JP3254137B2 - Method of supporting train wheel set, railway vehicle and train using the same - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for supporting a train wheel set, and a railway vehicle, a train and a steering bogie for carrying out the method.

[0002]

2. Description of the Related Art Conventionally, in order to make a train run smoothly on a curve, a steering bogie having a bogie bogie supported by a shaft spring device such as conical rubber has been used. By the way, in order for the wheelset to be self-steered in the radial direction, it is desirable to flexibly support the axle box in the front-rear direction.

At present, measures against snake behavior are emphasized,
Generally, the support rigidity in the front-rear direction of the axle box is generally all rigid.

[0004]

However, with the recent increase in the speed of railways, there has been a strong demand for a decrease in lateral pressure during curve running, and the support rigidity of the axle box of each steering bogie has been reduced by the front axle. Is softly supported, the rear wheelset is rigidly supported, and when viewed from the vehicle, the first axis = soft, the second axis = rigid, the third axis = soft, and the fourth axis = rigid A method for changing the support stiffness has been proposed.

However, since the train is operated in both directions, up and down, if the train is made flexible, rigid, flexible and rigid as described above, only one of the upward and downward is effective. Up /
In order to obtain the above-mentioned effect in both cases of descent, a control device capable of changing the axle box support rigidity as described in JP-A-4-300773 is required, which increases the vehicle cost and However, there is a problem that the weight of the vehicle is increased.

[0006] Even with the above-described supporting method, there is a limit to the reduction of the lateral pressure. Therefore, an object of the present invention is to reduce lateral pressure and reduce wear of wheels and rails, and also to prevent increase in vehicle cost and train weight.

[0007]

The method for supporting a train wheel axle according to the present invention supports a vehicle with a plurality of steering bogies.
At each of the front and rear positions of the plurality of steering bogies.
A method of supporting a wheel set of a train that supports each axis, wherein at least when each vehicle passes through a curve, the head of each vehicle is
Longitudinal direction supporting rigidity to the steering bogie of each wheel axis, respectively located in the tail is, be located between the wheel axes of the head and tail
That such a soft compared to the front-rear direction supporting rigidity for each of the steering truck wheel sets, characterized by supporting each axle.

Conventionally, when a vehicle whose body is supported by two front and rear two-axle steering trolleys is viewed, the support rigidity in the front and rear directions of the axle box with respect to each axis of the vehicle is all rigidly supported (ie, "rigid, rigid").
Stiffness, stiffness, stiffness "), or the lateral pressure is likely to be high at the front wheel set of each bogie. Although "soft, stiff, soft, stiff" is used in the present invention, the entire vehicle is set to "soft, stiff, stiff, soft".

According to this method, the maximum lateral pressure or the average lateral pressure of the first shaft is reduced as compared with the conventional supporting method. That is,
This is extremely remarkably reduced as compared with the conventional “rigid, rigid, rigid, rigid” supporting method, and further reduced as compared with the “soft, rigid, flexible, rigid” supporting method. Since the maximum lateral pressure occurs in this first axis, the maximum load on the rail will be reduced. In addition, the average lateral pressure usually has a larger value on the first axis than on the other axes, so that the load on the rail is reduced. Therefore, according to the present invention, the rail is hardly damaged, and the maintenance cost can be reduced.

The cause of the decrease in the maximum lateral pressure or the average lateral pressure with respect to the first axis is not clear, but as shown in FIG. 1, the method of the present invention is more "soft, rigid, flexible, rigid". Since the span between rigid supports is shorter than that of
It is considered that the present invention has an effect that the moment about the first axis becomes smaller.

In particular, when each vehicle is supported by a bolsterless steering bogie, the average lateral pressures of the first to fourth axes have a boat-like relationship as a whole, as will be described later. The triaxial itself does not affect the maximum lateral pressure even if the lateral pressure slightly increases. Note that such a supporting method only needs to be performed when the vehicle passes through a curve, but the supporting method can be always used as described above. This is because the self-steering ability does not matter in the first place when passing through a straight line. Since the support rigidity is "soft, rigid, rigid, flexible" when viewed from the front or from the rear, the method of the present invention can be applied to both upward and downward, and there is no problem at all. . in this case,
Since a mechanism for varying the supporting rigidity is not required, the apparatus is advantageous. In addition, because it does not increase the weight of the vehicle,
It is also advantageous for energy saving.

In addition, the railway vehicle according to the present invention supports a vehicle body with a plurality of bolsterless steering cars,
In a railway vehicle that supports a wheel set at each of the front and rear positions of each of the number of steering bogies, the front and rear ends of the wheel set at the front end and the rear end of the vehicle body have the support rigidity in the front- rear direction for each of the steering bogies. Each of the wheel sets located between the wheel set and the rear end wheel set
Characterized in that it is softer than the support rigidity of the steering bogie in the front-rear direction. Normally, the body is supported by two 2-axle steering bogies, so the wheel set located on the front side of the front steering bogie
Of the longitudinal direction supporting rigidity to the steering bogie of the front portion, of the wheel shaft located on the rear side of the rear of the steering bogie steering base of the rear portion
A longitudinal direction supporting rigidity for the car, the relatively soft one
Of the wheel set located on the rear side of the front steering bogie ,
The support rigidity in the front-rear direction with respect to the steering bogie, and the front of the wheel set located on the front side of the rear steering bogie with respect to the rear steering bogie.
The rearward support rigidity may be relatively rigid. As a result, the vehicle body is supported by "soft, rigid, rigid, flexible".

However, there is also a case where it is supported by a three-axis trolley or the like, and in such a case, it is preferable to set "soft, rigid, ..., rigid, soft". The “…” part may or may not be “rigid”, but when supporting the vehicle body with a bolsterless steering truck, the average lateral pressure becomes a boat shape as described above. Therefore, it is important to make the leading axis and the trailing axis "soft" from the viewpoint of the maximum lateral pressure drop, and it is preferable to set "rigid" between them from the viewpoint of snake behavior.

[0014] In particular, these railway vehicles are suitable when the steering bogie is a pendulum bogie. This is because the pendulum truck tends to increase the lateral pressure for the higher speed as compared with a bogie that does not use the pendulum system, so the effect of reducing the maximum lateral pressure of the first shaft is important. Of course, it does not need to be a pendulum cart.

[0015] The train of the present invention is formed by a railway car as described above. Thereby, the method of the present invention can be realized. The steering bogie for a railway vehicle according to the present invention is a two-axle steering bogie connected to a bogie frame via an axle spring device so that each wheelset can be rotated with respect to the bogie frame. An elastic supporting means which is easily deformed in the front-rear direction is interposed between the device and the bogie frame, and is softly connected, and the shaft spring device of the other shaft and the bogie frame are rigidly connected. In other words, the rigidity of each wheelset in the front-rear direction is
It is fixed to. In this case, the steering bogie supporting the front part of the vehicle body has a "soft"
Thus, in the steering bogie supporting the rear portion of the vehicle body, the rigidity of the rear wheel set in the front-rear direction is set to “soft”.

In this steering bogie, as the elastic support means, a laminated rubber laminated so as to sandwich rubber between the base metal can be used. In this case, in particular, the laminated rubber is fixed to the bogie frame with the upper metal, and fixed to the shaft spring device with the lower metal.These metal clamps the rubber from above and below and from left and right, Assuming that the rubber is not sandwiched in the front and rear, the rubber becomes a compression member in the left and right direction and becomes a rigid support, and a shear member only in the front and rear direction to achieve a soft support.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below with reference to the drawings. Note that the embodiment of the present invention
It is needless to say that the present invention is not limited to the following embodiments, and can take various forms within the technical scope of the present invention. The first embodiment relates to a six-car train as shown in FIG. The train is the second car M1,4
Car M2 and Car Mc are electric cars and Car Ts
c, the third car T1 and the fifth car T2 are associated cars. Each vehicle is supported by two steering bogies.

As shown in FIG. 3, the steering bogie 10 employs a so-called bolsterless system, and is directly connected to a vehicle body by an air spring 11. In addition, this is a pendulum type carriage employing the pendulum burr 13. The axle box body 15 that supports each wheel set is connected to a bogie frame (side burr) 17 via an axle box support device 20, and is capable of self-steering.

The axle box support device 20 is composed of a conical rubber 30 and a steering device 40, as shown in FIG. The conical rubber 30 has rubbers 34 and 35 between the three metal cylinders 31 to 33.
Are laminated. Then, it is fixed to the shaft box 15 by the metal tube 31 having the largest diameter, and is fixed to the steering device 40 by the metal tube 33 having the smallest diameter.

As shown, the steering device 40 includes a bogie frame 17.
It has an air cylinder 41 built therein, a piston 42 moved up and down by this, and a piston receiver 43 which allows this piston 42 to be inserted up and down. Piston 42
Is urged upward by a return spring 44. Further, a flange 45 for receiving the return spring 44 is provided. The flange 45 also functions as a detection target by the proximity switch 46 fixed to the bogie frame 17. The lower end of the piston 42 is formed in a tapered shape with a divergent end, and the insertion hole 47 of the piston receiver 43 is formed as a divergent tapered hole so as to fit this taper. And
A shaft spring rubber 48 is provided between the piston receiver 43 and the bogie frame 17.
Is sandwiched.

The axle box support device 20 raises the piston 42 by evacuating the air cylinder 41, as shown in FIG. 2A, so that the piston 42 and the piston receiver 43 can be fitted. . Thereby, the steering device 4
0 and the conical rubber 30 are rigidly connected to each other, so that the support rigidity in the front-rear direction can be increased.

Also, as shown in FIG.
By sucking air into the piston 1, the piston 42 is lowered, and the connection between the piston 42 and the piston receiver 43 is released. Then
The conical rubber 30 and the steering device 40 are softly connected via the shaft spring rubber 48. The above-mentioned collar 45 indicates that the soft coupling has been achieved by the proximity switch 46.
Plays the role of detecting through.

As described above, according to the axle box support device 20 of the embodiment, the support rigidity of the axle box in the front-rear direction can be switched between soft and rigid. Note that the steering bogie 10 according to the present embodiment is
Is basically the same as a conventional pendulum bogie having a bolsterless self-steering function. Therefore, only the names of respective parts are shown in FIG. 3 and further detailed description is omitted. Although FIG. 3 is for the electric vehicle, the steering bogie for the accompanying vehicle has the same configuration.

In the present embodiment, the steering trolley 10 having the above-described configuration is used to set the support rigidity in the front-rear direction of the first to fourth axes of each vehicle to "soft, rigid, rigid, flexible". The conditions for intake and exhaust of the air cylinder 41 are set as described above. That is, the first
The axis and the fourth axis are “exhaust”, and the second and third axes are “air supply”. Thereby, each vehicle is in a state of supporting rigidity in the front-rear direction as schematically shown in FIG.

Next, a description will be given of the result of an experiment conducted on a state in which the maximum lateral pressure of the first axis of the leading vehicle by this train is reduced. In this experiment, as a comparative example,
"Tough, stiff, stiff, stiff" and "soft, stiff, soft, stiff"
The same experiment was carried out for the above-mentioned one. Specifically, “soft” = 310 kgf / mm / wheel set, “rigid” = 1
320 kgf / mm / wheel axis and soft: rigid = 1: 4. The weight of the leading vehicle was 36,
500 kg.

In the experiment, a curve of R = 300 m was converted to 90 k
It was run at m / h. In the experiment, as shown in FIG. 6A, a strain gauge is attached to the wheel surface WH of each wheel W of the first to fourth axes of the leading vehicle Tsc, and the lateral pressure is set based on the detected value of the strain gauge. We took the method of calculating.
The measurement was performed over the entire area from the entrance to the curve section to the exit section as shown in FIG. For each train, R =
The maximum lateral pressure was measured at almost the same point in the section of 300 m. This is because the maximum lateral pressure occurs at a singular point such as a rail joint. The average lateral pressure was calculated as an average value over the entire measurement section.

The results are shown in FIGS. FIG. 7 is a graph comparing maximum lateral pressures. As can be seen from the graph, in the train of this embodiment, the maximum lateral pressure of the first shaft is 34.7.
kN, the maximum lateral pressure of the third axis is 33.2 kN, and it can be seen that the maximum lateral pressure as a vehicle occurs on the first axis. Further, in the case of the train of “go, go, go, go” (hereinafter referred to as “Comparative Example 1”), the maximum lateral pressure of the first axis is 42 kN, and the train of “go, go, go, go” , "Comparative Example 2"), the maximum lateral pressure of the first shaft was 39.5 kN.

The maximum lateral pressure is 1 in the embodiment.
The maximum lateral pressures obtained by performing zero running tests, eight running tests for Comparative Example 1, and seven running tests for Comparative Example 2 were averaged. The actual measured value of the maximum lateral pressure in this example was in the range of 25.7 kN to 41.4 kN, in Comparative Example 1 was in the range of 32 kN to 47 kN, and in Comparative Example 2 was in the range of 34 kN to 43 kN.

The above-mentioned maximum lateral pressure is a result obtained by averaging the results obtained for two different test sections. Tables 1 and 2 summarize the respective test sections.

[0030]

[Table 1]

[0031]

[Table 2]

Tables 1 and 2 show the measured values (unit: kN) of the maximum lateral pressure of the first axle of each leading vehicle. As is clear from Tables 1 and 2, it can be seen that the examples have the best results for each test section. In particular, according to Table 1 in which the number of data is almost the same for the present example and each comparative example, it is understood that the present example can reduce the maximum lateral pressure by 20% or more. Further, depending on the situation, it can be reduced by about 30%, and a very remarkable effect can be confirmed. Furthermore, it is clear from the above table that the superiority of the present embodiment is not merely accidental, but is not due to measurement errors or the like.

From this experimental result, according to the present embodiment, the maximum lateral pressure in the leading vehicle is about 7 kN compared to Comparative Example 1.
It is about 5 kN lower than that of Comparative Example 2. From this, according to the support method of "soft, hard, hard, soft",
It has been found that the maximum lateral pressure can be significantly reduced.

FIG. 8 compares the average lateral pressures of the first to fourth axes. According to this graph, it is understood that the example has the lowest average lateral pressure of the first axis. The third shaft is higher than that of Comparative Example 2 because of the rigid support, but does not exceed the average lateral pressure of the first shaft.

In addition, focusing on the width of the average lateral pressure on the first axis to the fourth axis, the embodiment is 3.5 kN (10.9 kN to 1 kN).
4.6 kN), and Comparative Example 1 was 6.4 kN (10.7 kN).
kN to 17.1 kN), and that of Comparative Example 2 was 6.2 kN.
(8.6 kN to 14.8 kN). From this, it can be said that in the embodiment, the lateral pressure in each wheel set is averaged. Therefore, the loads received by the respective wheel sets are substantially equal, and there is little difference in wheel wear and the like. Therefore, in designing the steering bogie, there is an advantage that consideration for durability and the like is simplified, and a limit design in consideration of durability can be easily performed.

The average lateral pressure is obtained by further averaging the average lateral pressures obtained by performing two running tests in each of the examples and comparative examples. In addition, running of the straight section at 130 km / h in the present example and each comparative example was observed, and there was no problem in running stability in any case. In addition, 130km
/ H is the maximum operating speed in the line where the test was performed.

As described above, according to the present embodiment, it was found that there was no problem in the actual vehicle test and that the maximum lateral pressure of the first shaft could be greatly reduced. Next, FIG. 9 shows the results of a simulation of running stability of this embodiment and Comparative Example 2 with one car formation.

In this simulation, the vehicle speed conditions were variously changed, and the conditions under which the yaw and the left-right vibration of the soft-supported wheel set had a positive damping rate were searched.
In Comparative Example 1, the first and third axes were targeted, and in this example, the first and fourth axes were targeted. As a result,
In Comparative Example 2, it was found that stable running was possible up to 180 km / h, and that in the example, stable running was possible up to 173 km / h. If you look at that,
It was found that even if the maximum operating speed on a conventional line was further increased to about 170 km / h, stable driving was possible, and it was possible to sufficiently cope with further higher speeds.

As described above, according to this embodiment, not only is there no problem in actual commercial operation, but also the effect of reducing the maximum lateral pressure is remarkable, and the load on the rail can be greatly reduced. As a result, rail maintenance costs can be reduced.

Next, a second embodiment will be described. Second
This embodiment differs from the above-described embodiment in that the support rigidity in the front-rear direction of each wheel set is fixed. For this reason, the axle box 15 and the bogie frame 17 on one wheelset of the steering bogie 10 are provided.
A connection structure as shown in FIG.

That is, the conical rubber 30 and the bogie frame 17 are connected by the laminated rubber 50 as shown in the figure. here,
The laminated rubber 50 is obtained by laminating rubber 53 between base metals 51 and 52. The lower base metal 51 is fixed to the metal cylinder 33 having the minimum diameter of the conical rubber 30, and the upper base metal 52 is connected to the bogie frame. 17
Fixed to. The rubber 53 has a shape sandwiched between the upper and lower sides and the left and right sides by the two bases. However, it is not sandwiched in the front-rear direction. For this reason, the rubber 53 acts as a compression member for vertical and horizontal loads, and acts as a shear member for longitudinal loads. As a result, only the support rigidity in the front-rear direction can be softly supported.

The other wheel set is shown in FIG.
As described above, by directly fixing the conical rubber 30 and the bogie frame 17, the support rigidity in the front-rear direction is kept rigid. By using such a steering bogie, "soft, rigid, rigid, flexible" vehicle support as shown in FIG. 5 is performed.

The rigidity of the support is fixed.
Since the relationship is “rigid, rigid, soft”, there is no need to switch in any of the upward and downward directions. Therefore, as compared with the first embodiment, a variable mechanism for supporting rigidity is not required, and
There is an effect that the device can be simplified. Further, since the weight of the bogie can be reduced, the weight of the vehicle can be reduced, and an effect on speeding up and energy saving can be expected.

Next, a third embodiment will be described. FIG.
1 is a schematic explanatory view of the formation of a train used in the third embodiment, FIG. 12 is a perspective view of a steering bogie (non-pendulum bogie), and FIG.
It is a graph showing an example of the measurement result of the average lateral pressure of an example and the 3rd comparative example. This embodiment uses a non-pendulum bogie as the steering bogie 60, and the second embodiment (in which the rigidity in the front-rear direction of each wheelset is fixed) except that the train is knitted into three cars.
Is the same as

As shown in FIG. 12, the steering bogie 60 of this embodiment is a non-pendulum bogie that employs a so-called bolsterless system, is directly connected to the vehicle body by an air spring 61, and is integrated with the vehicle body. And the axle box body 65 supporting each axle is
It is connected to a bogie frame (side burr) 67 via an axle box support device 70, and is capable of self-steering.

The conical rubber 80 and the laminated rubber 90 constituting the axle box support device 70 have the same configuration as the conical rubber 30 and the laminated rubber 50 of the second embodiment, and therefore detailed description is omitted.
In addition, the steering bogie 60 of the present embodiment is basically the same as a conventional product as a non-pendulum bogie having a bolsterless self-steering function. The detailed description of is omitted.

In the present embodiment, the steering trolley 60 having the above-described configuration is used, as shown in FIG. 11, to set the support rigidity in the front-rear direction of the first to fourth axes of the leading vehicle Tc ′ to “soft”. ,
Rigid, rigid, and soft ", and the support rigidity of each axis of the second vehicle T and the third vehicle Mc was all rigid.

Next, the results of an experiment conducted on the average lateral pressure of the first and fourth axes of the leading vehicle Tc 'by this train will be described. In this experiment, as a third comparative example, the same experiment was performed with all the axes of the leading vehicle Tc 'being rigid. In the experiment, R = 200 to 80
The curve of 0 m is set to a basic speed (a speed determined according to the R value of each curve, for example, the basic speed is 65 km / R300 in R300).
h) or running at a basic speed of +10 to 15 km / h. In the experiment, the lateral pressure of the first shaft was calculated in the same manner as in the first embodiment. The average lateral pressure was calculated as an average value over the entire measurement section. When an experiment was performed at a plurality of points on a curve having the same radius, the average value at the plurality of points was further averaged. FIG. 13 shows an example of the result. The graph of FIG. 13 shows the measurement results on the curve of R250m in the Minobu line.
7 shows an example (measuring three times). The results of the above experiments are summarized in Table 3 below.

[0049]

[Table 3]

From Table 3, it can be seen that in the train of the third embodiment, R
When traveling on a curve of 200 to 800 m, the average lateral pressure of the first shaft is 20 to 20 before and after the basic speed as compared with the third comparative example.
It can be seen that the reduction was 55% and the base speed was reduced by 35 to 55% at the basic speed of +10 to 15 km / h. When the average lateral pressure on the fourth axis was determined in this experiment, there was no difference between the third embodiment and the third comparative example, and all were lower than the average lateral pressure on the first axis of the third comparative example. .

When the maximum lateral pressure value when passing through the curve was examined, the third embodiment had the same maximum lateral pressure value as the third comparative example without steering, and there was no problem in running safety. .
In addition, the maximum lateral pressure value of the non-pendulum cart was lower than that of the pendulum cart when the 1 to 4 axes were set to “rigid rigid rigid” because of the lower speed.

Further, as a running stability test, a speed of 128
The left and right vibration waveforms at km / h were examined.
The example had the same running stability as the third comparative example without steering. As described above, according to the third embodiment, it was found that there was no problem in the actual vehicle test and that the average lateral pressure of the first shaft could be significantly reduced. In the third embodiment, the support rigidity of the vehicles T and Mc is all rigid.
These support stiffnesses are similar to those of the vehicle Tc ′, such as “soft, rigid, rigid,
"Soft" may be used, and in this case, it is expected that the above-mentioned effects will be remarkably obtained.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram of the present invention.

FIG. 2 is a front view showing the formation of a train used in the embodiment.

FIG. 3 is an exploded perspective view of the steering bogie used in the embodiment.

FIG. 4 is a sectional view of a main part of the steering bogie used in the embodiment.

FIG. 5 is a schematic diagram illustrating a relationship between axle box support stiffness of the railway vehicle of the embodiment.

FIG. 6 is an explanatory diagram of a measurement method in the embodiment.

FIG. 7 is a graph showing the measurement results of the maximum lateral pressure of the example and the comparative example.

FIG. 8 is a graph showing the measurement results of the average lateral pressure in Examples and Comparative Examples.

FIG. 9 is a graph showing simulation results of running stability of an example and a comparative example.

FIG. 10 is a sectional view showing an axle box support structure according to a second embodiment.

FIG. 11 is a schematic explanatory diagram of the formation of a train used in the third embodiment.

FIG. 12 is a perspective view of a steering bogie (non-pendulum bogie) according to a third embodiment.

FIG. 13 is a graph showing an example of a measurement result of an average lateral pressure of the third embodiment and a third comparative example.

[Explanation of symbols]

10 ... steering cart, 11 ... air spring, 13 ...
Pendulum burr, 15: axle box, 17: bogie frame, 20
... Axle box support device, 30 ... Conical rubber, 31-33
... metal cylinder, 34, 35 ... rubber, 40 ... steering device, 41 ... air cylinder, 42 ... piston,
43 ... Piston receiver, 44 ... Return spring, 45 ...
・ Flange, 46 ・ ・ ・ Proximity switch, 47 ・ ・ ・ Insertion hole, 4
8 ... shaft spring rubber, 50 ... laminated rubber, 51, 52
... Base, 53 ... Rubber, M1, M2, Mc ...
Electric vehicles, T1, T2, Tsc ... accompanying vehicles.

Continuing on the front page (72) Inventor Koichi Yamada 1-1-1 Meieki Station, Nakamura-ku, Nagoya City, Aichi Prefecture Inside Tokai Passenger Railway Co., Ltd. (72) Inventor Tetsuro 1-Chome Meiji Station, Nakamura-ku, Nagoya City, Aichi Prefecture No. 4 Inside Tokai Railway Company (56) References JP-A-60-236870 (JP, A) JP-A-4-87874 (JP, A) JP-A-3-258656 (JP, A) JP-A-4-300773 (JP, A) JP-A-58-93664 (JP, A) JP-A-3-70569 (JP, U) JP-A-5-16543 (JP, A) U) (58) Field surveyed (Int.Cl. ⁷ , DB name) B61F 5/46 B61F 5/22 B61F 5/30

Claims (10)

(57) [Claims] A vehicle is supported by a plurality of steering bogies.
At each of the front and rear positions of the plurality of steering bogies, a wheel axle is supported.
A method of supporting axle of the train of lifting, when passing through at least each vehicle curve ahead of the respective vehicle
Each <br/> longitudinal direction supporting rigidity to the steering truck wheel sets which respectively located on the head and tail is place between the wheel axes of the head and tail
A train wheel axle supporting method , wherein each wheel axle is supported so that the wheel axle to be placed is softer than the support rigidity in the front-rear direction of each steering bogie . 2. The method according to claim 1, wherein each of the steering carts is a bolsterless steering cart .
A method for supporting a wheel set of a train , wherein each of the vehicles is supported by the steering bogie . 3. The train wheel axle support method according to claim 1, wherein each wheel axle is always supported as described above. 4. A vehicle body is supported by a plurality of bolsterless steering cars, and a front and rear position of each of the plurality of steering cars is provided.
In railway vehicle respectively supporting the wheel shaft at location, against the steering bogie of each wheel axis, respectively located on the body of the front and rear ends
The front and rear axle and rear axle
A railway vehicle characterized by being softer than the longitudinal support rigidity of a wheel axle positioned between the axle and a steering bogie with respect to each steering bogie . 5. the vehicle body front and rear, front and rear respectively 2
The railway vehicle supported by the steering bogie of bolsterless system axis, the wheel axis positioned on the front side of the front of the steering bogie, of the front portion
And the longitudinal direction of the support stiffness against the steering bogie, the axle located at the rear side of the rear of the steering <br/> truck, against the steering bogie of the rear portion
That a longitudinal direction supporting rigidity, while the relatively soft, the wheelset positioned on the rear side of the front of the steering bogie, of the front portion
And the longitudinal direction of the support stiffness against the steering bogie, the axle located in front of said rear steering <br/> truck, against the steering bogie of the rear portion
A railcar having a relatively rigid support stiffness in the front-rear direction . 6. The railway vehicle according to claim 4, wherein the steering bogie is a pendulum bogie. Wherein said steering truck, each of said axle, a steering bogie of the front and rear biaxial with intervening axial spring device coupled with the bogie frame for rotation relative to the bogie frame constituting the the steering bogie A flexible coupling is provided between the shaft spring device of one of the wheel sets and the bogie frame so as to be elastically deformable in the front-rear direction, and the shaft spring device of the other shaft is rigidly connected to the bogie frame. The railway vehicle according to any one of claims 4 to 6, wherein the railway vehicle is configured as follows. 8. The railway vehicle according to claim 7, wherein a laminated rubber laminated so as to sandwich rubber between base metals is used as said elastic support means. 9. The railway vehicle according to claim 8, wherein the laminated rubber is fixed to the bogie frame at the upper layer of the base metal, is secured to the shaft spring device at the lower base metal, these metal base Is a railway vehicle characterized in that rubber is sandwiched from above and below, from left and right, and not from front to back. 10. A train formed by the railway vehicle according to any one of claims 4 to 9.