WO2018020980A1

WO2018020980A1 - Bogie for railroad car, and railroad car provided with bogie

Info

Publication number: WO2018020980A1
Application number: PCT/JP2017/024862
Authority: WO
Inventors: 陽介山崎; 嘉之下川; 将明水野
Original assignee: 新日鐵住金株式会社
Priority date: 2016-07-29
Filing date: 2017-07-06
Publication date: 2018-02-01
Also published as: CN109476380B; JPWO2018020980A1; EP3492392A1; EP3492392B1; EP3492392A4; CN109476380A; JP6624293B2

Abstract

This bogie comprises: a first frame body (10) which includes a right-hand side beam (11) and a first lateral beam (12); a second frame body (20) which includes a left-hand side beam (21) and a second lateral beam (22); and a bolster (56). The first and second frame bodies (10, 20) support each other slidably in the longitudinal direction. The center of the bolster (56) is supported by a core receiver (30). The bolster (56) and the first lateral beam (12) are flexibly supported by a first connection portion (52A) disposed on the right side of the core receiver (30). The bolster (56) and the second lateral beam (22) are flexibly supported by a second connection portion (52B) disposed on the left side of the core receiver (30). Thus, it is possible to suppress variations in lateral pressure and wheel load in a curved path.

Description

Railway vehicle carriage and railway vehicle equipped with the carriage

The present invention relates to a railcar bogie (hereinafter also simply referred to as “cart”), and more particularly, to a bogie capable of self-steering front and rear wheel shafts, and a railcar including the bogie and the vehicle body.

A railway vehicle is composed of a car body and a carriage, and travels on the rail. When a railway vehicle passes through a curved road, a force that the wheels push the rail in the left-right direction, so-called lateral pressure, is generated. In particular, in a section in which the track is twisted, for example, in a relaxation curve section at the entrance and exit of a curved road, the lateral pressure increases because the wheel shaft hardly follows the track. High lateral pressure increases the risk of derailment. Therefore, it is desirable to keep the lateral pressure low. Further, regarding the force with which the wheel pushes the rail in the vertical direction, so-called wheel load, particularly in the exit relaxation curve section, the wheel load on the wheel on the outer gauge side becomes smaller. If the wheel load becomes extremely small, the risk of derailment increases. Therefore, it is desirable to keep a balance between the left and right wheel loads following the track.

For example, International Publication WO2016 / 017103 pamphlet (Patent Document 1) is a technique for reducing lateral pressure on curved roads and suppressing fluctuations in wheel load. A cart (hereinafter also referred to as “steering cart”) is disclosed. The bogie frame of the steering bogie disclosed in Patent Document 1 is composed of two frames that are coupled to each other via an elastic element. The first frame of the two frames includes a right side beam and a first side beam. The second frame includes a left side beam and a second side beam.

In the case of a steering trolley with a bolster, relative yawing displacement (rotation about the vertical axis) occurs between the bolster (vehicle body) and the two frames (cart frame) when the railway vehicle runs on a curved road. To do. Due to this yawing displacement, a relative longitudinal movement of the two frames is generated, and in conjunction with this, the front and rear wheel axles can be self-steered. Thereby, the lateral pressure on the curved road is reduced. In the relaxation curve section, a relative rolling displacement (rotation about the front-rear direction axis) occurs between the front wheel shaft and the rear wheel shaft. This rolling displacement is allowed by the relative rotational movement of the two frames (cart frame) in the pitching direction (rotation about the left-right direction axis). Thereby, the fluctuation | variation of the wheel load in a relaxation curve area is suppressed.

Here, in the case of the steering cart with a bolster disclosed in Patent Document 1, the bolster is supported by a pair of side supports on the left and right. Furthermore, in order to connect the bolster and each of the two frame bodies, the bolster is also supported by a pair of center plates on the left and right. In such a configuration, the two side supports and the two center plates receive the load from the vehicle body. Therefore, when passing through a curved road, the rotational resistance of the bolster with respect to the bogie frame (two frames) is large. Thereby, especially in the process from which a railway vehicle goes from an exit relaxation curve area to a straight line area, it is difficult for the axle to return to the normal posture. As a result, the wheel shaft is shifted from the center position of the track, and the wheel load is unbalanced. Further, the preceding wheel shaft is in contact with the rail in a state where the inner wheel is directed toward the inner track side, and a lateral pressure is generated.

International Publication WO2016 / 017103 Pamphlet

The present invention has been made in view of the above circumstances. One object of the present invention is to provide a railcar vehicle and a railcar capable of self-steering that can sufficiently reduce lateral pressure on a curved road and at the same time sufficiently suppress fluctuations in wheel load. .

A railway vehicle carriage according to an embodiment of the present invention is a carriage that includes a front and rear wheel shafts and is capable of self-steering the wheel shafts. The carriage includes a first frame including a right side beam and a first side beam integrated with the right side beam, and a second frame including a left side beam and a second side beam integrated with the left side beam. The body, the axle box attached to the left and right ends of each wheel axle, the axle box support device that elastically supports each axle box, and the first side or the second side A bolster.

The first frame and the second frame support each other and allow sliding in the front-rear direction. The right front axle box support device supports the right front axle box by the front end portion of the side flash of the first frame body, and the right front axle box is coupled to the second frame body. The left front axle box support device supports the left front axle box by the front end portion of the side flash of the second frame body, and the left front axle box is coupled to the first frame body. The right rear axle box support device supports the right rear axle box by the rear end portion of the side flash of the first frame body, and the right rear axle box is coupled to the first frame body. The left rear axle box support device supports the left rear axle box by the rear end portion of the side flash of the second frame body, and the left rear axle box is coupled to the second frame body.

Further, the carriage is provided on the upper surface of the first side or the second side, and is disposed on the right side of the center receiving the bolster and connects the first side and the bolster. A first connecting portion; and a second connecting portion that is disposed on the left side of the heart support and connects the second lateral beam and the bolster. The first connecting portion is provided on the other of the first lateral beam and the bolster and the first axial portion protruding from one of the first lateral beam and the bolster and the other end of the first lateral beam and the bolster. A first hole to be received. The second connecting portion is provided on the other of the second lateral beam and the bolster and the second axial portion protruding from one of the second lateral beam and the bolster and the other end of the second axial portion. A second hole to be received.

A railway vehicle according to an embodiment of the present invention includes the above-described carriage, a vehicle body, and a pair of air springs on the left and right that are arranged on the bolster and support the vehicle body.

The railcar bogie and railcar of the present invention can be self-steered and can sufficiently reduce the lateral pressure on a curved road and at the same time sufficiently suppress fluctuations in wheel load.

FIG. 1 is a top view schematically showing an example of a railway vehicle including a carriage according to an embodiment of the present invention. FIG. 2 is a top view showing a specific example of a bogie frame used in the railway vehicle shown in FIG. FIG. 3A is a right side view of the carriage shown in FIG. 1. FIG. 3B is a left side view of the carriage shown in FIG. 1. 4 is a cross-sectional view of the railway vehicle shown in FIG. 1 as viewed from the front side. FIG. 5A is a top view schematically showing a situation when the railway vehicle of the present embodiment travels on a left-turn curve road. FIG. 5B is a top view schematically showing a situation when the railway vehicle of the present embodiment travels on a right-turn curved road. FIG. 6 is a diagram showing the fluctuation of the lateral pressure on the curved road. FIG. 7 is a diagram showing the displacement of the wheel shaft in the left-right direction on a curved road.

In order to solve the above-mentioned problems, the present inventors run a railway vehicle on a curved road composed of five sections (an entrance straight section, an entrance relaxation curve section, a steady curve section, an exit relaxation curve section, and an exit straight section). We conducted numerical analysis that assumed this, and made extensive studies. As a result, the following knowledge was obtained.

(A) In the conventional steering carriage disclosed in Patent Document 1, a bolster that receives a load from the vehicle body is supported by a pair of side supports on the left and right. That is, the bolster is supported at a position away from the rotation center of the yawing with respect to the bogie frame (the first frame body and the second frame body) formed of two frames. Therefore, when a conventional vehicle passes a curved road, the rotational resistance of the bolster with respect to the bogie frame increases. Therefore, in order to reduce the rotational resistance of the bolster, it is sufficient that the bolster is supported at the position of the rotation center of yawing. The position of the rotation center of yawing corresponds to the central portion of the bolster in the left-right direction (that is, the central portion of the bogie frame).

(B) In the conventional steering cart, the bolster is connected to each of the two frames by a center plate in order to develop a steering function by the relative longitudinal movement of the two frames accompanying yawing of the bolster. The center plate cannot flexibly tolerate the relative displacement between the bolster and the frame. Therefore, in the process of the conventional vehicle from the exit relaxation curve section to the straight section, the relative back-and-forth movement of the two frames is restricted. As a result, it is difficult for the wheelset to return to the normal posture. Therefore, in order to make the relative back-and-forth movement of the two frames smooth, it is sufficient that the relative displacement between the bolster and the frame can be allowed flexibly. That is, the connection state between the bolster and each of the two frames may be relaxed.

The present invention has been completed based on the above findings.

A railway vehicle carriage according to an embodiment of the present invention is a carriage that includes a front and rear wheel shafts and can self-steer the wheel shafts. The cart includes a first frame, a second frame, four axle boxes, four axle box support devices, and a bolster. The first frame includes a right side beam and a first side beam integrated with the right side beam. The second frame includes a left side beam and a second side beam integrated with the left side beam. The axle box is attached to the left and right ends of each wheel axle. The axle box support device elastically supports each axle box. The bolster is disposed above the first side wall or the second side wall.

Further, the carriage includes a heart support, a first connection portion, and a second connection portion. The center plate is provided on the upper surface of the first side beam or the second side beam, and supports the central portion of the bolster. A 1st connection part is arrange | positioned at the right side of a heart receiver, and connects a 1st side and a bolster. A 2nd connection part is arrange | positioned at the left side of a heart receiver, and connects a 2nd horizontal beam and a bolster. The first connection portion includes a first shaft portion and a first hole portion. The first shaft portion protrudes in the vertical direction from one of the first side wall and the bolster. The first hole portion is provided on the other of the first side beam and the bolster and accommodates the tip end portion of the first shaft portion. The second connection part includes a second shaft part and a second hole part. The second shaft portion protrudes in the vertical direction from one of the second lateral beam and the bolster. The second hole portion is provided on the other of the second side beam and the bolster and accommodates the tip end portion of the second shaft portion.

In a typical example, the axle box support device has a link extending from the axle box in the front-rear direction. The first lateral beam has a first extending portion that extends toward the front end portion of the side beam of the second frame. The second lateral beam has a second extending portion that extends toward the front end portion of the side beam of the first frame. In this case, the right front axle box support device supports the right front axle box by the front end portion of the side flash of the first frame body, and the link extending from the right front axle box has the second frame body first. 2 coupled to the extension. The left front axle box support device supports the left front axle box by the front end portion of the side beam of the second frame body, and a link extending from the left front axle box has a first extension of the first frame body. Combined with the part. The right rear axle box support device supports the right rear axle box by the rear end portion of the side flash of the first frame body, and a link extending from the right rear axle box has a link of the first frame body. Combined with side beams. The left rear axle box supporting device supports the left rear axle box by the rear end portion of the side flash of the second frame body, and a link extending from the left rear axle box is provided on the second frame body. Combined with side beams.

As a typical example, the first side wall of the first frame body and the second side wall of the second frame body overlap each other in a non-contact state. However, it does not matter which of the first side and the second side is on the top. Moreover, the 1st side and the 2nd side may be arrange | positioned forward and backward.

As a typical example, the front end portion of the first horizontal beam is inserted into an opening formed in the side beam of the second frame. The front end portion of the second horizontal beam is inserted into the opening formed in the side beam of the first frame. Thereby, the 1st frame and the 2nd frame can support each other so that a slide is possible in the direction of order. However, the tip of the first horizontal beam is placed on the side beam of the second frame, and the tip of the second horizontal beam is placed on the side beam of the first frame, whereby the first frame. And the second frame may support each other.

According to the bogie of this embodiment and the vehicle including the bogie, when the vehicle travels on a curved road, the bolster (vehicle body) and the bogie frame (the first frame body and the second frame body) are arranged along the curved road. A relative yawing displacement occurs. As a result, a relative back-and-forth movement of the first frame body and the second frame body occurs, and the front and rear wheel axles can be self-steered in conjunction with this. Moreover, since the bolster is supported at one point by the support, the bolster rotates smoothly in the yawing direction with respect to the carriage frame. Therefore, the lateral pressure on the curved road can be sufficiently reduced.

Further, each axle box is elastically supported by a corresponding axle box support device with respect to the bogie frame (the first frame body and the second frame body). Further, the first frame body and the second frame body are relatively allowed to rotate in the pitching direction. Therefore, in the relaxation curve section, it is possible to allow a relative rolling displacement between the front wheel shaft and the rear wheel shaft that is generated as the track is twisted. Therefore, variation in wheel load in the relaxation curve section can be suppressed. In particular, in the process of the railway vehicle from the exit relaxation curve section to the straight section, since the connection between the bolster and the bogie frame by the first connection portion and the second connection portion is flexible, the bolster is connected to the first frame body and the second frame. Does not restrain the relative back and forth movement of the body. Therefore, the front wheel shaft and the rear wheel shaft smoothly return to the normal posture. Therefore, it is possible to sufficiently suppress the occurrence of lateral pressure and the fluctuation of wheel load in the relaxation curve section.

The cart includes a first elastic member in a gap between the tip portion of the first shaft portion and the first hole portion, and a second elastic member in a gap between the tip portion of the second shaft portion and the second hole portion. It is preferable. In this case, generation of lateral pressure and fluctuation of wheel load can be more sufficiently suppressed. In a typical example, the first elastic member is a first rubber bush, and the second elastic member is a second rubber bush.

It is preferable that the above-mentioned carriage is provided with side supports facing the left and right end portions of the bolster on the upper surfaces of the side beams of the first frame and the second frame. In this case, when the bolster rotates in the rolling direction around the core, rotation of the bolster can be limited.

The above cart may adopt the following configuration. The carriage includes a tread brake device corresponding to each of the left and right wheels of each wheel shaft, and a main motor and a gear device for driving each wheel shaft. The front tread brake devices on the left front side and the right rear side are held by the first side beams, and the tread brake devices on the right front side and the left rear side are held by the second side beams. The front and rear main electric motors and the gear devices are held by one of the first side and the second side. In this case, the above cart can be used as a driving cart.

Hereinafter, embodiments of the railway vehicle carriage and the railway vehicle of the present invention will be described in detail.

FIG. 1 is a top view schematically showing an example of a railway vehicle equipped with a carriage according to an embodiment of the present invention. FIG. 2 is a top view showing a specific example of a bogie frame used in the railway vehicle shown in FIG. 3A is a right side view of the carriage shown in FIG. 1, and FIG. 3B is a left side view of the carriage. 4 is a cross-sectional view of the railway vehicle shown in FIG. 1 as viewed from the front side.

The railway vehicle shown in FIGS. 1 to 4 is a vehicle using a bolster-equipped carriage having a bolster 56 between the vehicle body 50 and the carriage. The vehicle includes one carriage before and after the vehicle body 50.

Referring to FIGS. 1 and 2, the cart of this embodiment includes a first frame body 10 and a second frame body 20 that are independent of each other as a carriage frame. The bogie frame is formed by combining the first frame body 10 and the second frame body 20. In FIG. 1, in order to facilitate understanding of the configurations of the first frame body 10 and the second frame body 20, the constituent elements of the first frame body 10 are indicated by thick solid lines, and the constituent elements of the second frame body 20 are indicated by thick dotted lines. It shows with.

The first frame 10 includes a right side beam 11 and a first side beam 12. The right side beam 11 and the first side beam 12 are firmly joined and integrated by welding. On the other hand, the second frame 20 includes a left side beam 21 and a second side beam 22. The left side beam 21 and the second side beam 22 are firmly joined and integrated by welding.

1st horizontal beam 12 of the 1st frame 10 is provided with the 1st extension part 13 extended toward the front end part 21a of side beam 21 of the 2nd frame 20 (refer to Drawing 1 and Drawing 3B). The first extending portion 13 wraps under the side beam 21 of the second frame body 20 and is disposed behind the front end portion 21 a of the side beam 21. That is, the first extending portion 13 extending from the first lateral beam 12 integral with the right side beam 11 reaches the position of the left side beam 21 on the opposite side. On the other hand, the second horizontal beam 22 of the second frame body 20 includes a second extending portion 23 extending toward the front end portion 11a of the side beam 11 of the first frame body 10 (see FIGS. 1 and 3A). The second extending portion 23 wraps under the side beam 11 of the first frame 10 and is disposed behind the front end portion 11 a of the side beam 11. That is, the second extension 23 extending from the second side beam 22 integral with the left side beam 21 reaches the position of the right side beam 11 on the opposite side.

The first frame body 10 and the second frame body 20 support each other and enable sliding in the front-rear direction. Specifically, referring to FIGS. 1 to 4, the first lateral beam 12 of the first frame 10 and the second lateral beam 22 of the second frame 20 are vertically overlapped in a non-contact state. FIG. 2 shows a mode in which the first lateral beam 12 is arranged on the second lateral beam 22.

Referring to FIG. 3B, an opening 21c penetrating in the left-right direction is provided at the center portion in the front-rear direction of the side beam 21 (left side beam 21) of the second frame body 20. The front end portion of the first lateral beam 12 of the first frame 10 is inserted into the opening 21c. A metal rubbing plate 37 is provided in the opening 21c. On the rubbing plate 37, the front end portion of the first horizontal beam 12 is placed. Referring to FIG. 3A, an opening 11 c penetrating in the left-right direction is provided in the center portion in the front-rear direction of the side beam 11 (right side beam 11) of the first frame body 10. The tip of the second side beam 22 of the second frame 20 is inserted into the opening 11c. A metal rubbing plate 37 is provided in the opening 11c. On the rubbing plate 37, the tip portion of the second horizontal beam 22 is placed. In this way, the first frame body 10 and the second frame body 20 support each other at the two left and right points, and are allowed to slide in the front-rear direction. Further, the first frame body 10 and the second frame body 20 are allowed to rotate in the pitching direction around an axis connecting the two fulcrums. In FIG. 1, the point which the 1st frame 10 and the 2nd frame 20 support is shown by a circle.

Such a bogie frame formed by combining the first frame body 10 and the second frame body 20 includes

wheel shafts

31A and 31B on the front and rear sides, respectively. Each

wheel set

31A and 31B includes

wheels

32A, 32B, 32C and 32D on the left and right, respectively. In addition,

axle boxes

33A, 33B, 33C, and 33D are attached to the left and right ends of the

respective wheel shafts

31A and 31B. The

axle boxes

33A, 33B, 33C and 33D are elastically supported by the axle box support devices corresponding to the carriage frames (the first frame body 10 and the second frame body 20).

Each axle box support device is a general-purpose product. Referring to FIGS. 1, 3A, and 3B, each axle box support device has

links

34A, 34B, 34C, and 34D that extend along the front-rear direction from the corresponding

axle boxes

33A, 33B, 33C, and 33D. . The axle box supporting device shown in FIGS. 3A and 3B is a so-called monolink type axle box supporting device. The monolink type is a type in which the axle box and the carriage frame are coupled by a single link having rubber bushes inserted at both ends.

Referring to FIG. 3A in particular, the right front axle box support device supports the right front axle box 33A by the front end portion 11a of the side beam 11 of the first frame 10. A coil spring 35 is disposed between the axle box 33 A and the front end portion 11 a of the side beam 11. In addition to the coil spring 35 or instead of the coil spring 35, laminated rubber may be disposed. Laminated rubber is obtained by alternately laminating thin rubber sheets and steel plates. The link 34A of the axle box support device has

rubber bushes

36a and 36b at both front and rear ends. The front end portion of the link 34A is connected to the axle box 33A via the rubber bush 36a, and the rear end portion of the link 34A is connected to the second extending portion 23 of the second frame body 20 via the rubber bush 36b.

On the other hand, with reference to FIG. 3B in particular, the left front axle box support device supports the left front axle box 33B by the front end portion 21a of the side beam 21 of the second frame body 20. The support structure of the axle box 33B by the front end portion 21a of the side beam 21 is the same as that of the above-described right front axle box support device. The link 34B of the left front axle box support device has

rubber bushes

36a and 36b at both front and rear ends. The front end portion of the link 34B is connected to the axle box 33B via the rubber bush 36a, and the rear end portion of the link 34B is connected to the first extension portion 13 of the first frame body 10 via the rubber bush 36b.

Also, the right rear axle box support device refers to FIG. 3A in particular, and supports the right rear axle box 33C by the rear end portion 11b of the side flash 11 of the first frame 10. The support structure of the axle box 33C by the rear end portion 11b of the side beam 11 is the same as that of the axle box support device on the right front side. Here, a first protrusion 15 is provided on the lower surface of the side beam 11 of the first frame 10. The first protrusion 15 protrudes from a position in front of the rear end portion 11 b of the side beam 11. The link 34C of the right rear axle box support device has

rubber bushes

36a and 36b at both front and rear ends. The rear end of the link 34C is connected to the axle box 33C via a rubber bush 36a, and the front end of the link 34C is connected to the first protrusion 15 of the first frame 10 via a rubber bush 36b.

On the other hand, with reference to FIG. 3B in particular, the left rear axle box support device supports the left rear axle box 33D by the rear end portion 21b of the side beam 21 of the second frame body 20. The support structure of the axle box 33D by the rear end portion 21b of the side beam 21 is the same as that of the axle box support device on the right front side. Here, a second protrusion 25 is provided on the lower surface of the side beam 21 of the second frame 20. The second protrusion 25 protrudes from a position in front of the rear end 21b of the side beam 21. The link 34D of the left rear axle box support device has

rubber bushes

36a and 36b at both front and rear ends. The rear end of the link 34D is connected to the axle box 33D via the rubber bush 36a, and the front end of the link 34D is connected to the second protrusion 25 of the second frame body 20 via the rubber bush 36b.

In the case of the bogie shown in FIG. 1, the bogie frames (the first frame body 10 and the second frame body 20) are tread brakes respectively corresponding to the left and

right wheels

32A, 32B, 32C and 32D of the

respective wheel axles

31A and 31B.

Devices

40A, 40B, 40C and 40D are provided. Each of the

tread brake devices

40A, 40B, 40C, and 40D has a brake shoe that faces the tread surface of the

corresponding wheel

32A, 32B, 32C, and 32D.

The right front tread brake device 40A is held by the second side beam 22 of the second frame 20 immediately behind the right front wheel 32A. The left front tread brake device 40B is held by the first side wall 12 of the first frame 10 immediately behind the left front wheel 32B. The right rear tread brake device 40C is held by the first side wall 12 of the first frame 10 just in front of the right rear wheel 32C. The left rear tread brake device 40D is held by the second side beam 22 of the second frame 20 just in front of the left rear wheel 32D.

Actually, each of the

tread brake devices

40A and 40D on the right front side and the left rear side is fixed to a brake device seat (not shown) formed on the second side beam 22 of the second frame body 20, respectively. The left front side and right rear side

tread brake devices

40B and 40C are fixed to brake device seats (not shown) formed on the first side beams 12 of the first frame 10, respectively.

In the case of the bogie shown in FIG. 1, the bogie frames (the first frame body 10 and the second frame body 20) include

main motors

41A and 41B,

gear devices

42A and 42B for driving the

respective wheel shafts

31A and 31B. And

joints

43A and 43B. These

main motors

41A and 41B,

gear devices

42A and 42B, and

joints

43A and 43B are all general-purpose products. The

gear devices

42A and 42B have a large gear fitted to the axles of the

wheel shafts

31A and 31B and a small gear meshing with the large gear. The

joints

43A and 43B are gear-type joints or flexible plate-type joints, which connect the main shafts of the

main motors

41A and 41B and the small gear shafts of the

gear devices

42A and 42B, and generate rotational torque of the main shafts of the

main motors

41A and 41B. It transmits to the small gear shaft of

gear apparatus

42A and 42B. Further, the

joints

43A and 43B absorb relative displacement between the main shafts of the

main motors

41A and 41B and the small gear shafts of the

gear devices

42A and 42B.

A front gear unit 42A is arranged adjacent to the left front wheel 32B on the front wheel shaft 31A. A hanging tool 44A is provided on the first side wall 12 of the first frame 10 adjacent to the left front tread brake device 40B. The front gear unit 42A is suspended by the hanger 44A and is held so as to be swingable. A rear gear unit 42B is disposed adjacent to the right rear wheel 32C on the rear wheel shaft 31B. The first side wall 12 of the first frame 10 is provided with a hanging tool 44B adjacent to the right rear tread brake device 40C. The rear gear device 42B is suspended by the suspension tool 44B and held so as to be swingable.

Actually, referring to FIG. 2, the front gear unit 42A is attached to a lifting device seat 17a extending forward from the first lateral beam 12 of the first frame 10 via a lifting device 44A. The rear gear unit 42B is attached to a lifting tool seat 17b extending rearward from the first lateral beam 12 of the first frame 10 via a lifting tool 44B.

In the first side wall 12 of the first frame 10, the main motor 41A is held adjacent to the front lifting tool 44A, and the main motor 41B is held adjacent to the rear lifting tool 44B. In practice, referring to FIG. 2, the front main motor 41 A is attached to a main motor seat 16 a that extends forward from the first lateral beam 12 of the first frame 10. The rear main motor 41 B is attached to a main motor seat 16 b extending rearward from the first lateral beam 12 of the first frame 10.

Referring to FIGS. 1, 2, and 4, the carriage includes a bolster 56 above the first side wall 12 of the first frame 10. The center plate 30 is disposed at the center in the left-right direction of the upper surface of the first lateral beam 12. The bolster 56 is supported by the center 30 on the center of the bolster 56 in the left-right direction. The core receiver 30 includes a truncated cone-shaped pedestal 30a and an inverted truncated cone-shaped convex portion 30b facing the pedestal 30a. The pedestal 30 a is fixed to the upper surface of the first horizontal beam 12, and the convex portion 30 b is fixed to the lower surface of the bolster 56. The convex part 30b and the base 30a are simply in contact. As a result, the bolster 56 is allowed to rotate in the yawing direction around the center support 30 with respect to the bogie frame (first lateral beam 12). Further, the bolster 56 is allowed to rotate in the rolling direction about the center frame 30 with respect to the bogie frame (first lateral beam 12).

The cart of this embodiment includes a pair of side supports 57 and 57 between the cart frame (the first frame body 10 and the second frame body 20) and the bolster 56 on the left and right. The side supports 57 and 57 are arranged on the side beams 11 of the first frame 10 and the side beams 21 of the second frame 20, respectively. The side support 57 includes a truncated pyramid-shaped pedestal 57a and an inverted truncated pyramid-shaped convex portion 57b facing the pedestal 57a. The

pedestals

57 a and 57 a are fixed to the upper surfaces of the side beams 11 and 21, and the

convex portions

57 b and 57 b are fixed to the lower surface of the bolster 56. The

convex portions

57b and 57b and the

pedestals

57a and 57a are not in contact with each other. However, when the bolster 56 rotates in the rolling direction around the core support 30, the convex portion 57b of one of the left and right side supports 57 and 57 and the pedestal 57a come into contact with each other, so Limit rotation.

Referring to FIG. 4, a pair of air springs 51 and 51 are arranged on the left and right on the upper surface of the bolster 56. The vehicle body 50 is coupled to the bolster 56 by the air springs 51 and 51. That is, the vehicle body 50 and the bolster 56 are integrated via the air springs 51 and 51.

Here, with reference to FIG. 1 and FIG. 4, a pair of connecting

portions

52A and 52B are arranged on the left and right between the bolster 56 and the bogie frame (the first frame body 10 and the second frame body 20). Of the two connecting

parts

52A and 52B, the first connecting part 52A is disposed on the right side of the core 30 and connects the first lateral beam 12 and the bolster 56. The second connection part 52 B is disposed on the left side of the core receiver 30 and connects the second lateral beam 22 and the bolster 56.

Specifically, the first connecting portion 52A includes a first shaft portion 53A and a first hole portion 54A. The first shaft portion 53A protrudes downward from the lower surface of the bolster 56. The first hole portion 54 A is formed on an extension line of the first shaft portion 53 A in the first lateral beam 12. The distal end portion of the first shaft portion 53A is accommodated in the first hole portion 54A. In the present embodiment, a ring-shaped first rubber bush 55A is fitted into a donut-shaped gap between the tip end portion of the first shaft portion 53A and the first hole portion 54A. That is, the bolster 56 is connected to the first horizontal beam 12 (first frame body 10) via the first shaft portion 53A and the first rubber bush 55A.

On the other hand, the second connection part 52B includes a second shaft part 53B and a second hole part 54B. The second shaft portion 53B protrudes downward from the lower surface of the bolster 56. The second lateral beam 22 has a second projecting piece portion 24 that extends to the upper surface of the first lateral beam 12. The second hole portion 54B is formed on an extension line of the second shaft portion 53B in the second projecting piece portion 24. The distal end portion of the second shaft portion 53B is accommodated in the second hole portion 54B. In the present embodiment, a ring-shaped second rubber bush 55B is fitted into a donut-shaped gap between the tip end portion of the second shaft portion 53B and the second hole portion 54B. That is, the bolster 56 is connected to the second horizontal beam 22 (second frame body 20) via the second shaft portion 53B and the second rubber bush 55B.

With such a configuration, the bolster 56 receives the load from the vehicle body 50 through the air springs 51 and 51. Further, the core support 30 that supports the bolster 56 receives the load. In addition, the first connection portion 52A and the second connection portion 52B that connect the bolster 56 (the vehicle body 50) and the bogie frame (the first frame body 10 and the second frame body 20) are relative to each other between the bolster 56 and the bogie frame. Flexible displacement is allowed.

5A and 5B are top views schematically showing the situation when the railway vehicle of the present embodiment shown in FIGS. 1 to 4 travels on a curved road. Among these figures, FIG. 5A shows the case of a left-turn curve, and FIG. 5B shows the case of a right-turn curve. With reference to FIG. 5A and FIG. 5B, the behavior of each component when the vehicle of the present embodiment travels on a curved road is as follows.

On a curved road, a relative yawing displacement occurs between the bolster 56 (the vehicle body 50) and the bogie frame (the first frame body 10 and the second frame body 20). For example, in a left-turning curved road, referring to FIG. 5A, the bolster 56 is in a state of yawing to the right with respect to the bogie frame, that is, the traveling direction of the vehicle. On the other hand, in a right-turning curved road, referring to FIG. 5B, the bolster 56 appears to yaw leftward with respect to the carriage frame. At that time, the bolster 56 yaws about the center frame 30 with respect to the bogie frame (the first lateral beam 12).

First, referring to FIG. 5A, the case of a left-turned curved road will be described. As described above, the bolster 56 is connected to the first frame body 10 (first lateral beam 12) via the first connection portion 52A disposed on the right side of the core receiver 30, and is disposed on the left side of the core receiver 30. It is connected to the second frame body 20 (second lateral beam 22) via the second connection portion 52B. Therefore, when the bolster 56 yaws in the right direction, a force directed backward through the right first connecting portion 52A acts on the first frame 10, and the second frame 20 passes through the left second connecting portion 52B. A forward force is applied. That is, forces opposite to each other in the front-rear direction act on the first frame body 10 and the second frame body 20.

At that time, as described above, the first frame 10 and the second frame 20 support each other so as to be slidable in the front-rear direction. Therefore, when the above-described force acts on the first frame body 10 and the second frame body 20 individually, the first frame body 10 moves rearward and the second frame body 20 moves forward. In short, a relative back-and-forth movement of the first frame body 10 and the second frame body 20 occurs.

Thereby, the

axle boxes

33A and 33C elastically supported by the front and

rear end portions

11a and 11b of the side beam 11 of the first frame body 10 behave as follows. The right front axle box 33A is supported by the first frame 10, and is coupled to a second extension 23 of the second frame 20 different from the first frame 10 via a link 34A. Therefore, the right front axle box 33A receives a force directed forward in the direction opposite to the moving direction of the first frame 10 through the link 34A, and moves forward. On the other hand, the right rear axle box 33C is supported by the first frame 10, and is coupled to the first protrusion 15 of the same first frame 10 via a link 34C. Therefore, the right rear axle box 33 C moves rearward together with the first frame 10.

On the other hand, the

axle boxes

33B and 33D elastically supported by the front and

rear end portions

21a and 21b of the side beam 21 of the second frame 20 take the following behavior. The left front axle box 33B is supported by the second frame 20, and is coupled to the first extension 13 of the first frame 10 different from the second frame 20 via a link 34B. Therefore, the left front axle box 33B receives a force directed backward in the direction opposite to the moving direction of the second frame body 20 through the link 34B and moves backward. On the other hand, the left rear axle box 33D is supported by the second frame 20, and is coupled to the second protrusion 25 of the same second frame 20 via a link 34D. Therefore, the left rear axle box 33 D moves forward together with the second frame body 20.

Then, due to the forward movement of the right front axle box 33A and the rearward movement of the left front axle box 33B, the front wheel axle 31A is displaced forward on the right side and rearward on the left side. The vehicle is self-steered to face the center of curvature of the curved road. On the other hand, due to the rearward movement of the right rear axle box 33C and the forward movement of the left rear axle box 33D, the rear wheel axle 31B is displaced rearward on the right side and forward on the left side. Is self-steered to face the center of curvature of the left-turn curve. As described above, relative yawing displacement occurs between the vehicle body 50 and the carriage according to the left-turning curved path, thereby causing relative back-and-forth movement of the first frame body 10 and the second frame body 20. The front and

rear wheel axles

31A and 31B are self-steered in conjunction with

At this time, of the front tread brake devices 40 A and 40 B, the right front tread brake device 40 A is held by the second side beam 22 of the second frame body 20, and therefore forward with the second frame body 20. Move to. Since the left front tread brake device 40 B is held by the first side beam 12 of the first frame body 10, it moves rearward together with the first frame body 10. In contrast, as the front wheel shaft 31A is displaced as described above, the right front wheel 32A moves forward and the left front wheel 32B moves rearward. Here, the amount of forward movement of the right front tread brake device 40A is substantially the same as the amount of forward movement of the wheel 32A. The rearward movement amount of the left front tread brake device 40B is substantially the same as the rearward movement amount of the wheel 32B. For these reasons, the distance in the front-rear direction between the

front wheels

32A and 32B and the corresponding

tread brake devices

40A and 40B is constant regardless of steering.

On the other hand, of the rear

tread brake devices

40C and 40D, the right rear tread brake device 40C is held by the first side beam 12 of the first frame 10, so that it is together with the first frame 10. Move backwards. Since the left rear tread brake device 40 D is held by the second side beam 22 of the second frame body 20, it moves forward together with the second frame body 20. On the other hand, as the rear wheel axle 31B is displaced as described above, the right rear wheel 32C moves rearward and the left rear wheel 32D moves forward. Here, the rearward movement amount of the right rear tread brake device 40C is substantially the same as the rearward movement amount of the wheel 32C. The amount of forward movement of the left rear tread brake device 40D is substantially the same as the amount of forward movement of the wheel 32D. Accordingly, the distance in the front-rear direction between the

rear wheels

32C and 32D and the corresponding

tread brake devices

40C and 40D is constant regardless of steering.

Therefore, even if general-purpose products are used as the

tread brake devices

40A, 40B, 40C and 40D, the front and rear of the

wheels

32A, 32B, 32C and 32D and the corresponding

tread brake devices

40A, 40B, 40C and 40D, respectively. Since the distance in the direction is constant regardless of the steering, the braking performance can be sufficiently maintained at all times.

Further, since the front and rear

main motors

41A and 41B are held by the first lateral beams 12 of the first frame 10, they move rearward together with the first frame 10. On the other hand, the front gear unit 42A is attached to the front wheel shaft 31A at a position adjacent to the left front wheel 32B. The rear gear unit 42B is attached to the rear wheel shaft 31B at a position adjacent to the right rear wheel 32C. Therefore, as the front and

rear wheel shafts

31A and 31B are displaced as described above, the front and

rear gear devices

42A and 42B move rearward. Here, the rearward movement amounts of the front and rear

main motors

41A and 41B are slightly different from the rearward movement amounts of the front and

rear gear devices

42A and 42B, but the front and rear joints (gear-shaped joints) connecting them. (Or flexible plate joints) 43A and 43B allow a difference in the amount of movement. Therefore, even if general-purpose products are used as the

main motors

41A and 41B, the

gear devices

42A and 42B, and the

joints

43A and 43B, the front and rear directions of the

gear devices

42A and 42B and the

corresponding joints

43A and 43B respectively. Since the distance is constant regardless of the steering, the smooth driving of the

respective wheel shafts

31A and 31B can always be maintained.

Next, with reference to FIG. 5B, the case of a right-turn curve will be described. On the right-turning curved road, the bolster 56 appears to yaw to the left, contrary to the above-mentioned left-turning curved road. As the bolster 56 yaws leftward, contrary to the case of the left-turning curved road described above, a force directed forward by the first connecting portion 52A on the right side acts on the first frame 10, and the second frame A force directed backward is applied to the body 20 by the second connection portion 52B on the left side. Therefore, the relative back-and-forth motion generated in the first frame body 10 and the second frame body 20 is opposite to that in the case of the curved path of the left turn described above. As a result, the behavior of each component is only reversed left and right as compared with the case of the left-turned curved road described above.

As described above, according to the present embodiment, when a railway vehicle travels on a curved road, it follows between the bolster 56 (vehicle body 50) and the carriage frame (the first frame body 10 and the second frame body 20) according to the curved road. A relative yawing displacement occurs. As a result, a relative back-and-forth movement of the first frame 10 and the second frame 20 occurs, and in conjunction with this, the front and

rear wheel shafts

31A and 31B can be self-steered. In addition, since the bolster 56 is supported at one point by the support 30, the bolster 56 rotates smoothly in the yawing direction with respect to the carriage frame (first lateral beam 12). Therefore, the lateral pressure on the curved road can be sufficiently reduced.

Further, the

axle boxes

33A, 33B, 33C and 33D are elastically supported by the axle box support devices corresponding to the first frame body 10 and the second frame body 20, respectively. Further, the first frame body 10 and the second frame body 20 are relatively allowed to rotate in the pitching direction around the axis connecting the two fulcrums. Therefore, in the relaxation curve section, it is possible to allow a relative rolling displacement between the front wheel shaft 31A and the rear wheel shaft 31B that is generated due to the twist of the track. Therefore, variation in wheel load in the relaxation curve section can be suppressed. In particular, in the process of the railway vehicle from the exit relaxation curve section to the straight section, the bolster 56 (vehicle body 50) and the carriage frame (the first frame body 10 and the second frame body 20) by the first connection portion 52A and the second connection portion 52B. ) Is flexible, the bolster 56 does not restrain the relative back-and-forth movement of the first frame body 10 and the second frame body 20. Therefore, the front wheel shaft 31A and the rear wheel shaft 31B smoothly return to the normal posture. Therefore, it is possible to sufficiently suppress the occurrence of lateral pressure and the fluctuation of wheel load in the relaxation curve section.

In addition, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the spirit of the present invention. For example, in the above embodiment, a monolink type shaft box support device is adopted as the shaft box support device, but a so-called shaft beam type shaft box support device or a support plate (single leaf spring) type shaft box is used. A support device can also be employed. The shaft beam type is a type in which a rubber bush is inserted into the tip of an arm that extends in the front-rear direction integrally with the axle box, and this arm is coupled to the carriage frame. When the shaft beam type is adopted, the arm extending from the shaft box corresponds to the link of the shaft box support device in the above embodiment. The single leaf spring type is a form in which the axle box and the carriage frame are coupled by two parallel leaf springs extending in the front-rear direction. When the single leaf spring type is employed, the leaf spring extending from the axle box corresponds to the link of the axle box support device in the above embodiment.

In order to confirm the effect of the present invention, a numerical simulation analysis was performed. Specifically, various models of a vehicle including one vehicle body and two steering trolleys were produced, and the situation of running on a curved road using this model was simulated by numerical analysis. As the curved road, a curved road composed of five sections (A: inlet straight section, B: inlet relaxation curve section, C: steady curve section, D: outlet relaxation curve section, and E: outlet straight section) was adopted. The radius of curvature of the steady curve section C was 200 m (curvature: 0.005). The main conditions of the model are shown in Table 1 below.

The model of the example satisfies all the conditions of this embodiment. In the conventional model, as in the cart of Patent Document 1, the support of the bolster is based on the side support, and the connection between the bolster and the cart frame is based on the center plate. In the model of Comparative Example 1, the connection between the bolster and the bogie frame was made by the shaft and the hole (including the rubber bush) as in the example, but the bolster was supported by the side support as in the conventional example. It was. In the model of Comparative Example 2, the support of the bolster was based on the heart support as in the example, but the connection between the bolster and the carriage frame was based on the core plate as in the conventional example.

For each model, in order to evaluate the fluctuation of the lateral pressure, the lateral pressure acting on the outer wheel side wheel of the front wheel shaft was investigated. Furthermore, in order to evaluate the fluctuation of the wheel load, the lateral displacement of the front wheel shaft was investigated.

FIG. 6 is a diagram showing fluctuation of lateral pressure on a curved road. FIG. 7 is a diagram showing the displacement of the wheel shaft in the left-right direction on a curved road. Referring to FIG. 6, in Comparative Example 1, the lateral pressure in the outlet relaxation curve section (section D in FIG. 6) was reduced as compared with the conventional example. However, referring to FIG. 7, the displacement of the wheel shaft in the left-right direction did not return to the track center in the exit straight section (section E in FIG. 6).

Referring to FIG. 6, in Comparative Example 2, the lateral pressure in the outlet relaxation curve section (section D in FIG. 6) was not significantly reduced as compared with the conventional example. However, referring to FIG. 7, the displacement of the wheel shaft in the left-right direction returned to the center of the track in the exit straight section (section E in FIG. 6).

Referring to FIG. 6, in the example, the lateral pressure in the outlet relaxation curve section (section D in FIG. 6) was significantly reduced. Further, referring to FIG. 7, the displacement of the wheel shaft in the left-right direction returned to the center of the track in the exit straight section (section E in FIG. 6). Therefore, it has been clarified that the cart and the vehicle of this embodiment are excellent in reducing the lateral pressure particularly in the exit relaxation curve section and can suppress the deviation of the wheel shaft from the track center after passing through the curved road.

The present invention can be used for any railway vehicle having a bolster, and can be effectively used particularly for a railway vehicle such as a subway with many curved roads.

DESCRIPTION OF SYMBOLS 10 1st frame 11 Right side beam 11a Front end part 11b Rear end part 11c Opening 12 1st lateral beam 13 1st extension part 15

1st projection part

16a, 16b

Main motor seat

17a, 17b Lifting tool seat 20 Second frame 21 Left side beam 21a Front end portion 21b Rear end portion 21c Opening 22 Second lateral beam 23 Second extending portion 24 Second projecting piece portion 25 Second projection portion 30 Center support 30a Base

30b Convex portion

31A,

31B Wheel shaft

32A, 32B, 32C,

32D Wheel

33A, 33B, 33C,

33D Shaft box

34A, 34B, 34C, 34D Shaft box link 35

Coil spring

36a, 36b Shaft box support device rubber bush 37

Rub plate

40A,

40B

40C, 40D

Tread brake device

41A,

41B Main motor

42A,

42B Gear device

43A,

43B Joint

44A, 44B Lifter 50 Car body 51 Air spring 52A First connection portion 52B Second connection portion 53A First shaft portion 53B Second shaft portion 54A First hole portion 54B Second hole portion 55A First rubber bush 55B Second rubber bush 56 Bolster 57 Side support 57a Pedestal 57b Convex part

Claims

A railcar bogie comprising front and rear wheel shafts and capable of self-steering the wheel shafts,
The cart is
A first frame including a right side beam and a first side beam integrated with the right side beam;
A second frame including a left side beam and a second side beam integrated with the left side beam;
Axle boxes respectively attached to the left and right ends of each wheel axle;
An axle box support device for elastically supporting the axle boxes,
A bolster disposed above the first side wall or the second side wall,
The first frame and the second frame support each other and enable sliding in the front-rear direction.
The axle box support device on the right front side supports the axle box on the right front side by a front end portion of the side beam of the first frame body, and the axle box on the right front side is coupled to the second frame body. ,
The axle box support device on the left front side supports the axle box on the left front side by a front end portion of the side beam of the second frame body, and the axle box on the left front side is coupled to the first frame body. ,
The right rear axle box support device supports the right rear axle box by a rear end portion of the side flash of the first frame body, and the right rear axle box is supported by the first frame. Bound to the body,
The axle box support device on the left rear side supports the axle box on the left rear side by a rear end portion of the side beam of the second frame body, and the axle box on the left rear side is supported by the second frame. Bound to the body,
The cart is
A core support that is provided on an upper surface of the first horizontal beam or the second horizontal beam and supports a central portion of the bolster;
A first connecting part disposed on the right side of the core support for connecting the first lateral wall and the bolster;
A second connecting part disposed on the left side of the core receiver and connecting the second lateral beam and the bolster;
The first connection portion is provided on the other of the first lateral beam and the bolster and the first shaft portion protruding in the vertical direction from one of the first lateral beam and the bolster, and the first A first hole portion that accommodates the tip portion of the shaft portion,
The second connection part is provided on the other of the second lateral beam and the bolster and the second shaft part protruding in the vertical direction from one of the second lateral beam and the bolster. A railcar carriage including a second hole portion for accommodating a tip end portion of the shaft portion.
The cart according to claim 1,
The axle box support device includes a link extending from the axle box along the front-rear direction, and the first lateral beam extends to a front end portion of the side beam of the second frame body. The second side beam has a second extension part extending toward the front end portion of the side beam of the first frame,
The coupling between the right front axle box and the second frame body is made by coupling the link extending from the right front axle box and the second extending portion of the second lateral wall,
The connection between the left front axle box and the first frame is made by the connection between the link extending from the left front axle box and the first extending portion of the first side wall,
The coupling between the axle box on the right rear side and the first frame is made by coupling the link extending from the axle box on the right rear side and the side beam of the first frame,
A railway vehicle in which the left rear axle box and the second frame are coupled by coupling the link extending from the left rear axle box and the side beam of the second frame. Trolley.
The cart according to claim 1 or claim 2,
A first elastic member is provided in a gap between the tip portion of the first shaft portion and the first hole portion;
A bogie for a railway vehicle, comprising a second elastic member in a gap between the tip portion of the second shaft portion and the second hole portion.
A cart according to claim 3,
The bogie for railway vehicles, wherein the first elastic member is a first rubber bush and the second elastic member is a second rubber bush.
It is a trolley | bogie of any one of Claims 1-4,
A bogie for a railway vehicle, comprising side supports facing the left and right end portions of the bolster with a gap on the upper surfaces of the side beams of the first frame and the side beams of the second frame.
It is a trolley | bogie of any one of Claim 1 to 5,
A tread brake device corresponding to each of the left and right wheels of each wheel axle;
A main motor and a gear device for driving the respective wheel shafts,
Each of the tread brake devices on the left front side and the right rear side is held by the first side beam,
The tread brake devices on the right front side and the left rear side are held by the second side beams,
The front and rear main motors and the respective gear devices are railcar carriages that are held by one of the first side beam and the second side beam.
A railway vehicle comprising the carriage according to any one of claims 1 to 6, a vehicle body, and a pair of left and right air springs arranged on the bolster and supporting the vehicle body.