JP2006256498A - Railway rolling stock and track deviation preventive guard for the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent falling and track deviation of a railway rolling stock without increasing the number of components. <P>SOLUTION: The railway rolling stock is equipped with a pair of wheels rotating on rails, an axle for supporting a pair of the wheels, and a pair of guide disks mounted to the axle inside a pair of the wheels so as to have equal spaces to a pair of the respective wheels. Diameter of a pair of the guide disks is set to have a length at which the rail could contact an end part of the guide disk when a pair of the wheels derail from the rails. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a railway vehicle and a railroad vehicle track departure prevention guard, and more particularly to a railcar and a railroad vehicle track departure prevention guard for preventing track departure during derailment.

In a railway vehicle, if it is derailed and overturned, a great deal of damage will occur. For this reason, even if it derails by any chance, the fall prevention device is mounted in the railway vehicle so that rollover is prevented as much as possible (see, for example, Patent Document 1). This overturn prevention device is provided with a claw member that engages with the rail when the vehicle is derailed. When the claw member engages with the rail during derailment, the vehicle is more than a certain distance in the vehicle width direction (left-right direction) from the track. It is designed not to be displaced. As a result, even if a vehicle traveling on the track derails, the vehicle travels on the track bed and is forcibly guided to prevent the vehicle from overturning and departing from the track.
JP-A-10-250576

  By the way, in order to prevent both the shift to the left and the shift to the right in the above-described fall prevention device, a claw member must be provided on the outside of each of the left wheel and the right wheel. The members were used in pairs. In particular, since the claw member is attached to the axle box of the carriage, it is necessary to process the axle box as well, and there is a possibility that the process of vehicle parts processing and assembly work may be complicated. In recent years, it has been demanded to reduce the manufacturing cost of railcars, and therefore it is desired to prevent overturns and track deviations while improving the efficiency of vehicle parts processing and assembly work compared to conventional overturn prevention devices. .

  An object of the present invention is to increase the efficiency of vehicle parts processing and assembly work while preventing overturns and track deviations.

The railway vehicle according to the invention of claim 1 is:
A pair of wheels rotating on rails;
An axle supporting the pair of wheels;
A pair of guide disks attached to the axle so as to be equidistant with respect to each of the pair of wheels inside the pair of wheels;
The diameter of the pair of guide disks is set to a length such that when the pair of wheels derails from the rail, the rail and the end of the guide disk come into contact with each other.

  According to the first aspect of the present invention, when the pair of wheels are derailed from the rail, the guide disks that come into contact with the rail are attached to the axle so as to be equidistant from each of the pair of wheels. Even if derailment should occur, the deviation length can be made equal on both sides. Since the guide disk only needs to be attached to the axle without processing the axle box of the carriage, the vehicle parts machining and assembly operations are made more efficient compared to the conventional attachment of the pawl member to the carriage. .

The invention according to claim 2 is the railway vehicle according to claim 1,
Of the pair of guide disks, at least one is a brake disk.

  According to the second aspect of the present invention, since at least one of the pair of guide disks is a brake disk, if the railway vehicle has a brake disk provided in advance on the axle, only one guide disk is attached. Deviation length can be made equal on both sides. If the brake disk is used as a guide disk in this way, the number of parts can be reduced, and as a result, the assembly work can be made more efficient. In particular, depending on the type of axle, two brake discs can be attached, but even when the brake disc is attached to only one of the axles, the guide disc is attached to the other brake disc attachment part. If it is attached, it is not necessary to newly process the mounting portion for the guide disk, and the processing of the vehicle parts can be made more efficient.

The rail track departure prevention guard according to claim 3,
A track deviation prevention guard for railcars attached to an axle on which a pair of wheels rotating on a rail are supported,
A pair of guide disks attached to the axle so as to be equidistant from each other of the pair of wheels inside the pair of wheels,
The diameter of the pair of guide disks is set to a length such that when the pair of wheels derails from the rail, the rail and the end of the guide disk come into contact with each other.

  According to the third aspect of the present invention, the same operation and effect as the first aspect of the invention can be obtained.

According to a fourth aspect of the present invention, in the railcar track deviation prevention guard according to the third aspect, at least one of the pair of guide disks is a brake disk.

  According to the invention described in claim 4, it is possible to obtain the same operation and effect as the invention described in claim 2.

According to the present invention, since the guide disk is attached to the axle so as to be equally spaced with respect to each of the pair of wheels, even if derailment should occur, the deviation length is made equivalent on both sides. can do. Since the guide disk only needs to be attached to the axle, the processing of the vehicle parts and the assembly work can be made more efficient as compared with the conventional attachment of the pawl member to the carriage.
In particular, in the case of a railway vehicle in which a brake disk is provided in advance on the axle, the brake disk can be used as a guide disk, and the number of parts can be reduced and the assembly work can be made efficient. .

  The vehicle of this embodiment will be described with reference to the drawings. FIG. 1 is a top view showing a carriage 2 provided in the railway vehicle 1, and FIG. 2 is a cross-sectional view showing a schematic configuration of the carriage 2. As shown in FIGS. 1 and 2, the carriage 2 is provided with a carriage frame 5 that supports the vehicle body via a swing pillow apparatus 3, a pillow spring apparatus 4, and the like.

  Axles 6 and 7 are disposed at the front and rear portions of the carriage frame 5, and each axle 6 and 7 has a pair of wheels 8 and 9 that rotate on the rail R in conjunction with the axles 6 and 7. It is supported. The axles 6 and 7 are provided with rail car track departure prevention guards 20 for preventing the rail vehicle 1 from departing from the track. Brake discs 10 and 11 and guide discs 14 and 15 are provided on the rail car track prevention guard 20.

  The brake discs 10 and 11 are disposed inside the pair of wheels 8 and 9 and are fixed to the axles 6 and 7 so as to be closer to one of the wheels 8 and 9. Specifically, for example, a brake disk 10 is fixed to the axle 6 positioned at the front of the bogie frame 5 so as to approach the right wheel 8 in the drawing, and the axle 7 positioned at the rear of the bogie frame 5 is connected to the axle 7. The brake disc 11 is fixed so as to approach the left wheel 9 in the figure. Here, the distance L1 between the wheel 8 and the brake disk 10 and the distance L2 between the wheel 9 and the brake disk 11 are set to the same length.

  The brake discs 10 and 11 are sandwiched between brake levers 12 and 13 supported by the carriage frame 5 to brake the rotation of the axles 6 and 7 and brake the rotation of the wheels 8 and 9. Here, although the diameters of the brake discs 10 and 11 are smaller than the diameters of the wheels 8 and 9, the end portions of the brake discs 10 and 11 are in contact with the rail R when the wheels 8 and 9 are derailed from the rail R. Is set. More specifically, the diameters of the brake discs 10 and 11 are such that the head side surface of the rail R and the end side surfaces of the brake discs 10 and 11 are in contact with each other at the time of derailment and are within the vehicle limit. Is set.

  The guide disks 14 and 15 are disposed inside the pair of wheels 8 and 9 and are attached to the axles 6 and 7 so as to be closer to the other wheels 8 and 9 of the pair of wheels 8 and 9. Specifically, for example, a guide disk 14 is fixed to the axle 6 located at the front of the bogie frame 5 so as to approach the wheel 9 on the left side in the drawing, and the axle 7 located at the rear of the bogie frame 5 is attached to the axle 7. The guide disk 15 is fixed so as to approach the right wheel 8 in the figure. That is, the guide disks 14 and 15 and the brake disks 10 and 11 are attached to one axle 6 and 7 so as to approach different wheels 8 and 9. Here, the distance L3 between the wheel 8 and the guide disk 15 and the distance L4 between the wheel 9 and the guide disk 14 are set to be equal to the distances L1 and L2. Here, in order to interpose the rail R in the intervals L1, L2, L3, and L4 at the time of derailment, the intervals L1, L2, L3, and L4 are set at equal intervals at intervals equal to or greater than the width dimension H of the head of the rail R. ing. The diameters of the guide disks 14 and 15 are smaller than the diameters of the wheels 8 and 9 like the brake disks 10 and 11, but the end portions of the guide disks 14 and 15 when the wheels 8 and 9 derail from the rail R. Is set to a length in contact with the rail R.

  Next, the operation of this embodiment will be described. In the following description, the axle 6 located in the front part of the bogie frame 5 and the wheels 8, 9 provided on the axle 6, the brake disc 10, and the guide disc 14 will be described as an example.

  During normal traveling, the wheels 8 and 9 are rotating on the rail R as shown in FIG. 2, but when derailed due to an earthquake or an accident, the state shown in FIGS. 3 and 4 is obtained. FIG. 3 is an explanatory diagram illustrating a case where the rail R is derailed to the right side, and FIG. 4 is an explanatory diagram illustrating a case where the rail R is derailed to the left side. As shown in FIG. 3, when the wheels 8 and 9 are derailed to the right side of the rail R, the right wheel 8 is located outside the rail R and the left wheel 9 is located inside the rail R. At this time, the right rail R is sandwiched between the right wheel 8 and the brake disc 10. If it will be in such a state, even if the whole vehicle tries to shift | deviate to the left side, the wheel 8 and 9 and the rail R will contact and the shift | offset | regulation will be controlled. Even if the entire vehicle is about to be displaced to the right, the end of the brake disk 10 contacts the rail R and the displacement is restricted.

  On the other hand, as shown in FIG. 4, when the wheels 8 and 9 derail to the left side of the rail R, the right wheel 8 is located inside the rail R and the left wheel 9 is located outside the rail R. At this time, the left rail R is sandwiched between the left wheel 9 and the guide disk 14. If it will be in such a state, even if the whole vehicle tries to shift | deviate to the right side, the wheel 8 and 9 and the rail R will contact and the shift | offset | regulation will be controlled. Even if the entire vehicle tends to shift to the left side, the end of the guide disk 14 contacts the rail R and the shift is regulated.

  As described above, according to the present embodiment, the brake disks 10 and 11 and the guide disks 14 and 15 can enhance the effect of preventing the railway vehicle 1 from falling and leaving the track. By using the brake disks 10 and 11 as guide disks, the number of parts can be reduced as compared with the conventional tipping prevention device, and vehicle parts processing and assembly work can be made more efficient.

Of course, the present invention is not limited to the above-described embodiment and can be modified as appropriate.
For example, the guide disks 14 and 15 can be attached to all the railway vehicles 1 constituting the train, but the guide disks 14 and 15 are attached only to the leading vehicle and the last vehicle having the highest possibility of derailment. If attached, it is preferable in terms of cost.

  In the present embodiment, the case where the brake disks 10 and 11 function as the guide disk of the present invention has been described as an example. However, in the case where the brake disk is not provided on the axle, FIG. It is necessary to attach a pair of guide disks 14 to the axles 6 and 7 so as to be equidistant from the pair of wheels 8 and 9, respectively. At this time, the diameter of the pair of guide disks 14 is set to a length where the rail R and the end of the guide disk 14 are in contact with each other at the time of derailment (see FIG. 6). Here, the axles 6 and 7 that are not provided with a brake disk are, for example, an axle of a railway vehicle in which a brake disk is not mounted on a railway vehicle such as a pneumatic vehicle, or a brake disk is provided on the railway vehicle itself. However, an axle (dynamic axis) to which power can be transmitted, where a brake disk cannot be provided, can be mentioned.

  And as shown in FIG. 7, you may fix a pair of brake disc 10 to the axle shafts 6 and 7 so that it may become equidistant with respect to each of a pair of wheels 8 and 9. As shown in FIG. In such a case, the diameter of the pair of brake discs 14 is set to a length where the rail R and the end of the brake disc 14 come into contact with each other during derailment (see FIG. 8).

It is a top view which shows the trolley | bogie with which the rail vehicle which concerns on this embodiment is equipped. It is sectional drawing showing schematic structure of the trolley | bogie of FIG. It is explanatory drawing showing the case where the trolley | bogie of FIG. 2 derails to the right side of a rail. It is explanatory drawing showing the case where the trolley | bogie of FIG. 2 derails to the left side of a rail. It is sectional drawing showing the modification of the trolley | bogie of FIG. It is explanatory drawing showing the case where the trolley | bogie of FIG. 5 derails to the right side of a rail. It is sectional drawing showing the modification of the trolley | bogie of FIG. It is explanatory drawing showing the case where the trolley | bogie of FIG. 7 derails to the right side of a rail.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railway vehicle 2 Carriage 3 Swing pillow apparatus 4 Pillow spring apparatus 5 Carriage frame 6,7 Axle 8,9 Wheel 10,11 Brake disk 12,13 Brake lever 14,15 Guide disk 20 Track deviation prevention guard for rail vehicles R rail

Claims (4)

A pair of wheels rotating on rails;
An axle supporting the pair of wheels;
A pair of guide disks attached to the axle so as to be equidistant with respect to each of the pair of wheels inside the pair of wheels;
The diameter of the pair of guide disks is set to a length such that when the pair of wheels derails from the rail, the rail and the end of the guide disk are in contact with each other. The railway vehicle according to claim 1,
The railway vehicle characterized in that at least one of the pair of guide disks is a brake disk. A track deviation prevention guard for railcars attached to an axle on which a pair of wheels rotating on a rail are supported,
A pair of guide disks attached to the axle so as to be equidistant from each other of the pair of wheels inside the pair of wheels,
The diameter of the pair of guide disks is set to a length such that when the pair of wheels derails from the rail, the rail and the end of the guide disk are in contact with each other. Deviation prevention guard. The track deviation prevention guard for railway vehicles according to claim 3, wherein at least one of the pair of guide disks is a brake disk.

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