shape that is constricted in a side view and is centered on the longitudinal axis P in a plan view so as to follow the outer shape of the diaphragm 4. It is made of an arc-shaped plate (steel plate, aluminum alloy, stainless steel, FRP, etc.), and four bearings 9 are rotatably supported on the upper part. Thereby, the inner surface (side surface of the diaphragm) 5 a of the side guide 5 is formed in an arc surface which is a curved surface along or substantially along the outer shape of the diaphragm 4.

  At the upper end of the side guide 5, support shafts 10 having a horizontal axis X (see FIG. 2) passing through the vertical axis P are arranged in an arc shape at the same height level in four front and rear positions. A bearing (ball bearing, needle bearing, etc.) 9 is fitted on the shaft 10. The bearing 9 is accommodated in the rail portion 6A of the upper surface plate 1 and can move by rolling on the arc-shaped bottom surface 6a, and the upper end portion of the inner surface of the side guide 5 extends along the side peripheral surface 1A of the upper surface plate 1. The support shaft 1 is arranged and set so as to pass through the opening. That is, the movable mechanism C is configured to support the side guide 5 on the upper surface plate 1 so as to be movable back and forth by the arc-shaped rail 6 and the bearing 9 of the upper surface plate 1.

  The horizontal axis X, which is the rotational axis of each bearing 9, is set so as to pass through the vertical axis P, and the left side guide 5 and the right side guide 5 are movable along the arc-shaped rail 6. It is supported so that it can move in an arc. That is, the upper surface plate 1 is formed in a circular shape along the diaphragm 4 as viewed in the vertical direction, and the side surface guide 5 is supported on the outer peripheral end portion of the upper surface plate 1 so as to be movable in an arc. However, the movable mechanism C may be provided with a function that does not begin to move in an arc unless an external force exceeding a predetermined level is applied by means such as interposing a friction member (not shown) between the side peripheral surface 1A and the side guide 5. It is convenient.

  Next, the action (function) of the side guide 5 will be described. First, as shown in FIG. 4, the behavior of the air spring A, that is, the diaphragm 4 is not twisted during straight traveling, and the lower end of the diaphragm supported by the elastic body 3 (solid line) is shown in FIG. (The part indicated by a circle) 13 and the diaphragm upper end part 12 supported by the upper surface plate 1 are relatively at the same position (the part drawn by a solid circle in FIG. 4). Of course, the side guide 5 does not move and is relatively in the same position. In FIGS. 4 and 5, Y is the rotational axis between the carriage D and the vehicle B, and the arrow A in FIG. 4 indicates the front-rear direction during straight traveling. The black circle 11 is the front-rear center of the side guide 5.

  When the vehicle travels on a curve (assuming a left curve in FIG. 4), the carriage D and the vehicle B, that is, the diaphragm upper end portion 12 supported by the upper surface plate 1 (indicated by a broken circle in FIG. 4). And the lower end portion 13 of the diaphragm rotate around the rotation axis Y at an angle α. That is, the diaphragm 4 is torsionally deformed so that the diaphragm upper end portion 12 moves rightward forward with respect to the diaphragm lower end portion 13. 4 is exaggerated for easy understanding of the principle.

  In this case, the side guide 5 that is supported by the upper surface plate 1 so as to be movable in a circular arc and is relatively disposed at a height level above the diaphragm 4 is moved forward (elastic body 3) by friction with the outer surface 4 a of the diaphragm 4. The front surface plate 1 moves slightly backward. That is, the left side guide 5 moves diagonally right forward from the position of the diaphragm lower end portion 13 when viewed with the carriage D as a reference due to the function of the movable mechanism C, and when viewed with the top plate 1 as a reference. Will cause the side guide 5 to move in an arc around the longitudinal axis P by an angle θ.

  As a result, the left side guide 5 does not move with respect to the diaphragm 4 when moving straight, and restricts excessive bulging deformation of the diaphragm 4 to the left and right, and the amount corresponding to the amount of twist of the diaphragm 4 during curve traveling, In other words, excessive bulging of the diaphragm 4 to the left and right is performed while the side guide 5 automatically moves in a circular arc forward or backward with respect to the top plate 1 so that the friction between the diaphragm 4 and the side guide 5 is minimized. It functions to regulate deformation. Note that the general structure of a railway vehicle equipped with a bolsterless carriage and the change behavior of an air spring in understanding the above principle are disclosed in the aforementioned Patent Document 2, and reference should be made thereto.

  Next, when the vehicle B and the carriage D relatively move sideways, the diaphragm upper end portion 12 simply moves sideways (left side) relative to the diaphragm lower end portion 13 as shown in FIG. The left side guide 5 functions to restrict excessive bulging deformation of the diaphragm 4 to the left and right in a state where the left side guide 5 does not move back and forth (does not move back and forth with respect to the top plate 1). In FIG. 5, Y ′ represents the center (of the vehicle B) of the top plate 1 that has moved laterally with respect to the rotational axis Y of the carriage D.

  As described above, when the vehicle (vehicle body) moves in the left-right direction (see FIG. 5), a force in the straight direction (arrow B direction) acts on the side guide 5 from the diaphragm 4. It does not move with respect to 1 and enters the state of playing a role of restricting the diaphragm 4 in the left-right direction. When the vehicle moves in the front-rear direction (see FIG. 4), a frictional force acts between the diaphragm 4 and the side guide 5, and the frictional force tries to hold the top plate 1 and the side guide 5 in position. When the frictional force becomes larger than the frictional force, the side guide 5 moves circularly forward or backward relative to the upper surface plate 1 by an amount corresponding to the difference in the frictional force.

  Therefore, compared with the case where the side guide 5 is simply provided, that is, when the side guide 5 is fixed to the upper surface plate 1 so as not to move relative to the front and back, the diaphragm 4 and the side guide 5 in the air spring A for railway vehicles according to the first embodiment. Therefore, the diaphragm can be prevented from being worn at an early stage.

Side view of railcar air spring (Example 1) FIG. 1 is a plan view of the railcar air spring of FIG. Sectional drawing of the principal part which shows the support structure of a side guide Principle diagram showing the relative positional relationship between the guide and the diaphragm moving back and forth Principle diagram showing the relative positional relationship between the guide and the diaphragm moving left and right

DESCRIPTION OF SYMBOLS 1 Plate-shaped support part 3 Supported part 4 Diaphragm 5 Side guide 5a Side surface of diaphragm 9 Bearing

Claims (3)

A railcar air spring comprising a plate-like support portion on the vehicle side, a supported portion on the wheel side, and a diaphragm that is hermetically joined across both,
The side guide of said diaphragm to restrict the bulging in a lateral direction with respect to the vehicle traveling direction, the Ru provided in the longitudinal direction movable in,
An air spring for a railway vehicle, wherein the plate-like support portion is formed in a circular shape along the diaphragm as viewed in the vertical direction, and the side guide is supported on an outer peripheral end portion of the plate-like support portion so as to be movable in an arc . The air spring for a railway vehicle according to claim 1, wherein the side guide is movably supported via a bearing . The air spring for a railway vehicle according to claim 1 or 2, wherein a side surface of the diaphragm guide of the side guide is formed on a curved surface along or substantially along an outer shape of the diaphragm .

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