WO2016063382A1

WO2016063382A1 - Railway car

Info

Publication number: WO2016063382A1
Application number: PCT/JP2014/078119
Authority: WO
Inventors: 正隆干鯛; 克行岩崎; 隆夫渡邊; 一雄亀川; 憲次郎合田
Original assignee: 株式会社日立製作所
Priority date: 2014-10-22
Filing date: 2014-10-22
Publication date: 2016-04-28

Abstract

This railway car is provided with: a bogie (80) for supporting a car body (8) through an air spring (1) provided with a stopper rubber (24); and an elastic member (3) mounted on a vertically facing surface which is formed between an arm (11) of an anti-rolling device (1) positioned over a bogie frame (4) of the bogie (80) and the lower surface of the car body (8). When the air spring is punctured, the stopper rubber (24) supports the car body (8) in the case of a light-weight car body, and the elastic member (3) contacts the arm 11 and supports the car body (8) in cooperation with the stopper rubber (24) in the case of a heavy-weight car body. Accordingly, in the case where the air spring is punctured, a decrease in wheel load is suppressed when a vacant car passes over a twisted track, and the interference between the car body and the bogie is suppressed in the case of a full car.

Description

Railway vehicle

The present invention relates to a railway vehicle including a vehicle body support device.

In general, a railway vehicle bogie has a wheel shaft and a wheel shaft, a shaft box that rotatably supports the wheel shaft, a shaft spring that elastically supports the shaft box in the vertical direction, and a space between the bogie frame and the vehicle body. And an air spring that elastically supports the vehicle body in the front-rear, left-right, and up-down directions. The air spring includes a metal pin with a flange placed on the upper surface of the carriage frame, a stopper rubber disposed on the upper portion of the cage, a lower surface plate provided on the upper surface, and a lower surface plate above the lower surface plate. And a bellows for connecting to an upper surface plate disposed to face each other.

The air spring in a normal use state (hereinafter referred to as “air spring is healthy”) is filled with air from the air supply means into the bellows and acts as a spring in three directions, up, down, front, back, left and right. On the other hand, the air spring in the state in which the bellows is punctured (hereinafter referred to as “air spring puncture”) causes the air filled in the bellows to escape and the gap between the lower surface plate and the upper surface plate to disappear, so that the lower surface plate Contacts the top plate. For this reason, at the time of air spring puncture, the vehicle body is elastically supported by the stopper rubber provided below the bottom plate.

In this way, when the air spring is punctured, the vehicle body is supported only by the stopper rubber having a much higher elastic coefficient than the bellows, so that the so-called suspension is very hard compared to when the air spring is healthy. It becomes a state. If the suspension becomes very hard, smooth load movement between the wheel axles will not occur, and the wheel load will fluctuate, especially when the initial wheel load is small, so that some wheels may come off the rail. There is a risk of heavy missing.

On the other hand, if a stopper rubber with a small spring constant is provided to alleviate wheel load loss, the bottom surface of the vehicle body will drop greatly during air spring puncture. The direction dimension, that is, the ground clearance is reduced, and there is a concern that the lower surface of the vehicle body interferes with the upper surface of the carriage.
For example, Patent Document 1 discloses a railcar bogie that suppresses fluctuations in wheel load during such an air spring puncture.

JP 2002-120722 A

In the configuration disclosed in Patent Document 1, in addition to the stopper rubber provided in advance in the air spring, two stopper rubbers are added in the front-rear direction to the center portion in the sleeper direction of the cross beam that constitutes the bogie frame. At the time of the spring puncture, the vertical load of the vehicle body is supported at three locations of the stopper rubber of both air springs and the stopper rubber provided on the cross beam. Since the stopper rubber in the center bears the load of the vehicle body, the spring constant in the vertical direction of the stopper rubber (installed in the air spring) placed on the left and right of the vehicle can be softened, and when running on a torsional track such as a relaxation curve It becomes easy for the carriage to follow, and wheel load loss can be suppressed.

However, the railcar bogie having the above-described configuration aims to both suppress the amount of vertical displacement between the carbody and the bogie and follow the torsional track. However, at the time of air spring puncture, the load of the vehicle body is borne only by the stopper rubber at the center portion, so that the amount of roll displacement between the vehicle body and the carriage becomes large. For this reason, in the position away from the center in the width direction of the vehicle in the direction outside the track in the direction of the sleepers, the vertical displacement between the vehicle body and the carriage increases due to the roll displacement, which may deteriorate the ride comfort. Depending on the model, there were problems such as interference between the car body and the carriage.

Therefore, the object of the present invention is to suppress the wheel load loss by increasing the followability to the torsional track when the air spring is punctured when the vehicle is empty, and between the vehicle body and the carriage when the air spring is punctured when the vehicle is full. An object of the present invention is to provide a railcar bogie that can reduce interference between the vehicle body and the bogie by reducing the relative displacement in the vertical direction.

In order to solve the above-mentioned problems, a railway vehicle carriage according to the present invention is formed between a carriage that supports a vehicle body via an air spring provided with a stopper rubber, a carriage frame upper portion of the carriage, and a lower surface of the vehicle body. An elastic body mounted on the opposing surface in the vertical direction, and when the air spring is punctured and the weight of the vehicle body is small, the stopper rubber supports the vehicle body, and the air spring punctures. And, when the weight of the vehicle body is large, the elastic body abuts on both the carriage frame upper portion and the vehicle body lower surface side of the carriage, and supports the vehicle body in cooperation with the stopper rubber. And

According to the present invention, at the time of air spring puncture at the time of empty vehicle, the followability to the torsional track is increased to suppress wheel load loss, and at the time of air spring puncture at full time, the interference between the vehicle body and the carriage is suppressed. It becomes possible to solve conflicting problems at the same time.
It should be noted that effects, configurations, and effects other than those described above are clarified by the embodiments for carrying out the invention.

FIG. 1 is a side view of a railway vehicle according to the present invention. FIG. 2 is a cross-sectional view (plan view) along the line AA in FIG. FIG. 3 is a side view showing how the vehicle body support device of the present invention operates when the vehicle is empty and full. FIG. 4 is a schematic diagram showing the deflection amount and load (reaction force) characteristics of the vehicle body support device when the vehicle is empty and full. FIG. 5 is a side view of a carriage including an anti-rolling device having another configuration. 6 is a cross-sectional view (plan view) taken along the line BB of FIG. FIG. 7 is a side view of another railway vehicle according to the present invention.

[Example 1]
Embodiment 1 of the present invention will be described with reference to the drawings. First, in order to describe each embodiment of the invention, each direction based on a railway vehicle is defined. The longitudinal (rail) direction of the railway vehicle is 100, the width (sleeper) direction of the railway vehicle is 110, and the height direction is 120. Hereinafter, the longitudinal direction 100, the width direction 110, and the height direction 120 may be simply described. is there.

FIG. 1 is a side view of a railway vehicle according to the present embodiment, and FIG. 2 is a cross-sectional view (plan) taken along line AA in FIG.
The railway vehicle carriage 80 mainly includes a carriage frame 4, a wheel shaft 6 that is rotatably supported by the carriage frame 4 via a shaft box 7, and a shaft box support device 5 that supports the wheel shaft 6. The vehicle body support device is a central portion of the carriage frame 4 in the longitudinal direction 100 and is placed on both ends of the width direction 110 and supports the vehicle body 8 and includes the air spring device 1, the carriage 80, and the vehicle body 8. An anti-rolling device 2 that suppresses rolling in between, and an arm 11 that constitutes the anti-rolling device 2 abuts and an elastic member 3 that is provided on the lower surface of the vehicle body 8.

The air spring device 1 includes a metal pin 25 having a flange at the lower peripheral edge of a conical central portion, a cylindrical stopper rubber 24 placed in an upright posture on the upper surface of the flange, a stopper The lower surface plate 21 placed almost horizontally on the upper portion of the rubber 24, the upper surface plate 20 disposed above the lower surface plate 21 and substantially parallel to the lower surface plate 21, and the peripheral portions of the lower surface plate 21 and the upper surface plate 20 And a bellows 23 connected to form an air chamber.
The through hole that penetrates the central portion (boss portion) of the metal pin 25 and the through hole that penetrates the central portion of the upper surface plate 20 communicate with the air chamber formed of the bellows 23.

By supplying and exhausting compressed air to and from the air chamber (the bellows 23) through these through holes formed in the metal pin 25 and the upper surface plate 20, the air spring device 1 is loaded in the horizontal direction and the vertical direction. It functions as a spring against changes, and has a function of maintaining the vehicle body 8 at a predetermined height from the rail upper surface. In addition, the supply amount of the compressed air to the bellows 23 is adjusted so that the dimension between the upper surface plate 20 and the lower surface plate 21 of the air spring device 1 becomes the dimension D at the time of an empty vehicle load (operation maintenance state).

The railcar bogie 80 and the vehicle body 8 are connected by the anti-rolling device 2 in order to suppress swinging (rolling) about the axis along the longitudinal direction 100 of the vehicle body 8. The anti-rolling device 2 includes a connecting rod 12 erected with its lower end connected to brackets 15 formed on both side surfaces of the carriage frame 4 away from the track center, and upper ends of the respective connecting rods 12. Are connected to the arm 11 to which one end in the horizontal direction is connected to each other, and the other ends of the left and right arms 11 are connected to each other along the width (sleeper) direction 110. It is comprised from the torsion bar 9 arrange | positioned between.

The lower end portion of the connecting rod 12 arranged in the vertical direction is connected to the bracket 15 via the connecting portion 16, and the upper end portion of the connecting rod 12 is connected to the arm 11 via the connecting portion 14. The connecting portion 14 is disposed at one end portion (left end portion in FIG. 1) of the arm 11 and is disposed at the center portion of the annular member and is fixed to the upper end portion of the connecting rod 12. And a rubber member that fills the gap between the annular member and the pin, and the arm 11 and the connecting rod 12 are rotatably connected. The configuration of the connection portion 16 is the same as the configuration of the connection portion 14 and connects the connecting rod 12 and the bracket 15 so as to freely rotate. Note that both the connecting

portions

14 and 16 may be replaced by spherical bearings having a degree of freedom of rotation.

The other end portion of the arm 11 (the right end portion in FIG. 1) is connected to both end portions of the torsion bar 9 disposed along the width direction 110 by press-fitting or the like. The portion is supported by a cradle 10 fixed to both ends of the lower surface of the vehicle body 8 in the width direction 110. With this configuration, the torsion bar 9 is supported by the cradle 10 so as to be rotatable about its axis without the arm 11 rotating about the axis of the torsion bar 9.
The elastic member 3 is attached to the lower surface of the vehicle body 8 so as to face the upper side of the one end side connection portion 14 of the arm 11. The elastic member 3 includes a metal member 33 that is fixed to the vehicle body 8 and serves as a base, and an elastic body 34 that is held (adhered) to the metal member 33.
Although not shown, it is preferable to reduce or reduce the contact friction with the arm 11 by applying or applying a low friction member made of a self-lubricating resin or the like to the lower surface of the elastic body 34 (the surface on which the arm 11 abuts).

In the sound state of the air spring device 1, the gap E between the lower surface of the elastic body 34 and the upper surface of the one end side connection portion 14 of the arm 11 is set larger than the gap D between the upper surface plate 20 and the lower surface plate 21 of the air spring device 1. ing.

FIG. 3 is a side view showing a state in which the vehicle body support device of this embodiment acts when the vehicle is empty and full. FIG. 3 (a) shows a state in which the air spring is punctured when the passenger is not in the empty state, and FIG. 3 (b) shows a state in which the air spring is punctured when the passenger is full. Indicates.
At the time of air spring puncture when the vehicle is empty, the air filled in the bellows 23 is released, so that the upper surface plate 20 sinks to the lower surface plate 21 and the gap D disappears, and the upper surface plate 20 is located above the lower surface plate 21. 22 abuts. In addition, the sliding plate 22 is provided in order to reduce the frictional force between the upper surface plate 20 and the lower surface plate 21 so that the carriage 80 can easily turn during the air spring puncture.

When the gap D of the cradle 10 becomes zero due to the puncture of the air spring, the arm 11 connected to the torsion bar 9 rotatably held by the cradle 10 is rotated around the axis of the torsion bar 9 in FIG. Rotate around. Along with this, the elastic member 3 also sinks downward by the gap D, so that the gap between the upper surface of the connecting portion 14 of the arm 11 and the elastic member 3 is reduced by the dimension D. Since the dimension E between the elastic body 34 and the arm 11 is set to be larger than the dimension D, the arm 11 and the elastic member 3 do not come into contact with each other during the air spring puncture when the vehicle is empty.

On the other hand, when the air spring is punctured when the vehicle is full, the passenger rubber is applied, so that the stopper rubber 24 is further bent downward, so that there is no gap between the connecting portion 14 of the arm 11 and the elastic member 3, and the arm 11 and the elastic member 3 abut.
Thus, since the gap E between the elastic body 34 and the arm 11 is set larger than the dimension D between the upper surface plate 20 and the lower surface plate 21 of the air spring, the stopper rubber 24 is used when the air spring is punctured when the vehicle is empty. Only the body load is elastically supported, and both the stopper rubber 24 and the elastic member 3 elastically support the body load at the time of full air spring puncture.

FIG. 4 is a schematic diagram showing the deflection amount and load (reaction force) characteristics of the vehicle body support device when the vehicle is empty and when it is full. The solid line represents the vertical deflection amount (sinking amount) and the load (reaction force) (kN) of the vehicle body support device according to the present invention, and the dotted line represents the conventional vehicle body support device.
Further, the horizontal axis is the amount of bending (mm) in the vertical direction, and the vertical axis is the load (kN) that can be borne at the position of the air spring (in the present invention, the load of the elastic body 34 is also included). The slope of the diagram in FIG. 4 corresponds to the spring constant in the vertical direction.

The vehicle body support device of this embodiment has a small number of parts that only requires the elastic member 3 to be added to the lower surface of the vehicle body 8, and only the stopper rubber 24 elastically supports the load when the air spring is punctured when the vehicle is empty. Since the stopper rubber 24 and the elastic member 3 elastically support the load at the time of spring puncture, the spring characteristic is soft when the vehicle is empty (the spring constant in the vertical direction is small) with respect to the boundary point K, and is hard when the vehicle is full (the spring in the vertical direction). (2) Larger constant) Spring characteristic deflection-load two-stage characteristic can be realized. On the other hand, the spring characteristic of the conventional vehicle body support device cannot realize the two-stage characteristic of bending-load because the load is elastically supported only by the stopper rubber regardless of whether the vehicle is empty or full.

In general, when the air spring is punctured when the vehicle is empty, the initial wheel load is small, so if the wheel load decreases, such as when a railway vehicle passes through a twisted track, the wheel load drop (wheel load decrease / initial wheel load) may occur. Prone to occur.
On the other hand, the railway vehicle equipped with the vehicle body support device of the present embodiment is configured by softly setting the stopper rubber 24 that supports the load when the air spring is punctured when the vehicle is empty (first stage characteristic with a small spring constant), Since the carriage 80 can easily follow the torsional track, it is possible to suppress wheel weight loss when the vehicle is empty and maintain traveling stability.
On the other hand, at the time of full air spring puncture, the stopper rubber 24 and the elastic member 3 bear the load of the vehicle body, so by selecting a large inclination of the deflection-load characteristic (second stage characteristic having a large spring constant), When the amount of deflection H of the stopper rubber 24 due to the load difference between empty and full is smaller than the conventional amount of deflection I, when interference occurs between the central portion of the carriage 80 in the width direction and the lower surface of the vehicle body, and rolling occurs. It is possible to suppress the interference between the both ends in the width direction of the carriage and the lower surface of the vehicle body.

Therefore, according to the present embodiment, it is possible to suppress wheel weight loss when passing through a twisted track during air spring puncture when the vehicle is empty, and to suppress interference between the vehicle body and the carriage during air spring puncture when the vehicle is full. A railway vehicle that can be provided can be provided.

FIG. 5 is a side view of a carriage provided with an anti-rolling device having another configuration, and FIG. Descriptions of parts and functions common to the configurations described in FIGS. 1 to 4 are omitted, and only new parts and configurations are described. The anti-rolling device 39 has a torsion bar 35 in which portions corresponding to the arm 11 and the torsion bar 9 shown in FIG. 2 are integrally formed by bending, and is disposed along the sleeper direction of the torsion bar 35. Both ends of the portion to be applied are rotatably held by the cradle 40. At the time of full air spring puncture, the upper part of the connecting portion 14 between the torsion bar 35 and the connecting bar 12 and the elastic member 3 come into contact with each other, and the stopper rubber 24 included in the air spring device 1 and the elastic member 3 A two-stage deflection-load characteristic can be realized and the above-described effects can be achieved.

[Example 2]
FIG. 7 is a side view of the railway vehicle according to the second embodiment of the present invention.
The vehicle body support device for a railway vehicle shown in FIG. 7 is composed only of the air spring device 1 and is not provided with an anti-rolling device. A lower support part 64 is provided on the upper surface of the carriage frame (side beam) 4 of the carriage 80 in the vicinity of the air spring device 1, and an upper support part 60 is provided on the lower surface of the vehicle body 8 above the lower support part 64.

The lower support portion 64 and the upper support portion 60 make a pair, and when the vehicle body 8 sinks when the air spring is punctured when the vehicle is full, the lower support portion 64 and the upper support portion 60 come into contact with each other to reduce the weight of the vehicle body 8. Is supported by the carriage 80 via the stopper rubber 24 built in the air spring device 1 and the upper (lower)

support portions

60 and 64. The lower support portion 64 includes a pedestal 65 fixed to the upper surface of the carriage frame 4 and a sliding portion 66 provided on the upper surface of the pedestal 65. The upper support portion 60 includes a pedestal 61 fixed to the lower surface of the vehicle body 8, an elastic body 63 provided on the lower surface of the pedestal 61, and a contact portion 62 provided below the elastic body 63.

When the air spring punctures when the vehicle is full, the vehicle body 8 sinks and the sliding portion 66 of the lower support portion 64 and the contact portion 62 of the upper support portion 60 come into contact. Since the surface of the sliding portion 66 is coated with a low friction member, the carriage 80 can easily turn when the vehicle body 8 passes the curve. Instead of the sliding portion 66, a low friction sliding portion may be realized by providing a plurality of rollers. Further, although the sliding portion 66 is provided at the lower end portion of the upper support portion 60, it may be provided at the upper end portion of the lower support portion 64.

The air spring device 1 has the same configuration as that of the first embodiment, and the dimension F between the contact portion 62 of the upper support portion 60 and the sliding plate 66 of the lower support portion 64 is an upper surface plate of the air spring device 1. It is set larger than the dimension D between 20 and the lower surface plate 21.
Thus, as in the first embodiment, when the air spring is punctured when the vehicle is empty, the vehicle body 8 sinks by the D dimension, but the contact portion 62 of the upper support portion 60 contacts the sliding plate 66 of the lower support portion 64. Instead, only the stopper rubber 24 built in the air spring device 1 elastically supports the vehicle body 8. The stopper rubber 24 bends further downward when the air spring is full when the vehicle is full, so that the contact portion 62 of the upper support portion 60 contacts the sliding plate 66 of the lower support portion 64, and in addition to the stopper rubber 24, The elastic body 63 provided in the support device 60 also supports the vehicle 8.

As in the first embodiment, this structure can realize a two-stage characteristic of bending-load, and therefore, the stopper rubber 24 that elastically supports the load when idling (at the time of air spring puncture) is softer than the conventional one ( A small spring constant can be selected). Therefore, according to the present invention, it is possible to suppress wheel weight loss when passing through a torsional track when the air spring is punctured when the vehicle is empty, and to suppress displacement between the vehicle body and the carriage when the air spring is punctured when the vehicle is full. It is possible to provide a railway vehicle equipped with a vehicle body support device capable of supporting the above.

In addition, this invention is not limited to the above-mentioned Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

DESCRIPTION OF SYMBOLS 1 ... Air spring apparatus 2 ... Anti rolling apparatus 3 ... Elastic member 4 ... Bogie frame 5 ... Shaft box support apparatus 6 ... Wheel shaft 7 ... Shaft box body 8 ... Car body 9 ... Torsion rod 10 ... Receiving base 11 ... Arm 12 ... Connecting rod 14 ... Connection 15 ... Bracket 16 ... Connection 20 ... Top plate 21 ... -Lower plate 22 ... Sliding plate 23 ... Bellows 24 ... Stopper rubber 25 ... Metal pin 30 ... Metal pin 31 ... Metal member 32 ... Rubber 33 ... Metal member 34 ... Elastic body 35 ... Twist bar 60 ... Upper support part 61 ... Base 62 ... Contact part 63 ... Elastic body 64 ... Lower support part 65 ... Base 6 ... the sliding portion

Claims

A dolly that supports the vehicle body via an air spring with a stopper rubber;
An elastic body mounted on an upper and lower opposing surface formed between the upper part of the bogie frame of the bogie and the lower surface of the car body;
When the air spring is punctured and the weight of the vehicle body is small, the stopper rubber supports the vehicle body,
When the air spring is punctured and the weight of the vehicle body is large, the elastic body comes into contact with both the upper and lower surfaces of the bogie frame of the bogie and cooperates with the stopper rubber to A railway vehicle characterized by supporting
The railway vehicle according to claim 1, further comprising a sliding portion having a small friction on an abutting surface on which the elastic body abuts.
The railway vehicle includes an anti-rolling device that suppresses rolling between the carriage and the vehicle body,
The anti-rolling device is
A pair of connecting rods erected from both sides of the carriage frame;
A pair of arms having one end connected to the upper end of the connecting rod via a connection;
The other ends of the pair of arms are connected to each other, and a torsion bar provided along the width direction of the vehicle body between the carriage and the vehicle body,
The railway vehicle according to claim 1, wherein the connection portion abuts on the elastic body.
The railway vehicle according to claim 3, wherein the arm and the torsion bar are integrally formed by bending.
The air spring is
A conical metal pin mounted on the upper surface of the carriage frame and provided with a flange on the periphery thereof;
A cylindrical stopper rubber placed on the top of the ridge in a mode in which its axis is vertically aligned,
A bottom plate placed almost horizontally on the stopper rubber;
An upper surface plate placed substantially horizontally on the lower surface plate above the lower surface plate;
It is comprised from the peripheral part of the said lower surface board, and the bellows which connects with the peripheral part of the said upper surface board, and forms an air chamber,
The first dimension in the vertical direction between the upper surface plate and the lower surface plate is:
The railway vehicle according to claim 1, wherein the elastic body is smaller than a second dimension in a vertical direction until the elastic body comes into contact with both an upper portion of the bogie frame of the bogie and the lower surface of the vehicle body.