JPS6114987B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a railway vehicle bogie, and more particularly to a railway vehicle bogie that is equipped with a main motor to generate traction force and is suitable for preventing axle load movement.

FIGS. 1 and 2 are explanatory diagrams showing a conventional railway vehicle bogie that generates traction force. The bogie frame 1 is mounted on a rail surface 3 via wheels 2 so as to be movable, and a main electric motor 4 that generates traction force
It is equipped with. Further, the bogie frame 1 supports the vehicle body 6 via the elastic body 5 and transmits the traction force generated by the main motor 4 to the vehicle body 6 via the core plate 7. The elastic body 5 is
It is formed of anti-vibration rubber, a coil spring, or a combination of anti-vibration rubber and a coil spring, and reduces the impact between the bogie frame 1 and the car body 6, and at the same time reduces the impact between the bogie frame 1 and the car body 6 when the vehicle passes through a curve. This allows for total rotation.

In a railway vehicle bogie that transmits traction force through such a core plate 7, as shown in FIG. 3, the traction force P ₀ generated between the wheels 2 and the rail surface 3 is Since it is transmitted to the car body 6 via the center plate 7 installed at a height of h, the bogie frame 1 generates a rotational moment M = 2P ₀ h, and due to the influence of this rotational moment, the weight of the axle inside the bogie shifts. This will cause This axle load shift causes problems such as a decrease in traction force and the wheels 2 spinning.

Therefore, in such a bogie for a railway vehicle, the height h of the core plate 7 is set as low as possible in order to reduce the amount of axle load movement. However, in order to keep the height h of the core plate 7 low, there are constraints on vehicle limits and
There are structural constraints such as the need to protrude a long arm up to a certain length, and therefore it is impossible to set the length below a certain level.

As a conventional railway vehicle bogie that completely eliminates axle load movement, one has been proposed that combines various link mechanisms to transmit traction force from the bogie to the car body at a position theoretically equivalent to the rail surface.

However, in a railway vehicle bogie equipped with such a link mechanism, many parts are required to form the link mechanism, and wear occurs with use, so lubrication is required to prevent wear, and wear parts need to be replaced. Replacement work, etc. is required.

Furthermore, as a conventional railroad vehicle bogie for preventing axle load movement, a railroad vehicle bogie disclosed in Japanese Patent Publication No. 51-6929 has been proposed. As shown in FIG. 4, this railroad vehicle bogie has a pair of elastic bodies 8 attached to a bogie frame 1, and each of the pair of elastic bodies 8 is configured to support a car body 6 via the elastic bodies 8. They are arranged so that their axes intersect with each other below the elastic body 8 in a vertical plane in the front-rear direction. According to this railway vehicle bogie, it is possible to set the intersection point of forces P ₁ and P ₂ that act between the bogie frame 1 and the car body 6 via the elastic body 8 during traction force transmission on the rail surface. , Therefore, the bogie frame 1 of the traction force P ₀ generated between the wheels 2 and the rail surface 3
The point of application from the to the vehicle body 6 can be set on the rail surface 3, and axle load movement can be eliminated.

However, in the railway vehicle bogie shown in FIG. 4, compressive deformation, tensile deformation, or shear deformation occurs in the elastic body 8 during relative rotation between the bogie frame 1 and the car body 6 when the vehicle passes through a curved road. .

Here, elastic bodies such as anti-vibration rubber and coil springs have the characteristics of stiffness k _H in the shear direction and stiffness k _V in the compression direction, as shown in Figure 5 (A), and generally in the shear direction. The stiffness k _H is small, and the stiffness k _V in the compression direction takes a fairly large value.

Therefore, in the railway vehicle bogie as shown in FIG. 4, a large deformation force in the compressive or tensile direction acts on the elastic body 8 when the bogie passes through a curved road, and the rotational resistance of the bogie frame 1 against the car body 6 is reduced. As a result, lateral pressure is generated between the rail and the flange portion of the wheel 2, resulting in increased wear on the wheel 2 and the rail surface 3.

The present invention has been made in view of the above conventional problems, and an object of the present invention is to provide a bogie for a railway vehicle that can prevent axle load movement without increasing the rotational resistance of the bogie.

The railway vehicle bogie according to the present invention has three parts in the bogie frame.
Attach more than one elastic body to support the car body through the elastic bodies, so that the axes of each elastic body intersect with each other below the rail surface and on the center line of rotation of the bogie relative to the car body. It is arranged at an angle.

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 6 and FIG. 7 are explanatory diagrams showing one embodiment of a railway vehicle bogie according to the present invention. The bogie frame 1 is placed on a rail surface 3 via wheels 2, and a traction force is generated by a main electric motor 4. Four elastic bodies 10 are attached to the bogie frame 1, and the car body 6 is connected via these elastic bodies 10.
is supported. The axes of each elastic body 10 are on the same plane as the rail surface 3 and make an angle with the extended line θ so that they intersect with each other at an intersection located on the rotation center line of the bogie frame 1 with respect to the car body 6. It is arranged at an angle.

Next, the operation of the above embodiment will be explained. When a traction force P ₀ is generated between the wheel 2 and the rail surface 3, if the stiffness of the elastic body 10 in the shear direction is ignored,
Compressive force or tensile force P ₁ , P ₂ is generated in each elastic body 10 in its axial direction, and the force is applied from the bogie frame 1 to the car body 6.
transmits traction force to. Here, since the axes of each elastic body 10 are inclined so as to intersect with each other on the rail surface as described above, the point of application of the traction force from the bogie frame 1 to the car body 6, that is, the compressive force or tensile force P The points of action of _{P 1} and P ₂ are located on the rail surface to prevent changes in axle load relative to traction force, that is, axle load movement.

Furthermore, when this railway vehicle bogie passes through a curved road, the bogie frame 1 and the car body 6 rotate relative to each other around the intersection of each elastic body 10, but during this relative rotation, the above-mentioned Since the axes of the elastic bodies 10 intersect with each other at the 0 point, only shear deformation occurs in the elastic bodies 10 without compressive deformation. However, since the stiffness k _H of the elastic body 10 in the shear direction takes a considerably small value as described above, the rotational resistance of the bogie frame 1 relative to the car body 6 becomes a small value, and the flange portion of the wheel 2 It becomes possible to reduce the wear of the rail surface 3 and the rail surface 3.

In addition, in the explanation regarding the axle load movement of the railway vehicle bogie in FIGS. 6 and 7 above, the rigidity of the elastic body 10 in the shear direction was ignored, but it is understood that the actual elastic body 10 has rigidity in the shear direction. However, shearing deformation also occurs in the elastic body 10 when traction force is generated.

FIG. 8 is an explanatory diagram showing another embodiment of the railway vehicle bogie according to the present invention, which prevents axle load shift by taking into consideration the shear deformation that actually occurs in the elastic body 10 when traction force is generated. This shows a bogie for a railway vehicle. In other words, when the bogie frame 1 generates a traction force, the bogie frame 1 shifts in the same direction as the traveling direction with respect to the car body 6, so the elastic body 10 has compression or tensile deformation. Compressive or tensile deformation based on the forces P ₁ and P ₂ and shear deformation based on the shear deformations P′ ₁ and P′ ₂ occur simultaneously.

The shear deformations P' ₁ and P' ₂ occurring in the elastic body 10 are at a height h' from the rail surface 3, (P' ₁ +P' ₂ )cosθ=
An equivalent force of 2P′ will be applied. This force 2P′ causes a counterclockwise moment M′=
This will give 2P′h′. Therefore, in order to prevent axle load shift, the resultant force (P ₁ + P ₂ ) sin of compressive or tensile deformation forces P ₁ and P ₂ generated in the elastic body 2 must be
The point on which the force θ = 2 (P ₀ - P') equivalently acts is set at a distance h below the rail surface 3, and a clockwise moment M = 2 is applied to the bogie frame 1.
(P ₀ −P′)h and this clockwise moment M
Points where the elastic bodies 10 intersect with each other may be set so that M' is in balance with the counterclockwise moment M' described above.

That is, according to the above-mentioned embodiment, in a bogie for a railway vehicle in which an actual elastic body is interposed which has a composition in a compression direction as well as a composition in a shear direction,
Axle load shift when traction force is generated can be reliably prevented, and rotational resistance between the bogie frame 1 and the car body 6 can be reduced when the vehicle passes through a curved path, reducing wear on the wheels 2 and rail surface 3. It becomes possible to prevent this.

In each of the embodiments described above, the axle load shift when traction force is generated has been described, but the axle load shift is similarly prevented when the vehicle is braked.

Further, in the above embodiment, a case has been described in which four elastic bodies are provided, but three or more elastic bodies may be provided as long as they can substantially support the vehicle body.

As described above, the present invention has the effect of being able to prevent axle load shift with a simple structure without increasing the rotational resistance of the truck.

[Brief explanation of the drawing]

Fig. 1 is a plan view showing a conventional railway vehicle bogie, Fig. 2 is a side view of the same, Fig. 3 is a side view showing the operating state of the same traction, and Fig. 4 is a side view showing another conventional example. FIG. 5A is a front view showing a state of shear deformation of the elastic body, FIG. 5B is a front view showing a state of compressive deformation of the elastic body, and FIG. 6 is an embodiment of the bogie for a railway vehicle according to the present invention. Fig. 7 is a side view of the same, Fig. 8 is a plan view showing the
The figure is a side view showing another embodiment. 1...Bogie frame, 3...Rail surface, 6...Car body, 10...Elastic body.

Claims (1)

[Claims] 1 Attach three or more elastic bodies to the bogie frame, so that the axis of each elastic body is below the rail surface and on the rotation center line of the bogie with respect to the car body, so that the car body is supported via the elastic bodies. A railroad vehicle bogie characterized by being arranged at an angle so as to intersect with each other.