JP6022420B2 - Rail car axle box support device - Google Patents

Description

  The present invention relates to a rail car axle box support device.

When a railway vehicle travels at a high speed in a straight section or the like, a self-excited vibration called a snake action that vibrates in the left and right directions and the yaw direction vigorously occurs in the wheel shaft and the carriage, and may become unstable. Therefore, in order to maintain a stable state during high speed traveling, it is necessary to maintain traveling stability by supporting the wheel shaft and the carriage with high rigidity.
On the other hand, when the railway vehicle travels along a curve, a lateral pressure, which is a force generated in the left-right direction, is generated between the wheel and the rail. The significant lateral pressure accelerates the wear of the wheels and rails, causes vibration and noise due to squeaks between the wheel rails, and reliably prevents the occurrence of track destruction and derailment. There's a problem.

  For this reason, it is desirable to reduce the maintenance cost of wheels and rails, to realize a comfortable riding comfort, and to reduce the lateral pressure and improve the curve passing performance from the viewpoint of ensuring safety. In other words, to achieve smooth running along the curve by turning the wheel shaft and the trolley in the tangential direction of the curve when passing the curve, the steering performance is improved by supporting the wheel shaft and the trolley softly, and the lateral pressure and It is necessary to travel with a reduced load on the track.

In this way, in railway vehicles, the optimum values of the wheel and carriage support stiffness differ between high-speed traveling and curved traveling, so there is a trade-off between high-speed traveling stability and curve passing performance, and both traveling performances are In order to achieve a balance, an optimum design of the cart support structure is required.
In Patent Document 1, in a railway vehicle in which a front part and a rear part of a vehicle body are each supported by a two-axis bolsterless type steering carriage, front and rear of the front axle of the front carriage and the rear axle of the rear carriage The directional support rigidity is relatively soft, and the longitudinal support rigidity with respect to the rear wheel axle of the front carriage and the front wheel axle of the rear carriage is relatively rigid. It is described that it becomes “, rugged, soft”.

  In Patent Document 2, a cylindrical laminated rubber for supporting the axle box is disposed in a coil spring disposed between the axle box upper part and the spring cap of the carriage frame, and extends in the longitudinal direction of the vehicle body. It is described that the support arm of the axle box is supported on the carriage frame via the axle box side cylindrical laminated rubber so that the rigidity of at least one of the two cylinder laminations can be switched.

Japanese Patent No. 3254137 JP 2003-63395 A

In the wheel shaft support described in Patent Document 1, the four wheel shafts of the same vehicle are supported in the order of soft, rigid, rigid, and soft from the front, thereby improving the curve passing performance while maintaining running stability. ing.
However, when the maximum speed is to be further increased, there is a problem that the running stability is lowered due to the influence of the wheel shaft with soft support rigidity. In addition, the vertical direction between the carriage frame and the axle box is supported by rubber, and rubber has the characteristic that the higher the frequency, the higher the dynamic rigidity. There is a problem that the vibration transmissibility of the vehicle increases and the ride comfort deteriorates.

On the other hand, in the axle box support device of Patent Document 2, by arranging two cylindrical laminated rubbers, weight reduction and shortening of the carriage length are achieved, and further, by adjusting the rigidity of the cylindrical laminated rubber, the axle box supporting rigidity is increased. Secured. In addition, a viscous fluid is sealed in a cylindrical laminated rubber, and the flow path is switched by a solenoid valve so that the dynamic rigidity becomes high when traveling at high speed, and the dynamic rigidity is low when passing through a conventional curve. It is switched to become.
However, due to the structure in which the viscous fluid is sealed in the rubber part of the cylindrical laminated rubber, if oil leaks, the rigidity of the cylindrical laminated rubber filled with the viscous fluid will be reduced, and sufficient longitudinal support rigidity of the axle box support device can be secured. However, there is a problem that the stability during high-speed driving deteriorates.

  Therefore, the object of the present invention is to solve these problems, achieve both high-speed running stability and curve passing performance, and maintain a comfortable riding comfort in any driving state. Is to provide a highly reliable axle box support device for a railway vehicle.

In order to solve the above problems, for example, the configuration described in the claims is adopted.
The rail car axle box support device of the present invention includes a plurality of means for solving the above-mentioned problems. For example, in the rail car axle box support device for supporting the space between the axle box and the carriage frame, the fixed An axle box support device and a switching axle box support device are provided between the axle box and the carriage frame, and the fixed axle box support device is elastic in the vertical direction via an axis spring made of a metal spring. A shaft rubber is disposed in the vertical direction between the shaft rubber storage portion attached to the shaft box and the inner cylinder fixed to the cart frame and extending downward from the cart frame. The switching shaft box support device is elastically supported, and is elastically supported in a vertical direction via a shaft spring made of a metal spring, and is downward with respect to a shaft rubber storage portion mounted on the shaft box and the carriage frame . between the inner tube extending, distribution shaft rubber vertically With elastically supported in a horizontal direction and has a regulating member for regulating the horizontal movement of the inner tube from the side of the truck frame, restrict the horizontal movement of the inner cylinder by the restricting member during high speed running and the horizontal supporting rigidity and rigid support state, by releasing the restriction member during cornering to the horizontal supporting rigidity and soft support state.

The horizontal support rigidity between the axle box and the bogie frame is mainly shared by the horizontal support rigidity by the shaft rubber disposed between the shaft rubber storage part and the rod part. By restricting or releasing the movement of the rod member according to the traveling state such as curved traveling, the horizontal axle box support rigidity can be switched and set to an appropriate value. Thus, the running stability can be improved, and the lateral pressure can be effectively reduced and the curve passing performance can be improved by switching to the soft support state during curve running.
In addition, the rail car axle box support device according to the present invention is not made of rubber for supporting in the vertical direction, and the dynamic rigidity is not increased during high speed running, and a coil spring made of a metal spring is shared. An increase in the vibration transmissibility of the vehicle can be suppressed, and a comfortable ride with little vertical vibration can be maintained.
Furthermore, in the rail car axle box support device of the present invention, a mechanism consisting of a rod and a tapered hole in the inner cylinder restrains the front / rear direction between the axle box and the carriage frame and transmits the force to move the axle box back and forth. Because of the simple structure of supporting in the direction, the axle box support rigidity can be ensured in a highly reliable state over a long period of time.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

FIG. 1 is a diagram illustrating a railway vehicle equipped with the rail car axle box support device according to the first embodiment. FIG. 2 shows a detailed structure when the axle box support device of the first embodiment is in a rigid support state. FIG. 3 shows a detailed structure when the axle box support device of Example 1 is in a flexible support state. FIG. 4 is a diagram illustrating a detailed structure in a case where a shaft spring is not disposed in the switching shaft shaft box support device according to a modification of the first embodiment. FIG. 5 shows a further modification of the first embodiment, and shows a detailed structure in the case where a shaft spring is independently arranged in the central portion of the shaft box. FIG. 6 is a diagram illustrating a detailed structure of the axle box support device according to the second embodiment. FIG. 7 is a diagram illustrating a detailed structure of the axle box support device according to the third embodiment. FIG. 8 is a diagram illustrating a detailed structure of the axle box support device according to the fourth embodiment.

  Embodiments of the present invention will be described below with reference to the drawings.

[Example 1]
A first embodiment of the present invention will be described with reference to FIGS.
FIG. 1 is a system configuration diagram of a railway vehicle carriage according to the present embodiment, FIG. 2 is a detailed structure when switching to be in a soft support state by reducing the front-rear rigidity during curved traveling, and FIG. 3 is during high-speed traveling The detailed structures when the front-rear rigidity is returned to a high rigidity to be in a rigid support state are shown.
As shown in FIG. 1, the bogie system for railway vehicles includes a bogie frame 3, a shaft box 4, a wheel shaft 5, a shaft box support device 1, and an air spring 6.
The wheel shaft 5 is rotatably supported via a bearing in the shaft box 4, and the shaft box 4 and the carriage frame 3 are coupled by the shaft box support device 1 according to the present embodiment. The carriage frame 3 and the vehicle body 7 are elastically supported by the air spring 6, and the axle box support device 1 is connected to a control device 8 mounted on the vehicle body 7.

FIG. 2 shows a detailed structure of the axle box support device 1 that is switched to the rigid support state during high-speed traveling.
The axle box support device 1 of the present embodiment is composed of a switching axle box support device 10 and a fixed axle box support device 30, and both support devices 10, 30 are a side beam 9 of the carriage frame 3 and a bearing of the axle box 4. It is coupled between the extension part extending in the front-rear direction of the railway vehicle 7 in parallel with the side beam 9 from below the part.
The fixed shaft box support device 30 includes a shaft spring 32, a shaft rubber 33, an inner cylinder 34, and a lower end side shaft spring seat 35. The shaft spring 32 includes a metal spring such as a coil spring. The side beams 9 are connected to mainly support elastic support in the vertical direction.
The shaft rubber 33 is formed of a cylindrical laminated rubber or the like, is fitted on the inner cylinder 34, and is stored in a shaft rubber storage portion formed integrally with the lower end side shaft spring seat 35. The material and thickness of the shaft rubber 33 are selected so that a predetermined elastic coefficient is obtained in the front-rear direction and the left-right (width) direction of the railway vehicle 7, and the shaft spring seat 35 is provided between the shaft box 4 and the side beam 9. And through an inner cylinder 34, and mainly responsible for elastic support in the front-rear direction and the left-right direction in a horizontal plane.
Hereinafter, the front and rear direction (left and right direction in FIG. 2) and the left and right (width) direction (direction perpendicular to the paper surface in FIG. 2) in combination with the traveling direction of the railway vehicle are referred to as “horizontal direction” and “ The “horizontal support rigidity” is referred to as “horizontal support rigidity”.

The switching shaft box support device 10 includes a shaft spring portion 11 and a switching device 21. The shaft spring portion 11 includes a shaft spring 12, a shaft rubber 13, an inner cylinder 14, a lower end side shaft spring seat 15, and an upper end side shaft spring seat. 16 and a rod 23 as a regulating member. The shaft spring 12 is constituted by a metal spring such as a coil spring, like the shaft spring 32 of the fixed shaft box support device 30, and the lower end side shaft spring seat 15 and the upper end side are provided between the shaft box 4 and the side beam 9. They are connected via a shaft spring seat 16 and elastically supported mainly in the vertical direction.
The shaft rubber 13 is composed of a cylindrical laminated rubber or the like, like the shaft rubber 33 of the fixed shaft box support device 30, is fitted on the inner cylinder 14, and is formed integrally with the lower end side shaft spring seat 15. It is stored in. Again, the material and thickness are selected so that a predetermined elastic coefficient is obtained in the horizontal direction, and the upper end side shaft spring seat 16 and the lower end side shaft spring are provided between the axle box 4 and the side beam 9. It connects via the seat 15 and mainly bears horizontal elastic support. A tapered hole 17 is provided on the upper end side of the inner cylinder 14.

The switching device 21 includes an actuator 22, a rod 23, a return spring 24, and the like. When the actuator 22 is operated and the rod 23 is lowered, the lower end thereof is provided on the upper end side of the inner cylinder 14 of the shaft spring portion 11. In addition, the tapered shape is formed so as to enter and fit into the tapered hole 17. The actuator 22 is connected to the control device 8 (see FIG. 1), and operates according to a command from the control device 8 to lift the rod 23 upward.
In a state where the actuator 22 is not operating, the rod 23 is pressed downward by the return spring 24 and is stationary with its lower end fitted in the tapered hole 17, and when the actuator 22 is driven, The rod 23 is lifted upward against the return spring 24. The actuator 22 may be configured by any system such as electromagnetic drive, pneumatic drive, and hydraulic drive.
Here, the shaft rubber 33 of the fixed-shaft box support device 30 and the shaft rubber 13 of the switching device 21 may be formed of a conical rubber, a roll rubber, or the like, and may be elastically supported. In short, a predetermined elastic coefficient is provided in the horizontal direction. Anything can be used.

Next, the operation of the axle box support device 1 will be described.
When traveling at high speed, the control device 8 of the axle box support device 1 deactivates the actuator 22 of the switching device 21, presses the rod 23 downward by the return spring 24, and inserts the tip of the rod 23 into the tapered hole 17 of the inner cylinder 14. Insert.
In this state, the rod 23 and the inner cylinder 14 are in a coupled state, and as shown by the arrow in FIG. 2, in the switching shaft box support device 10, the horizontal force acting on the side beam 9 from the shaft box 4 is solid arrow. As shown by, the shaft box 4 is transmitted to the side beam 9 via the shaft spring seat 15, the shaft rubber 13, the inner cylinder 14, and the rod 23. In this state, since the upper end of the inner cylinder 14 is restrained by the rod 23, the shaft rubber 13 of the switching shaft box support device 10 exhibits horizontal support rigidity in the same manner as the shaft rubber 33 of the fixed shaft box support device 30. . For this reason, the total horizontal support rigidity is the sum of the shaft rubber 33 and the shaft rubber 13.
That is, when traveling at high speed, the horizontal support stiffness of the fixed axle box support device 30 and the horizontal support stiffness of the switching axle box support device 10 are summed to form the horizontal support stiffness of the entire axle box support. A rigid support state in which the side beam 9 is supported with high rigidity in the horizontal direction can be achieved, and high-speed running stability can be enhanced.

  On the other hand, when traveling along a curve, the control device 8 operates the actuator 22 of the switching device 21 to drive the rod 23 upward as shown in FIG. 3 so as to be separated from the tapered hole 17 of the inner cylinder 14. In this state, the restraint between the rod 23 and the inner cylinder 14 is released, and the longitudinal force acting on the side beam 9 from the axle box 4 is not transmitted via the axle rubber 13. In this state, mainly the shaft rubber 33 of the fixed shaft box support device 30 forms the horizontal support rigidity of the shaft box support, so the “soft support state” in which the shaft box 4 and the side beams 9 are softly supported in the horizontal direction. It becomes. Accordingly, in FIG. 1, the axle box 4 is smoothly displaced in the yaw direction with respect to the carriage frame 3, so that the lateral pressure at the time of curve traveling is effectively reduced, and the wheel and rail wear and the squeak between the wheel rails. It is possible to suppress the occurrence of vibration and noise due to the like. That is, it is possible to improve the running stability by setting the rigid support state during high-speed running, and to effectively reduce the lateral pressure and improve the curve passing performance by switching to the soft support state during curve running. The above effects are also exhibited in the second to fourth embodiments.

Here, the speed of the own vehicle is transmitted to the control device 8, and if the speed of the own vehicle is faster than the predetermined speed, the control device 8 determines that the vehicle is traveling at a high speed, and the speed of the own vehicle is slower than the predetermined speed. For example, the control device 8 may determine that “the vehicle is traveling on a curve” and control the switching device 22.
Further, position information obtained by preliminarily determining a high speed traveling section and a curved traveling section on the route, creating a database in the control device 8 in advance, and integrating speed information from a reference position determined by a ground unit or the like. Alternatively, from the GPS information or the like, the control device 8 compares and collates the high speed traveling section, the curved traveling route section, and the current traveling position. Then, it may be configured to switch between a “high-speed running state” and a “curve-running state” when passing through a boundary point between a high-speed traveling section and a curved traveling section, a station serving as a boundary, or the like. Moreover, when the point information (for example, the kilometer which becomes a boundary) which becomes a boundary between the high-speed traveling section and the curved traveling section is determined in advance, the control device 8 is in a “high-speed traveling state” when the point is passed. You may comprise so that "the state which carries out curve travel" may be switched.

  In addition, a speed range for high speed travel and a speed range for which high speed stability need not be prioritized, including curve travel and slow speed travel, are determined in advance, and a boundary between the two speed ranges is determined in advance as a switching speed. When the control device 8 has a traveling speed higher than the switching speed, it is determined as “rigid support state”, and when the traveling speed is lower than this switching speed, it is determined as “flexible support state” including linear traveling and switched. It may be configured. Of course, a gyro sensor or the like that detects curved running may be connected to the control device to switch between the “rigid support state” and the “soft support state”.

In the above embodiment, even when the actuator 22 fails and becomes inoperative, the rod 23 is pressed downward by the return spring 24 so that the switching shaft box support device 10 is in the “rigid support state”. ing. For this reason, even if priority is given to stability during high-speed traveling, high-speed traveling stability can be maintained even when the actuator 22 fails on a route that operates such that the curve passing characteristic can be maintained within an allowable range.
On the other hand, in the case of a route that operates so as not to cause a problem in high-speed stability even if priority is given to the curve passing characteristics, the pressing direction of the return spring 23 is reversed and the actuator 22 is in a non-operating state. 22 is configured to be pushed upward by the return spring 23 so that the switching shaft box support device 10 is in the “soft support state”, the curve passing performance when the actuator 22 fails can be maintained. It becomes possible.

  Further, the axle box support device 1 is composed of two switching axle box support devices 10, and one switching axle box support device 10 is in a “rigid support state” at the time of failure, and the other switching axle box support device 10. Is set to “a type that is in a flexible support state” at the time of a failure, so that both switching axle box support devices 10 are “rigidly supported” during high-speed running, and both switching axle box support devices 10 are “softly supported” during curve running. In addition, it is possible to make a state of supporting with intermediate rigidity at the time of failure.

In the axle box support device of the present embodiment described above, the horizontal support rigidity of the axle box support device is switched to an optimum state according to the running state of the vehicle, so that the running stability is improved and the curve is passed during high speed running. The lateral pressure can be reduced at the same time. In addition, the vertical support is a system that supports the vertical direction with a metal spring such as a coil spring that does not increase the dynamic rigidity during high-speed travel. A comfortable ride with little change in vibration can be maintained.
In addition, the mechanism is composed of a tapered hole in the rod 23 and the inner cylinder 14, and a simple mechanism is used in which the force is transmitted by restraining the front-rear direction between the axle box and the carriage frame and supported in the front-rear direction of the axle box. Therefore, the axle box support rigidity can be ensured in a highly reliable state.
In this embodiment, the switching device 21 of the switching shaft box support device 10 is arranged on the upper portion of the shaft spring portion 11 and fixed to the side beam 9. However, the switching device 21 is arranged on the lower portion of the shaft spring portion 11. And the same effect is acquired also as a structure fixed to the axle box 4. FIG.

2 and 3, the switching shaft box support device 10 and the fixed shaft box support device 30 are arranged symmetrically so as to be paired in the front-rear direction with respect to the axle center, but the switching shaft box support device 10 and the fixed shaft box are arranged. Regarding the arrangement of the support device 30 in the front-rear direction, either one may be arranged on the axle, the other one may be arranged on one side of the axle, and arranged asymmetrically with respect to the axle.
In the switching shaft box support device 10, the shaft rubber 13 is arranged inside the shaft spring 12. However, as shown in FIG. 4, the shaft spring 32 of the fixed shaft box support device 30 is elastic in the vertical direction. The same effect can be obtained even if the switching shaft box supporting device 10a is supported and the shaft spring is not disposed.

In the case of this configuration, the shaft spring 12 is not disposed outside the shaft rubber 13, and restrictions on the design of the shaft rubber 13 in the horizontal direction are eased. Therefore, the degree of freedom in adjusting the size and rigidity of the shaft rubber 13 is large. Become.
That is, as shown in FIG. 4, the spring constant can be set small by using the shaft rubber 13 having a large diameter. With the above configuration, it is possible to increase the adjustment range of the horizontal support rigidity in the axle box support device 1.
2 and 3, the shaft spring 12 and the shaft spring 32 are arranged in the switching shaft box support device 10 and the fixed shaft box support device 30. However, as shown in FIG. Is made independent of the switching axle box support device 10a and the fixed axle box support device 30b, for example, arranged at the center upper part of the axle box 4, and this axle spring 42 is used between the axle box 4 and the side beam 9. May be elastically supported in the vertical direction. In this case, since the design restrictions in the horizontal direction of the shaft spring 42, the shaft rubber 13, and the shaft rubber 33 are relaxed, the degree of freedom in designing them increases, and the size of the shaft spring 42, the shaft rubber 13, and the shaft rubber 33 is increased. Now, the adjustment range of the horizontal support rigidity can be increased.

[Example 2]
Next, Example 2 will be described with reference to FIG. In the present embodiment, the switching shaft box supporting device 10c is applied to the shaft beam type shaft box supporting device 50, and members having the same functions as those in the embodiment of FIG.
The switching shaft box support device 10c is arranged on the upper part of the bearing portion of the shaft box 54 formed of a beam-shaped shaft beam, and couples the shaft box 54 and the side beam 9. A bogie inner end portion (right end in FIG. 6) of the axle box 54 is coupled to the side beam 9 via an axle beam rubber 51.
In this axle box support device 50, the horizontal support rigidity of the shaft beam rubber 51 can be independently set independently by replacing the axle beam rubber 51 with one having various elastic coefficients. That is, in the switching shaft box support device 10 c, the horizontal support rigidity when the inner cylinder 14 is restrained by the rod 23 is the sum of the horizontal support rigidity of the shaft rubber 33 and the shaft beam rubber 51. The horizontal support rigidity when the restraint is released is the horizontal support rigidity of the shaft beam rubber 51 alone. As a result, it is possible to easily adjust the overall horizontal support rigidity of the axle box support device 50, and it is possible to easily realize both improvement in running stability during high-speed running and reduction in lateral pressure when passing a curve. it can.

[Example 3]
A third embodiment will be described with reference to FIG. In this embodiment, the switching shaft box support device 10c is applied to a support plate type shaft box support device 60, and members having the same functions as those in the embodiment of FIG.
The switching shaft box support device 10 c is arranged on the upper part of the bearing portion of the shaft box 64 and connects the shaft box 64 and the side beam 9. The inner end of the bogie box 64 (the right end in FIG. 7) and the side beam 9 are coupled to each other by support plates 62 via support plate rubbers 61 at both ends, and the elastic properties of the support rubber 61 and the support plates 62 at both ends are combined. The initial value of the horizontal support rigidity between the axle box 64 and the side beam 9 is set by the coefficient.
In the axle box support device 60 according to the present embodiment, the initial value of the horizontal support rigidity can be set independently by exchanging the support plate rubber 61 and the support plate 62. That is, the horizontal support rigidity when the inner cylinder 14 is restrained by the rod 23 is the sum of the horizontal rigidity of the shaft rubber 33, the support plate rubber 61 and the support plate 62, and the restriction of the inner cylinder 14 by the rod 23 is released. The horizontal support rigidity at this time is only the horizontal support rigidity by the support plate rubber 61 and the support plate 62.
As a result, it is possible to easily adjust the overall horizontal support rigidity of the axle box support device 60, and it is easy to realize both improvement in running stability during high speed running and reduction in lateral pressure when passing a curve. Can do.

[Example 4]
Example 4 will be described with reference to FIG. In the present embodiment, the switching shaft box supporting device 10c is applied to a monolink type shaft box supporting device 70, and members having the same functions as those in the embodiment of FIG.
The switching shaft box support device 10 c is disposed at the upper part of the bearing portion of the shaft box 74 and couples the shaft box 74 and the side beam 9. The ends of the inner side of the carriage of the axle box 74 are connected by links 71 having rubber bushes 72a and 72b arranged at both ends, and mainly between the axle box 74 and the side beam 9 due to the elastic coefficient of the rubber bushes 72a and 72b. The initial value for the longitudinal support stiffness is set.
In the axle box support device 70 according to the present embodiment, the initial value of the horizontal support rigidity of the portion of the link 71 can be set independently by exchanging the rubber bushes 72a and 72b. That is, the horizontal support rigidity when the inner cylinder 14 is restrained by the rod 23 is the sum of the horizontal support rigidity of the shaft rubber 33 and the link 71, and the horizontal when the restraint of the inner cylinder 14 by the rod 23 is released. The support rigidity is only the support rigidity by the link 71. As a result, it is possible to easily adjust the rigidity before and after supporting the entire axle box of the axle box support device 70, and it is easy to realize both improvement in running stability during high speed running and reduction in lateral pressure when passing a curve. be able to.

  In addition, this invention is not limited to an above-described Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

  Specifically, in the switching shaft box support device, the upper end of the cylindrical portion 14 is restrained in the high-rigidity support state and released in the soft-rigidity support state, but the movement position of the rod 23 by the actuator 22 is continuously changed. The gap between the tapered portion of the rod 23 and the tapered hole 17 of the inner cylinder 14 may be continuously changed. As a result, it is possible to make a change such as obtaining an optimal horizontal support rigidity in accordance with the curvature of the curved traveling section where the railway vehicle travels and the operation speed.

DESCRIPTION OF SYMBOLS 1, 50, 60, 70 Shaft box support device 2 Carriage 3 Bogie frame 4, 54, 64, 74 Shaft box 5 Wheel shaft 6 Air spring 7 Car body 8 Control device 9 Side beam 10, 10a, 10b, 10c Switching shaft box support device 11 Shaft spring parts 12, 32, 42 Shaft springs 13, 33 Shaft rubber 14, 34 Inner cylinder 15 Lower end side spring seat 16 Upper end side spring seat 17 Tapered hole 21 Switching device 22 Actuator 23 Rod 24 Return spring 30, 30b Fixed shaft box support device 35 Lower end side spring seat 51 Axle beam rubber 61 Support plate rubber 62 Support plate 71 Link 72a, 72b Rubber bush

Claims (4)

In a rail car axle box support device that supports between the axle box and the carriage frame,
A fixed axle box support device and a switching axle box support device are provided side by side between the axle box and the carriage frame;
The fixed-shaft box support device elastically supports in the vertical direction via a shaft spring made of a metal spring, and is fixed to the shaft frame and attached to the bogie frame and downward from the bogie frame. Between the inner cylinder that extends to the shaft, rubber shafts are arranged in the vertical direction and elastically supported in the horizontal direction,
The switching shaft box suspension is configured to elastically support the vertical direction via a shaft spring made of metal springs, a shaft rubber housing portion mounted on said axle box, inner cylinder extending downwardly with respect to the bogie frame between, as well as elastic support horizontally disposed shaft rubber vertically, have a regulating member for regulating the horizontal movement of the inner tube from the side of the bogie frame, said during high-speed travel the horizontal supporting rigidity by restricting the horizontal movement of the inner tube and rigidly supported state by the restricting member, the <br/> that by releasing the restricting member during cornering to the horizontal supporting rigidity and soft support state A rail car axle box support device. The railway car axle box support apparatus according to claim 1, wherein the switching axle box support apparatus increases a diameter of the axle rubber without providing the axle spring . The rail car axle box support according to claim 1 , wherein the axle spring is arranged at another position independently of the fixed axle box support device and the switching axle box support device . apparatus. In a rail car axle box support device that supports between the axle box and the carriage frame,
A fixed axle box support device and a switching axle box support device are provided side by side between the axle box and the carriage frame;
The fixed axle box supporting equipment is, by Jikuhari rubber in the case of Jikuhari type axle box support device, the support plate rubber in the case of the support plate type axle box support device, in the case of mono-link type axle box support device The rubber bushing determines its own horizontal support rigidity,
The switching shaft box support device elastically supports vertically through a shaft spring made of a metal spring, and a shaft rubber storage portion mounted on the shaft box, and an inner cylinder extending downward with respect to the carriage frame And a rubber member disposed in the vertical direction to elastically support in the horizontal direction and to restrict the movement of the inner cylinder in the horizontal direction from the side of the carriage frame. The horizontal support rigidity is set to a rigid support state by restricting horizontal movement of the inner cylinder by a restriction member, and the horizontal support rigidity is set to a flexible support state by releasing the restriction member during curve traveling. a railway vehicle axle box support device you.

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