JP7225801B2 - Shock absorbers, railcar bogies and railcars - Google Patents

Description

TECHNICAL FIELD The present invention relates to a shock absorber, a railway vehicle bogie, and a railway vehicle.

In some cases, railroad vehicles are required to have a performance capable of avoiding accidents such as derailment in the event of a large-scale earthquake. Therefore, various techniques have been proposed for avoiding accidents such as derailment when an earthquake occurs.

For example, in the railway vehicle disclosed in Patent Document 1, a regulation mechanism for maintaining the position of the vehicle body is provided between the vehicle body and the bogie. Also, the restriction mechanism includes a crushable member. In this railway vehicle, when large vibrational energy is applied to the railway vehicle due to an earthquake, the crushable member deforms to absorb the vibrational energy. As a result, derailment of the railway vehicle can be suppressed.

Further, for example, the railway vehicle vibration isolator disclosed in Patent Document 2 normally controls the damping force of the damping elements (damper and air spring) of the vehicle body in ride comfort priority mode, and when an earthquake occurs, it controls the damping force in earthquake mode controls the damping force of the damping element. As a result, good ride comfort is obtained in normal times, and derailment can be suppressed by reducing the vibration of the vehicle body in the event of an earthquake.

Japanese Patent Application Laid-Open No. 2006-182111 JP 2007-269201 A

As described above, by using the techniques of Patent Documents 1 and 2, it is considered possible to suppress derailment of railway vehicles when an earthquake occurs. However, with the technique disclosed in Patent Document 1, once the crushable member is deformed, it becomes difficult to appropriately suppress the vibration of the vehicle body during normal operation. Therefore, each time the crushable member is deformed, it is necessary to replace it with a new crushable member. This increases the maintenance cost of railcars.

On the other hand, the technique disclosed in Patent Document 2 is considered to be able to appropriately control the vibration of the vehicle body even in normal times after an earthquake occurs. However, since a control device for controlling the damper is required, the manufacturing cost of the railcar increases.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a low-cost shock absorber, a railway vehicle bogie, and a railway vehicle that can appropriately control the shaking of the railway vehicle during normal times and earthquakes.

The gist of the present invention is a shock absorber, a railway vehicle bogie, and a railway vehicle described below.

(1) A railway vehicle comprising a bogie frame having a lateral beam extending in a first direction and a pair of side beams extending in a second direction perpendicular to the first direction, and a vehicle body supported by the bogie frame, A shock absorber provided on a force transmission path between the center portion of the bottom of the vehicle body and the bogie frame and buffering the force in the first direction generated in the transmission path,
A buffer section and a position adjustment section connected in series in the transmission path,
each of the buffer section and the position adjustment section generates a reaction force against the force in the first direction;
The buffer section includes: a first moving body that moves in the first direction based on the force in the first direction; a first support that supports the first moving body so as to be slidable in the first direction; has
One of the first moving body and the first support includes a deforming portion, the deforming portion is provided in the transmission path, and the first moving body is deformed in the first direction based on the force in the first direction. 1 elastically deformed in the first direction before sliding against the support;
The position adjustment unit includes a second moving body and a second support that supports the second moving body so that the second moving body can relatively move in the first direction based on the force in the first direction. and a fluid filled in the second support and flowing according to relative movement of the second moving body with respect to the second support,
when the force in the first direction is greater than or equal to a predetermined first threshold value, the reaction force generated in the position adjustment section becomes larger than the reaction force generated in the buffer section;
A shock absorber, wherein a reaction force generated in the position adjusting portion is smaller than a reaction force generated in the buffer portion when the force in the first direction is less than a predetermined second threshold value equal to or less than the first threshold value.

(2) The shock absorber according to (1) above, wherein the second support generates the reaction force by regulating the flow of the fluid.

(3) one of the first mover and the first support includes a rod and a piston fixed to the rod;
the other of the first moving body and the first support includes a cylinder that slidably accommodates the piston;
The shock absorber according to (1) or (2) above, wherein the piston includes the deformation portion made of rubber.

(4) The shock absorber according to any one of (1) to (3) above, wherein the second support is a rubber bush filled with, for example, silicon as the fluid.

(5) A railway vehicle bogie comprising the shock absorber according to any one of (1) to (4) above.

(6) A railway vehicle comprising the railway vehicle bogie according to (5) above.

ADVANTAGE OF THE INVENTION According to this invention, the shaking of a railway vehicle can be appropriately controlled at low cost in normal times and in the event of an earthquake.

FIG. 1 is a front view schematically showing a railway vehicle according to one embodiment of the present invention. FIG. 2 is a plan view schematically showing a railway vehicle bogie according to one embodiment of the present invention. FIG. 3 is a diagram for explaining a damping device according to one embodiment of the present invention. FIG. 4 is a diagram for explaining the operation of the shock absorber. FIG. 5 is a diagram schematically showing an example of changing the mounting direction of the bogie for railway vehicles. FIG. 6 is a diagram schematically showing an example of changing the attachment direction of the shock absorber. FIG. 7 is a diagram schematically showing another structural modification of the shock absorber. 8 is a diagram for explaining the operation of the shock absorber shown in FIG. 7. FIG. FIG. 9 is a diagram schematically showing another example of changing the mounting orientation of the railway vehicle bogie. FIG. 10 is a diagram schematically showing another modification of the railroad vehicle bogie.

A shock absorber, a railway vehicle bogie, and a railway vehicle according to embodiments of the present invention will be described below. FIG. 1 is a front view schematically showing a railway vehicle according to one embodiment of the present invention.

Referring to FIG. 1 , railway vehicle 100 includes a railway vehicle bogie 10 (hereinafter abbreviated as bogie 10 ) and a vehicle body 90 . A center pin 92 is fixed to the center of the bottom of the vehicle body 90 . As for the structure of the car body 90 and the center pin 92, a known car body and center pin structure of a railway vehicle can be adopted. Therefore, detailed description of the vehicle body 90 and the center pin 92 is omitted.

FIG. 2 is a plan view showing the truck 10. FIG. 1 and 2, the bogie 10 includes a bogie frame 12, a plurality of wheels 14, a plurality of axles 16, a pair of air springs 18, a traction device 20 and a shock absorber 22.

The bogie frame 12 includes lateral beams 24 extending in a first direction X (the width direction of the railroad vehicle 100) and lateral beams 24 extending in a second direction Y (the front-rear direction (traveling direction) of the railroad vehicle 100) perpendicular to the first direction X in plan view. A pair of extending side beams 26 are provided.

In this embodiment, the cross beam 24 has a pair of pipe members 28 and a pair of connecting members 30 . A pair of pipe members 28 respectively extend in the first direction X so as to penetrate the pair of side beams 26 . The pair of connecting members 30 connects the pair of pipe members 28 outside the pair of side beams 26 (outside in the first direction X). The configuration of the bogie frame 12 shown in FIGS. 1 and 2 is an example, and various known bogie frame configurations can be employed as the configuration of the bogie frame.

A pair of axles 16 are rotatably supported by the pair of side beams 26 . A pair of wheels 14 are attached to each axle 16 .

Referring to FIG. 1 , bogie frame 12 is supported by axle 16 via a plurality of elastic members 32 . 1 and 2, the pair of air springs 18 are provided at both ends of the bogie frame 12 in the vehicle width direction. Referring to FIG. 1 , in this embodiment, each air spring 18 is supported by side beams 26 and connecting member 30 via air spring seats 34 . In this embodiment, the vehicle body 90 is supported by the pair of air springs 18 . That is, the vehicle body 90 is supported by the bogie frame 12 via the pair of air springs 18 .

Referring to FIG. 2, in this embodiment, traction device 20 is a Z-link type traction device. Specifically, the traction device 20 includes a traction beam 36 having a hole 36 a that opens upward, and a pair of link portions 38 . A center pin 92 (see FIG. 1) is inserted into the hole 36a of the traction beam 36. As shown in FIG. As a result, the bogie 10 and the vehicle body 90 are connected via the center pin 92 . In this embodiment, one link portion 38 connects the one pipe member 28 and the traction beam 36 , and the other link portion 38 connects the other pipe member 28 and the traction beam 36 . As a result, the traction beam 36 is rigidly supported by the cross beam 24 in the front-rear direction (second direction Y) and flexibly in the left-right direction (first direction X).

In this embodiment, the traction beam 36 is supported by a pair of link portions 38 so as to be movable in the first direction X with respect to the lateral beam 24 (bogie frame 12). Therefore, when the vehicle body 90 swings in the first direction X (vehicle width direction) while the railroad vehicle 100 is running, the traction beam 36 moves in the first direction X with respect to the cross beam 24 together with the center pin 92 . On the other hand, in this embodiment, the air spring 18 acts as a spring element in the first direction X between the bogie frame 12 and the vehicle body 90 . Also, the traction beam 36 is supported in the first direction X by a center pin 92 of the vehicle body 90 . Therefore, when the traction beam 36 moves from a predetermined position in the first direction X with respect to the transverse beam 24 that is part of the bogie frame 12, the air spring 18 (spring element) moves through the central pin 92 to the traction beam. A force in the first direction X is applied to 36 so as to return to a predetermined position.

The configuration of the traction device 20 shown in FIG. 2 is an example, and various known configurations of traction devices can be employed as the configuration of the traction device.

The shock absorber 22 is provided on a force transmission path between the center of the bottom of the car body 90 (the center pin 92 in this embodiment) and the bogie frame 12 (one side beam 26 in this embodiment). , to buffer the force in the first direction X generated in the transmission path. In this embodiment, the shock absorber 22 connects the traction beam 36 of the traction device 20 and one side beam 26 . Although there are a plurality of transmission paths for transmitting the force in the first direction X between the center portion of the bottom of the vehicle body 90 and the bogie frame 12, the shock absorber 22 transmits one of the transmission paths. Provided on the route. In the following description, a transmission path means one transmission path provided with a shock absorber among the plurality of transmission paths. In this embodiment, the traction beam 36 of the traction device 20 and the shock absorber 22 constitute one transmission path.

3A and 3B are diagrams for explaining the damping device 22. FIG. 3A is a diagram schematically showing the structure of the damping device 22, and FIG. It is a sectional view. In addition, in Fig.3 (a), a part of buffer part 40 is shown in the cross section.

2 and 3, damping device 22 includes damping portion 40, rod 42, position adjusting portion 44, and support member 46. As shown in FIG. The cushioning portion 40 , the rod 42 , the position adjusting portion 44 and the support member 46 are connected in series in the force transmission path between the cushioning device 22 and the side beams 26 .

Referring to FIG. 3(a), buffer portion 40 has rod 40a, piston 40b, and cylinder 40c. Referring to FIG. 2, in this embodiment, rod 40a is fixed to traction beam 36 of traction device 20 so as to extend in first direction X. As shown in FIG. Further, in this embodiment, the rod 40a moves in the first direction X integrally with the traction beam 36 with respect to the bogie frame 12 (cross beam 24). The rod 40a is made of, for example, a metal material such as steel.

Referring to FIG. 3(a), piston 40b has a hollow disk shape and is fixed to rod 40a. In this embodiment, the piston 40b is made of an elastic member such as rubber. In this embodiment, hollow disk-shaped rubber is used as the piston 40b. In this embodiment, the rod 40a and the piston 40b correspond to the first moving body, and the piston 40b corresponds to the deformation portion. Also, the cylinder 40c corresponds to the first support.

In this embodiment, the piston 40b has an outer peripheral surface with a circular cross section, and the cylinder 40c has an inner peripheral surface with a circular cross section. The piston 40b is accommodated in the cylinder 40c so that the outer peripheral surface of the piston 40b and the inner peripheral surface of the cylinder 40c are in close contact with each other. Although the details will be described later, the cylinder 40c supports the piston 40b so as to be slidable in the first direction X. As shown in FIG. The cylinder 40c is made of, for example, a metal material such as steel. In this embodiment, when a force in the first direction X is applied to the rod 40a or the cylinder 40c, the piston 40b is elastically deformed and a reaction force against the force in the first direction X is generated in the piston 40b. Further, when the force in the first direction X applied to the piston 40b or the cylinder 40c reaches or exceeds a predetermined magnitude, the piston 40b deforms and slides with respect to the cylinder 40c. Thus, a damping force is generated in the buffer portion 40 .

The rod 42 is provided so as to extend in the first direction X from the bottom of the cylinder 40c toward the one side beam 26. As shown in FIG. In this embodiment, the rod 42 is fixed to the cylinder 40c. Therefore, the rod 42 moves in the first direction X relative to the bogie frame 12 integrally with the cylinder 40c. The rod 42 is made of a metal material such as steel, for example.

A position adjusting portion 44 is attached to one end of the rod 42 in the first direction X (the end opposite to the cylinder 40c). In this embodiment, the position adjusting portion 44 includes a shaft member 44a extending in the second direction Y and a ring-shaped rubber bush 44b that supports the shaft member 44a. In this embodiment, the shaft member 44a is inserted into a central hole of the rubber bush 44b. Both ends of the shaft member 44 a are fixed to the rod 42 . Therefore, the shaft member 44a moves in the first direction X relative to the bogie frame 12 integrally with the cylinder 40c. In this embodiment, the rubber bushing 44b supports the shaft member 44a so that the shaft member 44a can move in the first direction X with respect to the rubber bushing 44b. The shaft member 44a is made of, for example, a metal material such as steel. In this embodiment, the shaft member 44a corresponds to the second movable body, and the rubber bush 44b corresponds to the second support.

Referring to FIG. 3(b), the space 48 inside the rubber bush 44b is partitioned into a pair of spaces 48a and 48b by partition walls 50 and 52. As shown in FIG. A through hole 50 a is formed in the partition 50 , and a through hole 52 a is formed in the partition 52 . The space 48a and the space 48b are connected by through holes 50a and 52a. In this embodiment, the space 48 is filled with a viscous fluid. As the fluid that fills the space 48, for example, silicon or a known dilatancy fluid can be used.

Referring to FIG. 2 , one end of support member 46 in first direction X is fixed to side beam 26 . 2 and 3A, a rubber bush 44b is fixed to the other end of the support member 46 in the first direction X (the end on the rod 42 side). Referring to FIG. 3A, in the present embodiment, a through hole 46a having a circular cross section is formed in the other end of the support member 46 so as to penetrate in the second direction Y, and the through hole 46a is provided with a rubber bush. 44b is fitted. As a result, the movement of the outer peripheral portion of the rubber bushing 44b in the first direction X is restricted. The support member 46 is made of, for example, a metal material such as steel.

Referring to FIG. 3(b), in the present embodiment, for example, when a force in the direction indicated by arrow X1 is applied to shaft member 44a, shaft member 44a is pushed against rubber bush 44b by arrow X1. move in the indicated direction. As a result, the central portion of the rubber bushing 44b moves (deforms) in the direction indicated by the arrow X1 with respect to the outer peripheral portion of the rubber bushing 44b. As a result, the volume of the space 48a is reduced, and the fluid in the space 48a moves to the space 48b through the through holes 50a and 52a. Although detailed description is omitted, when a force in the direction indicated by the arrow X2 is applied to the shaft member 44a, the fluid in the space 48b moves to the space 48a through the through holes 50a and 52a. In this embodiment, resistance is applied to the fluid when the fluid passes through the through holes 50a and 52a in the rubber bush 44b. In other words, in the rubber bushing 44b, the through holes 50a and 52a regulate the fluid flow. As a result, deformation of the central portion of the shaft member 44a is suppressed, and a reaction force is applied to the shaft member 44a. In this way, the rubber bush 44b applies the reaction force generated by restricting the fluid flow to the shaft member 44a. As a result, the movement of the shaft member 44a in the first direction X is restricted. The reaction force generated in the position adjusting portion 44 increases as the moving speed (initial speed) of the shaft member 44a increases.

In this embodiment, force is generated in the transmission path between the center of the bottom of the car body 90 (in this embodiment, the center pin 92) and the bogie frame 12 (in this embodiment, one side beam 26). When the applied force in the first direction X is greater than or equal to the predetermined first threshold value, the reaction force generated in the position adjusting portion 44 becomes larger than the reaction force generated in the cushioning portion 40 . On the other hand, when the force in the first direction X generated in the transmission path is less than the predetermined second threshold value (a value equal to or less than the first threshold value), the reaction force generated in the position adjustment section 44 is generated in the buffer section 40. smaller than the reaction force.

4A and 4B are diagrams for explaining the operation of the shock absorber 22. FIG. In addition, in FIG. 4, the position of the rod 40a when no force is applied to the rod 40a (normal time) is indicated by a dashed line. The center position of the shaft member 44a when the shock absorber 22 is in the state shown in FIG. 4(a) is indicated by a dashed line, and the center position of the shaft member 44a when the shock absorber 22 is in the state shown in FIG. indicated by dashed lines. Further, hereinafter, in the direction parallel to the first direction X, the direction from the traction beam 36 (see FIG. 2) toward the buffer portion 40 is referred to as the X1 direction, and the direction from the buffer portion 40 to the traction beam 36 is referred to as the X2 direction. Described as direction.

Referring to FIG. 1, for example, suppose that the vehicle body 90 sways in the X1 direction with respect to the bogie frame 12 when the railroad vehicle 100 passes through a curved section. In this case, as shown in FIG. 4A, a force F1 in the X1 direction is applied from the traction beam 36 (see FIG. 1) to the rod 40a. It is assumed that the magnitude of the force F1 is greater than or equal to the first threshold value described above. Therefore, in the state shown in FIG. 4A, the reaction force generated in the position adjusting portion 44 is greater than the reaction force generated in the cushioning portion 40. As shown in FIG. Therefore, the cylinder 40c, the rod 42, the shaft member 44a and the rubber bushing 44b do not move in the first direction X with respect to the bogie frame 12. As shown in FIG.

In the present embodiment, for example, when the railway vehicle 100 passes through a curved section, the force generated between the traction device 20 and the side beam 26 (the force generated in the transmission path between the vehicle body 90 and the bogie frame 12) force), the first threshold value is set to such an extent that the shaft member 44a does not move in the first direction X.

Further, in the present embodiment, the shock absorber 40 is configured to such an extent that the piston 40b does not slide with respect to the cylinder 40c with the force generated in the transmission path when the railway vehicle 100 passes through the curved section. Therefore, when the force F1 is applied to the rod 40a when the railway vehicle 100 passes through the curved section, the piston 40b deforms without sliding on the cylinder 40c. Specifically, the piston 40b is deformed such that the central portion expands in the X1 direction. In this embodiment, by deforming the piston 40b as described above, the swinging of the vehicle body 90 with respect to the bogie frame 12 can be appropriately controlled.

By moving the railway vehicle 100 from the curved section to the straight section, the force F1 applied to the rod 40a is released. As a result, the piston 40b returns to its original shape, and the rod 40a moves in the X2 direction and returns to its original position. 1 and 2, by returning rod 40a to its original position, traction beam 36 and vehicle body 90 of traction device 20 also return to their original positions.

On the other hand, for example, when the truck 10 shakes greatly due to the occurrence of an earthquake, as shown in FIG. Since the magnitude of the force F2 is equal to or greater than the above-described first threshold value, the cylinder 40c, the rod 42, the shaft member 44a and the rubber bush 44b do not move against the bogie frame 12 even in the state shown in FIG. 4(b). It does not move in the first direction X.

In this embodiment, when a large force is generated between the traction device 20 and the side beams 26 (the transmission path between the vehicle body 90 and the bogie frame 12) due to an earthquake or the like, the piston 40b moves against the cylinder 40c. The buffer portion 40 is configured to slide. In the example shown in FIG. 4B, the force F2 applied to the rod 40a causes the piston 40b to deform and move in the X1 direction with respect to the cylinder 40c. More specifically, the outer peripheral surface of the piston 40b moves in the X1 direction with respect to the cylinder 40c. After that, when the shaking due to the earthquake subsides and the force F2 applied to the rod 40a is released, the piston 40b returns to its original shape and the rod 40a moves in the X2 direction as shown in FIG. 4(c). do. However, as described above, since the outer peripheral surface of the piston 40b has moved in the X1 direction with respect to the cylinder 40c, the rod 40a cannot return to its original position simply by returning the piston 40b to its original shape. Regarding this point, in this embodiment, as described above, when the traction beam 36 (see FIG. 2) moves from a predetermined position in the X1 direction with respect to the bogie frame 12 (see FIG. 2), the X1 Due to the directional reaction force, the center pin 92 exerts a force in the X2 direction on the pull beam 36 to return to its original position. As a result, a force F3 in the X2 direction is applied to the rod 40a, as shown in FIG. 4(c). After that, the position adjuster 44 operates, and the traction beam 36 and the vehicle body 90 return to their original positions.

In this embodiment, the second threshold is set to be greater than the force F3 applied from the traction beam 36 to the rod 40a. As described above, when the force in the first direction X generated between the traction device 20 and the side beam 26 (the transmission path between the vehicle body 90 and the bogie frame 12) is less than the second threshold, the position The reaction force generated in the adjustment portion 44 is smaller than the reaction force generated in the buffer portion 40 . Therefore, in the state shown in FIG. 4C, the reaction force generated in the position adjusting portion 44 is smaller than the reaction force generated in the cushioning portion 40. As shown in FIG. As a result, as shown in FIG. 4(d), the shaft member 44a moves in the X2 direction with respect to the rubber bush 44b. As a result, the rod 42, cylinder 40c, piston 40b and rod 40a move in the X2 direction with respect to the bogie frame 12, and the rod 40a returns to its original position.

As described above, in the present embodiment, the deformation of the piston 40b normally allows the damping portion 40 to generate an appropriate damping force. Also, when a large vibration occurs in the railroad vehicle 100 due to an earthquake or the like, the piston 40b deforms and slides on the cylinder 40c, thereby generating an appropriate damping force. Therefore, according to this embodiment, it is possible to appropriately control the shaking of the railway vehicle during normal times and when an earthquake occurs.

In addition, in the present embodiment, even if large vibrations repeatedly occur in the railcar 100, the damping device 22 does not need to be replaced as long as the position adjusting portion 44 allows the shaft member 44a to move. Thereby, the maintenance cost of the railroad vehicle 100 can be suppressed. Furthermore, in this embodiment, it is not necessary to perform electrical control using a control device. Thereby, the manufacturing cost of the railcar 100 can be suppressed.

As described above, according to the present embodiment, it is possible to appropriately control the shaking of the railway vehicle 100 during normal times and earthquakes at low cost.

In the above description, the case where the traction beam 36 of the traction device 20 moves in the X1 direction with respect to the bogie frame 12 (the case where the force in the X1 direction is applied from the traction beam 36 to the rod 40a) has been described. Similar effects can be obtained even when the beam 36 moves in the X2 direction with respect to the bogie frame 12 . Further, in the above description, the operation of the shock absorber 22 was described based on the force in the first direction X applied from the traction beam 36 to the rod 40a. The operation of the damping device 22 is the same even if it is provided.

(Other embodiments)
In the above-described embodiment, the rod 40a of the shock absorber 22 is fixed to the traction beam 36 of the traction device 20, and the support member 46 of the shock absorber 22 is fixed to the side beam 26 of the bogie frame 12. However, FIG. 3, the rod 40a of the shock absorber 22 may be fixed to the side beam 26 of the bogie frame 12, and the support member 46 of the shock absorber 22 may be fixed to the traction beam 36 of the traction device 20. . Also in this case, the same effect as the above-described embodiment can be obtained.

Further, in the above-described embodiment, the shock absorber 22 having a configuration in which the rod 40a and the piston 40b are used as the first moving body and the cylinder 40c is used as the first support has been described. is not limited to For example, as in the shock absorber 22a shown in FIG. 6, the rod 40a and the cylinder 40c may be used as the first moving body, and the piston 40b fixed to the rod 42 may be used as the first support. In addition, in the shock absorber 22a, the rod 40a and the cylinder 40c move in the first direction X integrally with the traction beam 36 with respect to the bogie frame 12 (cross beam 24). Although detailed description is omitted, the same effects as those of the shock absorber 22 described above can also be obtained in the shock absorber 22a according to the present embodiment. Further, in the shock absorber 22a according to the present embodiment, as in the shock absorber 22 described above, the rod 40a may be fixed to the traction beam 36 of the traction device 20, the support member 46 may be fixed to the side beam 26, and the rod 40 a may be fixed to side beam 26 and support member 46 may be fixed to traction beam 36 .

In addition, in the shock absorber 22 described above, the case where the piston 40b made of hollow disc-shaped rubber is used as the deforming portion has been described. A doughnut-shaped piston 41 made of roll rubber may be used as the deformation portion.

FIG. 8 is a diagram for explaining the operation of the shock absorber 22b. In addition, in FIG. 8, the position of the rod 40a when no force is applied to the rod 40a (normal time) is indicated by a dashed line. The center position of the shaft member 44a when the shock absorber 22b is shown in FIG. 8A is indicated by a dashed line, and the center position of the shaft member 44a when the shock absorber 22 is shown in FIG. indicated by dashed lines.

Referring to FIG. 1, for example, suppose that the vehicle body 90 sways in the X1 direction with respect to the bogie frame 12 when the railroad vehicle 100 passes through a curved section. In this case, as shown in FIG. 8A, a force F1 in the X1 direction is applied to the rod 40a. It is assumed that the magnitude of the force F1 is greater than or equal to the first threshold value described above. Therefore, in the state shown in FIG. 8A, the reaction force generated in the position adjusting portion 44 is greater than the reaction force generated in the cushioning portion 40. As shown in FIG. Therefore, the cylinder 40c, the rod 42, the shaft member 44a and the rubber bushing 44b do not move in the first direction X with respect to the bogie frame 12. As shown in FIG.

As described above, the force generated between the traction device 20 and the side beams 26 when the railway vehicle 100 passes through a curved section (the force generated in the transmission path between the vehicle body 90 and the bogie frame 12) ), the first threshold is set to such an extent that the shaft member 44a does not move in the first direction X. As shown in FIG.

Further, the buffer portion 40 is configured to such an extent that the piston 41 does not slide with respect to the cylinder 40c with the force generated in the transmission path when the railway vehicle 100 passes through the curved section. Therefore, when the force F1 is applied to the rod 40a when the railway vehicle 100 passes through the curved section, the piston 41 deforms without sliding on the cylinder 40c, as shown in FIG. 8(a). do. Specifically, the piston 41 is deformed such that the central portion expands in the X1 direction.

By moving the railway vehicle 100 from the curved section to the straight section, the force F1 applied to the rod 40a is released. As a result, the piston 41 returns to its original shape, and the rod 40a moves in the X2 direction and returns to its original position.

On the other hand, when the truck 10 shakes greatly, as shown in FIG. 8B, a force F2 in the X1 direction, which is greater than the force F1, is applied to the rod 40a. Since the magnitude of the force F2 is greater than or equal to the above-described first threshold value, even in the state shown in FIG. It does not move in the first direction X.

In this embodiment, when a large force is generated between the traction device 20 and the side beams 26 (the transmission path between the vehicle body 90 and the bogie frame 12) due to an earthquake or the like, the piston 41 is pushed against the cylinder 40c. The buffer portion 40 is configured to slide (more specifically, roll). In the example shown in FIG. 8B, the force F2 applied to the rod 40a causes the piston 41 to move in the X1 direction with respect to the cylinder 40c while deforming and rolling. After that, when the force F2 applied to the rod 40a is released, the piston 41 returns to its original shape and the rod 40a moves in the X2 direction, as shown in FIG. 8(c). However, as described above, since the piston 41 has moved in the X1 direction with respect to the cylinder 40c, the rod 40a cannot return to its original position simply by returning the piston 41 to its original shape. In this regard, as described above, the center pin 92 exerts a force in the X2 direction on the traction beam 36 to return it to its original position due to the reaction force of the air spring 18 in the X1 direction. As a result, a force F3 in the X2 direction is applied to the rod 40a, as shown in FIG. 8(c). After that, as described above, the position adjuster 44 operates to return the traction beam 36 and the vehicle body 90 to their original positions.

As described above, since the shock absorber 22b using the piston 41 also operates in the same manner as the shock absorber 22, the use of the shock absorber 22b provides the same effects as the use of the shock absorber 22. Furthermore, in the damping device 22b, the force in the first direction X can be damped by rolling the piston 41. As shown in FIG.

Although detailed description is omitted, the piston 41 may be used instead of the piston 40b in the shock absorber 22a of FIG. Also in this case, the same effect as the above-described embodiment can be obtained.

In the truck 10 shown in FIG. 2, the shock absorbers 22 are provided so that the support members 46 are fixed to the side beams 26, and in the truck 10a shown in FIG. A shock absorber 22 is provided, but the arrangement of the shock absorber 22 is not limited to the example described above. Specifically, the shock absorber may be provided in the transmission path between the vehicle body 90 and the bogie frame 12 . Therefore, for example, as in a truck 10b shown in FIG. 9, the support members 46 may be fixed to the cross beams 24 via connecting members 60, and as in a truck 10c shown in FIG. It may be fixed to the cross beam 24 via the member 62 .

Further, in the above-described embodiment, the case of using the Z-link type traction device 20 has been described, but a single-link type traction device may be used. In this case, one of the pair of pipe members 28 and the center pin 92 are connected by one link portion. For example, rod 40a would be attached to center pin 92 if a single link traction device were to be used in place of traction device 20 in truck 10 of FIG. Specifically, the rod 40a is attached to the center pin 92 via a cushioning member such as a rubber bush or a spherical bush so that the rod 40a and the center pin 92 can rotate relative to each other. Further, for example, when a one-link traction device is used instead of the traction device 20 in the carriage 10a of FIG. Specifically, the support member 46 is attached to the center pin 92 via a cushioning member such as a rubber bush or a spherical bush so that the support member 46 and the center pin 92 can rotate relative to each other.

In the above-described embodiment, the case where the shaft member 44a and the rubber bushing 44b are used as the position adjusting portion has been described, but various known oil dampers provided with a piston and a cylinder may be used as the position adjusting portion. In this case, for example, instead of the shaft member 44a, a piston (second moving body) is fixed to the rod 42, and a cylinder (second support) that houses the piston is used instead of the rubber bush 44b and the support member 46. It is fixed to the side beams 26 or the traction beams 36 . Although detailed description is omitted, a reaction force is generated in the same manner as the above-described position adjustment unit 44 when the position adjustment unit is configured as described above.

In the above-described embodiment, the case where the pistons 40b and 41 made of elastic members are used as the deformable portions has been described, but the configuration of the deformable portions is not limited to the above example. The deforming portion may be configured to be elastically deformed in the first direction X before the first moving body slides on the first supporting body based on the force in the first direction X. Therefore, the deformable portion may include a member other than the elastic member.

ADVANTAGE OF THE INVENTION According to this invention, the shaking of a railway vehicle can be appropriately controlled at low cost in normal times and in the event of an earthquake.

REFERENCE SIGNS LIST 10 railway vehicle bogie 12 bogie frame 14 wheel 16 axle 18 air spring 20 traction device 22, 22a, 22b buffer device 24 lateral beam 26 side beam 28 pipe member 30 connecting member 32 shaft spring 34 air spring seat 36 traction beam 38 link portion 40 Buffer part 40a Rod 40b Piston 40c Cylinder 42 Rod 44 Position adjustment part 44a Shaft member 44b Rubber bush 46 Support member 46a Through hole 48, 48a, 48b Space 50, 52 Partition wall 50a, 52a Through hole

Claims (6)

A railway vehicle comprising: a bogie frame having a lateral beam extending in a first direction and a pair of side beams extending in a second direction perpendicular to the first direction; and a car body supported by the bogie frame, wherein the bottom portion of the car body A damping device provided on a force transmission path between the center of the and the bogie frame and buffering the force in the first direction generated in the transmission path,
A buffer section and a position adjustment section connected in series in the transmission path,
each of the buffer section and the position adjustment section generates a reaction force against the force in the first direction;
The buffer section includes: a first moving body that moves in the first direction based on the force in the first direction; a first support that supports the first moving body so as to be slidable in the first direction; has
One of the first moving body and the first support includes a deforming portion, the deforming portion is provided in the transmission path, and the first moving body is deformed in the first direction based on the force in the first direction. 1 elastically deformed in the first direction before sliding against the support;
The position adjustment unit includes a second moving body and a second support that supports the second moving body so that the second moving body can relatively move in the first direction based on the force in the first direction. and a fluid filled in the second support and flowing according to relative movement of the second moving body with respect to the second support,
when the force in the first direction is greater than or equal to a predetermined first threshold value, the reaction force generated in the position adjustment section becomes larger than the reaction force generated in the buffer section;
A shock absorber, wherein a reaction force generated in the position adjusting portion is smaller than a reaction force generated in the buffer portion when the force in the first direction is less than a predetermined second threshold value equal to or less than the first threshold value. 2. The shock absorber according to claim 1, wherein said second support generates said reaction force by regulating the flow of said fluid. one of the first mover and the first support includes a rod and a piston fixed to the rod;
the other of the first moving body and the first support includes a cylinder that slidably accommodates the piston;
3. The shock absorber according to claim 1, wherein said piston includes said deformable portion made of rubber. 4. The shock absorber according to any one of claims 1 to 3, wherein said second support is a rubber bush filled with silicon as said fluid. A railway vehicle bogie comprising the shock absorber according to any one of claims 1 to 4. A railway vehicle comprising the railway vehicle bogie according to claim 5 .

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