JP5259999B2 - Axle box support device for bogie for high-speed railway vehicles - Google Patents

Description

  The present invention relates to an axle box support device for a railway vehicle carriage that travels at a high speed like a Shinkansen, and more particularly to an axle box support device that can further reduce the lateral pressure during high speed travel on a curved road.

  In order for a railway vehicle to travel safely at high speed, it is necessary for each wheel to accurately follow a change in route conditions. For this reason, an axle box that contains bearings that rotatably support both ends of the wheel shaft moderately suppresses the movement of the railway vehicle in the forward and backward direction, and has a margin for reducing lateral pressure in the left and right direction perpendicular to the traveling direction. In the vertical direction of the railway vehicle, it is supported so as to be buffered via a spring system. Hereinafter, the front-rear direction of the traveling direction of the railway vehicle is referred to as “vehicle front-rear direction”, and the left-right direction orthogonal to the traveling direction is referred to as “vehicle width direction”.

  In the case of the Shinkansen running at high speed, a support plate type, a wing spring type, and a shaft beam type are currently used as the axle box support device, giving priority to the past results and reliability.

  By the way, there are various types of axle box support devices such as a cylindrical guide type and a link type in addition to the support plate type, wing spring type, and shaft beam type, and these types are used in railway vehicles other than the Shinkansen. Many of these axle box support devices have also been adopted, and have been proven to be reliable.

As shown in FIG. 9, the monolink type of the link type is connected to the center side of the side beam 1 and the inner surface of the axle box 2 by a single link 4 with rubber bushes 3a and 3b interposed at both ends. Therefore, between the upper surface of the axle box 2 and the end portion of the side beam 1, for example, a shaft spring 5 in which a roll rubber 5a and a coil spring 5b are combined is provided (Patent Document 1).
Japanese Utility Model Publication No. 6-23864

  By the way, in a track on which a high-speed railway vehicle travels, the radius of curvature of the curved road is large, so although generally the lateral pressure generated when traveling on a curved road is low, the lateral pressure is increased due to an increase in centrifugal force due to high-speed traveling. Tend to increase. Also, in order to ensure stability at high speeds, the axle box support rigidity needs to be somewhat rigid (a large spring constant), and it is difficult to reduce the support rigidity to reduce lateral pressure.

  The problem to be solved by the present invention is that, in a high-speed railway vehicle, there is a limit in setting the axle box support rigidity to be low in order to reduce the lateral pressure generated when traveling on a curved road.

  The present invention adopts the following configuration in order to reduce the lateral pressure in a high-speed railway vehicle such as a Shinkansen where the lateral pressure generated during high-speed traveling on a curved road increases.

That is, the axle box support device for the bogie for high-speed rail cars of the present invention is
Between the axle box top and the side beam end, a coil spring, and by the vertical movement and circumferential rubber mounted to rotate can not be in place axial spring for buffering in the vertical direction, the side beams and the axle boxes An axle box support device for a bogie for a high-speed railway vehicle, which is connected to the inner surface by a single link with rubber members interposed at both ends,
The link
1) 3% or more and 10% or less of the link length in the vertical direction of the vehicle,
2) 3% or more and 10% or less of the link length in the vehicle vertical direction, 5% or more and 20% or less of the link length in the vehicle width direction,
The main feature is that any one of these is installed with an offset.

  In the present invention, the link of the axle box support device having rubber members interposed at both ends is offset by a predetermined amount in the vertical direction or the width direction of the vehicle, so that the vehicle travels at a high speed on a curved road without changing other configurations. In this case, the lateral pressure can be further reduced.

Hereinafter, the best mode for carrying out the present invention will be described with reference to FIGS.
FIG. 1 is a side view showing the best mode example of the axle box supporting device for a high-speed railway vehicle carriage according to the present invention, FIG. 2 is a plan view of FIG. 1, and FIG. 3 is steering caused by offset in the vehicle vertical direction. FIG. 4 is an explanatory diagram of a steering angle generated due to an offset in the vehicle width direction.

  Reference numeral 11 denotes an axle box support device for a bogie for a high-speed railway vehicle according to the present invention, wherein the side of the side beam 1 constituting the carriage frame and the inner side surface of the axle box 2 are coupled by a single link 12. A shaft spring 14 is disposed between the upper surface of the first beam and the end of the side beam 1.

  Among these, the link 12 is provided with cylindrical rubber bushes 13a and 13b at both ends, respectively, and the support beam 15a and 15b penetrating through the center portions of the rubber bushes 13a and 13b are connected to the side beam 1 and the axle box 2. It is coupled to the installed support hardware 16a, 16b.

  The shaft spring 14 includes a spring seat 17 installed upward on the upper surface of the axle box 2, a coil spring 14a attached between a spring seat 18 installed downward on the end of the side beam 1, and the coil spring 14a. It is comprised from the rubber | gum 14b provided concentrically inside.

  The rubber 14b is attached to a central portion of a support column 19 standing at the center of the spring seat 17 so that it cannot move in the vertical direction and rotate in the circumferential direction, and its outer periphery is on the inner peripheral surface of the spring seat 18. It is attached in a mating shape.

  The rubber 14b has a plurality of rubber plates whose height in the vertical direction decreases from the inner peripheral side to the outer peripheral side only in the vehicle width direction, for example, in the vehicle width direction. They are stacked in parallel inside and are not stacked in the vehicle longitudinal direction or the vertical direction.

  The axle box support device 11 of the high-speed railway vehicle carriage according to the present invention attaches the link 12 in such a monolink type axle box support device with a predetermined offset in the vertical direction and the width direction of the vehicle, for example. It is characterized by.

Hereinafter, in the present invention, an operation and effect by attaching the link 12 by offsetting will be described.
In the following explanation, the carriage (shaft distance 2A = 2.5m) using the axle box support device 11 with the offset link travels on a curved road having a radius R of 4000m and a cant C of 155mm at a high speed of 330km / h. This is a case that was examined.

  The axle box support device 11 of the present invention that has been studied is one in which a link having a length (length between mounting fulcrums) L of 387 mm is offset by 25 mm in the vertical direction of the vehicle and 30 mm in the width direction. . Actually, the lateral pressure reduction by the rubber 14b is also performed at the same time, but in the following description, it is assumed that there is no lateral pressure reduction by the rubber 14b.

  When traveling on a curved road at a high speed, the shaft spring 14 (coil spring 14a) on the outer track side is compressed by the centrifugal force, and the shaft spring 14 (coil spring 14a) on the inner track side is extended. At this time, when the link 12 is given an offset L1 in the vertical direction, the link length in the axial direction is L + h1 on the outer track side and L−h2 on the inner track side (see FIG. 3B).

Therefore, in the case of a two-shaft carriage, the outer track side has a shaft distance of 2A + 2h1 and the inner track side has a shaft distance of 2A-2h2 (see FIG. 3C). Changes slightly, resulting in a steering angle. When this steering angle is ψνh, when the vertical offset is 25 mm, the steering angle ψνh is 10.7 × 10 ⁻³ (°).

  Further, when traveling on a curved road at high speed, a lateral displacement occurs between the carriage frame and the wheel shaft due to centrifugal force. At this time, if the link 12 is given an offset L2 in the width direction, the link length in the axial direction is L + w1 on the outer track side and L−w2 on the inner track side (see FIG. 4B).

Therefore, in the case of a two-shaft carriage, the outer track side has an axial distance of 2A + 2w1 and the inner track side has an axial distance of 2A-2w2 (see FIG. 4C). Changes slightly, resulting in a steering angle. When this steering angle is ψνw, when the offset in the vehicle width direction is 30 mm, the steering angle ψνw is 3.9 × 10 ⁻³ (°).

On the other hand, in the conventional monolink type axle box support device that does not offset the link, the wheelbase is not steered even when traveling on a curved road, and the wheelbase is not steered. The attack angle φ is determined by {(2500 mm / 2) / (4000 × 1000 mm)} × 180 / π, and is 17.9 × 10 ⁻³ (°).

FIG. 5 illustrates these attack angles and steering angles. As shown in FIG. 5, when the vehicle runs on the curve at a speed of 330 km / h, if the link is offset 25 mm in the vertical direction of the vehicle and 30 mm in the width direction, the attack angle φ between the wheel shaft and the rail is 3 as compared to the case where the link is not offset. It can be seen that it can be reduced to 3 × 10 ⁻³ (°).

  Thus, by attaching the link with an offset, it is possible to reduce the attack angle φ between the wheel shaft and the rail during traveling on a curved road at a high speed, and to reduce the lateral pressure generated on the outer track side. In addition, a reduction in impact lateral pressure can be expected as the attack angle φ is reduced (see FIG. 6).

  When traveling on a curved road at a low speed, excess centrifugal force does not act, so a load is applied from the outer gauge side to the inner gauge side by a cant, and the vehicle is steered in the opposite direction as when traveling on a curved road at a high speed. It is conceivable that the steady lateral pressure increases as the attack angle increases.

Incidentally, the reverse steering angle due to the offset in the vertical direction is -10.0 × 10 ⁻³ (°), and the reverse steering angle due to the offset in the width direction is −3.7 × 10 ⁻³ (°). Is added to the attack angle φ (17.9 × 10 ⁻³ (°)) when not offset to 31.6 × 10 ⁻³ (°).

  However, in the case of low-speed traveling, the lateral pressure does not increase due to centrifugal force, and since the speed is slow, impact lateral pressure with the rail is difficult to occur, and the attack angle φ is a curve with a radius of 200 m, for example. About 1/10 of the attack angle (0.358 °) when traveling on the road is sufficiently small, and is considered to be a problem-free range.

  Further, when traveling on the curved road on the premises at a low speed, there is no excess centrifugal force and no canting, so a steering angle due to a link offset does not occur.

  By the way, the amount of offset of the link 12 in the present invention is a range of 3% or more and 10% or less of the length L of the link 12 in the vertical direction of the vehicle, as a result of the inventors examining a link of 350 mm to 500 mm. I found it necessary to do. Moreover, it turned out that it is necessary to set it as the range of 5% or more and 20% or less of the length L of the link 12 in the width direction of a vehicle.

  An example of the examination results obtained from these ranges is shown in FIG. FIG. 7 is a diagram showing a result of examining the steering angle when traveling on a curved road having a radius of 4000 m and a cant of 155 mm by changing the traveling speed and the offset amount in the vertical direction of the link.

  Steering when the offset amount is less than 3% of the length L of the link 12 in the vertical direction of the vehicle (less than 11 mm in FIG. 7) and less than 5% of the length L of the link 12 in the width direction of the vehicle. This is because the reduction amount of the corner is small and the effect of reducing the lateral pressure cannot be expected.

  On the other hand, when the offset amount in the vertical direction or width direction of the vehicle increases, the reduction amount of the steering angle increases and the effect of reducing the lateral pressure also increases. However, the vertical direction with respect to the length L of the link 12 is 10%, When the width direction exceeds 20%, the support rigidity in the vehicle front-rear direction decreases, causing front-rear loads to be applied to the wheel shafts along with the front-rear and left-right vibrations of the bogie frame, causing abnormal wear of parts, etc. It is.

  When the axle box support device 11 of the present invention is installed on a cart, when the vehicle is traveling on a curved road at high speed, the cart is offset in the vertical direction or the width direction of the vehicle. As shown in the figure, the shape becomes a square shape and a steering function is imparted, and the lateral pressure can be reduced.

  By the way, when mounting the carriage with the axle box support device 11 of the present invention on a high-speed vehicle such as a Shinkansen, if two carriages are installed, it is not always necessary to install the two carriages. Even if only one of the carts is used as the cart, the lateral pressure can be reduced.

  Although the embodiments of the present invention have been described above, the present invention is not limited to these exemplifications, and it is needless to say that the embodiments can be appropriately changed within the scope of the technical idea shown in the claims. .

  For example, in the above example, the link is offset in both the vertical direction and the width direction of the vehicle, but only one of the links may be offset.

  Further, the carriage on which the axle box supporting device for the carriage for a high-speed railway vehicle of the present invention is installed may be either a bolsterless carriage or a bolster-equipped carriage.

  Further, the rubber constituting the shaft spring is not limited to the above-described example, and the roll rubber described in FIG. 9 may be used.

  Furthermore, in the present invention, the structure of both ends of the link 12 is not limited to the rubber bushes 13a and 13b as in the above example, but the half rubber 20 shown in FIG. Any structure that can absorb a predetermined displacement such as a structure sandwiching the rubber plate 21 shown in FIG. 8B may be used.

It is a side view which shows the example of the best form of the axle box support apparatus of the trolley | bogie for high-speed rail vehicles of this invention. It is a top view of FIG. It is explanatory drawing about the steering angle which arises due to an up-down direction offset, (a) is a side view of a link, (b) is a figure explaining the displacement of a shaft distance, (c) is a top view of two wheel shafts It is. It is explanatory drawing similar to FIG. 3 about the steering angle which arises due to the offset of a vehicle width direction. It is a figure showing an attack angle and a steering angle when there is no offset on the link and when an offset is provided when traveling at a speed of 330 km / h on a curve with a radius of 4000 m and a cant of 155 mm. It is the figure which showed the image of the lateral pressure reduction by reduction of an attack angle. It is the figure which showed the result of having examined the steering angle at the time of driving | running | working on a curved road by changing the running speed and the offset amount of the up-down direction of a link. (A) (b) is a figure which shows the other example of the rubber member interposed in the both ends of a link. It is a figure explaining the conventional axle box support apparatus for rail vehicles of a monolink type, (a) is a side view, (b) is a top view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Side beam 2 Shaft box 11 Rail box axle box support device 12 Link 13a, 13b Rubber bushing 14 Shaft spring 20 Half-shaped rubber 21 Rubber plate

Claims (2)

Between the axle box top and the side beam end, a coil spring, and by the vertical movement and circumferential rubber mounted to rotate can not be in place axial spring for buffering in the vertical direction, the side beams and the axle boxes An axle box support device for a bogie for a high-speed railway vehicle, which is connected to the inner surface by a single link with rubber members interposed at both ends,
The link
3% to 10% of the link length in the vertical direction of the vehicle,
An axle box support device for a bogie for a high-speed railway vehicle, characterized by being offset and attached. Between the axle box top and the side beam end, a coil spring, and by the vertical movement and circumferential rubber mounted to rotate can not be in place axial spring for buffering in the vertical direction, the side beams and the axle boxes An axle box support device for a bogie for a high-speed railway vehicle, which is connected to the inner surface by a single link with rubber members interposed at both ends,
The link
3% to 10% of the link length in the vertical direction of the vehicle,
5% to 20% of the link length in the vehicle width direction,
An axle box support device for a bogie for a high-speed railway vehicle, characterized by being offset and attached.

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