JP2001270439A - Variable gage truck for railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a variable gage truck improved so that an increase in the unsprung weight of the truck is inhibited through a reduction in the vertical dimension of an axle box beam, and so that a lock for gage-invariably fixing wheels in place can be surely released and then locked again. SOLUTION: A lock mechanism 60 for gage-invariably locking the wheels 36 has its lock released by a lock release rail 73 provided independently of a vehicle body supporting rail 70, and is locked again by a locking rail 74. Therefore, the lock mechanism 60 can be operated while the axle box beam 29 is supported by the vehicle body supporting rail 70 and an axle 24 is not loaded with the weight of a vehicle body. In this way, the lock for gage- invariably locking the wheels 36 in place can surely be released and then locked again.

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 an improved track-variable bogie that is capable of reliably releasing a lock for fixing a wheel so that the gauge cannot be changed and re-locking the wheel reliably.

In Japanese railways, for example, a standard gauge having a gauge of 1435 mm used for Shinkansen and the like and a narrow gauge having a gauge of 1067 mm used for conventional lines are used in combination. If a railway vehicle capable of running continuously on different tracks is developed, the merits such as convenience of passengers, shortening of arrival time, reduction of railway construction cost, and the like are extremely large. Therefore, the applicants of the present application have developed various rail-gauge variable bogies for railway vehicles and filed applications for them.

An example of the structure of such a rail-to-rail variable bogie will be described with reference to FIG. 16. Referring to FIG. 3 is fitted slidably in the axial direction of the axle 2. Wheels 4 are rotatably supported by the axle outer cylinder 3 via bearings (not shown). A pair of engaging projections 6 and 7 are juxtaposed at a predetermined interval in the axial direction of the axle 2 on the upper surface of the locking block 5 fixed to the end of the axle outer cylinder 3. Further, the axle box beam 1 is provided with an engaging hole 8 and an escape hole 9 that can engage with the engaging protrusions 6 and 7, respectively.

Accordingly, when the engagement projection 6 on the left side of the drawing and the engagement hole 8 are engaged with each other, the locking block 5, that is, the wheel 4 is locked in a state corresponding to a narrow gauge so that the gauge can not be changed. On the other hand, in a state where the engagement protrusion 7 on the right side in the drawing and the engagement hole 8 are engaged, the wheel 4 is locked so as to be unable to change the gauge in a standard gauge compatible state.

[0005] When changing the gauge from the narrow gauge compatible state to the standard gauge compatible state in the gauge variable bogie thus configured, first, the sled 10 provided at the lower end of the axle box beam 1 is moved to the ground G.
The axle box beam 1, that is, the vehicle body is supported by being placed on the vehicle body support roller 12 of the vehicle body support rail 11 horizontally disposed on the side. Next, when the wheels 4 roll and move forward on the track rail 13 having a downward slope toward the front in the traveling direction, the wheels 4 are moved to the horizontally disposed vehicle body support rails 11.
, The axle 2 is displaced downward with respect to the axle box beam 1, and the engagement between the engagement protrusion 7 and the engagement hole 8 is released. Therefore, in this state, the axle casing 3
Is slid toward the end of the axle 2 (the left side in the figure), the gauge distance can be changed to a standard gauge compatible state.
Next, when the wheel 4 rolls and moves forward on the track rail 13 having an upward slope toward the front in the traveling direction, the axle 2 gradually rises with respect to the axle box beam 1, and this time the right side The mating projection 7 engages with the engaging hole 8. Thereby, the wheel 4
Can be locked so that the gauge distance cannot be changed in a standard gauge compatible state.

In the above-mentioned variable bogie between rails, since the axle 2 needs to be moved up and down with respect to the axle box beam 1 when changing the gauge, the vertical dimension of the axle box beam 1 must be increased. Absent. For this reason, the axle box beam 1 and the locking block 5 become large, and the unsprung weight cannot be reduced.

[0007] Therefore, in the variable gauge truck shown in FIG. 17, the gauge is changed without raising and lowering the axle 2 with respect to the axle box beam 1. That is, the axle outer cylinder 3 is fitted on the axle 2 so as to be slidable in the axial direction of the axle 2. The locking block 5 which is fitted to the axle outer cylinder 3 and is integrally displaced is fitted inside the cylindrical inner wall surface 1a of the axle box beam 1 so as to be slidable in the axial direction of the axle 2. Further, a lock lever 15 pivotally supported on the axle box beam 1 by the pivot shaft 14 is urged in the counterclockwise direction in the figure by a coil spring 16, and is normally provided on the lower end of the locking block 5 in a projecting manner. Engagement projection 5a
Engage with. As a result, the locking block 5 is locked to the axle box beam 1 via the lock lever 15, so that the axle outer cylinder 3 cannot be displaced in the axial direction of the axle 2, and the wheel 4 is locked so that the gauge can not be changed.

On the other hand, when the sled 10 is placed on the vehicle body supporting roller 12 of the vehicle body supporting rail at the time of changing the gauge, the sled 10 is in a horizontal state as shown in FIG. At the same time, the connecting link 17 swings the sled 10 around the swing shaft 14 in the clockwise direction in the drawing, and releases the engagement between the lock lever 15 and the engagement protrusion 5a. In this state, the axle outer cylinder 3 is connected to the axle 2 in this state.
To change the gauge.

[0009]

By the way, in the rail-to-rail variable bogie shown in FIG. 16, the sled 10 comes into contact with the vehicle body supporting roller 12 of the vehicle body supporting rail and starts swinging toward the horizontal state, and at the same time, the lock lever 15 also starts swinging in the unlocking direction at the same time. At the same time as the sled 10 starts to float from the vehicle body support roller 12 of the vehicle body support rail,
The lock lever 15 also starts to swing in the locking direction.

However, the locking block 5 cannot slide in the axial direction of the axle 2 because the weight of the vehicle body is loaded on the axle 2, and the engaging protrusion 5a of the locking block 5 and the lock lever 15 move in the axial direction of the axle 2. Even when strongly hitting, the lock lever 15 must swing in the unlocking direction, and the unlocking operation may not be performed smoothly. Similarly, the locking block 5 cannot slide in the axial direction of the axle 2 because the weight of the vehicle body is loaded on the axle 2, and the engagement protrusion 5a of the locking block 5 and the lock lever 15 are displaced in the axial direction of the axle 2. Even when the lock lever 15 is in operation, the lock lever 15 must start swinging in the lock direction, and the lock operation may not be performed smoothly.

An object of the present invention is to reduce the vertical dimension of the axle box beam to suppress an increase in the unsprung weight of the bogie, and to surely release the lock for fixing the wheel so that it cannot be changed between gauges, and to surely release the lock. It is an object of the present invention to provide an improved gauge capable of being re-locked.

[0012]

According to a first aspect of the present invention, there is provided a rail-carriage-variable bogie for a railway vehicle, which comprises: a drive motor mounted on a bogie frame; and a rotary drive output by the drive motor. A pair of left and right axle boxes connected to the bogie frame, to which a reducer for reducing the force to be transmitted to the axle, and a pair of left and right shaft end beams respectively attached to the left and right ends of the axle via thrust bearings are connected. Beam, a pair of left and right axle boxes respectively fitted to the pair of left and right axle box beams so as to be slidable in the axial direction of the axle, and an axle bearing for the pair of left and right axle boxes. A pair of left and right axle outer cylinders respectively connected and slidably fitted to the axle, respectively; a pair of left and right wheels fitted respectively to the pair of left and right axle outer cylinders and integrally rotating; Outer cylinder and said axle A rotational driving force transmitting means interposed between them to transmit a rotational driving force between the two, and the axle box body with respect to the axle box beam at a position corresponding to the standard gauge and a position corresponding to the narrow gauge. A lock mechanism having a lock member that reciprocates between a lock position that locks the shaft axle so that it cannot be displaced in the axial direction and an unlock position that releases the lock of the axle box body to the axle box beam; Is provided. The lock member is displaced to the lock release position when operated by first operating means juxtaposed to a vehicle body support rail on which the axle box beam is placed when changing the gauge.

That is, the rail-to-rail variable bogie according to the first aspect of the present invention locks or unlocks the wheels so that the rails cannot be changed by raising and lowering the axle inside the axle box beam. Therefore, the vertical dimension of the axle box beam can be reduced. Further, the lock mechanism that locks the wheels so that the gauge cannot be changed is unlocked by first operating means provided separately from the vehicle body support rail without interlocking with contact between the axle box beam and the vehicle body support rail. Things. Thus, the lock can be released after the axle box is supported by the vehicle body support rails and the vehicle weight is no longer applied to the axle, so that the lock mechanism that fixes the wheels so that the gauge cannot be changed can be reliably released. .

According to a second aspect of the present invention, when the lock member does not return to the lock position after the completion of the change of the gauge, the second operation provided side by side with the vehicle body support rail. It is operated by means to displace to the locking position. As a result, the locking mechanism can be operated when the axle box is supported by the vehicle body support rails and the vehicle weight is not applied to the axle, so that the wheels can be smoothly and reliably re-locked without changing the gauge. it can.

According to a third aspect of the present invention, there is provided a rail-to-rail variable bogie according to a third aspect of the present invention, wherein the rotational driving force transmitting means is recessed in an inner peripheral surface of the axle outer cylinder and an outer peripheral surface of the axle. A plurality of grooves extending in the axial direction of the axle; and a plurality of rollers slidably housed in these grooves to transmit rotational driving force between the axle outer cylinder and the axle side. It is a roller spline. As a result, only the rotational driving force is applied to the roller spline, and no external force is applied in the radial direction to the axis of the axle. Never come.

According to a fourth aspect of the present invention, there is provided a rail-to-rail variable bogie, wherein a cylindrical dust-proof cover for covering and protecting an axle is attached to a wheel through a bearing. Is supported by the support member of the above. As a result, not only can the axle be reliably covered and protected up to the nearest portion of the wheel, but also the end of the dustproof cover on the wheel side can be reliably supported.

Further, the rail-to-rail variable bogie according to a fifth aspect of the present invention is characterized in that the drive motor side end of the dustproof cover for covering and protecting the axle is inserted into the drive motor and the drive motor. Is supported by a cylindrical support member fixed to the support member. As a result, not only can the axle be reliably covered and protected by the dustproof cover up to the immediate vicinity of the drive motor, but also the end of the dustproof cover on the drive motor side can be reliably supported.

[0018]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view showing a rail-type variable bogie according to the present invention; FIG. In the following description, the vertical direction with respect to the ground is referred to as the up-down direction, the traveling direction of the railway vehicle is referred to as the front-rear direction, and the direction in which the axis of the axle extends is referred to as the axle axis direction.

First, the overall structure of the rail-to-rail variable bogie of this embodiment will be outlined with reference to FIGS.

The rotational driving force output by a drive motor 21 mounted on a bogie frame (not shown) is transmitted to an axle 24 via a flexible joint 22 and a speed reducer 23 suspended on the bogie frame, and the axle 24 rotates. Drive.

A pair of left and right shaft end beams 27 are rotatable around the axle 24 at the right and left ends of the axle 24 via thrust bearings 26 fixed by nuts 25, and are also provided in the axial direction. Are mounted so that they do not move. The pair of left and right shaft end beams 27 is
8, the support arms 29a, 29 of the pair of left and right axle box beams 29
b are locked. Thereby, the axle 24
Defines a predetermined distance between the pair of left and right axle box beams 29 in the axial direction while being rotatably connected to the pair of left and right axle box beams 29 around the axis thereof.

The axle 24 has a stepped cylindrical axle outer cylinder 3.
0 is externally slidably fitted in the axial direction. A thin cylindrical sliding bearing 31 made of a low friction material is fitted on the inner peripheral surface of the axle outer cylinder 30. Thus, the axle outer cylinder 30 can be smoothly slid in the axial direction on the outer peripheral surface of the large diameter portion 24a of the axle 24 by the slide bearing 31.

The small diameter portion 2 provided on the shaft end side of the axle 24
A spline inner cylinder 33 constituting the roller spline 32 is externally fitted to 4b. The outer peripheral surface 33a of the spline inner cylinder 33 (see FIG. 5) is flush with the outer peripheral surface of the large diameter portion 24a of the axle 24. Thereby, the axle outer cylinder 30
Can be smoothly slid in the axial direction also on the outer peripheral surface 33a of the spline inner cylinder 33 by the slide bearing 31.

Therefore, an external force applied to the axle outer cylinder 30 in the radial direction with respect to the axis of the axle 24 is directly transmitted to the large-diameter portion 24a of the axle 24 and is transmitted to the small-diameter portion 24b of the axle 24. It is transmitted indirectly through the spline inner cylinder 33.

On the other hand, as shown in FIGS. 5 and 6, a plurality of concave grooves 33 are formed on the outer peripheral surface 33a of the spline inner cylinder 33.
b are recessed so as to extend at equal intervals in the circumferential direction and over the entire length of the spline inner cylinder 33 in the axial direction. At the end of the inner wall surface of the axle outer cylinder 30 on the side of the axle shaft end, the same number of grooves 30a extending in the axial direction opposing the respective grooves 33a of the spline inner cylinder 33 are formed.

A plurality of cylindrical rollers 34 are inserted into the space surrounded by the grooves 30a and 33a. These rollers 34 are held in the axial direction by a retainer 35 provided on the axle outer cylinder 30 side, and slide in the concave groove 33 a on the spline inner cylinder 33 side together with the axle outer cylinder 30. However, the axle outer cylinder 30 slides in the axial direction only when changing the gauge, and the rotational driving force applied to the axle 24 at that time is extremely small. There is no.

The outer diameter of these rollers 34 is slightly smaller than the inner diameter of both concave grooves 30a, 33a. Thereby, these rollers 34 are attached to the axle 24 or the axle outer cylinder 3.
When a rotational driving force is applied to the contact points 30b,
33b only contacts the inner wall surfaces of the grooves 30a, 33a, regardless of the sliding position of the axle outer cylinder 30.
The rotational driving force can be transmitted between the wheel 4 and the axle outer cylinder 30. However, these rollers 34 do not transmit the radial external force applied to the axle outer cylinder 30 to the axle 24.

A wheel 36 is fitted to the axle center end of the axle outer cylinder 30. As a result, the wheels 36 rotate integrally with the axle outer cylinder 30 and the axle 24, and displace on the axle 24 in the axle axis direction along with the axle outer cylinder 30 when the gauge is changed.

As shown in FIGS. 1 and 2, a pair of left and right large-diameter portions 24a of the axle 24 are covered by a pair of left and right bellows-shaped cylindrical dustproof covers 40L and 40R, respectively. The ends of the dustproof covers 40L and 40R on the wheel 36 side are supported by a pair of left and right wheels 36, respectively. That is, the ball bearing 43 is externally fitted to the dust-proof cover supporting portion 36a protruding from the side surface of the wheel 36. The ends of the dustproof covers 40L and 40R are fixed to the annular bracket 44 fitted on the outer ring of the ball bearing 43, respectively. Thus, the dustproof covers 40L and 40R can be reliably supported using the wheels 36.

As shown in FIG. 7, an end of the dustproof cover 40L on the left side of the drawing on the drive motor 21 side is supported by a cylindrical sheet metal cover 41 screwed to the drive motor 21. The sheet metal cover 41 is supported by the drive motor 21 by screwing a bracket 41b provided on the cylindrical main body portion 41a to the drive motor 21 using bolts 42. The inner diameter of the sheet metal cover 41 is set to a size capable of absorbing the relative displacement between the drive motor 21 and the axle 24.
Even if it is displaced relative to 1, it does not come into contact with the sheet metal cover 41. In addition, since the rail-to-rail variable bogie of the present embodiment is a type in which the rail is changed without raising or lowering the axle 24 largely with respect to the axle box beam 29, the relative displacement of the axle 24 with respect to the drive motor 21 is small. Further, the outer diameter of the cylindrical main body portion 41a of the sheet metal cover 41 can be reduced.

The flange 4 on the left end of the sheet metal cover 41 in the figure.
An end of the dustproof cover 40L on the drive motor 21 side is fixed to 1c. On the other hand, the end of the dustproof cover 40R on the right side in the figure on the side of the speed reducer 23 is directly fixed to the case of the speed reducer 23. As a result, when the wheel 36 is displaced to the position corresponding to the standard gauge as shown in FIG. 1, the entire length of the dustproof covers 40L and 40R is extended, and as shown in FIG. Then the overall length is shortened.

As shown in FIG. 7, the portion of the axle 24 facing the gap between the drive motor 21 and the speed reducer 23 is covered by a bellows-shaped cylindrical second dust-proof cover 45. One end of the dustproof cover 45 is fixed to a flange 41 d on the right end side of the sheet metal cover 41 in the drawing, and the other end is an annular bracket 4 provided on the speed reducer 23.
6. Thereby, the dustproof cover 45
Is the reduction gear 2 for the drive motor 21 due to its deformation.
3, while covering and protecting the axle 24.

As shown in FIG. 3 and FIG.
Inside 9, a shaft box 50 is slidably fitted in the axle axis direction at least between the position corresponding to the standard gauge and the position corresponding to the narrow gauge. An axle bearing 51 is interposed between the axle case 50 and the axle case 30, and is supported so that the axle case 30 can rotate relative to the axle case 50.
Further, the axle bearing 51 is positioned in the axle axis direction with respect to the axle box body 50 and the axle outer cylinder 30 by the spacers 52, 53, 54. Thereby, the axle box body 50 is displaced in the axle axis direction integrally with the axle outer cylinder 30.
In addition, a cover member 5 for closing the end opening of the shaft box 50
Between the shaft 5 and the shaft end beam 27, a bellows-shaped cylindrical dustproof cover 56 is provided.
Is provided, and covers the shaft end portion of the axle 24.

As shown in FIG. 8 and FIG.
The sled 10 is provided at the lower end 29c of the 9. The sled 10 slides on a large number of body support rollers 12 provided on a body support rail 70 to be described later.
9, thus supporting the body of the railway vehicle (not shown) so that the axle 24 is not loaded with the vehicle weight.

As shown in FIG. 4, a rectangular parallelepiped locking block 57 is provided at the end of the shaft box 50 with bolts 57a.
It is screwed by. The locking block 57 is provided at the end 2 of the axle box beam 29 as shown in FIG.
It is fitted into a groove 29e that is recessed in 9d and extends in the axle axis direction, and slides in the axle box beam 29 in the axle axis direction integrally with the axle box body 50. Further, the locking block 57 has a pair of concave grooves 57b, 57 extending vertically.
c has been cut. In addition, these concave grooves 57b, 57
The distance between the wheels c in the axle axis direction is equal to the dimension at which the wheels 36 are displaced when the gauge is changed.

As shown in FIGS. 9 and 10, a locking mechanism 60 is provided at the end 29d of the axle box beam 29 to lock the locking block 57 to the axle box beam 29 in the axial direction of the axle. Is provided. This locking mechanism 60
As shown in FIGS. 9 to 12, the end 29
The lock lock (lock member) 61 is slidably inserted into a through-hole 29f having an oval cross-section and extending in the vertical direction and extending through the hole d. The lock 61 is provided with a lock portion 61a having an oval cross section provided at the upper end thereof.
A cylindrical portion 6 connected to the lock portion 61a and extending downward.
1b.

As shown in FIGS. 9 and 10, a coil spring 62 is mounted between the lower end of the cylindrical portion 61b of the lock 61 and the lower surface of the right end 29d of the axle box beam 29 in the drawing. The lock 61 is always urged downward.

A support shaft 63 extending in the axle axis direction is rotatably supported at the lower end 29c of the axle box beam 29. The distal end of the support arm 64 fixed to the longitudinal center of the support shaft 63 is connected to the lower end of the cylindrical portion 61 b of the lock 61. Thus, the lock 63 can be moved up and down by reciprocating the support shaft 63.

As shown in FIG. 13A, a contact portion 64a is provided at the base end of the support arm 64 so as to contact the lower end side surface 29g of the axle box beam 29. As a result, when the lock 61 is displaced downward by the urging force of the coil spring 62, the abutting portion 64 a causes the lower end side surface 29 g of the axle box beam 29 to move.
, The lock lock 61 is not displaced below a predetermined position (lock position).

As shown in FIGS. 10 and 11, a lock unlocking arm 65 extends parallel to the support arm 64 and to the same side in the front-rear direction at the end of the support shaft 63 on the axle shaft end side. It is stuck to. A lock unlocking roller 66 is provided at the tip of the lock unlocking arm 65. Thus, when the lock unlocking roller 66 is raised, the lock unlocking arm 65 swings to rotate the support shaft 63, so that the lock lock 61 can be raised via the support arm 64.

On the other hand, as shown in FIGS. 10 and 12, at the end of the support shaft 63 on the wheel 36 side, a lock locking arm 67 extends in the front-rear direction with respect to the support arm 64. It is fixed as follows. A lock locking roller 68 is provided at the tip of the lock locking arm 67. As a result, when the lock locking roller 68 is raised, the lock locking arm 67 swings to rotate the support shaft 6.
By rotating the lock 3, the lock 61 can be lowered via the support arm 64.

As shown in FIGS. 8 and 9, a large number of body support rollers 12 are rotatably provided on the body support rail 70. A sled 10 provided at the lower end of the axle box beam 29 is mounted on these vehicle body support rollers 12 at the time of changing the gauge, and supports the weight of the vehicle body of the railway vehicle at the time of changing the gauge.

As shown in FIG. 8, the axle box beam 2 is attached to the end of the vehicle body support rail 70 at the axle shaft end when the gauge is changed.
9 is provided. The guide portion 71 is provided with a number of guide rollers 72 that rotate around a vertically extending support shaft, which guide the axle box beam 29 by contacting the side surface of the axle box beam 29.

Further, a lock unlocking rail (first operating means) 73 is arranged above the guide portion 71, and the unlocking roller 66 rolls on its cam surfaces 73a and 73b. I have. Similarly, the wheel 3 of the vehicle body support rail 70
A lock locking rail (second operating means) is provided at the end on the sixth side.
The lock locking roller 68 can roll on the cam surface 74a.

Next, the operation of the above-described lock mechanism 60 will be described with reference to FIGS. 10 to 15 by taking the case where the gauge is changed from the standard gauge to the narrow gauge as an example. The arrows shown in FIGS. 13 to 15 indicate the direction in which the railway vehicle moves forward.

As shown in FIGS. 9 to 12, the lock lock 61 is normally biased by the coil spring 62 and is fully displaced downward to a predetermined position (lock position). In this state, as shown in FIG. 13A, the lock portion 61a of the lock lock 61 is formed by the through-hole 29f of the axle box beam 29 and the concave groove 57b of the locking block 57 on the wheel 36 side.
To lock the locking block 57 and thus the axle box body 50 with respect to the axle box beam 29 so as not to be displaceable in the axle axis direction.

At this time, the distance between the pair of left and right axle box beams 29 in the axle axis direction is maintained at a predetermined value by the axle 24 as described above. Thereby, the lock mechanism 60
When the axle box body 50 is locked to the axle box beam 29 so as not to be displaceable in the axle axis direction by using the pair of left and right wheels 3 connected to the axle box body 50 via the axle bearing 51 and the axle outer cylinder 30.
6 can be fixed so that the gauge between the back surfaces thereof cannot be changed so that the distance between the back surfaces maintains a predetermined value.

Therefore, when the gauge is changed from the standard gauge to the narrow gauge, the lock lock 61 is raised against the urging force of the coil spring 62 as shown in FIG. 13B, and the lock portion 61a is locked. It is necessary to get out of the concave groove 57b of the block 57 upward. Therefore, in order to raise the lock 61, a lock release rail 73 juxtaposed to the vehicle body support rail 70 is used. This lock release rail 73
As shown in FIGS. 9 and 15, a pair of inclined cam surfaces 73a extending symmetrically at both ends in the front-rear direction.
And a horizontal cam surface 73b extending horizontally between these cam surfaces 73a.

When the railroad vehicle travels on the track rail 13 to reach the gauge change section, the track rail 13 gradually descends forward with respect to the horizontally extending body support rail 70 in the traveling direction. Then, as shown in FIGS. 8 and 9, the sled 10 provided at the lower end of the axle box beam 29 slides on the vehicle body support roller 12, so that the weight of the vehicle body is reduced by the vehicle body support rail 7.
Supported by 0. Therefore, in this state, since the weight of the vehicle body is not applied to the axle 24, the axle box body 50 can be easily slid in the axle axis direction within the axle box beam 29.

At this time, when the unlocking roller 66 of the lock mechanism 60 further advances from the state shown in FIG. 15A, it comes into contact with the inclined cam surface 73a which extends obliquely upward and forward in the traveling direction. Touch When the railway vehicle further advances leftward as shown by the arrow in FIG. 15, the unlocking roller 66 is gradually pushed up by the inclined cam surface 73a as shown in FIG. The lock unlocking arm 65 swings to rotate the support shaft 63 counterclockwise in the figure. Accordingly, the support arm 64
Is also swung, and the lock 61 is raised against the urging force of the coil spring 62.

Thereafter, when the railway vehicle further advances, the unlocking roller 66 rolls on the horizontal cam surface 73b of the unlocking rail 73 as shown in FIG. 15 (c). Then, as shown in FIG. 13B, the lock lock 61 is maintained in a state in which the lock portion 61a is pulled out from the concave groove 57b of the locking block 57 upward. As a result, the locking distance between the locking block 57 and, thus, the axle box beam 29 is released and the gauge can be changed.

When the gauge change is possible, the track rail 1
3 and the distance between the vehicle body support rail 70 change. That is, when changing the gauge from the standard gauge to the narrow gauge, the track rail 13 is gradually separated from the vehicle body support rail 70 in the axle axis direction. At the same time, the wheel guide rails 18 juxtaposed to the track rails 13 abut against the wheels 36 and push the wheels 36 toward the narrow gauge.

As a result, the wheel 36, the axle outer cylinder 30,
Since the axle bearing 51 and the axle box body 50 are integrally displaced toward the narrow gauge in the axle axis direction, the locking block 57
Also slides in the concave groove 29e of the axle box beam 29. Then, when the wheel 36 reaches the position corresponding to the narrow gauge, the concave groove 57c on the axle shaft end side of the locking block 57 and the through hole 29f of the axle box beam 29 coincide with the axle axis direction.

Thereafter, when the railway vehicle further moves forward, the lock unlocking roller 66 becomes the inclined cam surface 73 of the unlocking rail 73.
It is in a state of rolling while descending forward on the a in the traveling direction. Then, the lock 61 is gradually lowered by the urging force of the coil spring 62, and the lock 61 a enters the concave groove 57 c of the locking block 57. As a result, the locking block 57 and thus the axle box body 50 are locked to the axle box beam 29, so that the wheel 36 is fixed at a position corresponding to the narrow gauge so that the gauge cannot be changed.

By the way, if there is a solid traffic between the lock 61 and the axle box beam 29 or the locking block 57, the lock 61 is pushed by the urging force of the coil spring 62 as shown in FIG. Does not descend, and there is a possibility that the wheel 36 cannot be re-locked without being able to change the gauge. Therefore, in order to forcibly lower the lock lock 61, a lock locking rail 74 juxtaposed to the vehicle body support rail 70 is used.

The lock locking rail 74 is provided near the inclined cam surface 73a of the lock unlocking rail 73 as shown in FIG. 15, and is directed forward in the traveling direction of the railway vehicle as indicated by an arrow in FIG. And has a gradually increasing inclined cam surface 74a.

When the lock 61 does not descend due to the urging force of the coil spring 62 after the change of the gauge is completed, FIG.
As shown in FIG. 15A and FIG. 15D, the lock locking roller 68 of the lock mechanism 60 is in a lowered state. As a result, when the railway vehicle further moves forward in this state, the lock locking roller 68 comes into contact with the inclined cam surface 74a of the lock locking rail 74 and is forcibly raised. Along with this, the lock locking arm 67 swings to rotate the support shaft 63 counterclockwise in FIG. 14B, so that the support arm 64 also swings to forcibly lower the lock lock 61. Can be done.

As shown in FIG. 14B, when the lock portion 61a of the lock lock 61 enters the concave groove 57c of the lock block 57, the locking block 57
Therefore, the axle box body 50 is locked to the axle box beam 29, and the wheels 3
6 can be fixed so that the gauge cannot be changed.

As described above, the rail-to-rail variable bogie according to the present invention has been described in detail. However, it is needless to say that the present invention is not limited to the above-described embodiment, and various modifications are possible. For example, in the embodiment described above, the support arm 6 is attached to the support shaft 63 of the lock device.
4. Lock unlocking arm 65 and lock locking arm 67
Are directly fixed. On the other hand, if a buffer mechanism, such as a torsion spring, is interposed between the support shaft 63 and the support arm 64, the lock unlocking arm 65, and the lock locking arm 67, the support shaft 63 cannot be used. It can be prevented from being damaged by the action of the force. Further, by chamfering the corners of the lower surface of the lock portion 61a of the lock lock 61 and the corners of the concave grooves 57b and 57c of the locking block 57, the lock lock 61 is more smoothly engaged with the locking block 57. Can be removed. Moreover,
If a small gap is provided between the wheel guide rail 18 and the wheel 36 so that the locking block 57 can move freely to some extent in the axle axis direction, the lock 6
1 can be more smoothly disengaged from the locking block 57.

[0060]

As is apparent from the above description, the rail-gauge variable bogie of the present invention locks and unlocks the wheel so that the gauge cannot be changed by raising and lowering the axle inside the axle box beam. Therefore, the vertical dimension of the axle box beam can be reduced. Further, the lock mechanism that locks the wheels so that the gauge cannot be changed is unlocked by first operating means provided separately from the vehicle body support rail without interlocking with contact between the axle box beam and the vehicle body support rail. Things. Thus, the lock can be released after the axle box is supported by the vehicle body support rails and the vehicle weight is no longer applied to the axle, so that the lock mechanism that fixes the wheels so that the gauge cannot be changed can be reliably released. . Further, when the lock member does not return to the lock position after the completion of the change of the gauge, the lock member is displaced to the lock position by operating the second operating means juxtaposed to the vehicle body support rail. As a result, the locking mechanism can be operated when the axle box is supported by the vehicle body support rails and the vehicle weight is not applied to the axle, so that the wheels can be smoothly and reliably re-locked without changing the gauge. it can. Thus, according to the present invention,
Reduced vertical dimension of the axle box beam to reduce the unsprung weight of the bogie, and improved the variable bogie between rails so that the lock that fixes the wheels so that they cannot be changed between rails can be released securely and re-locked reliably. Can be provided.

[Brief description of the drawings]

FIG. 1 is a fragmentary horizontal sectional view showing a rail-to-rail variable bogie according to an embodiment of the present invention in a state compatible with a standard rail.

FIG. 2 is a fragmentary horizontal cross-sectional view showing a variable gauge carriage shown in FIG. 1 in a narrow gauge compatible state.

FIG. 3 is an enlarged horizontal sectional view showing an axle box beam shown in FIG. 1;

FIG. 4 is an enlarged horizontal sectional view showing a portion of the axle box beam shown in FIG. 2;

FIG. 5 is a sectional view of a roller spline portion.

FIG. 6 is an enlarged sectional view showing a main part of FIG. 5;

FIG. 7 is an enlarged horizontal sectional view of the dustproof cover shown in FIG. 1;

FIG. 8 is an enlarged longitudinal sectional view showing an axle box beam shown in FIG. 1;

FIG. 9 is a side view of the axle box beam shown in FIG. 8;

FIG. 10 is a fragmentary rear front view of the axle box beam shown in FIG. 9;

FIG. 11 is a perspective view showing a lock mechanism.

FIG. 12 is a perspective view showing a lock mechanism.

FIG. 13 is a fragmentary side view for explaining the operation of the lock mechanism.

FIG. 14 is a fragmentary side view for explaining the operation of the lock mechanism.

FIG. 15 is a side view schematically showing the operation of a lock unlocking rail and a lock locking rail.

FIG. 16 is a front sectional view showing a conventional rail-to-rail variable bogie.

FIG. 17 is a side sectional view showing a conventional rail-to-rail variable bogie for a railway vehicle.

[Explanation of symbols]

 G Ground 1 Axle box beam 2 Axle 3 Axle outer cylinder 4 Wheel 5 Locking block 6, 7 Engagement projection 8 Engagement hole 9 Escape hole 10 Sledge 11 Body support rail 12 Body support roller 13 Track rail 14 Swing shaft 15 Lock lever DESCRIPTION OF SYMBOLS 16 Coil spring 17 Connection link 18 Wheel guide rail 21 Drive motor 22 Flexible joint 23 Reduction gear 24 Axle 25 Nut 26 Thrust bearing 27 Shaft end beam 28 Pin 29 Shaft box beam 30 Axle outer cylinder 31 Slide bearing 32 Roller spline 33 Spline inner cylinder 34 Roller 35 Retainer 36 Wheel 40L, 40R Dustproof cover 41 Sheet metal cover 42 Bolt 43 Ball bearing 44 Annular bracket 45 Dustproof cover 46 Annular bracket 50 Axle box body 51 Axle bearing 52, 53, 54 Spacer 55 Cover member 56 Dustproof cover 57 Rocking block Reference Signs List 60 lock mechanism 61 lock lock 62 coil spring 63 support shaft 64 support arm 65 lock unlocking arm 66 lock unlocking roller 67 lock locking arm 68 lock locking roller 70 body support rail 71 guide portion 72 guide roller 73 lock unlocking rail 73a inclination Cam surface 73b Horizontal cam surface 74 Lock locking rail 74a Cam surface

Continued on the front page (71) Applicant 000005348 Fuji Heavy Industries, Ltd. 1-7-2 Nishishinjuku, Shinjuku-ku, Tokyo (72) Inventor Isao Okamoto 2-8-8 Hikaricho, Kokubunji-shi, Tokyo 38 Railway Technology Inside the research institute (72) Inventor Noriaki Tokuda 2-8-3 Hikaricho, Kokubunji-shi, Tokyo 38 Within the Railway Technical Research Institute (72) Inventor Tomohiro Toyooka 2-8-3 Hikaricho, Kokubunji-shi, Tokyo 38 Foundation Incorporated by the Railway Technical Research Institute (72) Inventor: Ken Matsuoka Satoru 1-10-14 Kitaueno, Taito-ku, Tokyo Sumitomo Fudosan Ueno Building No. 5 Within Japan Railway Construction Public Corporation (72) Inventor: Kunimasa Okimatsu Nagoya, Aichi Prefecture Japan Vehicle Manufacturing Co., Ltd. (72) Inventor: Tomohiro Ito 1-1, Sanbonmatsu-cho, Atsuta-ku, Nagoya-shi, Aichi Prefecture Japan Vehicle Manufacturing Co., Ltd. (72) Inventor: Yukio Minowa Fuji Heavy Industries Ltd., 1-7-2 Nishi Shinjuku, Shinjuku-ku, Tokyo

Claims (5)

[Claims] A drive motor mounted on a bogie frame; a reducer for reducing the rotational drive force output by the drive motor and transmitting the reduced drive force to an axle; and mounted on left and right ends of the axle via thrust bearings, respectively. A pair of left and right shaft end beams are connected, and a pair of left and right axle box beams connected to the bogie frame are fitted to the pair of left and right axle box beams slidably in the axial direction of the axle. A pair of left and right axle boxes, and a pair of left and right axle outer cylinders respectively connected to the pair of left and right axle boxes via axle bearings and slidably fitted to the axles, respectively. A pair of left and right wheels fixed respectively to a pair of left and right axle outer cylinders and integrally rotating, and a rotational driving force transmission interposed between the axle outer cylinder and the axle and transmitting a rotational driving force therebetween. Means, the wheel is a mark At a position corresponding to a sub-gauge and a position corresponding to a narrow gauge, a lock position for locking the axle box to the axle box beam so as not to be displaceable in the axial direction of the axle, and the axle box body for the axle box beam A lock mechanism having a lock member that reciprocates between a lock release position for releasing the lock and a lock mechanism, wherein the lock member is arranged in parallel with a vehicle body support rail that supports the axle box beam when the gauge is changed. A rail-to-rail variable bogie, which is operated by the operation means of (1) and is displaced to the unlocked position. 2. The lock member is operated by a second operating means juxtaposed to the vehicle body support rail and displaced to the lock position when the lock member does not return to the lock position after the change of the gauge is completed. The rail-to-rail variable bogie according to claim 1, wherein 3. The rotary driving force transmitting means includes: a plurality of recessed grooves formed in the inner peripheral surface of the axle outer cylinder and the outer peripheral surface of the axle, respectively, extending in the axial direction of the axle so as to face each other. 2. A roller spline comprising: a plurality of rollers slidably housed in these grooves to transmit rotational driving force between the axle outer cylinder and the axle side. Or the rail-to-rail variable bogie described in 2 above. 4. A dustproof cover for covering and protecting the axle, wherein the dustproof cover is supported by an annular support member whose end on the wheel side is attached to the wheel via a bearing. The variable bogie between rails for a railway vehicle according to any one of claims 1 to 3, wherein: 5. An end of the dustproof cover on the drive motor side, wherein the axle is inserted therein and supported by a cylindrical support member fixed to the drive motor. The rail-to-rail variable bogie according to any one of claims 1 to 4.