JP2001158353A - Gage variation locking device of variable gage truck for railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a gage variation locking device of a variable gage truck for a railroad vehicle having high reliability such that under any circumstances a wheel can be surely fixed in a position corresponding to a standard gage or a narrow gage. SOLUTION: The gage variation locking device fixes the wheel 5 in a position corresponding to the standard gage or narrow gage by engagement of the engagement projections 7 and 8 of a first gage variation locking means into engagement holes 9 so that the gage cannot be varied. Should the engagement projections 7 and 8 be cut and damaged, an engagement projection 24 provided on an axle box 20 is engaged into engagement grooves 33 and 34 provided in a locking block 30, so that the wheel 5 can be surely fixed in position such that the gage cannot be varied.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail-to-rail variable bogie for a railway vehicle capable of changing a wheel interval to continuously travel on rails having different rail-to-rail dimensions such as a Shinkansen and a conventional line. More specifically, the present invention relates to a safety device for a lock for changing a gauge that fixes a wheel so that the gauge cannot be changed.

In a Japanese railway, for example, a standard gauge having a gauge of 1435 mm used for a Shinkansen and the like and a narrow gauge having a gauge of 1067 mm used for a conventional line and the like are used in combination. If a railway vehicle capable of running continuously on tracks with different gauges is developed, the merits such as convenience of passengers, shortening of arrival time, and reduction of railway construction cost are extremely large. In view of this, the applicant of the present application has developed various rail-gauge variable bogies for railway vehicles and has filed applications for them. (See JP-A-8-332950 and others)

Referring to FIG. 6, the structure of such a rail-to-rail variable bogie will be described in detail. Referring to FIG.
Are slidably fitted in the axial direction of the axle 2.
Wheels 5 are rotatably supported on the axle outer cylinder 3 via bearings 4. On the other hand, a pair of engaging projections 7 and 8 are juxtaposed at a predetermined interval in the axial direction of the axle 2 on the upper surface of the locking block 6 fixed to the end of the axle outer cylinder 3. On the other hand, the axle box 1 has an engagement hole 9 and a relief hole 1 that can engage with the engagement protrusions 7 and 8, respectively.
0 are respectively provided.

As a result, as shown by a solid line in FIG. 6, when the engaging projection 7 on the left side of the drawing and the engaging hole 9 are engaged, the locking block 6, that is, the wheel 5, changes the gauge between the narrow gauges. Locked impossible. On the other hand, as shown by the imaginary line in FIG. 6, when the engagement projection 8 on the right side of the drawing and the engagement hole 9 are engaged, the wheel 5 is locked in a standard rail compatible state and cannot change the gauge. Is done.

[0005]

By the way, in the above-mentioned variable bogie between rails for a railway vehicle, the engaging projections 7, 8 provided on the locking block 6 and the engaging holes 9 provided on the axle box 1 engage with each other. The wheel 5 is fixed at a position corresponding to a standard gauge or a position corresponding to a narrow gauge. As a result, the engaging projections 7 and 8 are likely to be cut off due to unexpectedly large external force acting on the engaging projections 7 and 8 due to, for example, metal fatigue, material defects, or tight contact with the engaging holes 9. The wheel 5 cannot be fixed at a predetermined position, and the wheel 5 derails from the track 12. Therefore, the engagement projections 7, 8 should be used.
If the vehicle has a supplementary function to fix the wheels 5 at the standard gauge corresponding position or the narrow gauge corresponding position,
It is possible to further improve the reliability of the track-variable bogie.

Accordingly, an object of the present invention is to further improve the rail-to-rail variable carriage for a railway vehicle according to the above-mentioned prior application, and to surely fix the wheel to a standard rail-compatible position or a narrow gauge-compatible position even in the event of an emergency. It is an object of the present invention to provide a lock device for changing the gauge of a rail-gauge variable bogie having higher reliability that can be achieved.

[0007]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a rail-to-rail variable bogie for a railway vehicle according to the present invention comprises an axle box for supporting a body of a railway vehicle, and a vertical direction integrally formed with wheels in the axle box. And a locking block displaceable in the axial direction of the axle. When the locking box is raised to a predetermined position with respect to the shaft box, the engaging portion provided on the locking block and the engaged portion provided on the shaft box are mutually moved. Engaging, the locking block is fixed to the axle box so that it cannot be displaced relative to the axle axis direction, and the wheels are fixed so that the gauge can not be changed at the standard gauge corresponding position and the narrow gauge corresponding position, respectively. On the other hand, when the locking block is lowered to a predetermined position, the engaging portion and the engaged portion are separated, and a relative displacement of the locking block in the axle axis direction with respect to the axle box is allowed to change the gauge between the wheels. And a first and a second gauge change lock means that enable the following.

Preferably, the first gauge change lock means includes a first engagement portion provided on an upper surface of the locking block and a first engagement portion provided on a portion of the shaft box facing the upper surface.
And the second gauge change lock means includes a second engagement portion provided on a side surface extending in the vertical direction of the locking block and the axial direction of the axle, and the second box of the axle box. A second engaged portion provided on the inner wall surface facing the side surface. Further, a gap between the engagement portion and the engaged portion of the second gauge change lock means is set to be between the engagement portion and the engaged portion of the first gauge change lock means. Larger than the gap.

That is, since the rail-gauge variable bogie of the present invention has the first and second gauge-change locking means, even if the engaging part or the engaged part of one of the gauge-change locking means is broken. The wheels can be fixed to the standard gauge corresponding position or the narrow gauge corresponding position by the second gauge change lock means. Further, the first gauge change locking means is provided on the upper surface side of the locking block, and the second gauge variable locking means is provided with a side face extending in the vertical direction of the locking block and the axial direction of the axle, that is, the front side face or the rear side of the locking block. Since it can be provided on the side surface, the first and second gauge change locking means can be easily provided on the locking block and the axle box. Further, the gap between the engaging portion and the engaged portion of the second gauge change locking means is set to be larger than the gap between the engaging portion and the engaged portion of the first gauge changing lock means. Therefore, the load applied from the wheels to the locking block is transmitted to the axle box via the first gauge change lock means, and the second gauge change lock means can be used for backup.

[0010]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the rail-to-rail variable bogie according to the present invention will be described below in detail with reference to FIGS. Here, FIG. 1 is a fragmentary front view of a main part of a rail-carriage variable trolley according to the present invention in a state corresponding to a narrow gauge before unlocking, and FIG. 2 is a rail-carriage variable trolley shown in FIG. 3 is an overall perspective view of the locking block shown in FIG. 1, FIG. 4 is a cross-sectional view of the axle box and the locking block taken along the line IV-IV in FIG. 1,
FIG. 5 is a fragmentary front elevational view showing the rail-to-rail variable bogie shown in FIG. 1 in an unlocked state. In the following description, the same reference numerals are used for the same parts as the above-described conventional technology, and the vertical direction with respect to the ground is the vertical direction, and the vehicle body width direction of the railway vehicle, that is, the axle axis direction is the horizontal direction, The traveling direction of the railway vehicle is called the front-back direction.

First, referring to FIG. 1 and FIG. 2, the structure of the variable gauge bogie according to the present embodiment will be outlined. The axle 2 supported up and down with respect to the axle box 20 has an extra axle. The cylinder 3 is slidably fitted in the axial direction of the axle 2. The wheel 5 is rotatably supported by the axle outer cylinder 3 via a bearing (not shown).

A pair of engaging projections 7 and 8 are juxtaposed at a predetermined interval in the axial direction of the axle 2 on the upper surface of the locking block 30 fixed to the end of the axle outer cylinder 3. An engaging hole 9 and an escape hole 10 capable of engaging with the engaging protrusions 7 and 8 are formed in a portion of the shaft box 20 facing the upper surface of the locking block 30, respectively. That is, the engagement projections 7 and 8 and the engagement holes 9
Form the first gauge change locking means.

As shown by the solid line in FIG. 1, when the engaging projection 7 on the left side of the drawing and the engaging hole 9 are engaged, the locking block 30, that is, the wheel 5 is locked in a state corresponding to a narrow gauge so that the gauge distance cannot be changed. Is done. On the other hand, in a state where the engaging projection 8 and the engaging hole 9 on the right side of the drawing are engaged with each other, as shown by an imaginary line in FIG. You.

On the other hand, as shown in FIGS. 1 to 5, the front inner wall surface 22 of the inner space 21 in which the locking block 30 of the axle box 20 is housed so as to be able to move up and down is directed toward the front side surface 31 of the locking block 30. A protruding columnar engaging projection 24 is provided. Similarly, on the rear inner wall surface 23 of the inner space 21, a cylindrical engagement protrusion 25 protruding toward the rear side surface 32 of the locking block 30 is provided so as to be coaxial with the engagement protrusion 24. I have.

On the other hand, on the front side surface 31 of the locking block 30, as shown by dotted lines in FIGS. 1 and 5, engagement grooves 33, 34 for receiving the engagement protrusions 24 are formed so as to open upward. Has been established. Similarly, on the rear side surface 32 of the locking block 30, as shown in FIG.
Engaging grooves 35 and 36 for receiving the engaging projections 25 are recessed so as to open upward. Of these concave grooves, the engaging grooves 33, 35 on the shaft end side are engaged with the engaging projections 24, 25 when the wheel 5 is locked to be unable to change the gauge in a narrow gauge compatible state.
Are respectively recessed at the positions for receiving the same. On the other hand, the engagement grooves 34 and 36 on the side of the wheel 5 are recessed at positions where the engagement protrusions 24 and 25 are respectively received when the wheel 5 is locked so as to be unable to change the gauge in a standard gauge compatible state. . That is, the engagement projections 24 and 25 and the engagement groove 3
4, 35, 36, 37 form a second gauge change locking means.

The gap between the outer peripheral surfaces of the engaging projections 24, 25 and the inner wall surfaces of the engaging grooves 33, 34, 35, 36 is formed between the outer peripheral surfaces of the engaging projections 7, 8 and the engaging hole 9. It is set larger than the gap between the inner wall surface. Thereby, even if an external force in the axle axis direction acts on the wheel 5 and the outer peripheral surfaces of the engagement projections 7 and 8 contact the inner wall surface of the engagement hole 9, the engagement projections 24 and
The outer peripheral surface of 25 does not contact the inner wall surfaces of the engagement grooves 33, 34, 35, 36. Therefore, an external force acting on the wheel 5 in the axle axis direction is received by the engagement between the engagement projections 7 and 8 and the engagement hole 9 and transmitted to the axle box 20. Only when the engagement projections 7 and 8 are cut off,
The outer peripheral surfaces of the engagement projections 24 and 25 are formed by the engagement grooves 33, 34 and 3.
Contact the inner wall surfaces of 5, 36. In other words, the second gauge change locking means is formed as backup means for locking the wheel 5 so that the gauge cannot be changed when the engagement projections 7 and 8 are cut off.

Next, the operation of the gauge change lock device of the variable gauge bogie according to the present embodiment configured as described above will be described with reference to FIG. 1 and FIG.

The change of the gauge of the track-variable bogie is automatically performed by passing the track-variable bogie through a track-change section in which the body support rails 40, the body guide rails 50, and the unlocking rails 60 are arranged side by side with respect to the track 12. Done in The vehicle body support rail 40 extends horizontally over the entire gauge change section. On the other hand, the track 12, the vehicle body guide rail 50, and the lock release rail 60 have a downward slope in the first half of the gauge change section toward the front in the traveling direction of the variable gauge carriage, but have a middle slope in the middle of the gauge change section. The portion extends horizontally, and has an upward slope in the latter half of the gauge change section.

When the gauge-variable bogie approaches the front end of the gauge-change section, as shown in FIG. 1, a sled 42 swingably supported at the lower end of the axle box 20 by a horizontal shaft 41 is provided.
The axle box 20, that is, the body of the railway vehicle is supported by the body support rail 40 on a vehicle body support roller 44 rotatably supported by a support shaft 43 inside the body support rail 40. At this time, since the engagement projection 7 and the engagement hole 9 are engaged, the wheel 5 is locked so as to be unable to change the gauge in a narrow gauge compatible state. The pair of engagement protrusions 24 and 25 provided on the shaft box 20 are respectively inserted into the engagement grooves 33 and 35 on the shaft end provided on the locking block 30.

When the variable gauge track passes through the first half of the gauge change section, the locking block 30 together with the axle 2 and the wheel 5 gradually descends in the inner space 21 of the axle box 20. When the locking block 30 cannot be lowered in the inner space 21 of the axle box 20 due to the tightness between the engagement projections 7 and the engagement holes 9, the lock release rail 60 and the engagement member 80 provided on the shaft end beam 70 are used. Is engaged, the locking block 30 is forcibly lowered. Then, when the gauge-variable bogie reaches the middle portion of the gauge-change section, the locking block 30 descends to a predetermined position of the axle box 20, and FIG.
Since the engagement between the engagement projection 7 and the engagement hole 9 is released as shown in (1), the wheel 5 is in a state where the gauge can be changed. at the same time,
The pair of engaging projections 24 and 25 provided on the shaft box 20 escape above the engaging grooves 33 and 35 on the shaft end provided on the locking block 30. At this time, since there is a gap between the outer peripheral surfaces of the engagement projections 24 and 25 and the inner wall surfaces of the engagement grooves 33 and 35, no friction or solid friction occurs between the two, and the engagement projections are not formed. The release of the engagement between the engagement hole 7 and the engagement hole 9 is not prevented.

In the above-mentioned gauge changeable state, the wheel 5 can be changed from the narrow gauge compatible state to the standard gauge compatible state by integrally displacing the locking block 30 and the wheel 5 toward the shaft end.

When the variable-gauge trolley approaches the latter half of the gauge-change section, the locking block 30 gradually rises in the inner space 21 of the axle box 20 integrally with the axle 2 and the wheels 5. Then, when the gauge-variable bogie reaches the final portion of the gauge-change section, the engaging projection 8 is engaged with the engaging hole 9, so that the wheel 5 is locked at the standard-gauge-compatible position so that the gauge change is not possible. At this time, a pair of engaging protrusions 2
4 and 25 enter into the engagement grooves 34 and 36 on the wheel 5 side of the locking block 30, but a gap is formed between the outer peripheral surfaces of the engagement protrusions 24 and 25 and the inner wall surfaces of the engagement grooves 34 and 36. Because it exists, there is no friction or firmness between the two,
The engagement between the engagement protrusion 8 and the engagement hole 9 is not prevented.

In the gauge change locking device for a rail gauge variable bogie according to the present embodiment, the external force acting on the wheels 5 in the axle axial direction is controlled by the engagement projections 7 and 8 provided on the upper surface of the locking block 30 and the axle box. The power is transmitted to the axle box 20 by engagement with the engagement hole 9 provided on the shaft 20. Thus, for example, when the engagement projection 7 is cut off in a narrow gauge compatible state in which the engagement projection 7 and the engagement hole 9 are engaged, the pair of engagement projections 24 and 25 provided on the shaft box 20 and the locking block. The engagement grooves 33, 35 on the shaft end provided on the shaft 30 engage in the axle axis direction,
Is locked so that the gauge cannot be changed. And, the engagement protrusion 7
Until the locking block 30 is replaced by the sensor, the engagement protrusions 24 and 25 and the engagement groove 3
Engagement with 3 and 35 fixes wheel 5 in a narrow gauge corresponding position.

As described above, the embodiment of the rail change lock device for the rail-to-rail variable bogie according to the present invention has been described in detail. However, the present invention is not limited to the above-described embodiment, and various changes are possible. Needless to say, For example, in the above-described embodiment, the engaging projection is provided on the shaft box side, and the engaging groove is provided on the locking block side. On the other hand, it goes without saying that the engaging groove can be recessed on the shaft box side and the engaging protrusion can be protruded on the locking block side. Further, the gauge change locking means may be provided only between the front inner wall surface of the axle box and the front side surface of the locking block. Further, the engagement protrusion provided on the axle box or the locking block can be formed from a separate member.

[0025]

As is apparent from the above description, in the present invention, since the first and second gauge change lock means are provided between the axle box and the locking block, one of the gauge change locks is provided. Even when the engaging portion or the engaged portion constituting the lock means is broken, the other gauge change lock means can lock the wheel so that the gauge cannot be changed. Thus, according to the present invention, it is possible to further improve the reliability of the function of fixing the wheels so that the rails cannot be changed in the rail-gauge variable bogie.

[Brief description of the drawings]

FIG. 1 is a fragmentary front elevational view showing an embodiment of a rail-to-rail variable bogie according to the present invention in a state corresponding to a narrow gauge before unlocking.

FIG. 2 is a side view of a main part of the rail-to-rail variable bogie shown in FIG. 1;

FIG. 3 is an overall perspective view of a locking block shown in FIG. 1;

FIG. 4 is a sectional view of the axle box and the locking block taken along the line IV-IV in FIG. 1;

FIG. 5 is a fragmentary front view of the main part of the railcar variable bogie shown in FIG. 1 in an unlocked state.

FIG. 6 is a fragmentary front elevational view showing a rail-to-rail variable bogie according to the prior application.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Axle box 2 Axle 3 Axle outer cylinder 4 Bearing 5 Wheel 6 Locking block 7,8 Engagement projection 9 Engagement hole 10 Escape hole 11 Body support rail 12 Track 20 Axle box 21 Inner space 22,23 Inner wall surface 24,25 Mating projection 30 Locking block 31, 32 Side surface 33, 34, 35, 36 Engagement groove 40 Body support rail 41 Horizontal axis 42 Sledge 43 Support shaft 44 Body support roller 50 Body guide rail 60 Lock release rail 70 Shaft end beam 80 Engage Element

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Nobuyuki Watanabe 2-8-8 Hikaricho, Kokubunji-shi, Tokyo Inside the Railway Technical Research Institute (72) Inventor Yukio Minowa 3-chome Osawa, Mitaka-shi, Tokyo No. 9 in Subaru Research Laboratories (72) Inventor Akihide Watanabe 3-9-6 Osawa, Mitaka City, Tokyo Within Subaru Research Laboratories

Claims (3)

[Claims] An axle box for supporting a vehicle body of a railway vehicle, and a locking block displaceable in a vertical direction and an axial direction of an axle integrally with wheels in the axle box, wherein the axle box and the locking block are When the locking block is raised to a predetermined position with respect to the axle box, an engaging portion provided on the locking block and an engaged portion provided on the axle box are engaged with each other, and the locking block is attached to the shaft. The wheels are fixed so that they cannot be displaced relative to the box in the axle axis direction, and the wheels are fixed so that the gauge distance cannot be changed at a standard gauge corresponding position or a narrow gauge corresponding position.
When the locking block is lowered to a predetermined position with respect to the axle box, the engaging portion and the engaged portion are separated,
A first and a second gauge change lock means for permitting a relative displacement of the locking block with respect to the axle box in the axle axis direction and enabling a gauge change of the wheel; Gauge change lock device for bogie. A first engagement portion provided on an upper surface of the locking block and a first engaged portion provided on a portion of the axle box opposed to the upper surface. The second gauge change lock means includes a second engaging portion provided on a side surface extending in the vertical direction and the axle axis direction of the locking block, and an inner wall surface facing the side surface of the axle box. The gauge change lock device for a rail-type variable gauge bogie according to claim 1, further comprising a second engaged portion provided. 3. A gap between the engaging portion and the engaged portion of the second gauge change locking means is a gap between the engaging portion and the engaged portion of the first gauge change locking means. The gap changing lock device for a rail-carried variable bogie for a railway vehicle according to claim 1 or 2, wherein the gap is larger than a gap between the bogies.