JPS6374765A - Suspension system for truck - Google Patents

Suspension system for truck

Info

Publication number
JPS6374765A
JPS6374765A JP21981786A JP21981786A JPS6374765A JP S6374765 A JPS6374765 A JP S6374765A JP 21981786 A JP21981786 A JP 21981786A JP 21981786 A JP21981786 A JP 21981786A JP S6374765 A JPS6374765 A JP S6374765A
Authority
JP
Japan
Prior art keywords
primary suspension
axle
intermediate member
spring
suspension member
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
Application number
JP21981786A
Other languages
Japanese (ja)
Other versions
JPH07121689B2 (en
Inventor
魚住 幸雄
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd filed Critical Kawasaki Heavy Industries Ltd
Priority to JP61219817A priority Critical patent/JPH07121689B2/en
Publication of JPS6374765A publication Critical patent/JPS6374765A/en
Publication of JPH07121689B2 publication Critical patent/JPH07121689B2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Abstract

(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。
(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

【発明の詳細な説明】 (産業上の利用分野) 本発明は鉄道車両の台車の懸架装置に関する。[Detailed description of the invention] (Industrial application field) The present invention relates to a suspension system for a bogie of a railway vehicle.

(従来技術と問題点) 従来、一般的な台車の懸架装置は、第10図に示すよう
に、車軸300両端に軸箱31を有し、該軸箱31の上
に設けた軸ばね32(1次懸架のばね)に台車枠33が
支持される。
(Prior Art and Problems) Conventionally, as shown in FIG. 10, a general suspension system for a bogie has an axle box 31 at both ends of an axle 300, and an axle spring 32 ( The bogie frame 33 is supported by a primary suspension spring.

また、上記台車枠33の上に2次懸架装置34が設けら
れると共に、上記軸箱31は台車枠33に対し軸箱守3
5等の軸箱支持装置により前後左右方向の移動を拘束す
るように支持されている。
Further, a secondary suspension device 34 is provided on the bogie frame 33, and the axle box 31 is attached to the axle box guard 3 with respect to the bogie frame 33.
It is supported by an axle box support device such as No. 5 so as to restrict movement in the front, rear, left and right directions.

以上のように、台車は多くの部品から構成されているの
で、製作及び保守の面から構成部品を減じて台車全体を
簡素化することが望まれる。
As described above, since the truck is composed of many parts, it is desirable to simplify the entire truck by reducing the number of component parts from the viewpoint of manufacturing and maintenance.

かかる目的から、例えば特開昭60−45259号公報
に示されるような台車が提案されている。
For this purpose, a trolley as shown in, for example, Japanese Patent Laid-Open No. 60-45259 has been proposed.

即ち、第11図に示すように、モータ42の外装体に結
合された歯車箱40が車軸41に弾性体44、中空軸4
5.軸受46を介して支持され、2次懸架装置43から
の負荷もすべて支持するようにされている。
That is, as shown in FIG.
5. It is supported via a bearing 46, and also supports all the load from the secondary suspension system 43.

而して、モータ42からの駆動力は、ギヤーカップリン
グ47.ピニオン48.大歯車49を介して中空軸45
に伝達され、さらに弾性体44を介して車軸41に伝達
されるものである。
The driving force from the motor 42 is transmitted through the gear coupling 47. Pinion 48. Hollow shaft 45 via large gear 49
and is further transmitted to the axle shaft 41 via the elastic body 44.

よって、歯車箱40を車軸41に支持したこと及びモー
タ42の外装体に2次懸架装置43を配置したことで、
第10図の軸箱31及び台車枠33が省略され、全体が
簡素化されている。
Therefore, by supporting the gear box 40 on the axle 41 and arranging the secondary suspension device 43 on the exterior body of the motor 42,
The axle box 31 and truck frame 33 in FIG. 10 are omitted, simplifying the entire structure.

しかし、歯車箱40と車軸41との間に設けたゴム等の
弾性体44が第10図の1次懸架ばねとなる軸ばね32
の作用をするが、この弾性体44は車軸41と一緒に回
転する構造であるため、走行中は弾性体44の撓み分を
半径とした円形軌跡の撓みの繰返しとなり、上言己軸ば
ね32のような振動分だけの内部応力の繰返しでなく、
全荷重分の内部応力の繰返しを受けるので、極めて疲労
し易い条件下にある。
However, the elastic body 44, such as rubber, provided between the gear box 40 and the axle 41 is the shaft spring 32 which becomes the primary suspension spring in FIG.
However, since the elastic body 44 has a structure that rotates together with the axle 41, the deflection of the elastic body 44 is repeated in a circular trajectory with the radius of the deflection of the elastic body 44 as a radius, and the axle spring 32 Rather than repeating internal stress due to vibrations such as
Since it is subjected to repeated internal stress equal to the full load, it is subject to conditions that make it extremely susceptible to fatigue.

よって、限られたスペース内で十分な疲労耐力をもった
弾性体とするためには、撓みを少なく、繰返しの応力値
を下げる必要があり、1次懸架としての弾性が不十分で
緩衝効果の少ないものとなるという問題がある。
Therefore, in order to create an elastic body with sufficient fatigue resistance within a limited space, it is necessary to reduce deflection and reduce the repeated stress value, and the elasticity as a primary suspension is insufficient and the cushioning effect is insufficient. The problem is that there are fewer of them.

(目 的) 本発明は1次懸架として十分な緩衝能力を有しながらも
、台車全体の構成を簡単化した台車の懸架装置を提供す
ることにある。
(Objective) The present invention provides a suspension system for a bogie that has sufficient buffering capacity as a primary suspension while simplifying the overall structure of the bogie.

(問題点を解決するだめの手段) 本発明は上記の問題点を解決し、目的を達成するために
、左右に車輪をもつ車軸の両車輪の間で車軸にかかる荷
重を支持する主軸受を有する1次懸架部材を、2本の車
軸間に配した中間部材に対し上下方向に変位可能に枢着
し、1次懸架部材と中間部材との間に1次懸架のばねを
設けて1次懸架として十分な緩衝能力をもたせ、中間部
材は2次懸架である車体支持ばねを介する等で車体荷重
を支持して台車全体の構成部品を減少し、また1次懸架
部と中間部材の枢着点の少くとも1箇所を車軸のローリ
ング方向の変位を許容する継手構造として軌道の平面不
整に対応させたものである。
(Means for Solving the Problems) In order to solve the above problems and achieve the object, the present invention provides a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels. A primary suspension member having a structure is pivotally connected to an intermediate member disposed between two axles so as to be vertically displaceable, and a spring for the primary suspension is provided between the primary suspension member and the intermediate member. The suspension has sufficient buffering capacity, and the intermediate member supports the car body load via a secondary suspension, such as a car body support spring, reducing the number of components of the entire bogie. Also, the primary suspension part and the intermediate member are pivotally connected. The joint structure allows at least one of the points to be displaced in the rolling direction of the axle to accommodate irregularities in the plane of the track.

(作 用) 1次懸架部材が中間部材とのローリング変位可能な枢着
点を支点として変位すると、1次懸架部材と中間部材と
の間に設けたばねは圧縮されるが、その圧縮状態は、ば
ねの両端面が不平行となっていることに対応して一つの
円弧半径で弯曲し、ばねの両端面のなす角度をとる弯曲
として曲率半径が大きく、最も無理のない自然な弯曲状
態となる。
(Function) When the primary suspension member is displaced using the pivot point that allows rolling displacement with the intermediate member as a fulcrum, the spring provided between the primary suspension member and the intermediate member is compressed, but the compressed state is as follows. In response to the fact that both end faces of the spring are non-parallel, the spring is curved with a single arc radius, and as a curve that takes the angle formed by both end faces of the spring, the radius of curvature is large, resulting in the most natural curved state. .

(実施例) 本発明の実施例を図面を参照して説明する。(Example) Embodiments of the present invention will be described with reference to the drawings.

第1図は本発明の基本的な実施例を示し、図において、
左右に車輪1を有する車軸2は、該車軸2にかかる荷重
を支持する主軸受3を有する1次懸架部材4に内装され
ている。
FIG. 1 shows a basic embodiment of the invention, in which:
An axle 2 having wheels 1 on the left and right sides is housed in a primary suspension member 4 having a main bearing 3 that supports the load applied to the axle 2.

上記2本の車軸2の間に配設された中間部材5の前後に
は枢着点6a及び6bを配し、該枢着点6a、6bの少
くとも一方を車体のローリング方向の変位をも許容する
ように第4図(A)又は(B)に示す継手とし、アーム
10を介して前記の各1次懸架部材4が上下方向に変位
可能に取付けられると共に、1次懸架のばね7がアーム
9を介して取付けられている。
Pivot points 6a and 6b are arranged at the front and rear of the intermediate member 5 disposed between the two axles 2, and at least one of the pivot points 6a and 6b can be used to control displacement of the vehicle body in the rolling direction. The joints shown in FIG. 4(A) or 4(B) are used so as to allow the above-mentioned primary suspension members 4 to be attached via arms 10 so as to be vertically displaceable, and the springs 7 of the primary suspension are It is attached via arm 9.

また、中間部材5には2次懸架である車体支持ばね8が
設けられている。
Further, the intermediate member 5 is provided with a vehicle body support spring 8 which is a secondary suspension.

而して、上記ばね7は第2図に示すように、通常の状態
では水平であり(実線図示)、枢着点6aからの垂線Z
−Z上にばね長さhlの中心があるように配置されてい
る。
As shown in FIG. 2, the spring 7 is horizontal in the normal state (shown by the solid line), and the perpendicular Z from the pivot point 6a
- It is arranged so that the center of the spring length hl is on Z.

すなわち、ばね7の両端面がり、/2で等しくなってい
る。
That is, both end surfaces of the spring 7 have the same radius of /2.

このような配置において、1次懸架部材4が実線状態か
ら中間部材5との枢着点6aを中心に半径rの円弧を画
き撓みδ1だけ上昇しく破線図示)、ばね7が長さhl
よりh2に撓みδ2だけ圧縮されると、枢着点6aから
ばね7の軸心X−Xに対する垂線z’−z’とばね7の
両端はh2/2で示されるようにばね長さh2の中心と
一致している。
In such an arrangement, the primary suspension member 4 moves from the solid line state to the intermediate member 5 in an arc of radius r around the pivot point 6a, and rises by a deflection δ1 (shown as a broken line), and the spring 7 has a length hl.
When compressed by the deflection δ2 at h2, the perpendicular line z'-z' from the pivot point 6a to the axis X-X of the spring 7 and both ends of the spring 7 are the same as the spring length h2, as shown by h2/2. coincides with the center.

このことは、ばね7が圧縮されて両端面が不平行となっ
ていることに対応し一つの円弧半径Rで湾曲しているこ
とを意味し、ばね7の両端面のなす角度βをとる湾曲と
しては如何なる曲線よりも最も曲率半径が大きく、最も
無理の少ない自然な湾曲状況であるといった長所をもっ
ている。
This means that the spring 7 is compressed and its end surfaces are non-parallel, so it is curved with one circular arc radius R, and the curvature takes the angle β formed by the both end surfaces of the spring 7. It has the advantage of having the largest radius of curvature of any curve, and being the least unreasonable and natural curve.

そして、撓みδ1とδ2の大きさは図においては1:1
に近く、ばね7としては第10図に示す通常台車の軸箱
31上に配置されるコイルばねやゴムばねの軸ばね32
とほぼ同等の荷重とばね常数をもつものを配置すること
によって、通常の台車と同様の1次懸架として十分な緩
衝能力をもったものとなし得ると共に、台車の構成上そ
のようなばね7を配置するのに十分なスペースを設ける
ことができる。
The magnitude of the deflections δ1 and δ2 is 1:1 in the figure.
As for the spring 7, an axle spring 32 such as a coil spring or a rubber spring, which is usually placed on the axle box 31 of a truck shown in FIG. 10, is used.
By arranging springs 7 with approximately the same load and spring constant, it is possible to obtain sufficient shock absorbing capacity as a primary suspension similar to that of a normal bogie, and the structure of the bogie does not require such a spring 7. Sufficient space can be provided for placement.

なお、以上は1次懸架部材4が中間部材5に対して上昇
した状態として説明したが、これは相対的なことで、1
次懸架部材4はレールに車軸2を介して支持されている
ので、実際は中間部材5が撓みδ1だけレールに対して
下降することを意味している。
Note that although the above description has been made assuming that the primary suspension member 4 is raised relative to the intermediate member 5, this is a relative matter;
Since the next suspension member 4 is supported by the rail via the axle 2, this actually means that the intermediate member 5 is lowered relative to the rail by a deflection δ1.

また、現実の軌道には平面不整があり、その上を走行す
る台車はその不整にも拘らず各車輪1がレールから離れ
ないよう対応する構造とすることが必要となる。
In addition, actual tracks have surface irregularities, and the bogie running on them needs to have a corresponding structure so that each wheel 1 does not separate from the rail despite the irregularities.

第3図はその模式図で、実線は軌道に平面不整のない状
態を示し、車輪1を両端に有する車軸2は水平であり、
2本の車軸2の間でローリング方向の相対変位はなく、
車軸2を支持する各1次懸架部材4も水平である。
FIG. 3 is a schematic diagram of the same, where the solid line indicates a state where there is no irregularity in the plane of the track, and the axle 2 with wheels 1 at both ends is horizontal.
There is no relative displacement in the rolling direction between the two axles 2,
Each primary suspension member 4 supporting the axle 2 is also horizontal.

破線は軌道に平面不整があり、各車輪1がレールに接し
ている状態を示し、相対的に手前の1次懸架部材4が矢
印A方向に回転し、左方の車輪1は矢印Bの上向きに、
右方の車輪1は矢印Cの下向きに夫々変位する。
The dashed line indicates that there is an uneven plane on the track and each wheel 1 is in contact with the rail, the primary suspension member 4 relatively nearer rotates in the direction of arrow A, and the wheel 1 on the left faces upward in the direction of arrow B. To,
The right wheels 1 are respectively displaced downward in the direction of arrow C.

よって、前記のように、少なくとも一方の1次懸架部材
4が枢着点5a、5bで上下方向に変位可能のほかロー
リング方向の変位をも許容する構造が必要であることが
明らかである。
Therefore, as described above, it is clear that a structure is required that allows at least one of the primary suspension members 4 to be displaced not only in the vertical direction at the pivot points 5a and 5b but also in the rolling direction.

第4図(A)はその一実施例の分解斜視図にして、1次
懸架部材4のアーム10の先端に形成した棒体60を十
字体61の丸穴に挿入してローリング方向の変位を許容
し、軸方向の脱出を止めるナツト62を螺合する。
FIG. 4(A) is an exploded perspective view of one embodiment, in which a rod 60 formed at the tip of the arm 10 of the primary suspension member 4 is inserted into a round hole of a cross 61 to prevent displacement in the rolling direction. A nut 62 is screwed in to allow and prevent axial escape.

十字体61の両側に突設した円筒ビン部61aを2個の
ブラケット63の丸穴に嵌合し、1次懸架部材4の上下
方向の変位を可能としている。
Cylindrical pin portions 61a protruding from both sides of the cross body 61 are fitted into round holes of the two brackets 63, allowing the primary suspension member 4 to be displaced in the vertical direction.

このような構造を採ることにより、1次懸架部材4の上
下方向の変位とローリング方向の変位を可能とする継手
が得られる。
By adopting such a structure, a joint that allows the primary suspension member 4 to be displaced in the vertical direction and in the rolling direction can be obtained.

また、第4図(B)は第4図(A)に代る一般的な球継
手の実施例にして、球面90を有する軸の両端をブラケ
ット63の丸穴に嵌合固着し、1次懸架部材4のアーム
10に上記球面90の軸受91を設け、1次懸架部材4
の上下方向の変位とローリング方向の変位を球面90と
軸受91の協動作用で行うものである。
In addition, FIG. 4(B) shows an example of a general ball joint instead of FIG. 4(A), in which both ends of a shaft having a spherical surface 90 are fitted and fixed into the round holes of the bracket 63, and the primary The arm 10 of the suspension member 4 is provided with a bearing 91 having the spherical surface 90, and the primary suspension member 4
The displacement in the vertical direction and the displacement in the rolling direction are performed by the cooperative action of the spherical surface 90 and the bearing 91.

第5図は電動台車の場合の実施例で、同図(A)は平面
図、同図(B)は側面図を示す。
FIG. 5 shows an embodiment in the case of an electric trolley, with FIG. 5(A) showing a plan view and FIG. 5(B) showing a side view.

即ち、1次懸架部材4には駆動歯車装置及び主軸受を内
蔵し、車軸2は車輪1の間で1次懸架部材4の内部にあ
り、図示されていない。
That is, the primary suspension member 4 incorporates a driving gear and a main bearing, and the axle 2 is located inside the primary suspension member 4 between the wheels 1 and is not shown.

駆動用電動機を主体として構成した中間部材5に対し、
1次懸架部材4を枢着点5a、5bの球継手70a、7
0bで結合し車軸2が相対的にローリング可能にされて
いる。
For the intermediate member 5 mainly composed of a driving electric motor,
The primary suspension member 4 is connected to the ball joints 70a, 7 at the pivot points 5a, 5b.
0b, and the axle 2 can be relatively rolled.

2個のばね71は左右に間隔を有し、かつ「ハ」字状に
傾斜して配置し、1次懸架としての緩衝機能のほかロー
リング方向にも変位させる剛性をもち、さらに1次懸架
部材4を中間部材5に対し平面的に直角を保持する剛性
をもつ効果をもたせている。
The two springs 71 have a space between them on the left and right sides and are arranged inclined in a "V" shape, and have a shock absorbing function as a primary suspension as well as a rigidity that allows displacement in the rolling direction. 4 to the intermediate member 5 at a right angle in plan view.

駆動用電動機と駆動歯車装置とは歯車形軸継手に代表さ
れる可撓軸継手14で結合し動力伝達を行っている。
The driving electric motor and the driving gear device are connected by a flexible shaft joint 14, typically a gear-shaped shaft joint, to transmit power.

この例では、可撓軸継手14の中心は車軸2の中心に対
し間隔Fだけ低い位置にある(第5図(B)参照)。こ
れは駆動歯車装置にハイポイドギヤを用いた場合で、ピ
ニオンのオフセットが上記間隔Fの偏心として現われて
いる。
In this example, the center of the flexible shaft joint 14 is located a distance F lower than the center of the axle 2 (see FIG. 5(B)). This is a case where a hypoid gear is used as the drive gear device, and the offset of the pinion appears as eccentricity of the above-mentioned interval F.

駆動用電動機を主体として構成した中間部材5には一対
のアーム11が設けられ、該アーム11上に2次懸架の
車体支持ばね8が取付けられている。
A pair of arms 11 are provided on the intermediate member 5 mainly composed of a driving electric motor, and a vehicle body support spring 8 for secondary suspension is attached to the arms 11.

車輪lにはともに回転するブレーキディスク72があり
、該ブレーキディスク72を挟むように作用してブレー
キをかけるブレーキキャリパ73が1次懸架部材4に取
付けられている。
A brake disc 72 that rotates together with the wheel l is provided, and a brake caliper 73 that acts to sandwich the brake disc 72 to apply a brake is attached to the primary suspension member 4.

第6図は一車軸のみを駆動用電動機で駆動する実施例を
示し、同図(A)の平面図において、一方の1次懸架部
材74は駆動歯車装置を備え、駆動用電動機を主体とし
て構成した中間部材5と二箇所の枢着点75で結合して
おり、中間部材5と1次懸架部材74とは平面的に直角
を保ち、かつローリング方向の変位を許さないようにさ
れている。
FIG. 6 shows an embodiment in which only one axle is driven by a drive motor, and in the plan view of FIG. The intermediate member 5 and the primary suspension member 74 are connected at two pivot points 75, and the intermediate member 5 and the primary suspension member 74 maintain a right angle in a plane and are not allowed to be displaced in the rolling direction.

また、駆動用電動機と駆動歯車装置とは上記二箇所の枢
着点75を結ぶ線上に配置した可撓軸継手14で結合し
、駆動用電動機から一方の車軸2、すなわち車輪1を駆
動する。
Further, the driving electric motor and the driving gear device are connected by a flexible shaft joint 14 arranged on a line connecting the two pivot points 75, and one axle 2, that is, the wheel 1, is driven from the driving electric motor.

他方の1次懸架部材4は中間部材5と枢着点6で球継手
により結合し、さらに球継手による枢着点77と1次懸
架部材4上の大型の球軸受等の軸受78との間をアーム
79で結合している。
The other primary suspension member 4 is connected to the intermediate member 5 at a pivot point 6 by a ball joint, and further between the pivot point 77 by the ball joint and a bearing 78 such as a large ball bearing on the primary suspension member 4. are connected by an arm 79.

なお、上記アーム79の形状を第6図(B)に示す。The shape of the arm 79 is shown in FIG. 6(B).

以上のように、1次懸架部材4は中間部材5に対しロー
リング方向の変位が許容され、かつ枢着点6から車軸2
の中心までの距離とアーム79の長さとが等しいので、
車軸2は平面的に直角を保持するものである。
As described above, the primary suspension member 4 is allowed to be displaced in the rolling direction with respect to the intermediate member 5, and
Since the distance to the center of is equal to the length of arm 79,
The axle 2 maintains a right angle in a plane.

第7図は1次懸架部材、すなわち車軸が中間部材に対し
剛性高く直角を保持する実施例の平面図を示し、二つの
1次懸架部材4は中間部材5と枢着点6a、6bで球継
手により結合し、さらに球継手による枢着点77a、7
7bと1次懸架部材4上の大型の球軸受等の軸受78と
の間をアーム79で結合している。
FIG. 7 shows a plan view of an embodiment in which the primary suspension members, i.e. the axles, are rigidly maintained at right angles to the intermediate member, the two primary suspension members 4 being connected to the intermediate member 5 and spherically at pivot points 6a, 6b. Connected by a joint, and pivot points 77a, 7 by a ball joint
7b and a bearing 78 such as a large ball bearing on the primary suspension member 4 are connected by an arm 79.

よって、二つの1次懸架部材4は中間部材5に対しロー
リング方向の変位を許容され、かつ枢着点6a、5bか
ら車軸2の中心までの距離とアーム79の長さとが等し
いので、車軸2は平面的に直角を保持し、結果的に二つ
の車軸2は平行を保つことになる。
Therefore, the two primary suspension members 4 are allowed to be displaced in the rolling direction relative to the intermediate member 5, and since the distance from the pivot points 6a, 5b to the center of the axle 2 is equal to the length of the arm 79, the axle 2 maintains a right angle in a plane, and as a result, the two axles 2 remain parallel.

そして、1次懸架部材4及びアーム79は何れも剛性の
高い部材であるため、二つの車軸2の平行は剛性高く保
持される。
Since both the primary suspension member 4 and the arm 79 are highly rigid members, the parallelism of the two axles 2 is maintained with high rigidity.

第1図、第5図に示した実施例は1次懸架部材4と中間
部材5との間に設ける1次懸架としてのばね7を水平に
配置したが、設計に当って傾斜状態にも配置可能であり
、その実施例を第8図に示す。
In the embodiment shown in FIGS. 1 and 5, the spring 7 serving as the primary suspension provided between the primary suspension member 4 and the intermediate member 5 is arranged horizontally, but it is also arranged in an inclined state in the design. This is possible, and an example thereof is shown in FIG.

即ち、可撓軸継手14との関係で、その上方にばね7を
配置することが困難な場合に、中間部材5にアーム5a
を設け、該アーム5aの先端と1次懸架部材4との間に
ばね7を傾めに配置したものであり、この実施例におい
ても第5図に示す実施例と同様に駆動歯車装置にハイポ
イドギヤを用い、そのピニオンオフセットFがつけられ
ている。
That is, when it is difficult to arrange the spring 7 above the flexible shaft joint 14, the arm 5a is attached to the intermediate member 5.
, and a spring 7 is disposed obliquely between the tip of the arm 5a and the primary suspension member 4. In this embodiment as well, a hypoid gear is provided in the driving gear device as in the embodiment shown in FIG. is used, and its pinion offset F is attached.

第9図は車軸がかじとり可能な他の実施例の斜視図にし
て、1次懸架部材4を中間部材5に対し上下方向の回動
のほか左右方向にも回動可能なよう例えば枢着点5a、
5bの枢着に球継手を用いることで車軸2のかじとりを
行わせることができ、曲線上で二つの車軸2が不平行で
角度Φをとったときを図示している。
FIG. 9 is a perspective view of another embodiment in which the axle can be steered, and the primary suspension member 4 can be pivoted not only vertically but also horizontally with respect to the intermediate member 5, for example, at a pivot point. 5a,
The axle 2 can be steered by using a ball joint for pivoting the axle 5b, and the illustration shows a case where the two axles 2 are non-parallel on a curve and form an angle Φ.

2次懸架である車体支持ばね8は上面が車体に直結され
、下面がボルスタ−81上に載せられる構造で、駆動用
電動機を主体として構成した中間部材5の直上に設けら
れた心皿80によってボルスタ−81に対し、中間部材
5より車輪1に至る部分が水平回転できるようになって
いる。
The vehicle body support spring 8, which is a secondary suspension, has a structure in which the upper surface is directly connected to the vehicle body and the lower surface is placed on a bolster 81. With respect to the bolster 81, a portion extending from the intermediate member 5 to the wheel 1 can be horizontally rotated.

(効 果) 本発明は、従来例にあるように1次懸架のばねが不十分
な働きとなることなく、1次懸架として十分な緩衝能力
をもちながら、車軸、1次懸架部材、中間部材及びばね
を主構成物とし、1次懸架部材を中間部材に対し少なく
とも上下方向に回動可能とし、1次懸架部材と中間部材
の間にばねを配する構造で、中間部材が車体の荷重を支
持するようにした台車全体の構成が極めて簡単なものと
なる効果を有する。
(Effects) The present invention prevents the spring of the primary suspension from working insufficiently as in the conventional example, and has sufficient shock absorbing capacity as the primary suspension, while maintaining the axle, the primary suspension member, and the intermediate member. The primary suspension member is rotatable at least in the vertical direction with respect to the intermediate member, and the spring is disposed between the primary suspension member and the intermediate member, and the intermediate member absorbs the load of the vehicle body. This has the effect that the structure of the entire supported carriage becomes extremely simple.

また、1次懸架部材に駆動歯車装置を備え、中間部材を
駆動用電動機とし、さらに駆動用電動機と駆動歯車装置
とを動力伝達用の可撓軸継手で結合することで、容易に
電動台車に適応させることができ、1次懸架部材を中間
部材に対し上下方向の回動枢着点において左右方向にも
回動可能な枢着構造とすることでかじとりが可能な構造
になしうる特長を併せ有するものである。
In addition, by equipping the primary suspension member with a drive gear, using the intermediate member as a drive motor, and connecting the drive motor and drive gear with a flexible shaft coupling for power transmission, it is easy to convert the drive gear into an electric trolley. The primary suspension member has a pivot structure that allows the primary suspension member to rotate in the left and right directions at the pivot point in the vertical direction with respect to the intermediate member, making it possible to create a structure that allows steering. It is something that you have.

【図面の簡単な説明】[Brief explanation of the drawing]

第1図は本発明の基本的な実施例の斜視図、第2図は1
次懸架部材の作用説明図、第3図は1次懸架部材のロー
リング模式図、第4図(A)はローリング継手の一実施
例の分解斜視図、第4図(B)はローリング継手の他の
実施例の斜視図、第5図は電動台車の実施例で、同図(
A)は平面図、同図(B)は側面図、第6図(A)は−
車軸のみを駆動用電動機で駆動する実施例の平面図、第
6図(B)はアームの断面図、第7図は1次懸架部材が
剛性高く直角を保持する実施例の平面図、第8図は1次
懸架のばねを傾斜して配置した実施例の側面図、第9図
は車軸がかりとり可能な実施例の斜視図、第10図は従
来例の斜視図、第11図は同じ〈従来例の一部断面平面
図である。 1・・・車輪、2・・・車軸、3・・・主軸受、4・・
・1次懸架部材、5・・・中間部材、7・・・1次懸架
のばね、8・・・車体支持ばね。 特許出願人   川崎重工業株式会社 (A) 第4図
Fig. 1 is a perspective view of a basic embodiment of the present invention, and Fig. 2 is a perspective view of a basic embodiment of the present invention.
Figure 3 is a rolling schematic diagram of the primary suspension member, Figure 4 (A) is an exploded perspective view of one embodiment of the rolling joint, Figure 4 (B) is the rolling joint and other parts. FIG. 5 is a perspective view of an embodiment of the electric trolley, and FIG.
A) is a plan view, FIG. 6(B) is a side view, and FIG. 6(A) is a -
6(B) is a sectional view of the arm; FIG. 7 is a plan view of an embodiment in which the primary suspension member is highly rigid and maintains a right angle; FIG. The figure is a side view of an embodiment in which the springs of the primary suspension are arranged at an angle, Figure 9 is a perspective view of an embodiment in which the axle can be removed, Figure 10 is a perspective view of a conventional example, and Figure 11 is the same. FIG. 2 is a partially sectional plan view of a conventional example. 1...Wheel, 2...Axle, 3...Main bearing, 4...
- Primary suspension member, 5... Intermediate member, 7... Primary suspension spring, 8... Vehicle body support spring. Patent applicant: Kawasaki Heavy Industries, Ltd. (A) Figure 4

Claims (3)

【特許請求の範囲】[Claims] (1)左右に車輪を有する車軸の両車輪間で車軸にかか
る荷重を支持する主軸受を備えた1次懸架部材を、2本
の車軸間に配した中間部材に対し上下方向に変位可能に
枢着し、1次懸架部材と中間部材の間にばねを設け、上
記1次懸架部材と中間部材の枢着点の少くとも1個所を
車軸のローリング変位を許容する構造としたことを特徴
とする台車の懸架装置。
(1) The primary suspension member, which is equipped with a main bearing that supports the load on the axle between both wheels of an axle with left and right wheels, can be vertically displaced with respect to the intermediate member placed between the two axles. A spring is provided between the primary suspension member and the intermediate member, and at least one pivot point between the primary suspension member and the intermediate member is structured to allow rolling displacement of the axle. suspension system for trolleys.
(2)1次懸架部材と中間部材との枢着を球継手とした
ことを特徴とする特許請求の範囲第1項に記載の台車の
懸架装置。
(2) The suspension system for a bogie according to claim 1, wherein the primary suspension member and the intermediate member are pivoted by a ball joint.
(3)中間部材を駆動用電動機で構成し、1次懸架部材
に備えた駆動歯車装置と上記駆動用電動機を可撓軸継手
により連結したことを特徴とする特許請求の範囲第1項
又は第2項に記載の台車の懸架装置。
(3) The intermediate member is composed of a driving electric motor, and the driving gear device provided in the primary suspension member and the driving electric motor are connected by a flexible shaft joint. The suspension system for the trolley according to item 2.
JP61219817A 1986-09-19 1986-09-19 Trolley suspension Expired - Fee Related JPH07121689B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP61219817A JPH07121689B2 (en) 1986-09-19 1986-09-19 Trolley suspension

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP61219817A JPH07121689B2 (en) 1986-09-19 1986-09-19 Trolley suspension

Publications (2)

Publication Number Publication Date
JPS6374765A true JPS6374765A (en) 1988-04-05
JPH07121689B2 JPH07121689B2 (en) 1995-12-25

Family

ID=16741499

Family Applications (1)

Application Number Title Priority Date Filing Date
JP61219817A Expired - Fee Related JPH07121689B2 (en) 1986-09-19 1986-09-19 Trolley suspension

Country Status (1)

Country Link
JP (1) JPH07121689B2 (en)

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5979456U (en) * 1982-11-19 1984-05-29 三菱電機株式会社 Two-axis drive system for railway vehicles

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5979456U (en) * 1982-11-19 1984-05-29 三菱電機株式会社 Two-axis drive system for railway vehicles

Also Published As

Publication number Publication date
JPH07121689B2 (en) 1995-12-25

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