WO2021177051A1 - Traction-force transmission device and track-type vehicle - Google Patents

Abstract

A traction-force transmission device according to the present invention includes a pin, a traction link having a pin hole into which the pin can be fitted, and a plurality of intermediate layers provided between the outer circumferential surface of the pin and the inner circumferential surface of the pin hole. The plurality of intermediate layers include a first layer having a first spring constant and a second layer having a second spring constant that is lower than the first spring constant.

Description

Traction transmission device and track type vehicle

The present disclosure relates to a traction force transmission device and a track-type vehicle equipped with this traction force transmission device. The present application claims priority based on Japanese Patent Application No. 2020-036330 filed on March 4, 2020, the contents of which are incorporated herein by reference.

As a track-type vehicle, a railroad vehicle having a pair of rails (rails) installed at equal intervals as a guide path and having iron wheels, and a track-based transportation system that travels on a track with wheels equipped with rubber tires are known. ing. The track-based transportation system is generally called a "new transportation system", an "AGT (Automated Guideway Transit)", an "APM (Automated People Mover)", or the like.

The track-type vehicle mainly has a vehicle body that accommodates passengers and a bogie that is not directly connected to the vehicle body and is a traveling device with a degree of freedom. The bogie and the car body are connected by a tow link. The traction link is a traction force transmission device that transmits traction force such as driving force and braking force to the vehicle body. In addition, the tow link is provided with anti-vibration rubber between the pin and the ring surrounding the pin to improve the riding comfort and reduce the noise level in the vehicle.

Patent Document 1 discloses a technique in which the anti-vibration rubber has a thick portion in the front-rear direction and a thin portion in the vertical direction. With such a configuration, the thick portion is deformed during acceleration / deceleration, the spring constant of the entire anti-vibration rubber is increased, and the traction force is easily transmitted. Further, at a constant velocity, the deformation of the thick portion is small, the spring constant of the anti-vibration rubber is small, and the transmission of vibration is suppressed.

Japanese Unexamined Patent Publication No. 2016-12038

However, it is not easy to adjust the spring constant of the anti-vibration rubber by utilizing the deformation of the thick part of the anti-vibration rubber according to the magnitude of acceleration / deceleration. That is, in the technique described in Patent Document 1, there is a possibility that the state where the spring constant suitable for transmitting the traction force at the time of acceleration / deceleration is large and the state where the spring constant suitable for suppressing the vibration at the constant velocity is small are not switched as intended. There is. Therefore, in the technique described in Patent Document 1, it may be difficult to effectively function the transmission of the traction force at the time of acceleration / deceleration and the suppression of the vibration at the time of constant velocity.

The present disclosure has been made in view of the above-mentioned problems, and provides a traction force transmission device and a track-type vehicle capable of effectively transmitting traction force during acceleration / deceleration and suppressing vibration at constant speed. The purpose is to do.

In order to achieve the above object, the traction force transmission device according to the present disclosure is between a pin, a traction link having a pin hole into which the pin can be fitted, and an outer peripheral surface of the pin and an inner peripheral surface of the pin hole. A plurality of intermediate layers provided are provided, and the plurality of intermediate layers include a first layer having a first spring constant and a second layer having a second spring constant lower than the first spring constant. ..

In order to achieve the above object, the track-type vehicle according to the present disclosure includes a pin, a tow link having a pin hole into which the pin can be fitted, and an outer peripheral surface of the pin and an inner peripheral surface of the pin hole. A plurality of intermediate layers provided are provided, and the plurality of intermediate layers include a first layer having a first spring constant and a second layer having a second spring constant lower than the first spring constant. It is provided with a traction force transmission device configured as described above.

According to the traction force transmission device and the track type vehicle of the present disclosure, it is possible to effectively transmit the traction force at the time of acceleration / deceleration and suppress the vibration at the constant speed.

It is a front view which shows the structure of the track type vehicle which concerns on 1st Embodiment of this disclosure. It is a side view which shows the structure of the track type vehicle which concerns on 1st Embodiment of this disclosure. It is a schematic block diagram which shows the structure of the traction force transmission device which concerns on 1st Embodiment of this disclosure. It is a figure which shows the relationship between the load and displacement in the 1st layer and the 2nd layer which concerns on 1st Embodiment of this disclosure. It is a schematic block diagram which shows the structure of the modification of the traction force transmission device which concerns on 1st Embodiment of this disclosure. It is a schematic block diagram which shows the structure of the traction force transmission device which concerns on 2nd Embodiment of this disclosure.

Hereinafter, the traction force transmission device and the track-type vehicle according to the embodiment of the present disclosure will be described with reference to the drawings. Such an embodiment shows one aspect of the present disclosure, does not limit the disclosure, and can be arbitrarily modified within the scope of the technical idea of the present disclosure.

<First Embodiment>
(Structure of track-type vehicle)
The track-type vehicle according to the first embodiment of the present disclosure will be described with reference to FIGS. 1 and 2. The track-type vehicle is a railroad vehicle that travels along the track, and is, for example, a train. As shown in FIG. 1, such a track-type vehicle 100 includes a vehicle body 102 and a bogie 104.

The vehicle body 102 has a hollow shape of a substantially rectangular parallelepiped long in the front-rear direction (traveling direction), and can accommodate passengers and cargo. The bogie 104 is arranged below the vehicle body 102 and supports the vehicle body 102 so as to be able to travel. Such a bogie 104 includes an electric motor 106, a speed reducer 108, an axle 110, wheels 112, and a suspension device 114.

The motor 106 uses electric power supplied from the outside to generate rotational power. In the first embodiment, the electric motor 106 is supported by the vehicle body 102. The speed reducer 108 is connected to the electric motor 106 via a drive shaft 105, reduces the rotational power of the electric motor 106, and distributes the speed reducer 108 to the axle 110. The axle 110 extends from the speed reducer 108 on both sides in the vehicle width direction, and is rotatably supported by the bogie frame 116 of the suspension device 114 as described later. The wheel 112 is connected to the end of the axle 110 and is, for example, a so-called tired wheel equipped with a rubber tire. In the first embodiment, wheels 112 and 112 are connected to both ends of the axle 110, respectively.

The suspension device 114 transmits the driving force and braking force of the wheels 112 to the vehicle body 102 while allowing the wheels 112 to move up and down with respect to the vehicle body 102. Such a suspension device 114 includes a bogie frame 116, a suspension frame 118, and a traction force transmission device 1.

The bogie frame 116 rotatably supports the axle 110, as referred to in FIG. In the first embodiment, the bogie frame 116 includes a first bogie frame 116A (116) and a second bogie frame 116B (116) arranged along the vehicle width direction, and the first bogie frame 116A is It is arranged on the side opposite to the second bogie frame 116B with the speed reducer 108 interposed therebetween. As referred to in FIG. 2, the suspension frame 118 extends downward from the lower surface of the vehicle body 102.

The traction force transmission device 1 connects the bogie frame 116 and the suspension frame 118, as referred to in FIG. Such a traction force transmission device 1 allows the bogie frame 116 to be displaced in the vertical direction with respect to the vehicle body 102, and acts on the front-rear direction in which the track-type vehicle 100 travels, such as the driving force and braking force of the wheels 112 (hereinafter,). , As a traction force) is transmitted from the bogie frame 116 to the suspension frame 118. The traction force transmission device 1 includes, for example, a traction link 4 extending in the front-rear direction, the front end of the traction link 4 is coupled to the bogie frame 116 by pin coupling, and the rear end of the traction link 4 is coupled by pin coupling. Combined with the suspension frame 118. As referred to in FIG. 2, the track-type vehicle 100 according to the first embodiment includes two traction force transmission devices 1 and 1 arranged along the vertical direction.

Further, as shown in FIG. 1, the carriage 104 may further include a guide member 124. The guide member 124 changes, for example, the steering angle of the wheels 112 according to the arc shape of the curved portion of the track when the track type vehicle 100 travels on the track. In the first embodiment, the guide member 124 includes a guide frame 126 and a guide wheel 128. The guide frame 126 extends along the vehicle width direction and is supported by the speed reducer 108 so as to be rotatable around a virtual axis O1 passing through the speed reducer 108 in the vertical direction. There is. The guide wheel 128 is arranged at the end of the guide frame 126 and is capable of contacting the track. When such a guide wheel 128 receives a reaction force from the track, it presses the guide frame 126 and the guide frame 126 rotates.

Further, as shown in FIG. 2, the carriage 104 may further include an air spring 120 and an electric motor anti-vibration rubber 122. The air spring 120 is a bag-shaped member made of an elastic body such as rubber that can store compressed air inside. The air spring 120 is arranged between the vehicle body 102 and the bogie frame 116. Further, the vehicle body 102 and the bogie frame 116 may be connected by upper and lower dampers 123. The electric motor anti-vibration rubber 122 is arranged between the vehicle body 102 and the electric motor 106, and suppresses the vibration of the electric motor 106 from being transmitted to the vehicle body 102. Such motor anti-vibration rubber 122 is formed of, for example, synthetic rubber such as propylene rubber.

(Structure of traction force transmission device)
The configuration of the traction force transmission device 1 will be specifically described with reference to FIG. As shown in FIG. 3, the traction force transmission device 1 includes a pin 2, a traction link 4, and a plurality of intermediate layers 10. Note that FIG. 3 is a diagram showing an example of a portion of the traction force transmission device 1 that is pin-coupled to the suspension frame 118 (rear end of the traction link 4), but the portion that is pin-coupled to the bogie frame 116. (Front end of the tow link 4) may have a similar structure.

The pin 2 has a cylindrical shape, and both ends of the pin 2 are fixed to the suspension frame 118. The traction link 4 has a pin hole 3 into which the pin 2 can be fitted. Further, the traction link 4 has a rod-like shape, and circular pin holes 3 are formed at both ends of the traction link 4.

The plurality of intermediate layers 10 are provided between the outer peripheral surface 6 of the pin 2 and the inner peripheral surface 8 of the pin hole 3, and are the first layer 10A (10) having the first spring constant k1 and the first layer 10A (10). Includes a second layer 10B (10) having a second spring constant k2 lower than one spring constant k1. The first layer 10A is a vibration-proof rubber formed of a synthetic rubber such as propylene rubber, and the second layer 10B is a porous resin such as a urethane sponge. That is, the first layer 10A has a higher rigidity than the second layer 10B.

As shown in FIG. 3, the first layer 10A is arranged closer to the pin 2 than the second layer 10B. The first layer 10A may be attached to the outer peripheral surface 6 of the pin 2. At this time, the second layer 10B may be in contact with the outer peripheral surface 12 of the first layer 10A. Further, the second layer 10B may be attached to the inner peripheral surface 8 of the pin hole 3. As described above, in the first embodiment, the first layer 10A is arranged inside the second layer 10B, the first layer 10A having high rigidity corresponds to the inner layer, and the second layer 10B having low rigidity is outside. Corresponds to the layer.

Further, as shown in FIG. 3, the first layer 10A and the second layer 10B may be arranged over the entire circumferential direction of the pin 2. In the first embodiment, each of the first layer 10A and the second layer 10B is configured to have a ring shape.

(Action / effect)
The operation and effect of the traction force transmission device 1 according to the first embodiment of the present disclosure will be described. According to the first embodiment, when the traction force for traction of the traction link 4 is relatively small, the load (traction force) is applied to each of the first layer 10A and the second layer 10B as shown in the first region R1 of FIG. A linear relationship is established between and displacement, which is defined by the spring constant. Therefore, at the constant speed of the track-type vehicle 100 (including the case where the degree of acceleration / deceleration is small), the second layer 10B having the second spring constant k2 having a relatively small spring constant is mainly deformed. The vibration transmitted from the traction force transmission device 1 to the vehicle body 102 (for example, the vibration of the electric motor 106) can be effectively suppressed by the second layer 10B.

On the other hand, as shown in the second region R2 of FIG. 4, when the load and the displacement in the second layer 10B deviate from the linear range defined by the spring constant as the load (traction force) increases, the second layer 10B The layer 10B will not be substantially deformed any more, and thereafter (when the load F is exceeded), the first layer 10A having the first spring constant k1 having a relatively large spring constant will be mainly deformed. , The traction force can be appropriately transmitted to the vehicle body 102. Therefore, it is possible to effectively function the transmission of the traction force at the time of acceleration / deceleration and the suppression of the vibration at the time of constant speed. Further, by controlling the thickness and spring characteristics of the first layer 10A and the second layer 10B, the behavior of the intermediate layer 10 can be appropriately controlled in a state suitable for vibration suppression and a state suitable for transmission of traction force.

Further, according to the first embodiment, since the first layer 10A is attached to the outer peripheral surface 6 of the pin 2, the sliding of the inner peripheral surface of the first layer 10A with respect to the outer peripheral surface 6 of the pin 2 is prevented. Wear on the inner peripheral surface of the first layer 10A can be suppressed. Further, since the second layer 10B is attached to the inner peripheral surface 8 of the pin hole 3, the outer peripheral surface of the second layer 10B is prevented from sliding with respect to the inner peripheral surface 8 of the pin hole 3, and the second layer 10B is prevented from sliding. Wear on the outer peripheral surface can be suppressed.

Further, according to the first embodiment, even if the direction in which the traction force acts changes, the first layer 10A and the second layer are between the outer peripheral surface 6 of the pin 2 and the inner peripheral surface 8 of the pin hole 3. Since a plurality of intermediate layers 10 including 10B are formed, it is possible to effectively function the transmission of traction force at the time of acceleration / deceleration and the suppression of vibration at the time of constant velocity.

Further, according to the first embodiment, since the track type vehicle 100 includes the traction force transmission device 1, the track can effectively transmit the traction force at the time of acceleration / deceleration and suppress the vibration at the constant speed. The type vehicle 100 can be provided.

In the first embodiment, the case where the plurality of intermediate layers 10 include the first layer 10A and the second layer 10B has been described as an example, but the present disclosure is not limited to this embodiment. For example, the plurality of intermediate layers 10 may include, in addition to the first layer 10A and the second layer 10B, a third layer having a spring constant different from the first spring constant k1 and the second spring constant k2. Also, in some embodiments, the plurality of intermediate layers 10 includes a first layer 10A and two second layers 10B, the first layer 10A being located between the two second layers 10B. ..

Further, in the first embodiment, the first layer 10A having the first spring constant k1 is the inner layer, and the second layer 10B having the second spring constant k2 lower than the first spring constant k1 is the outer layer. However, the present disclosure is not limited to this embodiment. In some embodiments, the plurality of intermediate layers 10 comprises a first layer having a first spring constant and a second layer having a second spring constant lower than the first spring constant, the second layer 10B. Is arranged closer to the pin 2 than the first layer 10A.

Further, in the first embodiment, the first layer 10A and the second layer 10B are arranged over the entire circumferential direction of the pin 2, but the present disclosure is not limited to this embodiment. The first layer 10A and the second layer 10B may be arranged over a part of the circumferential direction of the pin 2. In this case, the first layer 10A and the second layer 10B may be, for example, leaf springs.

(Modified example of the first embodiment)
A modified example of the traction force transmission device 1 according to the first embodiment of the present disclosure will be described with reference to FIG. As shown in FIG. 5, a surface parallel to the extending direction of the traction link 4 and including the central axis 14 of the pin 2 is defined as the first surface S1, which is orthogonal to the first surface S1 and includes the central axis 14. Is defined as the second surface S2. The first thickness ratio (= a1 / b1) of the first layer 10A to the second layer 10B in the cross section along the first surface S1 is the first to the second layer 10B in the cross section along the second surface S2. It is larger than the second thickness ratio (= a2 / b2) of one layer 10A.

In the illustrated embodiment, the first thickness ratio (= a1 / b1) is calculated using the thicknesses of the first layer 10A and the second layer 10B located behind the pin 2. The second thickness ratio (= a2 / b2) is the thickness of the first layer 10A and the second layer 10B located on one side in the vertical direction with respect to the pin 2 in the vertical direction perpendicular to the extending direction. Calculated using. Further, the first layer 10A has an elliptical shape having a long axis extending along the extending direction of the traction link 4. The second layer 10B has an elliptical shape having a long axis extending along a direction perpendicular to the extending direction of the traction link 4.

According to the modification of the first embodiment, the traction force along the extending direction of the traction link 4 is a region in which the thickness ratio of the first layer 10A to the second layer 10B is relatively large among the plurality of intermediate layers 10. It acts on (the region intersecting the first surface S1). In this region, the influence of the first layer 10A, which has a relatively large spring constant as compared with the other regions, is large, so that the traction force can be effectively transmitted to the suspension frame 118. On the other hand, the vibration that can occur regardless of the extending direction of the traction link 4 is a region in which the thickness ratio of the first layer 10A to the second layer 10B of the plurality of intermediate layers 10 is relatively small (with the second surface S2). In the intersecting region), it can be effectively suppressed by the second layer 10B having a relatively small spring constant.

<Second Embodiment>
The traction force transmission device 11 according to the second embodiment of the present disclosure will be described with reference to FIG. The second embodiment is different from the first embodiment in that the plurality of intermediate layers 10 include the rubber layer 10C and the viscous fluid layer 10D, but the other configurations are the same as the configurations described in the first embodiment. be. In the second embodiment, the same components as those of the first embodiment are designated by the same reference numerals, and detailed description thereof will be omitted.

As shown in FIG. 6, the traction force transmission device 11 includes a pin 2, a traction link 4 having a pin hole 3 into which the pin 2 can be fitted, an outer peripheral surface 6 of the pin 4, and an inner peripheral surface 8 of the pin hole 3. A plurality of intermediate layers 10 provided between the two are provided. The plurality of intermediate layers 10 include a rubber layer 10C (10) and a viscous fluid layer 10D (10) located on the outer peripheral side of the rubber layer 10C.

The rubber layer 10C may be the same as the first layer 10A described in the first embodiment, and is, for example, a vibration-proof rubber formed of synthetic rubber such as propylene rubber. The viscous fluid layer 10D contains a viscous fluid such as lubricating oil (grease). The viscous fluid layer 10D is sealed between the outer peripheral surface of the rubber layer 10C and the inner peripheral surface 8 of the pin hole 3.

Further, as shown in FIG. 6, the plurality of intermediate layers 10 may further include a protective film layer 10E (110) arranged between the rubber layer 10C and the viscous fluid layer 10D. The protective film layer 10E is formed of a nitrile-based or silicone-based synthetic rubber having excellent oil resistance. The protective film layer 10E is not limited to this embodiment, and is formed of a material (resin material, rubber material, or elastomer) in consideration of the chemical properties of the viscous fluid and the mechanical properties due to the structure of the viscous fluid.

According to the second embodiment, at a constant velocity (including the case where the degree of acceleration / deceleration is small), the damping force (friction resistance) against the relative displacement of the pin 2 with respect to the traction link 4 is the viscous fluid layer 10D. The vibration can be effectively suppressed. Further, during acceleration / deceleration with a large traction force, the viscous fluid contained in the viscous fluid layer 10D is pushed away by the rubber layer 10C, the inner peripheral surface of the rubber layer 10C comes into contact with the outer peripheral surface 6 of the pin 2, and the rubber layer 10C The outer peripheral surface comes into contact with the inner peripheral surface 8 of the pin hole 3. Therefore, the traction force of the traction link 4 can be effectively transmitted to the pin 2 via the rubber layer 10C.

Further, according to the second embodiment, since the plurality of intermediate layers 10 include the protective film layer 10E arranged between the rubber layer 10C and the viscous fluid layer 10D, the viscosity contained in the viscous fluid layer 10D. It is possible to prevent the rubber layer 10C from swelling due to the fluid.

In the second embodiment, the viscous fluid layer 10D is located on the outer peripheral side of the rubber layer 10C, but the present disclosure is not limited to this embodiment. In some embodiments, the plurality of intermediate layers 10 includes a rubber layer 10C and a viscous fluid layer 10D located on the inner peripheral side of the rubber layer 10C.

The contents described in each of the above embodiments are grasped as follows, for example.

(1) The traction force transmission device (1) according to the present disclosure includes a pin (2), a traction link (4) having a pin hole (3) into which the pin can be fitted, and an outer peripheral surface (6) of the pin. A first layer (10A) comprising a plurality of intermediate layers (10) provided between the pin hole and the inner peripheral surface (8) of the pin hole, and the plurality of intermediate layers having a first spring constant (k1). ) And the second layer (10B) having a second spring constant (k2) lower than the first spring constant.

According to the configuration described in (1) above, when the traction force for pulling the traction link is relatively small, the linear relationship between the load and the displacement is defined by the spring constant for each of the first layer and the second layer. To establish. Therefore, at a constant velocity (including the case where the degree of acceleration / deceleration is small), the second layer having a relatively small spring constant is mainly deformed, and the vibration can be effectively suppressed by the second layer. On the other hand, when the load and displacement in the second layer deviate from the linear range defined by the spring constant as the traction force increases, the second layer is substantially not deformed any more, and thereafter. , The first layer having a relatively large spring constant is mainly deformed, and the traction force can be appropriately transmitted. Therefore, it is possible to effectively function the transmission of the traction force at the time of acceleration / deceleration and the suppression of the vibration at the time of constant speed. Further, by controlling the thickness and spring characteristics of the first layer and the second layer, the behavior of the intermediate layer can be appropriately controlled in a state suitable for vibration suppression and a state suitable for transmission of traction force.

(2) In some embodiments, in the configuration described in (1) above, the inner layer, which is one of the first layer or the second layer, is attached to the outer peripheral surface of the pin, and the first layer is attached. The outer layer, which is the other of the one layer or the second layer, abuts on the outer peripheral surface (12) of the inner layer, and the outer layer is attached to the inner peripheral surface of the pin hole.

According to the configuration described in (2) above, the inner peripheral surface of the inner layer is prevented from sliding with respect to the outer peripheral surface of the pin, so that the wear of the inner peripheral surface of the inner layer can be suppressed. Further, since the sliding of the pin holes on the outer peripheral surface of the outer layer with respect to the inner peripheral surface is prevented, wear of the outer peripheral surface of the outer layer can be suppressed.

(3) In some embodiments, in the configuration described in (1) or (2) above, the first layer and the second layer are arranged over the entire circumferential direction of the pin.

According to the configuration described in (3) above, even if the direction in which the traction force acts changes, there are a plurality of layers including the first layer and the second layer between the outer peripheral surface of the pin and the inner peripheral surface of the pin hole. Since the intermediate layer of the above is formed, it is possible to effectively function the transmission of the traction force at the time of acceleration / deceleration and the suppression of the vibration at the time of constant velocity.

(4) In some embodiments, in the configuration according to any one of (1) to (3) above, the central axis (14) of the pin is parallel to the extending direction of the traction link. The thickness ratio of the first layer to the second layer in the cross section along the first surface (S1) including the first surface is orthogonal to the first surface and is a cross section along the second surface (S2) including the central axis. It is larger than the thickness ratio of the first layer to the second layer in the inside.

According to the configuration described in (4) above, the traction force along the extending direction of the traction link is a region (first) in which the thickness ratio of the first layer to the second layer is relatively large among the plurality of intermediate layers. It will act on the area that intersects the surface). In this region, the influence of the first layer, which has a relatively large spring constant as compared with other regions, is large, so that the traction force can be effectively transmitted. On the other hand, the vibration that can occur regardless of the extending direction of the traction link occurs in the region where the thickness ratio of the first layer to the second layer is relatively small (the region intersecting the second surface) among the plurality of intermediate layers. , It can be effectively suppressed by the second layer having a relatively small spring constant.

(5) The traction force transmission device (11) according to the present disclosure includes a pin (2), a traction link (4) having a pin hole (3) into which the pin can be fitted, and an outer peripheral surface (6) of the pin. A plurality of intermediate layers (10) provided between the pin hole and the inner peripheral surface (8) of the pin hole are provided, and the plurality of intermediate layers are a rubber layer (10C) and an inner peripheral side of the rubber layer. Alternatively, it includes a viscous fluid layer (10D) located on the outer peripheral side.

According to the configuration described in (5) above, at a constant velocity (including the case where the degree of acceleration / deceleration is small), a damping force against the relative displacement of the pin with respect to the traction link is generated by the viscous fluid layer. , Vibration can be effectively suppressed. Further, during acceleration / deceleration with a large traction force, the viscous fluid is pushed away by the rubber layer, the inner peripheral surface of the rubber layer abuts on the outer peripheral surface of the pin, and the outer peripheral surface of the rubber layer abuts on the inner peripheral surface of the pin hole. Therefore, the traction force of the traction link can be effectively transmitted to the pin via the rubber layer.

(6) In some embodiments, in the configuration described in (5) above, the plurality of intermediate layers further include a protective film layer (10E) arranged between the rubber layer and the viscous fluid layer. include.

According to the configuration described in (6) above, it is possible to prevent the rubber layer from swelling due to the viscous fluid contained in the viscous fluid layer.

(7) In some embodiments, the track-type vehicle (100) includes the traction force transmission device according to any one of (1) to (6) above. According to such a configuration, it is possible to provide a track-type vehicle capable of effectively transmitting traction force at the time of acceleration / deceleration and suppressing vibration at a constant speed.

1 Traction transmission device (first embodiment)
11 Traction transmission device (second embodiment)
2 Pin 3 Pin hole 4 Tow link 6 Pin outer peripheral surface 8 Pin hole inner peripheral surface 10 Intermediate layer 10A 1st layer 10B 2nd layer 10C Rubber layer 10D Viscous fluid layer 10E Protective film layer 12 1st layer (inner layer) Central axis of 14 pins on the outer peripheral surface of
100 Track type vehicle 102 Body 104 Bogie 105 Drive shaft 106 Motor 108 Reducer 110 Axle 112 Wheel 114 Suspension device 116 Bogie frame 118 Suspension frame 120 Air spring 122 Motor anti-vibration rubber 123 Vertical damper 124 Guide member 126 Guide frame 128 Guide wheel
F Load O1 Axis line S1 First surface S2 Second surface k1 First spring constant k2 Second spring constant

Claims (7)

1. idea,
   A traction link having a pin hole into which the pin can be fitted,
   A plurality of intermediate layers provided between the outer peripheral surface of the pin and the inner peripheral surface of the pin hole are provided.
   The plurality of intermediate layers
   The first layer having the first spring constant and
   A traction force transmitting device including a second layer having a second spring constant lower than the first spring constant.
2. The inner layer, which is one of the first layer or the second layer, is attached to the outer peripheral surface of the pin.
   The outer layer, which is the other of the first layer or the second layer, abuts on the outer peripheral surface of the inner layer.
   The traction force transmission device according to claim 1, wherein the outer layer is attached to the inner peripheral surface of the pin hole.
3. The traction force transmission device according to claim 1 or 2, wherein the first layer and the second layer are arranged over the entire circumferential direction of the pin.
4. The thickness ratio of the first layer to the second layer in the cross section parallel to the extending direction of the traction link and along the first surface including the central axis of the pin is orthogonal to the first surface. The traction force transmitting device according to any one of claims 1 to 3, which is larger than the thickness ratio of the first layer to the second layer in the cross section along the second surface including the central axis.
5. idea,
   A traction link having a pin hole into which the pin can be fitted,
   A plurality of intermediate layers provided between the outer peripheral surface of the pin and the inner peripheral surface of the pin hole are provided.
   The plurality of intermediate layers
   With a rubber layer,
   A traction force transmission device including a viscous fluid layer located on the inner peripheral side or the outer peripheral side of the rubber layer.
6. The plurality of intermediate layers
   The traction force transmission device according to claim 5, further comprising a protective film layer arranged between the rubber layer and the viscous fluid layer.
7. A track-type vehicle including the traction force transmission device according to any one of claims 1 to 6.

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