WO2014076788A1

WO2014076788A1 - Rail vehicle

Info

Publication number: WO2014076788A1
Application number: PCT/JP2012/079613
Authority: WO
Inventors: 奈須　真吾; 憲次郎合田; 克行岩崎; 修司平野; 一寿松田
Original assignee: 株式会社日立製作所
Priority date: 2012-11-15
Filing date: 2012-11-15
Publication date: 2014-05-22

Abstract

Provided is a rail vehicle comprising a traction device which can absorb the vibration of a bogie in the front rear direction and which can improve the ride quality of the vehicle. A rail vehicle comprises a bogie (12) which supports the vehicle so that the vehicle can travel, a center pin (18) which is provided under the floor of the vehicle body (11), and a traction device which connects the center pin (18) and the bogie frame (70) of the bogie (12). The traction device comprises a rigid member (53) which is fitted over the center pin (18), and an elastic member (52) which is disposed on the inner surface of the bogie frame (70) so as to face the rigid member (53) in the front-rear direction (100) of the vehicle. The facing surface of the rigid member (53), which faces the elastic member (52), is sloped. As the acceleration or the deceleration of the vehicle increases, the area of contact between the facing surface and the elastic member (52) increases, and this increases the modulus of elasticity of the elastic member (52).

Description

Rail vehicle

The present invention relates to rail vehicles such as railway vehicles, monorail vehicles, and new transportation system vehicles, and more particularly to a vehicle body support device that connects a vehicle body and a carriage.

In railroad vehicles, monorail vehicles, new transportation system vehicles, etc., the vehicle body support device that connects the vehicle body and the trolley supports the weight of the vehicle body with the trolley and also exerts longitudinal force such as the driving force or braking force of the trolley. It has a traction device function that communicates to the car body.
Furthermore, the vehicle body support device is designed so that undesirable vibrations in the vertical and horizontal directions of the carriage caused by track irregularities and the like are not transmitted to the vehicle body.

In order to achieve a comfortable ride in driving conditions from acceleration / deceleration to constant speed driving, the vehicle body support device has a front-rear direction (traveling direction), a left-right direction (width direction), and a vertical direction (height direction). Each direction is required to have a suitable supporting rigidity.
For this reason, generally, the vehicle body support device includes an air spring as a mechanism for supporting a load in the vertical direction, and buffer bushes made of rubber or the like at both ends in the front-rear direction of the vehicle as a mechanism for transmitting a force in the front-rear direction. It is composed of a plurality of independent support function parts such as a pulling device using a link bar and a left and right stopper as a function of suppressing a large displacement between the left and right carts and the vehicle body.

As a traction device, a traction device generally composed of a link rod is adopted in a railway vehicle. For example, in the following Patent Document 1, a center pin in which rubber blocks are arranged in series along the front-rear direction in a monorail vehicle. It is shown that a rubber block or the like is employed.

Japanese Utility Model Publication No. 58-9803

2. Description of the Related Art Conventionally, a truck traction device is composed of parts having support rigidity in the front-rear, left-right, and upper-lower directions as described above. For this reason, undesired vibrations in the front-rear direction of the carriage caused by acceleration / deceleration of the vehicle, track irregularities, and the like are transmitted to the vehicle body, which is one of the causes of deterioration in riding comfort.
The present invention has been made in view of this problem, and provides a rail vehicle provided with a traction device that can absorb vibrations in the front-rear direction of the carriage and improve riding comfort.

In order to solve the above problems, a rail vehicle of the present invention includes a carriage that supports the vehicle so that the vehicle can travel, a center pin that is provided under the floor of the vehicle body, and a traction device that connects the center pin and the carriage frame of the carriage. The traction device includes a rigid member fitted into the center pin, and an elastic member disposed on the inner surface of the carriage frame so as to face the rigid member in the vehicle front-rear direction. The shape of the surface facing the elastic member forms a slope, and when the vehicle accelerates or decelerates, the contact area between the surface facing the rigid member and the elastic member increases as the acceleration or deceleration increases. And

Another rail vehicle of the present invention is the above-described vehicle, wherein the rigid member is disposed at a distance in the vehicle front-rear direction with respect to the elastic member on the inner surface of the bogie frame and the elastic member inserted into the center pin. The surface of the rigid member facing the elastic member forms a slope, and when the vehicle accelerates or decelerates, the acceleration or deceleration increases, increasing the contact area between the opposing surface and the elastic member. It is characterized by making it.

In the rail vehicle described above, the rigid member may be formed integrally with a transverse beam extending in the vehicle width direction in the bogie frame. Moreover, you may comprise so that a rigid member and an elastic member may contact only a vehicle front-back direction.

Further, in the rail vehicle described above, smoother turning characteristics can be obtained if a friction reducing material that reduces turning resistance about turning about the center pin is inserted between the center pin and the rigid member or elastic member. It is done.

In the rail vehicle described above, a suppression member that suppresses a predetermined displacement or more in the direction of the center pin in the vehicle width direction is provided, and the suppression member is disposed with a gap in the vehicle width direction between the center pin and the carriage frame. You may make it do.

In the rail vehicle described above, below the elastic member or the rigid member, the contact member attached to the carriage frame and the lower end portion of the center pin are disposed at a distance below the contact member. A rise suppressing mechanism having an end cap may be provided so that the peripheral portion of the end cap contacts the contact member when the vehicle body is excessively lifted by the air spring.

According to the present invention, the shape of the facing surface of the rigid member facing the elastic member forms a slope, and when the vehicle accelerates or decelerates, as the acceleration or deceleration increases, the opposing surface of the rigid member and the elastic member Since the contact area is increased, when the relative displacement in the front-rear direction of the vehicle body and the carriage is small, the elastic coefficient exerted by the rubber can be reduced to reduce uncomfortable minute vibrations in the front-rear direction.

On the other hand, when the relative displacement in the front-rear direction of the vehicle body and the carriage is large, such as during power running or when decelerating at a station stop, etc., the contact area between the opposing surface of the rigid member and the elastic member is increased, and the elastic coefficient exerted is Since it can increase in a non-linear manner, it is possible to reduce large shaking in the front-rear direction 100 that is likely to occur during sudden acceleration / deceleration, and to improve riding comfort.

FIG. 1 is a side view of a railway vehicle traveling on a rail according to the first embodiment. FIG. 2 is a cross-sectional view taken along the line AA of the vehicle shown in FIG. FIG. 3 is a BB cross-sectional view of the vehicle shown in FIG. 4 is a cross-sectional view taken along the line CC of the vehicle shown in FIG. FIG. 5 is an enlarged view of a portion D which is a connection portion between the center pin and the carriage shown in FIG. 6 is an EE cross-sectional view of the traction device shown in FIG. FIG. 7 shows the longitudinal reaction force characteristics of the elastic member of the traction device shown in FIG. 5 and the traction device having a conventional structure. FIG. 8 is an enlarged view of a main part of the rail vehicle according to the second embodiment, and corresponds to an enlarged view of a D part shown in FIG. FIG. 9 is a cross-sectional view (corresponding to the FF cross-sectional view of FIG. 8) in a direction crossing the central axis of the traction device 50 in the rail vehicle according to the second embodiment. FIG. 10 is a modification of the second embodiment, and corresponds to an enlarged view of a D portion shown in FIG. FIG. 11 is an enlarged view of a main part of the rail vehicle according to the third embodiment, and corresponds to an enlarged view of a D part shown in FIG. 12 is a cross-sectional view (corresponding to the GG cross-sectional view of FIG. 11) in a direction intersecting the central axis of the traction device 50. FIG. 13 is an enlarged view of a main part of the rail vehicle according to the fourth embodiment, and corresponds to an enlarged view of a D part shown in FIG. FIG. 14 is an enlarged view of a main part showing another form of the fourth embodiment.

Hereinafter, an embodiment of a vehicle including a vehicle body support device according to the present invention will be described with reference to FIGS. A rail vehicle is a vehicle that operates along a laid track, and includes a rail vehicle, a monorail vehicle, a new transportation vehicle, a tram, and the like. In the embodiments of the present invention, a railway vehicle will be described as an example of a representative vehicle. However, in addition to the railway vehicle, the present invention can be applied to a traction device such as a monorail vehicle, a new transportation vehicle, and a tram.

[Example 1]
FIG. 1 is a side view of a railcar that travels on a rail laid on the ground, and shows a railcar 10 that travels along the rail 1. In each figure, the three-dimensional coordinate axis indicating the direction is 100 in the front-rear direction (traveling direction) of the railcar 10, similarly 110 in the width direction and 120 in the height direction. Also in the following description, it will be described as the longitudinal direction 100, the width direction 110, and the height direction 120 of the railway vehicle 10 as necessary.

2 is a cross-sectional view taken along the line AA of the vehicle shown in FIG.
The vehicle body 11 of the railway vehicle 10 is supported by the carriage 12 via a vehicle body support device. The vehicle body support device includes an air spring 46 that supports the load of the railway vehicle 10 in the vertical direction, and a traction device 50 that transmits the traction force and brake force (force acting in the vehicle longitudinal direction 100) of the carriage 12 to the vehicle body 11. It is configured.

The vehicle body 11 is supported by the carriage frame 70 of the carriage 12 through the air springs 46 at the lower surfaces of both ends in the front-rear direction 100. A wheel shaft 30 including a wheel 31 and an axle 30 is attached to the carriage frame 70 via a shaft box 34 and a shaft spring 32.

FIG. 3 is a cross-sectional view taken along the line BB of the vehicle shown in FIG. The floor surface of the vehicle body 11 is provided with pillow beams 16 disposed along the width direction 110 of the railway vehicle 10 on the lower surfaces of both end portions in the front-rear direction 100. A center pin 18 extending vertically downward from the lower surface is provided. The center pin 18 becomes a turning center in the horizontal plane of the carriage when the railway vehicle 10 travels on a curved track, and further, in the longitudinal direction between the vehicle body 11 and the carriage frame 70 as the railway vehicle 10 is powered or decelerated. 100 driving force and braking force are transmitted to the carriage. In addition, the vehicle body 11 is supported by the carriage frame 70 via a traction device 50 provided at the center of the transverse beam 72 that forms the carriage 12 at the tip of the center pin 18.

FIG. 4 is a cross-sectional view of the vehicle CC shown in FIG. The carriage 12 that supports the railcar 10 on the upper surface of the rail 1 so as to be able to roll includes a carriage frame 70 and a wheel shaft 32 provided on the carriage frame 70. The carriage frame 70 connects the side beams 71 arranged with a distance in the direction along the rail 1, that is, the width direction 110, and the center portions of the side beams 71 in the front-rear direction 100, and is separated in the sleeper direction. It is comprised from the horizontal beam 72 arrange | positioned and the bogie frame 70 provided with a pair of connecting beam 73 which connects these horizontal beams 72 in the front-back direction 100.

5 is an enlarged view of a portion D that is a connection portion between the center pin 18 and the carriage shown in FIG. 3, FIG. 6 is a sectional view taken along line EE of the traction device 50 shown in FIG. 5, and FIG. 6 is a diagram showing reaction force characteristics in the front-rear direction 100 of a rubber 52 shown in FIG.
The center pin 18 has a cylindrical stepped portion 19 at its tip (lower end in FIG. 5).
On the other hand, a traction device 50 is disposed on the bogie frame 70 constituting the bogie, and the stepped portion 19 of the center pin 18 provided in the vehicle body of the railway vehicle 10 is inserted to connect the vehicle body 11 and the bogie frame 70. .

The traction device 50 that transmits the load in the front-rear direction 100 between the vehicle body 11 and the carriage 12 includes a rubber 52 provided on the carriage frame 70 and a block 53 provided on the center pin 18. The rubber 52 is disposed on the inner surface of the carriage frame 70 between the block 53 and at a position facing the front-rear direction 100 with respect to a side surface extending in the width direction 110 of the block 53. In this embodiment, the rubber 52 is fixed to a metal plate or the like in advance by vulcanization or the like, and is fixed to the carriage frame 70 with a bolt or the like through the metal plate.

In the block 53, both side surfaces in the width direction 110 facing the rubber 52 form slopes, and the horizontal cross-sectional area is set to become smaller downward. By the end cap 24 and the bolt 26, It is fixed to the stepped portion 19 of the center pin 18.
More specifically, in the block 53, the area of the cross section orthogonal to the height direction 120 decreases downward, and the area of the cross section orthogonal to the width direction 110 extends along the width direction 110. It has an almost constant form.

By providing the block 53 with such a configuration, the area of the rubber 52 with which the block 53 abuts can be increased in the width direction 110, so that the rubber 52 can be prevented from partially abutting or deteriorating. , Can improve durability.
Further, by disposing the block 53 having such a configuration at the lower end portion of the center pin 18, when the rubber 52 is replaced, the vehicle body 11 is detached from the upper side after the vehicle body 11 and the carriage 12 are separated and the rubber 52 is replaced. The vehicle body 11 can be installed on the carriage 12 simply by lowering it directly above the carriage 12.

Furthermore, by providing the block 53 on the center pin 18, the weight of the block 53 is borne by the vehicle body 11, not the carriage 12. For this reason, since the weight of the carriage 12 is reduced, the followability of the carriage 12 to the rail 1 is improved, and the ride comfort is improved.
The rubber 52 and the block 53 are in contact with each other in a state where there is no relative displacement between the vehicle body and the carriage, and the block 53 and the block 53 are in contact with the block 53 in a state in which the rubber 52 and the block 53 are preloaded on the rubber 52 so that no gap is generated between the rubber 52 and the block 53. It touches.

As shown in FIG. 7, the rubber 52 of the traction device 50 having such a structure has an area of a side surface in the width direction 110 where the block 53 contacts with respect to the relative displacement in the front-rear direction 100 of the vehicle body 11 and the carriage 12. By the slope set as described above, a reaction force of characteristic B is generated in the width direction 110, and the front and rear of the vehicle body 11 and the carriage 12 with respect to the linear reaction force of characteristic A generated by the traction device having the conventional structure. When the relative displacement in the direction 100 is small, the reaction force is smaller than the characteristic A, and when the relative displacement in the longitudinal direction 100 between the vehicle body 11 and the carriage 12 is large, the reaction force is nonlinear.

That is, when the relative displacement of the vehicle body 11 and the carriage 12 in the front-rear direction 100 is small, the area of the slope where the block 53 contacts the rubber 52 is small, so that a part of the rubber 52 contracts and a relatively small elastic coefficient is obtained. Demonstrate. As the relative displacement in the front-rear direction of the vehicle body 11 and the carriage 12 increases, the area of the inclined surface that contacts the rubber 52 increases, so that a large elastic coefficient is gradually exhibited.
As described above, according to the present embodiment, the optimal non-linear characteristic B can be realized by setting various shapes of the slopes with respect to the conventional structure that exhibits a uniform elastic coefficient like the linear characteristic A. it can.

Here, it is desirable that the surface of the rubber 52 that is in contact with the block 53 is surface-treated with a self-lubricating resin such as Teflon (registered trademark) that reduces friction and wear. Thereby, the friction at the contact surface between the rubber 52 and the block 53 is reduced, and the carriage 12 can smoothly swing in the width direction 110, so that the riding comfort in the left-right direction can be improved. The slope shape of the block 53 is optimally set based on a combination of characteristic changes due to the load in the front-rear direction 100, which is the traction force or braking force of the carriage 12, and the wear of the rubber 52.
In addition, between the block 53 and the stepped portion 19 of the center pin 18, a surface treatment such as Teflon for reducing friction and wear is performed in order to reduce the turning resistance when turning about the center pin 18. A sliding sleeve may be provided.

With this configuration, when passing through the curve, the block 53 follows the movement of the carriage 12 turning around the center pin 18 attached to the vehicle body 11 and turns. That is, since the mode of contacting the rubber 52 over the width direction 110 of the block 53 can be maintained, the non-linearity of the rubber 52 is ensured and the rubber 52 is prevented from partially contacting the block 53, so that the rubber 52 Can be prevented from deteriorating.
The configuration in which the block 53 turns around the axis of the center pin 18 can be applied to the following embodiments.

Thus, in the embodiment of the present invention, when the relative displacement in the front-rear direction 100 of the vehicle body 11 and the carriage 12 is small with respect to the rubber of the traction device having the conventional structure, the elastic coefficient exhibited by the rubber 53 is small. The vibration transmitted to the vehicle body can be suppressed.
That is, for example, when the vehicle is in a coasting state or when the relative displacement in the front-rear direction 100 between the vehicle body 11 and the carriage 12 is small, such as when the acceleration / deceleration in the front-rear direction 100 is small, the center pin 18 is removed from the carriage 12. The vibration in the front-rear direction 100 transmitted through the head is set to be small, and unpleasant minute vibrations in the front-rear direction 100 that are likely to occur in such a state can be reduced.

On the other hand, when the relative displacement in the front-rear direction of the vehicle body 11 and the carriage 12 is large, such as during power running from the departure to the maximum speed or during deceleration operation such as when the station stops, the elastic coefficient exhibited by the rubber 53 is the front-rear direction. Since it is set so as to increase nonlinearly with respect to the relative displacement of 100, the elastic coefficient exerted by the rubber 52 increases nonlinearly with respect to large acceleration / deceleration in the longitudinal direction 100. For this reason, it is possible to reduce large shaking in the front-rear direction 100 that is likely to occur during sudden acceleration / deceleration, and to improve riding comfort.
In this way, by setting the slope shape of the block 53 optimally, the ride comfort in the front-rear direction 100 is greatly improved from the departure to the next station stop as compared with a vehicle equipped with a conventional traction device. Can be provided.

Further, with respect to the relative displacement in the left-right direction of the vehicle body 11 and the carriage 12, that is, in the width direction 110, the contact surface of the rubber 52 and the block 53 slides in the left-right direction. The power of can be escaped.
In addition, the rubber 52 is compressed by the block 53 to react against the relative displacement in the direction in which the vehicle body 11 and the carriage 12 are close to each other as viewed from the height direction 120, that is, the relative displacement in the vertical direction. Power is generated. On the other hand, with respect to the relative displacement in the direction in which the vehicle body 11 and the carriage 12 are separated in the vertical direction, the contact surface between the rubber 52 and the block 53 slides in the vertical direction, and thus the vertical force transmitted from the carriage to the vehicle body. Can escape.

In addition, the traction device 50 is composed of a small block 53 with little erosion of the space in which the components are arranged, and a rubber 52 arranged in a manner that sandwiches the block 53, so that a plurality of components that have been individually attached with a conventional traction device. Therefore, it can be made smaller than a traction device composed of a link rod such as a Z link type or a single link type.
For this reason, it is possible to assemble and maintain with less man-hours than conventional assembly and maintenance man-hours.In particular, like a monorail vehicle, the traction device is provided by running wheels that are provided with a center pin sandwiched in the front-rear direction. The present invention can also be applied to a vehicle in which a space that can be disposed is narrow, and a traction device that is smaller and lighter than a conventional traction device can be provided.

Further, since there is no gap between the rubber 52 and the block 53, when the relative displacement of the vehicle body 11 and the carriage 12 in the front-rear direction 100 is large, an impact caused by the rubber 52 and the block 53 coming into contact with each other through the gap is generated. Therefore, the riding comfort in the front-rear direction 100 can be further improved as compared with the case where there is a gap.
Further, an elastic member such as rubber may be provided between the block 53 and the stepped portion 19 of the center pin 18 in order to further reduce the shaking in the front-rear direction 100.

[Example 2]
FIG. 8 shows another embodiment, and is an enlarged view of a portion D which is a connecting portion between the center pin 18 and the carriage 12 shown in FIG. 3, and FIG. 9 shows a FF of the traction device 50 shown in FIG. It is sectional drawing. Parts having the same or the same effect as the parts constituting the traction device 50 shown in FIGS. 5 and 6 are denoted by the same reference numerals, and only parts different from those in FIGS. 5 and 6 will be described.

The traction device 50 shown in FIGS. 8 and 9 basically has an arrangement in which the arrangement of the rubber 52 and the block 53 of the traction device 50 shown in FIGS. 5 and 6 is reversed. The rubber 52 is fixed to the rubber support portion 21 a formed on the sleeve 21 by vulcanization or the like, and is fixed to the stepped portion 19 of the center pin 18 via the sleeve 21. The rubber support 21 a is applied to the block 53 so that the reaction force in the front-rear direction 100 of the rubber 52 generated by the relative displacement in the front-rear direction 100 of the vehicle body 11 and the carriage 12 is generated almost uniformly at the contact portion between the rubber 52 and the block 53. On the other hand, it faces the width direction 110 in parallel.

The sleeve 21 is attached to the stepped portion 19 of the center pin 18 so as to sandwich the center pin 18, and is fixed to the bottom portion of the pin 18 by attaching a rubber fixing member 24 disposed at the lower end thereof with a bolt or the like. .
In the present embodiment, unlike the first embodiment, the surface of the block 53 that faces the rubber 52 has a slope such that the horizontal sectional area of the block 53 increases downward. .

In the present embodiment, the integrally structured rubber 52 is fixed to the sleeve 21, but the rubber 52 and the sleeve 21 may be divided and connected in the front-rear direction 100. If the reaction force characteristic of the rubber 52 generated by the contact is non-linear and the rubber 52 can be swung around the axis of the center pin 18, the integral structure rubber is used without using the sleeve 21. You may make it attach directly to the 18 stepped part 19. FIG.

Further, in this embodiment, the rubber 52 having a cubic shape is shown, but the shape of the rubber 52 may be any shape as long as the reaction force characteristic of the rubber 52 generated by the contact between the rubber 52 and the block 53 becomes nonlinear. The shape may be a rectangular parallelepiped or a cylinder. In particular, by adjusting the thickness of the rubber 52 in contact with the block 53 in the height direction 120, the nonlinear characteristics can be further variously adjusted.
A surface treatment such as Teflon for reducing friction and wear is applied between the sleeve 21 and the stepped portion 19 of the center pin 18 in order to reduce the turning resistance when turning about the center pin 18. A sliding sleeve may be provided.

Further, an elastic member such as rubber may be provided between the block 53 and the inner surface of the carriage frame 70 in order to further reduce the shaking in the front-rear direction 100.

FIG. 10 shows a modification of the present embodiment, in which a block 53 is integrally formed on the side wall of the cart frame 70 constituting the cross beam 72. Thus, by integrally forming a convex portion protruding toward the center pin 18 on the side wall of the horizontal beam 72 and causing this convex portion to function as the block 53, the number of parts is reduced, and the manufacturing cost is further reduced. Weight reduction can be achieved.

With this configuration, the embodiment of the present invention improves the ride comfort in the front-rear direction with respect to the traction device of the conventional structure, as in the embodiment described with reference to FIGS. A vehicle capable of reducing vibration transmission in the vertical and horizontal directions can be provided.

[Example 3]
FIG. 11 is an enlarged view of a main part of the third embodiment, corresponding to a part D as a connection part between the center pin 18 and the carriage 12 shown in FIG. 3 viewed from the front-rear direction 100. FIG. FIG. 11 is a GG sectional view of the traction device 50 shown in FIG. Parts that are the same as those constituting the traction device 50 shown in FIGS. 5 and 6 are assigned the same reference numerals, and only parts that are different from those in FIGS. 5 and 6 will be described.

The traction device 50 shown in FIGS. 11 and 12 has a left and right stopper as a restraining member that suppresses the center pin 18 from being displaced by a predetermined amount or more in the vehicle width direction 110 at a position in the left and right direction 110 facing each other across the block 53. The left and right stopper rubber 60 is fixed to a metal plate or the like by vulcanization or the like, and is fixed to the block 53 via a metal plate or the like with a bolt or the like.

Further, the left and right stopper rubbers 60 are arranged so that a gap J is formed between the left and right stopper rubbers 60. For this reason, the left and right stopper rubber 60 is configured so that the block 53 constituting the traction device 50 is changed to the left and right stopper rubber 60 when a large lateral displacement occurs between the vehicle body 11 and the carriage 12 due to the vehicle traveling on a curve or the like. It abuts and suppresses relative displacement in the left-right direction exceeding the tolerance between the vehicle body 11 and the carriage 12, that is, in the width direction 110.

In this embodiment, the rubber 53 and the left and right stopper rubber 60 that suppresses the relative displacement in the left and right direction between the vehicle body 11 and the carriage 12 from exceeding the allowable value are provided in this embodiment with the block 53 of the traction device 50. Therefore, it is possible to provide a vehicle that can be assembled and maintained with fewer man-hours than the conventional assembly and maintenance man-hours and can be lighter than the conventional traction device.

[Example 4]
FIG. 13 is a connection portion showing a fourth embodiment related to the mounting configuration of the center pin 18 and the carriage 12, and corresponds to an enlarged view of a portion D shown in FIG. Components common to those shown in FIGS. 4 to 11 are denoted by the same reference numerals, and only different components will be described.

As shown in FIG. 2, the vehicle body 11 is supported by an air spring 46 provided in the carriage 12, but in this embodiment, the vehicle body 11 is moved by being supplied with air that exceeds a specified level. A lift suppressing mechanism is provided so that the vehicle body 11 is not lifted greatly and the vehicle body 11 exceeds the vehicle limit or tilts greatly.

The rise suppression mechanism is provided below the rubber 52 of the carriage frame 70, and includes an abutting member 25 projecting toward the center axis of the center pin 18, and an end cap 24 provided at the lower end portion of the center pin 18. Composed. The end cap 24 is fixed to the center pin 18 by a bolt 26. When predetermined air is supplied to the air spring 46, it is provided below the upper surface of the flange 24 a provided at the outer edge of the end cap 24 provided at the lower end portion of the center pin 18 and below the rubber 52 provided in the carriage frame 70. A distance K is maintained between the contact member 25 and the lower surface of the contact member 25.

If the air spring 46 is supplied with a larger amount of air than the predetermined value, or if the vehicle is derailed or overturned, the center pin 18 fixed to the vehicle body 10 is lifted greatly upward. Contact with the lower surface of the contact member 25 prevents the vehicle body 11 from being lifted to a height equal to or greater than the K dimension, which is an allowable range.
For this reason, the vehicle limit of the railway vehicle 10 and the excessive inclination caused by the excessive supply of pressurized air to the air spring 46 can be suppressed, and if the vehicle body 11 and the bogie are derailed or overturned, Separation can be suppressed and safety can be ensured.

Further, as shown in FIG. 14, the upward restraining mechanism prevents the upper surface of the flange 24 a and the lower surface of the carriage frame 70 from coming into contact with each other, and the vehicle body 11 is prevented from being lifted to a height higher than the allowable K dimension. It is good also as a structure.
With such a configuration, the abutting member 25 shown in FIG. 13 is not necessary, so that a vehicle that can be assembled and maintained with fewer man-hours and can be made lighter can be provided.

DESCRIPTION OF SYMBOLS 1 ... Rail 10 ... Vehicle 11 ... Car body 12 ... Carriage 16 ... Pillow beam 18 ... Center pin 19 ... Stepped part 21 ... Sleeve 21a ... Pressing part 24 ... End cap 24a ... 鍔 25 ... Contact member 26 ... Bolt 30 ... Axle 31 ... Wheel 32 ... Wheel shaft 33 ... Shaft spring 34 ... Shaft box 46 ... Air spring 50 ... Traction device 52 ... Rubber 53 ... Block 60 ... Left and right stopper rubber 70 ... Carriage frame 71 ... Side beam 72 ... Cross beam 100 ... Longitudinal (longitudinal) Direction 110 ... Left and right (width) direction 120 ... Up and down (height) direction

Claims

In a rail vehicle comprising: a carriage that supports the vehicle so that the vehicle can travel; a center pin provided under a floor of the vehicle body of the vehicle; and a traction device that connects the center pin and the carriage frame of the carriage.
The traction device includes a rigid member fitted into the center pin, and an elastic member arranged on the inner surface of the bogie frame so as to face the rigid member in the vehicle front-rear direction.
The shape of the facing surface of the rigid member facing the elastic member forms a slope, and when the vehicle accelerates or decelerates, the contact area between the facing surface and the elastic member increases as the acceleration or deceleration increases. A rail vehicle characterized by being allowed to move.
In a rail vehicle comprising: a carriage that supports the vehicle so that the vehicle can travel; a center pin provided under a floor of the vehicle body of the vehicle; and a traction device that connects the center pin and the carriage frame of the carriage.
The traction device includes an elastic member inserted into the center pin, and a rigid member disposed on the inner surface of the carriage frame so as to face the elastic member with a distance in the vehicle front-rear direction. The shape of the facing surface of the rigid member facing the elastic member forms a slope, and when the vehicle accelerates or decelerates, the contact area between the facing surface and the elastic member increases as the acceleration or deceleration increases. A rail vehicle characterized by being allowed to move.
In the rail vehicle according to claim 2,
A rail vehicle in which the rigid member is integrally formed in a transverse beam extending in a vehicle width direction in the carriage frame.
In the rail vehicle according to any one of claims 1 to 3,
A rail vehicle configured such that the rigid member and the elastic member are in contact with each other in the vehicle longitudinal direction.
In the rail vehicle according to claim 4,
A rail vehicle in which a friction reducing material for reducing a turning resistance to turn about the center pin is inserted between the center pin and the rigid member or the elastic member.
In the rail vehicle according to claim 4 or 5,
The traction device includes a suppression member that suppresses a predetermined displacement or more in the vehicle width direction of the center pin, and the suppression member has a gap in the vehicle width direction between the center pin and the carriage frame. A rail vehicle characterized by being arranged.
In the rail vehicle according to claim 6,
A vehicle body of the vehicle is supported by an air spring provided in the carriage, and includes a rise suppression mechanism that suppresses the height of the vehicle body with respect to the carriage from exceeding a predetermined height by the air spring. And
The lowering suppression mechanism is provided below the elastic member or the rigid member at a lower end portion of the abutting member attached to the bogie frame and the center pin, and has a distance below the abutting member. And an end cap arranged to be held,
A rail vehicle configured such that when the vehicle body is lifted by the air spring, a peripheral portion of the end cap contacts the contact member.