WO2018198200A1

WO2018198200A1 - Railway vehicle

Info

Publication number: WO2018198200A1
Application number: PCT/JP2017/016397
Authority: WO
Inventors: 正隆干鯛; 康介原; 克行岩崎; 隆夫渡邊; 一雄亀川
Original assignee: 株式会社日立製作所
Priority date: 2017-04-25
Filing date: 2017-04-25
Publication date: 2018-11-01
Also published as: EP3617030B1; EP3617030A4; JPWO2018198200A1; JP6709331B2; EP3617030A1

Abstract

A railway vehicle according to the present invention includes: a vehicle body; a truck frame constituting a truck for supporting the vehicle body; an anti-roll device that is provided so as to straddle the vehicle body and the truck frame to reduce relative roll displacement of the vehicle body; a torsion bar provided on the anti-roll device so as to extend in the width direction of the vehicle body; arms extending from the ends of the torsion bar so as to extend in the longitudinal direction of the vehicle body; rods extending in the top-bottom direction of the vehicle body from the distal ends of the arms; connecting parts provided at the distal ends of the rods; ring-like members provided on the connecting parts and connected to the rods; first elastic bodies that fill the interiors of the ring-like members; coupling rods extending along the axes of the ring-like members and supported by the first elastic bodies; and restricting members that restrict displacement of the coupling rods in the height direction.

Description

Railway vehicle

The present invention relates to a railway vehicle equipped with an anti-rolling device that suppresses roll vibration of a vehicle body and improves riding comfort when passing through a curved section of a track. For example, the present invention relates to a railway vehicle in which an anti-rolling device is provided in addition to a vehicle body tilting device that tilts a vehicle body toward the inner track side in order to pass through a curved section of a track at high speed.

When the railway vehicle passes through the curved section of the track, a centrifugal force acts on the body of the railway vehicle, so that the railway vehicle is inclined toward the outer track side. Normally, when a railway vehicle passes through a curved section of the track, a cant is installed on the track surface to make the track height on the outer track side larger than that on the inner track side so that the vehicle body does not tilt toward the outer track side. Centrifugal force is canceled by gravity. If the cant amount is appropriately set with respect to the curve passing speed of the railway vehicle, the centrifugal force and the gravitational force cancel each other, and the centrifugal force apparently does not act on the passenger of the railway vehicle.

On the other hand, if a railway vehicle travels on a curved section of a track at a speed exceeding the equilibrium speed at which the centrifugal force and gravity force can be canceled, excess centrifugal force that cannot be canceled by Kant acts on the railway vehicle. Has a sense of being swung outside the curve and feels uncomfortable. In order to suppress the deterioration of the riding comfort caused by the excessive centrifugal force, the railway vehicle includes a vehicle body tilting device that actively tilts the railway vehicle toward the inner track side of the curve more than a cant amount.

On the other hand, when the railway vehicle travels on the track at a high speed, roll vibration may occur in which the railway vehicle vibrates around an axis along the rail direction due to an irregular track or the like. For this reason, the railway vehicle may include an anti-rolling device that suppresses the roll vibration.

The anti-rolling device functions as a spring element with respect to the relative displacement in the roll direction between the vehicle body and the carriage. For this reason, when the vehicle body tilting device tries to tilt the railway vehicle toward the inner track side of the curve in the curved section of the track, the anti-rolling device generates a moment in a direction opposite to the direction in which the vehicle body is desired to be tilted. Patent Document 1 discloses a railway vehicle including an anti-rolling device including a torsion bar.

JP 2005-238858 A

The railway vehicle is provided with a vehicle body tilting device that tilts the railway vehicle toward the inner track side of the track when passing through a curved section of the track. When an anti-rolling device that suppresses rolling vibration of the railway vehicle is installed in the railway vehicle, the anti-rolling device acts in a direction that inhibits the inclination when the vehicle body tilting device tries to tilt the railway vehicle. For this reason, there is a problem that it is difficult to achieve both the function of the vehicle body tilting device and the function of the antirolling device in a railway vehicle provided with the vehicle body tilting device and the anti-rolling device.

The present invention has been made in consideration of the above points, and intends to propose a railway vehicle equipped with an anti-rolling device that does not hinder the function of the vehicle body tilting device.

In order to solve such a problem, in the present invention, in a railway vehicle, the vehicle body, a carriage frame that constitutes a carriage that supports the vehicle body, and a bridge frame between the vehicle body and the carriage frame are provided to suppress relative roll displacement of the vehicle body. An anti-rolling device, a torsion bar provided on the anti-rolling device along the width direction of the vehicle body, an arm extending from both ends of the torsion rod along the longitudinal direction of the vehicle body, Rod extending in the direction, a connecting portion provided at the tip of the rod, an annular member provided at the connecting portion and connected to the rod, a first elastic body filled inside the annular member, and an axis of the annular member And a connecting rod supported by the first elastic body and a regulating member for regulating displacement in the height direction of the connecting rod.

According to the present invention, a railway vehicle equipped with an anti-rolling device that does not hinder the function of the vehicle body tilting device can be realized.

It is a side view of a railway vehicle provided with the anti rolling device by 1st, 2nd and 3rd embodiment. 1 is a top view of a railway vehicle including anti-rolling devices according to first, second, and third embodiments (view A-view A in FIG. 1). It is a front view of the lower connection part which connects the lower end part of the rod of the anti rolling device by the 1st, 2nd and 3rd embodiment, and a bogie frame. FIG. 5 is a central cross-sectional view of a lower connecting portion that connects a lower end portion of a rod of the anti-rolling device according to the first embodiment and a carriage frame (cross-sectional views of FIGS. 3B and 3B). FIG. 6 is a cross-sectional view away from the center of the lower connecting portion that connects the lower end of the rod of the anti-rolling device according to the first embodiment and the carriage frame (cross-sectional views of FIGS. 3C-C). It is a schematic diagram which shows the change of the spring rigidity of the height direction of the lower connection part corresponding to the displacement amount of the height direction of a vehicle body. It is a schematic diagram which shows operation | movement of the anti-rolling apparatus by 1st Embodiment when a small roll displacement arises. It is a schematic diagram which shows the mode of a displacement of the lower connection part of one side (A side) which comprises the anti-rolling apparatus by 1st Embodiment when a small roll displacement arises. It is a schematic diagram which shows the mode of the displacement of the other (B side) lower connection part which comprises the anti-rolling apparatus by 1st Embodiment when a small roll displacement arises. It is a schematic diagram which shows operation | movement of the anti-rolling apparatus by 1st Embodiment when a big roll displacement arises. It is a schematic diagram which shows the mode of the displacement of the lower connection part of one side (A side) which comprises the anti-rolling apparatus by 1st Embodiment when a big roll displacement arises. It is a schematic diagram which shows the mode of a displacement of the other (B side) lower connection part which comprises the anti-rolling apparatus by 1st Embodiment when a big roll displacement arises. It is a side view of the lower connection part of the anti-rolling apparatus by 2nd Embodiment. It is a side view of the lower connection part of the anti-rolling device by a 3rd embodiment.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings. First, each direction used for explanation is defined. The longitudinal direction (rail direction) of the railway vehicle is defined as the X direction, the width direction (sleeper direction) of the railway vehicle is defined as the Y direction, and the height direction of the railway vehicle is defined as the Z direction. Hereinafter, it may be simply referred to as an X direction, a Y direction, or a Z direction.

(1) First Embodiment FIG. 1 is a side view of a railway vehicle provided with an anti-rolling device 3 according to this embodiment, and FIG. 2 is a top view of the railway vehicle provided with an anti-rolling device 3 according to this embodiment. (View A-View A). The vehicle body 1 of the railway vehicle includes a bogie frame 4, a wheel shaft 6, an axle box body 7, an axle box support device 5 that connects the axle box body 7 to the carriage frame 4, etc. Supported through.

The anti-rolling device 3 includes a torsion bar 9 provided on the lower surface of the vehicle body 1 along the X direction, an arm 11 extending in the Y direction from both ends of the torsion bar 9, and an X direction end of the arm 11 from the Z direction. And a rod 12 that hangs down.

At both ends of the torsion bar 9, a pair of cradles 10 spaced at both ends in the X direction on the lower surface of the vehicle body 1 are provided so as to be rotatable around the axis of the torsion bar 9. Both ends of the torsion bar 9 are connected to one end of the arm 11 by press fitting or the like. The other end of the arm 11 and the rod 12 are rotatably connected via a spherical bearing or the like. A connecting rod 32 constituting a lower connection portion 31 provided at the lower end portion of the rod 12 is fixed to a connection portion receiver 15 provided on a side surface of the carriage frame 4.

When a relatively large relative roll displacement occurs between the vehicle body 1 and the carriage frame 4, the anti-rolling device 3 raises one rod 12 in the Z direction to lift the other end of the arm 11 and When the rod 12 is lowered in the Z direction and pushes down the other end of the arm 11, the torsion bar 9 is torsionally deformed. The action against the torsional deformation of the torsion bar 9 suppresses the upward and downward movements of the pair of left and right rods 12, and an anti-rolling action that reduces the relative roll displacement between the vehicle body 1 and the carriage frame 4 occurs.

FIG. 3 is a front view of the lower connection portion 31 that connects the lower end portion of the rod 12 of the anti-rolling device 3 and the carriage frame 4. 4 is a cross-sectional view of the central portion of the lower connecting portion 31 that connects the lower end of the rod 12 of the anti-rolling device 3 and the carriage frame 4 (cross-sectional view of FIGS. 3B and B), and FIG. 12 is a cross-sectional view away from the center of the lower connecting portion 31 that connects the lower end of 12 and the carriage frame 4 (FIG. 3C-C cross-sectional view).

The lower connecting portion 31 is connected to the lower end portion of the rod 12 by welding or the like and has a pipe-like outer annular member 36 having an axis along the Y direction, and an annular second elastic member provided inside the outer annular member 36. The body 35, the inner annular member 34 provided inside the second elastic body 35, and the first elastic body 33 provided inside the inner annular member 34. A prismatic connecting rod 32 is provided at the center of the first elastic body 33.

The dimension of the connecting rod 32 in the Y direction is larger than the dimension of the lower connecting portion 31 in the Y direction, and both end portions of the connecting rod 32 in the Y direction protrude from both end surfaces of the lower connecting portion 31 in the Y direction.

The extending portion 34a is connected in such a manner as to protrude from both ends in the Z direction of the inner annular member 34 in the Y direction (the axial direction of the inner annular member 34), and a stopper is provided on the surface of the extending portion 34a on the side of the connecting rod 32. A stopper rubber placement portion 37 on which the rubber 38 is placed is provided. The extending portion 34a and the stopper rubber mounting portion 37 may be machined integrally from the inner annular member 34, or prepared as separate parts from the inner annular member 34 and then fixed to the inner annular member 34 by welding or the like. May be.

Both end portions in the Y direction of the connecting rod 32 are fixed with bolts 50 to the upper surfaces of both end portions in the Y direction of the connection portion receiver 15 fixed to the side surface of the carriage frame 4. By being fixed in this way, the lower end portion of the rod 12 constituting the anti-rolling device 3 is fixed to the carriage frame 4.

When the vehicle body 1 is displaced relative to the carriage, first, the first elastic body 33 is deformed so that the connecting rod 32 is brought into contact with the stopper rubber 38 held by the extending portion 34a via the stopper rubber mounting portion 37. Touch. Further, when the relative roll displacement increases, the second elastic body 35 deforms while relaxing the impact when the connecting rod 32 contacts the stopper rubber 38.

The stopper rubber 38 is provided in order to prevent the first elastic body 33 from exceeding the allowable deformation amount and significantly impairing the reliability of the first elastic body 33. It is not necessary to be an elastic body, and a Teflon (registered trademark) plate or the like may be used.

A gap having a dimension Z0 in the Z direction is provided between the upper surface (lower surface) of the connecting rod 32 and the stopper rubber 38. When the connecting rod 32 is displaced in the Z direction by the dimension Z0, the connecting rod 32 and the stopper rubber 38 come into contact with each other. Therefore, the dimension Z0 is obtained by dividing the target inclination angle θT of the vehicle body tilting device by the W dimension (see FIG. 2). It is desirable that the size be equal to or larger than the measured size (θT / W).

FIG. 6 is a schematic diagram showing a change in spring stiffness in the height direction of the lower connecting portion corresponding to the amount of displacement in the height direction of the vehicle body. When the lower connecting portion 31 having the above-described configuration is displaced in the Z direction, the spring rigidity of the lower connecting portion 31 is mainly the first when the amount of displacement in the Z direction from the upper surface or the lower surface of the connecting rod 32 is smaller than the Z0 dimension. Since the elastic body 33 is deformed, the rigidity of the first elastic body 33 is obtained.

On the other hand, when the amount of displacement in the Z direction from the upper surface or the lower surface of the connecting rod 32 is larger than the Z0 dimension, the connecting rod 32 contacts the stopper rubber 38 and is displaced integrally with the inner annular member 34 in the Z direction. For this reason, since the second elastic body 35 is mainly deformed, the spring rigidity of the lower connecting portion 31 becomes the spring rigidity of the second elastic body 35.

That is, since the lower connecting portion 31 includes the first elastic body 33 with low rigidity and the second elastic body 35 with high rigidity, when the displacement in the Z direction of the connecting bar 32 is smaller than Z0, the connecting bar 32 is provided. Is easily displaced in the Z direction. However, when the displacement of the connecting rod 32 in the Z direction is larger than Z0, the connecting rod 32 has the property of being difficult to displace in the Z direction.

Moreover, two types of first elastic bodies 33 and second elastic bodies 35 having different rigidity are provided. For this reason, even if the first elastic body 33 with low rigidity is easily displaced and the connecting rod 32 abuts against the stopper rubber 38 vigorously, the second elastic body 35 has the connecting rod 32 connected to the stopper rubber 38. The impact abutting on can be reduced. Thus, since the second elastic body 35 reduces the impact when the connecting rod 32 and the stopper rubber 38 come into contact with each other, the reliability of the anti-rolling device 3 is not impaired.

FIG. 7 is a schematic diagram showing the operation of the anti-rolling device 3 when a small roll displacement occurs. FIG. 8 is a schematic diagram showing a state of displacement of one (A side) lower connecting portion 31 constituting the anti-rolling device 3 when a small roll displacement occurs, and FIG. 9 is a diagram when a small roll displacement occurs. FIG. 5 is a schematic diagram showing a state of displacement of the other (B side) lower connecting portion 31 constituting the anti-rolling device 3.

Consider the case where the vehicle body 1 rotates around the axis along the X direction at a roll angle θ (a relative roll angle θ is generated between the vehicle body 1 and the carriage frame 4). The connecting rod 32 located on one side (A side) of the carriage frame 4 in the Y direction is located at a position away from the above-described axis in the + Y direction by the W dimension, and the other side (B side) of the carriage frame 4 in the Y direction. ) Is located at a position away from the above-mentioned axis in the −Y direction by the W dimension (see FIG. 2).

Therefore, the A side connecting rod 32 is displaced by a displacement amount (W × θ) obtained by multiplying the W dimension by the roll angle θ above the Z direction (see FIG. 8). Similarly, the connecting rod 32 on the B side is displaced downward in the Z direction by a displacement amount (W × θ) obtained by multiplying the W dimension by the roll angle θ (see FIG. 9).

For example, the vehicle body tilting device adjusts the internal pressure of the pair of air springs 2 placed on the upper surface of the carriage frame 4 when the railway vehicle passes through the curved section of the track, and is small relative to the carriage frame 4 of the vehicle body 1. It is an apparatus that applies a relative roll angle θ.

FIG. 10 is a schematic diagram showing the operation of the anti-rolling device 3 when a large roll displacement occurs. FIG. 11 is a schematic diagram showing a state of displacement of one (A side) lower connecting portion 31 constituting the anti-rolling device 3 when a large roll displacement occurs, and FIG. 12 is a diagram when a large roll displacement occurs. FIG. 5 is a schematic diagram showing a state of displacement of the other (B side) lower connecting portion 31 constituting the anti-rolling device 3.

Suppose that the vehicle body 1 rotates at a roll angle 2θ around an axis along the X direction. The connecting rod 32 located on one side (A side) of the carriage frame 4 in the Y direction is located at a position away from the above-described axis in the + Y direction by the W dimension, and the other side (B side) of the carriage frame 4 in the Y direction. ) Is located at a position away from the above-mentioned axis in the −Y direction by the W dimension.

Therefore, the A side connecting rod 32 is displaced by a displacement amount (W × 2θ) obtained by multiplying the W dimension by the roll angle θ above the Z direction (see FIG. 11). Similarly, the connecting rod 32 on the B side is displaced downward in the Z direction by a displacement amount (W × 2θ) obtained by multiplying the W dimension by the roll angle θ (see FIG. 12).

The displacement amount W × 2θ in the Z direction of the connecting rod 32 is based on the Z direction dimension Z0 (see FIG. 5) from the upper and lower surfaces of the connecting rod 32 to the stopper rubber 38 in the initial (relative displacement angle 0 °) position. large. For this reason, when the relative roll angle exceeds Z0 / W, the connecting rod 32 deforms the first elastic body 33 and contacts the stopper rubber 38. Further, the connecting rod 32 pulls the inner annular member 34 that supports the stopper rubber 38 to deform the second elastic body 35, so that W × 2θ in the Z direction from the initial position (position of the relative roll angle 0 °). Displace to the position of.

Since the rigidity of the second elastic body 35 is set to be sufficiently larger than the rigidity of the first elastic body 33, the second elastic body 35 is difficult to deform in the Z direction. Due to this property of the second elastic body 35 (a property that does not easily deform), one rod 12 connected to the lower connecting portion 31 rises in the Z direction and the other rod 12 falls in the Z direction.

Since the other end of the arm 11 is connected to the upper end of the rod 12, one end (A side) of the torsion bar 9 is twisted clockwise by the arm 11 and the other end of the torsion bar 9. The end portion (B side) is twisted counterclockwise by the arm 11. Since the anti-rolling device 3 is twisted in this way, a large anti-rolling action functions in a direction in which the relative roll angle generated between the vehicle body 1 and the carriage frame 4 does not occur.

In the anti-rolling device 3 according to the present invention, since the rigidity of the first elastic body 33 constituting the lower connecting portion 31 is set to be small, the first elastic body 33 is easily deformed when the relative roll angle θ is small. Thus, since the displacement of the connecting rod 32 in the Z direction is allowed and the anti-rolling action of the anti-rolling device 3 does not occur, the anti-rolling device 3 does not hinder the operation of the vehicle body tilting device.

Further, when the relative roll displacement amount between the vehicle body 1 and the bogie frame 4 reaches a relative roll displacement amount larger than the vehicle body tilting operation by the vehicle body tilting device, the pair of connecting rods 32 are displaced in opposite directions in the Z direction. As a result, the torsion bar 9 is twisted via the arm 11. For this reason, a strong anti-rolling action works and it is possible to suppress an increase in relative roll displacement between the vehicle body 1 and the carriage frame 4. Therefore, a railway vehicle provided with the anti-rolling device 3 that does not hinder the function of the vehicle body tilting device can be provided.

The stopper rubber 38 held by the extending portion 34a supported by the inner annular member 34 restricts the movement of the connecting rod 32. Due to this limitation, the second-stage rigidity composed of the torsional rigidity of the second elastic body 35 and the torsion bar 9 having high rigidity can be realized following the first-stage rigidity of the first elastic body 33 having low rigidity. Thus, the anti-rolling device 3 has a first-stage rigidity area that does not hinder the action of the vehicle body tilting apparatus, and a second-stage rigidity area that can suppress excessive relative roll displacement between the vehicle body and the carriage frame. Therefore, according to the present embodiment, it is possible to provide a railway vehicle including the anti-rolling device 3 that does not hinder the function of the vehicle body tilting device.

In this embodiment, the lower end portion of the rod 12 connected to the arm 11 connected to the torsion bar 9 is rotatably held on the cradle 10 fixed to the lower surface of the vehicle body 1 and the bogie frame 4. A fixed example is shown. Not limited to this example, the upper end of the rod 12 connected to the arm 11 connected to the torsion bar 9 is fixed to the floor surface of the vehicle body 1 while the torsion bar is rotatably held on the cradle provided on the upper surface of the carriage frame. However, the same effect is obtained (the same applies to the second and third embodiments).

(2) Second Embodiment FIG. 13 is a side view of a lower connection portion of an anti-rolling device 40 according to a second embodiment. In order to reduce the design and manufacturing man-hours, the inner annular member 34 is omitted and only one type of elastic body (first elastic body 33) having a relatively small rigidity is employed to simplify the structure.

In order to realize the two-stage spring characteristics in the Z direction described with reference to FIG. 6, the outer annular member 36 is provided with extending portions 36 a extending in the Y direction from both ends in the Z direction, and the stopper rubber placement portion is provided in the extending portion 36 a. 37 and a stopper rubber 38 are fixed to the stopper rubber mounting portion 37.

This configuration realizes a first-stage elastic region in which the first elastic body 33 is elastically deformed until the connecting rod 32 contacts the stopper rubber 38. In addition, after the connecting rod 32 comes into contact with the stopper rubber 38, the second-stage elastic region due to the torsional rigidity of the torsion rod 9 can be realized via the rod 12 and the arm 11.

Since the support rigidity of the first elastic body 33 of the connecting rod 32 in the first-stage elastic region is small, the anti-rolling device 40 does not hinder the function of the vehicle body tilting device. In the second elastic region, the torsional rigidity of the torsion bar 9 constituting the anti-rolling device 40 suppresses excessive relative roll displacement between the vehicle body 1 and the carriage frame 4. For this reason, a railway vehicle provided with the anti rolling device 40 which does not inhibit the function of the vehicle body tilting device can be provided.

Furthermore, in addition to the effects described above, since there are few types of elastic bodies and annular members constituting the lower connecting portion 41, a railway vehicle including the anti-rolling device 40 with a small design and manufacturing man-hour can be provided.

(3) Third Embodiment FIG. 14 is a side view of a lower connecting portion of an anti-rolling device 45 according to a third embodiment. The configuration of the lower connection portion 46 according to the present embodiment is basically the same as that of the lower connection portion 31 according to the first embodiment. The lower connecting portion 46 according to the present embodiment includes a pair of inner walls 34 b along the Z direction inside the inner annular member 34. By setting the gap dimension in the X direction of the inner wall 34b to be slightly larger than the X direction dimension of the connecting bar 32, the displacement of the connecting bar 32 in the Z direction is allowed while suppressing the displacement of the connecting bar 32 in the X direction. There is a feature.

With this configuration, when the vehicle body 4 passes through a section such as a curve of the track, when the carriage frame 4 turns, the connecting rod 32 is greatly displaced in the X direction, or the connecting rod 32 is minute in the XZ plane. It can suppress rotating. The rigidity of the first elastic body 33 that holds the connecting rod 32 is set to be smaller than the rigidity of the second elastic body 35. For this reason, when the connecting rod 32 is greatly displaced in the X direction or rotated in the XZ plane, the first elastic body 33 having a small rigidity is greatly deformed, and the deterioration rapidly proceeds. There is a concern that reliability may be reduced.

In order to eliminate this concern, in the present embodiment, the inner annular member 34 is provided with a pair of inner walls 34b along the Z direction, and the connecting rod 32 that is allowed to be displaced in the Z direction inside the opposed inner walls 34b. It was set as the structure provided with. With this configuration, only the displacement in the Z direction is allowed for the first elastic body 33, and the minute rotation in the XZ plane generated in the connecting rod 32 can be dealt with by the displacement of the second elastic body 35.

Therefore, according to the present embodiment, it is possible to provide a railway vehicle including the anti-rolling device 45 that does not hinder the function of the vehicle body tilting device. In addition, according to the present embodiment, rapid deterioration of the first elastic body 33 is suppressed even when the bogie frame 4 turns when the vehicle body 1 passes through the curved section of the track. Thus, a decrease in the reliability of the lower connection portion 46 can be suppressed.

DESCRIPTION OF SYMBOLS 1 ... Vehicle body, 2 ... Air spring, 3, 40, 45 ... Anti-rolling device, 4 ... Bogie frame, 5 ... Shaft box support device, 6 ... Wheel shaft, 7 ... Shaft box body, 9 ... ... torsion bar, 10 ... cradle, 11 ... arm, 12 ... rod, 13 ... upper connection part, 15 ... connection part support (cart), 16 ... shaft spring, 31, 41, 46 ... Lower connecting portion, 32... Connecting rod, 33... First elastic body, 34... Inner annular member, 34 a .. extension portion, 34 b .. inner wall, 35. An annular member, 36a .... Extension part, 37 ... Stopper rubber mounting part, 38 ... Stopper rubber, 50 ... Bolt.

Claims

In railway vehicles,
The car body,
A carriage frame constituting a carriage supporting the vehicle body;
An anti-rolling device that is provided between the vehicle body and the bogie frame and suppresses relative roll displacement of the vehicle body;
A torsion bar provided in the anti-rolling device along the width direction of the vehicle body;
Arms extending along the longitudinal direction of the vehicle body from both ends of the torsion bar;
A rod extending in the vertical direction of the vehicle body from the tip of the arm;
A connecting portion provided at the tip of the rod;
An annular member provided in the connecting portion and connected to the rod;
A first elastic body filled inside the annular member;
A connecting rod along the axis of the annular member and supported by the first elastic body,
A railcar comprising: a regulating member that regulates displacement in a height direction of the connecting rod.
The regulating member is
A stopper rubber provided in an extending portion extending in the axial direction of the annular member from both ends in the height direction of the annular member,
The stopper rubber is
The railway vehicle according to claim 1, wherein when the relative roll displacement occurs, a displacement in a height direction accompanied by a deformation of the first elastic body of the connecting rod is restricted.
The annular member is
An outer annular member connected to the rod and filled with the first elastic body;
An inner annular member supported by the first elastic body and filled with the second elastic body;
And
The connecting rod is
Supported by the second elastic body filled in the inner annular member;
The regulating member is
The railcar according to claim 1, wherein the railcar is a stopper rubber provided in an extending portion extending in an axial direction of the inner annular member from both end portions in the height direction of the inner annular member.
The railway vehicle according to claim 3, wherein the rigidity of the first elastic body is larger than the rigidity of the second elastic body.
The inner annular member is
The inner annular member has a pair of inner walls opposed to each other along the vertical direction inside,
The connecting rod is
The railway vehicle according to claim 4, wherein the railway vehicle is displaced in a height direction along the inner wall.
The torsion bar is
Both end portions of the torsion bar are rotatably held on the lower surfaces of both end portions in the width direction of the vehicle body,
The railway vehicle according to any one of claims 1 to 5, wherein both ends of the connecting rod are fixed to the bogie frame.
The torsion bar is
Both ends of the torsion bar are rotatably held on the upper surface in the width direction of the bogie frame,
Both ends of the connecting rod are fixed to the lower surface of the vehicle body in the width direction;
The railway vehicle according to any one of claims 1 to 5, wherein