JP2010023743A - Railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railroad vehicle for attaining preferable stability during high speed traveling on a straight track while lowering longitudinal rigidity of an axle box supporting device. <P>SOLUTION: The railroad vehicle includes right and left tread face brake units 20, and a brake controller 1 controlling supply and exhaust of compressed air to/from each brake cylinder 21. The brake cylinder 21 applies support load F to an axle box 6 rotating and supporting a wheel set 7 from a vehicle body rear side. The brake controller 1 supplies the compressed air to the brake cylinder 21 to support the axle box 6 with the support load F from the rear side to be within elastic deformation of an elastic member to which elastic force is applied in the vehicle body longitudinal direction between the wheel set 7 and vehicle frames 2, 3 during traveling on the straight track, and exhausts the compressed air from the brake cylinder 21 to make movement of the axle box 6 free corresponding to the elastic deformation of the elastic member during traveling on a curved track. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle that has improved traveling stability while lowering longitudinal rigidity by an elastic member provided in the axle box support device.

  Since the railway vehicle travels at a high speed in a stable state, an axle box support device that elastically supports the carriage frame of the carriage with respect to the wheel shaft is provided. The axle box support device includes an elastic member such as a coil spring or a cylindrical laminated rubber, and the axle box is elastically supported in the vertical direction and the horizontal direction. As a structure of such a shaft box support device, for example, one disclosed in JP-A-2002-331930 can be cited. FIG. 11 is a partial cross-sectional view showing a rail car axle box support device for a rail car disclosed in the publication.

A support arm 103 of the bearing portion 102 protrudes from the shaft box body 101, a lower shaft spring support 105 is inserted from above into a mounting hole 104 penetrating in the vertical direction, and a rod-shaped spring shaft 106 is inserted. The fixing bolt 108 penetrating the support arm 103 is screwed to the spring shaft 106, and the lower shaft spring receiver 105 and the spring shaft 106 are fixed to the support arm 103. An upper conical spring receiver 111 is mounted with an inverted conical coil spring 112 between the upper shaft spring receiver 111 and the coil box 112 is elastically supported in a floating manner by the coil spring 112. On the other hand, the spring shaft 106 is provided with a laminated rubber 113 in which a plurality of rubbers are laminated, and receives a load against displacement in the horizontal direction (front-rear direction and left-right direction).
JP 2002-331930 A

  By the way, for example, if a hard rubber is used for the laminated rubber 113 of the axle box support device and the rigidity in the front-rear direction is set to be high, the attack angle becomes large when passing through the curved portion, and during the curve running Stability is not good. Furthermore, when the rigidity by the laminated rubber 113 is high, the progress of wear of both is accelerated by the friction between the wheel and the rail. This forced frequent replacements of worn-out wheels and rails, and railway operators had to spend a large budget on such maintenance. Wear to the wheels and rails is significant when the lateral pressure of the outer race wheel against the rails when passing through the curve increases.

  For such problems, if the rigidity in the front-rear direction is lowered, the attack angle is reduced by the self-steering property of the wheel shaft, the lateral pressure is lowered, and the running stability is improved. On the other hand, if the laminated rubber 113 is soft and the rigidity in the front-rear direction is set low, wheel-shaft snake behavior or the like is likely to occur, leading to a decrease in stability when the straight line travels at a high speed. In addition, various technologies have been developed to reduce the lateral pressure of the outer gauge wheel against the rail when passing through a curve, but the forced steering bogie type railway vehicle requires a heavy and large additional device, which is effective. It couldn't be a thing.

  SUMMARY OF THE INVENTION In order to solve such problems, the present invention has an object to provide a railway vehicle having improved linear high-speed running stability while reducing the longitudinal rigidity by an elastic member provided for the axle box support device. And

  The railway vehicle according to the present invention includes a left and right tread brake unit that presses the brake against the tread of the wheel by the operation of the brake cylinder and brakes, and a brake controller that controls supply and exhaust of compressed air to each brake cylinder; The brake cylinder or an air cylinder provided elsewhere is an axle box support cylinder for applying a support load from the rear side of the vehicle body to the axle box that rotatably supports the wheel shaft, and the brake cylinder The controller relates to an elastic member in which an elastic force acts in the longitudinal direction of the vehicle body between the wheel shaft and the bogie frame during linear travel, and supports the axle box so that the axle box is supported by the support load from the back within the elastic deformation. Compressed air is supplied to the cylinder so that the axle box support can be freely moved during curve travel so that the axle box can move freely due to elastic deformation of the elastic member. Characterized in that is obtained so as to exhaust the compressed air from the cylinder.

Further, the railway vehicle according to the present invention is a brake cylinder in which the axle box support cylinder constitutes the tread brake unit, and a predetermined condition is provided between the wheel head of the tread brake unit and the axle box. It is preferable that a stretchable rigid rod that can receive the supporting load while maintaining a certain length is connected.
Further, in the railway vehicle according to the present invention, the rigid rod is inserted into the cylinder member with a rod-like piston member, and the cylinder oil chamber in the cylinder member that is variable by sliding of the piston member is between the reserve tank and the cylinder tank. The hydraulic fluid is connected to the flow path of the relief valve and the flow path of the check valve, respectively, and the hydraulic fluid flows to the reserve tank when the pressure in the cylinder oil chamber exceeds the relief pressure, and the check The valve preferably allows the flow from the reserve tank to the cylinder oil chamber.

In the railway vehicle according to the present invention, the rigid rod is inserted into the cylinder member so that a rod-like piston member is slidable, and the piston member is held in the cylinder member to move in the axial direction. It is preferable that a gripping means composed of a piezo element for restraining is provided.
Further, the railway vehicle according to the present invention has a support pin in which one end of the rigid rod is connected to a shoe release stop pin fixed to a brake head of the tread brake unit and the other end is fixed to the axle box side. It is preferable that they are connected to each other.
Further, in the railway vehicle according to the present invention, the axle box support cylinder is an air cylinder provided separately from a brake cylinder constituting the tread brake unit, and the tread brake unit is disposed behind a wheel. It is preferable to arrange in front of the wheel opposite to the air cylinder.

In the railway vehicle according to the present invention, the air cylinder constitutes a cylinder unit having a structure in which the control wheel head is operated in the same manner as the tread brake unit, and the axle box projects from the rear side of the vehicle body. The bearing portion at the tip is provided with a shaft beam connected to a side beam by a support pin, and a connecting arm formed by projecting horizontally in the shaft beam is fixed to the control head. It is preferable that it is connected to a pin.
In the railway vehicle according to the present invention, the support pin and the fixing pin are preferably arranged coaxially.
In the railway vehicle according to the present invention, it is preferable that a tread cleaning member is attached to the brake head.

  In the railway vehicle according to the present invention, an electromagnetic switching valve is connected to a pipe connecting the axle box support cylinder and the brake controller, and the electromagnetic switching valve is connected to the left and right axle box support cylinders from the brake controller. It is preferable to switch between supplying compressed air and exhausting left and right at the same time and supplying air to one and exhausting from the other.

  Therefore, according to the railway vehicle of the present invention, by supplying or exhausting compressed air from the brake controller to the axle box support cylinder, a support load is applied to the axle box from the rear during straight running, and during curved running. Since the movement of the axle box is made free without applying a load, when the longitudinal rigidity by the elastic member provided for the axle box support device is lowered, the pressure is reduced by reducing the attack angle of the wheel during curve driving. While traveling smoothly on a curved line, it is possible to prevent wheel snake behavior during straight running and to stabilize straight running at high speed.

Next, an embodiment of a railway vehicle according to the present invention will be described below with reference to the drawings.
Recently, due to increasing awareness of environmental issues, in rail transport, development to actively return vehicle braking energy to overhead lines or power storage devices is in progress. For this reason, many railway vehicles employ power regenerative braking to reduce power consumption. When the vehicle is stopped, the motor is operated as a generator, and the kinetic energy of the vehicle is converted into electrical energy for reuse. It has been broken. Then, the collected electric energy is interchanged with other trains using the overhead wire as a medium.

  However, if the electric system goes down only with the electric power regenerative brake, the railway vehicle cannot be braked. Therefore, the conventional mechanical brake is still mounted on the railway vehicle as a backup device. However, the mechanical brake is mounted on a railway vehicle as a heavy object even though it is used only in an emergency such as an emergency stop, and it is uneconomical for the initial cost. Therefore, the mechanical brakes have a surplus function other than during emergency braking although they are expensive. Therefore, in this embodiment, a railway vehicle including a axle box support system using such a mechanical brake is proposed.

  FIG. 1 is a simplified diagram showing a first embodiment of the axle box support system. The tread brake unit 20 constituting the mechanical brake is configured such that a braking torque is generated when a brake cylinder 21 formed of an air cylinder presses the control wheel 22 against the tread of the wheel 5. A brake controller 1 for supplying compressed air is connected to the brake cylinder 21. The brake controller 1 can control the support load F output from the brake cylinder 21 to the front of the vehicle body.

  The axle box support system of this embodiment has a structure in which the brake cylinder 21 and the axle box 6 are connected via a rigid rod 30 to support the wheel shaft 7 from the rear of the vehicle body. The axle box support device supports the carriage frame in the horizontal direction by an elastic member such as laminated rubber, but in this embodiment, the rigidity in the front-rear direction is reduced in order to reduce the lateral angle by reducing the attack angle during curve traveling. Is set low. However, as described above, wheel-shaft snake behavior during straight running is likely to occur. Therefore, in this embodiment, a structure for compensating for the rigidity in the front-rear direction is adopted while reducing the rigidity of the elastic member itself. That is, the elastic member itself travels with a soft rigidity during a curve travel, and the rigidity is compensated by applying a support load F to the axle box 6 from the rear during a straight travel.

Here, FIG. 2 and FIG. 3 are attachment structural views showing a part of the axle box support system, FIG. 2 shows a plan view, and FIG. 3 shows a side view.
In the bogie frame, left and right side beams 2 are connected by horizontal beams 3, and air springs 4 that support the vehicle body are disposed at intermediate positions of the side beams 2. In the carriage, wheels 5 are arranged at front and rear positions of the side beam 2, and the wheel shaft 7 of the wheel 5 is rotatably supported by a shaft box 6.

  The axle box 6 is provided at an end portion of the side beam 2 via an axle box support device, and a support arm 8 extending along the side beam 2 is integrally formed. In the axle box support device, a spring cap 9 formed in a cylindrical shape is welded and joined to the end portion of the side beam 2, and for example, a combination of a coil spring and laminated rubber as shown in FIG. An elastic member for elastically supporting the carriage frame with respect to 7 is accommodated. A support shaft 11 penetrates the support arm 8 integral with the axle box 6 in the vertical direction, and the support shaft 11 is fastened to a seat plate 12 welded to the lower surface of the side beam 2.

The tread brake unit 20 is attached to the cross beam 3, and a brake 22 that is pressed against and separated from the tread surface 5a of the wheel 5 is attached to the tip of a push rod that operates in response to the output of the brake cylinder 21 (see FIG. 1 as appropriate). ing. A detailed internal structure diagram of the brake device is omitted.
The tread brake unit 20 is configured to transmit the output of the brake cylinder 21 according to the lever principle and press the control wheel 22 against the tread surface 5 a of the wheel 5. That is, when the brake cylinder 21 is used as a drive means for the brake 22 and compressed air is supplied from the supply port 23, the internal piston urged by the return spring 21a by the compressed air is operated in the brake cylinder 21. Then, it is converted into a rotary motion of the lever lever through a link member provided in the box 24, and this further becomes a linear motion of the push rod to operate the restrictor 22.

  A control head suspension 26 is connected between a control head 25 fitted with the control 22 and a bracket 24 a formed on the box 24. The pin 27 to which the restrictor head suspension 26 is connected on the lower end side also functions as a shoe release stop pin. That is, since the tread surface 5a of the wheel 5 is tapered, the brake member 22 pressed by a large load may slip and fall off. Therefore, a rigid body (not shown) (a contact plate fixed to the carriage frame) is provided in the direction in which the control 22 deviates, and even when the control 22 slips, the tip of the shoe removal stop pin 27 hits the rigid part and shifts. Is to prevent.

  One end of the rigid rod 30 is connected using such a de-shoe stop pin 27, and the other end is connected to the support pin 28 because the support pin 28 is fixed to the support arm 8 as shown in FIG. Has been. In the present embodiment, the rigid rod 30 is thus connected between the support arm 8 and the brake head 25, and the driving force for operating the brake 22 by the brake cylinder 21 is transmitted via the rigid rod 30 to the support arm 8. To the axle box 6. Therefore, although the rigidity of the elastic member that supports the carriage frame in the front-rear direction is set low, the rigidity of the soft elastic member is compensated by applying the support load F to the axle box 6 from the rear via the rigid rod 30. Yes.

  By the way, in this axle box support system, since the tread brake unit 20 is used, when the tread brake unit 20 functions as a braking means, it is necessary not to disturb the braking operation. Therefore, the rigid rod 30 is configured to be capable of switching the rigid support state by the following structure. 4 and 5 show the rigid rod 30 shown in FIGS. 1 to 3, FIG. 4 shows a rigid rod 30A using a hydraulic circuit, and FIG. 5 shows a rigid rod 30B using a piezoelectric element. .

  First, the rigid rod 30A shown in FIG. 4 includes a cylindrical cylinder 31 having one end opened and a rod-shaped piston 32 inserted into the cylinder 31, and can be expanded and contracted by sliding between the cylinder 31 and the piston 32. It is a thing. Pin holes 31 a and 32 a are formed in the cylinder 31 and the piston 32, and a shoe removal stop pin 27 and a support pin 28 are inserted as shown in FIG. In the cylinder of the cylinder 31, low friction resin 33 is mounted at two locations, the opening portion and the inner back, and O-rings 34 are respectively fitted therein. Between the O-rings 34 arranged in the axial direction, a sliding support guide 35 made of a cylindrical low friction resin is provided, and the piston 32 is slidably inserted.

  The rigid rod 30A is configured such that the cylinder 31 and the piston 32 can slide and extend in the axial direction, and can receive a support load F applied in the contraction direction while maintaining a predetermined length. . That is, a hydraulic circuit is formed on the rigid rod 30A as a structure for exhibiting rigidity with respect to the support load F. Specifically, a closed variable cylinder oil chamber 36 is formed between the cylinder 31 and the piston 32, and hydraulic oil is injected into the oil chamber 36. On the other hand, the cylinder 31 is provided with a reserve tank 37 as shown in FIG. 4, and a relief valve 38 and a check valve 39 are connected to the cylinder oil chamber 36.

  The check valve 39 is provided to block the flow from the cylinder oil chamber 36 to the reserve tank 37 and to allow the flow from the reserve tank 37 to the cylinder oil chamber 36. The relief valve 38 is configured such that a relief pressure is set so that the support load F can be received, and the hydraulic oil in the cylinder oil chamber 36 flows to the reserve tank 37 above the relief pressure. Here, the configuration of the hydraulic circuit is conceptually shown. The specific structure is such that the reserve tank 37, the relief valve 38, and the check valve 39 are incorporated in the cylinder 31 and provided outside. There may be.

  When a load is applied in the contracting direction of such a rigid rod 30A, the hydraulic oil filled in the cylinder oil chamber 36 is pressurized, but if the pressure is less than the relief pressure, the hydraulic oil does not flow, so the length does not contract. Is maintained. However, when the pressure in the cylinder oil chamber 36 exceeds the relief pressure, the hydraulic oil flows through the relief valve 38 to the reserve tank 37 and the rigid rod 30A contracts. When the rigid rod 30A contracts, there is no gap between the control wheel 22 and the tread surface 5a of the wheel 5, and braking is possible. Therefore, the relief valve 38 does not flow the hydraulic oil even when the support load F that supports the axle box 6 is applied, but when the load larger than that is applied, the hydraulic oil is supplied and the brake 22 is moved to the wheel. 5 enables braking to be pressed.

  When the rigid rod 30 </ b> A contracts, the hydraulic oil in the cylinder oil chamber 36 flows through the relief valve 38 to the reserve tank 37. On the other hand, when the rigid rod 30A is extended, the piston 32 is pulled relative to the cylinder 31, and the cylinder oil chamber 36 is expanded, so that the inside becomes negative pressure. Therefore, the hydraulic oil in the reserve tank 37 flows through the check valve 39 and is injected so as to fill the cylinder oil chamber 36.

  In the railway vehicle of this embodiment provided with the axle box support system, the operation of the tread brake unit 20 is switched between the straight traveling and the curved traveling as well as the emergency braking in which the mechanical brake is used. That is, in addition to outputting a load exceeding the relief pressure during emergency braking, the support load F shown in FIG. 1 is released during curved traveling, and the inclination of the wheel shaft 7 with respect to the carriage frame is allowed by the low rigidity of the elastic member, while traveling linearly. Sometimes, the axle 7 is supported by supplementing the rigidity of the elastic member by applying a support load F to the front of the vehicle via the axle box 6.

  The travel position of the railway vehicle is detected by a position detection device (not shown), and the brake cylinder 21 is operated by the brake controller 1 that receives the detection signal. Therefore, first, when the curve traveling is detected, the air in the brake cylinder 21 is released to the atmosphere by the brake controller 1. As a result, the brake cylinder 21 is only subjected to the urging force of the return spring 21a, and is freely expanded and contracted by a larger external force, so that the movement of the axle box 6 is not limited. Therefore, the wheel shaft 7 is inclined with respect to the bogie frame in accordance with the deformation of the elastic member having low rigidity, and the attack angle of the wheel 5 is reduced, so that the pressure can be lowered and the curve can be smoothly traveled.

  On the other hand, when traveling in a straight line, compressed air is supplied into the brake cylinder 21 by the brake controller 1, and the output from the brake cylinder 21 acts to bring the control 22 closer to the tread surface 5 a side of the wheel 5. However, at this time, since the rigid rod 30A restricts the movement before the restrictor 22 is applied to the tread surface 5a, the output of the brake cylinder 21 acts as a support load F that supports the axle box 6. And since the wheel shaft 7 is supported via the axle box 6, even if an elastic member with low rigidity is used, the wheel snake behavior during the straight traveling is prevented, and the straight traveling at high speed can be stabilized.

  The rigid rod 30 </ b> A is pressurized with hydraulic oil in the cylinder oil chamber 36 by the support load F, but is less than the relief pressure, so that the flow of hydraulic oil is limited and the length is maintained. Therefore, the brake does not act in such a state, but it is necessary to stop using the wheel restrictor 22 instead of the electric power regenerative brake at the time of emergency braking such as an emergency stop. Therefore, during emergency braking, the brake cylinder 21 is operated at a high pressure by the compressed air supplied from the brake controller 1, and a load exceeding the relief pressure is output. Then, the hydraulic oil in the cylinder oil chamber 36 flows to the reserve tank 37 and the rigid rod 30A contracts, whereby the control 22 is pressed against the tread surface 5a of the wheel 5 and the railway vehicle stops.

  Next, the case where the rigid rod 30 in FIGS. 1 to 3 is the rigid rod 30B shown in FIG. 5 will be described. The rigid rod 30 </ b> B includes a cylindrical cylinder 41 having one end opened and a rod-like piston 42 inserted into the cylinder 41, and can be expanded and contracted by sliding between the cylinder 41 and the piston 42. Pin holes 41 a and 42 a are formed in the cylinder 41 and the piston 42, and the shoe removal stopping pin 27 and the support pin 28 are inserted as shown in FIG. A plurality of piezo elements 43 that are long in the axial direction are arranged circumferentially at equal intervals on the inner peripheral surface of the cylinder 41. A low friction resin 44 that slides and supports the piston 42 is fixed to both ends of the piezo element 43 in the axial direction, and an O-ring 45 is fitted in the low friction resin 44 on the opening side. A power line 46 connected to the piezo element 43 is placed in the other low friction resin 44. An air vent hole 47 is formed in the cylinder 41 so that the rigid rod 30B can expand and contract smoothly.

  The rigid rod 30B can be expanded and contracted because the cylinder 41 and the piston 42 are normally free. However, when a voltage is applied to the piezo element 43, the piezo element 43 expands in the radial direction so that the piston 42 is gripped, and the movement of the piston 42 is limited by the frictional force. Therefore, the rigid rod 30 </ b> B can be switched to a rigid support state that maintains its length by applying a voltage to the piezo element 43.

Therefore, when the railway vehicle of this embodiment equipped with the axle box support system travels, the travel position is detected, the brake cylinder 21 is operated by the brake controller 1 that has received the detection signal, and the piezo element 43 of the rigid rod 30B. Is controlled.
First, when traveling along a curve, the air in the brake cylinder 21 is released to the atmosphere by the brake controller 1. For this reason, the brake 22 is separated from the wheel 5 by the return spring 21 a of the brake cylinder 21. Further, since the rigid rod 30B is in a contracted state in which the energization to the piezo element 43 is cut off, the piston 42 is free. Therefore, the movement of the axle box 6 is not restrained in the front-rear direction, and the wheel shaft 7 is inclined with respect to the carriage frame in accordance with the deformation of the elastic member having low rigidity, and the attack angle of the wheel 5 is reduced. A smooth and smooth curve is possible.

On the other hand, during straight running, the piston 42 is gripped by applying a voltage to the piezo element 43, and the length of the rigid rod 30B is kept constant. When compressed air is supplied from the brake controller 1 to the brake cylinder 21, the output is transmitted to the axle box 6 via the rigid rod 30B. Accordingly, since the wheel shaft 7 is supported via the axle box 6 at this time, even if a low-rigidity elastic member is used, the wheel shaft snake action during the straight traveling can be prevented, and the straight traveling at high speed can be stabilized. .
Furthermore, at the time of emergency braking such as an emergency stop, the energization to the piezo element 43 is cut off, the cylinder 41 and the piston 42 become free, and the rigid rod 30B can freely expand and contract. Therefore, when the compressed air of the brake cylinder 21 is supplied from the brake controller 1, the brake 22 is pressed against the tread surface 5a of the wheel 5 by the output of the brake cylinder 21, and the railway vehicle stops.

  Incidentally, in the axle box support system shown in FIG. 1, the tread brake unit 20 functions as a mechanical brake, and also functions as load generating means for supporting the axle box 6 with the support load F. Therefore, the axle box 6 and the tread brake unit 20 are connected by the rigid rod 30 (30A, 30B) so that the tread brake unit 20 does not impair the function as a brake during emergency braking. In view of this, the axle box support system described below proposes an axle box support system that supports the axle box 6 with a drive source different from the tread brake unit 20. 6 and 7 are simplified views showing the axle box support system of the second or third embodiment.

  The axle box support system shown in FIG. 6 is provided with an air cylinder 51 as load generating means in addition to the tread brake unit 20. The air cylinder 51 is connected to the brake controller 1 similarly to the brake cylinder 21 and outputs a support load F by the supplied compressed air. A rigid rod 52 is connected between the air cylinder 51 and the axle box 6, and a support load F from the air cylinder 51 is transmitted to the axle box 6 via the rigid rod 52. The rigid rod 52 is not extendable as shown in FIGS. 4 and 5, and transmits the support load F of the air cylinder 51 to the axle box 6 as it is.

  Next, the axle box support system shown in FIG. 7 is also provided with an air cylinder 51 as load generating means in addition to the tread brake unit 20 and outputs a support load F by compressed air supplied from the brake controller 1. It is. A rigid rod 52 is connected to the axle box 6, and the support load F from the air cylinder 51 is transmitted to the axle box 6 via the rigid rod 52. However, in the present embodiment, the tread brake unit 20 is disposed in front of the wheel 5 and is configured such that the installation locations with the air cylinders 51 are dispersed to facilitate handling in a narrow installation space.

  Therefore, the travel position of the railway vehicle equipped with such a shaft box support system is detected by a detection device (not shown), and the air cylinder 51 is controlled by the brake controller 1. When traveling along a curve, the air in the air cylinder 51 is released to the atmosphere by the brake controller 1. At this time, the air cylinder 51 is only urging force by the return spring 51a, and can be freely expanded and contracted by a larger external force. Therefore, the movement of the axle box 6 is not restrained in the front-rear direction, and the wheel shaft 7 is tilted with respect to the bogie frame in response to the deformation of the elastic member having low rigidity, and the attack angle of the wheel 5 is reduced. Lowered smooth curve running becomes possible.

On the other hand, since compressed air is supplied into the air cylinder 51 during straight running, the output of the air cylinder 51 acts as a support load F that supports the axle box 6. Accordingly, the wheel shaft 7 is supported via the shaft box 6, and even if an elastic member having low rigidity is used, the wheel shaft snake behavior during straight running can be prevented, and straight running at high speed can be stabilized.
In either case of curved or straight running, compressed air is supplied to the brake cylinder 21 of the tread brake unit 20 during emergency braking such as an emergency stop, and the control 22 is pressed against the tread 5a of the wheel 5. The rail car is stopped.

8 and 9 are attachment structural views showing a part of the axle box support system of the fourth embodiment, FIG. 8 shows a plan view, and FIG. 9 shows a side view. In addition, the same code | symbol is attached | subjected about the same structural member as what was shown in FIG.2 and FIG.3.
The railway vehicle according to the present embodiment has a shaft beam 60 integrated with the axle box 6, and the shaft beam 60 is connected to a bracket 2 a formed on the side beam 2. The shaft beam 60 has a bearing portion 60a connected by a support pin 61. The bearing portion 60a is loaded with a cylindrical shaft beam support rubber, and the tilt of the shaft beam 60 with respect to the support pin 61 and the displacement in the front-rear direction. Can be absorbed.

  A connecting arm 62 projects horizontally from the shaft beam 60 and is connected to a fixing pin 78 fixed to a brake head 67 of the cylinder unit 65 (same structure as the tread brake unit 20). A buffer rubber 63 is loaded in the shaft hole of the connecting arm 62, and a fixing pin 78 is inserted through the buffer rubber 63. In this cylinder unit 65, for example, a tread cleaning member 66 which is a soft material instead of a control and does not generate a braking force even when pressed against the tread 5a is attached to a control head 67. Therefore, in this embodiment, since this cylinder unit 65 is used for supporting the axle box, a tread brake unit 20 (not shown) is separately provided in front of the wheel 5 for braking as shown in FIG.

  The support pin 61 for connecting the shaft beam 60 and the fixing pin 78 for connecting the connection arm 62 integral with the shaft beam 60 are arranged so as to be coaxial, and even if pitching due to vertical fluctuation of the shaft box support device acts. The pins 61 and 78 are configured so that the cylinder unit 65 is not loaded with the rotation center. As shown in FIG. 1, the brake controller 1 is connected to the air cylinder of the cylinder unit 65 so that the output thereof is controlled.

  Therefore, in the railway vehicle of the present embodiment, the traveling position is detected by a detection device (not shown), and the cylinder unit 65 is controlled by the brake controller 1. When traveling along a curve, the brake controller 1 releases air from the cylinder unit 65 to the atmosphere. Therefore, the air cylinder of the cylinder unit 65 can be freely expanded and contracted by an external force larger than the urging force of the internal return spring. Therefore, the movement of the axle box 6 is not restricted in the front-rear direction, and the wheel shaft 7 is inclined with respect to the carriage frame in accordance with the elastic deformation of the low-rigidity shaft beam support rubber provided in the bearing portion 60a. Therefore, smooth curve traveling with reduced pressure is enabled by reducing the attack angle of the wheel 5.

  On the other hand, during straight running, compressed air is supplied to the cylinder unit 65 by the brake controller 1, and the output acts as a support load F that supports the axle box 6 via the connecting arm 62 and the shaft beam 60. For this reason, the wheel shaft 7 is supported via the shaft box 6, and even if an elastic member having low rigidity is used, it is possible to prevent the wheel shaft snake behavior during straight running and to stabilize straight running at high speed. At this time, even if the tread cleaning member 66 comes into contact with the tread surface 5a of the wheel 5, no braking force is generated thereby.

  By the way, as in each of the above-described embodiments, a railway vehicle that lowers the longitudinal rigidity of the elastic member and improves the self-steering performance of the wheel shaft 7 is an Prone to state. This is due to the driving force and the component force of the flange contact with the attack angle. Therefore, the wheel of the front shaft in the vehicle has a limit in steering only by the self-steering force that does not have a power source, and it cannot be a highly accurate steering unless the wheel shaft is actively operated. Next, a rail vehicle having a steering function will be described.

  FIG. 10 is a simplified diagram showing a fifth embodiment of the axle box support system. The present embodiment is a modification of the one shown in FIG. 1, and an electromagnetic switching valve 70 is connected between the tread brake unit 20 and the brake controller 1. The electromagnetic switching valve 70 is a four-port three-block valve, to which pipes 71 and 72 on the brake controller 1 side and pipes 73 and 74 of the brake cylinders 21L and 21R are connected. In this case, the pipe 71 is a supply pipe that supplies compressed air to the brake cylinder 21, and the pipe 72 is an exhaust pipe that releases the compressed air in the brake cylinders 21L and 21R to the atmosphere.

  Therefore, when the railway vehicle is traveling in a straight line, the electromagnetic switching valve 70 is connected between the ports by the B block as shown in the figure, and the compressed air supplied from the pipe 71 is left and right through the pipes 73 and 74. To the brake cylinders 21L and 21R. Accordingly, the wheel shaft 7 is supported via the shaft box 6, and even if an elastic member having low rigidity is used, the wheel shaft snake behavior during straight running can be prevented, and straight running at high speed can be stabilized. Further, even during emergency braking such as an emergency stop, the ports of the electromagnetic switching valve 70 are connected by a B block, compressed air is supplied to the brake cylinders 21L and 21R, and the control 22 is pressed against the tread surface 5a of the wheel 5 so that the railway The vehicle is stopped.

  When the railway vehicle travels on the right curve, the ports of the electromagnetic switching valve 70 are connected by the A block, and the pipes 71 and 73 and the pipes 72 and 74 communicate with each other. Accordingly, the compressed air from the brake controller 1 is supplied to the left brake cylinder 21 </ b> L, and the support load F acts on the axle box 6 via the rigid rod 30. On the other hand, since the compressed air is released to the atmosphere from the right brake cylinder 21R, the restraint in the front-rear direction with respect to the axle box 6 is released. Therefore, the wheel shaft 7 is tilted according to the curve by the output of the left brake cylinder 21L, and smooth running with a reduced attack angle becomes possible.

  Conversely, when the railway vehicle travels on the left curve, the ports of the electromagnetic switching valve 70 are connected by a C block, and the pipes 71 and 74 and the pipes 72 and 73 communicate with each other. Accordingly, the compressed air from the brake controller 1 is supplied to the right brake cylinder 21 </ b> R, and the support load F acts on the axle box 6 via the rigid rod 30. On the other hand, since the compressed air is released from the left brake cylinder 21L to the atmosphere, the longitudinal restraint on the axle box 6 is released. Therefore, the wheel shaft 7 is tilted according to the curve by the output of the right brake cylinder 21R, and smooth running with a reduced attack angle becomes possible.

As mentioned above, although the embodiment was shown and demonstrated about the rail vehicle which concerns on this invention, this invention is not limited to these, A various change is possible in the range which does not deviate from the meaning.
For example, in the fifth embodiment shown in FIG. 10, the first embodiment shown in FIG. 1 in which the axle box 6 is supported by the tread brake unit 20 is modified, but the second or third embodiment shown in FIGS. 6 and 7 is used. In this case, the electromagnetic switching valve 70 may be provided in a pipe connecting the air cylinder 51 and the brake controller 1.

It is the simplified diagram which showed 1st Embodiment of the axle box support system. It is the top view which showed the one part attachment structure about the axle box support system of 1st Embodiment. It is the side view which showed the one part attachment structure about the axle box support system of 1st Embodiment. It is the figure which showed the rigid rod using a hydraulic circuit. It is the figure which showed the rigid rod using a piezo element. It is the simplified diagram which showed 2nd Embodiment of the axle box support system. It is the simplified diagram which showed 3rd Embodiment of the axle box support system. It is the top view which showed the one part attachment structure about the axle box support system of 4th Embodiment. It is the side view which showed the one part attachment structure about the axle box support system of 4th Embodiment. It is the simplified diagram which showed 5th Embodiment of the axle box support system. It is a partial sectional view showing a rail car axle box support device of a rail car.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Brake controller 2 Side beam 3 Side beam 5 Wheel 6 Axle box 7 Wheel shaft 20 Tread surface brake unit 21 Brake cylinder 22 Brake 25 Brake head 27 Deshoe stop pin 30 (30A, 30B) Rigid rod F Support load

Claims (10)

In a railway vehicle having a left and right tread brake unit that presses a brake against the tread of a wheel and brakes by operation of a brake cylinder, and a brake controller that controls supply and exhaust of compressed air to each brake cylinder,
The brake cylinder or an air cylinder provided elsewhere is an axle box support cylinder for applying a support load from the rear side of the vehicle body to an axle box that rotatably supports the wheel shaft,
The brake controller is
When the vehicle is running in a straight line, an elastic member that acts in the longitudinal direction of the vehicle body between the wheel shaft and the carriage frame is compressed into the axle box support cylinder so that the axle box is supported from behind by the support load within its elastic deformation. Supply air,
A railway vehicle characterized in that when traveling along a curve, compressed air is exhausted from the axle box support cylinder so as to freely move the axle box accompanying elastic deformation of the elastic member. The railway vehicle according to claim 1,
The axle box support cylinder is a brake cylinder constituting the tread brake unit, and the support load is maintained between a wheel head of the tread brake unit and the axle box with a predetermined length by a predetermined condition. A railway vehicle, characterized in that it is connected with a stretchable rigid rod capable of receiving a shock. In the railway vehicle according to claim 2,
In the rigid rod, a rod-shaped piston member is inserted into the cylinder member, and the cylinder oil chamber in the cylinder member which is variable by sliding of the piston member is provided between the relief tank and the check valve. Each connected by a flow path,
The hydraulic oil flows to the reserve tank when the pressure in the cylinder oil chamber exceeds the relief pressure, and the check valve allows the flow from the reserve tank to the cylinder oil chamber. Railway vehicle to be. In the railway vehicle according to claim 2,
In the rigid rod, a rod-like piston member is slidably inserted into a cylinder member, and gripping means comprising a piezoelectric element that restrains axial movement by gripping the piston member is inserted into the cylinder member. A railway vehicle characterized by being provided. In the railway vehicle according to any one of claims 2 to 4,
One end of the rigid rod is connected to a shoe release stop pin fixed to the head of the tread brake unit and the other end is connected to a support pin fixed to the axle box side. A railway vehicle characterized by The railway vehicle according to claim 1,
The axle box support cylinder is an air cylinder provided separately from a brake cylinder constituting the tread brake unit,
The railway vehicle, wherein the tread brake unit is disposed in front of a wheel opposite to the air cylinder disposed behind the wheel. In the railway vehicle according to claim 6,
The air cylinder constitutes a cylinder unit having a structure for operating the brake head like the tread brake unit,
The axle box is provided with a shaft beam in which a bearing portion at a tip projecting on the rear side of the vehicle body is connected to a side beam by a support pin,
A railway vehicle characterized in that a connecting arm formed in a horizontal direction projecting on the shaft beam is connected to a fixing pin fixed to the head of the brake head. The railway vehicle according to claim 7,
The railway vehicle, wherein the support pin and the fixed pin are arranged coaxially. In the railway vehicle according to claim 7 or claim 8,
A railcar characterized in that a tread cleaning member is attached to the brake head. In the railway vehicle according to claim 7 or claim 8,
An electromagnetic switching valve is connected to a pipe connecting the axle box supporting cylinder and the brake controller, and the electromagnetic switching valve simultaneously supplies compressed air to the left and right axle box supporting cylinders and exhausts from the brake controller to the left and right. A railway vehicle characterized in that it can be switched between a case where it is performed and a case where supply is performed on one side and exhaust is performed on the other side.

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