JP2007269166A - Axle beam type dolly and its wheel shaft steering method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To certainly reduce an attack angle of a head end outer rail wheel axle of a dolly in curved road travelling, to reduce lateral pressure and to effectively restrain pitching and meandering of the dolly in rectilinear road high speed travelling. <P>SOLUTION: This axle beam type dolly 1 is constituted by furnishing a dolly frame 2, a plurality of wheel axles 3 arranged in the front and the rear of the dolly frame 2, a plurality of axle boxes 5 supported on an elastic connecting part 4 free to displace in the vertical direction against the dolly frame 2 by supporting both ends of each of the wheel axles 3, a plurality of axle beams 7 to support each of the axle boxes 5 free to displace in the longitudinal direction against the dolly frame 2 as one end part is fixed on each of the axle boxes 5 and the other end part is connected to the dolly frame 2 by an elastic connecting part 6 and a plurality of air actuators 15 respectively provided between the dolly frame 2 and each of the axle beams 7 and free to move the axle box 5 in the left and right directions through the axle beams 7 and to fix. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a shaft beam type cart that can assist the wheel shaft by an air actuator disposed between the shaft beam and the cart frame, and a method for steering the wheel shaft.

Conventionally, when a vehicle is traveling on a curved road at a high speed, the central part of the carriage is pushed out of the curved road by the centrifugal force action between the vehicle body and the carriage, and this force causes the carriage frame and the shaft to move. Adopting a structure aiming at reducing the attack angle and reducing the lateral pressure by the self-steering function that the rubber link of the elastic coupling part with the beam bends and steers the axle box and wheel shaft in the curved direction of the curved road (For example, refer to Patent Document 1 and Patent Document 2).
JP-A-9-202234 JP-A-10-230848

However, in the conventional shaft beam type carriage, the self-inclination of the vehicle is low when the passing speed of the curved road of the vehicle is low and the centrifugal force action is small, or when the inward inclination of the vehicle becomes remarkable due to the high-speed cant gradient. If the steering function cannot be sufficiently obtained and the carriage is pushed inward on the curved road by the inclining force, the steering function may be reversed.
In addition, shaft beam type trolleys such as locomotives have a long axial distance to reduce the influence of wheel inner wheel load movement and pitching in the gradient section of the track, and the steering effect of the trolley is obtained by the shaft beam structure. It is preferable to smooth the passage of curved roads, but these effects are sufficiently exerted in the high-speed line section of the flat line, but in the mountain curve section where the driving speed becomes low due to traction resistance etc. There is a problem that the effect of. In addition, since the rear shaft is not sufficiently steered with a truck with a long axial distance, the difference in inner and outer diameters of the rear axle cannot be obtained, and the running resistance due to the reverse direction force of the carriage and the sliding of the inner and outer wheels reduces the traction force. is there.

  The present invention has been made in view of the above circumstances, and can reliably reduce the attack angle and lateral pressure of the front wheel axle against the outer rail when the vehicle is traveling on a curved road, An object of the present invention is to provide an axial beam type carriage capable of effectively suppressing pitching and meandering during high-speed traveling, and a method for steering the wheel axle.

  In order to achieve the above object, a shaft beam type carriage according to the present invention includes a carriage frame, a plurality of wheel shafts arranged before and after the carriage frame, and both ends of the wheel shafts rotatably supported on the carriage frame. On the other hand, a plurality of axle boxes supported by an elastic coupling portion so as to be displaceable in the vertical direction, one end portion being fixed to each axle box, and the other end portion being coupled to the carriage frame by an elastic coupling portion, A plurality of shaft beams that are supported so as to be displaceable in the front-rear direction with respect to the bogie frame, and are provided between the bogie frame and the shaft beams, and the shaft box is moved and fixed in the left-right direction via the shaft beams. And a plurality of pneumatic actuators.

  In the axial beam type carriage according to the present invention, when the axial beam type carriage travels on a curved road, at least one end portion of the pair of axial beams of the axial beams arranged on the front and rear sides of the carriage frame is connected to the air. When the actuator is displaced to the curve center side of the curved road using the elastic coupling portion as a fulcrum, auxiliary steering is performed in which the wheel shaft is turned in the direction along the curve of the curved road through the axle box. Further, when traveling on a straight road at high speed, one end of at least one pair of shaft beams arranged in front of and behind the carriage frame is displaced left and right by the air actuator with the elastic coupling portion as a fulcrum. If restrained, the support rigidity of the left and right direction and the up and down direction of the axle box with respect to the carriage frame by the axle spring is increased.

  In the shaft beam type carriage, if the air actuator is constituted by a diaphragm type or bellows type air actuator, the structure can be made simple and small, and can be easily provided between the carriage frame and each axis beam.

In addition, the wheel steering method for the shaft beam type carriage according to the present invention includes a carriage frame, a plurality of axles arranged before and after the carriage frame, and both ends of the respective axles rotatably supported with respect to the carriage frame. A plurality of axle boxes supported by an elastic coupling portion so as to be displaceable in the vertical direction, one end portion is fixed to each axle box, the other end portion is coupled to the carriage frame by an elastic coupling portion, and each axle box is a carriage. A plurality of shaft beams that are supported to be displaceable in the front-rear direction with respect to the frame, and provided between the carriage frame and each of the shaft beams, and the shaft box can be moved and fixed in the left-right direction via the shaft beams. A wheel-shaft steering method for a shaft beam type carriage equipped with a plurality of air actuators,
When the axial beam type carriage travels on a curved road, one end of at least a pair of axial beams arranged on the front and rear of the carriage frame is used as a fulcrum with the elastic actuator as a fulcrum. When displacing to a curve center side of a curved road and traveling on a straight road at a high speed, at least one pair of shaft beams arranged on the front and rear of the carriage frame is elastically coupled by the air actuator. Displacement from side to side with the part as a fulcrum is constrained.

  In the wheel steering method for a shaft beam type carriage according to the present invention, the axis beam type carriage runs on a curved road by selectively operating a plurality of air actuators provided between the carriage frame and each axis beam. In this case, auxiliary steering of the wheel shaft is performed in the direction along the curve, and when the vehicle is traveling on a straight road at high speed, the support rigidity in the left-right direction and the vertical direction of the axle box with respect to the carriage frame by the shaft spring is increased.

According to the present invention, it is possible to perform auxiliary steering for turning the wheel shaft in the direction along the curve of the curved road through the axle box by the operation of the air actuator provided between the carriage frame and the shaft beam.
When the vehicle is traveling on a curved road, the attack angle of the front wheel shaft of the shaft-type carriage with respect to the outer rail can be reduced, and the lateral pressure can be reliably reduced. As a result, it is possible to reduce wear due to contact between the outer gauge rail and the wheel in the rail curved portion, and to improve the passing performance of the vehicle in the rail curved portion. In addition, when the straight road is traveling at high speed, it is possible to increase the lateral and vertical support rigidity of the axle box with respect to the carriage frame by the axle spring, thereby effectively suppressing the pitching and meandering of the axle beam carriage. it can.

Next, an axial beam type carriage according to an embodiment of the present invention will be described with reference to the accompanying drawings.
1 to 5 show an axial beam type carriage 1 according to an embodiment of the present invention. This shaft beam type bogie 1 has a bogie frame 2, a plurality of wheel shafts 3 (two in the illustrated example) arranged on the front and rear of the bogie frame 2 (left and right in FIG. 2), and both ends of each wheel shaft 3 rotating. A plurality of (four in the illustrated example) axle boxes 5 that are freely supported and supported so as to be displaced in the vertical direction by the first elastic coupling portion 4 with respect to the carriage frame 2, and one end portion of each axle box 5. A plurality of shaft beams 7 that are fixed to the other end, are connected to the carriage frame 2 by the second elastic coupling portion 6, and support the axle boxes 5 so as to be displaceable in the front-rear direction with respect to the carriage frame 2; It has.

  The carriage frame 2 is formed in an H shape in a plan view by connecting the central portions of the left and right side beams 2a, 2a with a horizontal beam 2b. Each wheel axle 3 is formed by fixing wheels 3b to both ends of the axle 3a, and both end portions 3c protruding to the outside of the wheel 3b of the axle 3a are front and rear ends of the side beams 2a, 2a (left and right in FIG. 2). Are supported by two pairs of axle boxes 5 arranged at positions below (ends) via bearings 8 so as to be rotatable about their axes (see FIG. 6). As shown in FIG. 6, the first elastic coupling portion 4 includes a cylindrical spring box 9 fixed to the front and rear ends (left and right ends in FIG. 2) of the side beams 2a, 2a, and a compression A shaft spring 10 made of a coil spring and housed in the spring box 9, an upper spring seat 10a for supporting the upper end of the shaft spring 10 on the upper plate 9a of the spring box 9, and a lower end of the shaft spring 10 as a shaft. A lower spring seat 10b supported on the upper surface of the box 5 is provided.

  Each of the shaft beams 7 is integrally fixed to the shaft box 5 at one end, extended toward the center along the lower surface of the side beam 2a, and fixed to the lower surface of the side beam 2a. The receiving seat 11 is elastically connected to the receiving seat 11 via an elastic member 12 so as to be displaceable in the front-rear direction by a bolt 13. The receiving seat 11, the elastic member 12, the bolt 13, and the like constitute the second elastic coupling portion 6 that connects the shaft beam 7 to the carriage frame 2. The elastic member 12 is made of rubber, synthetic rubber, or a similar material, and the rigidity in the tension and compression directions has rigidity necessary for setting the support rigidity in the front-rear direction of the axle box 5, and the rigidity in the shear direction. Has extremely small characteristics compared to the rigidity in the tension and compression directions. Accordingly, the shaft beam 7 is allowed to turn up and down and right and left with the elastic coupling portion 6 as a fulcrum corresponding to the vertical and horizontal displacements of the axle box 5 with respect to the side beam 2a.

  As shown in FIG. 6, a receiving member 9b is fixed to the outer end of the spring box 9, and a support plate 14 is fixed to the upper part of the outer end of the axle box 5 and protrudes upward. Provided integrally, the vertical plate portion 14a faces the outside of the end face of the receiving member 9b in parallel at a predetermined interval. A bellows type or diaphragm type air actuator 15 is provided between the receiving member 9b and the vertical plate 14a of the support plate 14, and one end (right end in FIG. 6) of the air actuator 15 is bolted to the receiving member 9b. The other end (left end in FIG. 6) is fixed to the support plate 14 with a bolt or the like. Since the support plate 14 is integrally fixed to the axle box 5, and the axle beam 7 is integrally secured to the axle box 5, the air actuator 15 is connected to the side beam 2a (the carriage frame 2) and the axle. It can be considered that it is provided between the beam 7 and the telescopic operation of the air actuator 15 causes the axle box 5 to turn left and right about the second elastic coupling portion 6 of the axle beam 7 as a fulcrum. It can be moved and fixed.

  Compressed air for operating the air actuators 15 (15a, 15b, 15c, 15d) is supplied to the horizontal beam 2b of the carriage frame 2 from a compressed air supply source 16 such as an air compressor or an air reservoir. A distribution valve device 18 is provided for distributing the air actuators 15a, 15b, 15c, and 15d through the pipes 17a, 17b, 17c, and 17d. Although the specific structure of the distribution valve device 18 is not shown, the compressed air supplied from the compressed air supply source 16 is supplied to the front wheel shaft 3A (for example, the left wheel shaft in FIG. 2) and the rear wheel shaft. The controller 19 controls which of the four air actuators 15a, 15b, 15c, and 15d arranged on the left and right of 3B (for example, the right wheel shaft in FIG. 2) is supplied to. The selection is made by switching the internal air passage by a solenoid valve or the like.

The compressed air is supplied to each air actuator 15 as follows: (1) When supplying one air actuator 15a (left side in FIG. 1) on the front wheel shaft 3A, (2) both wheels of the front wheel shaft 3A and the rear wheel shaft 3B. When supplying to one (left side in FIG. 1) air actuators 15a and 15b in the shaft, (3) When supplying to one (left side in FIG. 1) air actuator 15b in the rear wheel shaft 3B, (4) In the front wheel shaft 3A When supplying to the other (right side in FIG. 1) air actuator 15c, (5) When supplying to the other (right side in FIG. 1) air actuators 15c and 15d of the front wheel shaft 3A and the rear wheel shaft 3B, (6 ) When supplying the air actuator 15d on the other side (right side in FIG. 1) of the rear wheel shaft 3B, (7) the air on both the front wheel shafts 3A When supplying to the clutches 15a, 15c, (8) When supplying to both the air actuators 15a, 15c, 15b, 15d on both the front wheel shaft 3A and the rear wheel shaft 3B, (9) Air actuators on both sides of the rear wheel shaft 3B 15b and 15d may be supplied.
In the figure, 20 is an air spring type pillow spring for supporting the vehicle body on the bogie frame 2, and 21 is an up-down direction provided between the side beam 2 a of the bogie frame 2 and the axle box 5. It is a damper.

Next, the operation of the axial beam type carriage 1 having the above-described configuration and the wheel-shaft steering method will be described with reference to FIG.
When a vehicle equipped with the shaft beam type carriage 1 reaches the rail curve portion R, the travel point of the vehicle, the rail curve portion (curved road) R based on the rail curve information stored in the control device 19 in advance. The controller 19 checks the curve radius (cart bogie angle), the passing speed of the curved portion, the cant (centrifugal force), etc., and the control device 19 operates the air actuators 15a, 15b, 15c, and 15d disposed on the wheel shafts 3A and 3B. The non-operation is judged and the distribution valve device 18 is switched.

  For example, the distribution valve device 18 is operated according to the supply mode (2) selected by the control device 19, and the center side of the curve radius r of the rail curve portion R on both the front wheel shaft 3A and the rear wheel shaft 3B is set. When the air actuators 15a and 15b to be arranged are selected and compressed air is supplied to them, as shown in FIG. 7A, the air actuators 15a and 15b are positioned on the center side of the curve radius r. Axial beam 7 (7A, 7B) is pushed out slightly toward the center side of the curve radius r on the axle box 5 side with the elastic coupling portion 6 as a fulcrum, so that each wheel shaft 3A, 3B follows the rail curve portion R. In the direction of rolling (auxiliary steering). As a result, the axial beam type carriage 2 (vehicle) has an attack angle with respect to the outer rail R1 of the leading wheel shaft 3A even when the curve radius r of the rail curved path R is small, the traveling speed is low, and the centrifugal force is small. The lateral pressure is reduced and the rail curve portion R passes smoothly. In this case, since the front wheel shaft 3A and the wheel 3b of the rear wheel shaft 3B follow the same trajectory of the rail curve portion R, the spraying amount can be reduced by limiting the range in which the ceramic thickening agent or the like is sprayed.

  When the rail curve portion is bent to the opposite side, the distribution valve device 18 is operated according to the supply mode (5) selected by the control device 19, and the front wheel shaft 3A and the rear wheel shaft 3B are operated. The air actuators 15c and 15d arranged on the opposite side of the air actuators 15a and 15b in the two wheel shafts are selected, and the shaft beam 7 (7C and 7D) located on the opposite side to the air actuators 15c and 15d is selected. By slightly pushing the axle box 5 side to the opposite side with the elastic coupling portion 6 as a fulcrum, each wheel shaft 3A, 3B rolls along the rail curved portion bent to the opposite side of the rail curved portion R. It goes without saying that the vehicle is turned in the direction of movement (auxiliary steering). In addition, the control device 19 selects the supply modes (2) and (5) in the rail curve section, and also supplies the supply modes (1), (3), (4), (6) is selected, and the auxiliary steering of the wheel shafts 3A, 3B by the shaft beams 7A, 7B, 7C, 7D is performed, whereby the shaft beam type carriage 2 (vehicle) is turned into a rail curve. The rail curve portion is smoothly passed in a state where the attack angle and the lateral pressure are appropriately reduced corresponding to the driving state in the portion.

  Next, when the vehicle travels at a high speed on the rail straight portion (straight road) L, when the control device 19 selects the supply mode (8) based on the straight travel information, as shown in FIG. In addition, compressed air is supplied to the air actuators 15a, 15c, 15b, and 15d on both the front wheel shaft 3A and the rear wheel shaft 3B by the distribution valve device 18. Thereby, each air actuator 15a, 15c, 15b, 15d presses each axial beam 7A, 7C, 7B, 7D outward, so that the side beam 2a of the carriage frame 2 of each axial beam 7A, 7C, 7B, 7D. , 2a is restrained and the axle box 5 is restrained from being displaced in the left-right direction with respect to the carriage frame 2. For this reason, the support rigidity in the left-right direction of the axle box 5 by the axle spring 10 is increased, and the axle beam type carriage 2 (vehicle) does not meander due to yawing vibration and passes smoothly through the linear rail portion L at high speed.

  In this case, if each of the air actuators 15 is of the bellows type, the rigidity in the direction perpendicular to the axis is greater than that of the diaphragm type, and the vertical displacement of the shaft beam 7 with respect to the carriage frame 2 is reduced. Since it restrains, the effect similar to when the spring constant in the up-down direction of the said shaft spring 10 is raised arises, and the meandering of the shaft beam type trolley | bogie 2 can be suppressed more effectively. Further, if each of the air actuators 15 is a diaphragm type, the rigidity in the direction perpendicular to the axis thereof is relatively low, and the spring constant in the vertical direction of the shaft spring 10 is not affected. The vehicle can travel while the carriage 2 elastically supports the wheel shaft 3 by the original shaft spring 10.

In the rail linear portion L, it is not always necessary to operate the air actuators 15a to 15d on both sides of the front wheel shaft 3A and the rear wheel shaft 3B depending on the traveling speed of the vehicle. The air actuators 15a, 15c (15b, 15d) on both sides on one side may be operated.
Further, in the rail straight portion L, when the control device 19 detects that one of the wheel shafts 3 is idle, the air actuators 15a on both sides of at least one of the leading wheel shaft 3A and the rear wheel shaft 3B as described above. , 15c (15b, 15d) and the vertical restraint force of the shaft spring 10 is applied, so that the support rigidity of the shaft box 5 in the vertical direction by the shaft spring 10 is also increased. The (vehicle) pitching operation can be suppressed.

  Next, FIG. 8 shows an axial beam type cart 1A according to a second embodiment of the present invention. This axial beam type carriage 1A is different from the axial beam type carriage 1 according to the first embodiment in that the air actuators 15 are arranged outside the side beams 2a and 2a of the carriage frame 2. The air actuator 15 is disposed inside the side beams 2a and 2a. Since the other basic configuration is the same as that of the shaft beam type carriage 1, the same or similar components are denoted by the same reference numerals, and detailed description thereof is omitted.

  In this shaft beam type carriage 1A, a spring box 9 is fixed inside both ends of the side beams 2a, 2a, and a shaft 2x is connected to the base end portion 2c of the horizontal beam 2b via the second elastic coupling portion 6. The other end of the beam 7 is supported, and the axle box 5 fixed to one end of the axle beam 7 is positioned below the spring box 9 and supported by the axle spring 10. The support plate 14 fixed to the lower portions of both end portions of the side beams 2a, 2a is provided so as to protrude downward to the position of the axle box 5, and the inside of the support plate 14 (inside the side beam 2a). The air actuators 15a, 15b, 15c, and 15d are disposed between the outer side of the shaft box 5 and the air actuator 15a.

  In the axial beam type carriage 1A according to this embodiment, the arrangement of the air actuators 15a, 15b, 15c, and 15d with respect to the carriage frame 2 is opposite to that of the axial beam type carriage 1 according to the first embodiment. In relation, in the supply modes (1) to (6) for supplying compressed air to the air actuators 15a, 15b, 15c, and 15d, the relationship between one and the other is reversed, but the basic operation is the above-described axial beam type. Since it is the same as the trolley | bogie 1 and the same effect is obtained, description about them is abbreviate | omitted.

As described above, the shaft beam type carts 1, 1 </ b> A according to the embodiment move the shaft box 5 in the left-right direction via the shaft beams 7 between the cart frame 2 and the shaft beams 7. Since a plurality of diaphragm-type or bellows-type air actuators 15 that can be fixed are provided, according to this axle beam type carriage 1, 1A and its wheel shaft operating method, the axis beam type carriage 2 is connected to the rail curved road. When traveling on R, at least one pair of the shaft beams 7 of the shaft beams 7 arranged before and after the carriage frame 2 is used as a rail curve with the elastic actuator 7 as a fulcrum by the air actuator 15. Since it is possible to perform auxiliary steering by displacing the portion R toward the curve center side and thereby turning the wheel shaft 3 in a direction along the curve of the rail curve portion via the axle box 5, the shaft at the time of running the curve portion of the vehicle Leading wheel of beam type cart 1,1A It is possible to reduce the angle of attack with respect to the outer trajectories rails 3A, it is possible to perform the reduction of the lateral force reliably.
Therefore, wear due to contact between the outer rail and the wheel 3b in the rail curved portion R can be reduced, and the passing performance of the vehicle in the rail curved portion R can be improved. Furthermore, the distance between the wheel shafts 3A and 3B of the shaft beam type carriage 2 can be increased. Further, the steering force can be applied only to the rear shaft in the carriage, so that the reverse steering due to the cant loss or the inward tilt of the vehicle body can be improved to the steering along the curve.

Further, when the rail linear portion L travels at a high speed, at least one end portion of the pair of shaft beams 7 of the shaft beams 7 disposed before and after the carriage frame 2 is moved by the air actuator 15 to the second elasticity. Displacement to the left and right with the coupling portion 6 as a fulcrum can be constrained, and thereby the support rigidity of the axle box 5 with respect to the cart frame 2 by the axle spring 10 can be increased. Pitching and meandering of the shaft beam type carriages 1 and 1A can be effectively suppressed. And as above-mentioned, since the support rigidity of the left-right direction and the up-down direction with respect to the said truck frame 2 of the axle box 5 by the shaft spring 10 can be improved, power running control is carried out at the time of starting of a vehicle or the run of the gradient section of a rail. The movement of the axial load can be reduced by actuating the actuator of the part that increases the axial load in conjunction with the apparatus and the driving operation to suppress the axial spring deflection displacement and reducing the forward and backward tilt of the carriage.
Further, according to the shaft beam type carriages 1, 1 </ b> A according to the embodiment, the diaphragm type and bellows type air actuators 15 are both simple in structure and small in size, and therefore between the carriage frame 2 and each axis beam 7. Can be easily provided.

  In the shaft beam type carriages 1 and 1A according to the embodiment, the air actuator 15 is provided at the position of the wheel shaft 3 in the front-rear direction of the carriage frame 2, but the force of the air actuator 15 is insufficient. The front and rear end portions of the bogie frame 2 are extended in the front-rear direction from the position of the wheel shaft 3, and the shaft beams 7 are also extended in the same manner. It is preferable to provide the air actuator 15 at a distance between the first elastic coupling portion 7 and the point of action of the force by the air actuator 15. As an actuator for performing auxiliary steering of the wheel shaft 3, an air cylinder may be used instead of the bellows type and diaphragm type air actuators 15.

It is a perspective view which shows the axial beam type trolley | bogie which concerns on the 1st Embodiment of this invention. It is a side view similarly. It is an enlarged view of the X section of FIG. FIG. 4 is a view taken in the direction of the arrow in FIG. FIG. FIG. 4 is a cross-sectional view of the wafer shown in FIG. 3. It is explanatory drawing of an effect | action of the axial beam type trolley | bogie which concerns on the 1st Embodiment of this invention. It is a top view which shows the axial beam type trolley | bogie which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1,1A Axial beam type cart 2 Bogie frame 2a Side beam 3 Wheel shaft 3A Front wheel shaft 3B Rear wheel shaft 4,6 First and second elastic coupling portions 5 Shaft box 7 Shaft beam 9 Spring box 10 Shaft spring 14 Support plate 15 Air Actuator 16 Compressed air supply source 17a, 17b, 17c, 17d Air piping 18 Distribution valve device 19 Control device L Rail straight section (straight path)
R rail curve part (curved road)

Claims (3)

  A bogie frame, a plurality of wheel shafts arranged before and after the bogie frame, and a plurality of shafts that are rotatably supported at both ends of the respective wheel shafts and can be displaced in the vertical direction by elastic coupling portions with respect to the bogie frame. A plurality of shaft beams, one end of which is fixed to each axle box, the other end of which is connected to the carriage frame by an elastic coupling portion, and the axle boxes are supported to be displaceable in the front-rear direction with respect to the carriage frame. And a plurality of air actuators provided between the bogie frame and the shaft beams, respectively, that allow the shaft box to move and fix in the left-right direction via the shaft beams. Beam type trolley.   The shaft beam type carriage according to claim 1, wherein the air actuator is a diaphragm type or bellows type air actuator. A bogie frame, a plurality of wheel shafts arranged before and after the bogie frame, and a plurality of shafts that are rotatably supported at both ends of the respective wheel shafts and can be displaced in the vertical direction by elastic coupling portions with respect to the bogie frame. A plurality of shaft beams, one end of which is fixed to each axle box, the other end of which is connected to the carriage frame by an elastic coupling portion, and the axle boxes are supported to be displaceable in the front-rear direction with respect to the carriage frame. And a plurality of air actuators provided between the bogie frame and the shaft beams and capable of moving and fixing the shaft box in the left-right direction via the shaft beams. A steering method,
When the axial beam type carriage travels on a curved road, one end of at least a pair of axial beams arranged on the front and rear of the carriage frame is used as a fulcrum with the elastic actuator as a fulcrum. When displacing to a curve center side of a curved road and traveling on a straight road at a high speed, at least one pair of shaft beams arranged on the front and rear of the carriage frame is elastically coupled by the air actuator. A wheel shaft steering method for a shaft beam type carriage, characterized by restraining displacement from side to side with a portion as a fulcrum.

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