JPH0156941B2 - - Google Patents
Info
- Publication number
- JPH0156941B2 JPH0156941B2 JP58039547A JP3954783A JPH0156941B2 JP H0156941 B2 JPH0156941 B2 JP H0156941B2 JP 58039547 A JP58039547 A JP 58039547A JP 3954783 A JP3954783 A JP 3954783A JP H0156941 B2 JPH0156941 B2 JP H0156941B2
- Authority
- JP
- Japan
- Prior art keywords
- traction
- bogie
- force transmission
- locomotive according
- traction force
- 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
Links
Landscapes
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
- Lock And Its Accessories (AREA)
- Handcart (AREA)
Description
【発明の詳細な説明】
〔発明の技術分野〕
この発明はB0−B0−B0型の３台車方式機関車
に関するものである。DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a three-bogie locomotive of the B 0 -B 0 -B 0 type.
世界的に大型電気機関車、デイーゼル機関車で
は、６軸のものが多く製作されている。この場合
３軸台車を２台用いたC0C0型のものが外国では
多く使用されているが、曲線部や分岐部を通過す
るときの車輪横圧が大きいという問題がある。そ
こで我が国では、地形の複雑さからくる曲りくね
つた路線に適した２軸台車を３台用いたB0−B0
−B0型のものが従来から用いられている。
Many large electric locomotives and diesel locomotives around the world are manufactured with six axles. In this case, the C 0 C 0 type, which uses two 3-axle bogies, is often used in foreign countries, but there is a problem in that the lateral pressure on the wheels is large when passing through curved sections or branched sections. Therefore, in Japan, a B 0 −B 0 system using three two-axle bogies suitable for winding routes due to the complexity of the topography.
−B 0 type is conventionally used.
また車体台枠の形式として、車体台枠中央部に
前後方向に強度部材を配したセンタシル型と車体
台枠側梁部に強力な部材を配したサイドシル型が
ある。前者のセンタシル型は自動連結器を車体中
央に有する日本、米国等に適し、サイドシル型は
バツフアーを両側部に有する欧州の車体に適して
いるが、どの方式によるかはそれぞれの設計条件
等で決められてきた。B0−B0−B0型機関車では、
前後の台車は、車体連結端が大きく横変位をして
連結部に無理が掛らぬようにするため、車体との
相対移動はできるだけ少なくすることが好まし
い。この場合中間台車は車輪横圧を小さくするた
め、路線の曲線部では中間台車は軌条にそつて横
揺れできるようにする必要である。我が国におけ
るコロ側受方式の枕ばね機構を組込んだ中間台車
の１例を第１図に示す。車体台枠１にはセンタシ
ル２と側梁３が配されている。センタシルは車体
全長に配されて連結器からの連結時のバツフアシ
ヨツクを受けられるようになつている。側梁３は
車体側構との連結を行なうもので、強度的に余り
強い部材とはなつていない。この為に台車からの
牽引力を受ける心皿４はセンタシル２の下面に取
付けられている。台車中梁６には、摺板７を内面
に有する孔６ａが設けられている。そして心皿４
の先端部に取付けられた心皿金具４ａに摺板７を
当接させ牽引力を伝達するようになつている。 There are two types of body underframes: a center sill type in which a strength member is arranged in the longitudinal direction at the center of the body underframe, and a side sill type in which strong members are arranged in the side beams of the body underframe. The former center sill type is suitable for Japan, the United States, etc., which have an automatic coupler in the center of the vehicle body, and the side sill type is suitable for European vehicles that have buffers on both sides, but which method to use depends on the design conditions of each vehicle. I've been exposed to it. B 0 −B 0 −B For type 0 locomotives,
It is preferable that the relative movement of the front and rear bogies with the car body be minimized to prevent the car body connection end from making a large lateral displacement and putting stress on the connection part. In this case, in order to reduce the lateral force on the wheels of the intermediate bogie, it is necessary to allow the intermediate bogie to sway along the rails on curved sections of the route. Figure 1 shows an example of an intermediate bogie in Japan that incorporates a pillow spring mechanism of the roller side support type. A center sill 2 and side beams 3 are arranged on a body underframe 1. The center sill is placed along the entire length of the vehicle and is designed to receive the buffer shock when connecting from the coupler. The side beams 3 are used to connect the vehicle body side structure, and are not very strong members. For this purpose, a core plate 4 that receives the traction force from the truck is attached to the lower surface of the center sill 2. The bogie center beam 6 is provided with a hole 6a having a sliding plate 7 on its inner surface. And heart plate 4
The sliding plate 7 is brought into contact with a core plate metal fitting 4a attached to the tip of the slide plate 7 to transmit traction force.
この場合牽引力の着力点である心皿金具４ａの
高さは、勾配面いおける機関車全体としての軸重
移動に効果的に対応できる高さにしてある。 In this case, the height of the center plate fitting 4a, which is the point of application of the traction force, is set to a height that can effectively accommodate the shift of the axle load of the locomotive as a whole on a slope.
また、コロ側受方式の枕ばね機構１６は次のよ
うな構成となつている。台車側梁５から延出させ
たはり出し５ａの上に配された枕ばねゴム板１０
ａ、枕ばね１０を介してローラ受金具１３が支持
されている。このローラ受金具１３に回動自在に
保持された側受ローラ１２が車体台枠側梁３の下
面に配されたローラ受板１１を支えることにより
車体荷重は台車側梁５から車輪２０を介して軌道
１９に伝えられるようになつている。この場合ロ
ーラ受金具１３は、延長線が台車中心で交叉する
ような台車側梁５の上のアンカ受金１５に１端が
ピン支された２本のアンカリンク１４により保持
されているので、台車が横動又はスイベルした場
合にも、側受ローラ１２の回転軸方向は常に車体
前後方向に向き且つローラ受板１１は平板となつ
ているので、台車は車体に対し復元力なく相対変
位できる。この間心皿金具４ａは摺板７上を摺動
するので、台車の横動を阻止することはない。 Further, the pillow spring mechanism 16 of the roller side support type has the following configuration. Pillow spring rubber plate 10 arranged on the protrusion 5a extending from the side beam 5 of the truck
a. A roller holder 13 is supported via a pillow spring 10. The side support roller 12 rotatably held by the roller support fitting 13 supports the roller support plate 11 arranged on the lower surface of the side beam 3 of the vehicle body frame, so that the vehicle body load is transferred from the side beam 5 of the bogie via the wheels 20. It is designed so that it can be transmitted to orbit 19. In this case, the roller holder 13 is held by two anchor links 14, one end of which is supported by a pin on the anchor holder 15 on the truck side beam 5 whose extension lines intersect at the center of the truck. Even when the truck moves laterally or swivels, the rotation axis of the side support rollers 12 always faces in the longitudinal direction of the vehicle body, and the roller support plate 11 is a flat plate, so the truck can be displaced relative to the vehicle body without any restoring force. . During this time, the center plate fitting 4a slides on the sliding plate 7, so it does not prevent the lateral movement of the truck.
しかし、センタシルを有しないサイドシル型の
機関車では上記のようなセンタシルに取付けられ
た心皿を用いて牽引力を伝達することはできな
い。サイドシル方式で、車体台枠側梁から牽引力
を受けられるだけの構造物を垂下して中間台車と
連結しようとすると、垂下した構造物を車両限界
内に配しようとした場合、台車側梁との間隙が小
さくなり、中間台車が横移動したとき、垂下構造
物との台車側梁が当つてしまう。 However, in a side sill type locomotive that does not have a center sill, traction force cannot be transmitted using the core plate attached to the center sill as described above. When using the side sill method, if you try to connect a structure that can receive traction force from the side beams of the car body underframe by hanging it to the intermediate bogie, if you try to place the hanging structure within the vehicle limits, it will cause problems with the side beams of the bogie. When the gap becomes small and the intermediate truck moves laterally, the side beams of the truck collide with the hanging structure.
また台車と車体とを結ぶ部材が台車横動により
傾斜して、牽引力の横方向分力によつて台車が側
方に押され、車輪横圧を増大させることになる。 Furthermore, the member connecting the truck and the vehicle body is tilted due to the lateral movement of the truck, and the truck is pushed laterally by the lateral component of the traction force, increasing wheel lateral pressure.
この発明はサイドシル型の車体台枠を用いた機
関車で、上記問題点を解消できるようにしたB0
−B0−B0型の３台方式機関車を提供することを
目的とするものである。
This invention is a locomotive using a side sill type car body frame, which solves the above problems .
-B 0 -B 0 type 3 type locomotive.
この発明の３台車方式機関車は、車体台枠側梁
と中間台車枠間に車体と台車との相対横変位を許
容して設けられた枕ばね機構と、
中間台車台枠中梁部から下方に垂設された台車
心皿と、
この台車心皿に回転可能に連結され台車台枠下
面部にて左右方向に延びる牽引梁と、この牽引梁
の両端部にそれぞれ左右方向に支持間隔を有し上
下方向に回転可能に連結された前後方向に略水平
に向く牽引部材と、
車体台枠側梁下面にそれぞれ前後方向に支持間
隔を有し左右方向に回転可能に連結して垂下され
且つ下端が中間台車としてのレール面上一定の牽
引力伝達点高さに略等しい高さでＶ形状に結合さ
れたＶ形牽引力伝達部材と、
このＶ形牽引力伝達部材の下端部と上記牽引部
材の先端部とを接続する自在接手とから構成され
ている。
The three-bogie type locomotive of the present invention includes a pillow spring mechanism provided between the side beams of the car body underframe and the intermediate bogie frame to allow relative lateral displacement between the car body and the bogie, and a pillow spring mechanism provided below from the center beam of the intermediate bogie frame. A bogie center plate is vertically installed on the bogie center plate, a traction beam is rotatably connected to the bogie center plate and extends in the left-right direction at the lower surface of the bogie underframe, and a support interval is provided in the left-right direction at both ends of the traction beam. a traction member which is connected to be rotatably connected in the vertical direction and oriented substantially horizontally in the front-rear direction; a V-shaped traction force transmission member connected in a V shape at a height substantially equal to the height of a constant traction force transmission point on the rail surface as an intermediate bogie; the lower end of the V-shaped traction force transmission member and the tip of the traction member; It consists of a flexible joint that connects the
以下この発明の１実施例を第２図〜第４図によ
り説明する。図中３Ａは、車体強度部材としての
車体台枠側梁である。台車側梁５から延出させた
はり出し５ａの上に配された枕ばねゴム板１０
ａ、枕ばね１０を介してローラ受金具１３が支持
されており、このローラ受金具１３に回動自在に
保持された側受ローラ１２が車体台枠側梁３Ａの
下面に配されたローラ受板１１を支えることによ
り車体荷重が台車側梁５から車輪２０を介して軌
動１９に伝えられるようになつている。この枕ば
ね機構１６は、第１図に示したものと同様であ
る。そして、第１図と同様に配されたアンカリン
ク１４，１４及びローラ受金具１３の作用によつ
て、台車が横動、スイベルしたときにも、側受ロ
ーラ１２がローラ受板１１の下面を円滑に転動し
て、台車と車体との間の相体移動を許容するよう
になつている。また第３図に示すように、台車側
梁５には軸箱守５ｂが配され、軸ばね３９を介し
て軸箱３８が保持され、車輪２０からの衝撃を緩
衝して台車側梁５に伝えるように構成されてい
る。
An embodiment of the present invention will be described below with reference to FIGS. 2 to 4. 3A in the figure is a vehicle body underframe side beam as a vehicle body strength member. Pillow spring rubber plate 10 arranged on the protrusion 5a extending from the side beam 5 of the truck
a. A roller support fitting 13 is supported via a pillow spring 10, and a side support roller 12 rotatably held by the roller support fitting 13 is supported by a roller support disposed on the lower surface of the side beam 3A of the vehicle underframe. By supporting the plate 11, the vehicle body load is transmitted from the bogie side beam 5 to the track 19 via the wheels 20. This pillow spring mechanism 16 is similar to that shown in FIG. By the action of the anchor links 14, 14 and the roller support fitting 13 arranged in the same manner as shown in FIG. It rolls smoothly to allow mutual movement between the truck and the car body. Further, as shown in FIG. 3, an axle box guard 5b is arranged on the bogie side beam 5, and the axle box 38 is held via an axle spring 39, buffering the impact from the wheels 20 and transmitting it to the bogie side beam 5. It is configured as follows.
台車中梁６Ａは、第１図に示すものに比べ、心
皿を挿通するための孔がないので、孔を設けるた
めのスペースと中梁強度を得るための補強が必要
でなくなり、その分だけ台車長手方向の寸法を短
かくすることができる。 Compared to the one shown in Fig. 1, the bogie center beam 6A does not have a hole for inserting the core plate, so there is no need for space for the hole and reinforcement to obtain the strength of the center beam. The longitudinal dimension of the truck can be shortened.
台車中梁６Ａの中央下面には台車心皿２１が設
けられ、牽引梁の中央に配された心皿受金２３ａ
で相互に嵌合し、牽引梁受金２２を台車心皿２１
に取り付けて牽引梁２３を支持している。牽引梁
２３は台車幅と同じに左右方向に延び、その端部
に後述する牽引部材が取付けられるようになつて
いる。 A bogie core plate 21 is provided on the lower center surface of the bogie middle beam 6A, and a center plate receiver 23a is arranged at the center of the traction beam.
, and connect the traction beam support 22 to the bogie center plate 21.
The traction beam 23 is supported by being attached to the traction beam 23. The traction beam 23 extends in the left-right direction to have the same width as the truck, and a traction member, which will be described later, is attached to the end of the traction beam 23.
台車下方の台車心皿２１を中心に回転可能で且
つ左右に延びた牽引梁２３の端部には牽引部材受
金２３ｂが設けられている。牽引部材３０は、２
又に開いたリンク３０ａ，３０ｂをつなぎリンク
３０ｃで接続した３角形状をなし、基端部３０
ｂ，３０ｄの２ケ所で、ピン２４により受金２３
ｂに横方向移動を拘束されて回転可能に連結され
ている。牽引力伝達部材４０は、傾斜リンク４１
に傾斜リンク４２をピン４３で連結してＶ字形に
なつている。リンク４１，４２の基端部は、車体
台枠側梁３Ａの下面に長手方向に離間して設けら
れた受座４５，４５に球面接手４６，４６を介し
て回転自在に接続されている。そして牽引部材３
０の先端部と、牽引力伝達部材４０の下端部は自
在接手３３によつて連結されている。 A traction member receiver 23b is provided at the end of the traction beam 23, which is rotatable around a center plate 21 at the bottom of the truck and extends from side to side. The traction member 30 includes two
The open links 30a and 30b are connected by a connecting link 30c to form a triangular shape, and the proximal end 30
At the two locations b and 30d, the pin 24 is used to secure the receiver 23.
It is rotatably connected to b to restrict lateral movement. The traction force transmission member 40 includes an inclined link 41
An inclined link 42 is connected with a pin 43 to form a V-shape. The base ends of the links 41 and 42 are rotatably connected via spherical grips 46 and 46 to seats 45 and 45 provided on the lower surface of the vehicle body frame side beam 3A and spaced apart in the longitudinal direction. and traction member 3
0 and the lower end of the traction force transmitting member 40 are connected by a universal joint 33.
この場合、第４図では牽引部材、牽引力伝達部
材が心皿受金２３ａに対し、点対称に配されてい
るが、車体中心線に対して対称、つまり牽引梁２
３の同じ方向の面にこれらの牽引部材等を配して
もよい。 In this case, in FIG. 4, the traction member and the traction force transmission member are arranged point-symmetrically with respect to the core plate receiver 23a, but they are symmetrically arranged with respect to the vehicle body center line, that is, the traction beam 2
These traction members etc. may be arranged on the same direction surface of 3.
まず台車の車輪２０で発生した牽引力は、車輪
２０から軸箱３８、軸箱守５ｂ、台車側梁５を経
由して台車中梁６Ａに伝えられる。台車中梁６Ａ
に伝えられた牽引力は台車心皿２１から牽引梁２
３、牽引部材３０及び牽引力伝達部材４０を介し
て、車体側梁３Ａ下面に取付けられた受座４５，
４５から車体に伝達される。
First, the traction force generated by the wheel 20 of the truck is transmitted from the wheel 20 to the center beam 6A of the truck via the axle box 38, the axle box guard 5b, and the side beam 5 of the truck. Dolly middle beam 6A
The traction force transmitted from the bogie core plate 21 to the traction beam 2
3. A catch seat 45 attached to the lower surface of the vehicle body side beam 3A via the traction member 30 and the traction force transmission member 40;
45 to the vehicle body.
この場合、牽引梁２３は心皿２１と嵌合して台
車スイベル動だけは許容するが、他の上下動など
の動きはすべて台車と同じ動きをする。 In this case, the traction beam 23 is fitted with the center plate 21 to allow only the swivel movement of the truck, but all other movements such as vertical movement are the same as the truck.
ここで、台車の上下動は、牽引部材３０がピン
２４の所で回動し、傾斜することにより許容され
る。台車と車体のローリング変位は台車左右の牽
引部材３０，３０が異方向に傾斜することにより
許容される。また台車ピツチングは主として牽引
部材３０の回動により許容される。 Here, the vertical movement of the truck is allowed by the traction member 30 rotating and tilting at the pin 24. Rolling displacement of the truck and the vehicle body is allowed by tilting the traction members 30, 30 on the left and right sides of the truck in different directions. Further, bogie pitting is mainly permitted by rotation of the traction member 30.
次に台車の横動に際し、牽引部材３０は牽引梁
２３に対して受金２３ｂによつて横移動を拘束さ
れているために、先端の接手３３は台車台枠と一
定の位置関係を保つて左右方向に横動する。この
とき接手３３，４６は球面自在接手等で構成され
ているので、牽引力伝達部材４０の傾斜リンク４
１，４３は共に１体となつて車体長手方向軸に対
して傾斜して台車横動を許容する。この場合傾斜
リンク４１，４２の下端即ち接手３３は台車横動
と全く同じ横動をし、上端部は車体側梁３Ａと同
じ動きをするため、台車側梁５に若干接近するこ
とはあるが、車体側梁３Ａから強固な部材が垂下
されている場合と異なり、台車側梁５に接触する
ことはない。 Next, when the truck moves laterally, the traction member 30 is restrained from moving laterally with respect to the traction beam 23 by the support 23b, so the joint 33 at the tip maintains a constant positional relationship with the truck frame. Move laterally from side to side. At this time, since the joints 33 and 46 are composed of spherical universal joints, etc., the inclined link 4 of the traction force transmission member 40
1 and 43 are integrated into one body and are inclined with respect to the longitudinal axis of the vehicle body to permit lateral movement of the bogie. In this case, the lower ends of the inclined links 41 and 42, that is, the joint 33, move horizontally in exactly the same way as the bogie lateral movement, and the upper end moves in the same way as the car body side beam 3A, so it may approach the bogie side beam 5 slightly. , unlike the case where a strong member is suspended from the vehicle body side beam 3A, it does not come into contact with the bogie side beam 5.
また、台車からの牽引力伝達について考える
と、牽引力伝達部材４０は自在接手３３で牽引梁
３０に、また自在接手４６，４６を介して車体側
梁３Ａにモーメントフリーに連結されているの
で、牽引部材３０に生じた牽引力は、伝達部材４
０の一方の傾斜リンクには単純圧縮力、他方の傾
斜リンクには単純引張力を生ぜしめ、リンク受座
４５，４５から車体側梁３Ａに伝えられる。従つ
て車体からの垂下構造物による極度に集中した牽
引力伝達と異なり、分散した作用力を車体側梁に
与えることができるので、車体台枠構造面で極め
て楽な設計が可能となる。 Also, considering the transmission of traction force from the bogie, the traction force transmission member 40 is moment-free connected to the traction beam 30 via the universal joint 33 and to the vehicle body side beam 3A via the universal joints 46, 46, so the traction force transmission member 40 The traction force generated in the transmission member 4
0, a simple compressive force is generated in one inclined link, and a simple tensile force is generated in the other inclined link, which is transmitted from the link seats 45, 45 to the vehicle body side beam 3A. Therefore, unlike the extremely concentrated transmission of tractive force by structures hanging from the vehicle body, distributed acting force can be applied to the vehicle body side beams, allowing for an extremely easy design in terms of the vehicle body frame structure.
また、台車が横動したときには、牽引力伝達部
材４０が車体長手方向軸に対して傾斜するので、
台車の横ずれと台車牽引力とによるモーメントは
伝達部材４０からの左右方向分力で車体側梁３Ａ
に伝えられる。従つて、第１図に示したもののよ
うに、中間台車が横動したときに、台車中心と牽
引力伝達中心のずれによるモーメントを台車の前
後の車輪横圧で受ける必要はなくなり、牽引力伝
達面から遥かにすぐれた構造となつている。 Furthermore, when the truck moves laterally, the traction force transmitting member 40 tilts with respect to the longitudinal axis of the vehicle body.
The moment due to the lateral displacement of the bogie and the traction force of the bogie is the left-right component force from the transmission member 40, which is applied to the vehicle body side beam 3A.
can be conveyed to. Therefore, as shown in Fig. 1, when the intermediate bogie moves laterally, it is no longer necessary to receive the moment due to the deviation between the center of the bogie and the center of traction force transmission by the lateral pressure of the front and rear wheels of the bogie, and the moment from the traction force transmission surface is It has a much better structure.
更に特願昭57−28127号（特開昭58−145566号）
に、前後の両端台車での牽引力着力点を軌条面に
より所定の高さ下に位置させ、中間台車での牽引
力着力点を軌条面より所定の高さ上に位置させる
ことにより、勾配面上の機関車全体としての軸重
移動に効果的に対処できることが開示されてい
る。この発明の場合にも牽引部材３０を所定の高
さに位置させることにより、軸重移動に効果的に
対処することができる。 Furthermore, Japanese Patent Application No. 1982-28127 (Japanese Patent Application No. 1983-145566)
In order to improve It is disclosed that the axle load movement of the locomotive as a whole can be effectively dealt with. Also in the case of this invention, by positioning the traction member 30 at a predetermined height, axle load shift can be effectively dealt with.
また、中間台車の形状は特殊でなく、両端台車
と基本的には同じ構成となつているから、中間台
車に牽引梁及び公知の軸重移動防止リンク機構を
組込んで使用できるので、部品の互換性その他の
面で極めて好都合である。 In addition, the shape of the intermediate bogie is not special, and it has basically the same configuration as the both-end bogies, so the intermediate bogie can be used with a traction beam and a known link mechanism for preventing axle load movement. This is extremely convenient in terms of compatibility and other aspects.
この発明の他の実施例を第５図，第６図に示
す。この例では牽引部材３０Ａ，３０Ａが、牽引
梁２３に対し同一方向に配されている。この牽引
部材３０Ａは、横方向力に耐え得る１本の部材で
構成され基端部は横方定に幅をもたせ、牽引梁２
３にピン２４で連結されている。また牽引力伝達
部材４０は、３角リンク４０ａ，４０ｂをつなぎ
リンク４０ｃで結合した３角形状の１体構造とな
つている。そして伝達部材４０は受座４７にピン
４８を介して連結され、車体長手方向軸に対し回
動できるようになつている。そして受座側壁と伝
達部材のピン係合端部との間に緩衝部材４９であ
る環状のゴム板を介装して、車両前後方向の衝撃
荷重を受けた場合の緩衝機能をもたせるようにし
てある。第６図には、牽引梁２３の端部断面をウ
エブ２３ｃ、フランジ２３ｂ，２３ｄを有するＩ
形に加工し、ウエブ２３ｃの前後に緩衝部材２７
であるゴム板を入れ、牽引部材の受金２５と受座
２６で挾持して、結合ボルトで締付けたものが示
されている。この構成により台車、車体間の衝撃
荷重を緩衝させることができる。
Other embodiments of the invention are shown in FIGS. 5 and 6. In this example, the traction members 30A, 30A are arranged in the same direction with respect to the traction beam 23. The traction member 30A is composed of a single member capable of withstanding lateral force, and has a base end with a width that is constant in the lateral direction.
3 with a pin 24. Moreover, the traction force transmission member 40 has a triangular one-piece structure in which triangular links 40a and 40b are connected by a connecting link 40c. The transmission member 40 is connected to the seat 47 via a pin 48 and is rotatable about the longitudinal axis of the vehicle body. An annular rubber plate serving as a buffer member 49 is interposed between the side wall of the seat and the pin-engaging end of the transmission member to provide a buffering function when an impact load is applied in the longitudinal direction of the vehicle. be. FIG. 6 shows an end section of the traction beam 23 having a web 23c and flanges 23b and 23d.
A buffer member 27 is processed into the shape and placed on the front and back of the web 23c.
The rubber plate shown in FIG. 1 is inserted, held between the catch 25 and the catch 26 of the traction member, and tightened with a connecting bolt. With this configuration, it is possible to buffer the impact load between the bogie and the car body.
この発明は上記のようなもので、台車側面と車
両限界迄の寸法がきびしいときでも、牽引力伝達
部材が車体長手方向を軸として横動することによ
り、中間台車の横動を許容することができる。ま
た牽引力伝達部材、牽引梁を左右両側に設けたこ
とにより台車横動時に車輪横圧を増大させること
がない。
This invention is as described above, and even when the dimensions between the side surface of the bogie and the vehicle limit are severe, the traction force transmitting member moves laterally around the longitudinal direction of the vehicle body, thereby allowing the lateral movement of the intermediate bogie. . Furthermore, by providing the traction force transmitting member and the traction beam on both the left and right sides, the wheel lateral pressure does not increase when the bogie moves laterally.
第１図は従来の３台車方式機関車の中間台車の
縦断面図、第２図〜第４図は、この発明の１実施
例を示すもので、第２図は中間台車の縦断面図、
第３図は第２図の要部側面図、第４図は同じく要
部の斜視図、第５図〜第６図は他の実施例を示す
もので、第５図は第４図と同じ部の斜視図、第６
図は牽引部材取付部の斜視図である。
１……車体台枠、２……センタシル、３，３Ａ
……車体台枠側梁、５，５Ａ……台車側梁、６，
６Ａ……台車中梁、１６……枕ばね機構、２１…
…台車心皿、２３……牽引梁、３０，３０Ａ……
牽引部材、３３……自在接手、４０……牽引力伝
達部材、２７……緩衝部材、４９……緩衝部材。
FIG. 1 is a longitudinal sectional view of an intermediate bogie of a conventional three-bogie locomotive, FIGS. 2 to 4 show an embodiment of the present invention, and FIG. 2 is a longitudinal sectional view of an intermediate bogie,
Figure 3 is a side view of the main parts of Figure 2, Figure 4 is a perspective view of the same parts, Figures 5 and 6 show other embodiments, and Figure 5 is the same as Figure 4. Perspective view of part 6
The figure is a perspective view of the traction member attachment section. 1... Vehicle underframe, 2... Center sill, 3, 3A
...Car body underframe side beam, 5,5A...Bogie side beam, 6,
6A...Bogie middle beam, 16... Pillow spring mechanism, 21...
...Bogie center plate, 23... Traction beam, 30, 30A...
Traction member, 33... Universal joint, 40... Traction force transmission member, 27... Buffer member, 49... Buffer member.
Claims (1)
との相対横変位を許容して設けられた枕ばね機構
と、 中間台車台枠中梁部から下方に垂設された台車
心皿と、 この台車心皿に回転可能に連結され台車台枠下
面部にて左右方向に延びる牽引梁と、この牽引梁
の両端部にそれぞれ左右方向に支持間隔を有し上
下方向に回転可能に連結された前後方向に略水平
に向く牽引部材と、 車体台枠側梁下面にそれぞれ前後方向に支持間
隔を有し左右方向に回転可能に連結して垂下され
且つ下端が中間台車としてのレール面上一定の牽
引力伝達点高さに略等しい高さでＶ形状に結合さ
れたＶ形牽引力伝達部材と、 このＶ形牽引力伝達部材の下端部と上記牽引部
材の先端部とを接続する自在接手とを備えてなる
B0−B0−B0型の３台車方式機関車。 ２ 牽引部材を、勾配面における前方３軸と後方
３軸の軸重移動量が等しくなる位置に配設した特
許請求の範囲第１項記載の３台車方式機関車。 ３ Ｖ形牽引力伝達部材をピン連結されたリンク
で構成した特許請求の範囲第１項記載の３台車方
式機関車。 ４ Ｖ形牽引力伝達部材を３角形状の剛体で構成
した特許請求の範囲第１項記載の３台車方式機関
車。 ５ Ｖ形牽引力伝達部材の車体台枠側梁への垂設
部に前後方向の衝撃を吸収する緩衝部材を設けた
特許請求の範囲第４項記載の３台車方式機関車。 ６ 牽引部材を３角形状とし、基端部２箇所で牽
引梁に連結した特許請求の範囲第１項記載の３台
車方式機関車。 ７ 横方向剛性の大きい牽引部材を牽引梁にピン
支した特許請求の範囲第１項記載の３台車方式機
関車。 ８ 牽引部材の牽引梁への連結部に前後方向の衝
撃を吸収する緩衝部材を設けた特許請求の範囲第
１項記載の３台車方式機関車。[Scope of Claims] 1. A pillow spring mechanism provided between a side beam of a car body underframe and an intermediate bogie frame to allow relative lateral displacement between the car body and the bogie; A traction beam rotatably connected to the bogie center plate and extending in the left-right direction at the lower surface of the bogie underframe, and a traction beam with support intervals in the left-right direction at both ends of the traction beam. a traction member that faces approximately horizontally in the front-rear direction and is rotatably connected to the vehicle body underframe side beam; A V-shaped traction force transmission member connected in a V shape at a height approximately equal to a constant traction force transmission point height on the rail surface of the bogie, and a lower end of this V-shaped traction force transmission member and a tip end of the traction member. Equipped with a flexible joint to connect
B 0 −B 0 −B 0 type three-bogie locomotive. 2. The three-bogie locomotive according to claim 1, wherein the traction member is disposed at a position where the axle load movement of the three front axles and the three rear axles on the slope surface is equal. 3. The three-bogie locomotive according to claim 1, wherein the V-shaped traction force transmission member is constituted by a pin-connected link. 4. The three-bogie locomotive according to claim 1, wherein the V-shaped traction force transmission member is made of a triangular rigid body. 5. The three-bogie locomotive according to claim 4, wherein a buffer member for absorbing impact in the longitudinal direction is provided on a vertically extending portion of the V-shaped traction force transmitting member to the side beam of the car body frame. 6. The three-bogie locomotive according to claim 1, wherein the traction member has a triangular shape and is connected to the traction beam at two base ends. 7. A three-bogie locomotive according to claim 1, in which a traction member with high lateral rigidity is pin-supported on a traction beam. 8. The three-bogie locomotive according to claim 1, wherein a buffer member for absorbing longitudinal impact is provided at the connecting portion of the traction member to the traction beam.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3954783A JPS59164263A (en) | 1983-03-10 | 1983-03-10 | Truck system locomotive |
| ZA836941A ZA836941B (en) | 1983-03-10 | 1983-09-19 | Three-bogie locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3954783A JPS59164263A (en) | 1983-03-10 | 1983-03-10 | Truck system locomotive |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59164263A JPS59164263A (en) | 1984-09-17 |
| JPH0156941B2 true JPH0156941B2 (en) | 1989-12-01 |
Family
ID=12556078
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3954783A Granted JPS59164263A (en) | 1983-03-10 | 1983-03-10 | Truck system locomotive |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS59164263A (en) |
| ZA (1) | ZA836941B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0278250U (en) * | 1988-12-02 | 1990-06-15 | ||
| WO2016009545A1 (en) * | 2014-07-18 | 2016-01-21 | 株式会社日立製作所 | Railway vehicle |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5068275B2 (en) * | 2009-02-04 | 2012-11-07 | 鹿島建設株式会社 | Trolley |
-
1983
- 1983-03-10 JP JP3954783A patent/JPS59164263A/en active Granted
- 1983-09-19 ZA ZA836941A patent/ZA836941B/en unknown
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0278250U (en) * | 1988-12-02 | 1990-06-15 | ||
| WO2016009545A1 (en) * | 2014-07-18 | 2016-01-21 | 株式会社日立製作所 | Railway vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| ZA836941B (en) | 1984-05-30 |
| JPS59164263A (en) | 1984-09-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US4648326A (en) | Radial axle railway truck with axle couplings at sides transversely interconnected with each other | |
| US5377597A (en) | Rail vehicle having articulated connection between vehicle bodies for prohibiting telescoping in case of accidents | |
| US4953472A (en) | Rail vehicle, particularly monorail | |
| US3547046A (en) | Railway locomotive truck with low traction point | |
| JPH07170607A (en) | Eddy current brake supporting device and driving equipment for railroad rolling stock including such supporting device | |
| US3696757A (en) | Dampened railway car truck | |
| JPH0156941B2 (en) | ||
| JP4299182B2 (en) | Body connecting method and apparatus | |
| US4424750A (en) | Single wheelset railway truck sideframe | |
| CA2122541C (en) | Support housing for a rotary end of a slackless drawbar | |
| US4771703A (en) | Railroad flatcar with axle guards | |
| EP0134201B1 (en) | Two-axle load-bearing bogie | |
| JPH078647B2 (en) | Orbital vehicle | |
| JP2870603B2 (en) | Railway pendulum vehicle | |
| RU2138415C1 (en) | Locomotive bogie | |
| JP4656738B2 (en) | Single-axle truck for railway vehicles | |
| KR20060018788A (en) | Rolling stock and rail cars | |
| JPS6135767B2 (en) | ||
| JP4656739B2 (en) | Single-axle truck for railway vehicles | |
| RU1775323C (en) | Rail bogie wheel set-to-side frame connection unit | |
| JPH0433668B2 (en) | ||
| JPS6410458U (en) | ||
| CN120922190A (en) | Bogie system of urban rail train and urban rail train | |
| US5421269A (en) | Radially adjustable running gear for a railborne vehicle | |
| JPH0558951B2 (en) |