Railway vehicle

Abstract

To provide a railway vehicle capable of maintaining good vertical riding comfort by suppressing the increase of vehicle body roll displacement during traveling with a simple structure to achieve improvement of horizontal riding comfort, prevention of interference with an infrastructure structure, and prevention of collision with a traveling vertical stopper.SOLUTION: This railway vehicle comprises: a vehicle body; and a truck that supports the vehicle body. The truck includes a first vertical stopper disposed on the width center side of the truck and elastically deformable, and a second vertical stopper disposed closer to the width end side of the truck than the first vertical stopper and elastically deformable. When roll displacement or vertical displacement of the vehicle body with respect to the truck increases, the vehicle body is supported by one of the first and second vertical stoppers. When the roll displacement or the vertical displacement of the vehicle body with respect to the truck further increases, the vehicle body is supported by both of the first and second vertical stoppers.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle. [Background technology]

[0002] In railway vehicles, the roll displacement of the car body can increase when the car body is traveling on a curve, either due to an increase in centrifugal force acting on the car body or due to vibration from the track or other factors while traveling. If the car body roll displacement when traveling on a curve is excessively large, the steady acceleration in the lateral direction felt by passengers increases, causing discomfort to passengers and leading to a deterioration in lateral ride comfort. Furthermore, if the car body roll displacement while traveling is excessively large, it becomes necessary to install infrastructure structures away from the rails to prevent the vehicle from interfering with them, which increases infrastructure costs. For this reason, it is desirable to suppress the car body roll displacement while traveling on a railway vehicle.

[0003] Furthermore, when a railway vehicle travels around a sharp curve, the wheel load fluctuates due to torsional changes in the track at the transition curve, reducing the margin of safety when traveling through the curve. For this reason, when traveling through a sharp curve, it is necessary to suppress wheel load fluctuations by supporting the car body flexibly in the roll direction, thereby improving its ability to follow torsional changes in the track.

[0004] In response to such issues, as shown in Patent Document 1, a bogie for a railway vehicle equipped with a technology for suppressing wheel load fluctuations has been developed. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2002-120722 Summary of the Invention [Problem to be solved by the invention]

[0006] The railway vehicle bogie in Patent Document 1 reduces the vertical rigidity of the air springs located at the left and right ends, thereby reducing the rigidity of the car body in the roll direction and suppressing wheel load fluctuations when passing through sharp curves.

[0007] However, if the rigidity of the car body in the roll direction is reduced, for example, when passing through a curve at high speed, the centrifugal force acting on the car body increases while passing through the curve, resulting in an increase in car body roll displacement, which increases the steady acceleration in the lateral direction felt by passengers and causes a deterioration in ride comfort in the lateral direction.In addition, there is also the problem that if the stopper rubber comes into contact with the car body in the vertical direction, the impact will cause a deterioration in ride comfort in the vertical direction.

[0008] In response to these problems, the present invention aims to provide a railway vehicle that can maintain good riding comfort in the vertical direction by suppressing an increase in car body roll displacement while traveling with a simple configuration, thereby improving riding comfort in the lateral direction, avoiding interference with infrastructure structures, and avoiding contact with stoppers in the vertical direction while traveling. [Means for solving the problem]

[0009] In order to achieve the above object, one representative railway vehicle of the present invention comprises: A railway vehicle having a car body and a bogie supporting the car body, The carriage is a first upper and lower stopper that is arranged at a center side in a width direction of the carriage and is elastically deformable; and second upper and lower stoppers that are arranged closer to the width direction end of the carriage than the first upper and lower stoppers and are elastically deformable, This is achieved by the fact that when the roll displacement or vertical displacement of the car body relative to the bogie increases, the car body is supported by one of the first upper and lower stoppers and the second upper and lower stoppers, and further when the roll displacement or the vertical displacement increases, the car body is supported by both the first upper and lower stoppers and the second upper and lower stoppers. [Effects of the Invention]

[0010] According to the present invention, by suppressing an increase in car body roll displacement during travel with a simple configuration, it is possible to provide a railway vehicle that can maintain good ride comfort in the vertical direction, improve ride comfort in the lateral direction, avoid interference with infrastructure structures, and avoid hitting stoppers in the vertical direction while travelling. Problems, configurations, and effects other than those described above will become apparent from the following description of the embodiments. [Brief explanation of the drawings]

[0011] [Figure 1] FIG. 1 is a diagram showing a bogie for a railway vehicle according to a first embodiment of the present invention. [Figure 2] FIG. 2 is a cross-sectional view perpendicular to the central axis of roll rotation of the car body, showing an example of the configuration of the air springs and upper and lower stoppers of the bogie for a railway vehicle according to the first embodiment of the present invention. [Figure 3] FIG. 3 is a diagram showing the relationship between the roll moment acting on the carbody of the railway vehicle bogie according to the first embodiment of the present invention and the carbody roll displacement. [Figure 4] FIG. 4 is a diagram showing the relationship between the Z-direction force acting on the carbody of the railcar bogie according to the first embodiment of the present invention and the Z-direction displacement. [Figure 5] FIG. 5 is a cross-sectional view perpendicular to the central axis of roll rotation of the car body, showing an example of the configuration of the air springs and upper and lower stoppers of the bogie for a railway vehicle according to the second embodiment of the present invention. [Figure 6] FIG. 6 is a diagram showing the relationship between the roll moment acting on the carbody of the railway vehicle bogie according to the second embodiment of the present invention and the carbody roll displacement. [Figure 7] FIG. 7 is a cross-sectional view perpendicular to the central axis of roll rotation of the car body, showing an example of the configuration of the air springs and upper and lower stoppers of a bogie for a railway vehicle according to a third embodiment of the present invention. [Figure 8] FIG. 8 is a diagram showing the relationship between the Z-direction force acting on the carbody of the bogie for a railway vehicle according to the third embodiment of the present invention and the Z-direction displacement. DETAILED DESCRIPTION OF THE INVENTION

[0012] [First embodiment] A first embodiment of the present invention will be described with reference to Figs. 1, 2, 3, and 4. Fig. 1 is a diagram showing a railway vehicle bogie 1 according to the first embodiment of the present invention. Fig. 2 is a cross-sectional view perpendicular to the central axis of roll rotation of the carbody, showing the configuration of the air springs and upper and lower stoppers of the railway vehicle bogie according to the first embodiment of the present invention. Here, the various directions will be defined in order to explain the railway vehicle bogie. The longitudinal direction of the rail is the X direction, the width direction of the rail is the Y direction, and the height direction of the railway vehicle is the Z direction. Hereinafter, these directions may be simply referred to as the X direction, Y direction, and Z direction.

[0013] The railway vehicle of this embodiment has a carbody 7 and a railway vehicle bogie 1 that supports the carbody 7. The railway vehicle bogie 1 is mainly composed of a bogie frame 2, an axle box 3, a wheelset 4, an axle box suspension 5, and air springs 6. The wheelset 4 is rotatably supported by the axle box 3 via a bearing, and the axle box 3 and the bogie frame 2 are connected by the axle box suspension 5. A pair of wheels W connected by an axle rolls on the rails R. Air springs 6 are arranged between the bogie frame 2 and the carbody 7, and the carbody 7 is elastically supported by the air springs 6 from below.

[0014] Figure 2 shows the configuration of the air springs and upper and lower stoppers. The air springs 6 are arranged in pairs, with their centers positioned at a lateral distance ba from the center (Or) of the bogie frame 2, with the center (Or) sandwiched between them. The air springs 6 are mainly composed of a diaphragm 8 made of an elastic material such as rubber, and first upper and lower stoppers 11 arranged below it. The inside of the diaphragm 8 is filled with air, and by utilizing the compressibility of air, the air springs 6 elastically support the car body 7 in the vertical and horizontal directions when they are sound (not punctured).

[0015] The first vertical stopper 11 can elastically support the vehicle body 7 when the air spring is in a deflated state with the diaphragm 8 deflated. The first vertical stopper 11 is configured to be elastically deformable, for example, with a vertically laminated structure of rubber (elastic body) and metal plate, and supports the vehicle body 7 in a state of high vertical rigidity due to the high rigidity of the rubber in the compression direction in the vertical direction (Z direction). In the left-right direction (X direction and Y direction), the first vertical stopper 11 supports the vehicle body 7 in a state of low horizontal rigidity due to the low rigidity of the rubber in the shear direction, allowing horizontal displacement of the vehicle body 7. Here, the first vertical stopper 11 may be configured only with an elastic body such as rubber.

[0016] The second vertical stoppers 12 are arranged in pairs on the side (the widthwise end side of the bogie) away from the center (Or) (the center of the bogie frame 2) with their centers positioned at a lateral distance bs (>ba) from the center (Or) of the bogie frame 2, outside the first vertical stoppers 11, at the widthwise end of the bogie frame 2. The second vertical stoppers 12 are configured to be elastically deformable solely from an elastic body such as rubber, and when they come into contact with the car body 7, they elastically support the car body 7 in the Z direction.

[0017] 2 shows a state in which the first vertical stopper 11 and the second vertical stopper 12 are arranged on the same straight line along the Y direction. However, if there is insufficient space in the Y direction on the bogie frame 2 and they cannot be arranged on the same straight line along the Y direction, the second vertical stopper 12 may be arranged at a position offset in the X direction from the line connecting the pair of first vertical stoppers 11 (the same applies to the embodiments described later).

[0018] Next, the relationship between the arrangement and dimensions of the first vertical stopper 11 and the second vertical stopper 12 in the roll direction and Z direction will be described.

[0019] First, regarding the roll direction, when the carbody 7 undergoes rotational displacement in the roll direction (around the X direction), it rotates around the rotation center Or. When the carbody 7 rotates counterclockwise (or clockwise) in FIG. 2 about the rotation center Or, the underside of the carbody 7 can come into contact with the upper surfaces of the first vertical stopper 11 and the second vertical stopper 12. The contact point between the upper surface of the first vertical stopper 11 and the underside of the carbody 7 is defined as contact point C1, and the contact point between the upper surface of the second vertical stopper 12 and the underside of the carbody 7 is defined as contact point C2. In FIG. 2, the angle formed in the roll direction between the "horizontal line HL" passing through the rotation center Or and the "straight line passing through the rotation center Or and contact point C1" is defined as the roll contact angle θa of the first vertical stopper 11, and the angle formed in the roll direction between the "horizontal line HL" and the "straight line passing through the rotation center Or and contact point C2" is defined as the roll contact angle θs of the second vertical stopper 12. Here, the dimensions of the first upper and lower stopper 11 and the second upper and lower stopper 12 are set so that the roll contact angle θs of the second upper and lower stopper 12 is smaller than the roll contact angle θa of the first upper and lower stopper 11, and the first upper and lower stopper 11 and the second upper and lower stopper 12 are arranged on the bogie frame 2.

[0020] Next, with regard to the Z direction, the distance between the contact point C1 between the underside of the car body 7 and the first vertical stopper 11 is defined as the vertical gap ga, and the distance between the contact point C2 between the underside of the car body 7 and the second vertical stopper 12 is defined as the vertical gap gs. Here, the dimensions of the first vertical stopper 11 and the second vertical stopper 12 are set so that the vertical gap gs of the second vertical stopper 12 is larger than the vertical gap ga of the first vertical stopper 11, and the first vertical stopper 11 and the second vertical stopper 12 are arranged on the bogie frame 2.

[0021] FIG. 2 illustrates the behavior of the carbody 7 when it is displaced in the roll direction. When the carbody 7 enters a curve and centrifugal force increases, or when it is vibrated in the roll direction due to track irregularity input, the carbody 7 is displaced in the roll direction around the roll rotation center Or. Here, we will explain the state in which the carbody 7 rolls counterclockwise and the carbody roll displacement increases. When the carbody roll displacement increases, the carbody 7 first comes into contact with the second vertical stopper 12 at contact point C2 because the roll contact angle θs of the second vertical stopper 12 is smaller than the roll contact angle θa of the first vertical stopper 11. Furthermore, the second vertical stopper 12 is compressed in the Z direction at contact point C2 and elastically deforms, further increasing the carbody roll displacement, and the carbody 7 comes into contact with the first vertical stopper 11 at contact point C1. Furthermore, the second vertical stopper 12 is compressed in the vertical direction at contact point C2, and the first vertical stopper 11 is compressed in the Z direction at contact point C1, resulting in even larger carbody roll displacement.

[0022] Figure 3 shows the relationship between the roll moment acting on the vehicle body and the vehicle body roll angle when the vehicle body 7 is displaced in the roll direction. When vehicle body roll displacement occurs, the air springs 6 first displace in the Z direction, and the Z-direction reaction force of the diaphragms 8 of the air springs 6 generates a roll moment, which increases the reaction force due to the roll moment acting on the vehicle body. Therefore, if the vehicle body roll angle is small, the roll moment can ensure the restoring force of the vehicle body 7.

[0023] Furthermore, when the vehicle body roll displacement increases and the roll contact angle of the second vertical stopper 12 becomes θs, the vehicle body 7 comes into contact at contact point C2, and the roll moment generated by the Z-direction reaction force of the second vertical stopper 12 further increases the roll moment reaction force acting on the vehicle body 7. Generally, the generated roll moment is proportional to the square of the length of the roll moment arm, and the sensitivity of the arm to the roll moment increases. Here, the lateral distance bs of the second vertical stopper 12 is larger than the lateral distance ba of the first vertical stopper 11. Therefore, due to the effect of the relatively large lateral distance bs as the roll moment arm, the roll moment reaction force generated by the Z-direction reaction force of the second vertical stopper 12 becomes relatively large. Therefore, the roll moment due to the second vertical stopper 12 and the like increases, and the roll stiffness, which corresponds to the slope of the roll moment line acting on the vehicle body 7 in FIG. 3 (roll moment relative to roll displacement), becomes large when the roll contact angle is equal to or larger than θs.

[0024] When the vehicle body roll displacement further increases and the roll contact angle of the first vertical stopper 11 reaches θa, contact occurs at contact point C1, and the reaction force of the roll moment acting on the vehicle body 7 increases further due to the roll moment generated by the Z-direction reaction force of the first vertical stopper 11. Here, the vertical rigidity of the first vertical stopper 11 is set to a relatively large rigidity in order to suppress Z-direction displacement when supporting the vehicle body 7 in the event of an air spring puncture, so the Z-direction reaction force of the first vertical stopper 11 increases and the roll moment generated by the Z-direction reaction force of the first vertical stopper 11 becomes significantly large.

[0025] When the vehicle body 7 is displaced in the roll direction, in the region from the roll contact angle θs to the roll contact angle θa, the roll rigidity of the vehicle body 7 increases due to support in the Z direction by the second upper and lower stoppers 12, and in the region exceeding the roll contact angle θa, the roll rigidity of the vehicle body 7 is further increased due to support in the Z direction by the first upper and lower stoppers 11 in addition to the second upper and lower stoppers 12. Due to the effect of such increased roll rigidity, a large roll moment reaction force can be generated on the vehicle body 7, thereby suppressing an increase in vehicle body roll displacement.

[0026] Next, referring to FIG. 2, the operation when the vehicle body 7 is displaced in the Z direction will be described. When the air springs 6 are in a sound state, the carbody 7 is vibrated in the Z direction by track irregularity input in the Z direction, causing it to displace in the Z direction. If the downward displacement of the carbody 7 in the Z direction is smaller than the vertical gap ga, stopper strike does not occur at contact point C1, and good vertical ride comfort can be maintained without the influence of stopper strike. Because the vertical gap gs of the second vertical stopper 12 is set larger than the vertical gap ga of the first vertical stopper 11, stopper strike does not occur at contact point C2 when stopper strike does not occur at contact point C1. Therefore, the second vertical stopper 12 does not affect vertical ride comfort, and good vertical ride comfort can be maintained.

[0027] On the other hand, when the air spring 6 is punctured, the air escapes from the air spring 6, causing the car body 7 to be displaced downward in the Z direction, and the car body 7 is elastically supported by the first vertical stoppers 11 at contact point C1, and in this state the vertical gap ga becomes zero. Furthermore, if the Z direction force acting from the car body 7 is large or the track irregularity in the Z direction is large, the Z direction displacement of the car body 7 further increases, causing contact at contact point C2, and the car body 7 is elastically supported not only by the first vertical stoppers 11 but also by the second vertical stoppers 12.

[0028] The relationship between the Z-direction force (also referred to as the vertical force) acting on the vehicle body 7 and the Z-direction displacement (also referred to as the up-down displacement) of the vehicle body during the above-described Z-direction movement is shown in Fig. 4. Fig. 4 shows the state of the Z-direction force acting on the vehicle body when the vehicle body 7 is displaced downward in the Z direction.

[0029] When the air spring 6 is in a sound state and the Z-direction track irregularity is small, and the Z-direction displacement of the car body is smaller than the vertical gap ga, the air spring 6 is elastically supported by the diaphragm 8, and the Z-direction reaction force acting on the car body 7 increases in response to the Z-direction displacement of the car body 7 due to the elastic force of the air spring 6, thereby ensuring the restoring force of the car body 7.

[0030] Next, if the air spring 6 punctures or if the car body is displaced in the Z direction due to large track irregularities in the Z direction, the Z direction displacement of the car body 7 becomes larger than the vertical gap ga, and in this state the car body 7 is elastically supported by the first vertical stoppers 11. In this case, the first vertical stoppers 11 are set to have a relatively large spring constant in order to suppress Z direction displacement when supporting the air spring 6 in a punctured state, so a larger Z direction reaction force is generated, resulting in a state of large Z direction stiffness corresponding to the slope of the line of Z direction force acting on the car body in Figure 4 (Z direction force with respect to Z direction displacement).

[0031] Furthermore, when the Z-direction displacement of the car body 7 increases and becomes larger than the vertical gap gs, the car body 7 is elastically supported by the second vertical stopper 12 in addition to the first vertical stopper 11. In this state, since the car body is supported by two elastic bodies, the first vertical stopper 11 and the second vertical stopper 12, a larger Z-direction reaction force is generated, and the vertical rigidity corresponding to the slope of the line of the Z-direction force acting on the car body in Figure 4 becomes larger.

[0032] In the above-described operation of displacing the carbody 7 in the Z direction, by setting the vertical gap ga wide, when the air springs 6 are healthy and the vertical displacement is equal to or less than the vertical gap ga, it is possible to avoid the first vertical stoppers 11 from hitting the stoppers when the carbody 7 is displaced vertically in response to a vibration input such as track irregularities. Furthermore, because the vertical gap gs is set larger than the vertical gap ga, the second vertical stoppers 12 do not hit the stoppers when the air springs 6 are healthy, and the second vertical stoppers 12 do not affect the deterioration of vertical ride comfort when the air springs are healthy, allowing good vertical ride comfort to be maintained.

[0033] According to the present embodiment described above, the simple configuration of the first vertical stoppers 11 and the second vertical stoppers 12 allows the second vertical stoppers 12 to increase the roll rigidity of the carbody 7 and increase the roll moment acting on the carbody 7 when centrifugal force acts during high-speed curved running or when an exciting force is applied to the carbody 7 due to track irregularities or the like, thereby suppressing an increase in carbody roll displacement and improving ride comfort in the carbody width direction. Furthermore, in this embodiment, by setting the vertical gap ga wide, it is possible to avoid contact with the stoppers in the Z direction while running, and it is possible to provide a railway vehicle bogie that maintains good ride comfort in the Z direction.

[0034] [Second embodiment] Next, a second embodiment of the present invention will be described with reference to Figures 5 and 6. In Figure 5, members that have the same functions as those in the first embodiment are given the same reference numerals as in Figure 2. Figure 5 shows an example of an embodiment in which air springs 26 are arranged in the center of the bogie.

[0035] 5, one air spring 26 is disposed at the center of the bogie frame 2 in the Y direction. The configuration of the air spring 26 itself is the same as that of the first embodiment, and is mainly composed of a diaphragm 28 made of an elastic body such as rubber, and a first upper and lower stopper 21 disposed below the diaphragm 28. A pair of second upper and lower stoppers 12 are disposed on either side of the center (Or) of the bogie frame 2 in the Y direction, on the outer sides of the first upper and lower stopper 21, at the ends of the bogie frame 2 in the Y direction.

[0036] The relationship between the arrangement and dimensions of the first vertical stopper 21 and the second vertical stopper 12 in the roll direction and Z direction will be described.

[0037] First, regarding the roll direction, when the car body 7 undergoes rotational displacement in the roll direction, it rotates around the rotation center Or (X-axis). When the car body 7 rotates counterclockwise (or clockwise) around the rotation center Or in FIG. 5, the bottom surface of the car body 7 and the top surface of the second vertical stopper 12 come into contact at contact point C2. The angle in the roll direction between the "horizontal line HL" and the "straight line passing through the rotation center Or and contact point C2" is defined as the roll contact angle θs of the second vertical stopper 12.

[0038] Next, with regard to the Z direction, when the carbody 7 is displaced downward in the Z direction, the contact point between the underside of the carbody 7 and the upper surface of the first vertical stopper 21 is defined as contact point C1, and the contact point between the underside of the carbody 7 and the upper surface of the second vertical stopper 12 is defined as contact point C2. The distance between the underside of the carbody 7 and contact point C1 is defined as the vertical gap ga, and the distance between the underside of the carbody 7 and contact point C2 is defined as the vertical gap gs. Here, the dimensions of the first vertical stopper 21 and the second vertical stopper 12 are set so that the vertical gap gs of the second vertical stopper 12 is larger than the vertical gap ga of the first vertical stopper, and the first vertical stopper 21 and the second vertical stopper 12 are arranged on the bogie frame 2.

[0039] Referring to Figure 5, the operation when the carbody 7 is displaced in the roll direction will be described. When the carbody 7 enters a curve and centrifugal force increases, or when vibration in the roll direction is caused by track irregularity input or the like, the carbody 7 is displaced in the roll direction about the roll rotation center Or. Here, we will explain a state in which the carbody 7 rolls counterclockwise and the carbody roll displacement increases. First, when carbody roll displacement occurs while the carbody 7 is elastically supported by the roll rigidity of the air spring 26, the carbody 7 comes into contact with the second vertical stopper 12 at contact point C2. Furthermore, the second vertical stopper 12 is compressed in the Z direction at contact point C2 and elastically deforms, thereby elastically supporting the carbody 7 in the roll direction.

[0040] FIG. 6 shows the relationship between the roll moment acting on the vehicle body 7 and the vehicle body roll angle in this state. When a vehicle body roll displacement occurs, first, the reaction force due to the roll moment increases due to the roll rigidity of the air spring 26. Next, when the vehicle body roll displacement reaches the roll contact angle θs of the second vertical stopper 12, the vehicle body 7 comes into contact with the second vertical stopper 12 at the contact point C2, and the reaction force of the roll moment acting on the vehicle body 7 increases due to the roll moment generated by the Z-direction reaction force of the second vertical stopper 12.

[0041] In the above-described operation of displacing the vehicle body 7 in the roll direction, in the region where the roll contact angle is equal to or larger than θs, the roll rigidity increases due to support in the Z direction by the second upper and lower stoppers 12. This makes it possible to generate a large reaction force of the roll moment, thereby suppressing an increase in the vehicle body roll displacement.

[0042] Next, referring to FIG. 5, the operation when the vehicle body is displaced in the Z direction will be described. When the air springs 26 are in a sound state, the carbody 7 is vibrated in the Z direction by track irregularity input in the Z direction, causing displacement in the Z direction. If the downward displacement of the carbody 7 in the Z direction is smaller than the vertical gap ga, stopper strike does not occur at the contact point C1 of the first vertical stopper 21, and good vertical ride comfort can be maintained without the influence of stopper strike. Because the vertical gap gs of the second vertical stopper 12 is set larger than the vertical gap ga of the first vertical stopper 11, stopper strike does not occur at the contact point C2 when stopper strike does not occur at the contact point C1. Therefore, the second vertical stopper 12 does not affect the vertical ride comfort, and good vertical ride comfort can be maintained.

[0043] In contrast, when the air spring 26 is punctured, downward Z-direction displacement increases, and the vehicle body 7 is elastically supported by the first vertical stopper 21. If the downward Z-direction displacement further increases, the second vertical stopper 22 also comes into contact with the vehicle body 7, and the vehicle body 7 is elastically supported by the second vertical stopper 22 in addition to the first vertical stopper 21.

[0044] According to the present embodiment described above, by using only one first upper and lower stopper 21 of the air spring 26, it is possible to suppress an increase in the vehicle body roll displacement and Z-direction displacement, as in the first embodiment, while maintaining good upper and lower ride comfort without being affected by contact with the upper and lower stoppers, while maintaining a simple configuration.

[0045] [Third embodiment] Next, a third embodiment of the present invention will be described with reference to Figures 7 and 8. In Figure 7, members that have the same functions as those in the first embodiment are given the same reference numerals as in Figure 2. Figure 7 shows an example of an embodiment in which air springs are arranged on the end sides of the bogie in the width direction (Y direction).

[0046] 7, the air springs 36 are arranged in pairs on either side of the center (Or) in the Y direction, at the widthwise end portions of the bogie frame 2, with their centers located at a lateral distance bs from the center (Or) of the bogie frame 2. The air springs 36 are mainly composed of a diaphragm 38 and second vertical stoppers 32 arranged below the diaphragm 38. The second vertical stoppers 32 are arranged below the air spring 36. The second vertical stoppers 32 are configured to be elastically deformable, for example, with a vertically laminated structure of rubber (elastic body) and metal plate, and are similar to the first vertical stoppers of the first embodiment.

[0047] The first vertical stoppers 31 are arranged in pair on either side of the center (Or), inside the second vertical stoppers 32, toward the center in the Y direction of the bogie frame 2, with their centers positioned at a lateral distance ba from the center (Or). The first vertical stoppers 31 are made only of an elastic body such as rubber, for example, and are similar to the second vertical stoppers of the first embodiment, and when they come into contact with the car body 7, they elastically support the car body 7 in the Z direction.

[0048] Here, the definitions of the contact point C1 and roll contact angle θa of the first vertical stopper 31 and the contact point C2 and roll contact angle θs of the second vertical stopper 32 are the same as those in the first embodiment. The dimensions of the first vertical stopper 31 and the second vertical stopper 32 are set so that the roll contact angle θs of the second vertical stopper 32 is smaller than the roll contact angle θa of the first vertical stopper 31, and the first vertical stopper 31 and the second vertical stopper 32 are arranged on the bogie frame 2.

[0049] The definitions of the vertical gaps ga and gs are also the same as in the first embodiment. However, the dimensions of the first and second vertical stoppers 31 and 32 are set so that the vertical gap ga of the first vertical stopper 31 is larger than the vertical gap gs of the second vertical stopper 32, and the first and second vertical stoppers 31 and 32 are disposed on the bogie frame 2.

[0050] When the vehicle body 7 is displaced in the roll direction, the vehicle body 7 first comes into contact with the second vertical stopper 32 at contact point C2 at the roll contact angle θs of the second vertical stopper 12. When the vehicle body roll displacement further increases, the vehicle body 7 comes into contact with the first vertical stopper 31 at contact point C1.

[0051] In the above-described operation of displacing the vehicle body in the roll direction, as in the first embodiment, in the region from contact angle θs to contact angle θa, the roll rigidity increases due to the vertical support by the second upper and lower stoppers 32, and in the region exceeding the roll contact angle θa, the roll rigidity of the vehicle body 7 is further increased due to the support in the Z direction by the first upper and lower stoppers 11 in addition to the second upper and lower stoppers 12, so that a large roll moment reaction force can be generated and the increase in vehicle body roll displacement can be suppressed.

[0052] Next, when the car body 7 is displaced in the vertical direction, if the downward displacement of the car body 7 in the Z direction is smaller than the vertical gap gs, with the air spring 36 in a sound state, the second vertical stopper 32 will not come into contact with the stopper, and a good vertical ride comfort can be maintained. In this embodiment, the vertical gap ga is set to be larger than the vertical gap gs of the second vertical stopper 32, so with respect to the first vertical stopper 31, the stopper will not come into contact with the contact point C1, and a good vertical ride comfort can be maintained.

[0053] When the air spring 36 is punctured, the second upper and lower stoppers 32 elastically support the vehicle body 7, and when the downward displacement in the Z direction becomes larger, the first upper and lower stoppers 31 also come into contact with the vehicle body 7, and the vehicle body 7 is elastically supported by the first upper and lower stoppers 31 in addition to the second upper and lower stoppers 32.

[0054] The relationship between the Z-direction force acting on the vehicle body and the Z-direction displacement of the vehicle body during the above Z-direction movement is shown in Fig. 8. Fig. 8 shows the state of the Z-direction force acting on the vehicle body when the vehicle body 7 is displaced downward in the Z direction.

[0055] When the air spring 36 is in a sound state and the track irregularity in the Z direction is small, when the Z direction displacement of the car body is smaller than the vertical gap gs, the car body is elastically supported by the diaphragm 38 of the air spring 36, and the Z direction reaction force acting on the car body increases along with the vertical displacement of the car body 7 in accordance with the elastic force of the air spring 36.

[0056] Furthermore, if the air spring 36 punctures or if track irregularities in the Z direction become so great that the Z direction displacement of the car body 7 becomes greater, and the Z direction displacement of the car body 7 becomes greater than the vertical gap gs, the car body 7 will be elastically supported by the second vertical stopper 32. In this case, the rigidity of the second vertical stopper 32 is set to a relatively large spring constant in order to suppress Z direction displacement when the air spring 36 punctures, so a larger Z direction reaction force is generated, resulting in a state of large vertical rigidity corresponding to the slope of the line of the Z direction force acting on the car body in Figure 8.

[0057] Furthermore, when the Z-direction displacement of the car body 7 is large, the Z-direction displacement of the car body 7 becomes larger than the vertical gap ga, and in this state, the car body 7 is elastically supported by the first vertical stopper 31 in addition to the second vertical stopper 32. In this state, since the car body 7 is supported by two springs, the first vertical stopper 31 and the second vertical stopper 32, a larger Z-direction reaction force is generated, and the vertical rigidity corresponding to the slope of the line of the Z-direction force acting on the car body in Figure 8 becomes larger.

[0058] In the above-described operation of displacing the car body 7 in the Z direction, by setting the upper and lower gaps gs wide, when the Z direction displacement when the air spring 36 is sound is equal to or less than the upper and lower gaps gs, if the car body 7 displaces in the Z direction in response to a vibration input such as track irregularities, the second upper and lower stoppers 32 can be prevented from hitting the stoppers, and a good vertical ride comfort can be maintained.

[0059] In the railway vehicle bogie 1 according to the present embodiment described above, the first upper and lower stoppers 31 are positioned inside the air springs 36 in the Y direction, so that even if the space outside the air springs 36 (the end sides of the bogie in the width direction) is narrow, the first upper and lower stoppers 31 can be positioned and configured, and this configuration can suppress an increase in car body roll displacement and maintain good vertical riding comfort.

[0060] As described above, according to this embodiment, a railway vehicle bogie can be provided that, with a simple configuration, is able to suppress an increase in carbody roll displacement when centrifugal force acts during high-speed curved travel or when an exciting force is applied to the carbody due to track irregularities or the like, thereby improving ride comfort in the carbody width direction and avoiding interference with infrastructure structures. Furthermore, this embodiment can provide a railway vehicle that is able to avoid contact with stoppers in the Z direction while traveling, thereby maintaining good ride comfort in the Z direction.

[0061] The present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments have been described in detail to clearly explain the present invention, and are not necessarily limited to those including all of the described configurations. Furthermore, it is possible to replace part of the configuration of one embodiment with the configuration of another embodiment, or to add the configuration of another embodiment to the configuration of one embodiment. Furthermore, it is possible to add, delete, or replace part of the configuration of each embodiment with other configurations.

[0062] This specification includes the disclosure of the following inventions. (First aspect) A railway vehicle having a car body and a bogie supporting the car body, The carriage is a first upper and lower stopper that is arranged at a center side in a width direction of the carriage and is elastically deformable; and second upper and lower stoppers that are arranged closer to the width direction end of the carriage than the first upper and lower stoppers and are elastically deformable, When the roll displacement or the vertical displacement of the car body relative to the bogie increases, the car body is supported by one of the first vertical stopper and the second vertical stopper, and when the roll displacement or the vertical displacement further increases, the car body is supported by both the first vertical stopper and the second vertical stopper. A railway vehicle characterized by:

[0063] (Second aspect) In the railway vehicle of the first aspect, A contact point between the first vertical stopper and the vehicle body is defined as a contact point C1, a contact point between the second upper and lower stopper and the vehicle body is defined as a contact point C2; In a cross section perpendicular to the roll rotation central axis of the vehicle body, the angle formed by a line passing through the roll rotation center of the vehicle body and the contact point C1 and a horizontal line passing through the roll rotation center of the vehicle body is defined as a roll contact angle θa of the first upper and lower stoppers, When the angle formed by the horizontal line and a straight line passing through the roll rotation center of the vehicle body and the contact point C2 is defined as the roll contact angle θs of the second upper and lower stoppers, The roll contact angle θs of the second upper and lower stoppers is smaller than the roll contact angle θa of the first upper and lower stoppers. A railway vehicle characterized by:

[0064] (Third aspect) In the railway vehicle of the second aspect, a distance between the lower surface of the vehicle body and the upper surface of the first vertical stopper is defined as a vertical gap ga of the first vertical stopper; When the distance between the lower surface of the vehicle body and the upper surface of the second vertical stopper is defined as the vertical gap of the second vertical stopper, The vertical gap gs of the second vertical stopper is larger than the vertical gap ga of the first vertical stopper. A railway vehicle characterized by:

[0065] (Fourth aspect) In the railway vehicle of the second aspect, a distance between the lower surface of the vehicle body and the upper surface of the first vertical stopper is defined as a vertical gap ga of the first vertical stopper; When the distance between the lower surface of the vehicle body and the upper surface of the second vertical stopper is defined as the vertical gap gs of the second vertical stopper, The vertical gap ga of the first vertical stopper is larger than the vertical gap gs of the second vertical stopper. A railway vehicle characterized by:

[0066] (Fifth aspect) In the railway vehicle of the first aspect, The first upper and lower stoppers are disposed at the center of the width direction of the carriage. A railway vehicle characterized by:

[0067] (Sixth aspect) In any one of the railway vehicles according to the first to fifth aspects, The first vertical stopper and the second vertical stopper are disposed offset in the rail direction. A railway vehicle characterized by:

[0068] (Seventh aspect) In the railway vehicle of any one of the first to sixth aspects, The first vertical stopper has a vertical laminated structure of an elastic body and a metal plate, The second vertical stopper is made of only an elastic body, An air spring is formed by a diaphragm disposed between the vehicle body and the first upper and lower stoppers, and the first upper and lower stoppers. A railway vehicle characterized by:

[0069] (Eighth aspect) In the railway vehicle of any one of the first to sixth aspects, The first vertical stopper is made of only an elastic body, The second vertical stopper has a vertical laminated structure of an elastic body and a metal plate, An air spring is formed by a diaphragm disposed between the vehicle body and the second upper and lower stoppers, and the second upper and lower stoppers. A railway vehicle characterized by: [Explanation of symbols]

[0070] 1: Railway vehicle bogie 2: Bogie frame 3: Axle box 4: wheel set 5: Axle box support device 6, 26, 36: Air spring 7: Body 8, 28, 38: Diaphragm 11, 21, 31: First upper and lower stoppers 12, 32: Second upper and lower stoppers

Claims

1. A railway vehicle having a car body and a bogie supporting the car body, The carriage is a first upper and lower stopper that is arranged at a center side in a width direction of the carriage and is elastically deformable; and second upper and lower stoppers that are arranged closer to the width direction end of the carriage than the first upper and lower stoppers and are elastically deformable, When the roll displacement or the vertical displacement of the car body relative to the bogie increases, the car body is supported by one of the first vertical stopper and the second vertical stopper, and when the roll displacement or the vertical displacement further increases, the car body is supported by both the first vertical stopper and the second vertical stopper. A railway vehicle characterized by:

2. 2. The railway vehicle according to claim 1, A contact point between the first upper and lower stopper and the vehicle body is defined as a contact point C1. a contact point between the second upper and lower stopper and the vehicle body is defined as a contact point C2; In a cross section perpendicular to the roll rotation central axis of the vehicle body, the angle formed by a line passing through the roll rotation center of the vehicle body and the contact point C1 and a horizontal line passing through the roll rotation center of the vehicle body is defined as a roll contact angle θa of the first upper and lower stoppers, When the angle formed by the horizontal line and a straight line passing through the roll rotation center of the vehicle body and the contact point C2 is defined as a roll contact angle θs of the second upper and lower stoppers, The roll contact angle θs of the second upper and lower stoppers is smaller than the roll contact angle θa of the first upper and lower stoppers. A railway vehicle characterized by:

3. 3. The railway vehicle according to claim 2, a distance between the lower surface of the vehicle body and the upper surface of the first vertical stopper is defined as a vertical gap ga of the first vertical stopper, When the distance between the lower surface of the vehicle body and the upper surface of the second vertical stopper is defined as the vertical gap of the second vertical stopper, The vertical gap gs of the second vertical stopper is larger than the vertical gap ga of the first vertical stopper. A railway vehicle characterized by:

4. 3. The railway vehicle according to claim 2, a distance between the lower surface of the vehicle body and the upper surface of the first vertical stopper is defined as a vertical gap ga of the first vertical stopper, When the distance between the lower surface of the vehicle body and the upper surface of the second vertical stopper is defined as a vertical gap gs of the second vertical stopper, The vertical gap ga of the first vertical stopper is larger than the vertical gap gs of the second vertical stopper. A railway vehicle characterized by:

5. 2. The railway vehicle according to claim 1, The first upper and lower stoppers are disposed at the center in the width direction of the carriage. A railway vehicle characterized by:

6. 2. The railway vehicle according to claim 1, The first vertical stopper and the second vertical stopper are disposed to be offset in the rail direction. A railway vehicle characterized by:

7. 2. The railway vehicle according to claim 1, The first vertical stopper has a vertically laminated structure of an elastic body and a metal plate, The second vertical stopper is made of only an elastic body, an air spring is formed by a diaphragm disposed between the vehicle body and the first upper and lower stoppers, and the first upper and lower stoppers; A railway vehicle characterized by:

8. 2. The railway vehicle according to claim 1, The first vertical stopper is made of only an elastic body, The second vertical stopper has a vertical laminated structure of an elastic body and a metal plate, an air spring is formed by a diaphragm disposed between the vehicle body and the second upper and lower stoppers, and the second upper and lower stoppers; A railway vehicle characterized by:

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