JP5297602B2 - Railway vehicle suspension system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension device for railway vehicle capable of realizing both of excellent ride-comfort in normal operation and a characteristic capable of holding when a large load is applied, while maintaining a merit of obtaining excellent cushion performance even if an air spring portion is broken, and as a result, improved as a whole. <P>SOLUTION: This suspension device for railway vehicle is structured of an air spring portion a provided with an elastic diaphragm 3 over from an upper support portion 1 on a vehicle body side to an intermediate support portion 2 arranged under the upper support portion 1, a compression type elastic mechanism c formed by inserting a first elastic body 9 between the intermediate support portion 2 and a lower support portion 8 arranged under the intermediate support portion 2 on a bogie side, a shearing elastic mechanism b formed by interposing a second elastic body 7 over from the outer peripheral part 5, which is formed in any one of an abutting member 4 arranged under the upper support portion 1 with a predetermined distance and the intermediate support portion 2, to the inner peripheral part 6 formed in the other thereof. <P>COPYRIGHT: (C)2009,JPO&amp;INPIT

Description

本発明は、鉄道車両用懸架装置に係り、詳しくは、車体側の上支持部と、その下方に配置される台車側部材とに亘って弾性材製のダイヤフラムを設けて成る空気ばね部を有する鉄道車両用懸架装置に関するものである。   The present invention relates to a railway vehicle suspension system, and more specifically, includes an air spring portion in which a diaphragm made of an elastic material is provided across an upper support portion on a vehicle body side and a carriage side member disposed below the upper support portion. The present invention relates to a railway vehicle suspension system.

この種の鉄道車両用懸架装置としては、特許文献１において開示されたものが知られている。これは、前述の空気ばね部の内筒（符号２）の内周面と台車側部材（符号６）の外周面とに亘って、円環状のゴムと円環状の金属リングとを交互に径方向に積層して成るせん断型弾性機構（符号５：コニカルストッパーとも呼ばれる）を設けるとともに、内筒の上蓋部（符号２Ａ）に支持される緩衝体（符号１２）をせん断型弾性機構（符号５）の上方に配置して成るものである。   As this type of railway vehicle suspension system, one disclosed in Patent Document 1 is known. This is because the ring-shaped rubber and the ring-shaped metal ring are alternately diametrically formed across the inner peripheral surface of the inner cylinder (reference numeral 2) of the air spring portion and the outer peripheral surface of the carriage side member (reference numeral 6). A shearing type elastic mechanism (reference number 5: also called a conical stopper) is provided, and a shock absorber (reference numeral 12) supported by the upper lid portion (reference numeral 2A) of the inner cylinder is provided with a shearing type elastic mechanism (reference numeral 5). ) Above.

この懸架装置は、ダイヤフラムが破れる等の空気ばね部が破損した場合でも、その日ぐらいは何とか走り続けることが可能となるように、空気ばね部が機能しない状態でも実用に耐えるクッション性能を持たせたものである。即ち、例として空気ばね部のダイヤフラム（符号３）が何らかの原因で破損した場合には、車両荷重によって外筒（符号１）が下がり、その下面が内筒（符号２）の上面に当接した状態となり、そうなるとせん断型弾性機構（符号５）のみによって懸架される状態となってクッション性能が低下する。   This suspension system has a cushioning performance that can withstand practical use even when the air spring part is not functioning, so that even if the air spring part breaks or the air spring part breaks, it will be possible to continue running some day. Is. That is, as an example, when the diaphragm (symbol 3) of the air spring part is damaged for some reason, the outer cylinder (symbol 1) is lowered by the vehicle load, and the lower surface thereof contacts the upper surface of the inner cylinder (symbol 2). In this state, the cushion performance is lowered due to the state suspended only by the shear type elastic mechanism (reference numeral 5).

そこで、せん断型弾性機構（符号５）がある程度撓んだら、その上方に配備されている補助バネとも言うべき緩衝体（符号１２）が共に機能する構成とすることにより、特許文献１の図２にて示されるように非線形なバネ特性が得られるものである。つまり、空気ばね部が破損した場合でもソフトなバネ定数による良好な乗り心地を得ながら、大荷重時の踏ん張りも効くことが可能になり、空気ばね部の破損時におけるクッション性能が改善された鉄道車両用懸架装置を提供できるようにしたものである。
特開２００６−３２９２８０号公報 Therefore, if the shear type elastic mechanism (reference numeral 5) bends to some extent, the buffer body (reference numeral 12), which should be called an auxiliary spring, is arranged to function together, so that FIG. As shown in Fig. 5, a non-linear spring characteristic can be obtained. In other words, even if the air spring part is damaged, it is possible to obtain a good ride comfort with a soft spring constant, and it is also possible to work on struts under heavy loads, and the cushioning performance when the air spring part is damaged has been improved A suspension system for a vehicle can be provided.
JP 2006-329280 A

しかしながら、せん断型弾性機構は空気ばね部の有無に拘らずに機能するものであるから、水平方向には比較的踏ん張りが効くが、上下方向には比較的小なるバネ定数となることから、空気ばね部の作用と相まってソフトな乗車感が得られる反面、大荷重時の踏ん張りはあまり望めず、良好なクッション性能は満員乗車等の大きな荷重が作用する場合までもカバーできるものではなかった。また、せん断型弾性機構の上下方向のバネ定数が低いことから、経年によってゴム部が経たり、早期に車両の支持高さが低下してしまい易いという問題も残されていた。   However, since the shear-type elastic mechanism functions regardless of the presence or absence of the air spring portion, it is relatively strutable in the horizontal direction but has a relatively small spring constant in the vertical direction. While a soft ride feeling can be obtained in combination with the action of the spring part, it is not possible to expect a large amount of struts under heavy loads, and good cushion performance cannot be covered even when a large load such as a full board rides. In addition, since the spring constant in the vertical direction of the shearing type elastic mechanism is low, there is still a problem that the rubber part may pass with time and the support height of the vehicle is likely to be lowered at an early stage.

本発明の目的は、さらなる構造工夫により、空気ばね部が破損した場合でも良好なクッション性能が得られる長所は維持しながらも、通常時の良好な乗り心地と大荷重時での踏ん張りの効く特性との双方を実現でき、総合的に改善される鉄道車両用懸架装置を実現して提供する点にある。   The object of the present invention is to provide a good cushioning performance under normal load and a struggling effect under heavy loads while maintaining the advantage that good cushion performance can be obtained even if the air spring part is damaged by further structural ingenuity. The present invention is to realize and provide a railway vehicle suspension system that can realize both of the above and the overall improvement.

請求項１に係る発明は、鉄道車両用懸架装置において、
車体側の上支持部１と、その下方に配置される中間支持部２とに亘って弾性材製のダイヤフラム３を設けて成る空気ばね部ａと、
前記中間支持部２とこれの下方に配置される台車側の下支持部８との上下間に第１弾性体９を介装して成る圧縮型弾性機構ｃと、
前記上支持部１の下方に所定距離隔てて配置される当接部材４と前記中間支持部２との何れか一方に形成される外周部５と、何れか他方に形成される内周部６とに亘って第２弾性体７を介装して成るせん断型弾性機構ｂと、を備えて構成され、
前記第１弾性体９が、硬質板２２とゴム層２３とが上下に交互に積層されて成る積層ゴム構造を有して構成され、
前記外周部５が、上下向き軸心Ｐに対して先細りする円錐面又は角錐面状のテーパ外周面に形成され、かつ、前記内周部６が、前記テーパ外周面と同方向に傾斜するテーパ内周面に形成され、
前記第２弾性体７が、前記テーパ外周面５と同方向に傾斜する硬質リング１８ａ，１８ｂと、前記テーパ外周面５と同方向に傾斜するゴムリング１９ａ，１９ｂ，１９ｃとが径方向に交互に積層されて成る積層ゴム構造を有して構成され、
前記せん断型弾性機構ｂは、前記下支持部８との間に前記第１弾性体９を介装する円板状の底壁部１５とこれの外周端に一体化される筒壁部１６とで成る円筒状の中間本体部２Ａを有する中間支持部２に内装され、
前記せん断型弾性機構ｂは、前記第２弾性体７と第１弾性体９とが上下方向で互いに重なり合う状態で前記圧縮型弾性機構ｃの上方に配置されていることを特徴とするものである。 The invention according to claim 1 is the railcar suspension system,
An air spring portion a in which an elastic material diaphragm 3 is provided across an upper support portion 1 on the vehicle body side and an intermediate support portion 2 disposed below the upper support portion 1;
A compression-type elastic mechanism c having a first elastic body 9 interposed between upper and lower portions of the intermediate support portion 2 and a lower support portion 8 disposed on the lower side of the carriage;
An outer peripheral portion 5 formed on one of the contact member 4 and the intermediate support portion 2 arranged at a predetermined distance below the upper support portion 1, and an inner peripheral portion 6 formed on the other one And a shearing type elastic mechanism b formed by interposing the second elastic body 7,
The first elastic body 9 has a laminated rubber structure in which hard plates 22 and rubber layers 23 are alternately laminated in the vertical direction,
The outer peripheral portion 5 is formed on a tapered outer peripheral surface having a conical surface or a pyramid shape that is tapered with respect to the vertical axis P, and the inner peripheral portion 6 is tapered in the same direction as the tapered outer peripheral surface. Formed on the inner surface,
In the second elastic body 7, hard rings 18a, 18b inclined in the same direction as the tapered outer peripheral surface 5 and rubber rings 19a, 19b, 19c inclined in the same direction as the tapered outer peripheral surface 5 are alternately arranged in the radial direction. It has a laminated rubber structure that is laminated to
The shear-type elastic mechanism b includes a disk-shaped bottom wall portion 15 that interposes the first elastic body 9 between the lower support portion 8 and a cylindrical wall portion 16 that is integrated with an outer peripheral end thereof. decorated the intermediate support 2 having a cylindrical intermediate body portion 2A made of,
The shear type elastic mechanism b is characterized in that the second elastic body 7 and the first elastic body 9 are arranged above the compression type elastic mechanism c in a state where they overlap each other in the vertical direction. .

請求項２に係る発明は、請求項１に記載の鉄道車両用懸架装置において、前記当接部材４が前記中間支持部２に対して下方移動可能で、かつ、上方移動は阻止されるように構成して、前記第２弾性体７が上下方向に圧縮された状態で前記当接部材４と前記中間支持部２との間に組み込み可能な予圧縮機構ｄが装備されていることを特徴とするものである。   According to a second aspect of the present invention, in the railcar suspension system according to the first aspect, the contact member 4 can move downward with respect to the intermediate support portion 2 and is prevented from moving upward. And a pre-compression mechanism d that can be assembled between the contact member 4 and the intermediate support portion 2 in a state where the second elastic body 7 is compressed in the vertical direction. To do.

請求項３に係る発明は、請求項１又は２に記載の鉄道車両用懸架装置において、前記当接部材４の上面と前記上支持部１における上下方向で前記上面に対向する部分の下面との何れか一方に低摩擦材から成る滑り部材２１を、かつ、何れか他方に前記滑り部材側面が平らな板状摺動部材１４をそれぞれ配備して成る滑り機構ｅが装備されていることを特徴とするものである。   According to a third aspect of the present invention, in the railcar suspension system according to the first or second aspect, the upper surface of the contact member 4 and the lower surface of a portion of the upper support portion 1 that faces the upper surface in the vertical direction. A sliding mechanism e comprising a sliding member 21 made of a low friction material on either side and a plate-like sliding member 14 having a flat side surface on the other side is provided on either side. It is what.

請求項１の発明によれば、詳しくは実施形態の項にて説明するが、通常時は空気ばね部と圧縮型弾性機構とが協働し、上下方向の荷重に対しては主に空気ばね部が機能して良好なクッション性能が発揮され、水平方向の力に対しては主に圧縮型弾性機構が機能して良好に吸収できるようになる。そして、空気ばね部の破損時には、上下荷重によって上支持部と当接部材とが当接して、せん断型弾性機構と圧縮型弾性機構との協働による懸架状態に変化し、上下方向の荷重に対しては主にせん断型弾性機構による良好なクッション性能が発揮され、水平方向の力に対しては主に圧縮型弾性機構が機能して良好に吸収する。従って、空気ばね部が破損することがあっても、その破損前の状態に匹敵する良好な懸架性能を発揮可能となる。また、圧縮型弾性機構は経たりが少なく、高さが早期に低くならない点も好ましい。その結果、空気ばね部が破損した場合でも良好なクッション性能が得られる長所は維持しながらも、通常時の良好な乗り心地と大荷重時での踏ん張りの効く特性との双方を実現でき、総合的に改善される鉄道車両用懸架装置を提供することができる。   According to the first aspect of the present invention, the air spring portion and the compression-type elastic mechanism cooperate in the normal state, and the air spring is mainly used for the load in the vertical direction. The part functions and exhibits good cushioning performance, and the compression type elastic mechanism functions mainly for horizontal force and can absorb well. When the air spring part is damaged, the upper support part and the contact member come into contact with each other due to the vertical load, and the suspension state is changed by the cooperation of the shear type elastic mechanism and the compression type elastic mechanism. On the other hand, good cushioning performance is exhibited mainly by the shear type elastic mechanism, and the compression type elastic mechanism mainly functions and absorbs the force in the horizontal direction. Therefore, even if the air spring portion is damaged, it is possible to exhibit good suspension performance comparable to the state before the air spring portion is damaged. Further, it is also preferable that the compression-type elastic mechanism is less likely to pass through and the height does not decrease early. As a result, while maintaining the advantage of obtaining good cushion performance even if the air spring part is damaged, it is possible to achieve both good riding comfort during normal times and characteristics of struts under heavy loads. It is possible to provide a railway vehicle suspension system that is improved.

請求項１の発明によれば、圧縮型弾性機構が積層ゴム構造を有して構成されているので、上下方向には剛性（バネ定数）が高く踏ん張りの効くものとしながら、水平方向には剛性（バネ定数）を低くして振動やショック吸収が行える作用を強化できるようになり、前述の効果（段落００１０に記載の効果）を強化し得る利点がある。   According to the first aspect of the present invention, since the compression type elastic mechanism has a laminated rubber structure, the rigidity (spring constant) is high in the vertical direction and the strut is effective. There is an advantage that the effect of performing vibration and shock absorption can be enhanced by lowering (spring constant), and the above-described effect (the effect described in paragraph 0010) can be enhanced.

請求項１の発明によれば、詳しくは実施形態の項にて説明するが、テーパ外周面とテーパ内周面とに施されているテーパにより、当接部材が下降するに従って第２弾性体は、その内外径差が縮まるように作用する。従って、せん断型弾性機構は、荷重増加に伴ってバネ定数が漸増する非線形特性が発揮可能となり、空気ばね部の破損時におけるクッション性能が大きく改善される鉄道車両用懸架装置を提供することができる。   According to the invention of claim 1, the second elastic body is described in detail in the section of the embodiment, but as the contact member descends due to the taper applied to the taper outer peripheral surface and the taper inner peripheral surface, The inner and outer diameter differences are reduced. Therefore, the shear type elastic mechanism can exhibit a nonlinear characteristic in which the spring constant gradually increases as the load increases, and can provide a railway vehicle suspension system in which the cushion performance when the air spring portion is broken is greatly improved. .

請求項１の発明によれば、第２弾性体が積層ゴム構造を有しているので、水平方向には剛性（バネ定数）が高く踏ん張りの効くものとしながら、上下方向には剛性（バネ定数）を低くして振動やショック吸収が行える作用を強化できるようになり、前述の効果（段落００１０〜００１２に記載の効果）を強化し得る利点がある。   According to the first aspect of the present invention, since the second elastic body has a laminated rubber structure, the rigidity (spring constant) in the horizontal direction is high and the tension is effective, while the rigidity (spring constant) is in the vertical direction. ) Can be reduced to enhance the function of absorbing vibration and shock, and the above-described effects (effects described in paragraphs 0010 to 0012) can be enhanced.

請求項２の発明によれば、当接部材が中間支持部に対して下方移動は可能で上方移動は阻止されるように構成して成る予圧縮機構により、第２弾性体を予め上下方向に圧縮させた状態で組付けることが可能となり、空気ばね部の破損時に作用するせん断型弾性機構の動き出し荷重（当接部材の下降開始荷重）を任意に設定可能となり、より実情に即した条件設定ができる等、設計の自由化や合理化が可能となる利点がある。   According to the second aspect of the present invention, the second elastic body is moved in the vertical direction in advance by the pre-compression mechanism configured such that the abutting member can move downward with respect to the intermediate support portion and is prevented from moving upward. It is possible to assemble in a compressed state, and it is possible to arbitrarily set the starting load of the shear type elastic mechanism that acts when the air spring part is broken (the load to start lowering the abutment member). There is an advantage that the design can be liberalized and rationalized.

請求項３の発明によれば、空気ばね部の破損時における上支持部と当接部材とは滑り機構を介して当接することになるから、空気ばね部に水平方向の力が作用した場合には無理なく円滑に滑り移動して吸収可能になり、良好に機能することができる。これは曲線走行に伴ってダイヤフラムが捩り変化するボルスタレス台車の懸架装置として好適なものとなる。   According to the invention of claim 3, when the air spring portion is damaged, the upper support portion and the abutting member are brought into contact with each other via the sliding mechanism. Therefore, when a horizontal force acts on the air spring portion. Can slide smoothly and absorb without difficulty, and can function well. This is suitable as a suspension system for a bolsterless carriage in which the diaphragm twists and changes as the vehicle travels along a curve.

以下に、本発明による鉄道車両用懸架装置の実施の形態を、図面を参照しながら説明する。図１，図２はそれぞれ実施例１、実施例２による鉄道車両用懸架装置の構造を示す断面図である。   Hereinafter, embodiments of a railway vehicle suspension apparatus according to the present invention will be described with reference to the drawings. 1 and 2 are cross-sectional views showing the structure of a railcar suspension system according to Embodiments 1 and 2, respectively.

〔実施例１〕
実施例１による鉄道車両用懸架装置Ａは、図１に示すように、上から下に空気ばね部ａ、せん断型弾性機構ｂ、及び圧縮型弾性機構ｃをこの順で配備して構成されている。空気ばね部ａは、鉄道車両の車体に取付られることとなる上下方向視で円形の上支持部（外筒とも言う）１と、その下方に配置される中間支持部（内筒とも言う）２と、これら両者１，２に亘って設けられるゴム（弾性材の一例）製のダイヤフラム（ベローズ）３と、を有して構成されている。 [Example 1]
As shown in FIG. 1, the railway vehicle suspension apparatus A according to the first embodiment is configured by arranging an air spring portion a, a shear type elastic mechanism b, and a compression type elastic mechanism c in this order from top to bottom. Yes. The air spring portion a has a circular upper support portion (also referred to as an outer cylinder) 1 and an intermediate support portion (also referred to as an inner cylinder) 2 disposed below the circular upper support portion (also referred to as an outer cylinder) when viewed in the vertical direction. And a diaphragm (bellows) 3 made of rubber (an example of an elastic material) provided over both 1 and 2.

せん断型弾性機構ｂは、上支持部１の下方に所定距離を隔てて配置される当接部材４と、中間支持部２と、当接部材４に形成される外周部５と中間支持部２に形成される内周部６とに亘って介装される上下方向視で円環状の第２弾性体７と、を有して構成されている。圧縮型弾性機構ｃは、中間支持部２と、これの下方に配置される台車側の下支持部８と、これら両者２，８の上下間に介装される上下方向視で円環状の第１弾性体９と、を有して構成されている。次に、各部について詳述する。   The shear type elastic mechanism b includes a contact member 4 disposed below the upper support portion 1 at a predetermined distance, an intermediate support portion 2, an outer peripheral portion 5 formed on the contact member 4, and the intermediate support portion 2. And an annular second elastic body 7 as viewed in the vertical direction interposed between the inner peripheral portion 6 and the inner peripheral portion 6. The compression-type elastic mechanism c includes an intermediate support portion 2, a lower support portion 8 disposed on the lower side of the intermediate support portion 2, and an annular first support portion interposed between the upper and lower portions of these two and 8. 1 elastic body 9. Next, each part will be described in detail.

上支持部１は、上下二枚の鋼板１０，１１から成る上下方向視で円形を呈する支持座１ａと、これの下面に固着される鋼板製の有底筒部１ｂと、これら両者１ａ，１ｂに亘って固定される上下軸心Ｐを有する、支軸１ｃと、有底筒部１ｂの径外側において支持座１ａの下面側に一体化されるリング状でゴム製の上受座１ｄ等を有して構成されている。上受座１ｄは、有底筒部１ｂの外周面と下鋼板１１の下面には薄膜状に形成され、かつ、径外側ほど下方に厚くなる形状に形成されている。支軸１ｃは、エア給排用の中心孔１２を有する筒状に形成されている。有底筒部１ｂの底壁部１３、及びその下面に接着等によって一体化されるステンレス材製で円形の板状摺動部材１４のそれぞれにも、エア給排用の孔（符記省略）が形成されている。   The upper support portion 1 is composed of two upper and lower steel plates 10 and 11 and has a support seat 1a that is circular in a vertical direction, a bottomed cylindrical portion 1b made of a steel plate fixed to the lower surface of the support seat 1a, and both of these 1a and 1b. A support shaft 1c having a vertical axis P that is fixed over the ring, and a ring-shaped rubber upper receiving seat 1d that is integrated with the lower surface side of the support seat 1a outside the diameter of the bottomed cylindrical portion 1b. It is configured. The upper seat 1d is formed in a thin film shape on the outer peripheral surface of the bottomed cylindrical portion 1b and the lower surface of the lower steel plate 11, and is formed in a shape that becomes thicker downward as it goes radially outward. The support shaft 1c is formed in a cylindrical shape having a center hole 12 for air supply / discharge. Holes for supplying and discharging air are also provided in the bottom wall portion 13 of the bottomed cylindrical portion 1b and the circular plate-like sliding member 14 made of stainless steel that is integrated with the lower surface thereof by adhesion or the like (not shown). Is formed.

金属製の中間支持部２は、円板状の底壁部１５とこれの外周端に一体化される筒壁部１６とで成る略有底円筒状の中間本体部２Ａと、底壁部１５に固定状態で立設される中間筒２ａと、筒壁部１６に一体形成されるフランジ部２ｂと、筒壁部１６の上端部にボルト止めされる押えリング２ｃとを有して構成されている。中間筒２ａは、その上側に行くほど径がやや大きくなる方向に傾斜するテーパ内周面（内周部）６を有している。   The intermediate support portion 2 made of metal includes a substantially bottomed cylindrical intermediate main body portion 2A composed of a disk-like bottom wall portion 15 and a cylindrical wall portion 16 integrated with an outer peripheral end thereof, and a bottom wall portion 15. The intermediate cylinder 2a is erected in a fixed state, the flange part 2b is formed integrally with the cylindrical wall part 16, and the holding ring 2c is bolted to the upper end part of the cylindrical wall part 16. Yes. The intermediate cylinder 2a has a tapered inner peripheral surface (inner peripheral portion) 6 that inclines in a direction in which the diameter slightly increases toward the upper side.

ダイヤフラム３は、支持座１ａと有底筒部１ｂとで形成される上隅角部に圧入的に嵌合される上ビード部３ａと、広い面積でもって上受座１ｄで受け止められる上部３ｂと、最も横方向に張り出す本体部３ｃと、中間支持部２の外周面とフランジ部２ｂの上面とで形成される下隅角部にアタッチメントリング１７を介して圧入的に嵌合される下ビード部３ｄを備えて構成されている。つまり、自動車のタイヤとホイールとの関係のように、上支持部１と中間支持部２との双方にダイヤフラム３がボルト等の締結構造無しに嵌合装着さる構造、いわゆる「セルフシール型ダイヤフラム」を持つ空気ばね部ａに構成されている。   The diaphragm 3 includes an upper bead portion 3a that is press-fitted into an upper corner formed by the support seat 1a and the bottomed cylindrical portion 1b, and an upper portion 3b that is received by the upper seat 1d with a large area. The lower bead portion that is press-fitted through the attachment ring 17 to the lower corner formed by the main body portion 3c that projects most laterally, the outer peripheral surface of the intermediate support portion 2, and the upper surface of the flange portion 2b. 3d is provided. In other words, a structure in which the diaphragm 3 is fitted and attached to both the upper support portion 1 and the intermediate support portion 2 without a fastening structure such as a bolt, as in a relationship between a tire and a wheel of an automobile, a so-called “self-seal type diaphragm”. It is comprised in the air spring part a which has.

当接部材４は、お椀を伏せたような形状の上蓋部４Ａと、下方に行くほど小径となる円錐台形状で、下窄まり状の中心孔２０を有する中心部材４Ｂとから成る。中心部材４Ｂのテーパ外周面（外周部であり、円錐面又は角錐面の一例）５と、中間筒２ａのテーパ内周面６と、これら両者５，６に亘って架設される第２弾性体７とでもってせん断型弾性機構ｂが構成されている。上蓋部４Ａは、平面状の上壁部４ａと、若干下拡がり状に傾斜した筒壁部４ｂと、筒壁部４ｂの下端から径外側に張り出たフランジ部４ｃとを有している。フランジ部４ｃの最外径は、押えリング２ｃの最内径よりも大きくしてあり、フランジ部４ｃが押えリング２ｃの下面に当接することで、その状態よりも当接部材４が上方に移動するのは阻止し、下方に移動するのは許容するように構成して、第２弾性体７が上下方向に圧縮された状態で当接部材４と中間支持部２との間に組み込み可能となる予圧縮機構ｄが装備されている。   The abutting member 4 includes an upper lid portion 4A shaped like a bowl, and a central member 4B having a truncated conical center hole 20 having a smaller diameter as it goes downward. A taper outer peripheral surface (an outer peripheral portion, an example of a conical surface or a pyramid surface) 5 of the center member 4B, a taper inner peripheral surface 6 of the intermediate cylinder 2a, and a second elastic body spanning both of these 5 and 6 7, the shearing type elastic mechanism b is constituted. The upper lid portion 4A includes a planar upper wall portion 4a, a cylindrical wall portion 4b inclined slightly downward, and a flange portion 4c projecting radially outward from the lower end of the cylindrical wall portion 4b. The outermost diameter of the flange portion 4c is larger than the outermost inner diameter of the presser ring 2c. When the flange portion 4c comes into contact with the lower surface of the presser ring 2c, the contact member 4 moves upward from that state. The second elastic body 7 can be assembled between the abutting member 4 and the intermediate support portion 2 in a state where the second elastic body 7 is compressed in the vertical direction. A pre-compression mechanism d is equipped.

また、上壁部４ａの上面にはフッ素樹脂等の低摩擦材から成る円形平板状の滑り部材２１が接着等の手段によって一体化されており、この滑り部材２１と板状摺動部材１４とによって滑り機構ｅが構成されている。つまり、滑り機構ｅは、当接部材４の上壁部（上面）４ａと上支持部１における上下方向で上壁部４ａに対向する部分である底壁部１３の下面との何れか一方に低摩擦材から成る滑り部材２１を、かつ、何れか他方に滑り部材側面が平らな板状摺動部材１４をそれぞれ配備して構成されている。   Further, a circular flat plate-like sliding member 21 made of a low friction material such as a fluororesin is integrated on the upper surface of the upper wall portion 4a by means such as adhesion, and the sliding member 21, plate-like sliding member 14, The sliding mechanism e is constituted by the above. That is, the sliding mechanism e is provided on either the upper wall portion (upper surface) 4a of the contact member 4 or the lower surface of the bottom wall portion 13 that is a portion facing the upper wall portion 4a in the vertical direction of the upper support portion 1. A sliding member 21 made of a low-friction material is provided, and a plate-like sliding member 14 having a flat sliding member side surface is provided on either side.

尚、上壁部４ａ及び滑り部材２１の双方には軸心Ｐを中心とする孔（符記省略）が形成されており、これによって支軸１ｃの中心孔１２、ダイヤフラム３の内部空間３Ｓ、中心部材４Ｂの中心孔２０、及び第２弾性体７と底壁部１５とで囲まれる空間部分２４とは相互に連通されていて、内部空間３Ｓの容積を実質的に増量させてある。従って、ダイヤフラム３を大径で扁平な形状として、水平方向の安定性に優れるものとしながらも、その形状故に内部空間３Ｓの容積が小さくなってバネ定数が大きくなることが抑制され、上下方向のバネ定数を小さくできてクッション性能にも優れるものとなっている。加えて、せん断型弾性機構ｂの作用時には当接部材４の下方における空気室容積の変化が生ぜず、第２弾性体７の弾性のみによるソフトなバネ定数の実現にも寄与している。   Both the upper wall portion 4a and the sliding member 21 are formed with a hole (not shown) centered on the axis P, whereby the center hole 12 of the support shaft 1c, the inner space 3S of the diaphragm 3, The central hole 20 of the central member 4B and the space portion 24 surrounded by the second elastic body 7 and the bottom wall portion 15 are in communication with each other, and the volume of the internal space 3S is substantially increased. Therefore, the diaphragm 3 has a large diameter and a flat shape, and is excellent in stability in the horizontal direction. However, because of the shape, the volume of the internal space 3S is reduced and the spring constant is prevented from being increased. The spring constant can be reduced and the cushion performance is also excellent. In addition, the air chamber volume below the abutting member 4 does not change during the action of the shear type elastic mechanism b, contributing to the realization of a soft spring constant only by the elasticity of the second elastic body 7.

第２弾性体７は、テーパ外周面５と同方向に傾斜する金属材等による硬質リング１８ａ，１８ｂと、テーパ外周面５と同方向に傾斜するゴムリング１９ａ〜１９ｃとが径方向に交互に複数積層されて成る積層ゴム構造に構成されている。尚、図１においては、内外２組の硬質リング１８ａ，１８ｂと、内外３組のゴムリング１９ａ，１９ｂ，１９ｃとを有しているが、それ以上でもそれ以下でも良く、また、硬質リングが無く、ゴムリング１９ａのみから成る第２弾性体７としても良い。第２弾性体７は、自由状態から若干上下に圧縮された状態でせん断型弾性機構ｂとして組み込まれており、その予圧縮による弾性復元力により、フランジ部４ｃが押えリング２ｃの下面に当接する状態が維持されている。   The second elastic body 7 includes hard rings 18a and 18b made of a metal material or the like inclined in the same direction as the tapered outer peripheral surface 5 and rubber rings 19a to 19c inclined in the same direction as the tapered outer peripheral surface 5 alternately in the radial direction. A laminated rubber structure is formed by laminating a plurality. In FIG. 1, the inner and outer two sets of hard rings 18a and 18b and the inner and outer three sets of rubber rings 19a, 19b and 19c are provided. Alternatively, the second elastic body 7 including only the rubber ring 19a may be used. The second elastic body 7 is incorporated as a shearing type elastic mechanism b in a state of being slightly compressed up and down from the free state, and the flange portion 4c comes into contact with the lower surface of the presser ring 2c by the elastic restoring force by the pre-compression. State is maintained.

下支持部８は、台車（図示省略）に連結するための支軸８ａを有する金属製で円形板状の部材であり、支軸８ａは上下軸心Ｐを中心としている。この下支持部８と底壁部１５との上下間に介装される第１弾性体９は、金属製で三枚の硬質板２２と上下三層のゴム層２３とが上下に交互に積層されて成る積層ゴム構造に構成されている。最上位置の硬質板２２はその他の硬質板２２よりも大径とされており、ボルト止めによって中間支持部２に固定されている。これら各硬質板２２及び各ゴム層２３は、大径化するための上下方向視で円環状に形成されており、その結果、下支持部８と底壁部１５との上下間に空間部ｓが形成されている。この筒形状の採用により、第１弾性体９の見かけの二次形状係数を大きくすることができ、水平方向のショックや振動吸収が良好に行える横剛性（バネ定数）の比較的低いものとしながらも、必要となる上下方向の剛性（バネ定数）と、中間支持部２より上側部分のより安定した支持作用とが得られている。   The lower support portion 8 is a metal and circular plate-like member having a support shaft 8a for connection to a carriage (not shown), and the support shaft 8a is centered on the vertical axis P. The first elastic body 9 interposed between the lower support portion 8 and the bottom wall portion 15 is made of metal, and three hard plates 22 and three upper and lower rubber layers 23 are alternately stacked one above the other. A laminated rubber structure is formed. The uppermost hard plate 22 has a larger diameter than the other hard plates 22 and is fixed to the intermediate support portion 2 by bolting. Each of the hard plates 22 and the rubber layers 23 are formed in an annular shape when viewed in the vertical direction in order to increase the diameter, and as a result, a space portion s is provided between the lower support portion 8 and the bottom wall portion 15. Is formed. By adopting this cylindrical shape, the apparent secondary shape factor of the first elastic body 9 can be increased, and the lateral rigidity (spring constant) capable of satisfactorily absorbing the shock and vibration in the horizontal direction is relatively low. In addition, the required vertical rigidity (spring constant) and a more stable support action of the upper part than the intermediate support part 2 are obtained.

次に、実施例１による鉄道車両用懸架装置Ａの作用（機能）について説明する。空気ばね部ａが破損せず、通常に機能している場合は、空気ばね部ａと圧縮型弾性機構ｃとによる懸架状態となり、上下方向の荷重に対しては主に空気ばね部ａによるソフトなバネ定数による良好なクッション性能が発揮され、水平方向の力に対しては主に圧縮型弾性機構ｃが機能することで良好に吸収できるようになる。例えば、曲線走行時にはダイヤフラム３の横方向への捩り変形を伴うボルスタレス台車の懸架に用いれば、圧縮型弾性機構ｃの水平方向への柔軟な弾性変形も加わるので、より円滑で安定した曲線走行挙動が得られるという利点がある。   Next, the operation (function) of the railway vehicle suspension system A according to the first embodiment will be described. When the air spring part a is not damaged and is functioning normally, it is suspended by the air spring part a and the compression type elastic mechanism c, and the softness by the air spring part a is mainly applied to the load in the vertical direction. A good cushioning performance due to the spring constant is exhibited, and the horizontal force can be absorbed well by mainly the function of the compression type elastic mechanism c. For example, when used for suspension of a bolsterless carriage with a torsional deformation in the lateral direction of the diaphragm 3 during curved traveling, a flexible elastic deformation in the horizontal direction of the compression-type elastic mechanism c is also added, so that a smoother and more stable curved traveling behavior is added. There is an advantage that can be obtained.

次に、何らかの原因によって空気ばね部ａが破損した場合には、車両荷重によって上支持部１が下降し、滑り機構ｅを介して底壁部１３と上壁部４ａとが当接することになり、それによってせん断型弾性機構ｂと圧縮型弾性機構ｃとによる懸架状態に変化する。せん断型弾性機構ｂは、圧縮型弾性機構ｃと比較した場合、水平方向の剛性（バネ定数）は高く、上下方向の剛性（バネ定数）は低い特性を持つから、空気ばね部ａの破損時には、上下方向の荷重に対しては主にせん断型弾性機構ｂによるソフトなバネ定数による良好なクッション性能が発揮され、水平方向の力に対しては主に圧縮型弾性機構ｃが機能することで良好に吸収できるようになる。従って、空気ばね部ａが破損して機能しなくなる不具合が生じても、破損前の状態に匹敵するほどの良好な懸架性能を発揮可能になっている。   Next, when the air spring part a is damaged for some reason, the upper support part 1 is lowered by the vehicle load, and the bottom wall part 13 and the upper wall part 4a come into contact with each other via the sliding mechanism e. Thus, the suspension is changed to the suspended state by the shear type elastic mechanism b and the compression type elastic mechanism c. The shear type elastic mechanism b has a characteristic that the rigidity in the horizontal direction (spring constant) is high and the rigidity in the vertical direction (spring constant) is low when compared with the compression type elastic mechanism c. For the load in the vertical direction, a good cushioning performance is exerted mainly by the soft spring constant by the shear type elastic mechanism b, and the compression type elastic mechanism c functions mainly for the force in the horizontal direction. It can absorb well. Therefore, even if the air spring part a breaks and fails to function, it is possible to exhibit a good suspension performance comparable to the state before the breakage.

この場合、テーパ外周面（外周部）５とテーパ内周面（内周部）６とに施されているテーパにより、当接部材４が下降するに従って積層ゴム構造を呈する第２弾性体７は、その内外径差が縮まるように作用することになり、バネ定数が漸増する非線形特性が発揮される利点がある。また、荷重増によって中心部材４Ｂが底壁部１５に当接する前に、内側の硬質リング１８ａが上壁部４ａに当接する構造とすれば、中心部材４Ｂの下降量が増すと第２弾性体７の上下方向のバネ定数が増加する非線形特性を発揮させることが可能である。同様に、先に外側の硬質リング１８ｂが底壁部１５に当接する構造としても良い。   In this case, due to the taper applied to the tapered outer peripheral surface (outer peripheral portion) 5 and the tapered inner peripheral surface (inner peripheral portion) 6, the second elastic body 7 exhibiting a laminated rubber structure as the contact member 4 descends is This has the advantage that the non-linear characteristic in which the spring constant gradually increases is exerted so that the difference between the inner and outer diameters is reduced. Further, if the inner hard ring 18a is brought into contact with the upper wall portion 4a before the center member 4B comes into contact with the bottom wall portion 15 due to an increase in load, the second elastic body is increased when the lowering amount of the center member 4B is increased. 7 can exhibit a non-linear characteristic in which the vertical spring constant increases. Similarly, a structure in which the outer hard ring 18b is first brought into contact with the bottom wall portion 15 may be employed.

そして、破損した空気ばね部ａに水平荷重が加わることがあると、そのときは互いに上下に当接している滑り部材２１と板状摺動部材１４とが軽快・容易に横滑り移動するように滑り機構ｅが機能して吸収することができるので、それによって乗車感が損われることや構造的に無理が掛るといった不利を回避することができる利点がある。これは、空気ばね部ａの捩り変形が余儀なくされるボルスタレス台車を用いる鉄道車両にはまさに好適な構造の懸架装置となる。   If a horizontal load is applied to the damaged air spring part a, the sliding member 21 and the plate-like sliding member 14 that are in contact with each other at that time slide so as to move sideways and easily. Since the mechanism e can function and absorb, there is an advantage that it is possible to avoid such disadvantages that the ride feeling is impaired and that the structure is unreasonable. This is a suspension device having a structure suitable for a railway vehicle using a bolsterless carriage in which the torsional deformation of the air spring portion a is unavoidable.

さらに、参考に記せば、前述の特許文献１が示す空気ばねは、いわゆる「マン型ダイヤフラム」を採用したものであり、このマン型ダイヤフラムは、製作方法が複雑でコスト高になる傾向がある。構造的には、上部の金具（上支持部１に相当）には強い剛性が必要であって重量増を招くとともに、上部の金具には締結されるためにダイヤフラムの交換に工数が掛るという難点がある。また、むき出し状態の上部の金具に特殊な塗装を行うとか、アルミ合金で作る等の防錆処理コストも高く付く。さらに、せん断型弾性機構には絶えず内圧が作用していて経たり易く、支持高さが早期に低くなるので、それを防止すべくバネ特性に非線形特性を持たせるとか、メタルストッパーを設ける等の構造が必要になる場合もある。   Further, for reference, the air spring shown in the above-mentioned Patent Document 1 employs a so-called “Man-shaped diaphragm”, and this Man-shaped diaphragm tends to be complicated in manufacturing method and costly. Structurally, the upper metal fitting (corresponding to the upper support 1) needs to have a strong rigidity, resulting in an increase in weight, and the upper metal fitting is fastened so that it takes time to replace the diaphragm. There is. In addition, there is a high cost for rust prevention treatment, such as applying special coating to the upper metal fittings in the exposed state or using aluminum alloy. Furthermore, since the internal pressure is constantly acting on the shear type elastic mechanism, the support height is lowered early, so that the spring characteristic is given a non-linear characteristic or a metal stopper is provided to prevent it. A structure may be required.

これに対して本願発明による鉄道車両用懸架装置では、径内外方向への積層ゴムとも言うべきせん断型弾性機構（コニカルストッパー）ｂを、剛性に富む中間支持部２に内装したような構成としてあるので、空気ばね部ａの破損時における上下方向のバネ定数は、従来と同様にソフトなものとすることが可能である。そして、空気ばね部ａの破損の有無に拘らずに積層ゴム構造の圧縮型弾性機構ｃが作用するから、水平方向の柔軟な剛性感を維持しながらも、上下方向の大荷重には腰砕けにならず踏ん張りの効くバネ定数が発揮されるようになる。   On the other hand, the suspension device for a railway vehicle according to the present invention is configured such that a shear type elastic mechanism (conical stopper) b, which is also referred to as a laminated rubber in the inner and outer directions, is housed in the intermediate support portion 2 rich in rigidity. Therefore, the spring constant in the vertical direction when the air spring portion a is damaged can be made soft as in the conventional case. The compression-type elastic mechanism c having a laminated rubber structure acts regardless of whether the air spring portion a is damaged, so that it is not shattered by a large load in the vertical direction while maintaining a flexible feeling in the horizontal direction. Instead, the spring constant that works well is exerted.

その結果、空車や定員状態から満員乗車時等のあらゆる荷重条件でも良好に懸架機能が発揮されるように改善された鉄道車両用懸架装置を実現できている。また、セルフシール型ダイヤフラムを有しているので、組付け性や分解性に優れるとともに、第２弾性体７には、当接部材４を押し上げて押えリング２ｃに押圧付勢する予圧縮力が作用するだけであり、また積層ゴム構造の第１弾性体９は構造的に経たりが少なく、懸架装置Ａとしての高さが安定維持されるようになる。   As a result, an improved railway vehicle suspension system can be realized so that the suspension function can be satisfactorily exhibited even under all load conditions such as empty or full capacity. Further, since it has a self-sealing diaphragm, it is excellent in assembling and disassembling, and the second elastic body 7 has a precompression force that pushes up the abutting member 4 and presses it against the presser ring 2c. In addition, the first elastic body 9 having a laminated rubber structure is less likely to pass through structurally, and the height of the suspension device A is stably maintained.

〔実施例２〕
実施例２による鉄道車両用懸架装置Ａは、図１に示す実施例１のものとせん断型弾性機構ｂが異なるだけであり、その他は同じである。その異なる部分を説明すれば、図２に示すように、図１の中心部材４Ｂを上下反転させたような形状の円錐台部材２５を図１の中間筒２ａに代えて底壁部１５に立設する。当接部材４は、下端外周部にフランジ部２７を有する筒壁２６と、円板上壁２８とをボルト止め一体化して構成されている。円錐台部材２５の外周部であるテーパ外周面５と、筒壁２６の内周部であるテーパ内周面６とに亘って、第２弾性体７を介装してせん断型弾性機構ｂが構成されている。 [Example 2]
The railway vehicle suspension apparatus A according to the second embodiment is the same as the first embodiment shown in FIG. The different parts will be described. As shown in FIG. 2, a truncated cone member 25 shaped like a vertically inverted central member 4B in FIG. 1 is placed on the bottom wall portion 15 in place of the intermediate cylinder 2a in FIG. Set up. The abutting member 4 is formed by bolting and integrating a cylindrical wall 26 having a flange portion 27 at the outer peripheral portion of the lower end and a disk upper wall 28. The shear type elastic mechanism b is interposed between the tapered outer peripheral surface 5 that is the outer peripheral portion of the truncated cone member 25 and the tapered inner peripheral surface 6 that is the inner peripheral portion of the cylindrical wall 26 with the second elastic body 7 interposed therebetween. It is configured.

第２弾性体７における、内外の硬質リング１８ａ，１８ｂと内外３組のゴムリング１９ａ，１９ｂ，１９ｃの傾斜方向は円錐台部材２５のテーパ外周面５に沿うものとなっており、これも図１のものとは逆向きになっている。この実施例２による鉄道車両用懸架装置Ａが有する作用や効果は、実施例１による鉄道車両用懸架装置Ａのものと同じと考えて良いと思われる。   The inclination directions of the inner and outer hard rings 18a and 18b and the three inner and outer rubber rings 19a, 19b and 19c in the second elastic body 7 are along the tapered outer peripheral surface 5 of the truncated cone member 25. It is the opposite of one. It can be considered that the operation and effect of the railway vehicle suspension apparatus A according to the second embodiment are the same as those of the railway vehicle suspension apparatus A according to the first embodiment.

実施例１による鉄道車両用懸架装置の断面図Sectional drawing of the suspension system for railway vehicles by Example 1 実施例２による鉄道車両用懸架装置の断面図Sectional drawing of the suspension system for railway vehicles by Example 2

１ 上支持部
２ 中間支持部
２Ａ 中間本体部
３ ダイヤフラム
４ 当接部材
５ 外周部（テーパ外周面）
６ 内周部（テーパ内周面）
７ 第２弾性体
８ 下支持部
９ 第１弾性体
１４ 板状摺動部材
１５ 底壁部
１６ 筒壁部
１８ａ，１８ｂ 硬質リング
１９ａ〜１９ｃ ゴムリング
２１ 滑り部材
２２ 硬質板
２３ ゴム層
Ａ 鉄道車両用懸架装置
Ｐ 上下向き軸心
ａ 空気ばね部
ｂ せん断型弾性機構
ｃ 圧縮型弾性機構
ｄ 予圧縮機構
ｅ 滑り機構 DESCRIPTION OF SYMBOLS 1 Upper support part 2 Intermediate support part 2A Intermediate main body part 3 Diaphragm 4 Contact member 5 Outer peripheral part (taper outer peripheral surface)
6 Inner circumference (taper inner circumference)
7 Second elastic body 8 Lower support portion 9 First elastic body 14 Plate-like sliding member 15 Bottom wall portion 16 Tube wall portion 18a, 18b Hard ring 19a to 19c Rubber ring 21 Sliding member 22 Hard plate 23 Rubber layer A Rail vehicle Suspension system P Vertical axis a Air spring part b Shear type elastic mechanism c Compression type elastic mechanism d Precompression mechanism e Sliding mechanism

Claims (3)

車体側の上支持部と、その下方に配置される中間支持部とに亘って弾性材製のダイヤフラムを設けて成る空気ばね部と、
前記中間支持部とこれの下方に配置される台車側の下支持部との上下間に第１弾性体を介装して成る圧縮型弾性機構と、
前記上支持部の下方に所定距離隔てて配置される当接部材と前記中間支持部との何れか一方に形成される外周部と、何れか他方に形成される内周部とに亘って第２弾性体を介装して成るせん断型弾性機構と、を備えて構成され、
前記第１弾性体が、硬質板とゴム層とが上下に交互に積層されて成る積層ゴム構造を有して構成され、
前記外周部が、上下向き軸心に対して先細りする円錐面又は角錐面状のテーパ外周面に形成され、かつ、前記内周部が、前記テーパ外周面と同方向に傾斜するテーパ内周面に形成され、
前記第２弾性体が、前記テーパ外周面と同方向に傾斜する硬質リングと、前記テーパ外周面と同方向に傾斜するゴムリングとが径方向に交互に積層されて成る積層ゴム構造を有して構成され、
前記せん断型弾性機構は、前記下支持部との間に前記第１弾性体を介装する円板状の底壁部とこれの外周端に一体化される筒壁部とで成る円筒状の中間本体部を有する中間支持部に内装され、
前記せん断型弾性機構は、前記第２弾性体と第１弾性体とが上下方向で互いに重なり合う状態で前記圧縮型弾性機構の上方に配置されている鉄道車両用懸架装置。
An air spring portion formed by providing a diaphragm made of an elastic material over an upper support portion on the vehicle body side and an intermediate support portion disposed below the upper support portion;
A compression-type elastic mechanism having a first elastic body interposed between the intermediate support portion and a lower support portion on the cart side disposed below the intermediate support portion;
The outer periphery formed on one of the contact member and the intermediate support disposed at a predetermined distance below the upper support, and the inner periphery formed on the other A shear type elastic mechanism comprising two elastic bodies,
The first elastic body is configured to have a laminated rubber structure in which a hard plate and a rubber layer are alternately laminated up and down,
The outer peripheral portion is formed as a conical surface or a pyramid-shaped tapered outer peripheral surface that is tapered with respect to the vertical axis, and the inner peripheral portion is inclined in the same direction as the tapered outer peripheral surface. Formed into
The second elastic body has a laminated rubber structure in which a hard ring inclined in the same direction as the tapered outer peripheral surface and a rubber ring inclined in the same direction as the tapered outer peripheral surface are alternately laminated in the radial direction. Configured
The shear type elastic mechanism has a cylindrical shape composed of a disk-shaped bottom wall portion that interposes the first elastic body between the lower support portion and a cylindrical wall portion integrated with an outer peripheral end thereof. It is installed in an intermediate support part having an intermediate body part ,
The shear-type elastic mechanism is a railcar suspension system that is disposed above the compression-type elastic mechanism in a state where the second elastic body and the first elastic body overlap each other in the vertical direction .
前記当接部材が前記中間支持部に対して下方移動可能で、かつ、上方移動は阻止されるように構成して、前記第２弾性体が上下方向に圧縮された状態で前記当接部材と前記中間支持部との間に組み込み可能な予圧縮機構が装備されている請求項１に記載の鉄道車両用懸架装置。 The contact member is configured to be movable downward with respect to the intermediate support portion and is prevented from moving upward, and the second elastic body is vertically compressed with the contact member. The suspension device for a railway vehicle according to claim 1, further comprising a precompression mechanism that can be incorporated between the intermediate support portion and the intermediate support portion . 前記当接部材の上面と前記上支持部における上下方向で前記上面に対向する部分の下面との何れか一方に低摩擦材から成る滑り部材を、かつ、何れか他方に前記滑り部材側面が平らな板状摺動部材をそれぞれ配備して成る滑り機構が装備されている請求項１又は２に記載の鉄道車両用懸架装置。 A sliding member made of a low friction material is provided on one of the upper surface of the contact member and the lower surface of the upper support portion facing the upper surface in the vertical direction, and the side surface of the sliding member is flat on the other. The suspension device for a railway vehicle according to claim 1 or 2, further comprising a sliding mechanism provided with a plate-like sliding member .

Images