JP2002264807A - Vehicle support structure - Google Patents
Vehicle support structureInfo
- Publication number
- JP2002264807A JP2002264807A JP2001066742A JP2001066742A JP2002264807A JP 2002264807 A JP2002264807 A JP 2002264807A JP 2001066742 A JP2001066742 A JP 2001066742A JP 2001066742 A JP2001066742 A JP 2001066742A JP 2002264807 A JP2002264807 A JP 2002264807A
- Authority
- JP
- Japan
- Prior art keywords
- spring
- pillow spring
- bogie frame
- vehicle
- sub
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Vehicle Body Suspensions (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、鉄道車両等の走行
車両に加わる上下方向や左右方向の荷重を支える車両の
支持構造に関するものである。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle support structure for supporting vertical and horizontal loads applied to a running vehicle such as a railway vehicle.
【０００２】[0002]
【従来の技術】従来より、軌道上を走行する鉄道車両等
の走行車両には、その車両本体の前後に設けられた台車
に支持されている。この台車としては、図６に示すよう
に、車両本体１の下部にまくらバネ２を介して支持され
た台車枠３の前後に、両端部に車輪４が設けられた一対
の車輪軸５の軸受５ａを軸バネ６を介して支持した二軸
台車が一般的であるが、軽量化、摩耗部品点数の削減に
優れ、メンテナンス性が良好で低コストな台車として、
図７に示すように、台車枠３に、一つの車輪軸５だけが
設けられた一軸台車が実用化されつつある。2. Description of the Related Art Conventionally, a traveling vehicle such as a railway vehicle traveling on a track is supported by a bogie provided before and after the vehicle body. As shown in FIG. 6, the bogie includes a pair of wheel shafts 5 having wheels 4 at both ends before and after a bogie frame 3 supported at a lower portion of a vehicle body 1 via a pillow spring 2. A two-axle bogie supporting the 5a via a shaft spring 6 is generally used, but as a bogie with excellent weight reduction, reduction in the number of wear parts, good maintainability, and low cost,
As shown in FIG. 7, a single-axle bogie provided with only one wheel axle 5 on the bogie frame 3 is being put into practical use.
【０００３】この一軸台車は、二軸台車よりも曲線通過
中に発生する横圧が低減されることがあり、このことか
ら、急曲線が連続するような地方交通線の普通車両、都
心の通勤車両あるいは都市内における高速中量交通機関
として開発された近代化路面電車であるＬＲＶ（Light
Rail Vehicle）などに用いることにより、その性能を有
効に発揮させることができる可能性を有している。[0003] This single-axle bogie may reduce the lateral pressure generated during the passage of a curve compared to a twin-axle bogie. LRV (Light) is a modernized tram developed as a high-speed medium-traffic vehicle in vehicles or cities
By using it for rail vehicles, etc., it has the potential to exhibit its performance effectively.
【０００４】[0004]
【発明が解決しようとする課題】しかしながら、上記一
軸台車は、例えば、レールの継ぎ目を通過した際に車輪
４から伝わる上下方向あるいは左右方向の高い周波数の
振動・衝撃が入力した際に、二軸台車と比較して、乗り
心地の面で多少劣る点があった。このため、車輪４から
加わる各種振動・衝撃を低減させて良好な乗り心地を得
ることが可能な一軸台車が望まれているのが現状であっ
た。However, the above-mentioned single-axle bogie is, for example, a two-axle bogie when a high frequency vibration or impact in the vertical or horizontal direction transmitted from the wheels 4 is input when passing through a joint of rails. There was a point that the riding comfort was somewhat inferior to the bogie. For this reason, at present, there has been a demand for a single-axle bogie capable of reducing vibrations and shocks applied from the wheels 4 and obtaining a good ride quality.
【０００５】この発明は、上記事情に鑑みてなされたも
ので、乗り心地を損ねることなく、軽量化及び低コスト
化を図ることが可能な車両の支持構造を提供することを
目的としている。SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a vehicle support structure capable of reducing weight and cost without impairing ride comfort.
【０００６】[0006]
【課題を解決するための手段】上記目的を達成するため
に、請求項１記載の鉄道車両の支持構造は、両端に車輪
を有する一つの車輪軸が台車枠に設けられた一軸台車上
に車両本体が載置されて走行可能とされた車両の支持構
造であって、前記車両本体と前記台車枠との間には、主
まくらバネ及び副まくらバネが設けられ、前記車輪軸と
前記台車枠との間には、軸バネが設けられ、前記主まく
らバネ及び前記副まくらバネは、それぞれ前記軸バネに
対して前記台車枠との連結点がずらされ、前記副まくら
バネは、前記主まくらバネに対して前記台車枠との連結
点がずらされ、前記台車枠は、前記軸バネ、主まくらバ
ネ及び副まくらバネのそれぞれの連結点におけるモーメ
ントが釣り合わされていることを特徴としている。According to a first aspect of the present invention, there is provided a railway vehicle support structure comprising: a single-axle bogie having a wheel axle having wheels at both ends provided on a bogie frame; A support structure for a vehicle on which a main body is mounted and capable of traveling, a main pillow spring and a sub pillow spring are provided between the vehicle main body and the bogie frame, and the wheel shaft and the bogie frame are provided. Between the main pillow spring and the sub pillow spring, the connection points of the main pillow spring and the bogie frame are shifted with respect to the shaft spring, and the sub pillow spring is provided with the main pillow spring. A connection point with the bogie frame is shifted with respect to a spring, and the bogie frame is characterized in that moments at respective connection points of the shaft spring, the main pillow spring, and the sub pillow spring are balanced.
【０００７】このように、台車枠との連結点が、軸バネ
と台車枠との連結点に対してずらされた主まくらバネと
副まくらバネとを有し、さらに、主まくらバネと副まく
らバネとの台車枠との連結点がずらされているので、車
輪から入力される振動・衝撃が、台車枠がピッチング運
動することにより吸収され、さらに、主まくらバネ及び
副まくらバネに分散されるので、車両本体への伝達を極
力抑えることができる。これにより、例えば、鉄道車両
に適応した場合、一軸台車構造であることにより車両本
体へ伝達され易い線路の継ぎ目を通過した際の高周波の
振動・衝撃を確実に低減させることができ、したがっ
て、乗り心地を損ねることなく、一軸台車としたことに
よる軽量化及び低コスト化を図ることができる。As described above, the connecting point with the bogie frame has the main pillow spring and the sub pillow spring shifted from the connecting point between the shaft spring and the bogie frame. Since the connection point between the spring and the bogie frame is shifted, vibrations and shocks input from the wheels are absorbed by the bogie frame performing a pitching motion, and further distributed to the main pillow spring and the sub pillow spring. Therefore, transmission to the vehicle body can be suppressed as much as possible. Thus, for example, when applied to a railway vehicle, high-frequency vibrations and shocks when passing through a joint of a line that is easily transmitted to the vehicle main body due to the uniaxial bogie structure can be reliably reduced, and therefore, the ride The weight can be reduced and the cost can be reduced by using a single-axle truck without impairing comfort.
【０００８】請求項２記載の車両の支持構造は、請求項
１記載の車両の支持構造において、前記副まくらバネの
前記台車枠への連結点が、前記主まくらバネの前記台車
枠への連結点よりも前記軸バネの前記台車枠への連結点
から遠くされ、前記副まくらバネは、前記主まくらバネ
よりも、そのバネ剛性が小さくされていることを特徴と
している。According to a second aspect of the present invention, in the vehicle support structure according to the first aspect, a connecting point of the sub pillow spring to the bogie frame is connected to the main pillow spring to the bogie frame. A point is further distant from a connection point of the shaft spring to the bogie frame than a point, and the secondary pillow spring has a lower spring rigidity than the main pillow spring.
【０００９】つまり、副まくらバネの台車枠への連結点
が主まくらバネの台車枠への連結点よりも軸バネの台車
枠への連結点から遠くされ、さらに、副まくらバネのバ
ネ剛性が、主まくらバネのバネ剛性よりも小さくされて
いるので、副まくらバネにおける変位が大きくされ、こ
の大きな変位をバネ剛性が小さな副まくらバネにて柔軟
に吸収することができ、さらなる乗り心地の向上を図る
ことができる。That is, the connecting point of the sub pillow spring to the bogie frame is made farther from the connecting point of the shaft spring to the bogie frame than the connecting point of the main pillow spring to the bogie frame. Since the spring stiffness of the main pillow spring is smaller than that of the main pillow spring, the displacement of the sub pillow spring is increased, and this large displacement can be flexibly absorbed by the sub pillow spring having a small spring rigidity, further improving ride comfort. Can be achieved.
【００１０】請求項３記載の車両の支持構造は、請求項
１または請求項２記載の車両の支持構造において、前記
車両本体が、前記主まくらバネ及び前記副まくらバネの
それぞれの連結点におけるモーメントの和が所定値より
も小さくされていることを特徴としている。According to a third aspect of the present invention, in the vehicle support structure according to the first or second aspect, the vehicle main body includes a moment at a connection point of each of the main pillow spring and the sub pillow spring. Is smaller than a predetermined value.
【００１１】すなわち、主まくらバネ及び副まくらバネ
の車両本体との連結点に作用するモーメントの和が所定
値よりも小さくされているので、所定値をゼロもしくは
車両本体における乗り心地に影響を与えることのない値
とすることにより、車両本体の揺れを確実に低減あるい
はなくすことができ、さらなる乗り心地の向上を図るこ
とができる。That is, since the sum of the moments acting on the connection points of the main pillow spring and the sub pillow spring with the vehicle main body is made smaller than a predetermined value, the predetermined value is set to zero or affects the riding comfort in the vehicle main body. By setting the value to a value that does not occur, the swing of the vehicle body can be reliably reduced or eliminated, and the riding comfort can be further improved.
【００１２】請求項４記載の車両の支持構造は、請求項
１〜３のいずれか１項記載の車両の支持構造において、
前記車両本体の前記主まくらバネ及び前記副まくらバネ
との連結点にて前記主まくらバネ及び前記副まくらバネ
から受ける力の和が所定値よりも小さくされていること
を特徴としている。According to a fourth aspect of the present invention, there is provided a vehicle supporting structure according to any one of the first to third aspects.
The sum of the forces received from the main pillow spring and the sub pillow spring at a connection point between the main pillow spring and the sub pillow spring of the vehicle body is smaller than a predetermined value.
【００１３】つまり、主まくらバネ及び副まくらバネか
ら車両本体に加わる力の和が所定値よりも小さくされて
いるので、所定値をゼロもしくは車両本体における乗り
心地に影響を与えることのない値とすることにより、車
両本体に主まくらバネ及び副まくらバネからの力を剛に
受ける座を設けることにより、車両本体に加わる力を極
力小さくあるいはなくすことができ、乗り心地のさらな
る向上を図ることができる。That is, since the sum of the forces applied to the vehicle body from the main pillow spring and the sub pillow spring is smaller than a predetermined value, the predetermined value is set to zero or a value which does not affect the riding comfort in the vehicle body. By providing a seat in the vehicle body that rigidly receives the force of the main pillow spring and the sub pillow spring, the force applied to the vehicle body can be reduced or eliminated as much as possible, and further improvement in ride comfort can be achieved. it can.
【００１４】請求項５記載の車両の支持構造は、請求項
１〜４のいずれか１項記載の車両の支持構造において、
前記主まくらバネの前記台車枠との連結点と前記副まく
らバネの前記台車枠との連結点との距離が、前記軸バネ
の前記台車枠との連結点と前記台車枠の回転中心との距
離よりも大きくされていることを特徴としている。According to a fifth aspect of the present invention, there is provided a vehicle support structure according to any one of the first to fourth aspects.
The distance between the connection point of the main pillow spring and the bogie frame and the connection point of the sub pillow spring with the bogie frame is the distance between the connection point of the shaft spring with the bogie frame and the center of rotation of the bogie frame. It is characterized by being larger than the distance.
【００１５】このように、主まくらバネの台車枠との連
結点と副まくらバネの台車枠との連結点との距離が、軸
バネの台車枠との連結点と台車枠のピッチングの回転中
心との距離よりも大きくされているので、副まくらバネ
による振動・衝撃の吸収効率をさらに向上させることが
でき、さらなる乗り心地の向上を図ることができる。As described above, the distance between the connection point between the main pillow spring and the bogie frame and the connection point between the sub-pillow spring and the bogie frame is determined by the center of rotation of the shaft spring and the bogie frame and the center of rotation of the bogie frame pitching. , The efficiency of absorbing vibration and shock by the sub-pillow spring can be further improved, and the riding comfort can be further improved.
【００１６】請求項６記載の車両の支持構造は、請求項
１〜５のいずれか１項記載の車両の支持構造において、
前記車両本体に、前記台車枠の裏面側へ延在する支持フ
レームが設けられ、前記副まくらバネは、前記台車枠と
前記支持フレームとの間に設けられていることを特徴と
している。According to a sixth aspect of the present invention, there is provided a vehicle supporting structure according to any one of the first to fifth aspects.
The vehicle body is provided with a support frame extending to the back side of the bogie frame, and the sub-pillow spring is provided between the bogie frame and the support frame.
【００１７】つまり、台車枠と、台車枠の裏面側へ延在
された車両本体の支持フレームとの間に、副まくらバネ
が設けられているので、副まくらバネとして、主まくら
バネと同じ鉄道車両にて一般的に多く用いられている圧
縮バネを使用することができ、特殊なバネを用いること
によるコストアップをなくすことができる。That is, since the auxiliary pillow spring is provided between the bogie frame and the support frame of the vehicle main body extending to the back side of the bogie frame, the same pillow spring as the main pillow spring is used as the auxiliary pillow spring. It is possible to use a compression spring generally used in a vehicle, and it is possible to eliminate the cost increase due to the use of a special spring.
【００１８】請求項７記載の車両の支持構造は、請求項
１〜６のいずれか１項記載の車両の支持構造において、
前記主まくらバネ及び前記副まくらバネと前記車両との
連結点にて、前記台車枠の運動によって発生する力がそ
れぞれ反対向きに作用するように前記主まくらバネ及び
前記副まくらバネが配置されていることを特徴としてい
る。According to a seventh aspect of the present invention, there is provided a vehicle supporting structure according to any one of the first to sixth aspects, wherein:
At a connection point between the main pillow spring and the sub pillow spring and the vehicle, the main pillow spring and the sub pillow spring are arranged such that forces generated by the movement of the bogie frame act in opposite directions, respectively. It is characterized by having.
【００１９】つまり、主まくらバネ及び副まくらバネか
ら車両本体に加わる力がそれぞれ反対向きであるので、
車両本体側には、これら主まくらバネ及び副まくらバネ
の力の差分しか加わらなくなり、主まくらバネ及び副ま
くらバネから受ける力による車両本体への影響を小さく
することができる。That is, since the forces applied to the vehicle body from the main pillow spring and the sub pillow spring are opposite to each other,
Only the difference between the forces of the main pillow spring and the sub pillow spring is applied to the vehicle main body side, and the influence on the vehicle main body by the force received from the main pillow spring and the sub pillow spring can be reduced.
【００２０】[0020]
【発明の実施の形態】以下、本発明の実施形態例の車両
の支持構造を図面を参照し、さらに後述する符号の諸元
に基づいて説明する。図１に示すものは、本実施形態例
の車両の支持構造が適用された台車の概略構造を示すも
のである。図において、符号１１は、鉄道車両の車両本
体であり、この車両本体１１の下部に、主まくらバネ１
２及び副まくらバネ１３を介して台車枠１４が支持され
ている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle support structure according to an embodiment of the present invention will be described with reference to the drawings and based on the specifications of reference numerals described later. FIG. 1 shows a schematic structure of a bogie to which the vehicle support structure of the embodiment is applied. In the figure, reference numeral 11 denotes a vehicle body of a railway vehicle, and a main pillow spring 1 is provided below the vehicle body 11.
A bogie frame 14 is supported via the second pillow spring 13.
【００２１】また、台車枠１４の下方側には、両端部に
車輪１５が設けられた車輪軸１６の軸受１６ａが軸バネ
１７を介して支持されている。つまり、この台車は、台
車枠１４の下方に車輪軸１６が一つだけ支持された一軸
台車である。On the lower side of the bogie frame 14, a bearing 16a of a wheel shaft 16 having wheels 15 provided at both ends is supported via a shaft spring 17. In other words, this bogie is a uniaxial bogie in which only one wheel shaft 16 is supported below the bogie frame 14.
【００２２】主まくらバネ１２は、軸バネ１７に対し
て、その軸線がずらされており、副まくらバネ１３は、
主まくらバネ１２よりも軸バネ１７の軸線に対してさら
に離されている。The axis of the main pillow spring 12 is shifted with respect to the axis of the shaft spring 17, and the auxiliary pillow spring 13 is
The main pillow spring 12 is further away from the axis of the shaft spring 17 than the main pillow spring 12.
【００２３】副まくらバネ１３は、軸バネ１７に対して
主まくらバネ１２をオフセットさせたことにより台車枠
１４に生じる曲げモーメントを相殺させるもので、圧縮
バネである軸バネ１７及び主まくらバネ１２とは異なる
引張バネから構成されている。なお、ここでは、台車枠
１４の自由度が、上下方向及びピッチング方向の２自由
度であることを前提としている。The sub pillow spring 13 offsets the bending moment generated in the bogie frame 14 by offsetting the main pillow spring 12 with respect to the shaft spring 17. The sub pillow spring 13 compresses the shaft spring 17 and the main pillow spring 12. And a different tension spring. Here, it is assumed that the bogie frame 14 has two degrees of freedom in the vertical direction and the pitching direction.
【００２４】上記のように構成された支持構造におい
て、軸バネ１７、主まくらバネ１２及び副まくらバネ１
３が設けられた台車枠１４では、各バネとの連結点１７
ａ、１２ａ、１３ａにおける曲げモーメントが釣り合わ
されて、次式（１）が成立されている。In the support structure configured as described above, the shaft spring 17, the main pillow spring 12, and the sub pillow spring 1
In the bogie frame 14 provided with the three, the connection point 17 with each spring
The bending moments at a, 12a, and 13a are balanced, and the following equation (1) is established.
【００２５】[0025]
【数１】 (Equation 1)
【００２６】そして、上記のように各バネ１２、１３、
１７が配置された支持構造においては、台車枠１４の軸
バネ１７の連結点１７ａに加わる上向きの力Ｆが、主ま
くらバネ１２の連結点１２ａでは、上向きの力Ｆ1とし
て作用し、副まくらバネ１３の連結点１３ａでは、下向
きの力Ｆ2として作用することとなり、これら主まくら
バネ１２及び副まくらバネ１３を介して、車両本体１１
に、上向きの力Ｆ1及び下向きの力Ｆ2が伝達されること
となる。Then, as described above, each of the springs 12, 13,
In the support structure in which the bogie frame 17 is disposed, the upward force F applied to the connecting point 17a of the shaft spring 17 of the bogie frame 14 acts as an upward force F1 at the connecting point 12a of the main pillow spring 12, and the auxiliary pillow spring At the connection point 13a of the vehicle body 13, it acts as a downward force F 2, and through the main pillow spring 12 and the sub pillow spring 13, the vehicle body 11
Then, the upward force F1 and the downward force F2 are transmitted.
【００２７】つまり、軸バネ１７から台車枠１４に伝え
られた上向きの力Ｆが、台車枠１４に伝わって、主まく
らバネ１２及び副まくらバネ１３を介して車両本体１１
に伝達される互いに逆方向の力Ｆ1、Ｆ2は、次式（２）
の関係が成り立つ。That is, the upward force F transmitted from the shaft spring 17 to the bogie frame 14 is transmitted to the bogie frame 14, and is transmitted through the main pillow spring 12 and the sub pillow spring 13.
The forces F1 and F2 transmitted in opposite directions are expressed by the following equation (2)
Holds.
【００２８】[0028]
【数２】 (Equation 2)
【００２９】したがって、車両本体１１における主まく
らバネ１２及びまくらバネ１３の連結点１２ｂ、１３ｂ
に、主まくらバネ１２及び副まくらバネ１３からの力Ｆ
1、Ｆ2を剛に受け止める座を設けることにより、車輪１
５から軸バネ１７を介して伝達される力Ｆは、車両本体
１１には、主まくらバネ１２及び副まくらバネ１３を介
して伝達される力Ｆ1、Ｆ2の差分の力しか作用しないこ
ととなる。これにより、車輪１５から入力する振動・衝
撃が、車両本体１１には、小さな力とされて伝達され
る。Therefore, the connection points 12b, 13b of the main pillow spring 12 and the pillow spring 13 in the vehicle body 11
And the force F from the main pillow spring 12 and the sub pillow spring 13
1. By providing a seat to receive F2 rigidly, wheel 1
The force F transmitted from the shaft 5 through the shaft spring 17 acts on the vehicle body 11 only by the difference between the forces F1 and F2 transmitted through the main pillow spring 12 and the sub pillow spring 13. . Thus, the vibration / shock input from the wheels 15 is transmitted to the vehicle body 11 as a small force.
【００３０】また、副まくらバネ１３としては、次式
（３）に示すように、その剛性ｋ2が主まくらバネ１２
の剛性ｋ1よりも小さいものが用いられている。As shown in the following equation (3), the rigidity k2 of the sub pillow spring 13 is
Is smaller than the rigidity k1.
【００３１】[0031]
【数３】 [Equation 3]
【００３２】そして、このように、主まくらバネ１２の
剛性ｋ1よりも副まくらバネ１３の剛性ｋ2が小さいこと
により、車輪１５から入力する振動・衝撃による台車枠
１４のピッチング方向の動きを大きくして、副まくらバ
ネ１３側による振動・衝撃の吸収を効果的に行うことが
でき、車両本体１１への伝達をさらに低減させることが
できる。Since the rigidity k2 of the auxiliary pillow spring 13 is smaller than the rigidity k1 of the main pillow spring 12, the movement of the bogie frame 14 in the pitching direction due to the vibration / impact inputted from the wheels 15 is increased. As a result, vibration and impact can be effectively absorbed by the sub pillow spring 13 side, and transmission to the vehicle body 11 can be further reduced.
【００３３】また、次式（４）が成立するように設定す
ることにより、主まくらバネ１２及び副まくらバネ１３
から車両本体１１に作用する力Ｆ1、Ｆ2による車両本体
１１の曲げモーメントが理論上ゼロとなり、車両本体１
１の力Ｆ1、Ｆ2に起因するピッチングをなくすことがで
きる。By setting the following equation (4) to be satisfied, the main pillow spring 12 and the sub pillow spring 13 are set.
The bending moment of the vehicle main body 11 due to the forces F1 and F2 acting on the vehicle main body 11 becomes zero theoretically.
Pitching caused by the first force F1, F2 can be eliminated.
【００３４】[0034]
【数４】 (Equation 4)
【００３５】つまり、主まくらバネ１２及び副まくらバ
ネ１３の車両本体１１との連結点１２ａ、１３ａに作用
するモーメントの和を、ゼロもしくは車両本体１１にお
ける乗り心地に影響を与えない程度の所定値αより小さ
くすることにより、車両本体１１の揺れを確実に低減さ
せることができ、さらなる乗り心地の向上を図ることが
できる。That is, the sum of the moments acting on the connection points 12a and 13a of the main pillow spring 12 and the sub pillow spring 13 with the vehicle body 11 is set to zero or a predetermined value which does not affect the riding comfort of the vehicle body 11. By making it smaller than α, the swing of the vehicle body 11 can be reliably reduced, and the riding comfort can be further improved.
【００３６】また、特に、次式（５）が成り立つような
設定を行うと、車両本体１１に加わる力は理論上ゼロと
なり、車輪１５からの振動・衝撃の車両本体１１への伝
達をなくすことができる。In particular, if the setting is made so that the following equation (5) is satisfied, the force applied to the vehicle body 11 becomes theoretically zero, and the transmission of vibrations and impacts from the wheels 15 to the vehicle body 11 is eliminated. Can be.
【００３７】[0037]
【数５】 (Equation 5)
【００３８】つまり、主まくらバネ１２及び副まくらバ
ネ１３から車両本体１１に加わる力の和を、ゼロもしく
は車両本体１１における乗り心地に影響を与えない程度
の所定値βより小さくすることにより、車両本体１１に
加わる力を極力小さくすることができ、乗り心地のさら
なる向上を図ることができる。That is, by making the sum of the forces applied to the vehicle body 11 from the main pillow spring 12 and the sub pillow spring 13 smaller than zero or a predetermined value β which does not affect the riding comfort in the vehicle body 11, The force applied to the main body 11 can be minimized, and the riding comfort can be further improved.
【００３９】さらに、次式（６）が成立するように各バ
ネ１２、１３、１７を配置させることにより、副まくら
バネ１３による振動・衝撃の吸収効果を良好にすること
ができる。Further, by arranging the springs 12, 13, 17 so as to satisfy the following equation (6), the effect of absorbing vibration and shock by the sub pillow spring 13 can be improved.
【００４０】[0040]
【数６】 (Equation 6)
【００４１】なお、メンテナンス時における車両本体１
１の台車からの取り外し及び設置を考慮した場合、主ま
くらバネ１２及び副まくらバネ１３としては、台車へ車
両本体１１を組み立てる組み立て工具や各バネ１２、１
３を固定するボルトの長さ等に応じて、作業に支障のな
いたわみ量の差のものを用いることが望ましい。The vehicle body 1 during maintenance
In consideration of removal and installation from the trolley, as the main pillow spring 12 and the sub pillow spring 13, assembling tools for assembling the vehicle body 11 to the trolley and the springs 12, 1
It is desirable to use a bolt having a difference in the amount of deflection which does not hinder the work, depending on the length of the bolt for fixing 3 and the like.
【００４２】このように、上記車両の支持構造によれ
ば、台車枠１４との連結点１２ａ、１３ａが、軸バネ１
７と台車枠１４との連結点１７ａに対してずらされた主
まくらバネ１２と副まくらバネ１３とを有し、さらに、
主まくらバネ１２と副まくらバネ１３との台車枠１４と
の連結点１２ａ、１３ａがずらされているので、車輪１
５から入力される振動・衝撃が、台車枠１４がピッチン
グ運動することにより吸収され、さらに、主まくらバネ
１２及び副まくらバネ１３に分散されるので、車両本体
１１への伝達を極力抑えることができる。これにより、
一軸台車構造であることにより車両本体１１へ伝達され
易い線路の継ぎ目を通過した際の高周波の振動・衝撃を
確実に低減させることができ、したがって、乗り心地を
損ねることなく、一軸台車としたことによる軽量化及び
低コスト化を図ることができる。As described above, according to the vehicle support structure, the connection points 12a and 13a with the bogie frame 14 are connected to the shaft spring 1
A main pillow spring 12 and a sub pillow spring 13 which are shifted with respect to a connection point 17a between the bogie frame 7 and the bogie frame 14;
Since the connection points 12a and 13a between the bogie frame 14 of the main pillow spring 12 and the sub pillow spring 13 are shifted, the wheels 1
5 is absorbed by the bogie frame 14 performing a pitching motion and further dispersed to the main pillow spring 12 and the sub pillow spring 13, so that transmission to the vehicle body 11 can be suppressed as much as possible. it can. This allows
Due to the single-axle truck structure, high-frequency vibrations and shocks can be reliably reduced when passing through the joints of the lines that are easily transmitted to the vehicle body 11, and therefore, the single-axle truck is used without impairing the riding comfort. Thus, the weight and cost can be reduced.
【００４３】しかも、副まくらバネ１３の台車枠１４へ
の連結点１３ａが主まくらバネ１２の台車枠１４への連
結点１２ａよりも軸バネ１７の台車枠１４への連結点１
７ａから遠くされ、さらに、副まくらバネ１３のバネ剛
性ｋ2が、主まくらバネ１２のバネ剛性ｋ1よりも小さく
されているので、副まくらバネ１３における変位が大き
くされ、この大きな変位をバネ剛性が小さな副まくらバ
ネ１３にて柔軟に吸収することができ、さらなる乗り心
地の向上を図ることができる。In addition, the connecting point 13a of the sub pillow spring 13 to the bogie frame 14 is closer to the connecting point 1 of the shaft spring 17 to the bogie frame 14 than the connecting point 12a of the main pillow spring 12 to the bogie frame 14.
7a, and the spring rigidity k2 of the sub pillow spring 13 is made smaller than the spring rigidity k1 of the main pillow spring 12, so that the displacement of the sub pillow spring 13 is increased. The small auxiliary pillow spring 13 can flexibly absorb the pillow, and the riding comfort can be further improved.
【００４４】また、所定値αをゼロもしくは車両本体１
１における乗り心地に影響を与えることのない値とし、
主まくらバネ１２及び副まくらバネ１３の車両本体１１
との連結点１２ａ、１３ａに作用するモーメントの和が
所定値αよりも小さくなるように設定すると、車両本体
１１の揺れを確実に低減あるいはなくすことができ、さ
らなる乗り心地の向上を図ることができる。The predetermined value α is set to zero or the vehicle body 1
The value that does not affect the ride comfort in 1
Vehicle body 11 of main pillow spring 12 and sub pillow spring 13
When the sum of the moments acting on the connection points 12a and 13a with the vehicle body is set to be smaller than the predetermined value α, the swing of the vehicle body 11 can be reliably reduced or eliminated, and the riding comfort can be further improved. it can.
【００４５】さらには、所定値βをゼロもしくは車両本
体１１における乗り心地に影響を与えることのない値と
し、主まくらバネ１２及び副まくらバネ１３から車両本
体１１に加わる力の和が所定値βよりも小さくなるよう
に設定すると、車両本体１１に加わる力を極力小さくあ
るいはなくすことができ、乗り心地のさらなる向上を図
ることができる。Further, the predetermined value β is set to zero or a value which does not affect the riding comfort of the vehicle body 11, and the sum of the forces applied from the main pillow spring 12 and the sub pillow spring 13 to the vehicle body 11 is the predetermined value β. When set to be smaller than this, the force applied to the vehicle body 11 can be reduced or eliminated as much as possible, and the riding comfort can be further improved.
【００４６】また、主まくらバネ１２の台車枠１４との
連結点１２ａと副まくらバネ１３の台車枠１４との連結
点１３ａとの距離（ｂ2−ｂ1）が、軸バネ１７の台車枠
１４との連結点１７ａと台車枠１４のピッチングの回転
中心Ｐとの距離ｂwよりも大きくされているので、副ま
くらバネ１３による振動・衝撃の吸収効率をさらに向上
させることができ、さらなる乗り心地の向上を図ること
ができる。The distance (b2-b1) between the connecting point 12a of the main pillow spring 12 and the bogie frame 14 and the connecting point 13a of the sub-pillow spring 13 with the bogie frame 14 is equal to the distance between the bogie frame 14 of the shaft spring 17 and the bogie frame 14. Is larger than the distance bw between the connecting point 17a of the bogie frame 14 and the rotation center P of the pitching of the bogie frame 14, so that the efficiency of absorbing vibration and impact by the auxiliary pillow spring 13 can be further improved, and the riding comfort can be further improved. Can be achieved.
【００４７】なお、上記の例では、台車枠１４と車両本
体１１との間に、圧縮バネからなる主まくらバネ１２及
び引張バネからなる副まくらバネ１３を設けたが、図２
に示すように、車両本体１１の下面から下方へ延在し
て、台車枠１４の下面側へ屈曲した支持フレーム２１を
形成し、この支持フレーム２１と台車枠１４との間に、
圧縮バネからなる副まくらバネ１３を設けても良い。つ
まり、このような構造とすることにより、副まくらバネ
１３としても、鉄道車両において通常用いられる圧縮バ
ネを使用することができる。In the above example, the main pillow spring 12 made of a compression spring and the sub pillow spring 13 made of a tension spring are provided between the bogie frame 14 and the vehicle body 11.
As shown in FIG. 3, a support frame 21 extending downward from the lower surface of the vehicle body 11 and bent toward the lower surface of the bogie frame 14 is formed. Between the support frame 21 and the bogie frame 14,
A sub-pillow spring 13 made of a compression spring may be provided. That is, with such a structure, a compression spring usually used in a railway vehicle can be used as the sub pillow spring 13 as well.
【００４８】さらに、上記の例では、本発明の車両の支
持構造を、車両本体１１を鉛直方向に支持する支持部分
に適応させたが、この支持構造は、鉛直方向の支持に限
らず、例えば、車両本体１１の左右方向等の水平方向の
支持部分に適応させて、左右方向の衝撃・振動の入力に
対して防振性能を向上させても良い。Further, in the above example, the vehicle support structure of the present invention is adapted to the support portion for supporting the vehicle body 11 in the vertical direction. However, the support structure is not limited to the vertical support, and may be, for example, Alternatively, the anti-vibration performance against the input of shock or vibration in the left-right direction may be improved by adapting to a horizontal support portion such as the left-right direction of the vehicle body 11.
【００４９】なお、上記の車両の支持構造における車輪
軸１６としては、左右の車輪１５が車軸に剛結合されて
一体化されたものでも、あるいは、左右の車輪１５が独
立に回転するような独立回転車輪でも、さらには、それ
ぞれの車輪１５が完全に独立して支持された構造でも良
いことは勿論である。As the wheel axle 16 in the above-described vehicle support structure, the left and right wheels 15 may be rigidly connected to the axle and integrated, or may be independent such that the left and right wheels 15 rotate independently. It goes without saying that a rotating wheel or a structure in which each wheel 15 is supported completely independently may be used.
【００５０】また、図１、２及び上式（１）〜（６）に
て用いられた符号の諸元は、次の通りである。The specifications of the codes used in FIGS. 1 and 2 and the above equations (1) to (6) are as follows.
【００５１】[0051]
【数７】 (Equation 7)
【００５２】（試験例）ここで、上下方向及びピッチン
グ方向の自由度を有する本実施形態例の一軸台車による
車両の支持構造と、上下方向の自由度のみの従来の一軸
台車による車両の支持構造との上下方向の周波数応答の
比較試験を行った。なお、ここでは、まくらバネにそれ
ぞれダンパーを設け、また、主まくらバネを台車枠の回
転中心に配設した。(Test Example) Here, a vehicle support structure using a single-axle bogie having a degree of freedom in the vertical direction and the pitching direction, and a vehicle support structure using a conventional uniaxial bogie having only a vertical degree of freedom. A comparison test of the frequency response in the vertical direction was performed. Here, a damper is provided for each of the pillow springs, and the main pillow spring is disposed at the center of rotation of the bogie frame.
【００５３】図３に本実施形態例の一軸台車による支持
構造の場合の周波数応答解析の結果を示し、図４に従来
の一軸台車による支持構造の場合の周波数応答解析の結
果を示す。図からわかるように、本実施形態例の一軸台
車による支持構造は、従来の一軸台車による支持構造に
比べて、高い周波数にて良好な防振効果が得られること
がわかった。FIG. 3 shows a result of a frequency response analysis in the case of a support structure using a single-axle truck according to the present embodiment, and FIG. 4 shows a result of a frequency response analysis in a case of a support structure with a conventional single-axle truck. As can be seen from the figure, it was found that the support structure using the single-axle carriage of the present embodiment example can obtain a better vibration isolation effect at a higher frequency than the conventional support structure using the single-axle carriage.
【００５４】また、図５は、従来の一軸台車による支持
構造において、まくらバネの減衰係数を２倍にしたとき
の解析結果を示すものであり、この図からもわかるよう
に、共振点付近のゲインはあまり改善されないまま、高
い周波数帯にて負のゲインが大きくなった。つまり、ま
くらバネの減衰係数を大きくすることは、高周波数の減
衰を目的とした場合、不適切であることがわかった。FIG. 5 shows an analysis result when the damping coefficient of the pillow spring is doubled in a conventional support structure using a single-axle bogie. As can be seen from FIG. Negative gain increased in the high frequency band without much improvement in gain. In other words, it has been found that increasing the damping coefficient of the pillow spring is inappropriate for the purpose of damping high frequencies.
【００５５】[0055]
【発明の効果】以上、説明したように、本発明の車両の
支持構造によれば、下記の効果を得ることができる。請
求項１記載の車両の支持構造によれば、台車枠との連結
点が、軸バネと台車枠との連結点に対してずらされた主
まくらバネと副まくらバネとを有し、さらに、主まくら
バネと副まくらバネとの台車枠との連結点がずらされて
いるので、車輪から入力される振動・衝撃が、台車枠が
ピッチング運動することにより吸収され、さらに、主ま
くらバネ及び副まくらバネに分散されるので、車両本体
への伝達を極力抑えることができる。これにより、例え
ば、鉄道車両に適応した場合、一軸台車構造であること
により車両本体へ伝達され易い線路の継ぎ目を通過した
際の高周波の振動・衝撃を確実に低減させることがで
き、したがって、乗り心地を損ねることなく、一軸台車
としたことによる軽量化及び低コスト化を図ることがで
きる。As described above, according to the vehicle support structure of the present invention, the following effects can be obtained. According to the vehicle support structure of the first aspect, the connection point with the bogie frame has a main pillow spring and a sub pillow spring shifted with respect to the connection point between the shaft spring and the bogie frame, Since the connection point between the bogie frame of the main pillow spring and the sub pillow spring is shifted, vibrations and shocks input from the wheels are absorbed by the pitching motion of the bogie frame. Since it is distributed to the pillow spring, transmission to the vehicle body can be suppressed as much as possible. Thus, for example, when applied to a railway vehicle, high-frequency vibrations and shocks when passing through a joint of a line that is easily transmitted to the vehicle main body due to the uniaxial bogie structure can be reliably reduced, and therefore, the ride The weight can be reduced and the cost can be reduced by using a single-axle truck without impairing comfort.
【００５６】請求項２記載の車両の支持構造によれば、
副まくらバネの台車枠への連結点が主まくらバネの台車
枠への連結点よりも軸バネの台車枠への連結点から遠く
され、さらに、副まくらバネのバネ剛性が、主まくらバ
ネのバネ剛性よりも小さくされているので、副まくらバ
ネにおける変位が大きくされ、この大きな変位をバネ剛
性が小さな副まくらバネにて柔軟に吸収することがで
き、さらなる乗り心地の向上を図ることができる。According to the vehicle support structure of the second aspect,
The connecting point of the sub pillow spring to the bogie frame is farther from the connecting point of the shaft spring to the bogie frame than the connecting point of the main pillow spring to the bogie frame, and the spring stiffness of the sub pillow spring is Since the rigidity is smaller than the spring rigidity, the displacement of the auxiliary pillow spring is increased, and the large displacement can be flexibly absorbed by the auxiliary pillow spring having a small spring rigidity, thereby further improving ride comfort. .
【００５７】請求項３記載の車両の支持構造によれば、
主まくらバネ及び副まくらバネの車両本体との連結点に
作用するモーメントの和が所定値よりも小さくされてい
るので、所定値をゼロもしくは車両本体における乗り心
地に影響を与えることのない値とすることにより、車両
本体の揺れを確実に低減あるいはなくすことができ、さ
らなる乗り心地の向上を図ることができる。According to the vehicle support structure of the third aspect,
Since the sum of the moments acting on the connection points of the main pillow spring and the sub pillow spring with the vehicle body is smaller than a predetermined value, the predetermined value is set to zero or a value that does not affect the riding comfort in the vehicle body. By doing so, it is possible to reliably reduce or eliminate the shaking of the vehicle body, and it is possible to further improve the riding comfort.
【００５８】請求項４記載の車両の支持構造によれば、
主まくらバネ及び副まくらバネから車両本体に加わる力
の和が所定値よりも小さくされているので、所定値をゼ
ロもしくは車両本体における乗り心地に影響を与えるこ
とのない値とすることにより、車両本体に主まくらバネ
及び副まくらバネからの力を剛に受ける座を設けること
により、車両本体に加わる力を極力小さくあるいはなく
すことができ、乗り心地のさらなる向上を図ることがで
きる。According to the vehicle support structure of the fourth aspect,
Since the sum of the forces applied to the vehicle main body from the main pillow spring and the sub pillow spring is smaller than a predetermined value, the predetermined value is set to zero or a value that does not affect the riding comfort of the vehicle main body. By providing the main body with a seat that rigidly receives the force from the main pillow spring and the sub pillow spring, the force applied to the vehicle main body can be minimized or eliminated, and the riding comfort can be further improved.
【００５９】請求項５記載の車両の支持構造によれば、
主まくらバネの台車枠との連結点と副まくらバネの台車
枠との連結点との距離が、軸バネの台車枠との連結点と
台車枠のピッチングの回転中心との距離よりも大きくさ
れているので、副まくらバネによる振動・衝撃の吸収効
率をさらに向上させることができ、さらなる乗り心地の
向上を図ることができる。According to the vehicle support structure of the fifth aspect,
The distance between the connection point between the main pillow spring and the bogie frame and the connection point between the sub-pillow spring and the bogie frame is made larger than the distance between the connection point between the shaft spring and the bogie frame and the center of rotation of the bogie frame pitching. As a result, the efficiency of absorbing vibration and impact by the sub pillow spring can be further improved, and the riding comfort can be further improved.
【００６０】請求項６記載の車両の支持構造によれば、
台車枠と、台車枠の裏面側へ延在された車両本体の支持
フレームとの間に、副まくらバネが設けられているの
で、副まくらバネとして、主まくらバネと同じ鉄道車両
にて一般的に多く用いられている圧縮バネを使用するこ
とができ、特殊なバネを用いることによるコストアップ
をなくすことができる。According to the vehicle support structure of the sixth aspect,
Since the auxiliary pillow spring is provided between the bogie frame and the support frame of the vehicle body extending to the back side of the bogie frame, the auxiliary pillow spring is generally used in the same railway vehicle as the main pillow spring. Compression springs, which are widely used in the art, can be used, and the cost increase by using a special spring can be eliminated.
【００６１】請求項７記載の車両の支持構造によれば、
主まくらバネ及び副まくらバネから車両本体に加わる力
がそれぞれ反対向きであるので、車両本体側には、これ
ら主まくらバネ及び副まくらバネの力の差分しか加わら
なくなり、主まくらバネ及び副まくらバネから受ける力
による車両本体への影響を小さくすることができる。According to the vehicle support structure of the seventh aspect,
Since the forces applied to the vehicle body from the main pillow spring and the sub pillow spring are opposite to each other, only the difference between the forces of the main pillow spring and the sub pillow spring is applied to the vehicle body side, and the main pillow spring and the sub pillow spring are not applied. The effect on the vehicle body due to the force received from the vehicle can be reduced.
【図面の簡単な説明】[Brief description of the drawings]
【図１】 本発明の実施形態例の車両の支持構造を説明
する車両を支持する台車をモデル化した概略図である。FIG. 1 is a schematic view illustrating a vehicle supporting structure according to an embodiment of the present invention, in which a bogie supporting a vehicle is modeled.
【図２】 本発明の他の実施形態例の車両の支持構造を
説明する車両を支持する台車をモデル化した概略図であ
る。FIG. 2 is a schematic view illustrating a vehicle supporting structure for explaining a vehicle supporting structure according to another embodiment of the present invention;
【図３】 本実施形態例の車両の支持構造である一軸台
車の振動の周波数応答特性の解析結果を示すグラフ図で
ある。FIG. 3 is a graph showing an analysis result of a frequency response characteristic of vibration of a single-axle bogie as a vehicle support structure of the embodiment.
【図４】 従来の車両の支持構造である一軸台車の振動
の周波数応答特性の解析結果を示すグラフ図である。FIG. 4 is a graph showing an analysis result of frequency response characteristics of vibration of a single-axle bogie as a conventional vehicle support structure.
【図５】 従来の車両の支持構造である一軸台車の振動
の周波数応答特性の解析結果を示すグラフ図である。FIG. 5 is a graph showing an analysis result of frequency response characteristics of vibration of a single-axle bogie as a conventional vehicle support structure.
【図６】 従来の車両の支持構造である二軸台車を説明
する台車をモデル化した概略図である。FIG. 6 is a schematic view of a modeled bogie illustrating a two-axle bogie as a conventional vehicle support structure.
【図７】 従来の車両の支持構造である一軸台車を説明
する台車をモデル化した概略図である。FIG. 7 is a schematic view of a modeled bogie for explaining a uniaxial bogie as a conventional vehicle support structure.
１１ 車両本体 １２ 主まくらバネ １２ａ、１３ａ、１７ａ 連結点 １３ 副まくらバネ １４ 台車枠 １５ 車輪 １６ 車輪軸 １７ 軸バネ ２１ 支持フレーム DESCRIPTION OF SYMBOLS 11 Vehicle main body 12 Main pillow spring 12a, 13a, 17a Connection point 13 Secondary pillow spring 14 Bogie frame 15 Wheel 16 Wheel shaft 17 Shaft spring 21 Support frame
Claims (7)
枠に設けられた一軸台車上に車両本体が載置されて走行
可能とされた車両の支持構造であって、 前記車両本体と前記台車枠との間には、主まくらバネ及
び副まくらバネが設けられ、前記車輪軸と前記台車枠と
の間には、軸バネが設けられ、 前記主まくらバネ及び前記副まくらバネは、それぞれ前
記軸バネに対して前記台車枠との連結点がずらされ、前
記副まくらバネは、前記主まくらバネに対して前記台車
枠との連結点がずらされ、 前記台車枠は、前記軸バネ、主まくらバネ及び副まくら
バネのそれぞれの連結点におけるモーメントが釣り合わ
されていることを特徴とする車両の支持構造。1. A vehicle support structure in which a vehicle main body is mounted on a single-axle bogie provided with a wheel axle having wheels at both ends and provided on a bogie frame so that the vehicle main body can run. A main pillow spring and a sub pillow spring are provided between the bogie frame, and a shaft spring is provided between the wheel shaft and the bogie frame.The main pillow spring and the sub pillow spring are respectively provided. The connection point with the bogie frame is shifted with respect to the shaft spring, the sub-pillow spring is shifted with the bogie frame with respect to the main pillow spring, and the bogie frame includes the shaft spring, A support structure for a vehicle, wherein moments at respective connection points of a main pillow spring and a sub pillow spring are balanced.
点は、前記主まくらバネの前記台車枠への連結点よりも
前記軸バネの前記台車枠への連結点から遠くされ、 前記副まくらバネは、前記主まくらバネよりも、そのバ
ネ剛性が小さくされていることを特徴とする請求項１記
載の車両の支持構造。2. The connecting point of the sub pillow spring to the bogie frame is further away from the connecting point of the shaft spring to the bogie frame than the connecting point of the main pillow spring to the bogie frame. The vehicle supporting structure according to claim 1, wherein the pillow spring has a spring rigidity smaller than that of the main pillow spring.
前記副まくらバネのそれぞれの連結点におけるモーメン
トの和が所定値よりも小さくされていることを特徴とす
る請求項１または請求項２記載の車両の支持構造。3. The vehicle body according to claim 1, wherein a sum of moments at respective connecting points of the main pillow spring and the sub pillow spring is smaller than a predetermined value. Vehicle support structure.
記副まくらバネとの連結点にて前記主まくらバネ及び前
記副まくらバネから受ける力の和が所定値よりも小さく
されていることを特徴とする請求項１〜３のいずれか１
項記載の車両の支持構造。4. The vehicle according to claim 1, wherein a sum of forces received from said main pillow spring and said sub pillow spring at a connection point between said main pillow spring and said sub pillow spring is smaller than a predetermined value. Any one of claims 1 to 3
A vehicle support structure according to any of the preceding claims.
点と前記副まくらバネの前記台車枠との連結点との距離
は、前記軸バネの前記台車枠との連結点と前記台車枠の
回転中心との距離よりも大きくされていることを特徴と
する請求項１〜４のいずれか１項記載の車両の支持構
造。5. A distance between a connection point of the main pillow spring and the bogie frame and a connection point of the sub pillow spring and the bogie frame is determined by a connection point of the shaft spring with the bogie frame and the bogie frame. The support structure for a vehicle according to any one of claims 1 to 4, wherein the distance is larger than a distance from the center of rotation of the vehicle.
へ延在する支持フレームが設けられ、前記副まくらバネ
は、前記台車枠と前記支持フレームとの間に設けられて
いることを特徴とする請求項１〜５のいずれか１項記載
の車両の支持構造。6. The vehicle body is provided with a support frame extending to the back side of the bogie frame, and the sub pillow spring is provided between the bogie frame and the support frame. The vehicle support structure according to any one of claims 1 to 5, wherein:
と前記車両との連結点にて、前記台車枠の運動によって
発生する力がそれぞれ反対向きに作用するように前記主
まくらバネ及び前記副まくらバネが配置されていること
を特徴とする請求項１〜６のいずれか１項記載の車両の
支持構造。7. The main pillow spring and the sub pillow spring such that forces generated by the movement of the bogie frame act in opposite directions at a connection point between the main pillow spring and the sub pillow spring and the vehicle. The vehicle support structure according to any one of claims 1 to 6, wherein a spring is disposed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001066742A JP4066129B2 (en) | 2001-03-09 | 2001-03-09 | Vehicle support structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2001066742A JP4066129B2 (en) | 2001-03-09 | 2001-03-09 | Vehicle support structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002264807A true JP2002264807A (en) | 2002-09-18 |
| JP4066129B2 JP4066129B2 (en) | 2008-03-26 |
Family
ID=18925198
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2001066742A Expired - Fee Related JP4066129B2 (en) | 2001-03-09 | 2001-03-09 | Vehicle support structure |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP4066129B2 (en) |
-
2001
- 2001-03-09 JP JP2001066742A patent/JP4066129B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JP4066129B2 (en) | 2008-03-26 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US11084510B2 (en) | Bolster of bogie | |
| US9174654B2 (en) | Drive having axle-mounted transmission for high speeds | |
| KR100657622B1 (en) | The steering bogie for railway vehicle | |
| US11208123B2 (en) | Frame of bogie | |
| CN112356871A (en) | Bogie for inner axle box of railway vehicle | |
| US4570544A (en) | Diagonally braced rail truck | |
| JP2008238999A (en) | Linking device of vehicle body | |
| CN102673594B (en) | Rail vehicle unit with a rolling support | |
| CN214356027U (en) | Primary suspension device for railway vehicle bogie | |
| US8122835B2 (en) | Undercarriage for a rail vehicle | |
| KR101498451B1 (en) | Bogie installation for improving steering performance in superhigh-speed railway vehicle | |
| JP6713346B2 (en) | Railcar body support device | |
| JP3498258B2 (en) | 2-axle bogie for railway vehicles | |
| JP4066129B2 (en) | Vehicle support structure | |
| KR100993192B1 (en) | Wheel-axle set steering device of railway vehicle | |
| CN212473463U (en) | Flexible framework type bogie and railway vehicle | |
| CN110254463B (en) | Rail vehicle, bogie and wheel set assembly | |
| CN210083223U (en) | Axle box rubber pad and rail vehicle bogie | |
| JPH10250573A (en) | Car body supporting device for railway rolling stock | |
| US7624687B2 (en) | Truck apparatus for railway cars | |
| JP3845144B2 (en) | Bolsterless trolley for vehicles | |
| CN110481583B (en) | Suspension type monorail vehicle and suspension device thereof | |
| EP0818375B1 (en) | Railway vehicle bogie | |
| JPH0292770A (en) | Antirolling device for bolsterless bogie | |
| CN219687317U (en) | Hydraulic transmission bogie for positioning single-pivoted axle box |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20040914 |
|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20040914 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20040914 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20070626 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20070823 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20071127 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20071225 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110118 Year of fee payment: 3 |
|
| R150 | Certificate of patent or registration of utility model |
Free format text: JAPANESE INTERMEDIATE CODE: R150 Ref document number: 4066129 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20070823 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120118 Year of fee payment: 4 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120118 Year of fee payment: 4 |
|
| S533 | Written request for registration of change of name |
Free format text: JAPANESE INTERMEDIATE CODE: R313533 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120118 Year of fee payment: 4 |
|
| R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120118 Year of fee payment: 4 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130118 Year of fee payment: 5 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130118 Year of fee payment: 5 |
|
| S533 | Written request for registration of change of name |
Free format text: JAPANESE INTERMEDIATE CODE: R313533 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130118 Year of fee payment: 5 |
|
| R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130118 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130118 Year of fee payment: 5 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |