JP6709331B2 - Railway vehicle - Google Patents

Description

The present invention relates to a railway vehicle including an anti-rolling device that suppresses roll vibration of a vehicle body when passing a curved section of a track to improve riding comfort. For example, the present invention relates to a railway vehicle in which an anti-rolling device is added to a vehicle body tilting device that tilts the vehicle body toward the inner track in order to pass through a curved section of the track at high speed.

When the railway vehicle passes through the curved section of the track, centrifugal force acts on the vehicle body of the railway vehicle, so that the railway vehicle leans toward the outer gauge side. Normally, when a railroad vehicle passes through a curved section of the track, a cant is installed on the track surface to make the track height on the outer track side larger than that on the inner track side so that the car body does not lean toward the outer track side. Centrifugal force is canceled by gravity. If the cant amount is appropriately set with respect to the curve passing speed of the railway vehicle, the centrifugal force and the component force of gravity cancel each other out, and the centrifugal force apparently does not act on the passengers of the railway vehicle.

On the other hand, when a railroad car travels on a curved section of the track at a speed exceeding the equilibrium speed at which centrifugal force and the component of gravity can be canceled out, the excess centrifugal force that cannot be offset by the cant acts on the railroad car, so passengers Has a sensation of being swung outside the curve and feels uncomfortable to ride. In order to suppress deterioration of riding comfort due to excessive centrifugal force, the rail vehicle is provided with a vehicle body tilting device that positively tilts the rail vehicle toward the inner track side of a curve by a cant amount or more.

On the other hand, when the railway vehicle travels on the track at a high speed, roll vibration may occur in which the railway vehicle vibrates around the axis along the rail direction due to track irregularity or the like. Therefore, the railway vehicle may be equipped with an anti-rolling device that suppresses this roll vibration.

The anti-rolling device functions as a spring element for relative displacement in the roll direction between the vehicle body and the bogie. Therefore, when the vehicle body tilting device tries to tilt the railway vehicle toward the inner side of the curve of the curved section of the track, the anti-rolling device generates a moment in the direction opposite to the direction in which the vehicle body is tilted. Patent Document 1 discloses a railway vehicle including an anti-rolling device including a torsion bar.

JP, 2005-238858, A

The railway vehicle includes a vehicle body tilting device that leans the railway vehicle toward the inner rail side of the track when passing through the curved section of the track. When an anti-rolling device that suppresses rolling vibration of the rail car is installed in this rail car, when the vehicle body tilting device tries to tilt the rail car, the anti-rolling device acts in a direction that hinders the tilt. Therefore, there is a problem that it is difficult to achieve both the function of the vehicle body tilting device and the function of the anti-rolling device in a railway vehicle that has both the vehicle body tilting device and the anti-rolling device.

The present invention has been made in view of the above points, and an object thereof is to propose a railway vehicle including an anti-rolling device that does not hinder the function of the vehicle body tilting device.

In order to solve such a problem, according to the present invention, in a railway vehicle, a vehicle body, a bogie frame that constitutes a bogie that supports the vehicle body, and a vehicle body and the bogie frame are provided so as to straddle relative roll displacement of the vehicle body. Anti-rolling device, a torsion rod provided in the anti-rolling device along the width direction of the vehicle body, arms extending from both ends of the torsion rod along the longitudinal direction of the vehicle body, and a tip of the arm from above and below the vehicle body. A rod extending in the direction, a connecting portion provided at the tip of the rod, an annular member provided at the connecting portion and connected to the rod, a first elastic body filled inside the annular member, and a shaft of the annular member. A connecting rod that is supported along with the first elastic body and that restricts displacement of the connecting rod in the height direction is provided.

According to the present invention, it is possible to realize a railway vehicle including an anti-rolling device that does not hinder the function of the vehicle body tilting device.

It is a side view of a rail vehicle provided with an anti-rolling device by a 1st, 2nd, and 3rd embodiment. It is a top view of the rail vehicle provided with the anti-rolling apparatus by 1st, 2nd, and 3rd embodiment (FIG. 1 A-view A). It is a front view of the lower connection part which connects the lower end part of the rod and the bogie frame of the anti-rolling device by 1st, 2nd, and 3rd embodiment. It is a central part sectional view of the lower connection part which connects the lower end part of the rod of the anti-rolling apparatus by 1st Embodiment, and a bogie frame (FIG. 3B-B sectional drawing). FIG. 3 is a cross-sectional view of the anti-rolling device according to the first embodiment, which is away from the center of a lower connecting portion that connects a lower end portion of a rod and a bogie frame (cross-sectional view in FIG. 3C-C). FIG. 7 is a schematic diagram showing a change in spring rigidity of the lower connecting portion in the height direction corresponding to a displacement amount of the vehicle body in the height direction. It is a schematic diagram which shows operation|movement of the anti-rolling apparatus by 1st Embodiment when a small roll displacement arises. FIG. 6 is a schematic diagram showing a state of displacement of one (A side) lower connecting portion which constitutes the anti-rolling device according to the first embodiment when a small roll displacement occurs. FIG. 6 is a schematic diagram showing a state of displacement of the other (B side) lower connecting portion which constitutes the anti-rolling device according to the first embodiment when a small roll displacement occurs. It is a schematic diagram which shows operation|movement of the anti-rolling apparatus by 1st Embodiment when a big roll displacement arises. FIG. 6 is a schematic diagram showing a state of displacement of one (A side) lower connecting portion which constitutes the anti-rolling device according to the first embodiment when a large roll displacement occurs. FIG. 6 is a schematic diagram showing a state of displacement of the other (B side) lower connecting portion which constitutes the anti-rolling device according to the first embodiment when a large roll displacement occurs. It is a side view of the lower connection part of the anti-rolling device by 2nd Embodiment. It is a side view of the lower connection part of the anti-rolling apparatus by 3rd Embodiment.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. First, each direction used for explanation is defined. The longitudinal direction of the railway vehicle (rail direction) is defined as the X direction, the width direction of the railway vehicle (sleeper direction) is defined as the Y direction, and the height direction of the railway vehicle is defined as the Z direction. Hereinafter, they may be simply referred to as the X direction, the Y direction, and the Z direction.

(1) First Embodiment FIG. 1 is a side view of a railway vehicle including an anti-rolling device 3 according to this embodiment, and FIG. 2 is a top view of a railway vehicle including an anti-rolling device 3 according to this embodiment. Yes (view A-view A in FIG. 1). A vehicle body 1 of a railway vehicle includes a bogie frame 4, a wheel axle 6, an axle box body 7, an axle box support device 5 that connects the axle box body 7 to the bogie frame 4, and the like. Supported through.

The anti-rolling device 3 includes a torsion bar 9 provided on the lower surface of the vehicle body 1 along the X direction, an arm 11 extending from both ends of the torsion bar 9 in the Y direction, and an Z direction from an end of the arm 11 in the X direction. And a rod 12 that hangs down.

At both ends of the torsion bar 9, a pair of pedestals 10 are provided at both ends of the lower surface of the vehicle body 1 in the X direction so as to be rotatable around the axis of the torsion bar 9. Both ends of the torsion bar 9 are connected to one end of the arm 11 by press fitting or the like. The other end of the arm 11 and the rod 12 are rotatably connected via a spherical bearing or the like. The connecting rod 32, which constitutes the lower connecting portion 31 provided at the lower end of the rod 12, is fixed to the connecting portion receiver 15 provided at the side surface of the bogie frame 4.

When a relatively large relative roll displacement occurs between the vehicle body 1 and the bogie frame 4, the anti-rolling device 3 lifts one rod 12 in the Z direction to lift the other end of the arm 11 and the other. When the rod 12 goes down in the Z direction and pushes down the other end of the arm 11, the torsion bar 9 is twisted and deformed. The action against the torsional deformation of the torsion bar 9 suppresses the ascending and descending motions of the pair of left and right rods 12 and produces an anti-rolling action that reduces the relative roll displacement between the vehicle body 1 and the bogie frame 4.

FIG. 3 is a front view of the lower connecting portion 31 that connects the lower end portion of the rod 12 of the anti-rolling device 3 and the bogie frame 4. 4 is a central sectional view of a lower connecting portion 31 that connects the lower end portion of the rod 12 of the anti-rolling device 3 and the bogie frame 4 (sectional view of FIG. 3B-B), and FIG. 5 is a rod of the anti-rolling device 3. 12 is a cross-sectional view of the lower connecting portion 31 connecting the lower end portion of 12 and the bogie frame 4 away from the central portion (cross-sectional view in FIG. 3C-C).

The lower connecting portion 31 is connected to the lower end portion of the rod 12 by welding or the like, and has a pipe-shaped outer annular member 36 having an axis along the Y direction, and an annular second elastic member provided inside the outer annular member 36. A body 35, an inner annular member 34 provided inside the second elastic body 35, and a first elastic body 33 provided inside the inner annular member 34. A prismatic connecting rod 32 is provided at the center of the first elastic body 33.

The dimension of the connecting rod 32 in the Y direction is larger than the dimension of the lower connecting portion 31 in the Y direction, and both ends of the connecting rod 32 in the Y direction protrude from both end faces of the lower connecting portion 31 in the Y direction.

The extending portion 34a is connected to the inner annular member 34 from both ends in the Z direction in the Y direction (the axial direction of the inner annular member 34), and the stopper is provided on the surface of the extending portion 34a on the connecting rod 32 side. A stopper rubber mounting portion 37 on which the rubber 38 is mounted is provided. The extending portion 34a and the stopper rubber mounting portion 37 may be machined integrally from the inner annular member 34, or may be separately prepared from the inner annular member 34 and then fixed to the inner annular member 34 by welding or the like. You may.

Both ends in the Y direction of the connecting rod 32 are fixed to the upper surfaces of both ends in the Y direction of the connecting portion receiver 15 fixed to the side surface of the bogie frame 4 with bolts 50. By being fixed in this way, the lower end of the rod 12 constituting the anti-rolling device 3 is fixed to the bogie frame 4.

When the vehicle body 1 is roll-displaced relative to the carriage, first, the first elastic body 33 is deformed so that the connecting rod 32 comes into contact with the stopper rubber 38 held by the extending portion 34a through the stopper rubber placing portion 37. Contact. Further, when the relative roll displacement increases, the second elastic body 35 deforms while absorbing the impact when the connecting rod 32 contacts the stopper rubber 38.

The stopper rubber 38 is provided in order to prevent the reliability of the first elastic body 33 from being significantly impaired by exceeding the allowable deformation amount of the first elastic body 33. The elastic body need not be an elastic body, but a Teflon (registered trademark) plate or the like may be used.

A gap having a dimension Z0 in the Z direction is provided between the upper surface (lower surface) of the connecting rod 32 and the stopper rubber 38. When the connecting rod 32 is displaced by the dimension Z0 in the Z direction, the connecting rod 32 and the stopper rubber 38 come into contact with each other. Therefore, the dimension Z0 is obtained by dividing the target inclination angle θT of the vehicle body tilting device by the W dimension (see FIG. 2). It is desirable that the dimension be equal to or larger than the dimension (θT/W).

FIG. 6 is a schematic diagram showing changes in the spring rigidity of the lower connecting portion in the height direction corresponding to the amount of displacement of the vehicle body in the height direction. When the lower connecting portion 31 having the above-described configuration is displaced in the Z direction, the spring rigidity of the lower connecting portion 31 is mainly the first when the displacement amount in the Z direction from the upper surface or the lower surface of the connecting rod 32 is smaller than the Z0 dimension. Since the elastic body 33 is deformed, the rigidity of the first elastic body 33 is obtained.

On the other hand, when the displacement amount in the Z direction from the upper surface or the lower surface of the connecting rod 32 is larger than the Z0 dimension, the connecting rod 32 comes into contact with the stopper rubber 38 and is displaced in the Z direction together with the inner annular member 34. Therefore, since the second elastic body 35 is mainly deformed, the spring rigidity of the lower connecting portion 31 becomes the spring rigidity of the second elastic body 35.

That is, since the lower connecting portion 31 includes the first elastic body 33 having low rigidity and the second elastic body 35 having high rigidity, when the displacement of the connecting rod 32 in the Z direction is smaller than Z0, the connecting rod 32 is provided. Is easily displaced in the Z direction, but when the displacement of the connecting rod 32 in the Z direction is larger than Z0, the connecting rod 32 has a property of being less likely to be displaced in the Z direction.

Further, it is provided with two types of first elastic bodies 33 and second elastic bodies 35 having different rigidity. Therefore, even when the first elastic body 33 having low rigidity is easily displaced and the connecting rod 32 comes into contact with the stopper rubber 38 vigorously, the second elastic body 35 causes the connecting rod 32 to stop. It is possible to reduce the impact that comes into contact with. In this way, the second elastic body 35 absorbs the impact when the connecting rod 32 and the stopper rubber 38 come into contact with each other, so that the reliability of the anti-rolling device 3 is not impaired.

FIG. 7 is a schematic diagram showing the operation of the anti-rolling device 3 when a small roll displacement occurs. FIG. 8 is a schematic diagram showing a state of displacement of one (A side) lower connecting portion 31 constituting the anti-rolling device 3 when a small roll displacement occurs, and FIG. 9 shows a state when a small roll displacement occurs. It is a schematic diagram which shows the mode of displacement of the other (B side) lower connection part 31 which comprises the anti-rolling apparatus 3.

Consider a case where the vehicle body 1 rotates about an axis along the X direction at a roll angle θ (a relative roll angle θ occurs between the vehicle body 1 and the bogie frame 4). The connecting rod 32 located on one side (A side) in the Y direction of the bogie frame 4 is located at a position separated from the above-described axis by W dimension in the +Y direction, and the other side (B side) of the bogie frame 4 in the Y direction. The connecting rod 32 located at () is located at a position separated from the above-described axis by W dimension in the −Y direction (see FIG. 2 ).

Therefore, the A-side connecting rod 32 is displaced upward in the Z direction by a displacement amount (W×θ) obtained by multiplying the W dimension by the roll angle θ (see FIG. 8 ). Similarly, the connecting rod 32 on the B side is displaced downward in the Z direction by a displacement amount (W×θ) obtained by multiplying the W dimension by the roll angle θ (see FIG. 9).

For example, the vehicle body tilting device adjusts the internal pressure of the pair of air springs 2 mounted on the upper surface of the bogie frame 4 when the railroad vehicle passes through the curved section of the track, so that the vehicle body 1 is small relative to the bogie frame 4. This is a device for providing a relative roll angle θ.

FIG. 10 is a schematic diagram showing the operation of the anti-rolling device 3 when a large roll displacement occurs. FIG. 11 is a schematic view showing a state of displacement of one (A side) lower connecting portion 31 constituting the anti-rolling device 3 when a large roll displacement occurs, and FIG. 12 shows a state when a large roll displacement occurs. It is a schematic diagram which shows the mode of displacement of the other (B side) lower connection part 31 which comprises the anti-rolling apparatus 3.

Consider a case where the vehicle body 1 rotates around an axis along the X direction at a roll angle 2θ. The connecting rod 32 located on one side (A side) in the Y direction of the bogie frame 4 is located at a position separated from the above-described axis by W dimension in the +Y direction, and the other side (B side) of the bogie frame 4 in the Y direction. ), the connecting rod 32 is located at a position separated from the above-described axis by W dimension in the −Y direction.

Therefore, the connecting rod 32 on the A side is displaced upward in the Z direction by a displacement amount (W×2θ) obtained by multiplying the W dimension by the roll angle θ (see FIG. 11 ). Similarly, the connecting rod 32 on the B side is displaced downward in the Z direction by a displacement amount (W×2θ) obtained by multiplying the W dimension by the roll angle θ (see FIG. 12).

The displacement amount W×2θ in the Z direction of the connecting rod 32 is calculated from the Z direction dimension Z0 (see FIG. 5) from the upper surface and the lower surface of the connecting rod 32 to the stopper rubber 38 at the initial position (relative displacement angle 0°). large. Therefore, when the relative roll angle exceeds Z0/W, the connecting rod 32 deforms the first elastic body 33 and contacts the stopper rubber 38. Further, the connecting rod 32 deforms the second elastic body 35 along with the inner annular member 34 supporting the stopper rubber 38, and W×2θ in the Z direction from the initial position (position of relative roll angle 0°). Displace to the position of.

Since the rigidity of the second elastic body 35 is set sufficiently higher than the rigidity of the first elastic body 33, the second elastic body 35 is less likely to be deformed in the Z direction. Due to this property of the second elastic body 35 (the property of not easily deforming), one rod 12 connected to the lower connecting portion 31 moves up in the Z direction and the other rod 12 moves down in the Z direction.

Since the other end of the arm 11 is connected to the upper end of the rod 12, one end (A side) of the torsion bar 9 is twisted clockwise by the arm 11 and the other end of the torsion bar 9 is connected. The end portion (B side) of is twisted counterclockwise by the arm 11. Since the anti-rolling device 3 is twisted in this manner, a large anti-rolling action works in the direction in which the relative roll angle generated between the vehicle body 1 and the bogie frame 4 does not occur.

In the anti-rolling device 3 according to the present invention, since the rigidity of the first elastic body 33 that constitutes the lower connecting portion 31 is set to be small, the first elastic body 33 is easily deformed when the relative roll angle θ is small. Since the displacement of the connecting rod 32 in the Z direction is allowed and the anti-rolling action of the anti-rolling device 3 does not occur, the anti-rolling device 3 does not hinder the operation of the vehicle body tilting device.

Further, when the relative roll displacement amount between the vehicle body 1 and the bogie frame 4 reaches the relative roll displacement amount larger than the vehicle body tilting operation by the vehicle body tilting device, the pair of connecting rods 32 are displaced in opposite directions in the Z direction. Causes the torsion bar 9 to be twisted via the arm 11. For this reason, a strong anti-rolling action works, and it is possible to prevent the relative roll displacement between the vehicle body 1 and the bogie frame 4 from increasing. Therefore, it is possible to provide the railway vehicle including the anti-rolling device 3 that does not hinder the function of the vehicle body tilting device.

The stopper rubber 38 held by the extending portion 34 a supported by the inner annular member 34 limits the movement of the connecting rod 32. Due to this limitation, it is possible to realize the rigidity of the second step including the torsional rigidity of the second elastic body 35 and the torsion bar 9 having high rigidity, following the rigidity of the first step of the first elastic body 33 having low rigidity. As described above, the anti-rolling device 3 has a first-stage rigidity region that does not hinder the operation of the vehicle body tilting device and a second-stage rigidity region that can suppress excessive relative roll displacement between the vehicle body and the bogie frame. Therefore, according to the present embodiment, it is possible to provide the railway vehicle including the anti-rolling device 3 that does not hinder the function of the vehicle body leaning device.

In the present embodiment, the torsion bar 9 is rotatably held on the pedestal 10 fixed to the lower surface of the vehicle body 1, and the lower end portion of the rod 12 connected to the arm 11 connected to the torsion bar 9 is attached to the bogie frame 4. An example fixed at is shown. Not limited to this example, the torsion bar is rotatably held on the pedestal provided on the upper surface of the bogie frame, and the upper end of the rod 12 connected to the arm 11 connected to the torsion bar 9 is fixed to the floor surface of the vehicle body 1. However, the same effect is obtained (the same applies to the second and third embodiments).

(2) Second Embodiment FIG. 13 is a side view of the lower connecting portion of the anti-rolling device 40 according to the second embodiment. In order to reduce the number of designing and manufacturing steps, the inner annular member 34 is omitted, and only one type of elastic body (first elastic body 33) having a relatively small rigidity is adopted to simplify the structure.

In order to realize the two-step spring characteristics in the Z direction described with reference to FIG. 6, the outer annular member 36 is provided with extending portions 36a extending in the Y direction from both ends in the Z direction, and the stopper rubber mounting portion is provided on the extending portion 36a. 37 is fixed, and stopper rubber 38 is fixed to the stopper rubber mounting portion 37.

With this configuration, the first elastic region in which the first elastic body 33 elastically deforms is realized until the connecting rod 32 contacts the stopper rubber 38. Further, after the connecting rod 32 comes into contact with the stopper rubber 38, the second elastic region due to the torsional rigidity of the torsion rod 9 can be realized via the rod 12 and the arm 11.

Since the support rigidity of the connecting rod 32 by the first elastic body 33 in the first elastic region is small, the anti-rolling device 40 does not hinder the function of the vehicle body tilting device. In the second elastic region, the torsional rigidity of the torsion bar 9 constituting the anti-rolling device 40 suppresses an excessive relative roll displacement between the vehicle body 1 and the bogie frame 4. Therefore, it is possible to provide a railway vehicle including the anti-rolling device 40 that does not hinder the function of the vehicle body tilting device.

Further, in addition to the above-mentioned effects, since the types of the elastic body and the annular member forming the lower connection portion 41 are small, it is possible to provide the railway vehicle including the anti-rolling device 40 with a small design and manufacturing man-hours.

(3) Third Embodiment FIG. 14 is a side view of a lower connecting portion of an anti-rolling device 45 according to a third embodiment. The configuration of the lower connecting portion 46 according to the present embodiment is basically the same as that of the lower connecting portion 31 according to the first embodiment. The lower connecting portion 46 according to the present embodiment includes a pair of inner walls 34b along the Z direction inside the inner annular member 34. By setting the gap dimension of the inner wall 34b in the X direction to be slightly larger than the X dimension of the connecting rod 32, the displacement of the connecting rod 32 in the Z direction is allowed while suppressing the displacement of the connecting rod 32 in the X direction. It is characterized by

With this configuration, when the bogie frame 4 turns when the vehicle body 1 passes through a section such as a curve of the track, the connecting rod 32 is largely displaced in the X direction, or the connecting rod 32 is minute in the XZ plane. It can be suppressed from rotating. The rigidity of the first elastic body 33 holding the connecting rod 32 is set to be smaller than the rigidity of the second elastic body 35. Therefore, when the connecting rod 32 is largely displaced in the X direction or is rotated in the XZ plane, the first elastic body 33 having low rigidity is largely deformed and deterioration is rapidly progressed, and the lower connecting portion 46 is deteriorated. There is a concern that reliability will decrease.

In order to eliminate this concern, in the present embodiment, the inner annular member 34 is provided with a pair of inner walls 34b along the Z direction, and the connecting rods 32 that are allowed to displace in the Z direction inside the opposing inner walls 34b. It is configured to include. With this configuration, only the displacement in the Z direction is allowed in the first elastic body 33, and the minute rotation in the XZ plane generated in the connecting rod 32 can be dealt with by the displacement of the second elastic body 35.

Therefore, according to the present embodiment, it is possible to provide the railway vehicle including the anti-rolling device 45 that does not hinder the function of the vehicle body leaning device. In addition to this, according to the present embodiment, even when the bogie frame 4 turns when the vehicle body 1 passes through the curved section of the track, rapid deterioration of the first elastic body 33 is suppressed. As a result, it is possible to suppress a decrease in reliability of the lower connecting portion 46.

1... Car body, 2... Air spring, 3, 40, 45... Anti-rolling device, 4... Bogie frame, 5... Shaft box support device, 6... Wheel axle, 7... Shaft box body, 9... ... torsion bar, 10... pedestal, 11... arm, 12... rod, 13... upper connection part, 15... connection part receiver (carriage), 16... axial spring, 31, 41, 46... Lower connection part, 32... Connecting rod, 33... First elastic body, 34... Inner annular member, 34a... Extension part, 34b... Inner wall, 35... Second elastic body, 36... Outer Annular member, 36a... Extending part, 37... Stopper rubber mounting part, 38... Stopper rubber, 50... Bolt.

Claims (7)

In railway cars,
The car body,
A bogie frame constituting a bogie for supporting the vehicle body,
An anti-rolling device that is provided across the vehicle body and the bogie frame and that suppresses relative roll displacement of the vehicle body,
A torsion bar provided along the width direction of the vehicle body in the anti-rolling device,
An arm extending from both ends of the torsion bar along the longitudinal direction of the vehicle body,
A rod extending in the vertical direction of the vehicle body from the tip of the arm,
A connecting portion provided at the tip of the rod,
An annular member provided in the connecting portion and connected to the rod,
A first elastic body filled inside the annular member,
A connecting rod along the axis of the annular member and supported by the first elastic body,
A railcar, comprising: a regulating member for regulating the displacement of the connecting rod in the height direction. The restriction member is
A stopper rubber provided in an extending portion extending in the axial direction of the annular member from both ends in the height direction of the annular member,
The stopper rubber is
The railcar according to claim 1, wherein when the relative roll displacement occurs, the displacement of the connecting rod in the height direction accompanying the deformation of the first elastic body is restricted. The annular member is
An outer annular member connected to the rod and filled with the first elastic body;
An inner annular member supported by the first elastic body and filled with a second elastic body;
And
The connecting rod is
Is supported by the second elastic body filled in the inner annular member,
The restriction member is
The railcar according to claim 1, wherein the railcar is a stopper rubber provided in an extending portion that extends in the axial direction of the inner annular member from both ends in the height direction of the inner annular member. The railway vehicle according to claim 3, wherein the rigidity of the first elastic body is larger than the rigidity of the second elastic body. The inner ring member,
The inner annular member has a pair of inner walls facing each other in the vertical direction inside,
The connecting rod is
The railcar according to claim 4, wherein the railcar is displaced in the height direction along the inner wall. The torsion bar is
Both ends of the torsion bar are rotatably held on the lower surfaces of both ends in the width direction of the vehicle body,
The railcar according to any one of claims 1 to 5, wherein both ends of the connecting rod are fixed to the bogie frame. The torsion bar is
Both ends of the torsion bar are rotatably held on the widthwise upper surface of the bogie frame,
Both ends of the connecting rod are fixed to the lower surface in the width direction of the vehicle body,
The railway vehicle according to any one of claims 1 to 5, wherein:

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