JP6991661B2 - Railroad vehicle body support device - Google Patents

Description

The present invention relates to a vehicle body support device for a railway vehicle, and more particularly, to support a vehicle body of a railway vehicle provided with a left-right movement stopper that is interposed between the vehicle body and the bogie of the railway vehicle and regulates the left-right movement of the vehicle body by a stopper action. Regarding the device.

In general, railcars are provided with a left-right movement stopper between the car body and the bogie in order to regulate the maximum left-right displacement of the car body due to the deformation of the air spring provided on the bogie. Even if the vehicle body is greatly displaced with respect to the bogie due to such factors, it prevents the vehicle from exceeding the vehicle limit and interfering with buildings. In such a left-right movement stopper, stoppers attached to a pair of left and right reinforcing beams provided on the trolley frame are arranged at regular intervals so as to sandwich a center pin protruding from the lower surface of the vehicle body side, and the vehicle body moves in the left-right direction. Then, the center pin comes into contact with the stopper, and the displacement of the vehicle body in the left-right direction is restricted to a certain range (see, for example, Patent Document 1).

On the other hand, as the speed of a train increases, tilting of the vehicle body is known as a technique for traveling at a higher speed without deteriorating the riding comfort in a curved section. As one of the methods of tilting the vehicle body, there is an air spring tilting system in which the amount of air supplied to the outer air spring is increased to expand the air spring and the vehicle body is intentionally tilted inward when traveling in a curved section ( For example, see Patent Document 2.).

JP-A-2016-222237 (Fig. 2) Japanese Unexamined Patent Publication No. 2008-100614

In the above-mentioned air spring tilting type railway vehicle, the lower part of the center pin is swung outward as the vehicle body tilts, so the gap between the center pin and the stopper (stopper gap) temporarily becomes smaller, and the center pin is not used. There was a risk of contacting the stopper and deteriorating the ride quality. On the other hand, it is conceivable to set a large stopper gap in advance, but since the maximum allowable displacement of the vehicle body is limited, there is a limit in securing an appropriate stopper gap.

Therefore, an object of the present invention is to provide a vehicle body support device for a railway vehicle capable of regulating the maximum lateral displacement of the vehicle body without adversely affecting the riding comfort when traveling on a curved section.

In order to achieve the above object, the first vehicle body support device of the railway vehicle of the present invention includes a carriage having wheels, an air spring provided on the carriage, and a vehicle body supported by the carriage via the air spring. A center pin provided on the vehicle body and protruding downward and a pair of left-right movement stoppers provided on the trolley and arranged on both sides of the center pin in the left-right direction of the vehicle body are provided, and the center pin and the left-right movement stopper are provided. By abutting, the movement of the vehicle body in the left-right direction is restricted to a certain range, and the left-right movement stopper is attached to the bracket provided on the trolley and protruding upward, and abuts on the center pin. In a rolling stock vehicle body support device having a possible stopper rubber and the stopper rubber at a position higher than the upper surface of the air spring or at the same height as the upper surface of the air spring, the stopper rubber is attached to the center pin. It has a contact surface that can be contacted, and the contact surface is tilted in a state where the vehicle body is tilted in the left-right direction by supplying or exhausting the air spring to change the height of the air spring. It is a position where the amount of change in the gap between the center pin and the contact surface in an angle can be minimized, and is characterized by being at a position higher than the tilt center of the vehicle body .

Further , the second vehicle body support device of the railway vehicle of the present invention is provided on the vehicle body having wheels, an air spring provided on the vehicle body, a vehicle body supported by the vehicle body via the air spring, and the vehicle body. A central pin protruding downward and a pair of left-right movement stoppers provided on the carriage and arranged on both sides of the center pin in the left-right direction of the vehicle body are provided, and the center pin and the left-right movement stopper come into contact with each other. The left-right movement of the vehicle body is restricted to a certain range, and the left-right movement stopper includes a bracket provided on the trolley and protruding upward, and a stopper rubber attached to the bracket and capable of contacting the center pin. In a vehicle body support device of a railway vehicle in which the stopper rubber is located higher than the upper surface of the air spring or at the same height as the upper surface of the air spring, the stopper rubber can abut on the center pin. The contact surface has a contact surface, and the contact surface minimizes the amount of change in the gap between the center pin and the contact surface in the balance between the steady external force applied to the vehicle body during inclined traveling and the left-right rigidity of the air spring. It is a position that can be set, and is characterized in that it is located higher than the center of inclination of the vehicle body. Further, the bracket is formed in a U-shaped cross section having an open upper portion, has a mounting plate for mounting the stopper rubber, and is characterized in that a spacer is inserted between the stopper rubber and the mounting plate. There is.

According to the present invention, since the stopper rubber is located at a position higher than or at the same height as the upper surface of the air spring, it is assumed that the center of inclination of the vehicle body and the mounting position of the stopper rubber are aligned in the height direction when the vehicle body is tilted. It is possible to minimize the change in the stopper gap at the inclination angle, and there is no possibility that the center pin will unnecessarily contact the stopper and deteriorate the riding comfort.

It is a top view which shows one form example of the body support device of the railroad vehicle of this invention. It is also a front view. Similarly, it is explanatory drawing which shows the state which the vehicle body is tilted.

First, FIGS. 1 to 3 show an example of a vehicle body support device for a railroad vehicle of the present invention, and the vehicle body support device 11 shown in this embodiment is a bogie frame as shown in FIGS. 1 and 2. The vehicle body 14 is supported by the left-right movement stopper 15 provided between the vehicle body 14 and the bogie frame 12 in a railway vehicle equipped with a so-called bolsterless bogie that supports the vehicle body 14 via an air spring 13 attached to the vehicle body 14. It is for regulating the maximum lateral displacement of.

The trolley frame 12 has a pair of parallel side beams 12a and 12a along the rail direction, a pair of cross beams 12b and 12b along the sleeper direction connecting the side beams 12a and 12a, and a pair of reinforcements connecting the cross beams 12b and 12b. It is provided with beams 12c and 12c. Further, a pair of wheels 16 and 16 directly connected to both ends of a wheel set (not shown) are housed inside the front and rear of the bogie frame 12. Further, between the cross beams 12b and 12b, a pair of air springs 13 and 13 are provided on the outside of the side beams 12a and 12a, and a traction device 17 is provided in the center of the bogie frame 12.

The air spring 13 is a cylindrical diaphragm whose upper and lower ends are fastened to the upper member 18 provided on the lower surface of the vehicle body 14, the lower member 19 provided on the upper surface of the bogie frame 12, and the upper member 18 and the lower member 19, respectively. It has 20 and.

The upper member 18 is formed in a disk shape, and a support protrusion 18a having an air hole fitted in the support hole 14a provided on the lower surface of the vehicle body 14 is provided in the central portion on the upper surface side. Further, in the central portion on the lower surface side of the upper member 18, an upper contact portion that abuts on the lower contact portion 19a provided on the upper portion of the lower member 19 when the air in the diaphragm 20 is discharged to support the vehicle body. 18b is provided.

The diaphragm 20 is a flexible tubular body in which a rubber tubular body is reinforced with fibers, and the upper and lower ends thereof are fastened to the upper member 18 and the lower member 19, respectively, and are predetermined with respect to the vertical movement of the vehicle body. While exhibiting the spring characteristics of, it elastically supports the vehicle body to which the upper member 18 is attached.

The lower member 19 is provided on the laminated rubber (not shown) placed on the upper surface of the bogie frame 12, the ring-shaped support plate (not shown) adhered to the upper end of the laminated rubber, and the upper surface of the support plate. It is composed of the lower contact portion 19a, and the lower end of the diaphragm 20 is fastened to the outer peripheral surface of the lower contact portion 19a.

The air spring 13 configured in this way has the height dimension of the separation portion 21 provided between the upper contact portion 18b and the lower contact portion 19a in the left and right air springs 13 when traveling in the straight section. Keeping it even, when the vehicle enters the curved section, the amount of air supplied to the outer air spring 13 (left side in FIG. 3) is increased to expand the diaphragm 20, that is, the height dimension of the separation portion 21 is increased. It is possible to intentionally tilt the vehicle body inward.

The traction device 17 is a so-called single link type, includes a traction link 22 and a center pin 23, and is arranged inside the reinforcing beams 12c and 12c of the bogie frame 12 between the cross beams 12b and 12b, and is arranged between the cross beams 12b and 12b. By connecting the 12 and the vehicle body 14 via the traction link 22, the traction force and the braking force are transmitted while maintaining the front-rear position of the bogie frame 12 and the vehicle body 14.

The center pin 23 is a columnar member provided on the lower surface of the vehicle body 14 and projecting vertically downward, and has stopper plates 23a and 23a to which left-right moving stoppers 15 can abut on both the upper left and right sides, and a bifurcated member straddling a tow link 22 at the lower end. It has parts 23b and 23b. In the tow link 22, the mandrel 25 is inserted into both ends of the link 22a extending in the front-rear direction via a rubber bush 24, and the mandrel 25 on the center pin 23 side is fixed to the bifurcated portion 23b with a bolt 26. The center pin 23 is connected to the bogie frame 12 via the tow link 22 by similarly fixing the mandrel 25 on the bogie frame 12 side to the bifurcated portion (not shown) provided on the cross beam 12b.

The left-right movement stopper 15 is erected on the reinforcing beams 12c and 12c, and is attached to a pair of brackets 27 and 27 arranged at regular intervals so as to sandwich the center pin 23 from both the left and right sides, and a stopper plate attached to the upper part of the bracket 27. It is provided with a stopper rubber 28 that can come into contact with the 23a.

The bracket 27 is a columnar member having a mounting plate 27a to which the stopper rubber 28 is screwed while opening the upper portion in a U-shaped cross section, and the mounting plate 27a is substantially the same height as the upper member 18 of the air spring 13. It protrudes upward from the upper surface of the reinforcing beam 12c so as to be positioned, and is formed at a height at which the bracket 27 and the vehicle body 14 do not interfere with each other even if the upper contact portion 18b and the lower contact portion 19a come into contact with each other. ..

The stopper rubber 28 is made of an elastic material such as rubber having a cushioning property, and is formed in a vertically long rectangular block shape corresponding to the outer shape of the mounting plate 27a. Further, on the surface opposite to the surface attached to the mounting plate 27a, a substantially rectangular contact surface 28a is formed in the intermediate portion by chamfering the upper and lower end portions and the left and right end portions. In this way, with the stopper rubber 28 attached to the bracket 27, the contact surface 28a is arranged substantially parallel to the plate surface of the stopper plate 23a, and the lower end of the contact surface 28a is below the air spring 13. It is arranged at a position slightly higher than the upper surface of the contact portion 19a, in other words, at a height position of the center 21a of the separation portion 21.

The left-right moving stopper 15 configured in this way has a predetermined stopper gap 29 between the stopper plate 23a and the contact surface 28a in a neutral state in which the vehicle body 14 is not displaced in the left-right direction with respect to the bogie frame 12. By inserting the spacer 30 between the mounting plate 27a and the stopper rubber 28, the left and right stopper gaps 29 are adjusted to be even (for example, 28.5 mm). Further, when a large centrifugal force acts on the vehicle body and the position of the center pin 23 moves to the outside of the vehicle body during traveling in a curved section, the center pin 23 comes into contact with the stopper rubber 28, and the deflection of the stopper rubber 28 is taken into consideration. Even so, the displacement of the vehicle body 14 in the left-right direction is regulated so as not to exceed a certain amount (for example, 45 mm).

In an air spring tilting type railway vehicle provided with such a vehicle body support device, when the vehicle enters a curved section, the amount of air supplied to the air spring 13 outside the curve is increased to inflate the diaphragm 20, and the vehicle body is expanded. The vehicle body tilting that intentionally tilts the 14 inward is performed.

When the vehicle body tilt is executed, as shown in FIG. 3, the diaphragm 20 of the outer (left side) air spring 13 expands due to the compressed air supplied through the air hole of the support protrusion 18a, and the vehicle body 14 expands inside (right side). ) With the center 21a of the separation portion 21 in the air spring 13 as the center of inclination, and the air spring 13 is inclined upward by a predetermined angle (for example, 2 degrees). At this time, even if the lower portion of the center pin 23 is swung outward (left side), the stopper gap 29 does not decrease significantly, and the vehicle body 14 is supported with a gap (for example, 29 mm) comparable to that in the neutral state. There is.

In this way, since the stopper rubber 28 is located at a position higher than or at the same height as the upper surface of the air spring 13, it is assumed that the center of inclination of the vehicle body 14 and the mounting position of the stopper rubber 28 are aligned in the height direction when the vehicle body is tilted. It is possible to minimize the change in the stopper gap 29 at the tilt angle, and there is no possibility that the center pin 23 unnecessarily abuts on the stopper rubber 28 to deteriorate the riding comfort.

In this embodiment, the center of the stopper rubber is configured at the same height as the upper surface of the air spring, that is, the upper surface of the upper member, but it may be configured at a position higher than the upper member. Further, the trolley to be applied is not limited to the bolsterless trolley, and may be a bolster-equipped trolley. In this case, an air spring and a left-right moving stopper are interposed between the vehicle body and the bolster. Further, the shape of the stopper rubber is arbitrary, and the traction device is not limited to the single link type, and various methods such as the Z link type can be applied. Further, the vehicle body tilting may be performed not only by increasing or decreasing the amount of air in the air spring on one side, but also by increasing or decreasing the amount of air on the left and right air springs at the same time.

11 ... Body support device, 12 ... Bogie frame, 12a ... Side beam, 12b ... Cross beam, 12c ... Reinforcing beam, 13 ... Air spring, 14 ... Body, 14a ... Support hole, 15 ... Left and right movement stopper, 16 ... Wheel, 17 ... traction device, 18 ... upper member, 18a ... support protrusion, 18b ... upper contact portion, 19 ... lower member, 19a ... lower contact portion, 20 ... diaphragm, 21 ... separation part, 21a ... center, 22 ... Tow link, 22a ... link, 23 ... center pin, 23a ... stopper plate, 23b ... bifurcated part, 24 ... bush, 25 ... mandrel, 26 ... bolt, 27 ... bracket, 27a ... mounting plate, 28 ... stopper rubber, 28a ... Contact surface, 29 ... Stopper gap, 30 ... Spacer

Claims (3)

A trolley having wheels, an air spring provided in the trolley, a vehicle body supported by the trolley via the air spring, a center pin provided in the vehicle body and protruding downward, and the center pin provided in the trolley. A pair of left-right movement stoppers arranged on both sides of the vehicle body in the left-right direction are provided, and the center pin and the left-right movement stopper come into contact with each other to restrict the movement of the vehicle body in the left-right direction within a certain range. The left-right movement stopper has a bracket provided on the carriage and protruding upward, and a stopper rubber attached to the bracket and capable of contacting the center pin, and the stopper rubber is located at a position higher than the upper surface of the air spring. In the vehicle body support device of a railroad vehicle located at the same height as the upper surface of the air spring, the stopper rubber has a contact surface capable of contacting the center pin, and the contact surface supplies the air spring. A position where the amount of change in the gap between the center pin and the contact surface can be minimized at an inclination angle assumed in a state where the vehicle body is tilted in the left-right direction by changing the height of the air spring by air or exhaust. A vehicle body support device for a railway vehicle, which is characterized in that it is located at a position higher than the center of inclination of the vehicle body. A trolley having wheels, an air spring provided in the trolley, a vehicle body supported by the trolley via the air spring, a center pin provided in the vehicle body and protruding downward, and the center pin provided in the trolley. A pair of left-right movement stoppers arranged on both sides of the vehicle body in the left-right direction are provided, and the center pin and the left-right movement stopper come into contact with each other to restrict the movement of the vehicle body in the left-right direction within a certain range. The left-right movement stopper has a bracket provided on the carriage and protruding upward, and a stopper rubber attached to the bracket and capable of contacting the center pin, and the stopper rubber is located at a position higher than the upper surface of the air spring or. In the vehicle body support device of a railroad vehicle located at the same height as the upper surface of the air spring, the stopper rubber has a contact surface capable of contacting the center pin, and the contact surface is the contact surface when traveling in an inclined manner. At a position where the amount of change in the gap between the center pin and the contact surface in the balance between the steady external force applied to the vehicle body and the left-right rigidity of the air spring can be minimized, and at a position higher than the tilt center of the vehicle body. A body support device for railway vehicles characterized by being present. The bracket is formed in a U-shaped cross section with an opening at the top, and has a mounting plate for attaching the stopper rubber.
The vehicle body support device for a railway vehicle according to claim 1 or 2, wherein a spacer is inserted between the stopper rubber and the mounting plate.

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