JPH0256268B2 - - Google Patents
Info
- Publication number
- JPH0256268B2 JPH0256268B2 JP56211036A JP21103681A JPH0256268B2 JP H0256268 B2 JPH0256268 B2 JP H0256268B2 JP 56211036 A JP56211036 A JP 56211036A JP 21103681 A JP21103681 A JP 21103681A JP H0256268 B2 JPH0256268 B2 JP H0256268B2
- Authority
- JP
- Japan
- Prior art keywords
- bogie frame
- bogie
- vehicle body
- track
- vehicle
- 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.)
- Expired - Lifetime
Links
- 238000006073 displacement reaction Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- XEEYBQQBJWHFJM-UHFFFAOYSA-N Iron Chemical compound [Fe] XEEYBQQBJWHFJM-UHFFFAOYSA-N 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 229910052742 iron Inorganic materials 0.000 description 1
Landscapes
- Platform Screen Doors And Railroad Systems (AREA)
- Magnetic Heads (AREA)
Description
【発明の詳細な説明】
本発明は車体に対する台車の回動機構を具備す
る軌道用車両に関するものであつて、軌道の曲線
部分を円滑に通過できるようにしたことを目的と
するものである。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a track vehicle equipped with a rotating mechanism for a bogie relative to a vehicle body, and an object of the present invention is to enable the track vehicle to smoothly pass through curved sections of a track.
例えばボギー台車を使用する軌道用車両の場合
は特公昭58―27144号公報に示されているように、
進行方向前後の台車が曲線軌道に入ると、車両の
進行につれこの台車の台車枠と車体間に生じる相
対的角変位を駆動源として、直線軌道では台車枠
の前後軸に対しほぼ直交の状態にある車軸を強制
的に所望角度傾け、ボギー台車でありながらも更
に曲線軌道を円滑に通過できるようにしたものが
ある。 For example, in the case of track vehicles using bogies, as shown in Japanese Patent Publication No. 58-27144,
When the front and rear bogies in the direction of travel enter a curved track, the relative angular displacement that occurs between the bogie frame and the car body as the vehicle advances is used as a driving source, and on a straight track, the bogie frame is almost perpendicular to the longitudinal axis of the bogie frame. There is one in which a certain axle is forcibly tilted at a desired angle so that even though it is a bogie, it can pass smoothly on curved tracks.
ところが上記ボギー台車、特に二軸から成るボ
ギー台車は、軌道用車両の台車に多用されている
が、一軸台車は構造が簡単であるから、軸重が許
せる場合には二軸台車を使用するより一軸台車を
使用する方が経済的である。しかし、一軸台車は
構造上の制約があつて二軸台車の如くボギー型に
することが困難であるから、軌道の曲線部分の通
過に無理がある。 However, the above-mentioned bogies, especially bogies with two axles, are often used as bogies for track vehicles, but single-axle bogies have a simple structure, so if the axle load is permissible, it is better to use a two-axle bogie. It is more economical to use a single-axle truck. However, a single-axle bogie has structural limitations and is difficult to make into a bogie-type vehicle like a two-axle bogie, so it is difficult to pass through curved sections of the track.
すなわち上記一軸台車の場合には、第１図に示
すごとく符号１を車体、符号２を台車とすると、
軌道の曲線部分を通過する時にはＤ部に示す如
く、台車枠３又は車軸４は車体１に対してＯ点を
中心に水平方向に回動しなければ円滑な通過がで
きない。（第１図のＤ部は台車枠３が車軸４と共
に車体１に対して回動した状態を示す）
このためたとえば実公昭56―33801号公報の第
５図に示すように、台車枠を設けることなく、直
列に配した各１個の空気ばねと旋回軸受とによつ
て車体と輪軸とが互いに結合され、その結果上記
輪軸は上記旋回軸受のために、上記車体に対して
容易に回転できるようにしたものがある。 In other words, in the case of the above-mentioned single-axle truck, if numeral 1 is the car body and numeral 2 is the truck as shown in FIG.
When passing through a curved portion of the track, the bogie frame 3 or axle 4 must be horizontally rotated about point O with respect to the vehicle body 1, as shown in section D, in order to pass smoothly. (Part D in Fig. 1 shows the state in which the bogie frame 3 has rotated with the axle 4 relative to the car body 1.) For this purpose, for example, as shown in Fig. 5 of Publication of Utility Model Publication No. 56-33801, a bogie frame is provided. The vehicle body and the wheel set are connected to each other by an air spring and a swivel bearing arranged in series without any interference, so that the wheel set can easily rotate relative to the vehicle body due to the swivel bearing. There is something like this.
しかしながら上記の一軸台車の場合は、車輪に
空気タイヤを使用し（このため上下方向に２自由
度の振動系とするのに必要な台車枠が省略でき
る）、また左右一対の車輪は、回転する１本の車
軸で結合されてはいない。さらに輪軸は、第３軌
条の案内レールによつて案内されるなど、鉄製タ
イヤを使用する一般的な鉄道車両用台車とは異な
る、特殊構造とした一軸台車である。 However, in the case of the above-mentioned single-axis bogie, pneumatic tires are used for the wheels (therefore, the bogie frame required to create a vibration system with two degrees of freedom in the vertical direction can be omitted), and the pair of left and right wheels rotate. They are not connected by a single axle. Furthermore, the wheel axle is guided by a guide rail of the third rail, which is a single-shaft bogie with a special structure different from that of general railroad vehicle bogies that use iron tires.
すなわち上記一軸台車とは異なつて、鉄道車両
用一軸台車として一般的なものでは、たとえば本
願に添付した第２図に示すように、車体１が単に
空気ばね５及びオイルダンパー６を介して台車枠
３上に載置され、この台車枠３は軸箱守８に上下
動自在に案内された軸箱９および防振ゴム７を介
して支持され、さらに車軸４及び車輪１０を介し
て軌道、即ちレール１１上に支持された構造とな
つている。そして、車体１と台車２とは既述のよ
うに空気ばね５やオイルダンパー６のような弾性
体で連結されると共に、両者間の甚だしいずれは
例えば車体１に一端を固定したストツパー１２及
び車体足１３と台車枠３の側壁面及び前後壁面と
の間で防止するようにしている。 That is, unlike the above-mentioned single-axle bogie, in a common single-axle bogie for railway vehicles, the car body 1 is simply attached to the bogie frame via an air spring 5 and an oil damper 6, as shown in FIG. 2 attached to this application. 3, this bogie frame 3 is supported via an axle box 9 and vibration isolating rubber 7, which are guided by an axle box guard 8 so as to be able to move up and down. The structure is supported on 11. The car body 1 and the bogie 2 are connected by an elastic body such as an air spring 5 or an oil damper 6 as described above, and the stopper 12 whose one end is fixed to the car body 1 and the car body This is prevented between the legs 13 and the side wall surfaces and front and rear wall surfaces of the bogie frame 3.
従つてこのような構造では、軌道の曲線部分に
おいて台車２は車体１に対して台車枠３と車体足
１３及びストツパー１２の隙間の範囲内で回動す
ることになるが、このような一軸台車では、車体
１に対して台車枠３を水平方向に回動させようと
する駆動力は車軸４の一側端、一方の軸箱９及び
一方の軸箱守８を夫々介して台車枠３の一側端の
みに伝達される。従つて車体１に対する台車枠３
の上記の回動が円滑に行われ難く、従つて台車の
蛇行や振動の原因ともなる。 Therefore, in such a structure, the bogie 2 rotates with respect to the car body 1 within the gap between the bogie frame 3, the car body foot 13, and the stopper 12 in the curved part of the track, but such a single-axis bogie In this case, the driving force to horizontally rotate the bogie frame 3 with respect to the car body 1 is transmitted to one side of the bogie frame 3 through one end of the axle 4, one axle box 9, and one axle box guard 8, respectively. Transmitted only to the side edges. Therefore, the bogie frame 3 relative to the car body 1
It is difficult for the above-mentioned rotation to occur smoothly, and this also causes meandering and vibration of the truck.
本発明の目的は、以上のような欠点を解消して
軌道の曲線部分を円滑に通過することができ、従
つて台車の振動が少い走行特性を備えた軌道用車
両を提供するにある。 SUMMARY OF THE INVENTION It is an object of the present invention to provide a track vehicle that can overcome the above-mentioned drawbacks and has running characteristics that allow the vehicle to smoothly pass through curved portions of the track and that cause less vibration of the bogie.
すなわち本発明は、車体に弾性結合された台車
枠と、この台車枠を弾性支持しかつこの台車枠に
対してほぼ上下方向にのみ相対移動のできる１本
の輪軸とから成る一軸台車と、上記車体から垂設
された左右１対の車体足と、この１対の車体足の
自由端側にそれぞれ回動軸を支持されて互いに逆
の向きに延びる揺動自在な左右１対のアームと、
上記台車枠の左右部分の端にあつてかつ上記輪軸
の中心高さと略一致する台車枠の部分と、上記ア
ームの自由端とをその両端に設けた弾性体を介し
てそれぞれ枢着連結する左右１対のアンカーと、
上記左右１対のアームの回動軸を自在継手を介在
して互いに連結するトルクバーとを具備し、軌道
の曲線部分を円滑に通過できるように構成した軌
道用車両に係るものである。 That is, the present invention provides a uniaxial bogie comprising a bogie frame that is elastically coupled to a vehicle body, one wheel shaft that elastically supports the bogie frame and can move relative to the bogie frame almost only in the vertical direction; a pair of left and right vehicle body legs hanging vertically from the vehicle body; a pair of swingable left and right arms that extend in opposite directions with respective rotation shafts supported on the free end sides of the pair of vehicle body legs;
The left and right portions of the bogie frame that are located at the ends of the left and right portions of the bogie frame and substantially coincide with the center height of the wheel axle, and the free end of the arm are pivotally connected to each other via elastic bodies provided at both ends. a pair of anchors,
The present invention relates to a track vehicle that is equipped with a torque bar that connects the rotation axes of the pair of left and right arms to each other via a universal joint, and is configured to smoothly pass through curved sections of the track.
以下、本発明の一実施例を第３図〜第７図に基
づいて説明する。 Hereinafter, one embodiment of the present invention will be described based on FIGS. 3 to 7.
図において符号１６は矩形状でかつ中空の台車
枠で、この台車枠１６上に車体１が前後左右に
夫々設けられた２組の空気ばね１７及びオイルダ
ンパー１８を介して載置されており、この台車枠
１６は防振ゴム１９を介して左右１組の軸箱２０
に支持されている。そしてこの軸箱２０は台車枠
１６に固定した軸箱守２１により案内されていて
台車枠１６に対して上下動自在であり、この軸箱
２０には車軸２２が軸支されており、この車軸２
２には軌道即ちレール２３上に転動する車輪２４
が設けられている。また、符号２５は上部が車体
１に固定された左右１組の左右動ストツパー受
で、正常時には台車枠１６の側面との間にギヤツ
プ２６を有している。 In the figure, reference numeral 16 denotes a rectangular and hollow bogie frame, and the vehicle body 1 is placed on this bogie frame 16 via two sets of air springs 17 and oil dampers 18 provided on the front, rear, left and right sides, respectively. This bogie frame 16 is connected to one set of left and right axle boxes 20 via anti-vibration rubber 19.
is supported by This axle box 20 is guided by an axle box guard 21 fixed to the bogie frame 16 and is movable up and down with respect to the bogie frame 16. An axle 22 is pivotally supported on this axle box 20.
2 has wheels 24 rolling on a track or rail 23;
is provided. Reference numeral 25 designates a pair of left and right stopper receivers whose upper portions are fixed to the vehicle body 1, and which have a gap 26 between them and the side surface of the bogie frame 16 in normal operation.
次に台車の回動機構について説明する。台車枠
１６の左化両側端にはブラケツト２８ａ，２８ｂ
が設けられている。このブラケツト２８ａ，２８
ｂにはピン２９ａ，２９ｂを介してアンカー３０
ａ，３０ｂの一端が回動自在に枢支されており、
このアンカー３０ａ，３０ｂの他端は夫々ピン３
１ａ，３１ｂを介してアーム３２ａ，３２ｂの二
叉状の連結部分３８に連結されている。このアー
ム３２ａ，３２ｂは車体１の左右両端部に吊着し
た車体足３３，３４の凹部３３ａ，３４ａ内に設
けられ、両端部が車体足３３，３４に軸支された
回動軸３５ａ，３５ｂにキー止めされてこれと一
体に回動するようになつている。なお、ほぼ同形
のアーム３２ａ，３２ｂは、回動軸３５ａ，３５
ｂに対して上下反対の向きでアンカー３０ａ，３
０ｂに連結されているので、これらの二叉状の連
結部分３８は上下逆方向に突設している。そして
この回動軸３５ａ，３５ｂの一端は前記車体足３
３，３４から内側へ突出しており、この突出端は
夫々自在継手３６ａ，３６ｂを介してトルク棒、
即ちトツクバー３７の両端に夫々連結している。 Next, the rotation mechanism of the cart will be explained. Brackets 28a and 28b are installed at both ends of the left side of the bogie frame 16.
is provided. This bracket 28a, 28
Anchor 30 is attached to b via pins 29a and 29b.
One end of a, 30b is rotatably supported,
The other ends of these anchors 30a, 30b are pins 3, respectively.
It is connected to the bifurcated connecting portion 38 of the arms 32a, 32b via 1a, 31b. These arms 32a, 32b are provided in recesses 33a, 34a of vehicle legs 33, 34 suspended from both left and right ends of the vehicle body 1, and rotation shafts 35a, 35b whose both ends are pivotally supported by the vehicle legs 33, 34. It is locked with a key and rotates together with it. Note that the arms 32a, 32b, which have substantially the same shape, have rotation shafts 35a, 35.
Anchors 30a, 3 in the vertically opposite direction to b
0b, these two-pronged connecting portions 38 protrude in an upside-down direction. One end of these rotation shafts 35a, 35b is connected to the vehicle body leg 3.
3 and 34, and these projecting ends are connected to the torque rod and the torque rod through universal joints 36a and 36b, respectively.
That is, they are connected to both ends of the toke bar 37, respectively.
なお、アンカー３０ａ（３０ｂについても同じ）
の両端は第６Ａ図に示す如く中央のロツド３０a1
と、この端部に溶着された外輪３０a2と、内部を
ピン２９ａ又は３１ａが嵌通する内輪３０a3と、
この内輪３０a3と外輪３０a2との間に挾着された
例えば防振ゴムの如き弾性体３０a4とから構成さ
れている。 In addition, the anchor 30a (same as for 30b)
Both ends of the rod 30a1 are connected to the central rod 30a1 as shown in Fig. 6A.
, an outer ring 30a 2 welded to this end, and an inner ring 30a 3 into which the pin 29a or 31a is fitted,
It consists of an elastic body 30a 4, such as vibration-proof rubber, which is clamped between the inner ring 30a 3 and the outer ring 30a 2 .
次に、以上のような構成における軌道用車両の
作用効果を第７図の原理図に基づいて説明する。
なお、この図に用いた符号は前記のものと同一で
ある。 Next, the effects of the track vehicle having the above configuration will be explained based on the principle diagram shown in FIG. 7.
Note that the symbols used in this figure are the same as those described above.
第１図において矢印Ｐ方向に走行中の車両が軌
道の曲線部分に到達すると、進行方向に向いて左
側の車輪は正規の速度で走行中の右側の車輪より
遅くなろうとする。従つて、アンカー３０ａには
車軸２２、軸箱２０、軸箱守２１、台車枠１６、
ブラケツト２８ａ及びピン２９ａ等を介してＧ方
向の力が作用する。このためアーム３２ａは回動
軸３５ａと共にＨ方向に回動して自在継手３６ａ
を介してトルクバー３７をＩ方向に回動させるか
ら、この回動力は自在継手３６ｂを介してアーム
３２ｂをＪ方向に回動させる。ところが前記の通
り、アーム３２ａと３２ｂとは、回動軸３５ａ又
は３５ｂに対して上下反対の向きでピン３１ａ又
は３１ｂを介してアンカー３０ａ又は３０ｂと連
結されているから、アンカー３０ｂには前記のＧ
方向とは反対のＫ方向の力が生じる。 When a vehicle traveling in the direction of arrow P in FIG. 1 reaches a curved portion of the track, the wheels on the left side in the direction of travel tend to become slower than the wheels on the right side, which are traveling at a normal speed. Therefore, the anchor 30a includes the axle 22, the axle box 20, the axle box guard 21, the bogie frame 16,
A force in the G direction acts through the bracket 28a, pin 29a, etc. Therefore, the arm 32a rotates in the H direction together with the rotation shaft 35a, and the arm 32a rotates in the H direction together with the rotation shaft 35a to connect the universal joint 36a
Since the torque bar 37 is rotated in the I direction via the universal joint 36b, this rotation force rotates the arm 32b in the J direction via the universal joint 36b. However, as described above, since the arms 32a and 32b are connected to the anchor 30a or 30b via the pin 31a or 31b in vertically opposite directions with respect to the rotation axis 35a or 35b, the anchor 30b is G
A force in the opposite direction K is generated.
即ち、左右のアンカー３０ａと３０ｂとは共通
のトルクバー３７を介して結ばれており、アーム
３２ａ，３２ｂはほぼ同形であるから、このアン
カー３０ａと３０ｂとに伝えられる力は相反する
Ｇ方向とＫ方向であり、その大きさは等しくかつ
移動量も等しい。しかるにこのアンカー３０ａ及
び３０ｂの移動につながるアーム３２ａ及び３２
ｂの回動の中心は回動軸３５ａ及び３５ｂの中心
であり、この回動軸３５ａ及び３５ｂは前記の通
り車体１に固定した車体足３３及び３４に軸支さ
れているから、左右のアンカー３０ａ及び３０ｂ
の移動は車体１に対して行われることになる。即
ち、左右のアンカー３０ａ及び３０ｂは車体１に
対して前後（即ちＧ方向とＫ方向）に等しい量だ
け移動することになる。従つて、このアンカー３
０ａ及び３０ｂと連結した台車枠１６の左側端及
び右側端が車体１に対して後方及び前方に夫々移
動しようとするから、この台車枠１６に偶力が働
いて台車枠１６が水平方向に円滑に回動しこのた
めに台車枠１６に固定した軸箱守２１に上下方向
にのみ案内された軸箱２０も車体枠１６と共に移
動する。つまり軸箱２０が前後に等しい量だけ移
動するので、この軸箱２０に支承された車軸２２
はその中心Ｏの回りに水平に回動する。従つてこ
の軌道用車両は軌道の曲線部分を無理なく円滑に
通過することがでる。 That is, the left and right anchors 30a and 30b are connected via a common torque bar 37, and the arms 32a and 32b have almost the same shape, so the force transmitted to the anchors 30a and 30b is in the opposite G direction and K direction. direction, have the same magnitude, and have the same amount of movement. However, the arms 32a and 32 that lead to the movement of the anchors 30a and 30b
The center of rotation of b is the center of the rotation axes 35a and 35b, and since these rotation axes 35a and 35b are supported by the vehicle legs 33 and 34 fixed to the vehicle body 1 as described above, the left and right anchors 30a and 30b
The movement will be performed with respect to the vehicle body 1. That is, the left and right anchors 30a and 30b move by an equal amount in the front and rear directions (that is, in the G direction and the K direction) with respect to the vehicle body 1. Therefore, this anchor 3
Since the left and right ends of the bogie frame 16 connected to 0a and 30b try to move backward and forward, respectively, with respect to the vehicle body 1, a couple acts on the bogie frame 16, causing the bogie frame 16 to move smoothly in the horizontal direction. Therefore, the axle box 20, which is guided only in the vertical direction by the axle box guard 21 fixed to the bogie frame 16, also moves together with the vehicle body frame 16. In other words, since the axle box 20 moves forward and backward by an equal amount, the axle 22 supported by the axle box 20
rotates horizontally around its center O. Therefore, this track vehicle can pass through curved sections of the track smoothly and without difficulty.
なお、アンカー３０ａ，３０ｂの両端は前記の
通り防振ゴムの如き弾性体３０a4を介してピン２
９ａ又は２９ｂ及び３１ａ又は３１ｂと連結して
いるから、台車枠１６が前記のように回動しても
こじられて破損することはない。 Note that both ends of the anchors 30a, 30b are connected to the pin 2 via an elastic body 30a4 such as vibration isolating rubber as described above.
9a or 29b and 31a or 31b, even if the bogie frame 16 rotates as described above, it will not be pried and damaged.
また、左右のアンカー３０ａ，３０ｂに駆動力
やブレーキ力等の同方向の力が作用する時には、
前述の場合とは反対にトルクバー３７には相反す
る方向のトルクがかかるから、同方向の力は互に
牽制され、台車枠１６の左右が車体に対して不均
一に移動して台車が蛇行することがない。 Also, when forces in the same direction, such as driving force or braking force, act on the left and right anchors 30a and 30b,
Contrary to the above case, since torques in opposite directions are applied to the torque bar 37, forces in the same direction are mutually checked, and the left and right sides of the bogie frame 16 move unevenly with respect to the car body, causing the bogie to meander. Never.
また、前方又は後方に車両を牽引するための駆
動力は車体１からこれに固定した車体足３３及び
３４、アーム３２ａ，３２ｂ、アンカ３０ａ，３
０ｂ、ブラケツト２８ａ，２８ｂ等を介して車輪
２４に伝えられる。従つて、単に車体足１３のみ
を介して伝えられる第２図に示すものとは異つ
て、台車の回動に無理がなく、台車の蛇行や振動
を生じさせることが少い。なお、この実施例では
アンカー３０ａ，３０ｂの軸心の高さを車軸２２
の軸心の高さとほぼ一致させて車体と台車枠との
間の駆動力の伝達位置が車軸２２の軸心の高さと
ほぼ同一としているから、駆動力の伝達による車
体１や台車枠１６のピツチングが防止される。 Further, the driving force for towing the vehicle forward or backward is transmitted from the vehicle body 1 to vehicle legs 33 and 34 fixed to this, arms 32a and 32b, and anchors 30a and 3.
0b, and is transmitted to the wheels 24 via brackets 28a, 28b, etc. Therefore, unlike the case shown in FIG. 2 in which the rotation is transmitted only through the vehicle legs 13, the rotation of the truck is easy and the truck is less likely to meander or vibrate. In addition, in this embodiment, the height of the axis of the anchors 30a, 30b is set to the height of the axle 22.
Since the height of the axis of the vehicle body 1 and the bogie frame 16 is approximately the same as the height of the axis of the axle 22, the position of transmission of the driving force between the car body and the bogie frame is approximately the same as the height of the axis of the axle 22. Pitching is prevented.
なお車体１からの垂直荷重は空気ばね１７、オ
イルダンパー１８及び防振ゴム１９等を介して台
車枠１６や軸箱２０等に伝えられ、またこれらの
空気ばね１７、オイルダンパー１８及び防振ゴム
１９等によつて車体１や台車枠１６のピツチング
やローリング等が防止されている。また左右動ス
トツパー受２５は、台車枠１６が車体１に対して
甚だしくずれた時の保護手段である。 Note that the vertical load from the vehicle body 1 is transmitted to the bogie frame 16, axle box 20, etc. via the air spring 17, oil damper 18, anti-vibration rubber 19, etc. 19 and the like prevent pitching, rolling, etc. of the vehicle body 1 and the bogie frame 16. Further, the left-right movement stopper receiver 25 is a protection means when the bogie frame 16 is significantly displaced with respect to the vehicle body 1.
以上説明したように本発明によれば、軌道の曲
線部分においては台車枠を水平方向に回動させる
ための偶力が生じるので、台車が車体に対して無
理なく円滑に回動して上記軌道の曲線部分を円滑
に通過することができる。 As explained above, according to the present invention, a couple of forces for horizontally rotating the bogie frame are generated in the curved portion of the track, so that the bogie can rotate smoothly with respect to the car body and move along the track. can smoothly pass through curved sections.
また車両の走行中、車体と台車間に大きな相対
変位を生じても、曲線軌道を円滑に通過させるた
めの本発明の回動機構が、上記相対変位を妨げる
ように働くことは全くない。さらに台車の水平方
向変位に対しては、かえつて復元力をも付与でき
る。さらに台車のピツチングが、本発明の上記回
動機構によつて車両の走行中に誘発するおそれも
全くない。 Further, even if a large relative displacement occurs between the vehicle body and the bogie while the vehicle is running, the rotation mechanism of the present invention, which allows the vehicle to smoothly pass through a curved track, will not work to impede the relative displacement at all. Furthermore, a restoring force can be applied to the horizontal displacement of the truck. Furthermore, there is no possibility that pitching of the truck will occur while the vehicle is running due to the rotation mechanism of the present invention.
第１図は軌道の曲線部分における車体と台車と
の関係を示す説明図、第２図は一軸台車の従来例
の側面図、第３図〜第７図は本発明の一実施例
で、第３図は一軸台車の正面図、第４図は同上の
左側面図、第５図は同上の右側面図、第６Ａ図は
アンカーの端部の詳細側面図、第６Ｂ図は同上の
上面図、第７図は第３図〜第５図に示す台車回動
機構の原理説明図である。
なお図面に用いられている符号において、１…
…車体、１６……台車枠、１７……空気ばね（支
持部材）、１８……オイルダンパー（支持部材）、
２２……車軸、２４……車輪、２８……ブラケツ
ト（回動機構）、３０……アンカー（回動機構）、
３０a4……弾性体、３２……アーム（回動機構）、
３３，３４……車体足（回動機構）、３５……回
動軸、３６……自在継手（回動機構）、３７……
トルクバー（回動機構）である。
Fig. 1 is an explanatory diagram showing the relationship between the car body and the bogie in a curved section of the track, Fig. 2 is a side view of a conventional example of a single-shaft bogie, and Figs. 3 to 7 are an embodiment of the present invention. Figure 3 is a front view of the single-shaft truck, Figure 4 is a left side view of the same as above, Figure 5 is a right side view of the same as above, Figure 6A is a detailed side view of the end of the anchor, and Figure 6B is a top view of the same as above. , FIG. 7 is a diagram explaining the principle of the cart rotation mechanism shown in FIGS. 3 to 5. In addition, in the symbols used in the drawings, 1...
... Vehicle body, 16 ... Bogie frame, 17 ... Air spring (supporting member), 18 ... Oil damper (supporting member),
22...Axle, 24...Wheel, 28...Bracket (rotation mechanism), 30...Anchor (rotation mechanism),
30a 4 ...Elastic body, 32...Arm (rotating mechanism),
33, 34...Vehicle leg (rotation mechanism), 35...Rotation shaft, 36...Universal joint (rotation mechanism), 37...
It is a torque bar (rotation mechanism).
Claims (1)
を弾性支持しかつこの台車枠に対してほぼ上下方
向にのみ相対移動のできる１本の輪軸とから成る
一軸台車と、 上記車体から垂設された左右１対の車体足と、 この１対の車体足の自由端側にそれぞれ回動軸
を支持されて互いに逆の向きに延びる揺動自在な
左右１対のアームと、 上記台車枠の左右部分の端にあつてかつ上記輪
軸の中心高さと略一致する台車枠の部分と、上記
アームの自由端とをその両端に設けた弾性体を介
してそれぞれ枢着連結する左右１対のアンカー
と、 上記左右１対のアームの回動軸を自在継手を介
して互いに連結するトルクバーとを具備し、 軌道の曲線部分を円滑に通過できるように構成
した軌道用車両。[Scope of Claims] 1. A single-shaft bogie consisting of a bogie frame that is elastically connected to the vehicle body, and one wheel shaft that elastically supports the bogie frame and can move relative to the bogie frame almost only in the vertical direction. , a pair of left and right vehicle body legs hanging vertically from the vehicle body, and a pair of swingable left and right arms that extend in opposite directions with respective rotation shafts supported on the free end sides of the pair of vehicle body legs. and a portion of the bogie frame that is located at the left and right ends of the bogie frame and substantially coincides with the center height of the wheel axle, and the free end of the arm are pivotally connected via elastic bodies provided at both ends thereof. A track vehicle comprising: a pair of left and right anchors, and a torque bar that connects the rotation axes of the left and right pairs of arms to each other via a universal joint, and is configured to smoothly pass through a curved section of a track.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21103681A JPS58112869A (en) | 1981-12-28 | 1981-12-28 | Car for track |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21103681A JPS58112869A (en) | 1981-12-28 | 1981-12-28 | Car for track |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58112869A JPS58112869A (en) | 1983-07-05 |
| JPH0256268B2 true JPH0256268B2 (en) | 1990-11-29 |
Family
ID=16599299
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21103681A Granted JPS58112869A (en) | 1981-12-28 | 1981-12-28 | Car for track |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58112869A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4656738B2 (en) * | 2001-02-09 | 2011-03-23 | 川崎重工業株式会社 | Single-axle truck for railway vehicles |
| JP4656739B2 (en) * | 2001-02-09 | 2011-03-23 | 川崎重工業株式会社 | Single-axle truck for railway vehicles |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5113285A (en) * | 1974-07-23 | 1976-02-02 | Shinho Kogyo Kk | DEJITARUDENRYOKUKEISOKUSOCHI |
-
1981
- 1981-12-28 JP JP21103681A patent/JPS58112869A/en active Granted
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5113285A (en) * | 1974-07-23 | 1976-02-02 | Shinho Kogyo Kk | DEJITARUDENRYOKUKEISOKUSOCHI |
Also Published As
| Publication number | Publication date |
|---|---|
| JPS58112869A (en) | 1983-07-05 |
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