JP3588023B2 - Rail-to-rail variable bogie for railway vehicles - Google Patents

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a rail-to-rail variable bogie that can change a wheel interval (gauge) in order to continuously travel on rails having different gauge distances such as a Shinkansen and a conventional line, and more particularly Also, the present invention relates to a rail-carriage variable bogie for a railway vehicle capable of reliably fixing wheels to a state where the gauge cannot be changed, even when the bogie frame of the variable-gauge bogie jumps up due to a track abnormality or the like.
[0002]
In Japanese railways, for example, a standard gauge with a gauge of 1435 mm used for Shinkansen and the like and a narrow gauge with a gauge of 1067 mm used for conventional lines and the like are used in combination. If a railway vehicle that can run continuously on the train is developed, its merits such as convenience for passengers, shortened arrival time, and reduced railway construction costs are extremely large.
In view of this, the applicant of the present application has developed various rail-gauge variable bogies for railway vehicles, and has filed applications beforehand. (See JP-A-8-332950 and others)
[0003]
An outline of the structure of such a rail-to-rail variable bogie will be described with reference to FIG. 7. The axle 2, which is supported to be able to move up and down with respect to the axle box 1 attached to the bogie frame D, includes: An axle outer cylinder 3 is fitted slidably in the axial direction of the axle 2. Wheels 5 are rotatably supported by the axle outer cylinder 3 via bearings 4. On the other hand, a pair of engaging projections 7 and 8 are juxtaposed at a predetermined interval in the axial direction of the axle 2 on the upper surface of the locking block 6 fixed to the end of the axle outer cylinder 3. On the other hand, the axle box 1 is provided with an engagement hole 9 and a relief hole 10 that can engage with the engagement protrusions 7 and 8, respectively.
[0004]
As a result, as shown by the solid line in FIG. 7, when the engaging projection 7 on the left side of the drawing and the engaging hole 9 are engaged, the locking block 6, that is, the wheel 5 is fixed to a narrow gauge and cannot change the gauge. Is done. On the other hand, as shown by the imaginary line in FIG. 7, when the engaging projection 8 on the right side of the drawing and the engaging hole 9 are engaged, the wheel 5 is fixed to a standard gauge and cannot change the gauge. Is done.
[0005]
When changing the gauge from the narrow gauge compatible state to the standard gauge compatible state in such a rail-to-rail variable bogie, first, the axle box 1 is slidably mounted on the horizontally extending body support rail 11, The axle box 1, that is, the vehicle body is supported.
Next, when the wheel 5 rolls and moves forward on the track 12 having a downward slope toward the front in the traveling direction, the axle 2 is gradually displaced relative to the vehicle body support rail 11 downward. As a result, the locking block 6 descends with respect to the axle box 1, so that the engagement between the engagement protrusion 7 and the engagement hole 9 is released.
Therefore, in this state, by sliding the axle outer cylinder 3 toward the end of the axle 2 (the left side in the drawing), the gauge distance can be changed to a standard gauge compatible state.
Thereafter, when the wheel 5 rolls and moves forward on the track 12 having an upward slope toward the front in the traveling direction, the locking block 6 gradually rises with respect to the axle box 1, and this time, the engagement protrusion 8 is moved. Since the wheel 5 is engaged with the engaging hole 9, the wheel 5 is locked in a state compatible with the standard gauge so that the gauge cannot be changed.
[0006]
By the way, in the above-described inter-gauge variable bogie, when the bogie frame D jumps up due to a track abnormality or the like during traveling, the axle box 1 rises from the locking block 6 and the engagement between the engaging protrusion 7 or 8 and the engaging hole 9. Is canceled, and the wheel 5 may fall into a state where the gauge can be changed.
[0007]
Therefore, the applicant of the present application has developed and applied for a rail-gauge variable bogie for a railcar in which the wheel 5 is not likely to fall into a rail-gauge changeable state even if the bogie frame jumps up due to a track abnormality or the like. (See Japanese Patent Application No. 9-258815)
[0008]
The outline of the structure of this rail-to-rail variable bogie will be described with reference to FIG. 8. A bogie frame D supported on a shaft spring supporting portion 1 a of an axle box 1 via a shaft spring 13 has a cam surface 14 a. Is attached. A fixing pin 16 is slidably fitted in a cylindrical bush 15 fixed to the side wall of the axle box 1.
The fixing pin 16 is constantly urged toward the shaft spring 13 by a leaf spring (not shown), and comes out of the engaging hole 6a formed in the locking block 6 so that the locking block 6 is not locked to the shaft box 1 in normal times. It has become.
[0009]
In this state, when the bogie frame D jumps up due to a track abnormality or the like, the movable plate 14 also rises and its cam surface 14a moves the fixing pin 16 forward, so that the fixing pin 16 projects to the locking block 6 side and It engages with the hole 6a.
As a result, the locking block 6 is locked to the axle box 1, so that the locking block 6 is lowered to release the engagement between the engagement projection 7 and the engagement hole 9, and the wheel 5 is brought into a state where the gauge can be changed. Never fall.
[0010]
[Problems to be solved by the invention]
By the way, in the rail-to-rail variable bogie described above, the fixing pin 16 locks the locking block 6 to the axle box 1 only when the bogie frame D jumps up due to a track abnormality or the like, and the locking block 6 It is structured so as not to fall with respect to 1.
[0011]
On the other hand, if the locking block 6 is always locked to the axle box 1 so as not to be lowered and the locking of the locking block 6 to the axle box 1 is released only when the gauge is changed, the reliability is further improved. The present invention can provide an excellent gauge-adjustable bogie.
[0012]
Therefore, an object of the present invention is to further improve the rail-gauge variable trolley according to the above-mentioned prior application, so that the locking block is always locked to the axle box except at the time of the rail-gauge change. An object of the present invention is to provide a rail-gauge variable bogie with higher reliability which does not become possible.
[0013]
[Means for Solving the Problems]
In order to solve the above problems, the rail-to-rail variable bogie of the present invention,
An axle box mounted on a bogie frame that supports the body of a railway vehicle;
A locking block that is displaced in the axle box in the vertical direction and the axle axis direction integrally with the wheels,
A locking member that moves forward to lock the locking block to the axle box so as not to be relatively displaceable, and moves back to release the locking of the locking block to the axle box;
Forward movement means for constantly biasing and forward moving the locking member;
Return means for returning the locking member against the urging force of the forward movement means,
A sled slidably supported by the axle box for sliding on support means for supporting the axle box when changing the gauge.
And the returning means,
One end in the front-rear direction is swingably supported by one end in the front-rear direction of the sled, and the other end in the front-rear direction is vertically displaceable on the other end side in the front-rear direction of the sled, and A displacement member whose lower surface is formed flat, wherein the other end is displaced upward by contacting the support means at the time of changing the gauge.
A rod whose lower end is pivotally supported at the other end of the displacement member and extends vertically.
And a cam pivotally supported by the axle box so as to be swung when the rod rises to move the locking member back.
[0014]
Further, the return means further includes a position adjusting member capable of adjusting its vertical position with respect to the rod by screwing into a male screw portion formed at an upper end of the rod and rotating relative to the rod. Have
One of the cam teeth engages with the position adjusting member, and the other cam tooth engages with the locking member.
[0015]
That is, in the rail-to-rail variable bogie of the present invention, the locking member is always urged by the forward movement means to be moved forward, and the locking block is always locked to the axle box. Even if the frame jumps up, the locking block is not displaced in the axle box, and the wheels are not brought into a state where the gauge can be changed.
On the other hand, when the gauge is changed, the displacement member comes into contact with the support means and is displaced, and the returning means releases the locking member to release the locking of the locking block to the axle box. It can be displaced and the gauge can be changed.
[0016]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an embodiment of a rail-to-rail variable bogie according to the present invention will be described in detail with reference to FIGS. 1 to 6.
Here, FIG. 1 is a fragmentary front view showing an embodiment of the rail-to-rail variable bogie according to the present invention in a narrow-gauge compatible state and with a locking block locked to an axle box. FIG. 2 is a side cross-sectional view showing an enlarged main part of FIG. 2, and FIG. 4 is a side cross-sectional view showing a state where a locking block is locked to an axle box. FIG. 5 is a side sectional view showing a state in which the locking block is unlocked from the axle box, and FIG. 6 is an enlarged side view of a main part showing another embodiment of the reversing means for reversing the locking member. .
In the following description, the same reference numerals will be used for the same parts as the above-described conventional technology, and the vertical direction with respect to the ground will be referred to as the vertical direction, and the vehicle body width direction of the railway vehicle, that is, the axial direction of the axle will be referred to as the left-right direction. In some cases, the traveling direction of a railway vehicle is referred to as the front-back direction.
[0017]
First, referring to FIGS. 1 and 2, the structure of the rail-to-rail variable bogie according to the present embodiment will be briefly described. The axle 2 supported to be vertically displaceable with respect to the axle box 20 has an axle outside. The cylinder 3 is slidably fitted in the axial direction of the axle 2. The wheel 5 is rotatably supported by the outer cylinder 3 via a bearing (not shown).
[0018]
A pair of engaging projections 7 and 8 are juxtaposed at a predetermined interval in the axial direction of the axle 2 on the upper surface of the locking block 30 fixed to the end of the axle outer cylinder 3. On the other hand, the axle box 20 is provided with an engagement hole 9 and a relief hole 10 which can be engaged with the engagement protrusions 7, 8, respectively.
[0019]
Thereby, as shown by the solid line in FIG. 1, when the engaging projection 7 on the left side of the drawing and the engaging hole 9 are engaged, the locking block 30, that is, the wheel 5 is fixed in a narrow gauge compatible state so that the gauge distance cannot be changed. You.
On the other hand, in a state where the engagement projection 8 and the engagement hole 9 on the right side in the figure are engaged, as shown by an imaginary line in FIG. You.
[0020]
On the other hand, as shown in FIG. 1, a vehicle body support rail 40 and a vehicle body guide rail 50 are arranged on the ground G so as to extend in parallel with the track 12.
[0021]
The vehicle body support rail 40 has a U-shaped cross section opened upward in the vertical direction, and includes therein a number of vehicle body support rollers 42 rotatably supported by a horizontal shaft 41 as shown in FIG. The vehicle body support rails 40 are arranged at predetermined intervals in the longitudinal direction.
At the lower end of the axle box 20, a sled 43 sliding on the vehicle body support roller 42 is swingably supported by a support shaft 44 extending horizontally in the left-right direction.
The support shaft 44 is screwed to the shaft box 20 via a plurality of spacers 45 so that the position of the support shaft 44 in the vertical direction with respect to the shaft box 20 can be adjusted.
Thus, even when the outer diameter of the wheel 5 is reduced due to the grinding of the tread surface of the wheel 5, the sled 43 is securely mounted on the vehicle body support roller 42 when the gauge is changed, so that the vehicle body of the railway vehicle is securely mounted. Can be supported.
[0022]
When the sled 43 slides on the vehicle body supporting roller 42 and advances, the vehicle body guide rail 50 moves the axle box 20 so that the vehicle body can be maintained at a predetermined position in the width direction with respect to the track 12. In the upper end portion of the main body portion 51 extending upward from the ground G, a concave groove opening toward the track 12 is formed.
A large number of rollers 52 rotating around a vertical axis are arranged at predetermined intervals in the longitudinal direction of the vehicle body guide rail 50 inside the concave groove.
Further, since the slide plate 53 provided on the side surface of the lower end portion of the shaft box 20 comes into contact with the rollers 52, the shaft box 20 is guided, so that the vehicle body can be maintained at a predetermined position in the width direction with respect to the track 12. it can.
[0023]
On the other hand, on the side surface of the sled 43 on the track 12 side, a thick plate-shaped displacement member 60 having substantially the same cross-sectional shape is arranged so as to be in close contact with it.
One end of the displacement member 60 in the front-rear direction is pivotally supported by a support shaft 61 on one end of the sled 43 in the front-rear direction.
In the center of the displacement member 60 in the longitudinal direction, an oval through hole 63 is vertically formed through which a support shaft 44 for supporting the sled 43 is inserted.
Accordingly, when the displacement member 60 is not in contact with the vehicle body support roller 42, the swing end 62 descends with respect to the sled 43 until the inner wall surface of the through hole 63 contacts the upper surface of the support shaft 44. .
On the other hand, when the displacement member 60 is in contact with the vehicle body support roller 42, the swing end 62 rises with respect to the sled 43 until the lower surface 64 of the displacement member 60 is flush with the lower surface of the sled 43. .
[0024]
Further, since the lower surface 64 of the displacement member 60 is formed flat, when the displacement member 60 slides on the plurality of vehicle body support rollers 42, the displacement member 60 keeps a horizontal state and the swing end 62 Does not change.
Further, since both end portions 65 and 66 of the lower surface 64 in the front-rear direction are formed into curved surfaces, the contact with and the separation from the vehicle body support roller 42 are performed smoothly.
[0025]
The lower end of a rod 70 extending in the up-down direction is pivotally supported by a pin 71 on the swing end 62 of the displacement member 60.
The male screw portion formed at the upper end of the rod 70 is screwed into the female screw portion formed on the inner peripheral surface of the bottomed cylindrical position adjusting member 72. Thus, by rotating the position adjusting member 72 relative to the rod 70 and adjusting the vertical position thereof, and by tightening the lock nut 73, the two can be fixed so as not to rotate relative to each other.
[0026]
Thereby, when the vertical position of the sled 43 with respect to the axle box 20 is adjusted by adjusting the number of spacers 45 to be attached in accordance with the change in the outer diameter of the wheel 5 due to the cutting of the tread surface of the wheel 5, the rod 70 By rotating the position adjusting member 72 relatively, the vertical position of the position adjusting member 72 with respect to the axle box 20 can be adjusted.
[0027]
A holder 80 that holds the position adjusting member 72 so as to be vertically displaceable is attached to the surface 21 of the axle box 20 with bolts B.
The position adjusting member 72 is inserted into a through hole 81 formed through the lower portion of the holder 80, and is constantly urged downward by a coil spring 82 mounted in the through hole 81.
Further, a cam tooth groove 74 is cut at the upper end of the position adjusting member 72.
[0028]
The holder 80 also rotatably supports a cam 83 for converting a vertical movement of the position adjusting member 72 into a forward and backward movement of a locking pin 90 described later by a support shaft 84 so as to be swingable.
In the cam 83, one cam tooth 85 is engaged in the cam tooth groove 74 of the position adjusting member 72, and the other cam tooth 86 is cut at the rear end of the locking pin 90 . It is engaged in the cam tooth groove 91.
Thus, when the position adjusting member 72 is displaced upward integrally with the rod 70, the locking pin 90 is pushed rearward (to the right in the drawing) by the action of the cam 83.
[0029]
The locking pin 90 is inserted into a through hole 87 whose main body portion 92 extends through the upper portion of the holder 80 and extends horizontally in the front-rear direction, and is provided with a coil spring 88 mounted in the through hole 87. It is always urged toward the axle box 20 and moved forward to the axle box 20 side. However, the locking pin 90 stops at a predetermined position when the flange portion 93 contacts the surface of the axle box 20.
A locking portion 94 provided at the left end of the locking pin 90 in the drawing is inserted into a through hole 23 penetrating from the surface 21 of the shaft box 20 to the inner space 22.
As a result, the locking portion 94 is always urged and moved forward by the coil spring 88, and projects into the inner space 22 of the shaft box 20 until the flange portion 93 contacts the surface 21 of the shaft box 20. Let me do.
[0030]
Further, the locking block 30 has a pair of downwardly-opened engagement grooves 32 and 33 for receiving the locking portion 94 of the locking pin 90 at the lower end of the portion 31 that slides on the inner wall surface 24 of the shaft box 20. have.
As shown in FIG. 1, the distance between the engagement grooves 32 and 33 in the axle axis direction is equal to that of the engagement protrusions 7 and 8 of the locking block 30.
The locking pin 90 engages with the engaging groove 32 on the axle shaft end side in the narrow gauge compatible state, but engages with the wheel side engaging groove 33 in the standard gauge compatible state.
[0031]
Next, the operation of the rail-to-rail variable bogie of the present embodiment configured as described above will be described with reference to FIGS. 1 to 5.
[0032]
The change in the gauge of the variable-gauge trolley is automatically performed by the variable-gauge trolley passing through the gauge-change section in which the body support rails 40 and the body guide rails 50 are arranged side by side with respect to the track 12.
At this time, the sled 43 provided at the lower end of the axle box 20 rests on the vehicle body support rollers 42, so that the axle box 20, that is, the body of the railway vehicle is supported by the vehicle body support rails 40.
Therefore, the displacement member 60 attached to the sled 43 does not come into contact with the vehicle body support roller 42 at the normal time without changing the gauge, but the displacement member 60 slides on the vehicle body support roller 42 at the time of changing the gauge.
[0033]
In a normal state where the displacement member 60 does not contact the vehicle body support roller 42, the displacement member 60 is mainly driven by the weight of itself, the weight of the rod 70 and the position adjusting member 72, and the downward urging force of the coil spring 82 as shown in FIGS. As shown in FIG. 4, the swinging end 62 is displaced downward until the upper inner wall surface of the through hole 63 comes into contact with the upper surface of the support shaft 44.
[0034]
In a normal state where the displacement member 60 is not in contact with the vehicle body supporting roller 42, the locking pin 90 moves toward the shaft box 20 by the urging force of the coil spring 88 until the flange portion 93 contacts the surface 21 of the shaft box 20. The locking portion 94 is protruded into the inner space 22 of the axle box 20 and engages with the engagement grooves 32 and 33 of the locking block 30 to lock the locking block 30 to the axle box 20.
[0035]
Therefore, the rotation position of the cam 83 about the support shaft 84 is accurately adjusted so that the locking pin 90 does not prevent the locking block 30 from being locked to the shaft box 20.
Then, after the position adjusting member 72 is rotated relative to the rod 70 to adjust the vertical position of the position adjusting member 72, the lock nut 73 is tightened to fix the two so that they do not rotate relative to each other.
When the outer diameter of the wheel 5 changes due to the grinding of the tread surface of the wheel 5, the same applies when the number of spacers 45 is adjusted and the vertical position of the sled 43 with respect to the axle box 20 is adjusted. Make adjustments.
[0036]
Thus, the locking block 30 is locked to the axle box 20 by the locking pin 90, and cannot be lowered in the inner space 22 of the axle box 20.
Therefore, even if the bogie frame D jumps up due to a track abnormality or the like, the axle box 20 does not rise from the locking block 30 (the locking block 30 descends with respect to the axle box 20). The engagement with the engagement hole 9 is released, and it is possible to reliably prevent the wheel 5 from falling into a state where the gauge can be changed.
[0037]
On the other hand, when the gauge variable carriage enters the gauge change section, the displacement member 60 comes into contact with the vehicle body support roller 42.
At this time, since the front end portion 65 and the rear end portion 66 of the displacement member 60 are each formed to be curved, the contact between the displacement member 60 and the vehicle body support roller 42 is performed smoothly.
Further, since the lower surface 64 of the displacement member 60 is formed as a flat surface, the displacement member 60 is maintained in a horizontal state when the displacement member 60 slides on a large number of vehicle body support rollers 42, and the swing end 62 Are not displaced in the vertical direction.
[0038]
When the displacement member 60 slides on the vehicle body support roller 42, the swing end 62 is displaced upward, so that the rod 70 and the position adjustment member 72 are lifted integrally. Then, since the cam teeth 85 and the cam teeth 85 formed at the upper end of the position adjusting member 72 are engaged, the cam 83 is rotated around the support shaft 84 clockwise in the drawing.
Further, since the cam teeth 86 of the cam 83 are engaged with the cam tooth grooves 91 of the locking pin 90, the locking pin 90 is disengaged from the shaft box 20 by the cam 83 against the urging force of the coil spring 88. It is moved back to the side that separates.
When the locking pin 90 is moved back, the engagement between the locking portion 94 and the engaging grooves 32 and 33 of the locking block 30 is released. Can be lowered.
[0039]
Thereafter, when the track-variable bogie further proceeds in the track-change section, the track 12 gradually descends with respect to the vehicle body support rail 40, so that the locking block 30 displaced integrally with the wheel 5 gradually descends in the axle box 20. Then, the engagement between the engagement protrusion 7 and the engagement hole 9 is released, and the gauge can be changed.
Then, by sliding the axle outer cylinder 3 in the axle axis direction in this state, the gauge distance can be changed from the narrow gauge compatible state to the standard gauge compatible state.
Then, when the track-variable bogie further proceeds in the track-change section, the track 12 gradually rises with respect to the vehicle body support rail 40, so that the locking block 30 displaced integrally with the wheel 5 gradually rises inside the axle box 20. Since the engaging projection 8 and the engaging hole 9 are engaged with each other, the wheel 5 is fixed at a position corresponding to the standard gauge so that the gauge cannot be changed.
[0040]
That is, in the rail-to-rail variable bogie of the present embodiment, since the displacement member 60 is attached to the sled 43, the displacement member 60 can be reliably brought into contact with the vehicle body support roller 42 to be displaced.
Further, since the vertical position of the position adjusting member 72 with respect to the rod 70 can be adjusted, the locking portion 94 of the locking pin 90 accurately adjusts the amount of protrusion of the shaft box 20 into the inner space 22, and the locking block 30 can be securely locked to the axle box 20.
[0041]
As described above, one embodiment of the rail-to-rail variable bogie according to the present invention has been described in detail. However, it is needless to say that the present invention is not limited to the above-described embodiment, and various modifications are possible.
For example, in the above-described embodiment, one of the cam teeth 85 of the cam 83 is engaged with the cam tooth groove 74 cut out at the upper end of the position adjusting member 72, as shown in FIG. Thus, the upper end surface 76 of the position adjusting member 75 may be formed into a curved surface , and the cam teeth 85 may be placed on the upper end surface 76.
Further, in the above-described embodiment, the displacement member 60 is supported by the sled 43 sliding on the vehicle body support roller 42, but the displacement member 60 may be directly supported by the shaft box 20.
[0042]
【The invention's effect】
As is apparent from the above description, in the present invention, the locking member always locks the locking block to the axle box when the displacement member does not come into contact with the support means supporting the axle box at the time of the change of the gage. Only when the displacement member comes into contact with the support means during the change, the locking of the locking block to the axle box by the locking member is released.
Thus, even if the bogie frame jumps up due to a track abnormality or the like in a normal state where the gauge change is not performed, the axle box does not rise from the locking block, so that the wheels can be reliably fixed to the gauge impossible change state.
When the gauge is changed, the displacement member comes into contact with the vehicle body supporting means and is displaced, and the locking member is moved back to release the locking of the locking block to the axle box. Therefore, the gauge change can be performed smoothly.
Therefore, according to the present invention, it is possible to provide a rail-gauge variable bogie for a railway vehicle in which the reliability of the function of fixing the wheels in a state in which the rail-gauge cannot be changed is further improved.
[Brief description of the drawings]
FIG. 1 is a fragmentary front elevational view showing an embodiment of a rail-to-rail variable bogie according to the present invention in a state compatible with a narrow gauge and a state in which a locking block is locked to an axle box.
FIG. 2 is a side view of main parts of the rail-to-rail variable bogie shown in FIG. 1;
FIG. 3 is an enlarged side sectional view showing a main part of FIG. 2;
FIG. 4 is a side sectional view showing a state where a locking block is locked to an axle box.
FIG. 5 is a side sectional view showing a state where the locking of the locking block to the axle box is released.
FIG. 6 is an enlarged side view of a main part showing another embodiment of a returning means for returning a locking member.
FIG. 7 is a front sectional view of a rail-to-rail variable bogie according to JP-A-8-332950.
FIG. 8 is a cutaway side view of a main part of a rail-to-rail variable bogie according to Japanese Patent Application No. 9-258815.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Axle box 2 Axle 3 Axle outer cylinder 4 Bearing 5 Wheel 6 Locking block 7, 8 Engagement protrusion 9 Engagement hole 10 Escape hole 11 Car body support rail 12 Track 13 Shaft spring 14 Movable plate 15 Bush 16 Fixing pin 20 Shaft box 21 Axle box surface 22 Inner space 23 Through hole 24 Inner wall surface 30 Locking block 32, 33 Engagement groove 40 Body support rail 41 Horizontal shaft 42 Body support roller 43 Sleigh 44 Support shaft 50 Body guide rail 60 Displacement member 61 Support shaft 62 swing Moving end 63 Through hole 70 Rod 72 Position adjusting member 73 Lock nut 74 Cam tooth groove 75 Position adjusting member 76 Upper end surface 80 Holder 82 Coil spring 83 Cam 84 Support shafts 85 and 86 Cam teeth 88 Coil spring 90 Locking pin 91 Cam teeth Groove 92 Body part 93 Flange part 94 Locking part

Claims (2)

An axle box mounted on a bogie frame that supports the body of a railway vehicle;
A locking block that is displaced in the axle box in the vertical direction and the axle axis direction integrally with the wheels,
A locking member that moves forward to lock the locking block to the axle box so as not to be relatively displaceable, and moves back to release the locking of the locking block to the axle box;
Forward movement means for constantly biasing and forward moving the locking member;
Return means for returning the locking member against the urging force of the forward movement means,
A sled slidably supported by the axle box, which slides on support means for supporting the axle box when changing the gauge.
The return means,
One end in the front-rear direction is swingably supported by one end in the front-rear direction of the sled, and the other end in the front-rear direction is vertically displaceable on the other end side in the front-rear direction of the sled, and A displacement member whose lower surface is formed flat, wherein the other end is displaced upward by contacting the support means at the time of changing the gauge.
A rod whose lower end is pivotally supported at the other end of the displacement member and extends vertically.
A railcar which is pivotally supported by the axle box and is pivotally supported by the axle box, the cam being pivoted when the rod ascends to return the locking member. A trolley with variable gauge. The return means further includes a position adjusting member capable of adjusting its vertical position with respect to the rod by screwing into a male screw portion formed at an upper end of the rod and rotating relative to the rod. ,
The rail between rails according to claim 1, wherein one of the cams is engaged with the position adjusting member, and the other cam is engaged with the locking member. Variable trolley.

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