JP5180143B2 - Railcar bogie - Google Patents

Description

  The present invention relates to a railway vehicle carriage provided with an axle box support device that elastically supports a wheel shaft using laminated rubber at a position in the front-rear direction of the carriage with the wheel shaft interposed therebetween, and more particularly, with high-speed running stability in a straight line, The present invention relates to a railcar bogie having an axle box support device that is also excellent in curve passing by steering.

  In recent years, speeding-up of railway vehicles has been demanded, and how to solve unstable running on straight roads and increase in wheel lateral pressure on curved roads has become an issue. A shaft box support device that does not have a steering function is a contradiction between the requirement for straight traveling and the requirement for curved traveling. That is, if the rigidity of the shaft spring is lowered, the wheel easily follows the curve of the track, while meandering on a straight road is likely to occur. On the contrary, if the rigidity of the shaft spring is increased, straight running stability can be obtained, but the attack angle becomes large on a curved road. In that regard, Patent Document 1 below discloses a shaft box support device for a railway vehicle carriage configured to have a substantial self-steering function.

  FIG. 8 is a plan view showing a part of the axle box support device described in Patent Document 1. As shown in FIG. On the curved road, an attack angle α is generated between the wheel 110 and the rail 200, and a lateral pressure Q and a longitudinal force F act on the wheel 110. Since the lateral pressure Q is larger than the longitudinal force F, it becomes a couple force that rotates the wheel 110 around the center of the axle 160 with respect to the spring shaft 130 via the axle box 120 from the wheel 110. The movement of the spring shaft 130 is restricted by the restriction of the link 140, but the link 140 swings as indicated by a two-dot chain line with the coupling portion as a fulcrum when the elastic body 150 is bent. Therefore, when the spring shaft 130 is moved by the lateral pressure Q, the axle box 120 is displaced forward and obliquely inside the curve, and the attack angle α is reduced. On the other hand, in traveling on a straight road, the link 140 restrains the spring shaft 130, so that the direction of the axle box 7 is stabilized and the meandering is prevented.

Japanese Patent No. 2834295 JP 2006-103424 A

  Conventional railcar trolleys are equipped with a self-steering system that rotates a wheel shaft (axle and wheel) so that the wheel naturally follows the curve of the rail when subjected to lateral pressure during curved traveling, and a forcible wheel shaft by providing a cylinder or the like. There is a forced steering system that rotates the. In the forced steering system, the mechanism becomes complicated and the cost is increased, and the vehicle weight is also increased. On the other hand, in the case of self-steering, the configuration is simple, but there is a problem in that both the straight running and the curved running are compatible as described above.

  In addition to Patent Document 1 described above, Patent Document 2 proposes a railcar bogie that employs a self-steering method, and its configuration is simpler than that of forced steering. However, it still has a structure in which a link mechanism is added in addition to the spring member, and it is necessary to add a space and member for that purpose to make it a different structure from the conventional structure, which requires a design change and increases costs. Was inevitable. Further, in the axle box support device shown in FIG. 8, severe sliding occurs in the vertical direction between the spring shaft 130 and the link 140, which is not realistic because it is reversed from today's design to prevent wear as much as possible.

  Accordingly, an object of the present invention is to provide a railcar bogie that is excellent in high-speed running stability in a straight line and excellent in curve passing by self-steering with a simple configuration in order to solve such a problem.

  In the railcar bogie according to the present invention, the axle box support device that elastically supports the wheel shaft includes a pair of front and rear laminated rubbers that elastically support the load in the horizontal direction at two mounting portions on the front and rear sides of the bearing portion of the wheel shaft. The pair of laminated rubber includes a pair of spring portions each having a pair of spring portions that are alternately laminated with rubber plates and metal plates, the plane shape being substantially fan-shaped, and the pair of spring portions. Is mounted so as to be arranged at a predetermined position in the mounting portion, and the arrangement position of the spring portion is, when viewed in plan, the one set of laminated rubber, When one of the laminated rubbers is seen in the circumferential direction, the curly part has no spring portion, and in the other mounting part, the other of the laminated rubbers is in a position corresponding to the curly part of the one laminated rubber when seen in the circumferential direction. A spring portion of the laminated rubber, and the wheel shaft An imaginary circle drawn with the center of rotation as a center point is configured such that each of the set of laminated rubbers attached to the two places passes through the currant portion where no spring portion exists. And

In addition, the railcar bogie according to the present invention has an end of a spring portion when a straight line in the longitudinal direction of the bogie passing through the center of the laminated rubber is defined as an X axis and a straight line in the lateral direction of the bogie perpendicular to the X axis is defined as a Y axis. It is preferable that the distance from the X axis or the Y axis of the portion is larger on the Y axis side than on the X axis side.
Further, in the railcar bogie according to the present invention, the pair of laminated rubbers provided in the axle box support device have the same shape, and the spring parts of the laminated rubbers are attached to the two attachment parts. It is preferable that the positioning means is attached so as to be arranged at predetermined positions.
In the railcar bogie according to the present invention, the laminated rubber is formed by integrally forming a pair of the spring portions on a cylindrical member, and the cylindrical member is attached to a fixing pin fixed downward on the bogie frame. The fixing means is attached by a support member fixed to the lower end of the fixed pin, and the positioning means is attached to the key groove formed in the fixed pin and the cylindrical member, and the support member fitted in the key groove. It is preferable that the key protrusion is formed.

Further, in the railway vehicle bogie according to the present invention, it is preferable that the spring portion has a sector-shaped center point formed by the laminated rubber plates shifted from the center point of the laminated rubber away from the rubber plate. .
Further, in the railcar bogie according to the present invention, it is preferable that the spring portion has a stacked rubber plate with a size in the height direction reduced from the inner peripheral side to the outer peripheral side.

In addition, the railcar bogie according to the present invention preferably includes a stopper that restricts deformation of the spring portion beyond a predetermined level.
In the railcar bogie according to the present invention, it is preferable that the stopper is formed of a rubber material in accordance with the shape of the curly portion, which is disposed in the curled portion of the laminated rubber.
In the railcar bogie according to the present invention, the stopper is a link connected by a pin between the bogie frame and the axle box support device, and a dead zone is provided between the pins at the connecting portions at both ends. It is preferable that the buffer part by the provided rubber material is formed.

  Therefore, according to the present invention, the arrangement of the spring portion of a set of laminated rubbers has been devised to reduce the turning rigidity of the wheel shaft, improve self-steerability, and enable stable curve traveling. In addition, since the compression rigidity with respect to the horizontal load in the front, rear, left, and right directions is ensured, running stability with respect to the bobber snake behavior on a straight road can be obtained. In addition, when a pair of laminated rubber having the same shape is used, it is possible to appropriately assemble the spring portions with respect to the respective attachment portions without making a mistake by providing positioning means. And this invention can achieve the said effect without incurring cost by changing the arrangement | positioning of laminated rubber in this way, and using a thing of the same shape for a set of laminated rubber. Furthermore, the self-steerability can be further improved by the above-described means, and an appropriate turning of the axle can be performed by providing a stopper so that the spring portion is not deformed more than necessary.

It is the side view which showed a part in section about the axle box support device provided in the bogie for rail vehicles of an embodiment. It is the figure which showed the horizontal direction support part in the AA arrow of FIG. 1 about the axle box support apparatus of embodiment. It is the figure which showed each laminated rubber about four axle box support apparatuses provided in one trolley | bogie. It is the top view which showed arrangement | positioning about the laminated rubber of an axle box support apparatus. It is the top view which showed laminated rubber about the axle box support apparatus which enlarged left-right rigidity. It is the figure which showed the stopper formed in the horizontal direction support part of a shaft box support apparatus. It is the figure which showed the stopper mechanism by the link which prevents the excessive deformation | transformation of laminated rubber. It is the top view which showed the conventional axle box support apparatus which comprises the truck for railroads.

  Next, one embodiment of a railway vehicle carriage according to the present invention will be described below with reference to the drawings. FIG. 1 is a side view showing a part of the axle box support device provided in the railway vehicle carriage according to the present embodiment. A railway vehicle has, for example, two railway vehicle carriages (hereinafter simply referred to as “carts”) on the front and rear of the vehicle body, and each vehicle is mounted with a vehicle body via air springs provided on the left and right sides. Yes. A wheel shaft having wheels on the left and right is in front of and behind the cart, and a shaft box support device as shown in FIG. 1 is formed between the wheel shaft and the side beam 1 constituting the cart frame.

  The axle box support device 10 is provided under the side beam 1 and has a structure that elastically supports the carriage frame in the vertical direction and the front-rear and left-right directions (horizontal direction). That is, the shaft box body 12 having the bearing portion 11 that supports the wheel shaft is provided with the vertical support portion 17 that elastically supports the carriage in the vertical direction between the side beam 1 and the position where the bearing portion 11 is sandwiched. In addition, a pair of horizontal support portions 18, 18 that elastically support the carriage in the front-rear and left-right directions (horizontal direction) are configured.

  As shown in the figure, double springs 21 and 22 are disposed on the vertical support portion 17. A cylindrical case 23 is integrally formed on the side beam 1, and coil springs 21 and 22 are placed therein. An upper spring receiver 24 is provided on the upper cover of the case 23, and a lower spring receiver 25 is provided on the axle box body 12. The upper and lower ends of the coil springs 21 and 22 are assembled to each other.

  A laminated rubber 30 constituting the horizontal support portion 18 is assembled to the axle box 12 on both sides in the front-rear direction (left-right direction in the figure) of the carriage with the bearing portion 11 interposed therebetween. Here, FIG. 2 is the figure which showed the horizontal direction support part 18 in the AA arrow arrow of FIG. 1 about the axle box support apparatus of this embodiment. The shaft box body 12 is formed with a cylindrical spring receiver 13 penetrating in the vertical direction across the bearing portion 11, and a laminated rubber 30 (30A, 30B) is assembled therein as an elastic member. The axle box support device 10 has a structure in which the above-described coil springs 21 and 22 bear the load in the vertical direction applied to the carriage frame, and the laminated rubber 30 bears the load in the horizontal direction applied to the carriage frame.

  The axle box support device 10 has horizontal support portions 18 at two locations on the front and rear sides, and laminated rubbers 30A and 30B having the same shape are assembled to each. The laminated rubber 30 includes a pair of fan-shaped spring portions 30p and 30q in which a plurality of rubber plates 31 curved in an arc shape and a metal plate 32 are overlapped. The pair of spring portions 30p and 30q are integrally formed with the inner peripheral side connected to the cylindrical holder 33, and are disposed at positions that are point-symmetric about the axis of the holder 33. The spring portions 30p and 30q are formed such that the rubber plate 31 and the metal plate 32, which are overlapped in the radial direction, are reduced in size in the height direction from the inside connected to the holder 33 to the outside.

  The laminated rubber 30 is assembled by fitting the holder 33 to the fixing pin 14 whose outer peripheral side is supported by mounting to the spring receiver 13 and whose inner peripheral side extends downward from the side beam 1. The fixing pin 14 is fixed to the side beam 1, and a mounting plate 15 is fastened to the lower end of the fixing pin 14 with a screw to support a holder 33 attached to the fixing pin 14. A convex key projection 15a projecting upward is formed on the mounting plate 15, and is fitted into the key grooves 14a and 33a formed in the fixing pin 14 and the holder 33 (see FIG. 2). Positioning is possible.

  That is, when the key groove 14a of the fixing pin 14 fixed to the side beam 1 and the key groove 33a of the holder 33 attached to the fixing pin 14 coincide with each other, the key protrusion 15a of the mounting plate 15 can be fitted. Thus, the assembled state of the laminated rubber 30 is uniquely determined as shown in FIG. In particular, in the present embodiment, when the pair of front and rear horizontal support portions 18 and 18 are compared, the positions of the spring portions 30p and 30q of the laminated rubbers 30A and 30B are shifted by 90 degrees as illustrated. Yes. Therefore, the key grooves 14a formed on the fixing pins 14 are shifted by 90 degrees, and even when the laminated rubber 30 having the same shape is assembled to the horizontal support portions 18 and 18, as shown in FIG. The arrangement of the laminated rubber 30 </ b> A and the arrangement of the laminated rubber 30 </ b> B are necessarily shifted by 90 degrees.

By the way, the axle box support device 10 of the present embodiment realizes a cart that is excellent in high-speed running stability and curve passing property by the assembling direction of the laminated rubber 30. FIG. 3 is a view showing the laminated rubbers 30A and 30B for the four axle box support devices 10 provided on one carriage.
In addition, the reference numerals of the laminated rubbers 30A and 30B are “30A” when the positions of the spring portions 30p and 30q are arranged obliquely to the right in the traveling direction S, and “30B” are arranged obliquely to the left. " In addition, as shown in FIG. 3, the reference numerals of the spring portions 30p and 30q are “30p” when viewed in the traveling direction and “30p” when viewed in the traveling direction. “30q”.

  The cart 5 is formed with a cart frame in which the left and right side beams 1 are connected by the horizontal beam 2, and has axles on the front and rear thereof, and the respective axles are supported by the left and right axle box support devices 10. In addition, the point O shown in the figure represents the turning center of the wheel shaft. Further, four sets of laminated rubbers 30 </ b> A and 30 </ b> B constituting the axle box support device 10 are provided on the front, rear, left and right of the carriage 5. When viewed with each axle box support device 10, as described above, the positions of the spring portions 30p, 30q of the laminated rubbers 30A, 30B are shifted by 90 degrees. On the other hand, when viewed as a whole of one carriage 5, the laminated rubbers 30A and 30B are assembled in the same pattern before and after the side beam 1, and the positions of the laminated rubbers 30A and 30B are reversed in the left and right directions, and the spring portion. The arrangement of 30p and 30q is symmetrical.

  Next, FIG. 4 is a plan view showing the arrangement of the laminated rubbers 30 </ b> A and 30 </ b> B of the axle box support device 10. The arc C is a part of an imaginary circle C centered on the point O shown in FIG. 3, and the point O is a turning center of the wheel shaft that performs self-steering when the railcar wheel shaft passes through the curve. The arc C has a radius from the point O to the laminated rubber 30 (fixed pin 14 that is the center of 30A, 30B and the axis O1 of the holder 33. In the present embodiment, this arc C is used. However, the structure and assembly position of the laminated rubber 30 are designed so as to pass through a portion (hereinafter referred to as “curve portion”) 30D in which the rubber plate 31 does not particularly exist of the spring portions 30p and 30q.

  By the way, when the axle box support device 10 that supports the wheel shaft is relatively displaced with respect to the bogie frame (side beam 1), the laminated rubber 30 is a rubber laminated in the radial direction with respect to the load applied in the horizontal direction. The plate 31 (31e, 31f, 31g) receives the compression rigidity due to compression. On the other hand, when the railway vehicle is self-steering by curving, the laminated rubber 30 receives a load in the tangential direction of the arc C by the turning of the wheel shaft around the point O shown in FIG.

  In this respect, the axle box support device 10 does not have the rubber plates 31e, 31f, 31g overlapping in the tangential direction of the arc C, which is the turning direction of the wheel shaft, with the arc C passing through the currant portion 30D. Therefore, the load due to the turning of the wheel shaft is received not by the compression rigidity of the rubber plate 31 but by the deformation of the rubber plates 31e, 31f, 31g in the circumferential direction. Therefore, in the present embodiment, the rigidity (turning rigidity) that receives a load caused by turning of the wheel shaft is low, and as a result, the cart is easily steered when traveling on a curved road.

  On the other hand, the laminated rubber 30 is configured to be supported by the compression rigidity in the laminating direction of the rubber plates 31e, 31f, and 31g with respect to the horizontal load in the front, rear, left and right directions. That is, the laminated rubber 30A, 30B provided with fan-shaped spring portions 30p, 30q in part with respect to the cylindrical holder 33 has the spring portions 30p, 30q when the circumference of the holder 33 is viewed in the circumferential direction. There is a currant portion 30D that does not exist. Therefore, the spring portions 30p, 30q of the other laminated rubber 30B are positioned corresponding to the circumferential positions where the spring portions 30p, 30q of the one laminated rubber 30A do not exist, that is, the positions of the curly portions 30D, 30D. Has been. This relationship is the same when viewed from either of the laminated rubbers 30A and 30B.

Therefore, when viewed with respect to one axle box support device 10, for example, as indicated by arrows in FIG. 3, the load in the front-rear direction is received by the laminated rubber 30A, and the load in the left-right direction is received by the laminated rubber 30B. The load in the direction is received by the compression rigidity of the spring portions 30p and 30q in at least one of the laminated rubbers 30A and 30B.
Accordingly, the pair of laminated rubbers 30A and 30B provided in the axle box support device 10 perform the original function of receiving a horizontal load acting on the carriage 5, while functioning when the wheel axle turns by self-steering. It is comprised so that turning rigidity may become low.

  Next, the configuration of the laminated rubber 30 will be described in more detail based on FIG. In the present embodiment, as described above, the pair of laminated rubbers 30A and 30B is formed so that the circle C centered on the point O passes through the currant portion 30D. Therefore, first, the currant portion 30D is defined in the present embodiment.

  In the spring portions 30p and 30q, a curved rubber plate 31 and a metal plate 32 are overlapped in the radial direction, and the metal plate 32 protrudes at the circumferential end, and the rubber plate 31 is curved in a concave shape. The spring portions 30p and 30q receive the horizontal load of the carriage in the range where the compression rigidity mainly functions. And it is the range which the rubber plate 31 has overlapped seeing in radial direction. Therefore, the range in which the spring portions 30p and 30q exist is the range from the straight lines L1 to L2 shown in the figure, and has a sector shape, and its central angle is θ1 (71.56 °). The currant portion 30D where the spring portions 30p and 30q do not exist is in the range from the straight lines L2 to L3, and the fan-shaped center angle (curve angle) is θ2 (108.44 °).

  Since the laminated rubbers 30A and 30B are attached to the fixing pins 14 fixed to the side beams 1 as described above, when the axle box 12 is relatively horizontally displaced from the side beams 1, the springs The portions 30p and 30q are deformed with reference to the fixing pin 14. In self-steering, a couple of forces is generated in the axle box 12 by turning the wheel shaft, and in the laminated rubber 30A, 30B, a moment with the point O1 that is the axis of the fixed pin 14 as an action point is applied to the spring portions 30p, 30q. work. Therefore, by lowering the rigidity against this moment, the wheel shaft can be more easily turned and the self-steerability is improved.

  Therefore, the spring portions 30p and 30q of the present embodiment are designed such that the rigidity with respect to the moments of the mu plates 31e, 31f, and 31g decreases in the direction away from the fixing pin 14. Such spring portions 30p and 30q are configured such that the straight line L2 and the straight line L10 in the rail direction passing through the point O1 that is the axis of the fixing pin 14 intersect each other. This also applies to the relationship between the straight line L1 and a straight line (not shown) orthogonal to the straight line L10 through the point O1. From another viewpoint, the center O2 of the straight lines L1 and L2 is deviated from O1 which is the center of the laminated rubber 30A and 30B.

  Therefore, when the rubber plates 31e, 31f, and 31g are compared, the center angle of the arc centered on the point O1 that is the moment application point is narrowed from the inner peripheral side 31e to the outer peripheral side 31g. Only the rigidity against the moment is low. Furthermore, as shown in FIG. 1, the height direction dimension is smaller on the outer peripheral rubber plate 31g than on the inner peripheral rubber plate 31e. The rigidity against is low. Accordingly, the turning rigidity of the spring portions 30p, 30q that supports the load caused by turning of the wheel shaft is smaller than that of the rubber plates 31e, 31f, 31g, and it is easy to self-steer.

  As described above, in the cart provided with the axle box support device 10, when the weight of the vehicle body increases with many passengers being elastically supported by the coil springs 21 and 22, the coil springs 21 and 22 contract and sink, and if the vehicle body becomes lighter, the coil springs 21 and 22 are extended, and the cart is lifted. Further, the horizontal rigidity of the coil springs 21 and 22 also functions with respect to the horizontal displacement in the front, rear, left and right generated in the carriage, but is supported mainly by the rigidity of the laminated rubber 30. At this time, in this embodiment, the spring portions 30p, 30q of the pair of laminated rubbers 30A, 30B compensate for the horizontal load acting on the carriage in each direction to ensure the necessary rigidity. Therefore, it is excellent in stability without causing a snake snake behavior for high-speed traveling on a straight road.

  On the other hand, when running on a curve, the wheel shaft is shifted to the outside of the curve due to centrifugal force, and the left and right wheels cause a difference in diameter between the inner and outer wheels due to the tread surface gradient. It runs on the curved part without generating a big slip between the rails. At the time of such curve traveling, according to this embodiment, for the laminated rubber 30A and 30B before and after each axle box support device 10, the curly portion 30D where the spring portions 30p and 30q do not exist is located at the center of rotation of the wheel shaft. Since the circular arc C drawn around a certain point O passes through, the wheel axle is easy to steer because of the low turning rigidity, and the stability during curve traveling can be improved. In this embodiment, the cart having such an effect is arranged by arranging the spring portions 30p and 30q in the axle box support device 10, more specifically, arranging the curly portion 30D where the spring portions 30p and 30q are not present. It has become possible to provide it at a low cost with an extremely simple configuration.

  Further, since the laminated rubbers 30A and 30B have the same shape and are not distinguished from each other, the manufacturing cost and the like can be suppressed in this respect without increasing the number of parts. The laminated rubbers 30A and 30B are the same member that constitutes the axle box support device 10. However, by aligning the key groove 33a of the holder 33 with the key groove 14a of the fixing pin 14, the arrangement of the spring portions 30p and 30q is achieved. It can be securely assembled without making a mistake. This is because when the key groove 14a of the fixing pin 14 and the key groove 33a of the holder 33 are not aligned, the key protrusion 15a of the mounting plate 15 is not fitted and cannot be assembled.

  In railway vehicles, there are rare cases where wheel snake behavior occurs at a traveling speed of about 30 to 40 km / h, but this is not a problem because it has little influence on traveling. In addition, the turning center by the wheel snake behavior is the wheel shaft center. On the other hand, a bogie snake behavior may occur when the traveling speed of the railway vehicle is 180 km / h or higher. At this time, the movement of the wheel shaft is slight yawing and the turning center is near the center of the carriage, so that the movement in the front-rear and left-right directions becomes dominant. Based on such characteristics, the railcar bogie of this embodiment has succeeded for the first time in distributing the rigidity of the laminated rubbers 30A and 30B arranged in the front and rear for each traveling state.

  The axle box support device 10 for a railway vehicle carriage described so far is configured so that the front and rear laminated rubbers 30A and 30B have equal longitudinal and lateral rigidity. In general, a railway vehicle is designed such that the rigidity in the front-rear direction (front-rear rigidity) is larger than the rigidity in the left-right direction (right-left rigidity). However, in order to achieve the effect of the present invention, it is preferable to make the front-rear rigidity and the left-right rigidity equal or to increase the left-right rigidity so that the influence on the turning rigidity is reduced. Therefore, FIG. 5 is a plan view showing the laminated rubber of the axle box support device with increased lateral rigidity.

  This axle box support device has the same configuration as that shown in FIGS. 1 and 2, and is obtained by replacing the laminated rubber 50 (50A, 50B). The laminated rubber 50 has a fan shape in which the arcs of the spring portions 50p and 50q are larger than the spring portions 30p and 30q of the laminated rubber 30, and the enlarged extended portion 51 is located on the far side from the arc C. The positions indicated by the wavy lines in the figure are the ends of the spring portions 30p, 30q constituting the laminated rubber 30, and in the clockwise direction on the laminated rubber 50A side, and in the counterclockwise direction on the laminated rubber 50B. The extended portions 51 each having an enlarged arc of the spring portions 50p and 50q are disposed.

  In other words, the expanded portion 51 of the spring portions 50p, 50q, which is larger than the spring portions 30p, 30q, is provided on the Y-axis side, and the X-axis (front and rear direction of the carriage) and Y-axis (trolley left-right direction) of the end of the spring portion. ) Is larger on the Y-axis side than on the X-axis side. Thus, the spring portions 50p and 50q have more laminated portions perpendicular to the Y-axis direction than the laminated portions in the X-axis direction, and the left-right rigidity is larger than the front-rear rigidity.

  By the way, in this embodiment, although the turning rigidity of the laminated rubber 30 is lowered to improve the self-steering performance, it is not preferable that the wheel shaft turns more than necessary. Therefore, a stopper mechanism that restricts the deformation of the spring portions 30p and 30q that cause excessive deformation is provided. FIG. 6 is a view showing a stopper formed on the horizontal support portion 18. Here, with respect to the laminated rubber 30, a rubber stopper 38 is fixed to the spring receiver 13 of the axle box body 12 in the curly portion 30 </ b> D in order to suppress deformation of the spring portions 30 p and 30 q.

  Even when the laminated rubber 30 is excessively deformed with the turning of the wheel shaft, the end portions of the metal plates 32 of the spring portions 30p and 30q abut against the stopper 38. This enables self-steering in which the wheel axle turns within an appropriate range. In addition, since the stopper 38 in the currant portion 30D restricts deformation not only in the turning direction but also in the front-rear direction, the stopper 38 is formed to have a clearance of about 2 to 5 mm in the front-rear direction of the vehicle body. ing.

  Next, FIG. 7 is a view showing a stopper mechanism having another configuration for preventing excessive deformation of the laminated rubber 30. This utilizes a link 41, and is provided with a buffer part 41a provided with rubber bushes at both ends. The link 41 is connected by a pin to a bracket 42 formed on the lower metal part 16 located below the axle box body 12 and a bracket 43 fixed to the carriage frame (side beam 1) and extending downward. Accordingly, the link 41 regulates the displacement that occurs in the front-rear direction of the axle box body 12, thereby preventing excessive deformation of the laminated rubber 30. In this link 41, a dead zone is formed in the buffer portion 41a, and the rubber bush is not immediately pressed by the displacement of the axle box 12, but a gap of about 2 to 5 mm is formed in the longitudinal direction of the vehicle body. .

As mentioned above, although embodiment was described about the trolley | bogie of this invention, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning.
In the embodiment, the virtual circle C is biased to one of the currant portions 30D as shown in FIG. 4, but the circle C may pass near the center of the currant portion 30D. Further, depending on the fan shape of the spring portions 30p, 30q, etc., the circle C may not pass over the rubber plate 31 even a little.
Moreover, the spring plate 31 of the spring portions 30p, 30q may be one in which the thickness in the radial direction is reduced or the hardness of the rubber is changed so that the rigidity on the outer peripheral side is lowered.

DESCRIPTION OF SYMBOLS 1 Side beam 10 Shaft box support apparatus 12 Shaft box body 14 Fixing pin 15 Mounting plate 17 Vertical support part 18 Horizontal support part 21,22 Coil spring 30 (30A, 30B) Laminated rubber 30p, 30q Spring part 31 Rubber plate 32 Metal plate

Claims (9)

In a railcar bogie comprising a pair of laminated rubber for elastically supporting a load in the horizontal direction at two mounting parts on the front and rear of a wheel box support device that elastically supports the wheel shaft, with the bearing portion of the wheel shaft interposed therebetween,
Each of the set of laminated rubbers includes a rubber plate and a metal plate that are alternately laminated, and has a pair of spring portions that are substantially fan-shaped in a plane shape, and the pair of spring portions are predetermined at the mounting portion. Attached to be placed in position,
The arrangement position of the spring part is
When the one set of laminated rubbers is viewed in plan, at one attachment part, when one of the laminated rubbers is seen in the circumferential direction, the spring part does not exist, and the other attachment part has the same circumference. The spring portion of the other laminated rubber is disposed at a position corresponding to the currant portion of the one laminated rubber as seen in the direction,
and,
An imaginary circle drawn with the turning center of the wheel shaft as a center point passes through the curly portion where no spring portion exists, with respect to the set of laminated rubber attached to the two locations. A railcar bogie characterized by this. In the bogie for railway vehicles according to claim 1,
When the straight line in the longitudinal direction of the carriage passing through the center of the laminated rubber is defined as the X axis, and the straight line in the lateral direction of the carriage perpendicular to the X axis is defined as the Y axis, the distance from the X axis and the Y axis of the end of the spring portion is A railway vehicle carriage characterized in that the Y-axis side is larger than the X-axis side. In the bogie for railway vehicles according to claim 1,
The set of laminated rubber provided in the axle box support device has the same shape, and the springs of the laminated rubber are positioned at predetermined positions with respect to the two attachment portions. A carriage for a railway vehicle, characterized in that it can be attached by disassembling means. In the railway vehicle carriage according to claim 3,
The laminated rubber is formed by integrally forming a pair of spring portions on a cylindrical member, and fitting the cylindrical member on a fixed pin fixed downward on a carriage frame, and supporting the fixed pin at the lower end of the fixed pin. It is attached by a member,
The bogie for a railway vehicle, wherein the positioning means is a key groove formed on the fixing pin and a cylindrical member, and a key protrusion formed on the support member fitted in the key groove. In the bogie for rail vehicles according to any one of claims 1 to 4,
The railway vehicle carriage is characterized in that the spring portion has a sector-shaped center point formed by laminated rubber plates that is displaced from the center point of the laminated rubber away from the rubber plate. The bogie for railway vehicles according to any one of claims 1 to 5,
The bogie for a railway vehicle is characterized in that the spring portion has a laminated rubber plate having a height dimension reduced from the inner circumference side to the outer circumference side. In the bogie for railway vehicles according to any one of claims 1 to 6,
A railcar bogie characterized by having a stopper for restricting deformation of the spring portion beyond a predetermined amount. In the railway vehicle carriage according to claim 7,
The stopper for a railway vehicle is characterized in that the stopper is disposed in a curled portion of the laminated rubber and is formed of a rubber material in accordance with the shape of the curled portion. In the railway vehicle carriage according to claim 7,
The stopper is a link connected by a pin between a carriage frame and the axle box support device, and a buffer portion made of a rubber material having a dead band between the pins is formed at both ends of the connection portion. A railway vehicle cart characterized by the above.

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