JPS6116665B2 - - Google Patents

Description

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

FIGS. 1A and 1B are explanatory diagrams showing a conventional railway vehicle bogie that generates traction force. The trolley frame 1 is
The vehicle is mounted movably on a rail surface 3 via wheels 2, and is equipped with a main motor 4 that generates traction force. Further, the bogie frame 1 supports the vehicle body 6 via the pillow springs 5, and transmits the traction force generated by the main motor 4 to the vehicle body 6 via the core plate 7. The pillow spring 5 alleviates the impact between the bogie and the car body 6, and at the same time allows relative rotation between the bogie frame 1 and the car body 6 when the vehicle passes through a curve.

In a railway vehicle bogie that transmits traction force using such a core plate 7, as shown in FIG. 2, the traction force _P0 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 damage by reducing the traction force and causing the wheels 2 to spin.

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 center plate 7 low, there are constraints due to vehicle limits and structural constraints such as the need to protrude a long arm from the vehicle body 6 to the center plate 7. It is impossible to set it to .

As a conventional railway vehicle bogie that completely eliminates this axle load shift, 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. There are problems such as the need for replacement work.

The present invention has been made in view of the above-mentioned conventional problems, and an object of the present invention is to provide a bogie for a railway vehicle that has a simple structure and can significantly reduce the movement of the axle load within the bogie.

In the railway vehicle bogie according to the present invention, two pairs of elastic bodies are provided on the bogie frame, separate from the pillow springs, for transmitting traction force from the bogie to the car body, and the axes of these elastic bodies are below the rail surface and The bogies are arranged at an angle so as to intersect with each other on the center line of rotation of the bogie relative to the vehicle body.

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

FIGS. 3A and 3B are explanatory diagrams showing one embodiment of a railway vehicle bogie according to the present invention. The vehicle body 6 is supported on the bogie frame 1 by a pillow spring 5 formed of anti-vibration rubber, a coil spring, or a combination of anti-vibration rubber and a coil spring, and is supported by a traction spring made of an elastic body such as anti-vibration rubber. It is supported by the truck frame 1 via a force transmission device 8. This traction force transmission device 8 is composed of two pairs of elastic bodies, and is arranged obliquely so that its axes form an angle θ with the vertical line and pass through a point O, which is the center of rotation of the vehicle body and the bogie.

In this way, the axis of the traction force transmission device 8 is
Since the arrangement is inclined as shown in the figure, the point of application of the traction force from the bogie to the car body 6 can be located in the plane of the rail surface 3 as shown in FIG. It becomes possible to eliminate heavy movement.

Next, considering that in the above embodiment, the bogie frame 1 and the car body 6 rotate relative to each other around the zero point when the vehicle passes through a curve, the traction force transmission device 8 is subject to shear strain. Therefore, this rotational movement will be performed.

Here, the characteristics of elastic bodies such as anti-vibration rubber and coil springs have stiffness KH in the shear direction and stiffness KV in the compression direction, as shown in Figure 5A and B. The stiffness KH is the stiffness in the compression direction.
It takes a much smaller value than KV. Therefore, if the traction force transmitting device 8 is subject to only shear strain due to the above-mentioned rotational movement, this characteristic causes the bogie frame 1 to
The rotational resistance to rotation relative to the vehicle body 6 can be made small. As is well known, this is important in railway vehicles, and reduces flange wear of the wheels 2 and rail wear.

In addition, in the explanation regarding the axle load movement of the railway vehicle bogie in the above embodiment, the rigidity of the pillow spring in the shear direction is ignored for the sake of simplicity, but in reality, as shown in FIG. When the truck generates a traction force, the truck frame 1 shifts in the same direction as the traveling direction with respect to the vehicle body 6, and the traction force transmission device 8
causes shear deformation at the same time as compressive deformation, and compressive or tensile deformation forces P ₁ and P ₂ and shear deformation forces P ₁ ′ and P ₂ ′ are generated simultaneously in the traction force transmission device 8. Become. This shear deformation force P ₁ ′,
P ₂ ′ is at a height of h′ from the rail surface 3, (P ₁ ′+
P ₂ ′) cos θ = 2P′, an equivalent force 2P′ is applied to the bogie frame 1, and a counterclockwise moment M′=
This will give 2P′h′.

Therefore, in order to prevent axle load shift in such a case, the axis of each traction force transmission device should be
As shown in the figure, they may be arranged at an angle so as to intersect with each other at a distance h below the rail surface. In other words, the point on which the resultant force (P ₁ + P ₂ ) sin θ = 2P ₀ of forces P ₁ and P ₂ due to compressive deformation of the traction force transmission device 8 is equivalently applied is located below the rail surface 3 by h. Then, a clockwise moment M=2P ₀ h is applied to the bogie frame 1 so that this moment M is balanced with the above-mentioned moment M'.

That is, according to the embodiment shown in FIG.
In a railway vehicle bogie that is equipped with an actual elastic body that has rigidity in both the compression direction and the shear direction, it is possible to reliably prevent axle load movement when traction force is generated, and to improve the stability of the vehicle. It is possible to reduce the rotational resistance between the bogie frame 1 and the vehicle body 6 when passing through a curved road, and it is possible to prevent wear of the wheels 2 and the rail surface 3.

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

As described above, according to the present invention, by arranging the traction force generating device at an angle, a traction force transmission mechanism without increasing the rotational resistance of the bogie and without shifting the axle load can be obtained, with a simple structure. This has the effect of preventing axle load movement.

[Brief explanation of the drawing]

FIG. 1A is a plan view showing a conventional railway vehicle bogie, FIG. 1B is a side view of the same, FIG. 2 is a side view showing the operating state of the same traction, and FIG. 3A is a plan view of the same according to the present invention. Front view showing one embodiment of a railway vehicle bogie, 3rd
Figure B is a side view of the same, Figure 4 is a side view showing the state of action of the traction force, Figure 5A is a front view showing the state of shear deformation of the elastic body, and Figure 5B is the state of compressive deformation of the elastic body. 6 is a side view showing another traction force action state of the railway vehicle bogie according to the present invention, and FIG. 7 is a front view shown in FIG.
The figure is a side view showing another embodiment. 1... Bogie frame, 3... Rail surface, 6... Car body, 8... Traction force transmission device.

Claims (1)

[Claims] 1 Separate from the pillow springs, two pairs of elastic bodies are installed on the bogie frame to transmit traction force from the bogie to the car body, and the axes of these elastic bodies are below the rail surface and are mutually aligned on the center line of rotation of the bogie with respect to the car body. A railroad vehicle bogie characterized by being arranged at an angle so as to intersect with.