JP3671182B2 - Shock absorber for vehicle - Google Patents

Description

  The present invention relates to a shock absorber for a vehicle.

Conventionally, “railway vehicles”, which are vehicles capable of traveling on both the track and the road, have been proposed and put into practical use for the purpose of track inspection and the like. The track-and-rail vehicle is normally configured on the basis of a truck vehicle that travels on a road, and includes both an iron wheel for track travel and a tire for road travel. Then, while traveling on a track, the iron wheel is lowered and placed on the rail of the track, while when traveling on the road, the steel wheel is raised and stored above the tire for traveling on the road (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 11-209087 (first page, FIG. 2)

  However, since the axle of a conventional track-and-rail vehicle is joined to the vehicle body in a state in which movement in the vehicle body width direction is restricted (that is, rigidly joined), the vehicle axle is aligned with the vehicle axle in the vehicle body width direction due to an irregular track or the like. When this vibration occurs, there is a problem that the vibration is directly transmitted to the vehicle body and the ride comfort is lowered.

  In addition, since the axle of a conventional track-and-rail vehicle is joined to the vehicle body in a state where movement in the vehicle body width direction is restricted, the iron wheel cannot be moved (swinged) along the curved track. For this reason, there is a problem that the iron wheel cannot accurately follow the curved track and the running stability during the running on the curved track is lowered.

  Furthermore, since the axle of a conventional track-and-rail vehicle is joined to the vehicle body in a state where movement in the vehicle body width direction is restricted, when vibration occurs in the vehicle body (vibration in the vehicle body width direction) during linear track traveling, The center position in the width direction of the vehicle body cannot be restored to the center position in the width direction of the track (the center position in the width direction of the axle). For this reason, there exists a problem that the running stability at the time of linear track running will fall.

  In recent years, in order to build a transportation system that takes advantage of the advantages of both rail cars and buses by making the railway and roads seamless, both track driving and road driving are possible, and driving mode conversion is free. Development of a simple vehicle (hereinafter referred to as a “dual mode vehicle”) has been promoted. Similar problems can occur as well.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle buffer capable of improving the riding comfort of a dual mode vehicle capable of road traveling and track traveling during track traveling, and improving traveling stability during curved track traveling and straight track traveling. Is to provide a device.

The first invention for solving the above problems is:
Road driving tires provided via tire axles respectively disposed at the front and rear of the vehicle body, and guide axles disposed at the front and rear of the vehicle body so as to be movable up and down. A guide wheel for running on the track, and a drive wheel different from the tire provided on one of the axles for the respective tires, the front and rear guide wheels and the drive wheel. the vehicle shock absorber provided in a dual-mode vehicle for road running and track traveling possible passengers travel orbit and,
Connecting means for connecting the front guide axle movably to the vehicle body in the vehicle body width direction;
Said to reduce the vibration of the vehicle body width direction of the front of the guide axle relative to the vehicle body, and a damping means for restoring the front of the guide axle to a predetermined reference position relative to the vehicle body,
It is characterized by providing.

According to the first aspect of the present invention, the vehicular shock absorber includes a guide axle (an axle provided with guide wheels for track traveling) in front of a dual mode vehicle capable of traveling on a road and traveling on a vehicle in a vehicle width direction. Connecting means movably connected to the vehicle body, and vibration damping means for reducing vibration in the vehicle body width direction of the front guide axle relative to the vehicle body. Therefore, even if vibrations in the vehicle width direction occur on the front guide axle due to irregularities in the track, the vibration can be reduced, improving the riding comfort of the dual mode vehicle during track traveling Can be made.

According to the first invention, the guide axle disposed in front of the vehicle body of the dual mode vehicle is connected to the vehicle body so as to be movable in the vehicle body width direction by the connecting means of the vehicle shock absorber. The front guide wheel can accurately follow the curved track. Further, even when vibration (vibration in the vehicle body width direction) occurs in the vehicle body of the dual mode vehicle during linear track traveling, the guide axle can be restored to a predetermined reference position with respect to the vehicle body by the vibration damping means. As a result, it is possible to improve the running stability of the dual mode vehicle when running on a curved track and running on a straight track.

A second invention is a vehicle shock absorber according to the first invention,
The vibration damping means is
An elastic body and a damper that extend and contract along the vehicle body width direction are provided.

According to the second invention, the vibration damping means includes the elastic body and the damper that expand and contract along the vehicle body width direction, and the elastic body causes the resistance proportional to the difference in the movement amount of the vehicle body and the guide axle in the width direction. A force can be applied to the vehicle body, and a resistance force proportional to the difference in the moving speed in the width direction between the vehicle body and the guide axle can be applied to the vehicle body by the damper. Therefore, it is possible to effectively reduce the vibration in the width direction of the vehicle body of the dual-mode vehicle.

A third invention is a vehicle shock absorber according to the first or second invention,
The vibration damping means is
The vehicle body is configured so as to align a substantially central portion in the width direction of the vehicle body and a substantially central portion in the width direction of the guide axle .

According to the third invention, even when the relative position of the vehicle body with respect to the guide axle (track) is shifted due to vibration (vibration in the vehicle body width direction) occurring in the vehicle body of the dual mode vehicle during linear track traveling, The vibration damping means can restore the substantially center portion in the width direction of the vehicle body to the substantially center portion in the width direction of the guide axle (approximately the center portion in the width direction of the track).

According to the first aspect of the present invention, even when vibration in the vehicle body width direction occurs on the guide axle in front of the dual mode vehicle capable of traveling on the road and traveling on the track due to the irregularity of the track, the shock absorber for the vehicle. The vibration can be reduced. As a result, the riding comfort of the dual mode vehicle during track running can be improved. In addition, since the guide axle in front of the vehicle body of the dual mode vehicle is connected to the vehicle body so as to be movable in the vehicle body width direction by the connecting means of the vehicle shock absorber, the guide wheel in front of the curved track is accurately positioned. Can be followed. Further, even when vibration occurs in the vehicle body of the dual mode vehicle during linear track traveling, the guide axle can be restored to a predetermined reference position with respect to the vehicle body by the vibration damping means. As a result, it is possible to improve the running stability of the dual mode vehicle when running on a curved track and running on a straight track.

According to the second invention, the vibration damping means includes the elastic body and the damper that expand and contract along the vehicle body width direction, and the elastic body causes the resistance proportional to the difference in the movement amount of the vehicle body and the guide axle in the width direction. A force can be applied to the vehicle body, and a resistance force proportional to the difference in the moving speed in the width direction between the vehicle body and the guide axle can be applied to the vehicle body by the damper. Therefore, the vibration in the width direction of the vehicle body of the dual mode vehicle can be effectively reduced.

According to the third invention, even when the relative position of the vehicle body with respect to the guide axle (track) is shifted due to vibration (vibration in the vehicle body width direction) occurring in the vehicle body of the dual mode vehicle during linear track traveling, The vibration damping means can restore the substantially center portion in the width direction of the vehicle body to the substantially center portion in the width direction of the guide axle (approximately the center portion in the width direction of the track).

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the present embodiment, a dual mode vehicle 1 including a vehicle shock absorber 20 will be described.

  First, the overall configuration of the dual mode vehicle 1 according to the present embodiment will be described with reference to FIGS. The dual-mode vehicle 1 can be realized by freely switching between road traveling by the front and rear tires 3 and 4 and track traveling by the orbital wheels (the driving wheel 5, the front guide wheel 6 and the rear guide wheel 7). It is a vehicle (a vehicle capable of traveling on a road and traveling on a track).

  As shown in FIGS. 1 to 3, the dual mode vehicle 1 rotates around the rear axle 4 a of the front tire 3, the rear tire 4, and the rear tire 4 that rotate about an axle provided at the front and rear of the vehicle body 2. A driving wheel 5 for track travel, a front guide wheel 6 and a rear guide wheel 7 for traverse travel that are provided in front of and behind the vehicle body 2, and a front guide roller 8 that is extended and retracted in front and rear of the vehicle body 2. And a rear guide roller 9, a vehicle shock absorber 20 provided between the front guide axle 6a and the vehicle body 2, and the like.

  The vehicle body 2 has a structure for carrying a plurality of passengers. In the present embodiment, a microbus body 2 is employed, and about 30 people including the driver can be boarded (see FIGS. 2 and 3).

  The front tire 3 is supported by a pair of left and right axles on a front axle 3a provided on a chassis 2a of a vehicle body 2 via a suspension device 2b (see FIG. 1). The direction of the front tire 3 can be changed by a steering device (not shown) connected to the handle of the driver's seat of the vehicle body 2. The rear tire 4 is supported by a pair of left and right axles on a rear axle 4a provided on the chassis 2a of the vehicle body 2, and is driven by an engine (not shown) and a power transmission device.

The front tire 3 and the rear tire 4 function to support the load of the vehicle body 2 when traveling on the road (see FIG. 2). Axle 4a after the front axle 3a and the rear tires 4 before the tire 3 is pivotally supported is pivotally supported are axle for a tire of the present invention.

The driving wheel 5 is fixed to the inner side of the wheel hub 4b of the rear tire 4 with a bolt, and is driven by an engine and a power transmission device (not shown) like the rear tire 4 to rotate around the rear axle 4a. Thus, the vehicle travels on the rail R constituting the track. The drive wheel 5 is made of metal such as iron, and its diameter is set smaller than the diameter of the rear tire 4 (see FIG. 1B).

  The front guide wheel 6 and the rear guide wheel 7 are rotatably attached to the front and rear of the chassis 2a of the vehicle body 2 via rotation shafts 2c and 2d, and are rotated upward U and downward D by a predetermined actuator. (See FIG. 1B). When the vehicle is traveling on the road, the front guide wheel 6 and the rear guide wheel 7 are rotated upward U so as to be fixed upward by the front tire 3 and the rear tire 4 (see FIG. 2). On the other hand, at the time of running on the track, the front guide wheel 6 and the rear guide wheel 7 are rotated downward D to come into contact with the rail R of the track (see FIG. 3).

Further, a pair of left and right front guide wheels 6 and rear guide wheels 7 are provided, and the left and right front guide wheels 6 and rear guide wheels 7 are connected by a front guide axle 6a and a rear guide axle 7a, respectively ( FIG. 1 (a)). Front guide axle 6a and the rear guide axle 7a is a guide axle of the present invention.

  Further, the front guide wheel 6 and the rear guide wheel 7 are provided with a tread surface gradient and flanges 6b and 7b (see FIG. 1A), and perform a track guide function. For this reason, even if the driving wheel 5 is not provided with a tread gradient or a flange, the dual mode vehicle 1 can accurately travel along the rail R.

  The front guide wheel 6 functions to support the load of the vehicle body 2 when traveling on a track. That is, when the vehicle runs on the track, the front tire 3 is lifted above the rail by the rotation of the front guide wheel 6 downward D (see FIG. 3). This load is applied to the front guide wheel 6.

  The front guide roller 8 and the rear guide roller 9 are provided so as to project from the left and right sides of the vehicle body 2 and to be retractable in the vehicle body 2 (see FIG. 1A). When the dual mode vehicle 1 is traveling on the road and traveling on the track, the front guide roller 8 and the rear guide roller 9 are stored in the vehicle body 2. On the other hand, when the travel mode of the dual mode vehicle 1 is converted from the road travel mode to the track travel mode, the front guide roller 8 and the rear guide roller 9 are projected to the left and right side portions of the vehicle body 2 for the travel mode conversion described later. It is made to contact | abut to the roller contact part 12b of the left-right guide wall 12 of the structure 10. FIG.

  The vehicular shock absorber 20 is provided between the front guide axle 6a and the chassis 2a of the vehicle body 2, and reduces the vibration in the vehicle body width direction (left-right direction) while the dual mode vehicle 1 is traveling on the track. It is for improving. Hereinafter, the configuration of the vehicle shock absorber 20 will be described with reference to FIGS. 4 and 5.

  The vehicular shock absorber 20 includes a connecting means for connecting the front guide axle 6a to the chassis 2a of the vehicle body 2 so as to be movable in the vehicle body width direction (left and right direction), and relative to the front guide axle 6a in the horizontal direction of the vehicle body 2. And vibration control means for reducing relative vibration in the left-right direction of the front guide axle 6a with respect to the vehicle body 2 (see FIG. 4).

  The connecting means includes two links 21 and the like. A front end portion of the link 21 is rotatably attached to a wheel shaft fixing frame 22 fixed to the front guide axle 6 a via a front rotation portion 23, and a rear end portion of the link 21 is a chassis of the vehicle body 2. It is attached to 2a via the rear rotation part 24 so that rotation is possible (refer FIG. 4). Therefore, the front guide axle 6a can move in the left-right direction with respect to the chassis 2a of the vehicle body 2.

  In the present embodiment, the distance between the front rotation parts 23 and 23 is set longer than the distance between the rear rotation parts 24 and 24 (see FIG. 4). Therefore, the front guide axle 6a moves (swings) in the left-right direction so as to draw an arc around the chassis 2a.

  The vibration damping means is fixed to a cylindrical member 25 fixed with a bolt at a substantially central portion in the left-right direction of the wheel-shaft fixing frame 22, an annular member 26 slidably fitted to the cylindrical member 25, and a chassis 2a of the vehicle body 2. And a connecting member 27 and the like that are rotatably mounted above the annular member 26.

  The vibration damping means reduces the vibration in the vehicle width direction of the front guide axle 6a relative to the vehicle body 2 and restores the front guide axle 6a to a predetermined reference position relative to the vehicle body 2. Specifically, the vibration damping means is configured to exhibit a “centering function” for aligning the substantially central portion in the width direction of the vehicle body 2 and the substantially central portion in the width direction of the front guide axle 6a.

  Inside the cylindrical member 25, a coil spring and a damper that are extendable in the left-right direction are arranged in parallel. The annular member 26 is connected to a coil spring and a damper in the cylindrical member 25, and is configured such that the coil spring and the damper in the cylindrical member 25 are compressed and extended in conjunction with the sliding operation of the annular member 26. Has been.

  The coil spring in the cylindrical member 25 is an elastic body in the present invention, and always urges so that an annular member 26 described later is disposed at a reference position (a central portion in the left-right direction of the cylindrical member 25). That is, when the annular member 26 moves to the left and right from the reference position, the coil spring causes a resistance force proportional to the amount of movement to act on the annular member 26. For example, when the annular member 26 moves rightward from the reference position (upward in the drawing in FIG. 5), the right coil spring in the cylindrical member 25 is compressed and the left coil spring is expanded, and these coils are expanded. By the action of the spring, the annular member 26 is pressed leftward (downward in the drawing in FIG. 5) and returned to the reference position.

  The damper in the cylindrical member 25 causes the annular member 26 to act on a resistance force (force in the direction opposite to the moving speed) proportional to the moving speed when the annular member 26 moves left and right from the reference position. It is. Therefore, when the annular member 26 vibrates in the left-right direction around the reference position, the vibration is gradually attenuated by the action of the damper.

  The connecting member 27 is fixed to the center in the left-right direction of the chassis 2a of the vehicle body 2 (see FIGS. 4 and 5), and moves relative to the front guide axle 6a in the left-right direction together with the vehicle body 2. Further, the connecting member 27 is rotatably connected to the upper part of the annular member 26 via a central rotating portion 28 (see FIG. 5).

  Next, regarding the configuration of the structure 10 (hereinafter referred to as “travel mode conversion structure”) 10 for converting the travel mode of the dual mode vehicle 1 according to the present embodiment from the road travel mode to the track travel mode, This will be described with reference to FIG.

  The traveling mode conversion structure 10 includes a tire traveling surface 11, left and right guide walls 12, a wide track portion 13, a gauge changing portion 14, an inclined surface 15, and the like (see FIG. 6).

  The tire running surface 11 is a surface for continuously driving the dual mode vehicle 1 in the road running mode with the front and rear tires 3 and 4 and is paved flat with concrete or asphalt (see FIG. 6). A left and right guide wall 12 is erected on the tire running surface 11 and rails R constituting the wide track portion 13 and the gauge changing portion 14 are embedded (see FIG. 6). The upper surface of the embedded rail R is substantially flush with the tire running surface 11.

  The left and right guide walls 12 fulfill the function of guiding the dual mode vehicle 1 in the road travel mode to a predetermined track. As shown in FIG. 5, the left and right guide walls 12 include a receiving portion 12 a that receives the dual mode vehicle 1 and a roller contact portion 12 b that contacts the front guide roller 8 and the rear guide roller 9 of the dual mode vehicle 1. It is comprised and is erected on the tire running surface 11.

The wide track part 13 is a track part having a gauge dimension H _MAX wider than the standard gauge dimension H _STD (1067 mm), and is used to gradually align the dual mode vehicle 1 with respect to a predetermined track. It is. While the dual-mode vehicle 1 travels on the wide track portion 13, the front guide wheel 6 and the rear guide wheel 7 are lowered to contact the rail R of the wide track portion 13, and the front tire 3 is separated from the tire travel surface 11. Let's make it. In the present embodiment, the gauge dimension H _MAX of the wide track portion 13 is set to 1159 mm.

The gauge changing section 14 is connected to the wide track section 13 and has a wide gauge dimension H _MAX (1159 mm).
) To a standardized gauge dimension H _STD (1067 mm). As the dual-mode vehicle 1 travels along the gauge changing section 14, it is gradually aligned to a track having a standardized gauge dimension H _STD .

  The inclined surface 15 is connected to the tire traveling surface 11 and makes a final transition from road traveling by the front tire 3 and rear tire 4 to track traveling by the drive wheel 5, the front guide wheel 6 and the rear guide wheel 7. It is what is realized. When the dual mode vehicle 1 travels on the inclined surface 15, the rear tire 4 is detached from the tire travel surface 11, and the track driving wheel 5 comes into contact with the rail R to shift to complete track travel.

  Next, with reference to FIGS. 7 to 11, the operation of converting the travel mode of the dual mode vehicle 1 according to the present embodiment from the road travel mode to the track travel mode using the travel mode conversion structure 10 will be described. It explains using.

  First, in order to shift the dual-mode vehicle 1 in the road travel mode to the track travel mode, the driver travels the dual-mode vehicle 1 toward the travel mode conversion structure 10 by operating the steering wheel to change the travel mode. The tire 10 is made to enter the tire running surface 11 of the structure 10. At this time, the vehicle speed of the dual mode vehicle 1 is reduced to about 15 km / h to 20 km / h by a brake operation.

  At the same time as the dual mode vehicle 1 enters the receiving portion 12a of the left and right guide walls 12 erected on the tire running surface 11, the driver moves the front guide roller 8 and the rear guide roller 9 of the vehicle body 2 by a predetermined switch operation. Project to the left and right side (see FIG. 7). Then, the front guide roller 8 and the rear guide roller 9 are brought into contact with the roller contact portions 12b of the left and right guide walls 12 to perform temporary alignment with respect to a predetermined track. At this time, the dual mode vehicle 1 is still traveling on the tire traveling surface 11 with the front tire 3 and the rear tire 4.

  Next, the driver lowers the front guide wheel 6 and the rear guide wheel 7 by a predetermined switch operation so that the front guide wheel 6 and the rear guide wheel 7 are brought into contact with the rail R of the wide track portion 13, and the front The tire 3 is raised. Then, while the front guide wheel 6 and the rear guide wheel 7 having a track guide function are guided along the rail R of the wide track portion 13, the vehicle travels on the tire running surface 11 with the rear tire 4 as a drive wheel (FIG. 8). reference). Further, since the roller contact portions 12b of the left and right guide walls 12 are provided up to the end of the wide track portion 13, the front guide rollers 8 and the rear guide rollers 9 of the dual mode vehicle 1 and the rollers of the left and right guide walls 12 are provided. The alignment using the contact portion 12b is also performed in parallel (see FIG. 8).

The dual mode vehicle 1 that has passed through the wide track portion 13 enters the gauge changing portion 14 and continues traveling by the rear tire 4, the front guide wheel 6, and the rear guide wheel 7 (see FIG. 9). Further, when entering the gauge changing portion 14, the contact state between the front guide roller 8 and the rear guide roller 9 of the dual mode vehicle 1 and the roller contact portion 12b of the left and right guide walls 12 is sequentially released. The front guide roller 8 and the rear guide roller 9 are stored in the vehicle body 2 by a predetermined switch operation (see FIG. 9). The dual-mode vehicle 1 is gradually aligned with the track having the standardized gauge dimension H _STD by traveling through the gauge changing unit 14.

  Subsequently, the dual mode vehicle 1 enters the inclined surface 15 from the gauge changing portion 14 provided on the tire running surface 11. When the rear tire 4 of the dual-mode vehicle 1 enters the inclined surface 15, the track driving wheel 5 provided on the same axis as the rear tire 4 comes into contact with the rail R embedded on the inclined surface 15 ( (See FIG. 10). Then, the rear tire 4 and the inclined surface 15 are gradually separated, and the vehicle body propulsive force due to the frictional force between the rear tire 4 and the inclined surface 15 gradually decreases and eventually disappears, while the driving wheel The vehicle propulsion force due to the frictional force between the rail 5 and the rail R is generated and gradually increases.

  After that, when the rear tire 4 completely passes on the inclined surface 15, the dual mode vehicle 1 completely shifts to the track traveling mode by the drive wheels 5 for the track traveling, the front guide wheels 6 and the rear guide wheels 7. (See FIG. 11).

  In the dual mode vehicle 1 according to the embodiment described above, the front guide axle 6a is connected to the vehicle body 2 so as to be movable in the left-right direction by the link 21 or the like (connection means) of the vehicle shock absorber 20. (See FIG. 4). And since it has the damping means (refer FIG. 5) of the shock absorber 20 for vehicles comprised from the cylindrical member 25, the annular member 26, the connection member 27, etc., the vibration of the left-right direction originates in the irregularity of a track | orbit, etc. Even when it occurs on the front guide axle 6a, the vibration can be reduced.

  In particular, the vibration damping means of the vehicle shock absorber 20 of the dual mode vehicle 1 according to the present embodiment uses the cylindrical member 25 provided with a coil spring and a damper that extend and contract in the left-right direction (vehicle body width direction). It is configured. For this reason, the coil spring can apply a resistance force proportional to the difference in the amount of movement in the left-right direction between the vehicle body 2 and the front guide axle 6a to the vehicle body 2, and the damper can act in the left-right direction between the vehicle body 2 and the front guide axle 6a. It is possible to apply a resistance force proportional to the difference in moving speed at the vehicle body 2. Therefore, vibrations in the left-right direction of the vehicle body 2 can be effectively reduced. As a result, the riding comfort during track running (see FIGS. 3 and 11) is good.

  In the dual mode vehicle 1 according to the present embodiment, the front guide axle 6a is connected to the vehicle body 2 so as to be movable in the left-right direction by a link 21 or the like (connecting means) of the vehicle shock absorber 20. . In particular, since the distance between the front rotation parts 23 and 23 is set longer than the distance between the rear rotation parts 24 and 24 (see FIG. 4), the front guide axle 6a is centered on the chassis 2a of the vehicle body 2. Can be swung left and right to draw an arc. Accordingly, since the front guide wheel 6 can be accurately followed with respect to the curved track, stable traveling during curved track traveling is possible.

  Furthermore, the vibration damping means of the vehicle shock absorber 20 of the dual mode vehicle 1 according to the present embodiment aligns the substantially central portion in the width direction of the vehicle body 2 and the substantially central portion in the width direction of the front guide axle 6a. It is configured to exhibit a “centering function”. Therefore, even when the relative position of the vehicle body 2 with respect to the front guide axle 6a (track) is shifted due to the occurrence of left-right vibration in the vehicle body 2 during linear track traveling, the width direction of the vehicle body 2 is controlled by the damping means. The substantially central portion can be restored to the substantially central portion in the width direction of the front guide axle 6a (approximately the central portion in the width direction of the track). As a result, stable traveling during linear track traveling is possible.

  In the above embodiment, the example in which the vehicle shock absorber 20 is provided between the front guide axle 6a and the vehicle body 2 has been described. However, the same configuration is provided between the rear guide axle 7a and the vehicle body 2. A vehicular shock absorber can also be provided. When the vehicle shock absorbers are provided at the front and rear in this way, the riding comfort during the track running is further improved, and the running stability during the curved track running and the straight track running can be further improved.

  Moreover, in the above embodiment, although the example which comprised the damping device of the vehicle buffer device 20 using the cylindrical member 25 grade | etc., Provided with a coil spring and a damper in parallel was shown, the structure of a damping means Is not limited to this. That is, any configuration may be adopted as long as it has a function of reducing the vibration in the vehicle width direction of the front guide axle 6a relative to the vehicle body 2 and restoring the front guide axle 6a to a predetermined reference position relative to the vehicle body 2. Good.

  In the above embodiment, the coil spring is adopted as the elastic body. However, the elastic body is not limited to this, and various types of elastic bodies can be adopted according to the configuration of the vibration damping means. it can. For example, an anti-vibration rubber or an air spring can be used as the elastic body. Various types of dampers can be employed depending on the configuration of the vibration damping means. For example, an oil damper that uses fluid resistance of oil, a viscoelastic damper that uses both the viscosity and elasticity of a viscoelastic body, an elastoplastic damper that uses metal elastoplasticity, an electromagnetic force damper that uses electromagnetic force, and an aperture An air damper that utilizes the fluid resistance of the air flowing through the part can be employed.

  In the above embodiment, the example in which the vehicle shock absorber 20 is applied to the dual-mode vehicle 1 that is currently being developed has been shown. However, the vehicle according to the present invention is applied to the conventionally proposed track-and-rail vehicle. A shock absorber can also be applied.

  In addition, the vehicle shock absorber according to the present invention is provided not only for the dual mode vehicle 1 and the vehicle capable of traveling on the road and the track such as the track-and-rail vehicle, but also for the track traveling vehicle provided with only the iron wheel and the rubber tire. It can also be provided in road vehicles such as private cars, buses and trucks. In a road vehicle having only rubber tires, vibrations in the vehicle body width direction are normally absorbed by the elasticity of the rubber tires, but vibrations in the vehicle body width direction are large and may not be fully absorbed by the elasticity of the rubber tires. By providing the vehicle shock absorber according to the present invention, it is possible to effectively reduce vibrations in the vehicle body width direction that cannot be absorbed by the elasticity of the rubber tire.

Further, in a vehicle capable of road traveling and track traveling, such as the dual mode vehicle 1 and a track-and-rail vehicle, according to the present invention, between a guide axle (for example, the front guide axle 6a) having wheels for track traveling and a vehicle body. Tire axles (for example, front axle 3a on which front tire 3 is pivotally supported and rear axle 4a on which rear tire 4 is pivotally supported) and a vehicle body including not only a vehicle shock absorber but also road driving wheels. The vehicle shock absorber according to the present invention may be provided between the two.

(A) is a top view for demonstrating the whole structure of the dual mode vehicle which concerns on embodiment of this invention, (b) is a side view. It is a side view in the road driving mode of the dual mode vehicle shown in FIG. FIG. 2 is a side view of the dual mode vehicle shown in FIG. 1 in a track running mode. FIG. 4 is an enlarged view of a portion IV in FIG. 1. It is an enlarged view of the V part of FIG. (A) is a top view of the structure for driving mode conversion which converts the driving mode of the dual mode vehicle shown in FIG. 1, (b) is a side view of the structure for driving mode conversion. FIG. 7 is an explanatory diagram for explaining an operation when the travel mode of the dual mode vehicle shown in FIG. 1 is converted from the road travel mode to the track travel mode using the travel mode conversion structure shown in FIG. 6. Same as above Same as above Same as above Same as above

Explanation of symbols

1 Dual mode vehicle 2 Body 3 Front tire (road tire)
3a Front axle ( tire axle )
4 Rear tire (road tire)
4a Rear axle ( tire axle )
6 the front guide wheel (guide wheel for the track traveling)
6a Front guide axle ( guide axle )
7 after the guide wheel (guide wheel for the track traveling)
7a Rear guide wheel ( guide axle )
20 Vehicle shock absorber 21 Link (connecting means)
25 Cylindrical member (damping means)
26 Ring member (vibration control means)
27 Connecting member (vibration control means)

Claims (3)

Road driving tires provided via tire axles respectively disposed at the front and rear of the vehicle body, and guide axles disposed at the front and rear of the vehicle body so as to be movable up and down. A guide wheel for running on the track, and a drive wheel different from the tire provided on one of the axles for the respective tires, the front and rear guide wheels and the drive wheel. the vehicle shock absorber provided on a road running and track traveling possible dual-mode vehicle you travel trajectory between,
Connecting means for connecting the front guide axle movably to the vehicle body in the vehicle body width direction;
Said to reduce the vibration of the vehicle body width direction of the front of the guide axle relative to the vehicle body, and a damping means for restoring the front of the guide axle to a predetermined reference position relative to the vehicle body,
A vehicular shock absorber. The vibration damping means is
The shock absorber for a vehicle according to claim 1, further comprising an elastic body and a damper that extend and contract along the vehicle body width direction. The vibration damping means is
3. The vehicle shock absorber according to claim 1, wherein the vehicle shock absorber is configured to align a substantially central portion in the width direction of the vehicle body with a substantially central portion in the width direction of the guide axle .

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