WO2016194302A1 - 板バネユニット及び鉄道車両用台車 - Google Patents
板バネユニット及び鉄道車両用台車 Download PDFInfo
- Publication number
- WO2016194302A1 WO2016194302A1 PCT/JP2016/002275 JP2016002275W WO2016194302A1 WO 2016194302 A1 WO2016194302 A1 WO 2016194302A1 JP 2016002275 W JP2016002275 W JP 2016002275W WO 2016194302 A1 WO2016194302 A1 WO 2016194302A1
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- WO
- WIPO (PCT)
- Prior art keywords
- leaf spring
- longitudinal direction
- spacer
- plate spring
- vehicle
- Prior art date
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/04—Bolster supports or mountings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs
- B61F5/302—Leaf springs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/18—Leaf springs
- F16F1/26—Attachments or mountings
- F16F1/30—Attachments or mountings comprising intermediate pieces made of rubber or similar elastic material
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
- B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
- B61F5/32—Guides, e.g. plates, for axle-boxes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/50—Other details
- B61F5/52—Bogie frames
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/02—Springs made of steel or other material having low internal friction; Wound, torsion, leaf, cup, ring or the like springs, the material of the spring not being relevant
- F16F1/18—Leaf springs
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F1/00—Springs
- F16F1/36—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers
- F16F1/366—Springs made of rubber or other material having high internal friction, e.g. thermoplastic elastomers made of fibre-reinforced plastics, i.e. characterised by their special construction from such materials
- F16F1/368—Leaf springs
- F16F1/3683—Attachments or mountings therefor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F3/00—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic
- F16F3/08—Spring units consisting of several springs, e.g. for obtaining a desired spring characteristic with springs made of a material having high internal friction, e.g. rubber
- F16F3/087—Units comprising several springs made of plastics or the like material
- F16F3/093—Units comprising several springs made of plastics or the like material the springs being of different materials, e.g. having different types of rubber
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F3/00—Types of bogies
- B61F3/02—Types of bogies with more than one axle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/16—Centre bearings or other swivel connections between underframes and bolsters or bogies
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2224/00—Materials; Material properties
- F16F2224/02—Materials; Material properties solids
- F16F2224/0241—Fibre-reinforced plastics [FRP]
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Definitions
- the present invention relates to a leaf spring unit applied to a railway vehicle carriage and a carriage provided with the same.
- Patent Document 1 discloses a bogie for a railway vehicle in which a side beam is omitted from a bogie frame, and a leaf spring serves as a side beam function and a primary suspension function.
- the leaf spring includes a top member made of fiber reinforced resin, a bottom member made of fiber reinforced resin, and a core core member disposed between the top member and the bottom member, and these members are bonded to each other. ing.
- the above-described leaf spring requires a process for bonding and laminating the laminated members to each other, and it is necessary to check the soundness of the bonded portion of the leaf spring after production, which takes time.
- the upper surface member, the core core member, and the lower surface member are integrated, even if only part of the leaf spring is damaged, the entire leaf spring must be replaced, and maintenance costs are increased. Becomes higher.
- an object of the present invention is to improve the manufacturing efficiency of a leaf spring unit used for a railcar bogie and reduce maintenance costs.
- a leaf spring unit is a plate applied to a railway vehicle carriage that is supported from below by a shaft box at both ends in the longitudinal direction and supports a horizontal beam from below at the center in the longitudinal direction.
- a lower unit spring made of fiber reinforced resin whose ends on both sides in the longitudinal direction are supported by the axle box from below, and above the lower plate spring with a gap with respect to the lower plate spring
- An upper leaf spring made of fiber reinforced resin whose center portion is pressed from above by a pressing member provided on the cross beam, a center portion of the lower leaf spring, and the center portion of the upper leaf spring.
- a central spacer sandwiched between the end portion of the lower leaf spring and the end portion of the upper leaf spring, and the end portion of the lower leaf spring and the end portion of the upper leaf spring. And an end spacer that enables relative displacement in the longitudinal direction.
- the step of bonding the lower plate spring and the upper plate spring becomes unnecessary, and thereby the soundness check is performed. Since it becomes easy, manufacturing efficiency improves. Also, even if either the lower leaf spring or the upper leaf spring is damaged, it is only necessary to replace the damaged leaf spring, so that maintenance costs can be reduced.
- the axle box is not damaged even if the upper leaf spring is damaged.
- the horizontal beam can be elastically supported through the lower plate spring, and the axle box can elastically support the horizontal beam through the upper plate spring even if the lower plate spring is damaged. Therefore, even if either the lower leaf spring or the upper leaf spring is damaged, the elastic support function of the leaf spring unit is maintained and the reliability is improved.
- the end of the lower leaf spring and the end of the upper leaf spring can be relatively displaced in the longitudinal direction via the end spacer, when the leaf spring unit is elastically deformed, the lower leaf spring and the upper leaf spring are The longitudinal tensile load or compressive load generated can be reduced, and the life of the leaf spring can be extended.
- the present invention it is possible to improve the manufacturing efficiency of the leaf spring unit used for the railcar bogie and reduce the maintenance cost. Furthermore, the reliability of the leaf spring unit can be improved and the life of the leaf spring can be extended.
- FIG. 5 is a sectional view taken along line VV in FIG. 4.
- FIG. 6 is a sectional view taken along line VI-VI in FIG. 4. It is the side view to which the principal part of the leaf
- the direction in which the carriage travels and the direction in which the vehicle body of the railway vehicle extends is defined as the vehicle longitudinal direction, and the lateral direction perpendicular thereto is defined as the vehicle width direction.
- the longitudinal direction of the vehicle can also be referred to as the front-rear direction, and the vehicle width direction can also be referred to as the left-right direction.
- FIG. 1 is a plan view of a railway vehicle carriage 1 according to the first embodiment.
- FIG. 2 is a side view of the carriage 1 shown in FIG.
- the carriage 1 includes a carriage frame 3 that supports a vehicle body 50 via an air spring 2 that serves as a secondary suspension.
- the carriage frame 3 includes a lateral beam 4 extending in the vehicle width direction at the center in the longitudinal direction of the carriage 1, but does not include a side beam.
- Axles 5 extending in the vehicle width direction are arranged on both sides of the transverse beam 4 in the vehicle longitudinal direction, and wheels 6 are fixed to portions on both sides of the axle 5 in the vehicle width direction.
- the axle 5 is provided with a bearing 7 that rotatably supports the axle 5 on the outer side in the vehicle width direction than the wheel 6, and the bearing 7 is accommodated in the axle box 8.
- the axle box 8 is connected to the portions 4 a on both sides of the transverse beam 4 in the vehicle width direction by an axle box support device 10.
- the axle box support device 10 includes an axle beam 11 extending from the axle box 8 toward the side beam 4 in the longitudinal direction of the vehicle. That is, the cart 1 is a so-called shaft beam type cart.
- a pair of receiving seats 12 protruding toward the shaft beam 11 and spaced apart from each other in the vehicle width direction are fixed to the horizontal beam 4, and the distal end portion of the shaft beam 11 is attached to the receiving seat 12 with a rubber bush (not shown). ).
- a leaf spring unit 20 extending in the longitudinal direction of the vehicle is bridged between the horizontal beam 4 and the axle box 8.
- the central portion 20a in the longitudinal direction of the leaf spring unit 20 supports portions 4a on both sides in the vehicle width direction of the transverse beam 4 from below, and the end portions 20b on both sides in the longitudinal direction of the leaf spring unit 20 are supported by the axle box 8 from below. Is done. That is, the leaf spring unit 20 has both a primary suspension function and a conventional side beam function.
- a central portion 20 a of the leaf spring unit 20 is disposed below the cross beam 4.
- a pressing member 21 having a downwardly projecting arc-shaped lower surface is provided at the lower part of the portions 4a on both sides in the vehicle width direction of the horizontal beam 4.
- the pressing member 21 is mounted on the central portion 20a in the longitudinal direction of the leaf spring unit 20 so as to be separable from above, and presses the leaf spring unit 20 from above. That is, the pressing member 21 contacts the central portion 20a of the leaf spring unit 20 so as to be separable by a downward load due to gravity from the lateral beam 4 without being fixed in the vertical direction with respect to the leaf spring unit 20. Therefore, even if a difference in height occurs between the front and rear wheels 6 due to an irregular track or the like, the leaf spring unit 20 can swing along the arcuate lower surface of the pressing member 21. Therefore, the followability to the track is improved, and the swinging of the cross beam 4 is suppressed, so that the riding comfort is prevented from deteriorating.
- a support member 22 that supports the end 20b of the leaf spring unit 20 from below is provided on the upper portion of the axle box 8.
- the end 20 b of the leaf spring unit 20 is placed on the upper surface of the support member 22 so as to be separable.
- the support member 22 includes a seat member 23 (for example, a rubber member) installed on the axle box 8 and a receiving member 24 installed on the seat member 23.
- a part of the intermediate portion 20 c between the central portion 20 a and the end portion 20 b of the leaf spring unit 20 passes through a space sandwiched between the pair of receiving seats 12.
- the intermediate portion 20c of the leaf spring unit 20 is inclined downward toward the central portion 20a in a side view, and the central portion 20a of the leaf spring unit 20 is disposed lower than the end portion 20b of the leaf spring unit 20. . That is, the leaf spring unit 20 has a downwardly convex shape in a side view.
- FIG. 3 is an enlarged plan view of the leaf spring unit 20 shown in FIG. 1 and its vicinity.
- FIG. 4 is an enlarged side view of the leaf spring unit 20 shown in FIG. 2 and the vicinity thereof.
- the leaf spring unit 20 includes a lower leaf spring 31, an upper leaf spring 32, a central spacer 33, and a pair of end spacers 34.
- the lower leaf spring 31 is made of fiber reinforced resin (for example, CFRP), and ends 31 b on both sides in the longitudinal direction are supported by the axle box 8 from below through the support member 22.
- the upper leaf spring 32 is made of fiber reinforced resin (for example, CFRP), and is disposed above the lower leaf spring 31 with a gap from the lower leaf spring 31.
- the lower plate spring 31 and the upper plate spring 32 have a constant plate thickness in the longitudinal direction, and the plate thickness of the lower plate spring 31 and the plate thickness of the upper plate spring 32 are the same.
- the lower leaf spring 31 and the upper leaf spring 32 are made of fiber reinforced resin, but are not necessarily made of the same material.
- the upper leaf spring 32 is made of CFRP and a part or the whole of the lower leaf spring 31 is made of AFRP having excellent impact resistance, it is advantageous against a collision such as ballast.
- the central spacer 33 is sandwiched between the central portion 31 a of the lower leaf spring 31 and the central portion 32 a of the upper leaf spring 32.
- the end spacers 34 are sandwiched between end portions 31 b on both sides in the longitudinal direction of the lower leaf spring 31 and end portions 32 b on both sides in the longitudinal direction of the upper leaf spring 32.
- a gap G is formed between the center spacer 33 and the end spacer 34.
- the intermediate portion 31c between the central portion 31a and the end portion 31b of the lower leaf spring 31 has a gap G with respect to the intermediate portion 32c between the central portion 32a and the end portion 32b of the upper leaf spring 32. Open and non-contact.
- the end portions 31 b and 32 b of the lower leaf spring 31 and the upper leaf spring 32 are inclined obliquely downward toward the vehicle longitudinal direction outward in a side view when the vehicle body 50 is not placed on the carriage 1. That is, the downward normal line NL perpendicular to the lower surfaces of the end portions 31 b and 32 b of the lower leaf spring 31 and the upper leaf spring 32 is more vehicle than the vertical line VL in a side view when the vehicle body 50 is not placed on the carriage 1. Inclined (angle ⁇ ) toward the center in the longitudinal direction. When the vehicle body 50 (empty car) is placed on the carriage 1, the lower leaf spring 31 and the upper leaf spring 32 are bent, so that the normal line NL substantially coincides with the vertical line VL.
- the end portions 31b and 32b of the lower leaf spring 31 and the upper leaf spring 32 are formed in a straight line when viewed from the side, and the length of the straight portion in the vehicle longitudinal direction is greater than the length of the support member 22 in the vehicle longitudinal direction. Also long.
- the end 31b of the lower leaf spring 31, the end spacer 34, and the end 32b of the upper leaf spring 32 overlap each other.
- the end portion 31 b of the lower leaf spring 31, the end spacer 34, the end portion 32 b of the upper leaf spring 32, the support member 22, and the axle box 8 are They are arranged at positions overlapping each other when viewed from the vertical direction.
- the upper surface of the receiving member 24 supports the lower surface of the end portion 31 b of the lower leaf spring 31.
- the lower surface of the end portion 31b of the lower leaf spring 31 and the upper surface of the receiving member 24 corresponding thereto have a flat surface.
- the receiving member 24 includes a bottom wall portion 24a mounted on the seat member 23, an end wall portion 24b protruding upward from the vehicle longitudinal direction outside of the bottom wall portion 24a, and an upper side from both sides of the bottom wall portion 24a in the vehicle width direction. And a pair of side wall portions 24c projecting from each other.
- the end wall 31b of the lower leaf spring 31, the end spacer 34, and the end portion 32b of the upper leaf spring 32 may move beyond the predetermined amount outward in the vehicle longitudinal direction with respect to the receiving member 24.
- the side wall portion 24c restricts movement of the receiving member 24 beyond a predetermined amount on both sides in the vehicle width direction.
- the interposition material 25 is inserted between each of the bottom wall portion 24 a, the end wall portion 24 b and the side wall portion 24 c and the end portion 20 b of the leaf spring unit 20.
- the interposition material 25 is made of a material having a lower hardness than the lower plate spring 31 and the upper plate spring 32, and is made of an elastic material such as rubber, for example.
- the surface of the end spacer 34 that contacts at least the lower plate spring 31 or the upper plate spring 32 is made of a material having a lower hardness than the lower plate spring 31 and the upper plate spring 32, and is made of an elastic material such as rubber.
- the end spacer 34 is in contact with the lower leaf spring 31 and the upper leaf spring 32 and is not bonded. That is, when the leaf spring unit 20 is elastically deformed so that the end portion 32 b of the upper leaf spring 32 moves relative to the end portion 31 b of the lower leaf spring 31 in the longitudinal direction, the end spacer 34 and the leaf spring 31 are moved.
- the end spacer 34 is elastically deformed in a shearing manner in a state in which static friction is acting, and the end 31b of the lower leaf spring 31 is slid with respect to the end spacer 34 in a state in which the static friction is changed to dynamic friction.
- the receiving member 24 is provided with a restricting member 26 that restricts the end spacer 34 from moving beyond a predetermined amount toward the center in the vehicle longitudinal direction with respect to the axle box 8.
- the regulating member 26 is located between the lower leaf spring 31 and the upper leaf spring 32 on the center side in the vehicle longitudinal direction of the end spacer 34.
- the restricting member 26 is attached to the side wall portion 24c of the receiving member 24, and protrudes in the vehicle width direction from the side wall portion 24c so as to overlap the leaf springs 31 and 32 in plan view.
- the regulating member 26 is a rod-like member attached to the side wall portion 24 c of the receiving member 24.
- the regulating member 26 is detachable from the receiving member 24 so that the leaf spring unit 20 can be easily assembled or detached from the receiving member 24.
- the intermediate portion 31c of the lower leaf spring 31 and the intermediate portion 32c of the upper leaf spring 32 have regions inclined with respect to the horizontal direction in a side view, and these regions are center portions 31a, 32a from the end portions 31b, 32b side. It inclines so that it may go downward as it goes to the side. That is, the lower leaf spring 31 and the upper leaf spring 32 have a bow shape that protrudes downward in a side view.
- the pressing member 21 has a main body portion 21a having a lower surface that is a rigid body made of metal, resin, FRP, or the like and has a downwardly protruding arc shape, and a sheet portion 21b that is attached to the lower surface of the main body portion 21a.
- the sheet portion 21b is made of a material having a hardness lower than that of the main body portion 21a of the pressing member 21 and the upper leaf spring 32, and is made of, for example, a rubber sheet.
- the central portion 31a of the lower leaf spring 31 and the central portion 32a of the upper leaf spring 32 sandwich the central spacer 33 so as to be relatively displaceable in the longitudinal direction.
- the central portion 31a of the lower leaf spring 31, the central spacer 33, the central portion 32a of the upper leaf spring 32, and the pressing member 21 are arranged at positions that overlap each other when viewed from the vertical direction.
- the center spacer 33 is shorter in the vehicle longitudinal direction than the pressing member 21.
- the ends of the central spacer 33 on both sides in the vehicle longitudinal direction are located closer to the center in the vehicle longitudinal direction than the ends of the pressing member 21 on both sides in the vehicle longitudinal direction.
- FIG. 5 is a cross-sectional view taken along line VV in FIG. 6 is a cross-sectional view taken along line VI-VI in FIG.
- the central spacer 33 in contact with the lower leaf spring 31 or the upper leaf spring 32 is made of a material having a lower hardness than the lower leaf spring 31 and the upper leaf spring 32.
- the central spacer 33 includes a lower elastic member 35 that contacts the upper surface of the central portion 31 a of the lower leaf spring 31, an upper elastic member 36 that contacts the lower surface of the central portion 32 a of the upper leaf spring 32, and lower elasticity.
- a positioning member 37 sandwiched between the member 35 and the upper elastic member 36 is provided.
- the central spacer 33 is in contact with the lower leaf spring 31 and the upper leaf spring 32 and is not bonded.
- the positioning member 37 has a lower groove portion 37a extending in the vehicle longitudinal direction and opened downward, and an upper groove portion 37b extending in the vehicle longitudinal direction and opened upward.
- the positioning member 37 has an H-shaped cross section when viewed from the longitudinal direction of the vehicle.
- the lower elastic member 35 and the lower leaf spring 31 are fitted into the upper groove portion 37b from below, and the upper elastic member 36 and the upper leaf spring 32 are fitted into the upper groove portion 37b from above.
- the bottom surface of the lower groove portion 37 a has an arc shape along the upper surface of the lower plate spring 31, and the bottom surface of the upper groove portion 37 b has an arc shape along the lower surface of the upper plate spring 32.
- Interposing materials 38 and 39 are inserted between the inner surface of the lower groove portion 37a and the lower leaf spring 31, and between the inner surface of the upper groove portion 37b and the upper leaf spring 32, respectively.
- the lower elastic member 35, the upper elastic member 36, and the interposition materials 38 and 39 are made of a material having lower hardness than the lower plate spring 31 and the upper plate spring 32, and are made of, for example, a rubber sheet.
- the lower plate spring 31 and the upper plate spring 32 made of fiber reinforced resin are provided separately from each other in the plate spring unit 20, the lower plate spring 31 and the upper plate spring 32 are bonded.
- the manufacturing process is improved because the process becomes unnecessary and the soundness check becomes easy. Also, even if either the lower leaf spring 31 or the upper leaf spring 32 is damaged, it is only necessary to replace the damaged leaf spring, so that maintenance costs can be reduced.
- the axle box 8 can elastically support the lateral beam 4 via the lower leaf spring 31, and even if the lower leaf spring 31 is damaged, the axle box 8 is transversely supported via the upper leaf spring 32. 4 can be elastically supported. Therefore, even if either the lower leaf spring 31 or the upper leaf spring 32 is damaged, the elastic support function of the leaf spring unit 20 is maintained, and the reliability is improved.
- the end portion 31b of the lower leaf spring 31 and the end portion 32b of the upper leaf spring 32 can be relatively displaced in the longitudinal direction via the end spacer 34, the lower plate spring 20 is elastically deformed when the leaf spring unit 20 is elastically deformed.
- the longitudinal load or compression load generated in the spring 31 and the upper plate spring 32 can be reduced, and the life of the plate springs 31 and 32 can be extended.
- the lower surface of the end portion 31b of the lower leaf spring 31 and the upper surface of the bottom wall portion 24a of the receiving member 24 have a flat surface, when the load transmitted from the transverse beam 4 to the leaf spring unit 20 fluctuates, The end 31b of the lower leaf spring 31 is less likely to be angularly displaced with respect to the receiving member 24 in a side view, and a vertical shearing force is generated in the vicinity of the end 31b of the lower leaf spring 31.
- the end portion 32b of the upper leaf spring 32 and the end portion 31b of the lower leaf spring 31 overlap each other when viewed from the vertical direction, either the lower leaf spring 31 or the upper leaf spring 32 is near the end portion of the leaf spring unit 20. Concentration of stress on either side can be suppressed.
- the relative position between the central portion 31a of the lower leaf spring 31 and the central portion 32a of the upper leaf spring 32 is not fixed in the longitudinal direction of the vehicle, the longitudinal direction and the end portion 20b on the one side in the longitudinal direction of the leaf spring unit 20 Even when the other end portion 20b operates asymmetrically with each other (for example, when the wheel load is lost), the stress generated in the lower leaf spring 31 or the upper leaf spring 32 can be reduced.
- the lower plate spring 31 is fitted in the lower groove portion 37a of the positioning member 37 and the upper plate spring 32 is fitted in the upper groove portion 37b of the positioning member 37, the lower plate spring 31 and the upper plate spring 32 are mutually in the vehicle width direction.
- the positioning member 37 can regulate the displacement. Further, since the lower groove portion 37a is opened downward and the upper groove portion 37b is opened upward, the lower leaf spring 31, the lower elastic member 35, the positioning member 37, the upper elastic member 36, and the upper leaf spring 32 are simply The leaf spring unit 20 can be easily assembled and disassembled by being laminated.
- the support member 22 is provided with a restricting member 26 that restricts the end spacer 34 from moving beyond a predetermined amount toward the vehicle longitudinal direction center side with respect to the axle box 8. Even if it is not fixed to the leaf spring 31 and the upper leaf spring 32 by adhesion or the like, the end spacer 34 can be prevented from falling off. Further, since the central spacer 33 and the end spacer 34 have an elastic material such as rubber, it is possible to impart appropriate damping performance to the leaf spring unit 20.
- FIG. 7 is an enlarged side view of the main part of the leaf spring unit 120 of the carriage according to the second embodiment.
- an end spacer 134 sandwiched between an end portion 31 b of the lower leaf spring 31 and an end portion 32 b of the upper leaf spring 32 is a lower plate 141.
- a three-layer structure comprising an intermediate plate 142 and an upper plate 143.
- the lower plate 141 and the upper plate 143 are made of a material having a lower hardness than the lower plate spring 31 and the upper plate spring 32, and are made of an elastic material such as rubber, for example.
- the middle plate 142 is made of a metal, resin, FRP, or the like that is harder than the lower plate 141 and the upper plate 143.
- the lower plate 141 and the upper plate 143 are positioned in the horizontal direction with respect to the middle plate 142.
- the lower plate 141 and the middle plate 142 have an uneven fitting structure (not shown) that prevents relative displacement in the horizontal direction
- the upper plate 143 and the middle plate 142 are also in the horizontal direction of each other.
- a concave-convex fitting structure (not shown) for preventing the relative displacement of.
- the middle plate 142 protrudes more in the longitudinal direction than the lower plate 141 and the upper plate 143.
- the restricting member 26 provided on the receiving member 24 is disposed at a height facing the intermediate plate 142 in the horizontal direction.
- the restricting member 26 restricts the middle plate 142 from moving beyond the predetermined amount toward the vehicle longitudinal direction center side with respect to the axle box 8, and does not contact the lower plate 141 and the upper plate 143. Since other configurations are the same as those of the first embodiment described above, description thereof is omitted.
- FIG. 8 is an enlarged side view of the main part of the leaf spring unit 220 of the carriage according to the third embodiment.
- the plate thickness of the lower plate spring 31 and the plate thickness of the upper plate spring 132 are different from each other.
- the lower plate spring 31 and the upper plate spring 132 have a constant plate thickness in the longitudinal direction, and the plate thickness T1 of the lower plate spring 31 is larger than the plate thickness T2 of the upper plate spring 132. In this way, the spring constant of the entire plate spring unit 220 can be easily changed simply by changing the plate thickness of the individual plate springs 31 and 132.
- plate spring unit 220 can be easily changed only by changing the orientation angle of the material of the leaf
- FIG. Furthermore, the spring constant of the whole plate spring unit 220 can be easily changed by changing the material of the plate springs 31 and 132.
- the lower leaf spring 31 and the upper leaf spring 132 are laminated so as to be separable from the central spacer 33 (FIG. 4) and the end spacer 34, and are not bonded. The spring constant of the leaf spring unit 220 can be easily adjusted by exchanging the spring 132 only).
- FIG. 9 is a plan view of a carriage 301 according to the fourth embodiment.
- the axle 5 is provided with a bearing (not shown) that rotatably supports the axle 5 on the inner side in the vehicle width direction than the wheel 6.
- a leaf spring unit 20 extending in the vehicle longitudinal direction is bridged between the box and the cross beam 4.
- the central part of the leaf spring unit 20 in the longitudinal direction supports portions of the transverse beam 4 on both sides in the vehicle width direction from below, and the ends of the leaf spring unit 20 on both sides in the longitudinal direction are supported on the axle box from below by means of support members 22. Is done.
- the carriage 301 can be referred to as an inner frame type carriage. Since other configurations are the same as those of the first embodiment described above, description thereof is omitted.
- the present invention is not limited to the above-described embodiment, and the configuration can be changed, added, or deleted.
- the above embodiments may be arbitrarily combined with each other. For example, a part of the configuration in one embodiment may be applied to another embodiment.
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Abstract
Description
図1は、第1実施形態に係る鉄道車両用台車1の平面図である。図2は、図1に示す台車1の側面図である。図1及び2に示すように、台車1は、二次サスペンションとなる空気バネ2を介して車体50を支持する台車枠3を備える。台車枠3は、台車1の長手方向中央において車幅方向に延びる横梁4を備えるが、側梁を備えていない。横梁4の車両長手方向両側には、車幅方向に沿って延びる車軸5が配置され、車軸5の車幅方向両側の部分には車輪6が固定される。車軸5には、車輪6よりも車幅方向外側にて車軸5を回転自在に支持する軸受7が設けられ、軸受7は軸箱8に収容される。軸箱8は、軸箱支持装置10によって横梁4の車幅方向両側の部分4aに連結される。軸箱支持装置10は、軸箱8から車両長手方向の横梁4側に向けて延びた軸梁11を備える。即ち、台車1は、いわゆる軸梁式の台車である。横梁4には、軸梁11に向けて突出して且つ車幅方向に互いに間隔をあけた一対の受け座12が固定され、軸梁11の先端部は、受け座12にゴムブッシュ(図示せず)を介して連結される。
図7は、第2実施形態に係る台車の板バネユニット120の要部を拡大した側面図である。図7に示すように、第2実施形態の板バネユニット120では、下板バネ31の端部31bと上板バネ32の端部32bとの間に挟まれた端スペーサ134が、下板141、中板142及び上板143からなる三層構造を有する。下板141及び上板143は、下板バネ31及び上板バネ32よりも低硬度の材料からなり、例えば、ゴム等の弾性材料からなる。中板142は、下板141及び上板143よりも高硬度の金属又は樹脂又はFRPなどからなる。
図8は、第3実施形態に係る台車の板バネユニット220の要部を拡大した側面図である。図8に示すように、第3実施形態の板バネユニット220では、下板バネ31の板厚と上板バネ132の板厚とが、互いに異なる。具体的には、下板バネ31及び上板バネ132は長手方向に一定の板厚であり、下板バネ31の板厚T1は、上板バネ132の板厚T2よりも大きい。このように、個々の板バネ31,132の板厚を変更するだけで、板バネユニット220全体のバネ定数を容易に変更できる。また、板バネ31,132の材料の配向角度を変更するだけで、板バネユニット220全体のバネ定数を容易に変更できる。さらには、板バネ31,132の材料を変更することで、板バネユニット220全体のバネ定数を容易に変更できる。しかも、下板バネ31及び上板バネ132は、中央スペーサ33(図4)及び端スペーサ34に対して離間可能に積層されて非接着であるので、一部の板バネのみ(例えば、上板バネ132のみ)を交換することで容易に板バネユニット220のバネ定数を調整できる。
図9は、第4実施形態に係る台車301の平面図である。図9に示すように、本実施形態の台車301では、車軸5には、車輪6よりも車幅方向内側にて車軸5を回転自在に支持する軸受(図示せず)が設けられ、当該軸箱と横梁4との間に、車両長手方向に延びた板バネユニット20が架け渡されている。板バネユニット20の長手方向の中央部が横梁4の車幅方向両側の部分を下方から支持し、板バネユニット20の長手方向両側の端部が支持部材22を介して軸箱に下方から支持される。即ち、板バネユニット20がサスペンションだけでなく側梁(フレーム)としても機能することに着目した場合、台車301は、インナーフレーム式台車と称することができる。なお、他の構成は前述した第1実施形態と同様であるため説明を省略する。
4 横梁
5 車軸
7 軸受
8 軸箱
20,120,220 板バネユニット
20a 中央部
20b 端部
20c 中間部
21 押圧部材
26 規制部材
31 下板バネ
31a 中央部
31b 端部
32,132 上板バネ
32a 中央部
32b 端部
33 中央スペーサ
34,134 端スペーサ
37 位置決め部材
37a 下溝部
37b 上溝部
50 車体
Claims (6)
- 長手方向両側の端部において軸箱に下方から支持され、前記長手方向の中央部において横梁を下方から支持する、鉄道車両用台車に適用される板バネユニットであって、
その長手方向両側の端部が前記軸箱に下方から支持される繊維強化樹脂製の下板バネと、
前記下板バネに対して隙間をあけて前記下板バネの上方に配置され、その中央部が前記横梁に設けられた押圧部材に上方から押圧される繊維強化樹脂製の上板バネと、
前記下板バネの中央部と前記上板バネの前記中央部との間に挟まれた中央スペーサと、
前記下板バネの前記端部と前記上板バネの端部との間に挟まれ、前記下板バネの前記端部と前記上板バネの前記端部との前記長手方向の相対変位を可能とする端スペーサと、を備える、板バネユニット。 - 前記下板バネの前記中央部と前記上板バネの前記中央部とは、前記長手方向に相対変位可能に前記中央スペーサを挟んでいる、請求項1に記載の板バネユニット。
- 前記中央スペーサは、前記長手方向に延びて下方に開放された下溝部と、前記長手方向に延びて上方に開放された上溝部と、を有し、
前記下板バネが、前記下溝部に下方から嵌められ、前記上板バネが、前記上溝部に上方から嵌められている、請求項1又は2に記載の板バネユニット。 - 請求項1乃至3のいずれか1項に記載の板バネユニットと、
鉄道車両の車体を支持するための前記横梁と、
前記横梁の車両長手方向両側に夫々配置され、車軸を支持する軸受を収容する前記軸箱と、を備え、
前記軸箱、前記下板バネの前記端部、前記端スペーサ、前記上板バネの前記端部は、鉛直方向から見て互いに重なる位置に配置されている、鉄道車両用台車。 - 前記軸箱の上部には、前記下板バネの前記端部の下面を支持する上面が形成された支持部材が設けられ、
前記下板バネの前記端部の下面及び前記支持部材の前記上面は、平坦面を有する、請求項4に記載の鉄道車両用台車。 - 前記下板バネと前記上板バネとの間で前記端スペーサの車両長手方向中央側に位置し、前記端スペーサが前記軸箱に対して車両長手方向中央側に所定量を超えて移動するのを規制する規制部材を更に備える、請求項4又は5に記載の鉄道車両用台車。
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US15/579,451 US10723371B2 (en) | 2015-06-03 | 2016-05-10 | Plate spring unit and railcar bogie |
CN201680025581.1A CN107532671B (zh) | 2015-06-03 | 2016-05-10 | 板簧单元和铁道车辆用转向架 |
KR1020177037606A KR102048504B1 (ko) | 2015-06-03 | 2016-05-10 | 판스프링 유닛 및 철도 차량용 대차 |
EP16802747.2A EP3306129B1 (en) | 2015-06-03 | 2016-05-10 | Plate spring unit and railroad vehicle bogie |
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JP2021104727A (ja) * | 2019-12-26 | 2021-07-26 | 川崎重工業株式会社 | 鉄道車両用台車の板バネの保護体及び鉄道車両用台車 |
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CN107532671B (zh) | 2019-09-24 |
EP3306129B1 (en) | 2020-11-11 |
EP3306129A4 (en) | 2019-01-16 |
CN107532671A (zh) | 2018-01-02 |
US10723371B2 (en) | 2020-07-28 |
US20180141573A1 (en) | 2018-05-24 |
JP2016223602A (ja) | 2016-12-28 |
KR102048504B1 (ko) | 2019-11-26 |
JP6506630B2 (ja) | 2019-04-24 |
KR20180014062A (ko) | 2018-02-07 |
EP3306129A1 (en) | 2018-04-11 |
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