JP2016113075A - Steering truck for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To properly hold a gap between a tread of a wheel and a brake shoe not only when a wheel shaft is inclined with respect to a truck frame by being steered but also when a journal box is relatively displaced with respect to the truck frame in a steering truck.SOLUTION: A steering truck comprises a truck frame, a wheel shaft, a journal box, a journal box support device, a brake device, and a first pin member. The journal box supports the wheel shaft rotatably and is relatively displaceable with respect to the truck frame. The journal box support device comprises a connection member which connects the journal box and the truck frame, and is supported swingably with an axle center as a rotation center. The first pin member is provided between a connection member and a body frame of the brake device, extends in a vehicle width direction, and transmits the displacement of the connection member to the body frame. The connection member includes a base part, a pivot part which extends from the base part and is swingably connected to the truck frame with the vehicle width direction as an axis line, and a bracket part which projects from the base part and is connected to the first pin member. The axis line of the pivot part of the connection member substantially coincides with the axis line of the first pin member.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a railway vehicle steering carriage, and more particularly to a steering carriage having a tread brake.

  The steering carriage steers the wheel shaft when passing the curve, and inclines the wheel shaft toward the track center in plan view, thereby smoothly passing the curve track. In general, since unit brakes including tread brakes are fixed to the carriage frame, the relative position between the wheel shaft and the carriage frame changes during steering, resulting in a change in the clearance between the wheel tread and the tread brake brake control. In addition, the gap between the wheel tread and the control is also changed by wear of the vehicle tread. Therefore, an adjusting device is provided to keep the gap between the control device and the tread surface of the wheel constant.

  When the clearance changes so that the clearance between the control wheel and the tread surface of the wheel is widened by steering while passing through the curved track, the position of the control wheel is adjusted by the adjusting device so as to maintain the clearance at a predetermined amount. However, when the steering carriage enters the straight track from the curved track, the wheel returns to the original position before passing through the curve, so there is no gap between the control device and the wheel and the control device. There was a fear. In addition, even when passing through a curved track, there is a risk that the amount of movement of the wheel exceeds a predetermined value of the gap and the wheel and the control device come into contact with each other due to steering.

  Therefore, as shown in Patent Document 1, in a steering cart, the tread brake device is supported so as to be movable in the vehicle longitudinal direction with respect to the cart frame, and the axle box that supports the wheel shaft and the tread brake device are linked to each other. The structure which connects via is proposed. With this configuration, even if the wheel is steered when passing the curve and the wheel moves in the longitudinal direction of the vehicle with respect to the carriage frame, the tread brake device moves the wheel via the axle box and the link member that supports the wheel shaft. In conjunction with this, it moves in the same direction as the moving direction of the wheel and by the same moving amount, and the gap between the tread surface of the wheel and the control wheel is appropriately maintained.

JP-A-8-11717

  Here, in the railway vehicle bogie disclosed in Patent Document 1, the connection portion between the link member and the axle box is offset in a direction approaching the control wheel with respect to the axle center. The axle box is supported by an axle box support device (an axle spring) connected to the carriage frame. When the axle spring that receives the vehicle body load is bent downward, the carriage frame is also displaced downward. That is, the axle box is displaced relative to the carriage frame. Further, when the shaft spring is bent downward, the link member is tilted downward with the connection point with the shaft box as a center. As a result, the restrictor moves on a circle centered on the connection point between the link member and the axle box, and has a radius of curvature that is a straight line connecting the connection point and the restrictor, and moves on a circle concentric with the tread surface of the wheel. do not do. Therefore, when the link member is tilted downward, the restrictor moves in a direction approaching the wheel, and thus the clearance between the tread surface of the wheel and the restrictor is reduced. As described above, there is a problem in that the gap between the control wheel and the tread surface of the wheel cannot be properly maintained due to increase or decrease of the vehicle body load.

  Therefore, the present invention is not limited to the case where the wheel shaft is steered and is relatively displaced in the vehicle longitudinal direction with respect to the bogie frame, but also when the axle box is relatively displaced in the vertical direction with respect to the bogie frame. An object is to appropriately maintain a gap between a tread surface and a brake device of a brake device.

  A railcar steering bogie according to an aspect of the present invention includes a wheel frame having a bogie frame, an axle, and a pair of wheels provided on both sides of the axle in the vehicle width direction, and rotatably supports the wheel axle. An axle box that is relatively displaceable in the vertical direction with respect to the bogie frame, a main body frame whose upper part is rotatably supported by the bogie frame, and a tread surface of the wheel that is connected to the main body frame when the brake is not braked. A brake device having a control device facing a gap in the longitudinal direction of the vehicle, and a connecting member that connects the axle box and the bogie frame and is supported so as to be swingable about the axle center. A first pin that is provided between the axle box support device, the connection member, and the main body frame of the brake device, extends in the vehicle width direction, and transmits the displacement of the connection member to the main body frame of the brake device. Parts and The connecting member includes a base, a pivot extending from the base and swingably connected to the carriage frame with a vehicle width direction as an axis, and protruding from the base and connected to the first pin member And the axis of the pivot part of the connecting member substantially coincides with the axis of the first pin member.

  According to the above configuration, the displacement of the connecting member is transmitted to the main body frame of the brake device by the first pin member, and the connecting member is connected to the axle box that supports the wheel shaft. Therefore, even if the wheel of the wheel shaft is relatively displaced in the longitudinal direction of the vehicle relative to the bogie frame by steering the wheel shaft, the brake connected to the main body frame moves in the same longitudinal direction of the vehicle as the movement of the wheel. And since it moves only by the same movement amount, the clearance gap between the tread of a wheel and a control device can be held.

  When the axle box is relatively displaced in the vertical direction with respect to the bogie frame, the main body frame of the brake device supported by the bogie frame is also relatively displaced in the vertical direction. Further, when the axle box is relatively displaced in the vertical direction with respect to the carriage frame, the connecting member is displaced so as to be inclined downward or upward with the axle center of the wheel shaft as the center of rotation. When the connecting member is displaced to be inclined, the main body frame of the brake device is connected to the bracket portion of the connecting member via the first pin member. Displace as. Here, the axis of the first pin member substantially coincides with the axis of the pivot portion of the connecting member that connects the axle box and the carriage frame. Therefore, when the connecting member is displaced so as to be inclined, the main body frame of the brake device is displaced integrally with the connecting member and the carriage frame, and is inclined with the axle center of the wheel shaft as a rotation center, and moves concentrically with the axle center of the wheel shaft. Thereby, the control device connected to the main body frame can move along the tread surface of the wheel while appropriately maintaining a gap between the wheel shaft and the tread surface of the wheel.

  Therefore, not only when the wheel is relatively displaced in the vehicle longitudinal direction with respect to the bogie frame by steering the wheel shaft, but also when the axle box is relatively displaced in the vertical direction with respect to the bogie frame, A gap with the control wheel can be appropriately maintained.

  A railcar steering bogie according to an aspect of the present invention includes a wheel frame having a bogie frame, an axle, and a pair of wheels provided on both sides of the axle in the vehicle width direction, and rotatably supports the wheel axle. An axle box support having an axle box that is relatively displaceable in the vertical direction with respect to the carriage frame, and a coupling member that couples the axle box and the carriage frame and is supported to be swingable about the axle center. A brake device comprising: a device frame; a main body frame whose upper part is rotatably supported by the bogie frame; and a brake device connected to the main body frame and facing the tread surface of the wheel with a gap when the brake is not braked. A third and a fourth pin member provided between the connecting member and the main body frame of the brake device and extending in the vehicle width direction; one end is connected to the third pin member; Connected to the 4 pin member, front A link member that transmits the displacement of the connecting member to the main body frame of the brake device via the fourth pin member, the connecting member extending from the base and extending in the vehicle width direction as an axis. A pivot part that is pivotably connected to the carriage frame; and a bracket part that protrudes from the base part and is connected to the third pin member; and the axis of the pivot part of the connection member; The axis of the fourth pin member substantially matches.

  According to the said structure, the displacement of a connection member is transmitted to the main body frame of a brake device by the link member via the 4th pin member, and the connection member is connected to the axle box which supports a wheel shaft. Therefore, even if the wheel of the wheel shaft is relatively displaced in the longitudinal direction of the vehicle relative to the bogie frame by steering the wheel shaft, the brake connected to the main body frame moves in the same longitudinal direction of the vehicle as the movement of the wheel. And since it moves only by the same movement amount, the clearance gap between the tread of a wheel and a control device can be held.

  When the axle box is relatively displaced in the vertical direction with respect to the bogie frame, the main body frame of the brake device supported by the bogie frame is also relatively displaced in the vertical direction. Further, when the axle box is relatively displaced in the vertical direction with respect to the carriage frame, the connecting member is displaced so as to be inclined downward or upward with the axle center of the wheel shaft as the center of rotation. When the connecting member is tilted, the main body frame of the brake device is connected to the bracket portion of the connecting member via the third and fourth pin members and the link member. Displace around the center of rotation of the member. Here, the axis of the fourth pin member substantially coincides with the axis of the pivot portion of the connecting member that connects the axle box and the carriage frame. Therefore, when the connecting member is displaced so as to be inclined, the main body frame of the brake device is displaced integrally with the connecting member and the carriage frame, and is inclined with the axle center of the wheel shaft as a rotation center, and moves concentrically with the axle center of the wheel shaft. Thereby, the control device connected to the main body frame can move along the tread surface of the wheel while appropriately maintaining a gap between the wheel shaft and the tread surface of the wheel.

  According to the present invention, in a steering vehicle for a railway vehicle, not only when the wheel is steered but the wheel is relatively displaced in the longitudinal direction of the vehicle with respect to the vehicle frame, the axle box is perpendicular to the vehicle frame. Even in the case of relative displacement, the gap between the tread surface of the wheel and the brake device of the brake device can be appropriately maintained.

It is a side view of the steering vehicle for rail vehicles which concerns on 1st Embodiment. It is a top view in the state which removed the air spring of the steering vehicle for rail vehicles shown in FIG. FIG. 3 is an enlarged view of a main part in which a part of the railway vehicle steering carriage shown in FIG. 2 is shown in cross section. It is the IV-IV sectional view taken on the line shown in FIG. FIG. 5 is a view corresponding to FIG. 4 in a state where the bogie frame of the railcar steering bogie shown in FIG. 1 is displaced downward. It is a figure equivalent to FIG. 3 of the steering vehicle for rail vehicles which concerns on 2nd Embodiment. It is a figure equivalent to FIG. 3 of the steering vehicle for rail vehicles which concerns on 3rd Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. In addition, the same code | symbol is attached | subjected to the same or corresponding element through all the figures, and the detailed description which overlaps is abbreviate | omitted.

  FIG. 1 is a side view of a railway vehicle steering carriage 1 according to the first embodiment. FIG. 2 is a plan view of the railway vehicle steering carriage 1 shown in FIG. 1, and the air spring 3 is omitted for explanation. FIG. 3 is an enlarged view of an essential part showing a part of the railcar steering cart 1 shown in FIG. 2 in cross section.

  As shown in FIGS. 1 and 2, a railway vehicle steering carriage 1 (hereinafter, referred to as a steering carriage 1) supports a vehicle body 2 having a passenger cabin on which passengers and the like get on. The steering carriage 1 includes a carriage frame 5 connected to the vehicle body 2 via an air spring 3. As a result, the vehicle body load is transmitted to the carriage frame 5 from above via the air spring 3. Note that the vehicle body load varies depending on the number of passengers riding on the vehicle body 2 and the like.

  The carriage frame 5 has a pair of side beams 51 extending in the vehicle longitudinal direction and a side beam 52 connecting the pair of side beams 51 in the vehicle width direction (see FIG. 2). The side beam 51 is fixed to the side beam 52 by welding or the like. A pair of wheel shafts 6 are provided on both sides of the side beam 51 in the longitudinal direction of the vehicle. The axle 6 has an axle 7 extending in the vehicle width direction and a pair of wheels 8 provided on both sides of the axle 7 in the vehicle width direction. The wheel shaft 6 is rotatably supported by a shaft box 9 that houses a bearing (not shown) therein.

  The axle box 9 is supported by the side beams 51 of the carriage frame 5 via the axle box support device 10. The axle box support device 10 includes an axle spring 11 that connects the axle box 9 and both ends 51a of the side beam 51 in the vehicle longitudinal direction, and a connecting member 12 that couples the axle box 9 and the side beam 51 in the vehicle longitudinal direction. Have. By connecting the axle box 9 to the carriage frame 5 via the axle spring 11, the axle box 9 can be relatively displaced with respect to the carriage frame 5.

  The connecting member 12 extends from the axle box 9 in the longitudinal direction of the vehicle, and its tip is connected to the receiving seat 51b of the side beam 51 via a rubber bush 14c and a mandrel 14b. Further, the connecting member 12 is supported so as to be able to swing with the axle center O as the center of rotation (swing fulcrum).

  As shown in FIG. 3, the connecting member 12 is connected to the axle box 9 and extends to the receiving seat 51 b side, the pivot portion 14 provided on the distal end side of the base portion 13 and connected to the side beam 51, A bracket portion 15 protruding from the base portion 13 is included. The shaft box support device 10 of the present embodiment is, as an example, a shaft beam type in which a shaft beam integrally formed with the shaft box 9 is connected to a side beam 51 with a rubber bush 14c and a mandrel 14b. The base portion 13 will be described as a shaft beam portion. The axle box support device 10 is not limited to the axial beam type, and may be another type such as a monolink type.

  As described above, the connecting member (shaft beam) 12 is connected to the side beam 51 via the pivot portion 14. The pivot portion 14 includes a cylindrical portion 14a, a mandrel 14b, and a rubber bush 14c. The cylindrical portion 14a is continuous with the distal end portion 13a of the shaft beam portion 13, and is open on both sides in the vehicle width direction. The mandrel 14b is inserted into the cylindrical portion 14a via the rubber bush 14c, and both end portions in the vehicle width direction of the mandrel 14b protruding from the openings on both sides in the vehicle width direction of the cylindrical portion 14a are respectively seats 51b of the side beams 51. Is fitted in a groove provided in The mandrel 14b is located at the center of the pivot portion 14 in a side view. With such a configuration, the pivot portion 14 can swing around the axis line J0, and the tip end portion 13a of the shaft beam portion 13 and the side beam 51 (receiving seat 51b) of the carriage frame 5 are rotatably connected. ing.

  Further, since the connecting member 12 is elastically connected to the carriage frame 5 by the rubber bush 14c, the axle box 9 is relative to the carriage frame 5 in the front-rear direction (the vehicle traveling direction is the front). Displaceable. Therefore, the wheel shaft 6 supported by the axle box 9 can be steered with its axle center O directed toward the center of the curve radius when passing through the curved track. That is, when the steering carriage 1 passes through the curved track, the steering wheel 1 is steered so that the attack angle of the wheel shaft 6 becomes small, and the lateral pressure applied to the wheel 8 from the rail is reduced.

  Next, the bracket portion 15 is a member that connects the connecting member 12 and the brake device 17 via the pin members 21 and 22 and the link member 30, and protrudes from the inner side surface of the base portion 13 in the vehicle width direction. Extending in the direction. The front end portion of the bracket portion 15 is supported by the first pin member 21.

  On the other hand, as shown in FIGS. 2 and 3, the brake device 17 includes a main body frame 18 that is supported by a lateral beam 52 of the carriage frame 5 via a mounting seat 16, and a control device 19. In the present embodiment, the mounting seat 16 is fixed to the horizontal beam 52 by welding, but may be fixed to the horizontal beam 52 by a fastening member such as a bolt.

  Here, the main body frame 18 of the brake device 17 is rotatably supported with respect to the mounting seat 16. That is, as shown in FIGS. 3 and 4, a connecting pin 20 extending in the vehicle width direction is inserted through the mounting seat 16. The upper part of the main body frame 18 is freely rotatable via a connecting pin 20 to a mounting seat 16 fixed to the side beam 52.

  A second pin member 22 extending in the vehicle width direction is attached to the lower portion of the main body frame 18. One end of a link member 30 extending in the vehicle longitudinal direction is rotatably connected to the second pin member 22. The other end of the link member 30 is rotatably connected to the first pin member 21. The first pin member 21 is provided between the bracket portion 15 of the connecting member 12 and the main body frame 18 of the brake device 17 and extends in the vehicle width direction. As described above, the link member 30 connects the bracket portion 15 of the connecting member 12 and the main body frame 18 of the brake device 17.

  In addition, the 2nd pin member 22 and the 1st pin member 21 are arrange | positioned in the position offset in the horizontal direction along the vehicle longitudinal direction. Furthermore, the axial center of the 1st pin member 21 and the pivot part 14 is arrange | positioned so that it may correspond substantially. Specifically, the first pin member 21 is provided concentrically with the mandrel 14b of the pivot part 14, and the axis J1 of the first pin member 21 substantially coincides with the axis J0 of the mandrel 14b of the pivot part 14. .

  The restrictor 19 is supported by a restrictor head 18 a provided on the main body frame 18. The brake head 18a is rotatably supported by the main body frame 18 via connection pins P (see FIG. 4). When the brake is not braked, the control 19 is opposed to the tread surface 8a of the wheel 8 with a gap S in the longitudinal direction of the vehicle. The surface facing the tread surface 8a of the wheel 8 and the vehicle longitudinal direction in the control device 19 is provided concentrically with the center of the wheel 8 (axle center O), and the clearance S between the control device 19 and the tread surface 8a of the wheel 8 is provided. Is adjusted to a predetermined value each time the brake control 19 leaves the tread surface 8a of the wheel 8 after braking. The size of the gap S is, for example, about 10 mm. The brake member 19 is a friction material, and is pressed against the tread surface 8a of the wheel 8 at the time of brake braking, and thereby the speed of the steering carriage 1 is reduced.

  Next, the operation of the brake device 19 of the brake device 17 when the wheel shaft 6 is steered when passing through the curved track will be described. When the wheel shaft 6 is steered and its axle center O is directed toward the center of the curve radius, the position of the wheel 8 moves in the vehicle longitudinal direction. Specifically, one of the pair of wheels 8 provided on one axle moves in a direction away from the restrictor 19, and the other moves in a direction approaching the restrictor 19. Here, the main body frame 18 of the brake device 17 is indirectly connected to the bracket portion 15 of the connecting member 12 via the second pin member 22, the link member 30, and the first pin member 21. Further, the connecting member 12 is integrally connected to a shaft box 9 that supports the wheel shaft 6. For this reason, when the wheel shaft 6 is steered, the control 19 connected to the main body frame 18 also moves the wheel 8 accompanying the steering of the wheel shaft 6 via the link member 30 supported by the first pin member 21. In conjunction, they move in the same longitudinal direction of the vehicle and move by the same amount.

  Next, in the steering cart 1, the operation of the brake 19 of the brake device 17 when the shaft spring 11 is bent and the cart frame 5 is displaced downward will be described. FIG. 5 is a view corresponding to FIG. 4 in a state where the carriage frame 5 of the steering carriage 1 shown in FIG. 1 is displaced downward. As shown in FIG. 5, for example, when the vehicle body load increases from an empty state, the shaft spring 11 contracts and bends downward, and the side flash 51 of the carriage frame 5 is also displaced downward (two-dot chain line shown in FIG. 5). . When the side flash 51 of the carriage frame 5 is displaced downward, the brake device 17 supported by the carriage frame 5 is also displaced downward. Further, since the connecting member 12 is swingable about the axle center O, when the shaft spring 11 is bent and the carriage frame 5 is displaced downward, the connecting member 12 has the pivot portion 14 which is the tip portion thereof facing downward. Tilt. Specifically, the pivot portion 14 of the connecting member 12 is displaced on an arc A (a chain line shown in FIG. 5) centered on the axle center O.

  The main body frame 18 of the brake device 17 is also tilted in conjunction with the tilt of the connecting member 12. That is, when the distal end portion (pivot portion 14) of the connecting member 12 is displaced so as to be inclined downward, the main body frame 18 is connected to the connecting member 12 via the first pin member 21, the second pin member 22, and the link member 30. Since it is rotatably connected to the bracket portion 15, it is displaced together with the connecting member 12 and the carriage frame 5. Thus, the first pin member 21 and the second pin member 22 transmit the displacement of the connecting member 12 to the main body frame 18 of the brake device 17. Furthermore, as described above, one end of the link member 30 is connected to the first pin member 21 that is substantially the same as the axis of the pivot portion 14, and the other end is connected to the second pin member 22 connected to the main body frame 18. Yes. Therefore, in conjunction with the inclination of the connecting member 12, the lower portion of the main body frame 18 is displaced on an arc B (a chain line shown in FIG. 5) with the axle center O as the rotation center. Since the control device 19 is connected to the main body frame 18, the control device 19 also tilts with the axle center O as the rotation center and moves downward as the main body frame 18 tilts. While the distance between the support center of the second pin member 22 and the axle center O is kept constant, the control 19 changes the posture along the tread surface 8a of the wheel 8 when tilted, and the tread surface 8a of the wheel 8 The gap S is appropriately maintained at a predetermined value. Therefore, even if braking is performed with the brake device 17 in a state in which the shaft spring 11 is bent and the carriage frame 5 is displaced downward, the contact pressure of the wheel restrainer 19 against the tread surface 8a of the wheel 8 is reduced below the carriage frame 5. As in the case of the configuration before the displacement, the brake application is stable regardless of the traveling state.

  According to the configuration described above, when the wheel 8 is displaced in the longitudinal direction of the vehicle by steering, the control 19 is moved in the same longitudinal direction as the displacement of the wheel 8 due to steering and by the same displacement amount. Therefore, the clearance S between the control device 19 and the tread surface 8a of the wheel 8 is appropriately maintained.

  Further, when the shaft spring 11 is bent and the carriage frame 5 is displaced downward, the connecting member 12 is also displaced so as to tilt downward with the axle center O of the wheel shaft 6 as the center of rotation, but the body frame 18 of the brake device 17 Is displaced together with the connecting member 12 and the carriage frame 5. The axis of the pivot portion 14 that connects the connecting member 12 and the side beam 51 and the axis of the first pin member 21 that is connected to the main body frame 18 via the second pin member 22 and the link member 30 are substantially the same. Therefore, even when the shaft spring 11 is displaced up and down, the clearance S between the control 19 and the tread surface 8a of the wheel 8 is appropriately maintained.

(Second Embodiment)
FIG. 6 is a view corresponding to FIG. 3 of the railcar steering cart 100 according to the second embodiment. As shown in FIG. 6, the steering cart 100 according to the second embodiment has substantially the same configuration as the steering cart 1 according to the first embodiment, and is between the connecting member 112 and the body frame 18 of the brake device 17. Is provided with a third pin member 23 (corresponding to the first pin member 21 in the first embodiment) and a fourth pin member 24 (corresponding to the second pin member 22 in the first embodiment) extending in the vehicle width direction. Yes. Here, the steering cart 100 according to the second embodiment is similar to the steering cart 1 according to the first embodiment, in that the axis J2 of the fourth pin member 24 and the axis J0 of the pivot portion 114 substantially coincide with each other. The pin member 23 is different in that the pin member 23 is disposed at a position offset from the first pin member 21 toward the axle box 9 side.

  In the steering bogie 100, when the bogie frame 5 is displaced downward due to bending of a shaft spring (not shown), the connecting member 112 also swings downward with the axle center of the wheel shaft 6 as the rotation center, and at the tip of the connecting member 112. A certain pivot part 114 is displaced. The main body frame 18 of the brake device 17 and the bracket portion 115 of the connecting member 112 are connected via a link member 30, and one end portion of the link member 30 is disposed substantially the same as the axis of the pivot portion 114. The fourth pin member 24 is connected. As a result, the main body frame 18 is displaced together with the connecting member 112 and the carriage frame 5, and is displaced on a circular arc with the axle center as the rotation center. Thereby, the control device 19 connected to the main body frame 18 moves along the tread surface 8a of the wheel 8 while appropriately maintaining the clearance S between the wheel shaft 6 and the tread surface 8a of the wheel 8.

  According to the configuration described above, similarly to the first embodiment, in the steering cart 100 as well, when the shaft spring is bent, the clearance S between the control device 19 and the tread surface 8a of the wheel 8 is appropriately maintained. be able to. Since other configurations are the same as those of the first embodiment described above, description thereof will be omitted.

(Third embodiment)
FIG. 7 is a view corresponding to FIG. 3 of a railway vehicle steering carriage 200 according to the third embodiment. As shown in FIG. 7, the steering cart 200 according to the third embodiment is different from the steering cart 1 according to the first embodiment in that the bracket portion 215 of the connecting member 212 and the main body frame 18 of the brake device 17 are It differs in that it is connected via the fifth pin member 25 without using the link member. The fifth pin member 25 is directly supported by the main body frame 18. The axis J0 of the pivot portion 214 and the axis J5 of the fifth pin member 25 are substantially coincident. Thus, in the first embodiment, the fifth pin member 25 corresponds to the first pin member 21 having one end connected to the bracket part 215 of the connecting member 212 and the other end connected to the main body frame 18 of the brake device 17. To do.

  With such a configuration, as in the first embodiment, the gap S between the control device 19 and the tread surface 8a of the wheel 8 is appropriately maintained even when steering and when the vertical displacement of the shaft spring occurs. The Furthermore, since the bracket portion 215 of the connecting member 212 and the main body frame 18 of the brake device 17 are connected by a single pin member 25, the number of parts can be reduced, and the control device 19 and The clearance S with the tread surface 8a of the wheel 8 can be appropriately maintained.

(Other embodiments)
In addition, this invention is not limited to each embodiment mentioned above, The structure can be changed, added, or deleted in the range which does not deviate from the meaning of this invention. The connecting member 12 is a single link extending in the longitudinal direction of the vehicle, instead of the shaft beam 13, and one end of the link is rotatably connected to the axle box and the other end of the link is used as a carriage frame. Even if it is set as the structure connected so that rotation is possible, the other end part of the said link is made into the pivot part concentric with the 1st pin member 21 (3rd pin member 23) or the 2nd pin member 22 (4th pin member 24). Good. That is, the axle box support device 10 may be a so-called monolink type.

  Further, in the steering carts 1, 100, and 200, the side beam 52 is supported from below by the axle box 9 via the side beam 51 and the axle spring 11, but is not limited to the axle spring 11 and from below by other springs. It may be supported. For example, it is good also as a structure which eliminates a side beam from a trolley | bogie frame, and is supported from below by a shaft box via a leaf | plate spring. The wheel shaft 6 may be steered by an actuator, or the wheel shaft 6 may be steered by the movement of the vehicle body or the bogie by connecting the vehicle body or the bogie and the wheel shaft by a link mechanism. Moreover, in each embodiment mentioned above, although the steering trolley | bogie 1,100,200 illustrated the bolsterless trolley | bogie, the trolley with a bolster may be sufficient.

DESCRIPTION OF SYMBOLS 1,100,200 Steering cart for rail vehicles 2 Car body 5 Bogie frame 6 Wheel shaft 7 Axle 8 Wheel 8a Tread surface 9 Shaft box 10 Shaft box support device 12, 112, 212 Connecting member 13 Base (shaft beam)
13a Front end portion 14, 114, 214 Pivot portion 15, 115, 215 Bracket portion 17 Brake device 18 Body frame 19 Control device 21 First pin member 22 Second pin member 23 Third pin member 24 Fourth pin member 25 5th pin Member 30 Link member J0 Pivot axis J1 First pin member axis J2 Fourth pin member axis S Clearance

Claims (5)

Bogie frame,
An axle having a axle, and a pair of wheels provided on both sides of the axle in the vehicle width direction;
An axle box that rotatably supports the wheel shaft and is capable of relative displacement in the vertical direction with respect to the carriage frame;
An axle box support device having a coupling member that couples the axle box and the bogie frame and is supported so as to be swingable about the axle center.
A brake device comprising: a main body frame rotatably supported on the bogie frame; and a brake device connected to the main body frame and facing the tread surface of the wheel with a gap when the brake is not braked;
A first pin member provided between the connecting member and the main body frame of the brake device, extending in the vehicle width direction and transmitting the displacement of the connecting member to the main body frame of the brake device;
The connecting member includes a base portion, a pivot portion extending from the base portion and pivotably connected to the carriage frame with a vehicle width direction as an axis, and protruding from the base portion and connected to the first pin member. A bracket portion, and
A steering vehicle for a railway vehicle, wherein an axis of the pivot portion of the connecting member substantially coincides with an axis of the first pin member. A second pin member;
A link having one end connected to the first pin member and the other end connected to the second pin member, and transmitting the displacement of the connecting member to the body frame of the brake device via the second pin member. The railway vehicle steering carriage according to claim 1, further comprising a member.   2. The railcar steering bogie according to claim 1, wherein one end of the first pin member is connected to the bracket portion of the connecting member and the other end is connected to the main body frame of the brake device. Bogie frame,
An axle having a axle, and a pair of wheels provided on both sides of the axle in the vehicle width direction;
An axle box that rotatably supports the wheel shaft and is capable of relative displacement in the vertical direction with respect to the carriage frame;
An axle box support device having a coupling member that couples the axle box and the bogie frame and is supported so as to be swingable about the axle center.
A brake device comprising: a main body frame rotatably supported on the bogie frame; and a brake device connected to the main body frame and facing the tread surface of the wheel with a gap when the brake is not braked;
Third and fourth pin members provided between the connecting member and the main body frame of the brake device and extending in the vehicle width direction;
A link having one end connected to the third pin member and the other end connected to the fourth pin member, and transmitting the displacement of the connecting member to the main body frame of the brake device via the fourth pin member. A member, and
The connecting member includes a base portion, a pivot portion extending from the base portion and pivotably connected to the carriage frame with a vehicle width direction as an axis, and protruding from the base portion and connected to the third pin member. A bracket portion, and
A steering vehicle for a railway vehicle, wherein an axis of the pivot portion of the connecting member and an axis of the fourth pin member substantially coincide with each other.   The base portion is a shaft beam portion that extends integrally from the axle box in the longitudinal direction of the vehicle, and the pivot portion rotatably connects a tip portion of the shaft beam portion and the carriage frame. The steering vehicle for railway vehicles according to any one of 1-4.

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