JP2018030395A - Truck for railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a structure which facilitates management of accuracy of working dimensions and accuracy of assembly dimensions while improving the property of making a wheel follow a track, and which can keep proper strength of a side beam.SOLUTION: A truck for a railroad vehicle includes: a stringpiece that is extended in a vehicle width direction; a pair of side beams that are extended in a longitudinal direction of the vehicle on both the width-direction sides of the stringpiece and the at least one of which is separate from the stringpiece; a mounting bracket that is provided for at least one of the side beams and protruded to the outside from the side beam; and at least one elastic bush that is interposed between the mounting bracket and the stringpiece to connect at least one of the side beams to the stringpiece.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railcar bogie provided with a bogie frame having a lateral beam and a pair of side beams.

  In recent railway vehicles, lower floors may be required to eliminate steps between passenger gates and station platforms, and to increase the size of cargo containers within freight vehicles. .

  When the floor is lowered, the restrictions on the space and displacement of the carriage become larger. For example, if a coil spring is used for the secondary suspension that is placed between the car body and the bogie frame, the space to store it needs a long dimension in the vertical direction, and between empty and full (full) It is also necessary to consider the amount of expansion and contraction due to load fluctuations. Therefore, by using an air spring whose height is controlled to be substantially constant by the leveling valve as the secondary suspension, the vertical dimension can be reduced, and the amount of expansion and contraction due to load fluctuation can be reduced.

  In addition, coil springs and rubber springs are often used for the primary suspension arranged between the wheel shaft and the carriage frame. In order to reduce the amount of expansion and contraction due to load fluctuations when the vehicle is empty and full (full). Needs to use a hard spring having a large spring constant. Further, the bogie frame between the primary suspension and the secondary suspension has a horizontal beam and a pair of side beams integrally, and is an H-shaped welded structure in plan view. The elastic deformation of the bogie frame in the torsional direction is Minimal.

  Under the above conditions, the bogie is generally poor in torsional flexibility, and the performance of the four wheels in one bogie following the track when passing on a torsional irregularity (level deviation). That is, it is difficult to improve the performance of preventing wheel load loss.

  On the other hand, in the cart of Patent Document 1, a through hole extending in the vehicle width direction is formed in the center portion of the side beam, a bearing is accommodated in the through hole, and the bearing protrudes outward in the vehicle width direction from the lateral beam. The rotating shaft portion thus inserted is inserted. According to this configuration, the left and right side beams rotate around the bearing with respect to the horizontal beam, thereby ensuring the followability of the wheel track.

Japanese Patent No. 5524634

  However, since the through hole for housing the bearing is formed in the central portion of the side beam in the cart of Patent Document 1, the strength of the side beam that receives a load during traveling is insufficient, and the strength management becomes difficult in the actual cart design. In addition, when bearings are used to connect the side beams and the horizontal beams, it becomes difficult to manage the processing dimensional accuracy and assembly dimensional accuracy of the carriage.

  Accordingly, an object of the present invention is to provide a structure that can easily manage the processing dimensional accuracy and the assembly dimensional accuracy and can maintain the strength of the side beams while improving the followability of the wheel to the track.

  A railcar bogie according to an aspect of the present invention includes a horizontal beam extending in the vehicle width direction, and a pair of side beams extending in the vehicle longitudinal direction on both sides of the horizontal beam in the vehicle width direction, at least one of which is separate from the horizontal beam. A mounting bracket provided on the at least one side beam and projecting outward from the side beam, an elastic body attached to one side of the horizontal beam or the mounting bracket, and inserted through the elastic body. A mandrel attached to either the transverse beam or the mounting bracket in a state of protruding outward from the elastic body, and interposed between the attachment bracket and the transverse beam, the at least one And at least one elastic bushing connecting a side beam to the transverse beam.

  According to the above configuration, since the side beam is connected to the horizontal beam via the elastic bush, the side beam can be elastically displaced relative to the horizontal beam by deformation of the elastic bush, and the followability of the wheel to the track can be improved. it can. In addition, the elastic bush is not inserted into the side beam but the elastic bush is attached to the mounting bracket protruding outward from the side beam, so the side beam itself is provided with a through hole for the elastic bush. There is no need, and the strength of the side beams can be kept good. Further, since the side beams are elastically coupled to the lateral beams, the dimensions between the pair of side beams and the postures of the side beams (for example, the angle around the pitching axis) can be easily managed without being restricted by the elastic bushing. In addition, the processing dimensional accuracy of the side beams and the horizontal beams can be easily managed.

  ADVANTAGE OF THE INVENTION According to this invention, while improving the followable | trackability of the wheel with respect to a track | truck, management of process dimensional accuracy and assembly dimensional accuracy is easy, and the structure which can maintain the intensity | strength of a side beam favorable can be provided.

It is a top view of the bogie for rail vehicles concerning a 1st embodiment. It is sectional drawing seen from the vehicle width direction of the principal part of the trolley | bogie shown in FIG. It is sectional drawing seen from the vehicle longitudinal direction of the trolley | bogie shown in FIG. It is a disassembled perspective view of the elastic bush of the trolley | bogie shown in FIG. 1, and its periphery. It is a top view of the bogie for rail vehicles concerning a 2nd embodiment. It is sectional drawing seen from the vehicle longitudinal direction of the bogie for rail vehicles which concerns on 3rd Embodiment.

  Hereinafter, embodiments will be described with reference to the drawings. In the following description, the direction in which the railway vehicle travels and the direction in which the vehicle body extends is defined as the vehicle longitudinal direction, and the lateral direction perpendicular thereto is defined as the vehicle width direction. The longitudinal direction of the vehicle can also be referred to as the front-rear direction, and the vehicle width direction can also be referred to as the left-right direction.

(First embodiment)
As shown in FIGS. 1 to 4, a bogie 1 for a railway vehicle includes a bogie frame 2 that supports a vehicle body 10. The carriage frame 2 includes a horizontal beam 3 extending in the vehicle width direction and a pair of side beams 4 extending in the vehicle longitudinal direction on both sides of the horizontal beam 3 in the vehicle width direction. Each of the pair of side beams 4 is separate from the cross beam 3. That is, the side beam 4 is not fixed to the horizontal beam 3 by welding. Axles 5 extending along the vehicle width direction are arranged on both sides of the transverse beam 3 in the longitudinal direction of the vehicle. Each axle 5 is provided with a pair of wheels 6. Both end portions of the axle 5 are rotatably supported by bearings (not shown) accommodated in the axle box 7. Rubber springs 8 and 9 are interposed between the side beam 4 and the axle box 7 as a primary suspension. The form of the primary suspension is not particularly limited. For example, the primary suspension may be a coil spring instead of a rubber spring. A rubber spring and a coil spring may be used in combination. Air springs 11 are placed on the pair of side beams 4 in the longitudinal direction of the vehicle from above. That is, the bogie frame 2 supports the vehicle body 10 via a pair of air springs 11.

  The transverse beam 3 is connected to the vehicle body 10 by a traction link member 12 in order to transmit the force acting on the carriage frame 2 during acceleration / deceleration to the vehicle body 10. The traction link member 12 includes a link 13 extending in the longitudinal direction of the vehicle and formed with insertion holes opened at both ends in both sides in the vehicle width direction, and elastic bushes 14 and 15 respectively press-fitted into the insertion holes of the link 13. And have. The elastic bushing 14 has the same structure as an elastic bushing 20 described later for elastically coupling the side beam 4 to the horizontal beam 3. The mandrels 16 and 17 of the elastic bushes 14 and 15 extend in the vehicle width direction. A mandrel 16 of an elastic bush 14 disposed at one end of the link 13 is fastened to a receiving seat 18 fixed to the cross beam 3 with a bolt B1. The elastic bush 15 disposed at the other end of the link 13 is fastened to the center pin 19 fixed to the vehicle body 10 with a bolt B2.

  The horizontal beam 3 is provided with a pair of restricting members 3b that are opposed to the protruding member 10a that protrudes downward from the vehicle body 10 with a gap in the vehicle width direction. If the relative displacement in the vehicle width direction between the vehicle body 10 and the cross beam 3 is to increase, the restricting member 3b interferes with the protruding member 10a, and the relative displacement is limited so as not to exceed a predetermined value. When the regulating member 3b hits the protruding member 10a, an instantaneous load in the vehicle width direction is transmitted from the lateral beam 3 to the side beam 4 via the elastic bushing 20.

  The lateral beam 3 is not in contact with the side beam 4. The end surface of the lateral beam 3 on the outer side in the vehicle width direction is positioned more inward in the vehicle width direction than the end surface of the side beam 4 on the inner side in the vehicle width direction. The cross beam 3 has insertion holes 3a that are open on both sides in the vertical direction at the ends on both sides in the vehicle width direction. The insertion hole 3a may be a completely closed circular shape as viewed from the vertical direction, or may be a C shape with a part cut off. By fitting the elastic bush 20 into the insertion hole 3a, the elastic bush 20 is attached to each end of the transverse beam 3 on both sides in the vehicle width direction. The elastic bush 20 is not disposed in the internal space of the side beam 4 but is disposed outside the side beam 4. The elastic bush 20 is disposed on the inner side in the vehicle width direction from the center line L of the side beam 4 extending in the vehicle longitudinal direction. More specifically, the elastic bush 20 is disposed on the inner side in the vehicle width direction from the end surface of the side beam 4 on the inner side in the vehicle width direction.

  The elastic bush 20 includes an outer cylinder 21, an elastic body 22, and a mandrel 23. The outer cylinder 21 is a cylindrical body made of a rigid body (for example, metal), and is press-fitted into the insertion hole 3 a of the cross beam 3. The elastic body 22 is made of an elastic material (for example, rubber), has a cylindrical shape, and is press-fitted into the outer cylinder 21. The mandrel 23 has a mounting portion 23 a that is press-fitted into the elastic body 22 and protrudes upward and downward from the elastic body 22. The axis X of the mandrel 23 extends in a direction orthogonal to the vehicle width direction, and specifically extends in the vertical direction. The elastic body 22 is vulcanized and bonded to the outer cylinder 21 and the mandrel 23 while being inserted between the outer cylinder 21 and the mandrel 23.

  A pair of mounting brackets 25 are fixed (for example, welded) to the outer surfaces of the pair of side beams 4. The mounting bracket 25 protrudes outward from the side beam 4. Specifically, the mounting bracket 25 protrudes inward in the vehicle width direction from the side surface of the side beam 4. The pair of mounting brackets 25 are arranged at intervals in the vertical direction so as to correspond to the pair of mounting portions 23 a of the mandrel 23. The mounting portion 23a of the mandrel 23 has a bolt hole 23b, and the mounting bracket 25 has a bolt hole 25a that matches the bolt hole 23b. The mounting bracket 25 is fastened to the mounting portion 23a of the mandrel 23 by inserting the bolt B3 into the bolt holes 23b and 25a. At least one bolt hole 23b, 25a of the mandrel 23 and the mounting bracket 25 has a larger diameter than the shaft portion of the bolt B3. The axis of the bolt B3 is orthogonal to the vehicle width direction, and specifically extends in the vehicle longitudinal direction.

  Out of the elastic bush 20, the outer cylinder 21 and the elastic body 22 are attached to the cross beam 3, and the mandrel 23 is attached to the attachment bracket 25. Thereby, the elastic bush 20 is interposed between the mounting bracket 25 and the horizontal beam 3 to elastically connect the side beam 4 to the horizontal beam 3. The configuration may be changed so that the outer cylinder 21 and the elastic body 22 are attached to the mounting bracket 25 and the mandrel 23 is attached to the cross beam 3.

  The elastic bush 20 is arranged at a position where the vertical position overlaps with the pulling link member 12 that connects the cross beam 3 to the center pin 19. In this embodiment, the elastic body 22 of the elastic bush 20 that connects the side beam 4 to the horizontal beam and the elastic body of the elastic bush 14 of the traction link member 12 overlap each other in the vertical direction position. More specifically, it is preferable that the vertical position of the center point C2 of the elastic bush 20 is substantially the same as the vertical position of the center point C1 of the elastic bush 14 of the traction link member 12.

  First to third stoppers 27 to 29 are fixed to the outer surface of the side beam 4 to face each other with a gap so that the relative displacement between the side beam 4 and the lateral beam 3 does not exceed a predetermined value. The first stopper 27 protrudes inward in the vehicle width direction from the side surface of the side beam 4 on both sides of the mounting bracket 25 in the vehicle longitudinal direction, and faces the upper surface of the horizontal beam 3 with a gap in the vertical direction. The second stopper 28 protrudes inward in the vehicle width direction from the side surface of the side beam 4 on both sides of the mounting bracket 25 in the longitudinal direction of the vehicle, and faces the lower surface of the lateral beam 3 with a gap in the vertical direction. The third stopper 29 protrudes inward in the vehicle width direction from the side surface of the side beam 4 on both sides of the transverse beam 3 in the vehicle longitudinal direction, and faces the end surfaces of the transverse beam 3 on both sides in the vehicle longitudinal direction with a gap in the horizontal direction. The end faces on both sides in the vehicle width direction of the horizontal beam 3 are opposed to the side surfaces of the side beams 4 with a gap in the horizontal direction.

  The side beam 4 has a cylindrical shape, and an internal space S extending in the longitudinal direction of the vehicle is formed. As an example, the side beam 4 can be formed in a cylindrical shape by welding a pair of half cylinders divided along the center line L to each other. The side beam 4 is provided with a pair of first reinforcing plates 31 at positions where the horizontal beam 3 and the vehicle longitudinal direction position overlap in the internal space S. The first reinforcing plate 31 is a vertical plate extending in the longitudinal direction of the side beam 4. The upper end portion of the first reinforcing plate 31 is joined to the upper wall portion of the side beam 4, the lower end portion of the first reinforcing plate 31 is joined to the lower wall portion of the side beam 4, and both longitudinal ends of the first reinforcing plate 31 are joined. The portion is bent toward the vehicle width direction and joined to the side wall portion of the side beam 4.

  The side beam 4 is provided with a pair of second reinforcing plates 32 at positions where the mounting bracket 25 and the vehicle longitudinal direction position overlap in the internal space S. The second reinforcing plate 32 is disposed so as to be orthogonal to the longitudinal direction of the vehicle. The upper end portion of the second reinforcing plate 32 is joined to the upper wall portion of the side beam 4, the lower end portion of the second reinforcing plate 32 is joined to the lower wall portion of the side beam 4, and the inner side of the second reinforcing plate 32 in the vehicle width direction Is joined to the side wall portion of the side beam 4 on the inner side in the vehicle width direction. The end of the second reinforcing plate 32 on the outer side in the vehicle width direction is not joined to the first reinforcing plate 31.

  The side beams 4 are provided with third reinforcing plates 33 at positions where the first stopper 27 and the second stopper 28 overlap with the longitudinal position of the vehicle in the internal space S. The third reinforcing plate 33 is disposed so as to be orthogonal to the longitudinal direction of the vehicle. The upper end portion of the third reinforcing plate 33 is joined to the upper wall portion of the side beam 4, the lower end portion of the third reinforcing plate 33 is joined to the lower wall portion of the side beam 4, and the inner side in the vehicle width direction of the third reinforcing plate 33 Is joined to the side wall portion of the side beam 4 on the inner side in the vehicle width direction. The end of the third reinforcing plate 33 on the outer side in the vehicle width direction is not joined to the first reinforcing plate 31.

  According to the configuration described above, since the side beam 4 is connected to the lateral beam 3 via the elastic bush 20, the side beam 4 is elastically relative to the lateral beam 3 by deformation of the elastic body 22 of the elastic bush 20. It can be displaced and the followability of the wheel 6 to the track can be enhanced. Further, the elastic bush 20 is not inserted into the side beam 4, but the elastic bush 20 is attached to the mounting bracket 25 protruding outward from the side beam 4, so that the elastic bush 20 is attached to the side beam 4 itself. Therefore, it is not necessary to provide a through hole, and the strength of the side beam 4 can be kept good. Further, since the side beams 4 are elastically coupled to the lateral beams 3, the dimensions between the pair of side beams 4, the posture of each side beam 4 (for example, the angle around the pitching axis), and the like are restricted by the elastic bush 20. It can be easily managed without any problem, and the processing dimensional accuracy of the side beam 4 and the lateral beam 3 can be easily managed.

  In addition, the elastic bushing 20 is disposed on the inner side in the vehicle width direction with respect to the center line L extending in the vehicle longitudinal direction of the side beam 4, and the connection portion between the side beam 4 and the lateral beam 3 is disposed closer to the center of the carriage. The moment generated in the cross beam 3 by the load transmitted between the beam 4 and the cross beam 3 can be reduced.

  In addition, since the axis X of the mandrel 23 is orthogonal to the vehicle width direction, even if an instantaneous load is input from the lateral beam 3 or the side beam 4 to the elastic bush 20 in the vehicle width direction, the elastic body 22 On the other hand, the mandrel 23 can be prevented from shifting in the direction of the axis X. Further, in the elastic bush 20, the allowable load in the direction orthogonal to the axis X direction is larger than the allowable load in the axis X direction. However, since the axis X of the mandrel 23 extends in the vertical direction, Even if the side beams 4 are relatively displaced in the vehicle longitudinal direction or in the vehicle width direction, the load at the time of displacement can be stably received by the elastic bush 20.

  The bolt holes 23b and 25a are larger in diameter than the shaft portion of the bolt B3, and the axis of the bolt B3 is orthogonal to the vehicle width direction, so that the processing accuracy of the horizontal beam 3 and the side beam 4 and the axle bearing and Even if an error occurs in the relative position in the vehicle width direction at the connecting portion between the cross beam 3 and the side beam 4 due to the assembly accuracy of the axle box support device, the shaft portion of the bolt B3 is in relation to the bolt holes 23b and 25a. Since the position can be adjusted in the vehicle width direction, assembly workability can be improved.

  Further, since the elastic bush 20 is arranged at a position where the vertical position overlaps with the traction link member 12 that connects the horizontal beam 3 to the center pin 19 of the vehicle body 10, a moment generated in the horizontal beam 3 by the traction force acting in the longitudinal direction of the vehicle. The movement in the pitching direction of the horizontal beam 3 can be suppressed.

  Further, the first beam 27 is fixed to the side beam 4 so as to face the upper surface of the horizontal beam 3 with a gap in the vertical direction so that the relative displacement between the side beam 4 and the horizontal beam 3 does not exceed a certain level. When an abnormal upward load is generated, the first stopper 27 interferes with the lateral beam 3 so that the lateral beam 3 can be prevented from being displaced beyond the allowable range in the vertical direction with respect to the side beam 4.

  In addition, since a second stopper 28 is fixed to the side beam 4 so as to face the lower surface of the horizontal beam 3 with a gap in the vertical direction, when an abnormal twist occurs in the horizontal beam 3 about the vehicle width direction. In addition, since the second stopper 28 interferes with the lateral beam 3, it is possible to prevent the lateral beam 3 from being displaced beyond the allowable range with respect to the side beam 4 with the torsion about the vehicle width direction as an axis. In addition, the side beam 4 is also fixed with a third stopper 29 facing the end surface of the horizontal beam 3 with a gap in the horizontal direction. When the direction displacement occurs, the third stopper 29 interferes with the lateral beam 3, thereby preventing the lateral beam 3 from being displaced beyond the allowable range in the horizontal direction with respect to the side beam 4. Further, since the side beams 4 are provided with the reinforcing plates 32 and 33 at positions where the mounting bracket 25 in the inner space S and the longitudinal position of the vehicle overlap, the mounting brackets can be provided without increasing the thickness of the side beams 4. A load can be appropriately transmitted between the side 25 and the side beam 4.

(Second Embodiment)
FIG. 5 is a plan view of the railcar bogie 101 according to the second embodiment. As shown in FIG. 5, in the cart 101 of the second embodiment, the axis of the mandrel 123 of the elastic bush 120 that connects the cross beam 103 to the side beam 104 extends in the vehicle longitudinal direction. The structure of the elastic bush 120 is the same as that of the elastic bush 20 of the first embodiment. A mounting bracket 125 is fixed (for example, welded) to the outer surface of each of the pair of side beams 104. The mounting bracket 125 protrudes inward in the vehicle width direction from the side surface of the side beam 104. The mounting bracket 125 has circular insertion holes 125a that are open on both sides in the longitudinal direction of the vehicle. The elastic bush 120 is attached to the mounting bracket 125 by fitting the elastic bush 120 into the insertion hole 125a.

  A bolt hole opened in the vertical direction is formed in the attachment portion 123 a of the mandrel 123. The bolt hole of the mandrel 123 has a larger diameter than the shaft portion of the bolt B4. The bolt B <b> 4 is inserted through the bolt holes of the mandrel 123 and the transverse beam 103 in the vertical direction, so that the transverse beam 103 is fastened to the attachment portion 123 a of the mandrel 123. A mounting bracket may be provided on the cross beam 103, and the mandrel 123 may be fastened to the mounting bracket.

  According to the above configuration, in the elastic bushing 120, the allowable load in the direction orthogonal to the axial direction is larger than the allowable load in the axial direction, the lateral beam 103 and the side beam 104 are relatively displaced in the vertical direction. Even if they are relatively displaced in the vehicle width direction, the load at the time of displacement can be stably received by the elastic bush 120, and the weight of the entire cross beam 103 is large and the load in the vertical direction is small when the vehicle longitudinal direction load is small. A load can be received stably. Since other configurations are the same as those of the first embodiment described above, description thereof is omitted.

(Third embodiment)
FIG. 6 is a cross-sectional view of the railway vehicle carriage 201 according to the third embodiment viewed from the longitudinal direction of the vehicle. As shown in FIG. 6, in the carriage 201 of the third embodiment, an elastic bushing 220 that connects the lateral beam 203 to the side beam 204 is disposed directly below the side beam 204. The structure of the elastic bush 220 is the same as that of the elastic bush 20 of the first embodiment. A mounting bracket 225 is fixed (for example, welded) to the outer surface of each of the pair of side beams 204. The mounting bracket 225 protrudes downward from the lower surface of the side beam 204. The mounting bracket 225 has circular insertion holes 225a that are open on both sides in the longitudinal direction of the vehicle. The elastic bushing 220 is attached to the mounting bracket 225 by fitting the elastic bushing 220 into the insertion hole 225a. The axis of the mandrel 123 of the elastic bushing 220 extends in the vehicle longitudinal direction.

  A bolt hole opened in the vertical direction is formed in the attachment portion 223a of the mandrel 223. The bolt hole of the mandrel 223 has a larger diameter than the shaft portion of the bolt B5. The bolt B5 is vertically inserted into the bolt hole of the mandrel 223 and the transverse beam 203, whereby the transverse beam 203 is fastened to the mounting portion 223a of the mandrel 223. Since other configurations are the same as those of the first embodiment described above, description thereof is omitted.

  In addition, this invention is not limited to embodiment mentioned above, The structure can be changed, added, or deleted. The above embodiments may be arbitrarily combined with each other. For example, some configurations in one embodiment may be applied to other embodiments, and some configurations in the embodiment are included in the embodiments. It can be arbitrarily extracted separately from the other components. For example, one of the pair of side beams may be separated from the horizontal beam, and the other of the pair of side beams may be welded and fixed to the horizontal beam. Moreover, it is good also as a structure which abolishes the outer cylinder 21 in an elastic bush and attaches the elastic body 22 to a cross beam or a mounting bracket directly.

DESCRIPTION OF SYMBOLS 1,101,201 Bogie 2 Bogie frame 3,103,203 Side beam 4,104,204 Side beam 10 Car body 12 Traction link member 19 Center pin 20, 120, 220 Elastic bush 21 Outer cylinder 22 Elastic body 23, 123, 223 Mandrel 23a mounting portion 23b bolt hole 25, 125, 225 mounting bracket 25a bolt hole 27 first stopper 28 second stopper 29 third stopper 31 first reinforcing plate 32 second reinforcing plate 33 third reinforcing plate B3 to B5 bolt L center line S Internal space X axis

Claims (12)

A transverse beam extending in the vehicle width direction,
A pair of side beams extending in the longitudinal direction of the vehicle on both sides of the transverse beam in the vehicle width direction, at least one of which is separate from the transverse beam;
A mounting bracket provided on the at least one side beam and protruding outward from the side beam;
An elastic body attached to either one of the cross beam or the mounting bracket, and attached to the other side of the cross beam or the mounting bracket in a state of being inserted through the elastic body and projecting outward from the elastic body A railcar carriage comprising: a mandrel that includes: an at least one elastic bushing that is interposed between the mounting bracket and the cross beam and that connects the at least one side beam to the cross beam.   2. The railcar bogie according to claim 1, wherein the elastic bushing is disposed on an inner side in a vehicle width direction than a center line extending in a vehicle longitudinal direction of the side beam.   The bogie for a railway vehicle according to claim 1 or 2, wherein an axis of the mandrel extends in a direction orthogonal to the vehicle width direction.   The railcar bogie according to claim 3, wherein the axis of the mandrel extends in a vertical direction.   The railway vehicle carriage according to claim 3, wherein an axis of the mandrel extends in a longitudinal direction of the vehicle. The mandrel and the mounting bracket each have a bolt hole;
The mounting bracket is fastened to the mandrel by a bolt inserted into the bolt hole,
The bolt hole of at least one of the mandrel and the mounting bracket is larger in diameter than the shaft portion of the bolt,
The railcar bogie according to any one of claims 1 to 5, wherein an axis of the bolt is orthogonal to a vehicle width direction.   The railcar bogie according to any one of claims 1 to 6, wherein the elastic bushing is disposed at a position where a vertical position overlaps with a traction link member that connects the transverse beam to a center pin of a vehicle body.   The side beam provided with the mounting bracket is fixed with at least one stopper facing each other with a gap so that the relative displacement between the side beam and the lateral beam does not exceed a predetermined value. The railcar bogie described in any one of the above.   9. The railcar bogie according to claim 8, wherein the at least one stopper includes a stopper facing the upper surface of the transverse beam with a gap in the vertical direction.   The railway vehicle carriage according to claim 8 or 9, wherein the at least one stopper includes a stopper facing the end face of the transverse beam with a gap in the horizontal direction.   11. The railcar bogie according to claim 8, wherein the at least one stopper includes a stopper facing the lower surface of the transverse beam with a gap in the vertical direction. The side beam is formed with an internal space extending in the longitudinal direction of the vehicle,
The bogie for a railway vehicle according to any one of claims 1 to 11, wherein the side beam is provided with a reinforcing plate at a position where the mounting bracket and a longitudinal position of the vehicle overlap in the internal space.

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