JP5772317B2 - Rail car axle box support device - Google Patents

Description

  The present invention relates to a rail car axle box support device that supports a bogie frame of a rail car bogie with an axle box.

  In a railway vehicle carriage, the axle box has a built-in bearing, and the axle on which wheels and large gears are fitted is rotatably held by the bearing. A shaft box support device is indispensable for connecting the axle box and the carriage frame. The axle box support device supports the carriage frame with the axle box, and operates in the vertical direction (vertical direction), left and right direction (vehicle width direction), and front and rear direction (vehicle advancing and retracting direction) acting between them. Suspension function to support the load. There are various types of shaft box support devices such as a monolink type and a shaft beam type.

  1A and 1B are diagrams showing an example of a conventional axle box support device, where FIG. 1A shows a plan view, FIG. 1B shows a front view, and FIG. 1C shows a side view. In the figure, a part of the constituent members is shown in cross section. The conventional axle box support device shown in FIG. 1 is a monolink type, and for example, as described in Patent Document 1, a bogie frame is provided by a coil spring 6 and a roll rubber 20 disposed on the upper surface of the axle box 1. The end portion of the side beam 3 is supported, and the axle box 1 and the side beam 3 are connected in the front-rear direction by a single link 8.

  Specifically, a support column 2 is erected in the vertical direction on the upper surface of the axle box 1, and a roll rubber receiving inner cylinder 21 is fitted into the support column 2 and fixed with bolts. On the other hand, a spring cap portion 4 is formed at an end portion of the side beam 3, and a roll rubber receiving outer tube 22 is disposed concentrically with the roll rubber receiving inner tube 21 inside the spring cap portion 4. A cylindrical roll rubber 20 is fitted in a gap between the roll rubber receiver inner cylinder 21 and the roll rubber receiver outer cylinder 22, and a coil spring 6 is disposed in the spring cap portion 4 so as to surround the roll rubber receiver outer cylinder 22. Has been.

  A flange portion 23 protrudes from the outer periphery of the roll rubber receiving outer cylinder 22, and a flange-shaped shaft spring seat 24 is inserted into the column 2 of the axle box 1. The upper end of the coil spring 6 is in contact with the flange portion 23 of the roll rubber receiving outer cylinder 22, and the lower end thereof is in contact with the shaft spring seat 24 on the axle box 1. The upper end and the lower end are constrained by 24. Thus, the end portion of the side beam 3 is supported by the coil spring 6 and the roll rubber 20.

  The link 8 includes cylindrical rubber bushes 9a and 9b at both ends. A support shaft 10a is installed near the center of the side beam 3. A support shaft 10b is installed on the side surface of the axle box 1 facing the support beam 10a on the side beam side. These support shafts 10a and 10b are fitted into the rubber bushes 9a and 9b of the link 8, respectively, whereby the axle box 1 and the side beam 3 are connected via the link 8 in the front-rear direction.

  In such a conventional monolink type axle box support device, the load in the vertical direction is supported by the coil spring 6 and the roll rubber 20. The load in the left-right direction is supported by the horizontal rigidity component of the coil spring 6 and the roll rubber 20. The load in the front-rear direction is supported by the rubber bushes 9a, 9b of the link 8.

  By the way, of the suspension functions in the vertical, horizontal, and front / rear directions that the axle box support device has, the suspension function in the horizontal direction and the front / rear direction improves the curve passing performance when the rigidity is softer.

  However, in the conventional monolink type axle box support device shown in FIG. 1, since the roll rubber 20 is involved in the suspension function in the vertical and horizontal directions, the rigidity of the suspension function becomes harder than necessary in the horizontal direction and passes through the curve. Improve performance. This is because the rigidity of the roll rubber 20 cannot be set separately in each direction, and must be set high in accordance with the vertical direction in which an excessive load acts.

Japanese Utility Model Publication No. 6-23864

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a rail car axle box support device that can improve curve passing performance on the premise of a monolink type.

  In order to achieve the above-described object, the present inventors conducted various analyzes on the premise of a monolink-type axle box support device, and as a result of intensive studies, the following findings (a) and (b) were obtained. It was.

  (A) In order to improve the curve passing performance, it is necessary to soften the rigidity of the suspension function in the left-right direction and the front-rear direction. In order to achieve this, the roll rubber involved in the vertical and horizontal directions is omitted, and instead, the anti-vibration rubber is connected in the vertical direction of the coil spring so as to be involved only in the vertical direction. Is effective. This is because the rigidity of the suspension function in the left-right direction can be reduced by the rigidity of the roll rubber.

  (B) When the configuration shown in the above (a) is adopted, the side beam (cart frame) can be excessively displaced in the left-right direction with respect to the axle box, particularly because the rigidity in the left-right direction is softened. In order to prevent this, it is effective to provide a stopper mechanism that limits the lateral displacement of the side beam.

  The present invention has been completed based on the findings shown in the above (a) and (b), and the gist thereof lies in the following rail car axle box support device. That is, a railway vehicle axle box support device that supports a carriage frame with an axle box that rotatably holds an axle, and is provided on the upper surface of the axle box in a vertical direction so as to be on the side of the carriage frame. A coil spring and a ring-shaped anti-vibration rubber for supporting the end of the beam, a link having rubber bushes at both ends and connected to the axle box and the side beam in the front-rear direction; A rail car axle box support device comprising: a stopper mechanism that limits displacement in the left-right direction.

  In this axle box support device, the stopper mechanism includes a stopper member fixed to the axle box and a stopper member fixed to the side beam, and the stopper member and the stopper member are spaced apart from each other in the left-right direction. It can be set as the structure arrange | positioned facing each other. In this case, it is preferable that the stopper member includes a pair sandwiching the stopper member therebetween.

  In the above-mentioned axle box support device, it is preferable that the stopper member and the stopper member are exposed to the outside.

  According to the rail car axle box support device of the present invention, the rigidity of the anti-vibration rubber is not involved in the left and right suspension function, and the rigidity in that direction becomes soft, so that the curve passing performance can be improved. Become. In addition, the stopper mechanism can prevent the side beam from being excessively displaced in the left-right direction due to the softness in the left-right direction.

It is a figure which shows an example of the conventional axle box support apparatus, The figure (a) shows a top view, The figure (b) shows a front view, The figure (c) shows a side view, respectively. It is a figure which shows the structural example of the axle-box support apparatus which is 1st Embodiment of this invention, The figure (a) is a top view, The figure (b) is a front view, The figure (c) is a side view. Respectively. It is a figure which shows the structural example of the axle-box support apparatus which is 2nd Embodiment of this invention, The figure (a) is a top view, The figure (b) is a front view, The figure (c) is a side view. Respectively. It is a figure which shows the structural example of the axle-box support apparatus which is 3rd Embodiment of this invention, The figure (a) is a top view, The figure (b) is a front view, The figure (c) is a side view. Respectively. It is a figure which shows the behavior of uniaxial outer gauge lateral pressure. It is a figure which shows the behavior of the wheel wear parameter | index, The figure (a) shows the case of a 1 axis | shaft outer gauge flange wear index, The figure (b) shows the case of a biaxial track surface wear index, respectively.

  Below, the embodiment is explained in full detail about the axle box support device for rail vehicles of the present invention premised on a monolink type.

1. First Embodiment FIG. 2 is a diagram showing a configuration example of an axle box support device according to the first embodiment of the present invention, where FIG. 2 (a) is a plan view, FIG. 2 (b) is a front view, FIG. 2C shows a side view. In the figure, a part of the constituent members is shown in cross section. The axle box support device according to the first embodiment shown in FIG. 2 includes a coil spring 6 and a ring plate-shaped antivibration rubber 7 that are connected in the vertical direction on the upper surface of the axle box 1, and the end of the side beam 3 of the carriage frame. The shaft box 1 and the side beam 3 are connected in the front-rear direction by a single link 8, and the relative displacement in the left-right direction between the side beam 3 and the shaft box 1 is limited by the stopper mechanism 14. is there.

  Specifically, a support column 2 is erected in the vertical direction on the upper surface of the axle box 1, while a spring cap portion 4 is formed at the end of the side beam 3. A hole is formed in the upper wall 5 of the spring cap portion 4 on the extension line of the support column 2 of the axle box 1, and a flange-shaped inner tube 11 for a coil spring is fitted into this hole. A flange-like shaft spring seat 12, an anti-vibration rubber 7 and an adjusting plate 13 are sequentially inserted into the column 2 of the axle box 1, and the upper and lower surfaces of the anti-vibration rubber 7 are respectively connected to the adjusting plate 13 and the axial spring seat 12. In contact.

  A coil spring 6 is disposed in the spring cap portion 4 so as to surround the column 2. The upper end of the coil spring 6 is in contact with the upper wall 5 of the spring cap portion 4 outside the inner cylinder 11 for the coil spring, and the lower end thereof is in contact with the adjusting plate 13 on the vibration isolating rubber 7. The upper end is constrained by the coil spring inner cylinder 11 and the upper wall 5 of the spring cap portion 4, and the lower end is constrained by the adjusting plate 13. Thus, the end portion of the side beam 3 is supported by the coil spring 6 and the vibration isolating rubber 7 stacked in the vertical direction.

  The link 8 includes cylindrical rubber bushes 9a and 9b at both ends. A support shaft 10a is installed near the center of the side beam 3. A support shaft 10b is installed on the side surface of the axle box 1 facing the support beam 10a on the side beam side. These support shafts 10a and 10b are fitted into the rubber bushes 9a and 9b of the link 8, respectively, whereby the axle box 1 and the side beam 3 are connected via the link 8 in the front-rear direction.

  In the monolink type axle box support device of the present invention having such a configuration, the load in the vertical direction is supported by the coil spring 6 and the vibration isolating rubber 7 that are continuous in the vertical direction. The load in the left-right direction is supported by the horizontal rigidity component of the coil spring 6 because the anti-vibration rubber 7 does not deform along that direction. The load in the front-rear direction is supported by the rubber bushes 9a, 9b of the link 8.

  For this reason, the monolink type axle box support device of the present invention is compared with the conventional axle box support device shown in FIG. 1 without the rigidity of the anti-vibration rubber 7 being involved in the lateral suspension function. Since the rigidity in the direction can be reduced by the rigidity of the roll rubber 20, the rigidity in the direction becomes soft, and as a result, the curve passing performance can be improved. In addition, the roll rubber 20 involved in the load in the vertical and horizontal directions can be omitted, and the vibration isolating rubber 7 that replaces the roll rubber 20 is only related to the load in the vertical direction, so that the structure in the spring cap portion 4 can be simplified. There are also advantages.

  However, in the case of the monolink type axle box support device of the present invention, the side beam 3 (cart frame) is the axle box 1 depending on the magnitude of the centrifugal force when passing through the curve due to soft rigidity in the left-right direction. Can be excessively displaced in the left-right direction. Therefore, a stopper mechanism 14 is necessary to prevent the side flash 3 from being excessively displaced in the left-right direction.

  The stopper mechanism 14 includes a stopper member 15 fixed to the axle box 1 and a stopper member 16 fixed to the side beam 3. The stopper member 15 and the stopper member 16 are arranged to face each other with a gap in the left-right direction. It is a configuration.

  As shown in FIG. 2, in the stopper mechanism 14 in the first embodiment, the stopper member 15 and the stopper member 16 are both plate-shaped. The stopper member 15 is attached to the side surface opposite to the side surface of the axle box 1 provided with the support shaft 10b to which the link 8 is coupled. On the other hand, the stopper member 16 is composed of a pair sandwiching the stopper member 15 therebetween, and is attached to the side surface of the spring cap portion 4 of the side flash 3 so as to face the stopper member 15 with a gap in the left-right direction. ing. Both the stopper member 15 and the stopper member 16 are exposed to the outside.

  According to the stopper mechanism 14 having such a configuration, when the side beam 3 is excessively displaced in the left-right direction when passing the curve, the stopper member 15 and the stopper member 16 come into contact with each other, and further displacement of the side beam 3 is limited. Is done. Thereby, it is possible to prevent the side flash 3 from being excessively displaced in the left-right direction.

  Further, in the case of the stopper mechanism 14 in the first embodiment, since the stopper member 15 is sandwiched between the pair of stopper members 16, the displacement of the side beam 3 positioned on the right side also causes the side beam positioned on the left side. There is an advantage that it can cope with the displacement of 3. Further, since the stopper member 15 and the stopper member 16 are exposed to the outside, even if they are worn, there is an advantage that they can be easily replaced in an assembled state without disassembling the carriage.

  The material of the stopper member 15 and the stopper member 16 is not particularly limited, but carbon steel, stainless steel, a sliding plate material, hard rubber, or the like can be applied, and these may be combined.

  The gap between the stopper member 15 and the stopper member 16 is preferably as large as possible in order to allow displacement as much as possible when a load is applied in the left-right direction. The clearance value is within the allowable displacement of the functional parts (motor, joint, brake, link rubber bush, etc.) acting between the carriage frame and the axle box (including the wheel shaft).

2. Second Embodiment FIG. 3 is a diagram showing a configuration example of an axle box support device according to a second embodiment of the present invention, in which FIG. 3 (a) is a plan view, FIG. 3 (b) is a front view, FIG. 2C shows a side view. In the figure, a part of the constituent members is shown in cross section. The axle box support device of the second embodiment shown in FIG. 3 has the same basic configuration as the axle box support device of the first embodiment shown in FIG. 2, but the arrangement of the stopper mechanism 14 is different.

  That is, as shown in FIG. 3, in the stopper mechanism 14 in the second embodiment, the stopper member 15 is attached to the axle box 1 so as to extend upward from the front surface that is the outer side of the axle box 1 in the left-right direction. . On the other hand, the stopper member 16 is attached to the front surface of the spring cap portion 4 of the side beam 3 so as to face the stopper member 15 with a gap in the left-right direction. Also in the second embodiment, both the stopper member 15 and the stopper member 16 are exposed to the outside.

  Also with the stopper mechanism 14 having such a configuration, it is possible to prevent the side flash 3 from being excessively displaced in the left-right direction due to the contact between the stopper member 15 and the stopper member 16 as in the first embodiment. it can. However, in the case of the stopper mechanism 14 according to the second embodiment, only one axle box support device can limit the displacement in one of the left and right directions, but the left and right side flashes of the carriage frame are symmetrical to each other. Since the two axle box supporting devices supported by the can limit the displacement in both the left and right directions, there is no problem.

  Also, in the case of the stopper mechanism 14 in the second embodiment, as in the first embodiment, since the stopper member 15 and the stopper member 16 are exposed to the outside, they can be easily replaced.

3. 3rd Embodiment FIG. 4 is a figure which shows the structural example of the axle-box support apparatus which is 3rd Embodiment of this invention, The figure (a) is a top view, The figure (b) is a front view, FIG. 2C shows a side view. In the figure, a part of the constituent members is shown in cross section. The basic configuration of the axle box support device of the third embodiment shown in FIG. 4 is the same as that of the axle box support device of the first embodiment shown in FIG. 2, but the arrangement of the stopper mechanism 14 is different.

  That is, as shown in FIG. 4, in the stopper mechanism 14 in the third embodiment, the stopper member 15 has a rectangular tube shape, and is fitted and attached to the column 2 of the axle box 1 within the spring cap portion 4 of the side beam 3. It has been. On the other hand, the stopper member 16 has a pair of planes facing the stopper member 15 in the left-right direction with a gap in the spring cap portion 4, and is fitted into a hole in the upper wall 5 of the spring cap portion 4. The coil spring inner cylinder 11 also serves as this. In the third embodiment, both the stopper member 15 and the stopper member 16 are accommodated in the spring cap portion 4.

  Also with the stopper mechanism having such a configuration, the side flash 3 can be prevented from being excessively displaced in the left-right direction due to the contact between the stopper member 15 and the stopper member 16 as in the first embodiment. .

  Further, in the case of the stopper mechanism 14 in the third embodiment, the stopper member 15 and the stopper member 16 are accommodated in the spring cap portion 4, and therefore the above-described first and second workability is included in the replacement workability. Although it is disadvantageous compared to the embodiment, it is advantageous in that the entire apparatus can be made compact.

  In order to confirm the effect of the axle box support device of the present invention, a simulation is performed using numerical analysis assuming a situation where a suburban commuter vehicle travels on a curved track of R200 [m] at a speed of 45 [km / h]. The curve passing performance was evaluated. At that time, the configuration of the axle box support device of the first embodiment shown in FIG. 2 was adopted as an example of the present invention, and the configuration of the conventional axle box support device shown in FIG. 1 was adopted as a comparative example.

  The curve passing performance was evaluated by the lateral pressure acting on the outer gauge side wheel on the leading wheel axis (first axis) of the railway vehicle carriage, so-called one-axis outer gauge lateral pressure. Together with this, the wheel wear index was also evaluated. As the wear index, the wear index at the flange of the outer wheel on the first shaft, that is, the so-called single-axis outer track flange wear index, is adopted according to the Heummann wear index, and the second shaft according to the Elkins & Eichoff wear index. The wear index on the tread surface of the inner-rail side wheel, the so-called 2-axis in-track track index is adopted.

  The results are shown in FIGS. 5 and 6 below and summarized in Table 1 below.

  FIG. 5 is a diagram showing the behavior of the uniaxial external gauge lateral pressure. FIGS. 6A and 6B are diagrams showing the behavior of the wheel wear index. FIG. 6A shows the case of the uniaxial outer gauge flange wear index, and FIG. 6B shows the case of the biaxial track surface wear index. Show.

  From the results shown in FIG. 5 and Table 1, it can be seen that in the example of the present invention, the uniaxial lateral gauge lateral pressure is reduced as compared with the comparative example. Further, from the results shown in FIG. 6 and Table 1, it can be seen that in the example of the present invention, the wear index is lower than that of the comparative example, and in particular, the reduction of the biaxial track surface wear index is remarkable. Since the reduction of the wear index leads to the reduction of the wavy wear generated in the curved portion of the wheel, coupled with the reduction of the single-shaft outer gauge lateral pressure, the axle box support device of the present invention can improve the curve passing performance. It becomes clear.

  In addition to the evaluation of the curve passing performance described above, a simulation was performed using numerical analysis for each of the above-described invention examples and comparative examples regarding the influence on the high-speed stability due to the flexibility in the lateral direction, and the snake behavior The critical speed was investigated. The results are shown in Table 2 below.

  From the results shown in Table 2, it can be seen that the snake behavior limit speed of the example of the present invention is equivalent to that of the comparative example. Therefore, it is clear that the axle box support device of the present invention has high-speed stability that is the same as that of the existing one, and is sufficient in running performance in a straight line.

  In addition, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention. For example, in the first embodiment described above, a configuration is adopted in which a pair of stopper target members 16 fixed to the side beams 3 are paired, and the stopper member 15 fixed to the axle box 1 is sandwiched between the pair of stopper target members 16. However, conversely, a configuration in which a pair of stopper members 15 fixed to the axle box 1 and a pair of stopper members 16 fixed to the side beams 3 by the pair of stopper members 15 is sandwiched between them may be adopted. Absent. Further, in the above embodiment, the configuration in which the coil spring 6 is stacked on the vibration isolating rubber 7 is adopted, but the configuration in which the vibration isolating rubber 7 is stacked on the coil spring 6 is upside down. Can also be adopted. Moreover, there is no limitation in the order of arrangement | positioning of the coil spring 6, the vibration proof rubber 7, the shaft spring seat 12, and the adjusting plate 13. As shown in FIG.

  Since the axle box support device for a railway vehicle of the present invention can improve the curve passing performance, it is useful for all railway vehicles.

1: axle box, 2: strut, 3: side wall of bogie frame, 4: spring cap part of bogie frame,
5: Upper wall, 6: Coil spring, 7: Anti-vibration rubber, 8: Link,
9a, 9b: rubber bush, 10a, 10b: support shaft,
11: Inner cylinder for coil spring, 12: Shaft spring seat, 13: Adjusting plate,
14: Stopper mechanism 15: Stopper member 16: Stopped member

Claims (3)

A monolink type rail car axle box support device for supporting a carriage frame with an axle box that rotatably holds an axle,
A coil spring and a ring-shaped anti-vibration rubber, which are arranged in a vertical direction on the upper surface of the axle box and support an end portion of a side beam of the carriage frame;
A link having rubber bushes at both ends and connected to the axle box and the side beam in the front-rear direction;
A stopper mechanism for restricting the lateral displacement of the side beam,
The stopper mechanism includes a stopper member fixed to the axle box and a stopper member fixed to the side beam, and the stopper member and the stopper member are arranged to face each other with a gap in the left-right direction. axle box support apparatus for a railway vehicle shall be the characterized in that. 2. The axle box supporting device for a railway vehicle according to claim 1 , wherein the stopper member includes a pair sandwiching the stopper member therebetween. The stopper member and the shaft box suspension for a railway vehicle according to claim 1 or 2 the stopper member is characterized by being exposed to the outside.

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