JP2005075105A - Carrier truck for railroad - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a carrier truck for a railroad which is used for deadheading an undrivable rolling stock due to a non-rotatable wheel, for example, to the repair plant, improves traveling function by reducing the lateral pressure of the carrier truck in a small curved line section, realizes the safe prompt passing on the small curved part, and facilitates the manufacturing and assembling without interfering the parts of the broken vehicle and a rolling stock gauge. <P>SOLUTION: The carrier truck is equipped with front wheels 4, 4 and rear wheels 5, 5 traveling on rails 3, 3' on a carrier frame 1 supporting a broken wheel 2. Leading wheels 6, 6 having flanges 7 are disposed in front of an advancing direction I and a wide range of slope tread R relative to the rail is formed on the front wheel. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a railroad carriage, and is used, for example, to forward a railcar whose wheels cannot travel due to non-rotating wheels to a repair shop.

  Conventionally, when a railway vehicle becomes unable to run due to a wheel failure or an accident due to a malfunction or accident, the accident vehicle is towed to a repair shop by towing or propelling it with a rescue vehicle or other powered vehicle. Must be forwarded. If the wheel is forced to pull while the wheel is not rotating, the rail will be damaged, resulting in inconvenience such as derailment at the curved portion of the rail.

Therefore, as a method of transporting the non-rotating wheel away from the rail, conventionally, the non-rotating failed wheel is mounted on and supported by the bogie frame holding the four wheels with the flange including the front wheel and the rear wheel. There was a truck for transporting accident vehicles towed to the repair shop.
Japanese Patent Laid-Open No. 10-59173

  However, in the invention described in Patent Document 1, since the failed wheel is rigidly mounted with no degree of freedom with respect to the bogie frame, a large lateral pressure is generated when the rail passes through a small curve section or a branch portion, and derailment occurs. There are things to do. Also, since it was forced to slow down to avoid derailment, it took a lot of time and effort to recover the accident vehicle to the repair shop.

  This is a smooth use of the diameter difference between the left and right wheels due to one-point contact of the front outer-gauge wheel required when the broken carriage travels on the curved part of the rail as an original 2-axis bogie. This is due to the two-point contact that is far away from the front and rear with respect to the rail due to the two wheels on one side of the conveyance carriage having a fixed axial distance rigidly arranged before and after the failed wheel.

  This state means that the front outer rail side wheel of the transport carriage constituting the two-axis carriage has a large attack angle with respect to the rail in a small curve, and travels on the rail while generating a large lateral pressure due to contact with the flange. As a result, it was likely to cause derailment of the transport cart.

  The present invention has been made in view of the above problems, and improves the traveling function by reducing the lateral pressure of the transport carriage in the small curved section, realizes safe and quick passage of the curved portion, and interferes with the parts of the failed vehicle and the vehicle limit. Therefore, it is an object of the present invention to provide a railway transport carriage that is simple in structure, does not require a large number of parts, and is easy to manufacture and assemble.

  The invention according to claim 1 of the present invention solves the above-mentioned conventional inconvenience, and includes at least a front wheel and a rear wheel that run on a rail on a carriage frame that supports a failed wheel, and a flange in front of the carriage frame in the traveling direction. A leading wheel is provided, and the front wheel is formed with a wide tread surface with respect to the rail.

  According to a second aspect of the present invention, in the first aspect, a rear end portion of the leading wheel is pivotally attached to an outer side of a bearing leg that supports a rear wheel disposed at a rear portion of the carriage frame. And a support arm member provided on the outside of the carriage frame so as to be able to swing substantially parallel to the horizontal direction so that it can be rotated by a leading wheel axle at an interval suitable for the rail gauge. Adopted a means to do.

  According to a third aspect of the present invention, in the first aspect, the leading wheel is rotatably provided at a distance suitable for the rail gauge by the leading wheel axle and protrudes outside the leading wheel. The support shaft is rotatably supported in the bearing housing, and the bearing housing is provided between the bearing guards attached to the bogie frame, and the bearing guard can abut against the vertical stop located above the bogie frame. Adopted a means characterized by being provided with a gap.

  The invention according to claim 4 of the present invention is characterized in that, in claim 3, the bearing box is accommodated with a gap so that it can come into contact with a lateral stop provided on the outside of the bearing guard. We adopted the means that

  According to the present invention, at least a front wheel and a rear wheel that run on a rail are provided on a carriage frame that supports a failed wheel, and a leading wheel with a flange is disposed in front of the carriage frame in the traveling direction, and the front wheel is wider than the rail. Since a smooth slope tread is formed, the lateral pressure of the transport carriage in the small curve section is reduced, and the traveling function is improved. And safe and quick passage of a curve part is realized.

  In the best mode of the present invention, at least a front wheel and a rear wheel that travel on a rail are provided on a carriage frame that supports a failed wheel, and a leading wheel having a flange is disposed in front of the carriage frame in the traveling direction. A wide slope tread is formed with respect to the rail.

  In the following, Embodiment 1 will be described. FIG. 1 is a side view showing a full view of the state of use of Embodiment 1 of a railway carriage of the present invention, FIG. 2 is a plan view, FIG. 3 is a side view, and FIG. Similarly, FIG. 5 is a sectional view showing the mounting state of the rear wheel portion, and FIG. 6 is a cross-sectional view showing the mounting state of the front wheel portion. FIG. FIG. 7 is a plan view showing a case where a small curved section that is bent to the right passes, and FIG. 7 is a front wheel having an outer rail and a tread slope when the railway carriage of the first embodiment also passes the small curved section. FIG. 8 is an enlarged sectional view for explaining the relationship between the inner rail side rail and the front wheel having a tread slope when the railway carriage passes through the small curve section. It is an expanded sectional view for explanation shown in piles.

  In FIG. 1, A is a towed vehicle that has become unable to run due to a wheel or the like not rotating due to a failure or an accident, and B is a towed vehicle for towing and collecting the towed vehicle A to a repair shop. is there.

  2 and 3, reference numeral 1 denotes a carriage frame that supports the failed wheels 2 and 2 of the towed vehicle A that has become non-rotating due to a failure or accident and has become unable to travel. In the figure traveling on 3 and 3 ', front wheels 4 and 4 and rear wheels 5 and 5 are attached to form a four-wheel carriage C, and the carriage frame 1 has flanges disposed on the left and right in front of the traveling direction I. 7 is supported on rails 3 and 3 'by leading wheels 6 and 6.

  For example, as shown in FIG. 2, the carriage frame 1 includes outer beam members 8, 8 provided substantially parallel to the traveling direction I, and inner beam members provided substantially parallel to the inner side of the outer beam members 8, 8. 9 and 9 and the lateral beam member 10 connected to the rear ends of the outer beam members 8 and 8 and the inner beam members 9 and 9 are formed in a substantially U-shape in a plane. In FIG. 3, reference numeral 1a denotes a wheel bearing member provided on the front and rear, left and right between the outer beam members 8, 8 and the inner beam members 9, 9 of the carriage frame 1. The wheel bearing members 1a, 1a; 1a and 1a are for supporting the left and right failed wheels 2 and 2 from front and rear.

  In FIG. 3, reference numeral 11 denotes a connecting member for connecting the front and rear ends of the outer beam members 8, 8 and the inner beam members 9, 9.

  The front wheels 4, 4 have no flange as shown in FIGS. 2, 3, 4, 6, 7, and 8, and the diameters of the left and right front wheels 4, 4 when passing through the curved portion of the rails 3, 3 ' A gradient tread R or arc tread effective for producing a difference is formed substantially over the entire wheel width. As shown in the figure, the gradient tread R is formed to have a wide width with an inclination in which the inside of the rails 3 and 3 ′ has a large diameter and the outside has a small diameter.

  The front wheels 4 and 4 are installed on the left and right sides of the front wheel axle 12 to maintain the installation interval corresponding to the gap K between the rails 3 and 3 ', and the outer beam members 8 and 8 of the carriage frame 1 are maintained. The outer shaft portion 14 is inserted into the left and right bearing boxes 13, 13 provided on the front lower surface of the first and second shafts 14, and is supported rotatably via the bearing member 15.

  The rear wheels 5 and 5 are provided with a flange 16 having a flange 16 as shown in FIGS. 2, 3, 5, and 6. The rear wheels 5 and 5 are connected to a rear wheel axle 18 via a bearing 17. The bearing wheels 19 and 19 are provided on bearing legs 19 and 19 provided at both ends of the rear wheel axle 18 on the rear lower surfaces of the outer beam members 8 and 8 and the inner beam members 9 and 9, respectively. It is concluded through.

  The leading wheels 6 and 6 are pins (not shown) whose rear ends are fitted with spherical bushes on seats 21 and 21 provided outside the bearing legs 19 and 19 that support the rear wheels 5 and 5. It is pivotally attached to the rear part of the bogie frame 1, and is provided with rails 3, 3 ′ by leading wheel axles 23 at the front end portions of support arm members 22, 22 provided on the outer side of the bogie frame 1 so as to be swingable substantially parallel to the horizontal direction. Is maintained at an interval suitable for the gauge interval K. Further, both ends of the leading arm axle 23 are pivotally attached to leading wheel bearings 24, 24 attached to the tips of the supporting arm members 22, 22.

  In FIG. 3, reference numeral 25 denotes an up-and-down direction stopper provided above the carriage frame 1, and this up-and-down stopper 25 is provided with a clearance ε between the leading wheel bearings 24 and 24. If excessive lateral pressure is generated in the leading wheels 6 and 6 and the flanges 7 and 7 of the leading wheels 6 and 6 are raised up and down with respect to the rails 3 and 3 ′, the leading wheel 6 The upper surfaces of the leading wheel bearings 24, 24 that support the leading wheel bearings 24 and 24 are brought into contact with the vertical stoppers 25, thereby restricting further rising of the leading wheel bearings 24.

  FIG. 7 shows the relationship between the front wheel 4 on the outer rail side and the rail 3, and in the figure, f indicates the contact position of the front wheel 4 with the rail 3, as indicated by the solid line. The diameter of the front wheel 4 at the contact position f is indicated by Df.

  In FIG. 7, a line segment aa indicated by a solid line shows an example of a wide gradient tread surface R with respect to the rail 3 on the outer track side of the front wheel 4, and a line segment dd indicates a rail with which the front wheel 4 is in contact. 3 shows an example of the head shape.

  In FIG. 7, the small curved sections of the rails 3 and 3 ′ are overlapped for convenience from the viewpoint of comparing the case where the rail transport carriage according to the first embodiment and the conventional carriage described in Patent Document 1, for example, travel. E is the contact position of the flanged front wheel W ′ of the conventional four-wheel carriage drawn with an imaginary line with respect to the small curve section of the rails 3, 3 ′, and De is the front wheel W ′ at the contact position e. The diameter is shown. Further, a line segment a′-a ′ indicated by an imaginary line indicates the shape of the tread of the conventional front wheel W ′ with a flange, and a line segment cc indicates a flange with reference to the front wheel W ′ with a conventional flange. The head shape of the rail 3 showing the contact state is shown.

  FIG. 8 shows the relationship between the front wheel 4 on the inner track side and the rail 3 '.

  A line segment aa indicated by a solid line shows an example of a wide gradient tread surface R with respect to the rail 3 'of the front wheel 4, and a line segment a'-a' indicated by an imaginary line is a conventional flanged front wheel W. ', And a line segment c'-c' indicated by an imaginary line indicates the head shape of the rail 3 'representing the contact state of the flange with respect to the front wheel W' with a conventional flange, for example, It is drawn assuming a small curve with a slack of 15 mm.

  At this time, the front wheel W ′ on the inner track side of the conventional four-wheel carriage described in, for example, Patent Document 1 is brought into contact with the head of the rail 3 ′ at the contact position g, and the previous W ′ at the contact position g is The diameter is indicated by Dg.

  Further, a line segment d′-d ′ drawn by a solid line represents the head shape of the rail 3 ′ on the inner rail side when the inner wheel 4 on the inner rail side of the first embodiment having the wide gradient tread surface R contacts. The drawing is based on the wheel position.

  The contact position h between the front wheel 4 of the first embodiment and the head shape of the rail 3 'on the inner track side is such that the front wheel 4 is displaced to the outer track side by a width δ from the front wheel W' of the conventional four-wheel carriage. As a result, the front wheel 4 of the present embodiment is further located on the outside (inner gauge side) of the tread surface, and the diameter of the front wheel 4 at the contact position h is Dh.

  Further, FIG. 8 shows a front wheel on the outer gauge side of the first embodiment so that a comparison can be made between the railway transport cart of the first embodiment and a transport cart made of a conventional four-wheel cart described in Patent Document 1, for example. 4 and the contact position of the rail are relatively overlapped and displayed, and the contact of the front wheel W ′ of the conventional transport carriage with the rail is indicated by the contact position e, whereas in the first embodiment, the front wheel 4 Is contacted from the contact position f.

  As a result, the diameter difference between the rolling surfaces of the wheels on the inner and outer rails (conventional front wheels W ′ and W ′, and front wheels 4 and 4 in the present embodiment) at the curve passing portions of the rails 3 and 3 ′. For example, the diameter difference Δa between the left and right front wheels W ′ and W ′ of the transport carriage made of the conventional four-wheel carriage described in Patent Document 1 is Δa = De−Dg, while the first embodiment The diameter difference Δb between the left and right front wheels 4, 4 is Δb = Df−Dh.

  The first embodiment of the present invention has the above-described configuration, and the towed vehicle A, which has become unable to travel due to a non-rotating wheel due to a failure or an accident, is towed by a towed vehicle B composed of a rescue vehicle or another power vehicle. Or forward to the repair shop.

  For this, first, the front, rear, left and right of the carriage frame 1 as a four-wheel carriage C supported on the rails 3, 3 'by four wheels of two front wheels 4, 4 and two rear wheels 5, 5 The faulty wheels 2 and 2 as the towed vehicle A are mounted and supported on the wheel bearing members 1a and 1a;

  Thereafter, as described above, the towed vehicle A is towed to the repair shop by towing the towed vehicle A by the towed vehicle B or propelled (not shown).

  At this time, the two left and right leading wheels 6, 6 provided adjacent to the front wheels 4, 4 in front of the traveling direction I of the bogie frame 1 are rear ends on the receiving seats 21, 21 provided on the outside of the bogie frame 1. The support arm members 22 and 22 that are pivotally attached to each other are provided with a leading wheel axle 23 at a distance that matches the gauge K of the rails 3 and 3 ′. The vehicle A travels on the rails 3 and 3 ′ without being directly involved in supporting the failed wheels 2 and 2 of the towed vehicle A without bearing the load of the vehicle A.

  Then, when the railway transport cart of the first embodiment passes through a small curve section in which the rails 3 and 3 'are turned to the right with respect to the traveling direction I as shown in FIG. 2 is supported by wheel bearing members 1a, 1a; 1a, 1a mounted on the bogie frame 1 on the front and rear, and on the left and right, and railed by four wheels of two front wheels 4, 4 and two rear wheels 5, 5. The bogie frame 1 supported on 3, 3 'tries to go straight.

  However, the support arm members 22 and 22 pivotally attached to the rear seats 21 and 21 of the bogie frame 1 by pins (not shown in the drawing) having spherical bushes fitted thereto are curved lines of the rails 3 and 3 '. Accordingly, the support arm members 22 and 22 can be pivoted in a substantially horizontal direction around the pin and can be pivoted in the vertical direction along with the spherical surface of the spherical bush. The leading wheels 6, 6 supported by leading wheel bearings 24, 24 provided at both ends are rolled according to small curves drawn by the rails 3, 3 ′. Therefore, as shown in FIG. 6, the front wheels 4 and 4 are displaced from the leading wheels 6 and 6 that can swing in the horizontal direction to the outside of the curve of the rails 3 and 3 'by the width δ.

  Further, since the leading wheels 6 and 6 are provided with flanges having flanges 7 and 7, when the flanges 7 and 7 are engaged with the rails 3 and 3 ', the branching points of the rails 3 and 3' are provided. The front wheels 4 and 4 are prevented from being detached from the rails 3 and 3 'by applying centrifugal force and impact, and the left and right sides provided between the support arm members 22 and 22 and the carriage frame 1 are secured. The bogie frame 1 can be safely driven by restricting inadvertent swinging of the leading wheels 6 and 6 in the horizontal direction by a stop (not shown).

  In the unlikely event that excessive lateral pressure is generated in the leading wheels 6 and 6 and the flanges 7 and 7 of the leading wheels 6 and 6 are lifted with respect to the rails 3 and 3 ', the leading wheels 6 and 6 are As shown in FIG. 3, the upper surfaces of the supporting leading wheel bearings 24, 24 are in contact with a vertical stopper 25 provided on the lower surface of the front end of the carriage frame 1 so that the leading wheels 6, 6 are more than that. Lifting up is restricted. That is, the rising of the leading wheels 6 and 6 is extremely safe because it is suppressed to the range of the gap ε until the stopper stops.

  Next, the relationship between the rails 3, 3 ', the front wheels 4, 4, and the tread shape and diameter of the front wheels 4, 4 will be considered.

  First, the relationship between the rail 3 on the outer track side and the front wheel 4 is indicated by a solid line segment aa in FIG. 7, and a wide gradient tread surface R having a large diameter inside and a small diameter outside is illustrated. The front wheel 4 on the outer track side that is in contact with the rail 3 on the outer track side whose head shape is indicated by a line segment dd consisting of a solid line at the contact position f, and the diameter of the front wheel 4 at that time is Df. .

  For convenience of comparison with the front wheel 4 of the railway transport carriage according to the first embodiment, FIG. 7 is described in Patent Document 1 in which the shape of the tread is indicated by an imaginary line segment a′-a ′. The front wheel W ′ of the conventional four-wheel carriage with flange is in a contact position e with respect to the rail 3 in the small curve section of the rails 3 and 3 ′ whose head shape is indicated by an imaginary line segment cc. The front wheel W ′ at this position has a diameter De.

  As for the relationship between the other surface, the rail 3 'on the inner track side and the front wheel 4, in FIG. 8, a wide gradient tread surface having a large inner diameter and a smaller outer diameter indicated by a solid line aa in FIG. The front wheel 4 on the inner track side having R contacts the rail 3 'on the inner track side whose head shape is drawn by a solid line d'-d' at the contact position h, and the front wheel 4 at that position The diameter is Dh.

  Further, a conventional front wheel W ′ as described in Patent Document 1 with a flange whose tread surface shape is indicated by an imaginary line segment a′-a ′ is represented by an imaginary line segment c′-c ′. The head 3 is in contact with the rail 3 'whose head shape is indicated at the contact position g, and the diameter of the front wheel W' is Dg.

  The contact position h between the front wheel 4 of the first embodiment and the head shape of the rail 3 ′ on the inner rail side is determined by the front wheel 4 having a wide tread slope R acting by the leading of the leading wheel 6. As a result, the front wheel 4 is located outside the tread surface (inner gauge side) as a result of the displacement of the width δ toward the outer gauge side of the flanged front wheel W ′ of the railway carriage truck made of a conventional four-wheel carriage as described in FIG. Thus, contact is made at the contact position h.

  Further, in FIG. 8, the rail transport carriage according to the first embodiment and the railcar transport cart composed of the conventional four-wheel cart with flange described in, for example, Patent Document 1 are rails 3 and 3 with respect to the traveling direction I. In order to deepen the understanding of the relationship between the rail 3 'on the inner rail side, the front wheel 4 and the tread shape, diameter, etc. of the front wheel 4 when ′ passes through the small curve section, The comparison between the contact position between the front wheel 4 on the outer track side and the rail 3 and the contact position of the front wheel W ′ of the conventional transport carriage with respect to the rail is relatively easy to display. The front wheel W ′ on the rail side is in contact with the rail at the contact position e and the front wheel W ′ has a diameter De, whereas the front wheel 4 of the first embodiment is in contact with the rail at the contact position f and has a diameter Df. .

  Thus, according to FIG. 8, the difference in diameter of the rolling surfaces of the inner and outer rail wheels (front wheels 4, 4 and front wheels W ', W') at the curve passing portions of the inner and outer rails 3, 3 'is as follows. The diameter difference Δa of the conveying carriage made of a conventional four-wheel carriage with a flange as described in Patent Document 1 is Δa = De−Dg, whereas the front wheels 4 and 4 of the present embodiment are different. As for the diameter difference Δb, Δb = Df−Dh is obtained, and it can be seen that it is much larger than the conventional one and is less likely to cause wheel removal.

  Accordingly, for example, the front wheel W ′ on the outer track side of the conventional transport carriage described in Patent Document 1 is used when the carriage frame 1 passes through the small curve section of the rails 3 and 3 ′ as shown in FIG. The front wheels 4 and 4 of the transport carriage according to the first embodiment are arranged so that the rails 3 and 3 'are in contact with the flanges 3 and 3' while traveling with a risk of derailment due to a large lateral pressure. , 3 'without a flange, as shown in FIGS. 2, 3, 4, 6, 7, and 8, a wide gradient tread R having a large inside diameter and a small outside diameter, Since R or an arc tread surface not shown in the drawing is formed, the inner and outer front wheels 4 and 4 along the gradient tread surfaces R and R corresponding to the small curves of the inner and outer rails 3 and 3 'are disclosed in Patent Document 1. Since there is no flange like the front wheels W 'and W' of the conventional railway transport carriage described in, the amount of movement to the contact position on the rails 3 and 3 'is Since both the rail side and the outer rail side become large and a large self-steering force is exhibited, it is not necessary to generate excessive lateral pressure, and without derailing the carriage frame 1 on which the failed wheels 2 and 2 of the towed vehicle A are mounted. The vehicle can be towed smoothly and reliably by the towing vehicle B or the like.

  Hereinafter, a second embodiment of the railway transport carriage of the present invention will be described with reference to FIGS. 9, 10, 11, and 12.

  FIG. 9 is a plan view of the railcar carriage according to the second embodiment, FIG. 10 is a side view of the same, FIG. 11 is an explanatory cross-sectional view showing the mounting state of the leading wheel portion, and the mounting state of the leading wheel portion of FIG. It is a horizontal sectional view shown.

  In the second embodiment, the leading wheels 6, 6 are rotatably provided by the leading wheel axle 23 at an interval suitable for the gauge K of the rails 3, 3 ′, and outside the support shaft 50 of the leading wheels 6, 6. The projecting portion is rotatably supported in the bearing housings 51, 51. The bearing housings 51, 51 are provided between the bearing guards 52, 52; 52, 52 attached to the carriage frame 1. 52; 52, 52 are provided with a gap ε so as to be able to come into contact with a vertical stop 53 disposed above the carriage frame 1.

  The leading wheels 6 and 6 receive a load from the carriage frame 1 in a state where there is a clearance ε between the bearing guards 52 and 52; 52 and 52 and the vertical stopper 53 disposed above the carriage frame 1. It can be freely displaced without receiving (see FIG. 11).

  Further, as shown in FIG. 12, the bearing housings 51 and 51 have a clearance δ ′ so that they can come into contact with the left and right contact stoppers 54 and 54 provided outside the bearing guards 52 and 52; As a result, the bearing housings 51, 51 come into contact with the left and right contact stoppers 54, 54; 54, 54 of the bearing guards 52, 52;

  In this way, the rail transport carriage according to the second embodiment should have the failed wheels 2 and 2 of the towed vehicle A mounted on the carriage frame 1 and run for example in the small curve section of the rails 3 and 3 '. Even if the flange 7 of the leading wheels 6 and 6 starts to ride on the rails 3 and 3 'due to a large lateral pressure acting on the wheels 6 and 6, the failed wheel when the bearing boxes 51 and 51 rise by the gap ε in the vertical direction. 2 and 2 are prevented from further rising by being brought into contact with the vertical stoppers 53 and 53 provided on the bogie frame 1 bearing the load of the towed vehicle A. The configuration and operation are the same as those of the first embodiment except that the flanges 7 and 7 of the leading wheels 6 and 6 are prevented from riding on the rails 3 and 3 '.

  It can be applied to applications in which the lateral pressure of the transport carriage in the small curved section of the rail is reduced, the traveling function is improved, and the curved portion can be passed safely and quickly.

FIG. 1 is a side view showing a full view of a used state of a railway transport carriage according to a first embodiment of the present invention. FIG. 2 is also a plan view. FIG. 3 is a side view of the same. FIG. 4 is an explanatory cross-sectional view showing the mounting state of the front wheel portion. FIG. 5 is a cross-sectional view showing the mounting state of the rear wheel portion. FIG. 6 is a plan view showing a case where the rail transport carriage of the first embodiment passes through a small curve section in which the rail is turned to the right with respect to the traveling direction I. FIG. 7 is an explanatory enlarged sectional view showing the relationship between the rail on the outer gauge side and the front wheel having a tread gradient when the rail transport carriage of Embodiment 1 passes through the small curve section. FIG. 8 is an explanatory enlargement in which the relationship between the rail on the inner gauge side and the front wheel having the tread gradient is superimposed with the front wheel on the outer gauge side when the rail transport carriage passes through the small curve section. It is sectional drawing. FIG. 9 is a plan view showing Embodiment 2 of the railway transport carriage of the present invention. FIG. 10 is also a side view. FIG. 11 is an explanatory cross-sectional view showing the mounting state of the leading wheel portion. FIG. 12 is a horizontal sectional view showing a state in which the leading wheel portion is mounted.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Bogie frame 2 Failure wheel 3 Rail 3 'Rail 4 Front wheel 5 Rear wheel 6 Leading wheel 7 Flange 8 Outer beam material 9 Inner beam material 10 Horizontal beam material 12 Front wheel axle 13 Bearing box 14 Outer shaft part 15 Bearing material 16 Flange 17 Bearing 18 Rear axle 19 Bearing leg K Gauge R Gradient tread

Claims (4)

  At least a front wheel and a rear wheel that run on a rail are provided on a carriage frame that supports the failed wheel, and a leading wheel with a flange is disposed in front of the carriage frame in the traveling direction, and the front wheel has a wide tread surface with respect to the rail. A rail transport carriage characterized by being formed.   The leading wheel is disposed at the rear part of the bogie frame, and a rear end portion is pivotally attached to the outer side of a bearing leg that supports the rear wheel, and is provided on the outer side of the bogie frame so as to be swingable substantially parallel to the horizontal direction. The railway transport carriage according to claim 1, wherein the support arm member is provided at a tip end portion of the support arm member so as to be rotatable at a distance suitable for a rail gauge by a leading wheel axle.   The leading wheel is rotatably provided by a leading wheel axle at an interval that fits between the rails of the rail, and a support shaft that protrudes outside the leading wheel is rotatably supported in a bearing box. The bearing guard is provided between the bearing guards attached to the bogie frame, and the bearing guard is provided with a gap so as to be able to come into contact with a vertical stopper provided above the bogie frame. Railway transport cart.   The railway transport carriage according to claim 3, wherein the bearing box is accommodated with a gap so as to be able to abut against a lateral stop provided on the outer side of the bearing guard.

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