TW201711887A - Vehicle body support device for railway vehicle - Google Patents

Abstract

To provide a vehicle body support device for a railway vehicle capable of preventing the deterioration in ride-comfort by securing lateral rigidity for supporting a vehicle body without imparting the lateral rigidity (rigidity in the different direction) to a bolster spring, and capable of reducing weight and cost by simplifying the bolster spring. In a vehicle body support device 1 for a railway vehicle having a traction link 30 for connecting a center pin 40 joined to a vehicle body 5 and a truck frame 10 and a pair of left-right air springs 20 and 20 provided between the vehicle body 5 and the truck frame 10 and supporting the vehicle body 5, the traction link 30 is branched off in the horizontal direction on the side connected to the truck frame 10, and its branched-off respective end parts are respectively provided with rubber bushes 33a and 33b.

Description

Vehicle body support device for railway vehicles

The present invention relates to a vehicle body supporting device for a railway vehicle, wherein the railway vehicle body supporting device is a bogie frame supporting a vehicle body via a pair of right and left pillow springs.

In a railway vehicle, in order to improve the ride comfort of the passenger, a pillow spring that moderates the impact transmitted from the bogie to the vehicle body is installed between the bogie frame and the vehicle body. Further, as the pillow spring, an air spring is often used, and in recent years, the air spring has a right and left rigidity.

Such an air spring is used, for example, in a one-link type vehicle body supporting device which is one of the vehicle body supporting devices without the bolster bogie. Here, the one-link type vehicle body supporting device includes, in addition to the air spring, a center pin, which is coupled with the vehicle body, and a connecting rod, each of which is respectively passed through a rubber bushing and a bogie machine. The frame is combined with the lower part of the center pin. Further, the center pin disposed at the center of the bogie and coupled to the vehicle body is coupled to the bogie frame by a link to convey the front and rear forces.

Further, as shown in Fig. 15, the air spring 120 is provided with an outer cylinder 123 that forms a regulating portion 123a that covers the diaphragm 121 only in the left-right direction and restricts the right and left rigidity in order to improve the right and left rigidity. The displacement of the direction changes the spring constant in the front-rear direction and the left-right direction. Further, a stopper mechanism 125 that restricts displacement in the left-right direction is included inside. In addition, with Air springs of different directionality are also used in other forms of bolsterless bogies (such as Z-link type, etc.) or bogies with bolsters.

[Prior patent documents] [Patent Literature]

[Patent Document 1] Japanese Unexamined Patent Publication No. 3-109973

However, in the air spring 120, the configuration of the air spring 120 is complicated in order to have an omnidirectional property, and the weight of the vehicle body supporting device is increased and the cost is increased. Further, the stopper mechanism 125 is built in the air spring 120, and when the diaphragm 121 is gradually leaked due to damage (cracking, etc.), it is easy to bend and the left and right rigidity is lowered. Then, the stopper mechanism 125 inside the air spring is rubbed against the contact slide to generate vibration, and since the vibration is transmitted to the link, there is also a problem that the ride comfort is deteriorated.

Therefore, the present invention has been made in order to solve the problem, and an object of the invention is to provide a vehicle body supporting device for a railway vehicle which does not have to have a right and left rigidity (rigidity in the opposite direction) to ensure the rigidity of the pillow spring. The left and right rigidity of the vehicle body support prevents deterioration of riding comfort and simplifies the pillow spring, thereby reducing weight and cost.

In one aspect of the present invention, a vehicle body supporting device for a railway vehicle includes: a traction link that connects a member coupled to a vehicle body and a bogie frame; and a pair of right and left pillow springs are provided And the vehicle body is supported between the vehicle body and the bogie frame, wherein the traction link is laterally dissected laterally connected to the bogie frame, and at each end of the divergence Each includes an elastic member.

In the railway vehicle body supporting device, since the traction link is laterally branched on the side connected to the bogie frame and includes elastic members at each end of the divergence, the body of the vehicle can be secured by the traction link. The rigidity of the support is left and right to prevent deterioration of ride comfort. Therefore, in the case where the air spring is used as the pillow spring, since the right and left rigidity of the vehicle body support is not required, it is not necessary to make the air spring have an omnidirectional property, and the built-in stopper can be eliminated. Thereby, the structure of the air spring can be simplified, and the weight of the air spring can be reduced and the cost can be reduced. Further, since the maintenance of the inside of the air spring is not required, the regular maintenance of the vehicle can be inspected and repaired without having to float the vehicle body.

In the vehicle body supporting device for a railway vehicle, at least one of a spring constant or a size is set to be arranged in the elastic member included in each end portion of the traction link. It is preferable that the member side combined with the vehicle body is small.

For example, when a rubber bush is used as the elastic member, the spring constant of the average rubber bushing can be set small by providing the recessed portion to the rubber constituting the rubber bushing, reducing the hardness of the rubber or the like.

Further, as the elastic member, a rubber member that sandwiches rubber with a metal plate is used, and if a part of the bogie frame is held by two rubber members and the traction link is coupled to the bogie frame, the rubber can be lowered. The hardness is set to a small spring constant of the rubber bushing.

Since the spring constant of the elastic member including the front and rear directions of the traction link cannot be extremely changed, the spring constant is set to the side of the bogie frame in the elastic member included in each end portion of the traction link. Or size At least one of them is set to be smaller than a member disposed on the side of the member to be coupled to the vehicle body, and the spring constant in the front-rear direction can be made equal. Thereby, it is possible to surely ensure the right and left rigidity without adversely affecting the front and rear rigidity of the vehicle body supported by the traction link.

Further, in the vehicle body supporting device for a railway vehicle, when the displacement of the elastic member disposed on the bogie frame side in the front-rear direction exceeds a predetermined range, the elastic force corresponding to the elastic deformation amount is nonlinear. The spring characteristics are better.

For example, in the case where a rubber bushing is used as the elastic member, by providing a through hole in the front-rear direction of the rubber bushing (that is, a space portion where rubber does not exist), nonlinear spring characteristics can be obtained in the front-rear direction.

Further, in the case of using an elastic member as a rubber member, a rubber member sandwiching a rubber plate is used, and a part of the bogie frame is held by two rubber members, and the traction link is coupled to the bogie frame. The two rubber members are provided with a gap without pre-compression (two rubber members are not locked by a nut), and nonlinear spring characteristics can be obtained in the front-rear direction.

By this means, a rigid non-sensitive belt can be produced within a predetermined range of displacement in the front and rear directions. In other words, the elastic member disposed on the bogie frame side has almost no elastic force in a predetermined range in the displacement in the front-rear direction. Therefore, in the state of almost no displacement (near the neutral point), the rigidity of the left and right sides of the vehicle body support can be made soft, so that the riding comfort can be improved.

Further, in the vehicle body supporting device for a railway vehicle, the interval between the elastic members arranged to be separated from the bogie frame side is set to be larger than the width of the elastic member disposed on the member side coupled to the vehicle body. Greatly better.

In this way, because the supporting force in the left and right direction increases, The high-speed running performance can be improved by further improving the left and right rigidity of the vehicle body supported by the traction link.

According to the vehicle body supporting device for a railway vehicle according to the present invention, it is not necessary to make the pillow spring have left-right rigidity (rigidity in the opposite direction), to ensure the right and left rigidity of the vehicle body support, and to prevent deterioration of riding comfort, and to simplify the pillow spring, which can be lightly Quantitative and low cost.

1‧‧‧ body support device

2‧‧‧ traction device

3‧‧‧ body

10‧‧‧ bogie frame

20‧‧‧Air spring (pillow spring)

21‧‧‧Separator

23‧‧‧Outer tube

30, 30a, 30b‧‧‧ traction link

31‧‧‧ Link body

32, 33a, 33b‧‧‧ rubber bushings

33c‧‧‧ venting holes

34, 35a, 35b‧‧‧ shaft

40‧‧‧Center Sales

43‧‧‧ traction beam

53‧‧‧Rubber components

56‧‧‧Lock nut

60‧‧‧ bolster

70‧‧‧Air spring

80‧‧‧Bob beam holder (traction link)

Fig. 1 is a plan view showing a vehicle body supporting device for a railway vehicle according to the first embodiment.

Fig. 2 is a front elevational view showing the vehicle body supporting device for a railway vehicle according to the first embodiment.

Fig. 3 is a side view showing the vehicle body supporting device for a railway vehicle according to the first embodiment.

Fig. 4 is a view showing a rubber bushing disposed on the bogie frame side.

Fig. 5 is a view showing the spring characteristics of the rubber bushing disposed on the bogie frame side.

Fig. 6 is a view showing a modification of the traction link.

Fig. 7 is a view showing a modification of the traction link.

Fig. 8 is a view showing a modification of the elastic member.

Fig. 9 is a view showing a traction link as a resilient member and using a rubber bushing and a rubber member.

Fig. 10 is a view showing a vehicle body supporting device for a railway vehicle according to a second embodiment; Floor plan.

Fig. 11 is a front elevational view showing the vehicle body supporting device for a railway vehicle according to the second embodiment.

Fig. 12 is a plan view showing a vehicle body supporting device for a railway vehicle according to a third embodiment.

Fig. 13 is a front elevational view showing the vehicle body supporting device for a railway vehicle according to the third embodiment.

Fig. 14 is a side view showing a vehicle body supporting device for a railway vehicle according to a third embodiment.

Fig. 15 is a front elevational view showing a conventional vehicle body supporting device for a railway vehicle, and partially showing a cross section of the air spring.

<First embodiment>

First, the vehicle body supporting device for a railway vehicle according to the first embodiment will be described with reference to Figs. 1 to 5 . The first embodiment shows a case where the present invention is applied to a one-link type bolsterless bogie. Fig. 1 is a plan view showing a vehicle body supporting device for a railway vehicle according to the first embodiment. Fig. 2 is a front elevational view showing the vehicle body supporting device for a railway vehicle according to the first embodiment. Fig. 3 is a side view showing the vehicle body supporting device for a railway vehicle according to the first embodiment. Fig. 4 is a view showing a rubber bushing disposed on the bogie frame side. Fig. 5 is a view showing the spring characteristics of the rubber bushing disposed on the bogie frame side.

As shown in FIGS. 1 to 3, the vehicle body supporting device 1 of the present embodiment includes an air spring (pillow spring) 20 attached to the bogie frame 10, and a traction device 2 connected to the bogie machine. Frame 10 and body 5, and convey the driving force or The left and right dynamic dampers 50 prevent vibration of the vehicle body in the left-right direction; and the anti-biasing device 51 and the like prevent movement during traveling; the bogie frame 10 supports the vehicle body 5 via the air springs 20.

The bogie frame 10 includes: a set of side beams 11 and 11 parallel along a track direction; a set of beams 12, 12 along the direction of the sleepers connecting the side beams 11, 11, and a reinforcing beam connecting the beams 12, 12. 13,13. An axle (not shown) is disposed in front of and behind the bogie frame 10. Further, air springs 20, 20 are disposed outside the side members 11, 11 between the beams 12, 12, and the traction device 2 is disposed at the center of the bogie frame 10.

The air spring 20 includes a diaphragm 21, an outer cylinder 23 that supports the diaphragm 21, and a laminated rubber 24. The laminated rubber 24 is formed by superimposing and overlapping the rubber material 25 and the metal plate 26. This laminated rubber 24 is formed in a ring shape, and the connecting shaft 26a having the air holes is provided in the lowermost metal plate 26. The diaphragm 21 is attached to the upper portion of the laminated rubber 24. Specifically, the diaphragm 21 is supported by the umbrella-shaped outer cylinder 23 from above, and is supported and fixed by the annular lower panel 22 from below. This air spring 20 is mounted between the vehicle body 5 and the bogie frame 10 and supports the vehicle body 5.

The traction device 2 connects the bogie frame 10 with the vehicle body 5 and includes a traction link 30 and a center pin 40. The traction device 2 is disposed between the beams 12 and 12 inside the reinforcing beams 13 and 13 of the bogie frame 10. The center pin 40 has a flange 41 fixed to the vehicle body 5 by bolts, and lower end portions 42 and 42 which are branched from the traction link 30, and are disposed on the vehicle body 5. This center pin 40 is coupled to the bogie frame 10 via a traction link 30.

Further, the stoppers 45 and 45 are disposed on the left and right of the center pin 40. side. These stoppers 45, 45 are fixed to the reinforcing beams 13, 13. By these stoppers 45, 45, the displacement of the center pin 40 (vehicle body 5) in the left-right direction is restricted so as not to exceed a fixed amount. Moreover, the side sill 11 of the bogie frame 10 is coupled to the center pin 40 (the vehicle body 5) by the left and right dynamic dampers 50, and the left and right ends of the bogie frame 10 and the vehicle body are provided by the anti-biasers 51, 51. 5 links.

Here, the traction link 30 includes a link body 31 and rubber bushings 32, 33a, 33b provided at the ends of the link body 31. That is, the link body 31 forms a branch shape in which the bogie frame 10 side is uniformly branched in the left-right direction, and includes two rubber bushings 33a, 33b on the bogie frame 10 side and a rubber on the center pin 40 side. Bushing 32. Each of the rubber bushings 32, 33a, 33b is press-fitted and fixed to a mounting hole formed at each end portion of the link body 31.

The support shafts 34 and 35a, 35b are disposed at the centers of the respective rubber bushes 32, 33a, 33b for locking the link body 31 via the rubber bushings 32 and 33a, 33b. The center pin 40 and the cross member 12 of the bogie frame 10. The both ends of the support shafts 34 and 35a, 35b are fixed to the center pin 40 and the cross member 12 by bolts, and the traction link 30, the center pin 40, and the bogie machine are connected via the rubber bushings 32 and 33a, 33b. The frame 10 is combined.

Here, the center line of the support shaft 34 is arranged to substantially coincide with the line (the center line of the bogie) that connects the centers of the pair of air springs 20. Further, the support shafts 35a and 35b are disposed outside the beam 12 via the bracket.

In this manner, in the vehicle body supporting device 1, the side where the traction link 30 is coupled to the bogie frame 10 is branched in the horizontal direction, and rubber bushings 33a and 33b are respectively provided at the respective end portions of the branch. Therefore, since the right and left rigidity of the vehicle body support can be ensured by the traction link 30, deterioration in riding comfort can be prevented.

Therefore, since the right and left rigidity supported by the vehicle body of the air spring 20 is not required, it is not necessary to make the air spring 20 have an omnidirectional property. Therefore, in the air spring 20, since the right and left rigidity can be increased without the outer cylinder 23, it is not necessary to cover the diaphragm 21 in the left-right direction, and the outer cylinder 23 can be made small. Moreover, since the right and left rigidity of the vehicle body support is ensured by the traction link 30, it is not necessary to provide the stopper mechanism inside the air spring 20.

Thereby, since the structure of the air spring 20 is simplified, it is possible to reduce weight and cost in the vehicle body supporting device 1. Moreover, since there is no stopper mechanism inside the air spring 20, maintenance of the inside of the air spring is not required. As a result, the regular maintenance of the vehicle can be inspected and repaired without having to float the vehicle body 5, so that the maintainability is also improved.

Further, in the traction link 30, the rubber bushes 33a and 33b disposed on the vehicle body supporting device 1 side set at least one of the spring constant and the size smaller than the rubber bush 32 disposed on the center pin 40 side. In the present embodiment, the spring constant and the size are both set small, and the sum of the two rubber bushes 33a and 33b is substantially equal to the spring constant of one rubber bush 32.

Therefore, in the shape of the branch of the traction link 30, the spring constant of the rubber bushing including the front and rear directions of the traction link 30 does not change extremely, and the spring constant in the front-rear direction becomes the same level. Therefore, the right and left rigidity can be surely ensured without adversely affecting the front and rear rigidity of the vehicle body supported by the traction link 30.

Moreover, since the branch shape of the traction link 30 is U-shaped (gate type), when the bolts for locking the rubber bushings 33a, 33b to the bogie frame 10 are locked or loosened, the tool easily enters the traction link. The inside of the branching portion of the rod 30 improves the workability at the time of inspection.

Moreover, as shown in FIG. 4, the circular-shaped through holes (space portions) 33c and 33c are formed in the rubber bushes 33a and 33b in the front-rear direction. Thereby, as shown in FIG. 5, the rubber bushings 33a and 33b have a nonlinearity in which the elastic force due to the elastic deformation amount is generated when the displacement in the front-rear direction exceeds a predetermined range (between displacements -X and X). Spring characteristics.

Thereby, the rigid non-sensitive belt can be produced by shifting in the front-rear direction within a predetermined range. That is, the displacement of the rubber bushings 33a, 33b in the front-rear direction is hardly generated in a predetermined range. Therefore, in the state of almost no displacement (near the neutral point), the rigidity of the left and right sides of the vehicle body support can be made soft, so that the riding comfort can be improved.

Further, the arrangement interval D of the rubber bushings 33a and 33b is set to be larger than the width dimension W of the rubber bushing 32 (D>W). Thereby, since the supporting force in the left-right direction is increased, the right and left rigidity of the vehicle body support by the traction link 30 can be further improved, and the high-speed running performance can be improved.

In addition, the branch shape of the traction link 30 is not limited to the U-shape (gate type), and may be formed in a Y shape as shown in FIG. 6, or as shown in FIG. The shape of the branch in the middle of the shape. Further, in Fig. 7, the shape branched on the left side in Fig. 7 is shown, but the shape branched in the right side in Fig. 7 may be used.

Moreover, in this embodiment, the rubber bushes 33a and 33b are used as the elastic members provided at the respective end portions of the traction link 30, and are locked to the bogie frame 10 via the support shafts 35a and 35b. However, the elastic member and the locking method are not limited thereto. For example, as shown in Fig. 8, as the elastic member, two sheets of cushion rubbers 54, 55 are sandwiched by metal plates 54a and 54b, 55a and 55b, respectively. The rubber member 53 sandwiches the plate-like mounting portion 10a provided to the bogie frame 10 with the two pieces of cushion rubbers 54, 55 included in the rubber member 53, and locks the lock nut 56, thereby locking the traction The link 30 is coupled to the bogie frame 10 (mounting portion 10a).

Moreover, in the case of using such a rubber member 53, the rubber member 53 is not pre-compressed. In other words, the gap between the two cushion rubbers 54, 55 is not locked by the lock nut 56, and the rubber member 53 can be nonlinear in the front-rear direction, similarly to the rubber bush 33a (33b) of the first embodiment. Spring characteristics.

Further, a rubber bush 33b (or 33a) and a rubber member 53 may be used in combination. For example, as shown in Fig. 9, in the end portion of the link locked to the bogie frame 10, the rubber member 53 is used at the end of the branching link, and the rubber lining is used at the other end. Set of 33b (or 33a).

As shown in the above detailed description, according to the vehicle body supporting device 1 of the first embodiment, the traction link 30 (the link body 31) is laterally branched on the side connected to the bogie frame 10, and the difference is Each of the end portions includes a rubber bushing 33a, 33b, respectively, because the right and left rigidity of the vehicle body support can be ensured by the traction link 30, so that the deterioration of the riding comfort can be prevented, and since the support of the vehicle body by the air spring 20 is not required Rigid, so it is not necessary to make the air spring 20 have an omnidirectionality, and the built-in stopper can also be abolished. Therefore, the configuration of the air spring 20 is simplified, and the air spring 20 and the vehicle body support device 1 can be made lighter and less expensive. Further, since maintenance of the inside of the air spring 20 is not required, it is possible to inspect and repair the regular maintenance of the vehicle without causing the vehicle body 5 to float, and the maintainability is improved.

<Second embodiment>

Next, a vehicle body supporting device for a railway vehicle according to a second embodiment will be described with reference to FIGS. 10 and 11. The second embodiment is the present invention It is applied to the Z-link type bolsterless bogie. Fig. 10 is a plan view showing a vehicle body supporting device for a railway vehicle according to a second embodiment. Fig. 11 is a front elevational view showing the vehicle body supporting device for a railway vehicle according to the second embodiment. The same components as those in the first embodiment are denoted by the same reference numerals, and their description will be omitted as appropriate.

In the vehicle body supporting device 1a of the second embodiment, as shown in Figs. 10 and 11, the bogie frame 10 and the traction beam 43 attached to the center pin 40 are connected by two traction links 30a and 30b. . Further, the configuration of each of the traction links 30a and 30b is basically the same as that of the traction link 30 of the first embodiment. That is, each of the traction links 30a, 30b is formed in a branch shape in which the bogie frame 10 side is branched in the left-right direction, and includes two rubber bushings 33a, 33b on the bogie frame 10 side, at the traction beam 43 (center) The pin 40) side includes a rubber bushing 32.

Here, the traction beam 43 is attached to the lower end portion of the center pin 40 coupled to the vehicle body 5. The protruding portions 43a and 43b (the pair 43b are not shown) that protrude downward are formed on the traction beam 43. Further, one end of the traction link 30a is locked to the lower end portion of the protruding portion 43a via the rubber bushing 32, and one end of the traction link 30b is locked to the lower end portion of the protruding portion 43b via the rubber bushing 32. On the other hand, the other end portions of the two sides of the traction link 30a are locked to the bogie frame 10 via the rubber bushings 33a, 33b.

Specifically, both ends of the support shafts 34 and 35a and 35b disposed at the center of each of the rubber bushings 32 and 33a and 33b are fixed to the beam 12 formed on the traction beam 43 and the bogie frame 10 by bolts. The protruding portion 12a, the traction links 30a, 30b are coupled to the traction beam 43 and the bogie frame 10 via the rubber bushings 32 and 33a, 33b. Thereby, the traction links 30a, 30b cooperate with the traction beam 43, and constitute a Z link connecting the center pin 40 and the bogie frame 10.

Further, a pair of right and left air springs 20, 20 are attached between the vehicle body 5 and the bogie frame 10 to support the vehicle body 5.

According to the second embodiment, each of the traction links 30a and 30b constituting the Z-link is branched in the horizontal direction on the side connected to the bogie frame 10, and rubber lining is respectively included at each end portion of the divergence. Set of 33a, 33b. Therefore, since the right and left rigidity of the vehicle body support can be ensured by the traction links 30a and 30b, deterioration in riding comfort can be prevented. Moreover, since the right and left rigidity supported by the vehicle body of the air spring 20 is not required, it is not necessary to make the air spring 20 have an omnidirectional property, and the built-in stopper can be abolished. Therefore, the configuration of the air spring 20 is simplified, and the air spring 20 and the vehicle body support device 1 can be made lighter and less expensive. Further, since maintenance of the inside of the air spring 20 is not required, it is possible to inspect and repair the regular maintenance of the vehicle without causing the vehicle body 5 to float, and the maintainability is improved.

<Third embodiment>

Finally, the vehicle body supporting device for a railway vehicle according to the third embodiment will be described with reference to Figs. 12 to 14 . The third embodiment is a case where the present invention is applied to a bogie having a bolster. Fig. 12 is a plan view showing a vehicle body supporting device for a railway vehicle according to a third embodiment. Fig. 13 is a front view showing the vehicle body supporting device for a railway vehicle according to the third embodiment (only the left side of Fig. 12). Fig. 14 is a side view showing a vehicle body supporting device for a railway vehicle according to a third embodiment. The same components as those in the first embodiment are denoted by the same reference numerals, and their description will be omitted as appropriate.

In the vehicle body supporting device 1b according to the third embodiment, as shown in FIGS. 12 to 14 , the bogie frame 10 and the bolster are connected by a pair of left and right bolster holders (traction links) 80 and 80. 60. In addition, the structure of the bolster holder 80 is based on This configuration has the same configuration as the traction link 30 of the first embodiment. That is, the bolster holder 80 is formed in a branch shape that is branched from the bogie frame 10 on the side that is branched in the left-right direction, and includes two rubber bushes 33a and 33b on the side connected to the bogie frame 10, and The side of the bolster 60 to which the body 5 is coupled includes a rubber bushing 32.

Here, in the bolster 60, a center support shaft 61 that is fitted to the center pin 40 coupled to the vehicle body 5 is formed to be rotatable. The vehicle body 5 and the bolster 60 are coupled by the center pin 40 and the center support shaft 61. Further, one end of the bolster holder 80 is locked to the lower end portion of the bolster 60 via the rubber bushing 32. On the other hand, the other end portion of the bolster holder 80 which is divergent is locked to the lower end portion of the bogie frame 10 via the rubber bushings 33a, 33b. Specifically, both ends of the support shafts 34 and 35a and 35b disposed at the center of each of the rubber bushings 32 and 33a and 33b are fixed to the bolster 60 and the bogie frame 10 via bolts via the rubber bushing 32. And 33a, 33b, the bolster holders 80, 80 are combined with the bolster 60 and the bogie frame 10.

Further, as a pair of right and left pillow springs, the bellows type air springs 70 and 70 are attached between the bolster 60 and the bogie frame 10 that are coupled to the vehicle body 5 via the center pin 40 and the center support shaft 61, and The vehicle body 5 is supported via the bolster 60. Further, as the pillow spring, an air spring, a diaphragm type air spring, or a coil spring similar to the first and second embodiments can be used.

In this manner, according to the third embodiment, the bolster holder 80 is laterally branched on the side connected to the bogie frame 10, and rubber bushings 33a and 33b are respectively provided at the respective end portions of the divergence. Therefore, since the right and left rigidity of the vehicle body support can be ensured by the bolster holder 80, deterioration in riding comfort can be prevented. That is, it is possible to obtain the desired right and left rigidity by using the bellows type air spring 70 having a low lateral rigidity. Thereby, since an extremely simple bellows type air spring 70 can be used, Therefore, the vehicle body supporting device 1b can be made lighter and less expensive, and the maintainability can be improved.

The present invention is not limited to the above-described embodiments, and various modifications and changes can be made without departing from the spirit and scope of the invention. In the first embodiment described above, in order to make the rubber bushes 33a and 33b have nonlinear spring characteristics, circular arc-shaped through holes are formed in the front-rear direction, but the shape of the through holes is not limited to a circular arc shape, for example, A plurality of through holes such as a circle or a polygon may be formed.

Further, in the second and third embodiments described above, the modification example exemplified in the first embodiment can be applied. Further, in the second and third embodiments described above, the branching rods of the branched shape are arranged in a pair of right and left, but the desired left and right rigidity may be obtained by forming the single side as a component. A branched-shaped traction link is applied to only one of the left and right sides.

1‧‧‧ body support device

2‧‧‧ traction device

10‧‧‧ bogie frame

11‧‧‧Side beam

12‧‧‧ beams

13‧‧‧Reinforcement beam

20‧‧‧Air spring (pillow spring)

30‧‧‧ traction link

31‧‧‧ Link body

32, 33a, 33b‧‧‧ rubber bushings

34, 35a, 35b‧‧‧ shaft

40‧‧‧Center Sales

41‧‧‧Flange

42‧‧‧Bottom

50‧‧‧dynamic damper

51‧‧‧Anti-bias

D‧‧‧Configuration interval

W‧‧‧Width size

Claims (4)

A vehicle body support device for a railway vehicle, comprising: a traction link, a member coupled to the vehicle body and a bogie frame; and a pair of left and right pillow springs disposed on the vehicle body and the bogie frame And supporting the vehicle body, wherein the traction link is laterally branched in a lateral direction of the bogie frame, and includes elastic members at each end of the divergence. The vehicle body supporting device for a railway vehicle according to the first aspect of the invention, wherein the elastic member included in each end portion of the traction link is disposed on the bogie frame side to have a spring constant or a size At least one of them is set to be smaller than a member disposed on the side of the member to be coupled to the vehicle body. The vehicle body supporting device for a railway vehicle according to claim 1 or 2, wherein the elastic member disposed on the side of the bogie frame has a displacement in a front-rear direction exceeding a predetermined range, and is elastically deformed The non-linear spring characteristics of the amount of spring force. The vehicle body supporting device for a railway vehicle according to claim 1 or 2, wherein an interval of the elastic member disposed to be separated from the bogie frame side is set to be larger than a member disposed to be coupled to the vehicle body The side elastic members have a large width dimension.