JP6189068B2 - Rail car axle box support device - Google Patents

Description

  The present invention relates to a railway vehicle axle box support device in which an axle box body is elastically supported on a carriage frame by a coil spring and a laminated rubber that are primary springs, and the spring constant of the primary spring can be changed nonlinearly, It is another object of the present invention to provide a rail car axle box device capable of extending the life of laminated rubber.

  A rail car axle box support device (hereinafter simply referred to as “axle box support device”) absorbs small vibrations transmitted from the rail while traveling so as not to be transmitted to the bogie frame, and makes the vehicle run stably. . In recent years, not only a coil spring but also a shaft box support device including a concentric cylindrical laminated rubber has been widely used as a primary spring of a shaft box support device, and is described in, for example, Patent Document 1 below.

  As shown in FIG. 17, in the axle box support device 401 described in Patent Document 1 below, an upper axle spring seat 420 is attached to the upper surface 403 a of the side beam 403 of the carriage frame, and the lower part is directly above the axle box body 404. A shaft spring seat 410 is attached, and a coil spring 430 is interposed between the flange portion 420 b of the upper shaft spring seat 420 and the flange portion 410 b of the lower shaft spring seat 410. Further, a support column 409 extending in the vertical direction is provided on the lower surface 403b of the side beam 403, and a cylindrical ring 406 is provided via a shaft beam 405 extending from the axle box 404 to the rear side in the rail direction (right side in FIG. 18). Yes. The outer peripheral portion of the laminated rubber 450 is attached to the inner peripheral surface of the cylindrical ring 406, and the inner peripheral portion of the laminated rubber 450 is attached to the peripheral surface of the support column 409.

  Thus, in the axle box support device 401 including the coil spring 430 and the laminated rubber 450, the load acting in the vertical direction is received mainly by the coil spring 430 expanding and contracting in the vertical direction, and the horizontal direction (rail direction and sleeper direction). ) Is received mainly by the laminated rubber 450 being distorted in the horizontal direction.

JP 2010-208571 A

  By the way, in recent years, it has been strongly demanded to solve the problem of wheel load loss and the problem of the life of the laminated rubber. First, the problem with respect to wheel load loss will be described. As shown in FIG. 18, the weight of the vehicle acts on the rail RA in the vertical direction via the wheels SR, and the wheel weight P is a vertical load acting on one wheel SR. If this wheel load P becomes extremely small as the wheel SR rises while traveling, the wheel load may be lost, which may cause a serious accident. In particular, in a commuting vehicle, wheel load loss is likely to occur during traveling in an empty state where the vehicle is lighter.

  For this reason, in order to prevent wheel load loss, it is necessary that the primary spring of the axle box supporting device is soft, that is, the vertical spring constant (vertical spring constant) of the primary spring is small. However, in the axle box support device including the coil spring and the laminated rubber as the primary spring, there is a situation in which the primary spring cannot be sufficiently softened. For example, in a commuter vehicle, when the vehicle is full in the morning and evening, a large load acting on the vehicle must be received by the coil spring so that the vehicle body does not sink too much. For this reason, it is necessary to increase the upper and lower spring constants of the coil spring, and as a result, the primary spring becomes hard.

  Furthermore, when the vehicle is full, not only the coil springs contract in the vertical direction, but also the laminated rubber is distorted in the vertical direction. For this reason, the vertical spring constant of the primary spring is the sum of the vertical spring constant of the coil spring and the vertical spring constant of the laminated rubber, and the primary spring is hardened by adding the vertical spring constant of the laminated rubber. In short, a soft primary spring is required in order to prevent wheel weight loss in an empty state, and a hard primary spring is required in order to prevent excessive sinking of the vehicle body in a full state, but a coil spring and laminated rubber are provided. In the conventional axle box support device, it has been difficult to realize the primary spring having the ideal nonlinear characteristic described above.

  Next, the problem with respect to the life of the laminated rubber will be described. Laminated rubber is designed to change its strain depending on where it is set. Generally, the maximum distortion during use is reduced. The distortion is set to “0”. For this reason, in the empty state, the coil spring greatly expands and is distorted in the direction in which the laminated rubber is pulled, and in the full state, the coil spring is greatly contracted and distorted in the direction in which the laminated rubber is compressed.

  Here, since the railway vehicle is detained in an empty state for most of the time except during running, the laminated rubber is also distorted in the direction of being pulled in most of the time. For this reason, the laminated rubber deteriorates relatively quickly with the passage of time, and the relatively expensive laminated rubber must be replaced in a short period of time. If a hard laminated rubber that is not easily distorted is used, the primary spring becomes hard as described above, which causes a problem of wheel load loss. On the other hand, if a soft laminated rubber that is easily distorted is used, the laminated rubber cannot accurately receive the load in the horizontal direction, and the deterioration is accelerated. Thus, conventionally, it has been required to extend the life of the laminated rubber while sufficiently fulfilling the function of the laminated rubber.

  Therefore, the present invention has been made to solve the above-described problems. While the primary spring can be softened when the vehicle is empty, the primary spring can be hardened when the vehicle is full. An object of the present invention is to provide a rail car axle box support device capable of extending the service life of the railway vehicle.

A rail car axle box support device according to the present invention includes a coil spring that is interposed between a carriage frame and an axle box body and can be expanded and contracted in a vertical direction, and a carriage frame side member and an axle box body side member. And a concentric and cylindrical laminated rubber, and the axle box body is elastically supported by the bogie frame by the coil spring and the laminated rubber. In the laminated rubber, One of the outer peripheral part and the inner peripheral part is fixed to one of the member on the cart frame side and the member on the axle box body side, and the other of the outer peripheral part and the inner peripheral part is the member on the cart frame side and the axle box body A sliding member that is slidable in the vertical direction with respect to the other of the side members, and the sliding member is replaceable separately from the laminated rubber, and the carriage is in an empty state. contact in the vertical direction with respect to a horizontal receiving portion provided on the other frame side member and the axle box body side member It has a sliding clearance so as not, the sliding gap, characterized in that it is smaller than the expansion amount of change in coil spring unladen state and full car state.

According to the rail car axle box support device of the present invention, in the empty state, the sliding member can slide in the vertical direction without coming into contact with the horizontal receiving portion by the sliding gap, so that the laminated rubber is distorted in the vertical direction. Absent. For this reason, the laminated spring does not function in the vertical direction as a primary spring in an empty state. On the other hand, during the transition from the empty state to the full state, the sliding member comes into contact with the horizontal receiving portion, and the laminated rubber is distorted in the vertical direction. For this reason, when the vehicle is full, the laminated rubber functions in the vertical direction in addition to the coil spring as the primary spring. Therefore, by adopting a softer coil spring than in the past, the primary spring can be softened only by the coil spring in the empty state, and it is possible to make it difficult for the shaft to come off.In the full state, the primary spring is made by the coil spring and laminated rubber. It can be hardened and can prevent excessive sinking of the vehicle body.
In addition, when the railway vehicle is detained in an empty state, the laminated rubber is not distorted in the vertical direction by the sliding gap, and the laminated rubber slides in the vertical direction even when a relatively small load is applied to the vehicle. Will not distort in the vertical direction. Therefore, the laminated rubber is not easily deteriorated even with the passage of time, and the life of the laminated rubber can be extended. In addition, when the laminated rubber slides in the vertical direction, the sliding member directly slides, and when the laminated rubber is distorted in the vertical direction, the sliding member directly contacts the horizontal receiving portion. Accordingly, an excessive load does not act on the laminated rubber itself, and the life of the relatively expensive laminated rubber can be extended by replacing the sliding member.

Further, the axle box support device for a railway vehicle according to the present invention, the coil spring is disposed above the axle box, the lower shaft of the flange portion and the shaft box side of the upper shaft spring seat of the truck frame side A support shaft portion extending in the vertical direction of the lower shaft spring seat is coaxially disposed in a cylindrical portion extending in the vertical direction of the upper shaft spring seat, and interposed between the flange portion of the spring seat. The laminated rubber is interposed between the inner peripheral surface of the cylindrical portion of the upper shaft spring seat and the peripheral surface of the support shaft portion of the lower shaft spring seat in the coil spring. It is preferable.

  In this case, since the laminated rubber is disposed in the coil spring, the above-described effects of the present invention can be obtained while taking advantage of the compactness of the cart. That is, when the laminated rubber is disposed in the coil spring, the size of the laminated rubber is limited, and the use of a large laminated rubber makes it difficult to deteriorate and the life cannot be extended. On the other hand, according to the axle box support device for a railway vehicle according to the present invention, while taking advantage of the merit that the carriage can be made compact even under severe conditions in which the size of the laminated rubber is limited in the coil spring. It is possible to prolong the life by making the laminated rubber in the coil spring difficult to deteriorate.

Further, in the rail car axle box support device according to the present invention, the sliding member is a cylindrical pipe member extending coaxially with the laminated rubber, and has a belt-like annular groove on the inner peripheral surface, The laminated rubber is preferably assembled to the pipe member by fitting an outer peripheral portion thereof into the annular groove.
In this case, when the laminated rubber is assembled to the pipe member, the outer peripheral portion of the laminated rubber is fitted in the annular groove of the pipe member while being bent radially inward. Thereby, the laminated rubber and the pipe member can be assembled without shifting. Moreover, the outer peripheral surface of this pipe member can be utilized as a sliding surface.

In the rail car axle box support device according to the present invention, the laminated rubber has an outer peripheral portion cut in a vertical direction at a part in a circumferential direction, and the pipe member is a part in the circumferential direction. It is preferable that the laminated rubber is cut in the vertical direction and the laminated rubber can be slightly increased in diameter by a force spreading in the radially outward direction.
In this case, the pipe member always presses the outer peripheral surface against the surface to be slid by the force spreading outward in the radial direction of the laminated rubber. Thereby, the vibration of the up-down direction by the fine vibration which a pipe member and laminated rubber act on a vehicle by the frictional force of the outer peripheral surface of a pipe member and the surface slid is suppressed. Thereby, the backlash of a pipe member and laminated rubber can be prevented.

Moreover, in the rail car axle box support device according to the present invention, it is preferable that the outer peripheral surface of the sliding member is made of a material having dry lubricity.
In this case, the outer peripheral surface of the sliding member can be smoothly slid without applying lubricant to the outer peripheral surface of the sliding member. For this reason, the wear resistance of the sliding member is improved, and abnormal noise when the outer peripheral surface of the sliding member slides can be prevented. Moreover, since it is not necessary to use lubricating oil, it can prevent that foreign materials, such as dust, adhere to lubricating oil and accumulate | store.

Further, in the rail car axle box support device according to the present invention, a buffer member for reducing an impact force at the time of abutment is set on a portion of the horizontal receiving portion or the sliding member facing the horizontal receiving portion. It is preferable that it is attached.
In this case, the impact force when the sliding member comes into contact with the horizontal receiving portion can be alleviated by the buffer member, so that it is possible to prevent abnormal noise caused by the contact during traveling.

  According to the railway car axle box supporting device of the present invention, the primary spring can be softened only by the coil spring in the empty state, and the primary spring can be hardened by the coil spring and the laminated rubber in the full state. Furthermore, in the empty state, the laminated rubber can slide in the vertical direction, so that the laminated rubber does not bend in the vertical direction and is not easily deteriorated. As a result, the life of the laminated rubber can be extended.

It is the top view which showed the trolley | bogie frame. It is the front view which showed the axle box support apparatus of 1st Embodiment. It is a top view of the axle box support apparatus shown in FIG. It is a side view when the axle box support apparatus shown in FIG. 2 is seen from the left side. It is sectional drawing along the XX line of FIG. It is sectional drawing along the YY line of FIG. It is the figure which expanded the periphery of the cylindrical laminated rubber shown in FIG. It is a perspective view of the pipe member shown in FIG. It is the figure which showed the state which the pipe member shown in FIG. 7 contact | abutted to the step part of the cylindrical part of an upper axis | shaft spring seat. It is the front view which showed the conventional axle box support apparatus by the present applicant. It is the figure which showed typically the up-and-down spring constant of the conventional axle box support apparatus. It is the figure which showed typically the up-and-down spring constant of the axle box support apparatus of this embodiment. It is the figure which showed the circumference | surroundings of cylindrical laminated rubber in the 1st modification. It is the figure which showed the circumference | surroundings of cylindrical laminated rubber in the 2nd modification. It is the front view which showed the axle box support apparatus of 2nd Embodiment. It is the front view which showed the axle box support apparatus of 3rd Embodiment. It is the front view which showed the conventional axle box support apparatus by cited literature. It is the figure which showed the wheel and the rail in order to demonstrate wheel load.

  Embodiments of a rail car axle box support device according to the present invention will be described with reference to the drawings. FIG. 1 is a plan view of a carriage frame DW to which a railway vehicle axle box support device 1 (hereinafter simply referred to as “axle box support device 1”) of the present embodiment is applied. The carriage frame DW includes a single horizontal beam 2 extending in the sleeper direction and two side beams 3 extending in the rail direction from both ends of the horizontal beam 2. And the axle box support apparatus 1 is provided in the lower side of the both ends of each side beam 3, respectively. FIG. 2 is a front view showing the axle box support device 1 of the first embodiment. In FIG. 2, a part is shown in cross section. FIG. 3 is a plan view of the axle box support device 1 shown in FIG. 2, and FIG. 4 is a side view of the axle box support device 1 shown in FIG.

  As shown in FIG. 2, the axle box support device 1 is provided between the side beam 3 and the axle box body 4, and the axle box body 4 is elastically supported with respect to the carriage frame DW (side beam 3). It is something to support. The axle box support device 1 absorbs small vibrations transmitted from the rails during traveling so as not to be transmitted to the carriage frame DW, so that the vehicle can travel stably. The carriage frame DW receives loads in the vertical direction and the horizontal direction from the vehicle body, and the loads are transmitted to the axle box support device 1.

  The axle box support device 1 of the first embodiment is a so-called tandem axle box support device in which two laminated rubbers (a cylindrical laminated rubber 40 and a cylindrical laminated rubber 50 described later) are arranged in series. The axle box body 4 accommodates a bearing (not shown) that rotatably supports an axle extending in the direction of the sleepers, and wheels connected to the axle rotate with respect to the rail. As shown in FIG. 2, the axle box support device 1 mainly includes a lower axle spring seat 10, an upper axle spring seat 20, a coil spring 30, a cylindrical laminated rubber 40, and a cylindrical laminated rubber 50. .

  The lower shaft spring seat 10 receives the coil spring 30 on the lower side, and is a member on the shaft box body 4 side. The lower shaft spring seat 10 is disposed directly above the shaft box 4 and has a columnar support shaft portion 10a extending coaxially with the spring center line O1 and a circumferential direction from the lower end of the support shaft portion 10a. And an overhanging flange portion 10b. The spring center line O1 is a line extending in the vertical direction perpendicular to the axle center line O2. The lower shaft spring seat 10 is attached to the upper side of the shaft box body 4 via a liner 11.

  The upper shaft spring seat 20 receives the coil spring 30 on the upper side, and is a member on the cart frame DW side. The upper shaft spring seat 20 includes a cylindrical portion 20a extending coaxially with the spring center line O1, a flange portion 20b projecting in the circumferential direction from the upper end of the cylindrical portion 20a, and a radially inner end of the flange portion 20b. And an annular portion 20c extending upward. The upper part of the support shaft portion 10a of the lower shaft spring seat 10 is coaxially inserted into the cylindrical portion 20a. An attachment hole 20d for attaching the rubber cap 21 is formed in the annular portion 20c. The rubber cap 21 prevents water droplets and dust from entering the cylindrical portion 20a. The upper shaft spring seat 20 is attached to the upper surface 3 a of the side beam 3 via a vibration isolating rubber 22.

  The coil spring 30 functions as a primary spring of the axle box support device 1 and receives a load acting mainly in the vertical direction by expanding and contracting in the vertical direction. The coil spring 30 is interposed between the flange portion 20b of the upper shaft spring seat 20 and the flange portion 10b of the lower shaft spring seat 10, and is disposed coaxially with the spring center line O1. In the coil spring 30 of the present embodiment, both ends of the winding are thin, while the middle is thick, and has a non-linear characteristic. That is, when the amount of contraction is small, the vertical spring constant (vertical spring constant) is small and the coil spring 30 is soft, and when the amount of contraction is large, the vertical spring constant is large and the coil spring 30 is hard. However, the coil spring 30 is not limited to a coil spring having a non-linear characteristic, and may be a coil spring having a linear characteristic without changing the thickness of the winding.

  The cylindrical laminated rubber 40 functions as a primary spring of the axle box support device 1 and receives a load acting mainly in the horizontal direction (rail direction and sleeper direction) by distorting it in the horizontal direction. The cylindrical laminated rubber 40 is interposed between the inner peripheral surface 20e of the cylindrical portion 20a of the upper shaft spring seat 20 and the peripheral surface 10c of the support shaft portion 10a of the lower shaft spring seat 10 in the coil spring 30. Yes. The cylindrical laminated rubber 40 is arranged in the coil spring 40 because the space in the coil spring 40 can be effectively used to make the carriage frame DW (cart) small by the space in which the cylindrical laminated rubber 40 is arranged. is there. Here, FIG. 5 is a cross-sectional view taken along line XX of FIG.

  As shown in FIG. 5, the cylindrical laminated rubber 40 is concentric and cylindrical, and includes an annular inner peripheral tube 40a and outer peripheral tube 40b, and an arcuately curved metal plate 40c and rubber plate 40d. Have. A pair of elastically deforming rubber portions 40A is formed in a fan shape, and a gap portion 40B is formed between the rubber portions 40A. In each rubber part 40A, the metal plate 40c is provided in three layers in the radial direction between the inner peripheral tube 40a and the outer peripheral tube 40b, and the circumferential length increases in the outer radial direction. The rubber plate 40d is bonded by vulcanization molding between the inner peripheral tube 40a and the inner metal plate 40c, between each metal plate 40c, and between the outer peripheral tube 40b and the outer metal plate 40c. . The cylindrical laminated rubber 40 is disposed such that each gap 40B is on the front and rear side (rail direction side) of the vehicle (see FIG. 3).

  The cylindrical laminated rubber 50 functions as a primary spring of the axle box support device 1 and receives a load acting mainly in the horizontal direction by distorting it in the horizontal direction. As shown in FIG. 2, the cylindrical laminated rubber 50 is disposed on the rear side in the rail direction with respect to the axle box body 4. Here, the shaft box 4 is provided with a support arm 5 extending rearward in the rail direction, and an annular cylindrical ring 6 is formed on the support arm 5. A support seat 7 is provided on the lower surface 3 b of the side beam 3, and a receiving member 8 and an inner cylinder member 9 (member on the cart frame DW side) are attached to the support seat 7. And the support shaft 9a extended in the up-down direction among this inner cylinder member 9 is coaxially inserted in the cylindrical ring 6, and the surrounding surface of the support shaft 9a is taper-shaped. Here, FIG. 6 is a cross-sectional view taken along line YY of FIG.

  As shown in FIG. 6, the cylindrical laminated rubber 50 is concentric and cylindrical, and includes an annular inner peripheral tube 50 a and an outer peripheral tube 50 b, and a metal plate 50 c and a rubber plate 50 d that are curved in an arc shape. Have. Here, the inner peripheral surface of the inner peripheral tube 50a is tapered, and is assembled to the peripheral surface of the support shaft 9a described above (see FIG. 2). The reason why the inner peripheral surface of the inner peripheral tube 50a and the peripheral surface of the support shaft 9a are tapered is to facilitate the assembly of the cylindrical laminated rubber 50 to the support shaft 9a. Thus, in this embodiment, the cylindrical laminated rubber 40 and the cylindrical laminated rubber 50 are distinguished and called according to the shape of the inner peripheral tube of the laminated rubber. The cylindrical laminated rubber 50 is positioned so as not to move in the cylindrical ring 6 by upper and lower C-rings 51 and 51 (see FIG. 2).

  As shown in FIG. 6, even in this cylindrical laminated rubber 50, a pair of rubber portions 50A that are elastically deformed is formed in a fan shape, and a gap portion 50B is formed between the rubber portions 50A. In each rubber part 50A, the metal plate 50c is provided in three layers in the radial direction between the inner peripheral tube 50a and the outer peripheral tube 50b, and the circumferential length increases in the outer radial direction. The rubber plate 50d is bonded by vulcanization molding between the inner peripheral tube 50a and the inner metal plate 50c, between each metal plate 50c, and between the outer peripheral tube 50b and the outer metal plate 50c. . The cylindrical laminated rubber 50 is arranged so that the gaps 50B are on the left and right sides (sleeper direction side) of the vehicle (see FIG. 3). That is, each gap 50B of the cylindrical laminated rubber 50 and each gap 40B of the cylindrical laminated rubber 40 are shifted by 90 degrees in the circumferential direction.

  By the way, conventionally, in the axle box support device, it has been required that the primary spring is soft in an empty state where the vehicle is light, in other words, that the vertical spring constant of the primary spring is small. This is because if the primary spring is stiff, it is easy to cause wheel weight loss (the wheel weight will become extremely small as the wheel rises while driving), especially in an empty state, and a serious accident may occur. This is because it becomes higher. On the other hand, when the vehicle is full, the primary spring is required to be hard. This is because, in the morning and evening, commuter vehicles are particularly heavy due to the full condition, and it is necessary to receive a large load acting on the vehicle so that the vehicle body does not sink too much. Thus, there has been a demand for a primary spring having an ideal non-linear characteristic that is soft in an empty state and hard in a full state.

  However, the conventional axle box support device including the coil spring and the laminated rubber has the following problems. First, in the full state, the upper and lower spring constants of the coil springs must inevitably be increased because the coil springs of the primary springs receive a large vertical load acting on the vehicle. When the vehicle is full, not only the coil spring contracts in the vertical direction but also the laminated rubber is distorted in the vertical direction. For this reason, the vertical spring constant of the primary spring is the sum of the vertical spring constant of the coil spring and the vertical spring constant of the laminated rubber, and the primary spring becomes hard by adding the vertical spring constant of the laminated rubber. If the laminated rubber is eliminated, the primary spring becomes soft, but the great merit of the laminated rubber that receives the load in the horizontal direction is lost. As a result, in spite of the demand for a soft primary spring in an empty state, a conventional spring is a relatively hard primary spring made of laminated rubber.

  On the other hand, conventionally, a coil spring having non-linear characteristics using a coil spring having non-linear characteristics, that is, a coil spring whose upper and lower spring constants are small and soft when the amount of contraction is small, and whose upper and lower spring constants are large and hard when the amount of contraction is large, It is done to make a spring. However, this coil spring is designed to obtain non-linear characteristics by making the middle part thicker while making both ends thinner in the winding. By changing the thickness of the winding, hardness and softness can be obtained. There is a limit to big changes. Therefore, the setting of the coil spring having nonlinear characteristics alone is not sufficient to realize the above-described primary spring having ideal nonlinear characteristics.

  Furthermore, in the axle box support device provided with the laminated rubber, it has been required to extend the life of the laminated rubber. In other words, the method of distortion changes depending on where the laminated rubber is set, and in general, the maximum distortion during use is reduced, so that the maximum capacity of the empty state, the capacity state, and the full state is reduced. Is set so that the distortion becomes “0” in the vicinity of. For this reason, in the empty state, the coil spring greatly expands and is distorted in the direction in which the laminated rubber is pulled, and in the full state, the coil spring is greatly contracted and distorted in the direction in which the laminated rubber is compressed.

  Here, since the railway vehicle is detained in an empty state for most of the time except during running, the laminated rubber is also distorted in the direction of being pulled in most of the time. For this reason, the laminated rubber deteriorates relatively quickly with the passage of time, and the relatively expensive laminated rubber must be replaced in a short period of time. If a hard laminated rubber that is not easily distorted is used, the primary spring becomes hard as described above, which causes a problem of wheel load loss. On the other hand, if a soft laminated rubber that is easily distorted is used, the laminated rubber cannot accurately receive the load in the horizontal direction, and the deterioration is accelerated. Thus, conventionally, there has been a demand for a laminated rubber having a long life while sufficiently fulfilling the function of the laminated rubber.

  Therefore, in the axle box support device 1 of the present embodiment, it is possible to realize a primary spring having an ideal non-linear characteristic that becomes soft in an empty state and hard in a full state, and extends the life of a laminated rubber (cylindrical laminated rubber 40). It can be configured as follows. First, in the cylindrical laminated rubber 40, as shown in FIG. 2, a retaining ring 43 is attached to an intermediate portion of the support shaft portion 10a while being inserted into the support shaft portion 10a of the lower shaft spring seat 10, and the support shaft A pusher 44 and a nut 45 are attached to the upper end of the portion 10a. Thus, the inner peripheral tube 40a (inner peripheral portion) of the cylindrical laminated rubber 40 is fixed to the support shaft portion 10a. However, the outer peripheral tube 40b (outer peripheral portion) of the cylindrical laminated rubber 40 is slidable in the vertical direction with respect to the cylindrical portion 20a of the upper shaft spring seat 20 as will be described later. Here, FIG. 7 is an enlarged view of the periphery of the cylindrical laminated rubber 40 shown in FIG.

  As shown in FIG. 7, a pipe member 60 is coaxially assembled to the outer peripheral tube 40 b of the cylindrical laminated rubber 40. FIG. 8 is a perspective view of the pipe member 60 shown in FIG. As shown in FIG. 8, the pipe member 60 has a cylindrical shape, can be replaced separately from the cylindrical laminated rubber 40, and is sufficiently cheaper than the cylindrical laminated rubber 40. And the pipe member 60 has the strip | belt-shaped annular groove 60b in the intermediate part of the up-down direction among the internal peripheral surfaces 60a. The annular groove 60 b is for fitting the outer peripheral tube 40 b of the cylindrical laminated rubber 40. Thus, when the cylindrical laminated rubber 40 is assembled to the pipe member 60, the outer peripheral tube 40b is fitted in the annular groove 60b while bending the outer peripheral tube 40b in the radially inner direction. The cylindrical laminated rubber 40 and the pipe member 60 can be assembled without shifting.

  As shown in FIG. 7, in the empty state, the cylindrical laminated rubber 40 and the pipe member 60 are slidable in the vertical direction with respect to the inner peripheral surface 20e of the cylindrical portion 20a of the upper shaft spring seat 20. . That is, the outer peripheral surface 60 c of the pipe member 60 can slide in the vertical direction with respect to the inner peripheral surface 20 e of the upper shaft spring seat 20. Since the annular slide bearing 61 is assembled to the inner peripheral surface 20e of the upper shaft spring seat 20, the outer peripheral surface 60c of the pipe member 60 and the slide bearing 61 are in direct contact with each other so as to be slidable. ing.

  Here, in the present embodiment, the sliding gap SM is formed between the upper surface 60d of the pipe member 60 and the annular step 20f formed on the inner peripheral surface 20e of the upper shaft spring seat 20 in the empty state. Is formed. Therefore, the cylindrical laminated rubber 40 can slide in the vertical direction until the upper surface 60d of the pipe member 60 comes into contact with the stepped portion 20f (see FIG. 9). The step portion 20f of the present embodiment corresponds to the “horizontal receiving portion” of the present invention, and the pipe member 60 corresponds to the “sliding member” of the present invention, but the configuration of the horizontal receiving portion and the configuration of the pipe member are appropriately changed. Is possible.

  Next, the size of the sliding gap SM will be described. In the empty state, the amount of contraction of the coil spring 30 is small because the vehicle is light, and in the full state, the amount of contraction of the coil spring 30 is large because the vehicle is heavy. For this reason, the distance between the upper surface 60d of the pipe member 60 and the stepped portion 20f changes according to the amount of contraction of the coil spring 30. Therefore, the sliding gap SM is set to be smaller than the expansion / contraction change amount of the coil spring 30 in the empty state and the full state so that the upper surface 60d of the pipe member 60 and the stepped portion 20f abut on the way from the empty state to the full state. Has been. In this embodiment, the sliding gap SM is set to about 10 mm, but the size of the sliding gap SM is determined by the upper and lower spring constants of the coil spring 30, the upper and lower spring constants of the cylindrical laminated rubber 40, and the primary spring that is the setting target. Is optimally set according to the upper and lower spring constants.

  Thus, in the empty state, the pipe member 60 can slide in the vertical direction without contacting the stepped portion 20f by the sliding gap SM, so that the cylindrical laminated rubber 40 is not distorted in the vertical direction. Therefore, the cylindrical laminated rubber 40 does not function in the vertical direction as a primary spring in an empty state. In the present embodiment, the cylindrical laminated rubber 50 is provided in addition to the cylindrical laminated rubber 40. However, since the function of the cylindrical laminated rubber 50 is the same as the conventional function, the function of the cylindrical laminated rubber 50 is as follows. Omitted. On the other hand, on the way from the empty state to the full state, as shown in FIG. 9, the upper surface 60d of the pipe member 60 comes into contact with the step portion 20f, and the cylindrical laminated rubber 40 is distorted in the vertical direction. Therefore, in a full state, the cylindrical laminated rubber 40 functions in the vertical direction in addition to the coil spring 30 as a primary spring.

  Here, the configuration of a conventional axle box support device by the applicant will be described. FIG. 10 is a front view showing a conventional axle box support device 101 by the present applicant. As shown in FIG. 10, in the conventional axle box support device 101, the cylindrical laminated rubber 140 is assembled so that it cannot slide in the vertical direction. That is, the cylindrical laminated rubber 140 is assembled to the spacer 141 preliminarily charged on the inner peripheral surface 120e of the cylindrical portion 120a of the upper shaft spring seat 120, and is fixed to the inner peripheral surface 120e by the C ring 142. In addition, the cylindrical laminated rubber 140 is inserted into the support shaft portion 110a of the lower shaft spring seat 110, and a retaining ring 143 is attached to an intermediate portion of the support shaft portion 110a, and is pushed to the upper end portion of the support shaft portion 110a. By attaching the gold 144 and the nut 145, the support shaft 110a is fixed. Thus, the conventional cylindrical laminated rubber 140 is fixed on the inner peripheral side and the outer peripheral side, and functions in the vertical direction as a primary spring even in an empty state. In addition, since the other structure of the conventional axle box support apparatus 101 is the same as that of the axle box support apparatus 1 of this embodiment, the code | symbol of No. 100 is attached | subjected and the description is abbreviate | omitted.

  Next, the vertical spring constant of the conventional primary spring and the vertical spring constant of the primary spring of this embodiment will be compared and described. FIG. 11 is a diagram schematically showing the vertical spring constant of the conventional axle box support device 101, and FIG. 12 is a diagram schematically showing the vertical spring constant of the axle box support device 1 of the present embodiment. is there. 11 and 12, the horizontal axis indicates the amount of contraction of the coil spring, and the value of the horizontal axis increases from “0” to change to an empty state, a capacity state, and a full state. Further, the vertical axis indicates the vertical biasing force, and the slope of each line indicates the magnitude of the vertical spring constant. For ease of understanding, the case where the coil springs 30 and 130 have linear characteristics instead of nonlinear characteristics will be described.

  First, as shown in FIG. 11, the urging force (thin broken line) of the conventional coil spring 130 increases linearly from “0” as the amount of contraction increases, and becomes a sufficiently large value when the vehicle is full. This is to support a heavy vehicle when the vehicle is full. As a result, the inclination of the thin broken line is relatively steep, and the coil spring 130 has a relatively large spring constant. On the other hand, as described above, the conventional cylindrical laminated rubber 140 is generally set so that the distortion becomes “0” in the vicinity of the capacity state so that the maximum distortion during use is reduced. It is distorted in the direction of being pulled when in a state, and distorted in the direction of being contracted when full.

  Here, since the railway vehicle is left in an empty state in most of the time except when traveling, there is a problem that the conventional cylindrical laminated rubber 140 continues to be distorted in the direction of being pulled in most of the time and deteriorates quickly. It was happening. The vertical spring constant of the conventional primary spring is obtained by adding the vertical spring constant of the conventional cylindrical laminated rubber 140 to the vertical spring constant of the conventional coil spring 130. Therefore, the inclination of the thin solid line becomes steep, and the empty state However, there has been a problem that the conventional primary spring is hard.

  In contrast, in the axle box support device 1 of the present embodiment, the coil spring 30 is softer than the conventional coil spring 130 so that the slope of the thick broken line in FIG. 12 is gentler than the slope of the thin broken line in FIG. Can be adopted. This is because the cylindrical laminated rubber 40 starts to function in the vertical direction on the way from the empty state to the full state, as indicated by the thick dashed line, and therefore is harder in the vertical direction than the conventional cylindrical laminated rubber 40 as the cylindrical laminated rubber 40. This is because things can be adopted.

  Thus, the primary spring of the present embodiment exhibits the same urging force Fa as that of the conventional primary spring in the full state to prevent excessive depression of the vehicle body, while the cylindrical laminated rubber 40 is vertically moved in the empty state. The primary spring can be made soft (the inclination of the thick solid line is small). Furthermore, when the railway vehicle is detained in an empty state, the cylindrical laminated rubber 40 is not distorted in the vertical direction by the sliding gap SM, so that it is difficult to deteriorate. Note that the upper and lower spring constants of the primary spring of this embodiment shown in FIG. 12 schematically show an example. In the axle box support device 1 of this embodiment, the cylindrical laminated rubber 40 is moved from the empty state. It is characterized by being able to freely set strong non-linear characteristics that cannot be achieved in the past by functioning in the vertical direction from the middle of moving to a full vehicle state.

  Next, the effect of the pipe member 60 assembled to the cylindrical laminated rubber 40 will be described. As shown in FIG. 9, when the cylindrical laminated rubber 40 is distorted in the vertical direction and functions as a primary spring in the vertical direction, the pipe member 60 directly contacts the stepped portion 20f, and the cylindrical laminated rubber 40 contacts the stepped portion 20f. Does not contact directly. As shown in FIG. 7, when the cylindrical laminated rubber 40 slides in the vertical direction, the outer peripheral surface 60 c of the pipe member 60 slides directly with respect to the sliding bearing 61. For this reason, even if a large burden acts on the relatively inexpensive pipe member 60, a large burden does not act on the relatively expensive cylindrical laminated rubber 40. Therefore, cracks are unlikely to occur in the rubber plate 40d of the cylindrical laminated rubber 40, and the replacement frequency of the cylindrical laminated rubber 40 can be reduced.

  The pipe member 60 is made of, for example, Teflon (registered trademark) as a material having dry lubricity. For this reason, the outer peripheral surface 60c of the pipe member 60 can be smoothly slid without applying the lubricating oil to the outer peripheral surface 60c of the pipe member 60. And while the abrasion resistance of the pipe member 60 improves, the noise at the time of the outer peripheral surface 60c of the pipe member 60 sliding can be prevented. Moreover, since it is not necessary to use lubricating oil, it can prevent that foreign materials, such as dust, adhere to lubricating oil and accumulate | store. In the present embodiment, the pipe member 60 is made of Teflon (registered trademark), but another material having dry lubricity may be MC nylon (registered trademark), and can be changed as appropriate. Alternatively, only the outer surface of the metal pipe member may be dry lubricated and only the outer surface of the pipe member may be made of a material having dry lubricity.

  By the way, the axle box support device 1 moves in a complicated manner such as rotating (pitching) around the axle center line O2, so that the pipe member 60 and the cylindrical laminated rubber 40 slide in the vertical direction. However, this problem can be solved. That is, there is almost no frictional force (surface pressure) between the outer peripheral surface 60c of the pipe member 60 and the slide bearing 61, and the pipe member is caused by the force of the cylindrical laminated rubber 40 spreading outward in the radial direction. The outer peripheral surface 60c of 60 is appropriately pressed against the slide bearing 61 to generate a predetermined frictional force. Thereby, it sets so that the outer peripheral surface 60c of the pipe member 60 may not slide easily to an up-down direction. And even if the play or squeeze is generated when the outer peripheral surface 60c of the pipe member 60 is slid, the rubber plate 40d of the cylindrical laminated rubber 40 absorbs the play or squeeze to some extent.

  In particular, in this embodiment, as shown in FIG. 8, the pipe member 60 is cut in the vertical direction at a part of the circumferential direction, and has a cutting groove 60e extending in the vertical direction. For this reason, in this pipe member 60, the diameter can be slightly increased by the cutting groove 60e. Further, as shown in FIG. 5, the outer peripheral tube 40b of the cylindrical laminated rubber 40 is also cut in the vertical direction at a part of the circumferential direction, and has a cutting groove 40e extending in the vertical direction. Here, the cylindrical laminated rubber 40 is manufactured as follows. That is, first, rubber is injected in a state where the inner peripheral tube 40a, each metal plate 40c, and the outer peripheral tube 40b are set in a mold. Thereafter, the mixture is heated and pressurized (pre-compressed) at a predetermined vulcanization temperature for a set time, and vulcanized. Then, a part of the circumferential direction of the outer peripheral tube 40b is cut in the vertical direction to form a cutting groove 40e.

  In this way, in the cylindrical laminated rubber 40, each rubber plate 40d is pre-compressed, and since the cutting groove 40e is formed in the outer peripheral tube 40, the diameter expands to become slightly larger. Thereby, in the pipe member 60 assembled with the cylindrical laminated rubber 40, the cutting groove 60e is slightly expanded by the force spreading outward in the radial direction of the cylindrical laminated rubber 40, and the outer peripheral surface 60c is appropriately pressed against the sliding bearing 61. As a result, a predetermined frictional force (surface pressure) is generated so that the outer peripheral surface 60c of the pipe member 60 does not slide easily. In other words, the frictional force to be generated can be appropriately set by the cutting groove 60e of the pipe member 60 and the cutting groove 40e of the outer peripheral tube 40b of the cylindrical laminated rubber 40.

  In the present embodiment, the magnitude of the frictional force described above is set so that the pipe member 60 (cylindrical laminated rubber 40) does not slide in the up and down direction due to the slight vibration acting on the vehicle. That is, the magnitude of the frictional force is set so that the pipe member 60 does not slide each time the coil spring 30 slightly expands and contracts (strokes) in the vertical direction. On the other hand, when the large number of passengers get on and off the commuting vehicle, the magnitude of the frictional force is set so that the pipe member 60 starts to slide in the vertical direction.

  Next, the damping effect of the axle box support device 1 will be described. When a railway vehicle travels at a high speed of 120 km / h or higher, the vibration becomes large, and therefore damping is particularly necessary to suppress this vibration. In the axle box support device 1 of the present embodiment, since the cylindrical laminated rubber 40 is configured to be slidable in the vertical direction, the damping effect is reduced, but this problem can be solved. That is, in the conventional axle box support device 101 (see FIG. 10) according to the present application, the cylindrical laminated rubber 140 arranged in the coil spring 130 and the cylindrical laminated rubber arranged on the rear side of the axle box body 4 in the rail direction. In both cases, the damping effect is more reliably exhibited. However, the cylindrical laminated rubber alone can sufficiently exhibit the damping effect. Actually, in the conventional axle box support device 401 (see FIG. 17) according to the cited document, no laminated rubber is arranged in the coil spring 430, and the laminated rubber arranged on the rear side in the rail direction of the axle box body 4. A sufficient damping effect is exhibited only by this.

  Therefore, in the axle box support device 1 of the present embodiment, the cylindrical laminated rubber 50 disposed on the rear side in the rail direction of the axle box body 4 exhibits a sufficient damping effect. Insufficient effect is not particularly problematic. Furthermore, in the present embodiment, as described above, by generating an appropriate frictional force on the outer peripheral surface 60c of the pipe member 60 and giving the cylindrical laminated rubber 40 hysteresis, not only the problem of play but also the damping effect can be obtained. The shortage problem can be solved. As another method for reliably obtaining the damping effect, a shaft damper (for example, shaft damper 290 shown in FIG. 15) is provided between the member on the side beam 3 side and the member on the shaft box body 4 side. Also good.

  Subsequently, of the two laminated rubbers (cylindrical laminated rubber 40 and cylindrical laminated rubber 50) provided in the axle box support device 1, the cylindrical laminated rubber 40 disposed in the coil spring 30 is slidable in the vertical direction. The reason for the configuration will be described. First, when the cylindrical laminated rubber 40 is arranged in the coil spring 30, the size of the cylindrical laminated rubber 40 is limited, and it is difficult to deteriorate by using a large cylindrical laminated rubber, and the life cannot be extended. That is, since there is no restriction | limiting in the magnitude | size of laminated rubber if it is except in the coil spring 30, it is hard to deteriorate by using large laminated rubber, and can extend a lifetime. In the case of the cylindrical laminated rubber 40 disposed in the coil spring 30, since the labor for replacement is large, it has been particularly required to extend the life. Thus, according to the axle box support device 1 of the present embodiment, even if the condition is such that the size of the cylindrical laminated rubber 40 is limited in the coil spring 30, the carriage can be used by effectively utilizing the space in the coil spring 30. The life of the cylindrical laminated rubber 40 can be extended while utilizing the merit that the frame DW (cart) can be made compact.

  Further, if the cylindrical laminated rubber 40 disposed in the coil spring is loosely slid by sliding and has an adverse effect on traveling, the cylindrical laminated rubber 50 disposed on the rear side in the rail direction of the axle box support device 4 slides. Comparing with the adverse effect caused by the movement of the cylinder-laminated rubber 50, the adverse effect caused by the sliding of the cylindrical laminated rubber 50 is greater. This is because the backlash of the cylindrical laminated rubber 50 located at the height of the axle centerline O2 has an effect on the running stability of the wheel, compared to the backlash of the cylindrical laminated rubber 40 located directly above the axle box support device 4. It is because it is easy to do. Based on such a reason, in the axle box support device 1 of the present embodiment, the cylindrical laminated rubber 40 disposed in the coil spring 30 is configured to be slidable in the vertical direction.

  Next, the axle box support device 1 of the present embodiment has extremely excellent maintainability compared to the conventional axle box support device 101. First, a procedure for assembling the conventional axle box support device 101 will be described (see FIG. 10). First, the spacer 141 is loaded on the inner peripheral surface 120 e of the cylindrical portion 120 a of the upper shaft spring seat 120, and the cylindrical laminated rubber 140 is assembled to the spacer 141. Next, the outer peripheral side of the cylindrical laminated rubber 140 is fixed to the upper shaft spring seat 120 by attaching the C ring 142 to the inner peripheral surface 120e of the cylindrical portion 120a.

  Subsequently, the cylindrical portion 120a of the upper shaft spring seat 120 is coaxially inserted into the support shaft portion 110a of the lower shaft spring seat 110, and the flange portion 120b of the upper shaft spring seat 120 and the flange portion of the lower shaft spring seat 110 are inserted. The coil spring 130 is sandwiched between 110b. Then, a spring killing operation is performed to suppress the elongation of the coil spring 130, the retaining ring 143 is attached to the intermediate portion of the support shaft portion 110a, and the pusher 144 and the nut 145 are attached to the upper end portion of the support shaft portion 110a. The inner peripheral side of the cylindrical laminated rubber 140 is fixed to the lower shaft spring seat 110. Thereafter, the bogie frame is lowered and a load is applied by the press machine, and the axle box support device 101 is assembled.

  Next, a procedure for assembling the axle box support device 1 of the present embodiment will be described (see FIG. 2). First, the retaining ring 43 is attached to the intermediate portion of the support shaft portion 10a. Next, the coil spring 30 is placed on the flange portion 10 b of the lower shaft spring seat 10. Next, the cylindrical laminated rubber 40 assembled with the pipe member 60 is inserted into the support shaft portion 10 a of the lower shaft spring seat 10. Next, a pusher 44 and a nut 45 are attached to the upper end portion of the support shaft portion 10 a, and the inner peripheral side (inner peripheral tube 40 a) of the cylindrical laminated rubber 40 is fixed to the lower shaft spring seat 10. Subsequently, the cylindrical portion 20 a of the upper shaft spring seat 20 is coaxially inserted into the support shaft portion 10 a of the lower shaft spring seat 10. Finally, the bogie frame DW is lowered and a load is applied by the press machine, and the axle box support device 1 is assembled.

  As is clear from the above comparison, according to the axle box support device 1 of the present embodiment, it is necessary to fix the outer peripheral side (outer peripheral tube 40b) of the cylindrical laminated rubber 40 to the inner peripheral surface 120e of the upper shaft spring seat 120. Because there is no, it can be assembled easily. Further, since the spacer 141 and the C ring 142 used in the conventional axle box support device 101 are not required, the number of parts can be reduced.

The effect of the axle box support apparatus 1 of 1st Embodiment is demonstrated.
According to the axle box support device 1 of the first embodiment, as shown in FIG. 7, in the empty state, the pipe member 60 can slide up and down without contacting the stepped portion 20f by the sliding gap SM. The cylindrical laminated rubber 40 is not distorted in the vertical direction. For this reason, the cylindrical laminated rubber 40 does not function in the vertical direction as a primary spring in an empty state. On the other hand, as shown in FIG. 9, the pipe member 60 comes into contact with the step portion 20f in the middle of the transition from the empty state to the full state, and the cylindrical laminated rubber 40 is distorted in the vertical direction. For this reason, when the vehicle is full, the cylindrical laminated rubber 40 functions in the vertical direction in addition to the coil spring 30 as a primary spring. Therefore, by adopting a softer coil spring 30 than in the prior art, the primary spring can be softened only by the coil spring 30 in the empty state, and it is possible to make it difficult for the shaft to fall out. In the full state, the coil spring 30 and the cylindrical laminated rubber can be prevented. The primary spring can be hardened by 40, and excessive sinking of the vehicle body can be prevented.

  Further, when the railway vehicle is detained in an empty state, the cylindrical laminated rubber 40 is not distorted in the vertical direction by the sliding gap SM, and the cylindrical laminated rubber 40 is also applied when a relatively small load is applied to the vehicle. Does not distort in the vertical direction because it slides in the vertical direction. Therefore, the cylindrical laminated rubber 40 is hardly deteriorated even after the lapse of time, and the life of the cylindrical laminated rubber 40 can be extended. In addition, when the cylindrical laminated rubber 40 slides in the vertical direction, the pipe member 60 directly slides, and when the cylindrical laminated rubber 40 is distorted in the vertical direction, the pipe member 60 directly contacts the step portion 20f. . Therefore, an excessive load does not act on the cylindrical laminated rubber 40 itself, and the life of the relatively expensive cylindrical laminated rubber 40 can be extended by replacing the pipe member 60.

  Next, a first modification of the first embodiment will be described with reference to FIG. FIG. 13 is a front view showing the periphery of the cylindrical laminated rubber 40 of the first modification. As shown in FIG. 13, in the first modification, the upper end portion of the annular slide bearing 71 has a horizontal receiving portion 71a extending horizontally in the radial inner direction, and the lower end portion of the slide bearing 71 is The C-ring 72 is fixed to the inner peripheral surface 20 e of the upper shaft spring seat 20. As a result, the upper surface 70a of the pipe member 70 comes into contact with the horizontal receiving portion 71a of the sliding bearing 71. However, the sliding bearing 71 is prevented from being displaced by the C ring 72 even after many years.

  Subsequently, a second modification of the first embodiment will be described with reference to FIG. FIG. 14 is a view showing the periphery of the cylindrical laminated rubber 40 of the second modification. As shown in FIG. 14, a buffer member 82 is attached to the step portion 20 f of the upper shaft spring seat 20 to reduce the impact force when the upper surface 80 a of the pipe member 80 contacts the step portion 20 f. The buffer member 82 is made of, for example, resin or rubber. Thereby, the impact force of the above-mentioned contact can be relieved by the buffer member 82, and it is possible to prevent the generation of noise due to the above-mentioned contact during traveling. The buffer member 82 may be assembled to the upper surface 60a of the pipe member 60 facing the step portion 20f.

  Next, the axle box support apparatus 201 of 2nd Embodiment is demonstrated, referring FIG. As shown in FIG. 15, in the axle box support device 201 of the second embodiment, the cylindrical laminated rubber 240 arranged in the coil spring 230 is not configured to be slidable in the vertical direction in the empty state. A cylindrical laminated rubber 250 disposed on the rear side of the box 204 in the rail direction is configured to be slidable in the vertical direction.

  Specifically, the inner peripheral tube of the cylindrical laminated rubber 250 is fixed to the support shaft 209a of the inner cylinder member 209. The pipe member 260 is assembled to the outer peripheral tube of the cylindrical laminated rubber 250, and the outer peripheral surface of the pipe member 260 slides in the vertical direction with respect to the slide bearing 261 assembled to the inner peripheral surface of the cylindrical ring 206. It is possible. In the empty state, a sliding gap SM is formed between the lower surface of the pipe member 260 and a horizontal receiving portion 206a extending horizontally in the radial inner direction from the lower end portion of the cylindrical ring 206.

  Since other configurations of the second embodiment are substantially the same as those of the first embodiment described above, the corresponding members are denoted by reference numerals of the number 200 and the description thereof is omitted. The operational effects of the second embodiment are also substantially the same as the operational effects of the first embodiment described above, and a description thereof will be omitted.

  Next, the axle box support device 301 of the third embodiment will be described with reference to FIG. As shown in FIG. 16, in the axle box support device 301 of the third embodiment, the two coil springs 330 and 330 are supported by the spring receiving member 305 on the lower side of the axle box body 304 so that both wings are spread, This is a so-called wing-type axle box support device. The configuration on the front side in the rail direction and the configuration on the rear side in the rail direction with respect to the axle box 304 are the same.

  The cylindrical laminated rubber 340 is disposed in the coil spring 330, and the inner peripheral tube is fixed to the support shaft portion 320 a of the upper shaft spring seat 320. Further, the pipe member 360 is assembled to the outer peripheral tube of the cylindrical laminated rubber 340 so that the outer peripheral surface of the pipe member 360 can slide in the vertical direction with respect to the inner peripheral surface of the cylindrical portion 310a of the lower shaft spring seat 310. It has become. In the empty state, a sliding gap SM is formed between the lower surface of the pipe member 360 and the step portion 310f formed on the inner peripheral surface of the lower shaft spring seat 310. In this axle box support device 301, the cylindrical laminated rubber 340 disposed in the two coil springs 330 is configured to be slidable in the vertical direction.

  Since the other configuration of the third embodiment is substantially the same as that of the first embodiment described above, the corresponding members are denoted by reference numerals of No. 300 and the description thereof is omitted. The operational effects of the third embodiment are also substantially the same as the operational effects of the first embodiment described above, and thus the description thereof is omitted.

As mentioned above, although each embodiment of the axle box support apparatus for railway vehicles which concerns on this invention was described, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning.
For example, in each embodiment, the inner peripheral tube 40a of the cylindrical laminated rubber 40, 240, 340 is fixed and the outer peripheral tube 40b of the cylindrical laminated rubber 40, 240, 340 is configured to be slidable in the vertical direction. The outer peripheral tube of rubber may be fixed, and the inner peripheral tube of cylindrical laminated rubber may be configured to be slidable in the vertical direction.
Further, the axle box support device is not limited to the tandem or wing type axle box support device, and can be appropriately implemented as long as it is an axle box support device including a coil spring and laminated rubber.

DW bogie frame 1, 201, 301 axle box support device 2 transverse beam 3 side beam 4 axle box body 10 lower shaft spring seat 10a support shaft portion 10b flange portion 10c peripheral surface 20 upper shaft spring seat 20a cylindrical portion 20b flange portion 20e inner periphery Surface 20f Step 30 Coil spring 40, 240, 340 Cylindrical laminated rubber 40a Inner peripheral tube 40b Outer peripheral tube 40c Metal plate 40d Rubber plate 40e Cutting groove 50 Cylindrical laminated rubber 60, 70, 80 Pipe member 60b Annular groove 60e Cutting groove 61, 71 81 Sliding bearing 82 Buffer member

Claims (6)

A coil spring that is interposed between the carriage frame and the axle box and can be expanded and contracted in the vertical direction;
It is interposed between the member on the cart frame side and the member on the axle box body side, and is provided with a concentric and cylindrical laminated rubber,
In the rail car axle box support device in which the axle box body is elastically supported by the bogie frame by the coil spring and the laminated rubber,
In the laminated rubber, one of the outer peripheral portion and the inner peripheral portion is fixed to one of the member on the cart frame side and the member on the axle box body side, and the other of the outer peripheral portion and the inner peripheral portion is the member on the cart frame side and A sliding member that is slidable in the vertical direction with respect to the other of the members on the shaft box body side is assembled,
The sliding member can be exchanged separately from the laminated rubber, and when the vehicle is in an empty state, with respect to a horizontal receiving portion provided on the other of the member on the cart frame side and the member on the axle box side Has a sliding gap so that it does not contact in the vertical direction,
The rail car axle box support device, wherein the sliding gap is set to be smaller than an expansion / contraction change amount of a coil spring in an empty state and a full state. In the rail car axle box support device according to claim 1,
The coil spring is disposed above the axle box, it has been interposed between the flange portion of the lower shaft spring seat of the flange portion and the shaft box side of the upper shaft spring seat of the truck frame side,
In the cylindrical portion extending in the vertical direction of the upper shaft spring seat, the support shaft portion extending in the vertical direction of the lower shaft spring seat is coaxially inserted,
The laminated rubber is interposed in the coil spring between an inner peripheral surface of a cylindrical portion of the upper shaft spring seat and a peripheral surface of a support shaft portion of the lower shaft spring seat. Rail box support equipment for railway vehicles. In the rail car axle box support device according to claim 1 or 2,
The sliding member is a cylindrical pipe member extending coaxially with the laminated rubber, and has a belt-like annular groove on the inner peripheral surface,
The rail car axle box supporting device, wherein the laminated rubber is assembled to the pipe member by fitting an outer peripheral portion into the annular groove. In the rail car axle box support device according to claim 3,
The laminated rubber is one in which the outer periphery is cut in the vertical direction at a part of the circumferential direction,
The pipe member is cut in the vertical direction at a part in the circumferential direction, and can be slightly increased in diameter by a force spreading outward in the radial direction of the laminated rubber. Box support device. In the rail car axle box support device according to claim 3 or 4,
The outer peripheral surface of the pipe member is made of a material having dry lubricity, and the rail car axle box supporting device is characterized. In the rail car axle box support device according to any one of claims 1 to 5,
A rail vehicle axle box support, wherein a cushioning member for reducing an impact force at the time of contact is assembled to a portion of the horizontal receiving portion or the sliding member facing the horizontal receiving portion. apparatus.

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