JP6309596B1 - Rail car axle box support device - Google Patents

Abstract

An axle box support device having a simple structure and having an effective structure for mitigating impacts at the time of rail joints or branch passages while maintaining a necessary support rigidity in an axle spring portion is provided. A shaft spring 3 is disposed between a shaft box 2 having a support arm 21 extending in the longitudinal direction of the vehicle body and a spring cap 13 of the carriage frame 1, and the support arm is supported on the carriage frame via a cylindrical laminated rubber 4. This is a railway car axle box support device 10. In the upper shaft spring seat 31 of the shaft spring, there is an upper annular flange portion 311 that contacts the upper end of the shaft spring, and a spring cap is inserted coaxially with the shaft spring center line J1 on the inner peripheral side of the upper annular flange portion. A rubber seat 5 formed in the shape of an annular plate that is inscribed in the outer peripheral surface of the upper cylindrical portion, is disposed between the upper annular flange portion and the spring cap. In addition, gaps 132, 132A, and 132B having a predetermined width are formed at least in the left-right direction between the outer peripheral surface of the upper cylindrical portion and the insertion hole 131 of the spring cap. [Selection] Figure 2

Description

  TECHNICAL FIELD The present invention relates to a rail car axle box support device (hereinafter, also simply referred to as “axle box support device”), and more specifically, an axle box support device having a structure effective for mitigating impact at the time of rail joint or branch passage. About.

  Generally, when a railway vehicle travels at a high speed in a straight section or the like, it is necessary to maintain traveling stability by connecting and supporting the axle box supporting the wheels and the bogie frame with high rigidity. On the other hand, when a railway vehicle travels in a curved section, etc., the axle box supporting the wheels and the bogie frame are softly connected and supported to maintain a comfortable ride and reduce the load on the track etc. It is necessary to drive in the state that did.

  Therefore, in the rail car, in the axle box support device that connects and supports the axle box and the bogie frame, the level of the support stiffness is set based on the fact that the optimum value of the support stiffness differs between linear high speed running and curved running. For example, Patent Literatures 1 and 2 disclose a shaft box support device that can be switched.

  For example, in Patent Document 1, a coil spring is disposed between an upper portion of an axle box having a support arm extending in the longitudinal direction of the vehicle body and a spring cap of the carriage frame, and the support arm is supported by the carriage frame via a cylindrical laminated rubber. In the axle box supporting apparatus for a railway vehicle, a cylindrical laminated rubber for supporting the axle box is disposed in a coil spring, and at least one of the cylindrical laminated rubber is capable of switching rigidity. A support device is disclosed.

  Specifically, as shown in FIGS. 14 to 16, the axle box support device 100 of Patent Document 1 includes a spring cap 102 provided at an end of a side beam 101 (or a carriage frame), and the spring cap 102. A coil spring 104 disposed between the shaft box 103, a shaft box upper cylindrical laminated rubber 105 disposed in the coil spring 104, and a support arm 106 of the shaft box 103 and the side beam 101 are disposed. It has a shaft box side cylindrical laminated rubber 107. The support arm 106 of the axle box 103 forms a mounting hole 106a for the axle box side cylindrical laminated rubber 107 at the tip. The axle box side cylindrical laminated rubber 107 mounted in the mounting hole 106a is formed by laminating a rubber plate between a plurality of laminated plates having different diameters, and forming a support hole 107a in the center portion. Are formed in a portion where the rubber plate and the rubber plate are laminated, and both the fluid chambers 107b and 107b are communicated with each other through a flow path 110 including a throttle valve 108 and an electromagnetic valve 109 in parallel. The rigidity of the axial box side cylindrical laminated rubber 107 can be switched by this operation.

  That is, as shown in FIG. 15, in the state where the electromagnetic valve 109 of the shaft box side cylindrical laminated rubber 107 is closed, the movement of the viscous fluid in both liquid chambers 107b and 107b is restricted by the throttle valve 108. The dynamic rigidity of the box side cylindrical laminated rubber 107 is increased, and the running stability during ultra high speed running can be improved. Further, as shown in FIG. 16, when the electromagnetic valve 109 is excited and opened, the viscous fluid in both liquid chambers 107b and 107b communicates via the electromagnetic valve 109. The rigidity of 107 becomes low, and the curve passing performance like a conventional line can be improved.

  Further, in Patent Document 2, in a railway vehicle axle box support device that supports the space between the axle box and the carriage frame, the vertical direction is provided between the axle box and the carriage frame via an axle spring made of a metal spring. And elastically supporting in the horizontal direction by disposing the shaft rubber in the vertical direction between the shaft rubber storage portion mounted on the shaft box and the inner cylinder extending downward with respect to the bogie frame, A switching shaft box support device having a restricting member that restricts the movement of the inner cylinder in the horizontal direction from the side of the carriage frame, restricts the movement of the inner cylinder in the horizontal direction by the restricting member during high-speed traveling, and rigidly supports the horizontal support. A rail car axle box support device is disclosed, which is provided with a control device that switches the horizontal support rigidity to a soft support state while releasing the restriction member during curve running.

  Specifically, as shown in FIGS. 17 and 18, the axle box support device 200 of Patent Document 2 includes a switching axle box support device 201 and a fixed axle box support device 202. The side beam 204 of the bogie frame 203 is coupled to the extending portion extending in the front-rear direction of the railway vehicle in parallel with the side beam 204 from below the bearing portion of the axle box 205.

  The fixed shaft box support device 202 includes a shaft spring 206, a shaft rubber 207, an inner cylinder 208, and a lower end side shaft spring seat 209. The shaft spring 206 includes a metal spring such as a coil spring. The side beams 204 are connected to mainly support elastic support in the vertical direction. The shaft rubber 207 is made of a cylindrical laminated rubber or the like, is fitted on the inner cylinder 208, and is housed in a shaft rubber housing portion formed integrally with the lower end side shaft spring seat 209.

  The switching shaft box support device 201 includes a shaft spring portion 210 and a switching device 211. The shaft spring portion 210 includes a shaft spring 212, a shaft rubber 213, an inner cylinder 214, a lower end side shaft spring seat 215, and an upper end side shaft. It comprises a spring seat 216 and a rod 217 as a restricting member. The shaft spring 212 is configured by a metal spring such as a coil spring, like the shaft spring 206 of the fixed shaft box support device 202, and a lower end side shaft spring seat 215 and an upper end side are provided between the shaft box 205 and the side beam 204. It is connected via a shaft spring seat 216 and elastically supported mainly in the vertical direction. The shaft rubber 213 is formed of a cylindrical laminated rubber or the like, similar to the shaft rubber 207 of the fixed-shaft box support device 202, is fitted on the inner cylinder 214, and is formed integrally with the lower-end-side shaft spring seat 215. It is stored in.

  The switching device 211 includes an actuator 218, a rod 217, a return spring 219, and the like. When the actuator 218 is operated and the rod 217 is lowered, the lower end of the switching device 211 is located on the upper end side of the inner cylinder 214 of the shaft spring portion 210. It has a tapered shape so as to enter and fit into the provided tapered hole 220. The actuator 218 is connected to a control device (not shown), and operates according to a command from the control device to pull the rod 217 upward. When the actuator 218 is not in operation, the rod 217 is pressed downward by the return spring 219 and is stationary with its lower end fitted in the tapered hole 220. When the actuator 218 is driven, the return spring The rod 217 is lifted upward against 219.

  When the vehicle travels at a high speed, as shown in FIG. 17, the control device of the axle box support device 200 deactivates the actuator 218 of the switching device 211, presses the rod 217 downward by the return spring 219, The tip of the rod 217 is inserted into the tapered hole 220. In this state, the rod 217 and the inner cylinder 214 are in a coupled state, and the horizontal force acting on the side beam 204 from the axle box 205 in the switching axle box support device 201 is reduced by the lower end side axle spring seat 215, the axle rubber 213, It is transmitted from the axle box 205 to the side beam 204 via the cylinder 214 and the rod 217. In this state, since the upper end of the inner cylinder 214 is constrained by the rod 217, the shaft rubber 213 of the switching shaft box support device 201 exhibits horizontal support rigidity similarly to the shaft rubber 207 of the fixed shaft box support device 202. . As a result, during high speed traveling, the horizontal support stiffness of the fixed axle box support device 202 and the horizontal support stiffness of the switching axle box support device 201 are summed to form the horizontal support stiffness of the entire axle box support. The side beams 204 are supported in a rigid state in which they are supported with high rigidity in the horizontal direction, and the high-speed running stability can be improved.

  On the other hand, as shown in FIG. 18, the control device operates the actuator 218 of the switching device 211 to drive the rod 217 upward so that the rod 217 is separated from the tapered hole 220 of the inner cylinder 214 as shown in FIG. In this state, the restriction between the rod 217 and the inner cylinder 214 is released, and the horizontal force acting on the side beam 204 from the axle box 205 is not transmitted via the axle rubber 213. In this state, mainly the shaft rubber 207 of the fixed-shaft box support device 202 alone forms the horizontal support rigidity of the shaft box support. Therefore, the “soft support state” in which the shaft box 205 and the side beams 204 are softly supported in the horizontal direction. It becomes. As a result, the axle box 205 is smoothly displaced in the yaw direction with respect to the carriage frame 203, so that the lateral pressure during curve traveling is effectively reduced, and vibrations due to wear of wheels and rails, squeaks between the wheel rails, etc. Generation of noise can be suppressed. 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.

JP 2003-63395 A Japanese Patent Laying-Open No. 2015-20616

  However, in the axle box support device 100 of Patent Document 1, the coil spring 104 disposed between the spring cap 102 and the axle box 103 and the axle box upper cylindrical laminated rubber 105 disposed in the coil spring 104 are: Since it is directly connected to the spring cap 102 via the upper coil spring seat 111, an impact at the time of rail joint or branch passage, etc., from the axle box 103 supporting the wheel 112 to the coil spring 104 and the axle box upper cylindrical laminated rubber 105 Thus, the vibrations of the coil spring 104 and the shaft box upper cylindrical laminated rubber 105 are directly transmitted to the spring cap 102 via the upper coil spring seat 111. The vibration transmitted to the spring cap 102 is transmitted from the side beam 101 to the vehicle body, which has a problem of affecting the ride comfort.

  Further, in the axle box support device 100 of Patent Document 1, the rigidity of the cylindrical laminated rubber can be switched by the operation of the electromagnetic valve 109 in the cylindrical laminated rubber (axial box upper cylindrical laminated rubber 105 or axial box side cylindrical laminated rubber 107). Therefore, when the rigidity of the cylindrical laminated rubber is switched to a low level, the cylindrical laminated rubber whose rigidity is switched to a low level greatly deflects in the left-right direction when subjected to an impact at a rail joint or branch passage. The axle box support device 100 has a problem that it is difficult to secure the necessary support rigidity, and it is easy to lead to excessive displacement of a brake device or a motor joint with respect to the wheel.

  Also, the axle box support device 200 of Patent Document 2 is a switching axle box whose rigidity is switched to a low level when subjected to an impact at the time of rail joints or branch passages, like the axle box support device 100 of Patent Document 1. The shaft spring portion 210 in the support device 201 is greatly bent in the left-right direction, and it is difficult to ensure the necessary support rigidity as the entire shaft box support device 200, and it is easy to lead to excessive displacement of a brake device, a motor joint or the like with respect to the wheel. was there.

  Further, in the axle box support device 200 of Patent Document 2, the switching axle box support device 201 includes an axial spring portion 210 and a switching device 211, and the switching device 211 includes an actuator 218, a rod 217, a return spring 219, and the like. When the actuator 218 is operated and the rod 217 is lowered, the lower end of the rod 217 enters and fits into the tapered hole 220 provided on the upper end side of the inner cylinder 214 of the shaft spring portion 210. For this reason, there is a problem that the structure of the switching device 211 in the switching shaft box support device 201 becomes complicated, the weight of the entire shaft box support device increases, and the durability of the switching device tends to decrease.

  The present invention has been made to solve such a problem, and has a simple structure and is effective in reducing the impact at the time of rail joint or branch passage while maintaining the necessary support rigidity in the shaft spring portion. An object of the present invention is to provide an axle box support device having a structure.

In order to achieve the above object, a rail car axle box support device according to the present invention comprises the following arrangement.
(1) For railway vehicles in which a shaft spring is disposed between a shaft box having a support arm extending in the longitudinal direction of the vehicle body and a spring cap of the bogie frame, and the support arm is supported by the bogie frame via a cylindrical laminated rubber An axle box support device,
The upper shaft spring seat of the shaft spring includes an upper annular flange portion that contacts the upper end of the shaft spring, and the spring cap is inserted coaxially with the shaft spring center line on the inner peripheral side of the upper annular flange portion. An upper cylindrical portion extending upward,
Between the upper annular flange portion and the spring cap, a rubber seat formed in an annular plate shape that is inscribed or separated from the outer peripheral surface of the upper cylindrical portion is disposed, and the outer periphery of the upper cylindrical portion A gap having a predetermined width is formed at least in the left-right direction between the surface and the insertion hole of the spring cap.

  In the present invention, the upper annular spring seat of the axial spring is inserted into the upper annular flange portion contacting the upper end of the axial spring, and the spring cap is inserted coaxially with the axial spring center line on the inner peripheral side of the upper annular flange portion. And an upper cylindrical portion extending upward, and a rubber seat formed between the upper annular flange portion and the spring cap in the shape of an annular plate that is inscribed or separated from the outer peripheral surface of the upper cylindrical portion. And a gap with a predetermined width is formed at least in the left-right direction between the outer peripheral surface of the upper cylindrical portion and the insertion hole of the spring cap, so that the shaft box supports the wheel via the shaft spring. The rubber seat placed between the upper annular flange formed on the upper shaft spring seat of the shaft spring and the spring cap deflects the vibration transmitted to the carriage frame in the vertical direction and the horizontal direction (sleeper direction). Can be effectively absorbed. In particular, when traveling in a curved section, the rubber seat absorbs and absorbs shock shocks while flexing mainly in the left-right direction (sleeper direction), even when impact vibration occurs at rail joints or branching passes. Can do. Further, since a gap with a predetermined width is formed between the outer peripheral surface of the upper cylindrical portion and the insertion hole of the spring cap, the displacement of the upper spring seat of the shaft spring in the horizontal direction (at least in the left-right direction) By regulating the amount within the width dimension of the gap, it is possible to maintain the support rigidity in the shaft spring portion of the shaft box support device within a predetermined range. Therefore, since an excessive displacement amount in the shaft spring portion of the axle box support device can be suppressed, an excessive displacement of the brake device and the motor joint with respect to the wheel can be avoided.

  Further, by adopting the above structure, in addition to the vertical direction, the mass body of the upper shaft spring seat has a degree of freedom in the horizontal direction and the rotational direction (roll direction) with respect to the front-rear axis. Compared to the degree of freedom in the vertical direction of the device, the function as a suspension is greatly improved. Moreover, since the upper shaft spring seat is sandwiched between the rubber seat and the shaft spring in a state where the vertical load of the shaft spring is applied, the displacement amount in the roll direction and the like does not become excessively large. Further, with respect to the amount of displacement in the front-rear direction and the amount of displacement in the left-right direction of the upper shaft spring seat, there is no fear of excessive displacement by minimizing the diameter of the spring cap insertion hole.

  Therefore, according to the present invention, the rubber seat is arranged between the upper shaft spring seat of the shaft spring and the spring cap of the carriage frame, and the movement of the upper shaft spring seat in the horizontal direction is controlled between the upper shaft spring seat and the carriage frame. It is a new and simple structure that is regulated by a gap of a predetermined width formed at least in the left-right direction between the spring cap and the necessary support rigidity in the shaft spring portion, while at the time of rail joint or branch passage An axle box support device having a structure effective for shock relaxation can be provided.

(2) In the rail car axle box support device described in (1),
The rubber seat is formed of a laminated rubber body in which a plurality of rubber plates are laminated in a vertical direction via a plate-like body.

  In the present invention, the rubber seat is composed of a laminated rubber body in which a plurality of rubber plates are laminated in the vertical direction via a plate-like body, so that the horizontal rigidity of the rubber seat can be lowered than the vertical rigidity. it can. Therefore, it is possible to further reduce the impact vibration in the horizontal direction at the time of traveling in a curved section, such as at the rail joint or at the time of branch passage. As a result, the self-steering performance of the wheel shaft that supports the wheel can be improved.

(3) In the rail car axle box support device described in (1) or (2),
The gap of the predetermined width is formed so that the left and right gaps are substantially the same size in the left and right direction, and the gap in the front and rear direction is zero or near to zero or a minute dimension near one or the other. It is formed.

  In the present invention, the gap of the predetermined width is formed so that the left and right gaps are substantially the same size in the left and right direction, and the front and rear gaps are zero or near zero or a minute dimension close to zero, or one of the front and rear is zero or zero. Since it was formed in a close minute dimension, the amount of bending in the front-rear direction can be reduced while maintaining the amount of bending in the left-right direction of the rubber seat at a predetermined width. Therefore, the displacement of the gap between the wheel tread and the brake pad is reduced with respect to the brake pad that presses the wheel tread from the front and rear direction while reducing the shock vibration in the left and right direction during rail joints and branching when traveling in a curved section. Can be suppressed. As a result, it is possible to suppress the distortion of the brake pad, improve its durability, and contribute to a longer life.

(4) In the rail car axle box support device described in any one of (1) to (3),
A dustproof / waterproof rubber is fitted into the gap of the predetermined width.

  In the present invention, since the dust-proof and waterproof rubber is fitted in the gap of the predetermined width, in addition to the rubber seat formed in an annular plate shape inscribed in the outer peripheral surface of the upper cylindrical portion, the dust-proof and waterproof By bending the rubber, it is possible to more effectively absorb minute vibrations in the horizontal direction of the upper shaft spring seat. In addition, the dust-proof / water-proof rubber blocks the gap of a predetermined width, so that intrusion of water, dust, etc. can be avoided from the gap between the outer peripheral surface of the upper cylindrical portion of the upper shaft spring seat and the insertion hole of the spring cap. . In addition, since the dustproof / waterproof rubber has an electrical insulating effect, conventionally, the insulating seat and the buckle disposed under the coil spring (shaft spring) can be eliminated.

(5) In the rail car axle box support device described in (4),
The dustproof / waterproof rubber is formed integrally with a lid that covers an upper end of the upper cylindrical portion.

  In the present invention, since the dustproof / waterproof rubber is formed integrally with the lid body that covers the upper end of the upper cylindrical portion, the dustproof / waterproof rubber is simultaneously removed from the upper cylindrical portion of the upper shaft spring seat. Can be attached to and detached from a gap with a predetermined width. Further, the lid body can be positioned by fitting the dustproof / waterproof rubber into the gap having a predetermined width. Therefore, the detachability between the dustproof / waterproof rubber and the lid can be simplified. In addition, dust and waterproof rubber molded integrally with the lid closes the gap of a predetermined width, so that water, dust, etc. are removed from the gap between the outer peripheral surface of the upper cylindrical portion of the upper shaft spring seat and the insertion hole of the spring cap. Can be further prevented.

(6) In the rail car axle box support device described in any one of (1) to (5),
The upper shaft spring seat of the shaft spring includes a lower cylindrical portion that extends downward coaxially with the shaft spring center line on the inner peripheral side of the upper annular flange portion,
The lower shaft spring seat of the shaft spring includes a lower annular flange portion that contacts the lower end of the shaft spring, and a support that extends upward coaxially with the shaft spring center line on the inner peripheral side of the lower annular flange portion. A shaft portion,
A second cylindrical laminated rubber is attached between the inner peripheral surface of the lower cylindrical portion and the outer peripheral surface of the support shaft portion.

  In the present invention, the upper shaft spring seat of the shaft spring includes a lower cylindrical portion extending downward coaxially with the shaft spring center line on the inner peripheral side of the upper annular flange portion, and the lower shaft spring of the shaft spring. The seat includes a lower annular flange portion that comes into contact with the lower end of the shaft spring, and a support shaft portion that extends upward coaxially with the shaft spring center line on the inner peripheral side of the lower annular flange portion. Since the second cylindrical laminated rubber is mounted between the inner peripheral surface of the shaft and the outer peripheral surface of the support shaft portion, vibration transmitted from the shaft box supporting the wheel to the carriage frame via the shaft spring is applied. The rubber seat is disposed between the upper annular flange portion formed on the upper shaft spring seat of the shaft spring and the spring cap, and is mounted between the inner peripheral surface of the lower cylindrical portion and the outer peripheral surface of the support shaft portion. The second cylindrical laminated rubber is absorbed by bending in the vertical direction, the horizontal direction (sleeper direction), etc., respectively. Can. In particular, when traveling in a curved section, the second cylindrical laminated rubber absorbs the shock vibration at the time of rail joints and branch passages in addition to the rubber seat while being bent mainly in the left-right direction. The impact can be further reduced.

  According to the present invention, there is provided a shaft box support device having a simple structure and having an effective structure for shock mitigation at the time of rail joint or branch passage while maintaining a necessary support rigidity in a shaft spring portion. Can do.

It is a top view of the trolley | bogie frame provided with the axle box support apparatus which concerns on embodiment of this invention. It is a front view including the partial cross section figure of the axle box support apparatus shown in FIG. FIG. 3 is a detailed cross-sectional view around the upper shaft spring seat of the axle box support device shown in FIG. 2. It is a top view of the axle box support apparatus shown in FIG. It is a left view of the axle box support apparatus shown in FIG. It is XX sectional drawing shown in FIG. It is YY sectional drawing shown in FIG. It is operation | movement explanatory drawing of the upper axis | shaft spring seat of the axle box support apparatus which concerns on a comparative example. It is operation | movement explanatory drawing of the upper axial spring seat of the axle box support apparatus shown in FIG. It is an acceleration graph with respect to the rail joint in the curve area of the axle box support apparatus which concerns on the comparative example shown in FIG. 8, and the present axle box support apparatus shown in FIG. FIG. 5 is a detailed cross-sectional view relating to a modified example (laminated rubber body) of the rubber seat of the axle box supporting device shown in FIG. It is an A arrow view shown in FIG. 3, (a) shows a case where the gap of a predetermined width formed between the outer peripheral surface of the upper cylindrical portion and the insertion hole of the spring cap has a substantially uniform dimension all around, (B) shows a case where a gap of a predetermined width is formed by forming a gap in the left-right direction with substantially the same size on the left and right sides, and forming a gap in the front-rear direction with a small dimension close to zero or close to zero. The gap of the predetermined width indicates a case where the gap in the left-right direction is formed with substantially the same size on the left and right, and either one of the front and rear sides is formed with zero or a minute dimension close to zero. FIG. 4 is a view taken in the direction of arrow A shown in FIG. 3, showing a case where a filling is inserted into a gap having a predetermined width formed between the outer peripheral surface of the upper cylindrical portion and the insertion hole of the spring cap. It is a front view including the partial cross section figure of the axle box support apparatus described in patent document 1. FIG. It is a control circuit diagram (state of rigid support) of the cylindrical laminated rubber of the axle box support device shown in FIG. FIG. 15 is a control circuit diagram of the cylindrical laminated rubber of the axle box support device shown in FIG. 14 (soft support state). It is sectional drawing of the axle box support apparatus (state of rigid support) described in patent document 2. FIG. FIG. 18 is a cross-sectional view of the axle box support device (soft support state) shown in FIG. 17.

  Next, the axle box support device according to the embodiment of the present invention will be described in detail with reference to the drawings. First, the structure of the axle box support device according to the present embodiment will be described, and then the difference in operation for impact relaxation between the axle box support device according to the present embodiment and the comparative example will be explained, and when traveling in a curved section A simulation result for ride evaluation will be described. In addition, a modified example of the rubber seat in the present embodiment and a modified example of the predetermined gap will be described.

<Structure of the main box support device>
First, the structure of the axle box support device according to the present embodiment will be described with reference to FIGS. In FIG. 1, the top view of the bogie frame provided with the axle box support apparatus which concerns on embodiment of this invention is shown. FIG. 2 shows a front view including a partial cross-sectional view of the axle box support device shown in FIG. FIG. 3 is a detailed cross-sectional view around the upper shaft spring seat of the axle box support device shown in FIG. FIG. 4 is a plan view of the axle box support device shown in FIG. FIG. 5 shows a left side view of the axle box support device shown in FIG. FIG. 6 is a sectional view taken along line XX shown in FIG. FIG. 7 shows a YY cross section shown in FIG.

  As shown in FIG. 1, the axle box support device 10 according to the present embodiment includes a horizontal beam 11 extending in the left-right direction (sleeper direction) and the front-rear direction (rail direction) from the left and right ends of the horizontal beam 11. The carriage frame 1 composed of the left and right side beams 12 and 12 that are extended is mounted on the front end portion and the rear end portion of the left and right side beams 12 and 12, respectively. As shown in FIGS. 1 and 2, the front and rear ends of the side beams 12 and 12 are connected to the upper beam 12a and the lower beam 12b of the side beam 12 by a vertical plate 12c to form a cylindrical shape. A formed spring cap 13 is provided.

  As shown in FIGS. 2 to 5, the axle box support device 10 includes an axle spring 3 disposed between an axle box 2 having a support arm 21 extending in the longitudinal direction of the vehicle body and a spring cap 13 of the carriage frame 1. The support arm 21 is supported on the side beam 12 (cart frame 1) via the cylindrical laminated rubber 4. The cylindrical laminated rubber 4 is fixed via a stopper 92 to a support shaft portion 91 extending in the vertical direction of a support member 9 fastened to a support base 12d extending downward from the lower surface of the lower beam 12b. The shaft spring center line J1 of the shaft spring 3 is formed to be orthogonal to the axle center line J2 of the axle box 2. The cylindrical center line J3 of the cylindrical laminated rubber 4 is formed in parallel with the axial spring center line J1.

  As shown in FIGS. 2, 4, and 7, the cylindrical laminated rubber 4 includes a pair of sector rubber portions 41 and 41 formed between the inner cylinder 4a and the outer cylinder 4b, and the sector rubber. Hollow portions 42, 42 formed between the portions 41, 41, and a tubular body 43 fitted into the outer arm 4 b from the outer peripheral side and fitted to the front-rear direction end of the support arm 21. The upper end and the lower end of the cylindrical body 43 are fixed to the support arm 21. The fan-shaped rubber portions 41 and 41 are formed by alternately laminating a plurality of metal plates 4c and rubber plates 4d that are curved in an arc shape, and are arranged symmetrically in the front-rear direction around the support shaft portion 91. Therefore, when a large impact force acts mainly in the front-rear direction, the sector rubber portions 41 and 41 of the cylindrical laminated rubber 4 are deformed and absorb the impact.

  As shown in FIGS. 2 and 3, the upper shaft spring seat 31 of the shaft spring 3 includes an upper annular flange portion 311 that contacts the upper end of the shaft spring 3, and a shaft on the inner peripheral side of the upper annular flange portion 311. An upper cylindrical portion 312 extending upward through the spring cap 13 coaxially with the spring center line J1 is provided. Between the upper annular flange portion 311 and the spring cap 13, a rubber seat 5 formed in an annular plate shape inscribed in the outer peripheral surface of the upper cylindrical portion 312 is disposed.

  The rubber seat 5 deflects vibration transmitted from the axle box 2 supporting the wheels to the carriage frame 1 via the axle spring 3 and the like in the vertical direction, the horizontal direction (sleeper direction), or the front-rear direction (rail direction). Thus, it can be absorbed three-dimensionally. The rubber seat 5 is made of, for example, SBR (styrene butadiene rubber) and has a uniform thickness of about 15 to 25 mm. By setting the thickness of the rubber seat 5 to about 15 to 25 mm, it is possible to increase the absorbability of vibrations that are displaced in the three-dimensional direction including the vertical direction, the horizontal direction (sleeper direction), or the front-back direction (rail direction). . The spring cap 13 is provided with a receiving metal 133 that contacts the upper end and the outer peripheral end of the rubber seat 5 to prevent the rubber seat 5 from being displaced.

  In addition, a gap 132 having a predetermined width is formed substantially uniformly on the entire circumference between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13. The width dimension of the gap 132 is preferably about 2 to 5 mm. This is because if the width dimension of the gap 132 is less than 2 mm, the degree of freedom in the horizontal direction of the upper shaft spring seat 31 of the shaft spring 3 is too small, and it does not effectively act to alleviate the impact at the time of rail joint or branch passage. If the width dimension of 132 exceeds 5 mm, the degree of freedom in the horizontal direction of the upper shaft spring seat 31 of the shaft spring 3 becomes excessive, and the impact at the time of rail joint or branch passage is transmitted to the brake device, the motor joint, etc. as it is, This is because it may lead to excessive displacement of the device or the like.

  The gap 132 may be fitted with a dustproof / waterproof rubber 6 formed in a cylindrical shape so as to close the gap between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13. The dustproof / waterproof rubber 6 is formed such that the lower end of the cylinder is in contact with the upper end of the rubber seat 5, and the upper end of the cylinder is formed at the same height as the upper end of the upper cylindrical portion 312. In this case, in addition to the rubber seat 5, in addition to the rubber seat 5, the dustproof / waterproof rubber 6 bends against vibration transmitted from the axle box 2 that supports the wheels to the carriage frame 1 via the axle spring 3 and the like. The minute vibration in the horizontal direction of the spring seat 31 can be absorbed more effectively. The dustproof / waterproof rubber 6 is made of, for example, SBR (styrene / butadiene rubber) and has a rubber hardness lower than the rubber hardness of the rubber seat 5, thereby making it possible to further improve the absorbability with respect to minute vibrations. A rubber seat 5 is mounted between the upper shaft spring seat 31 and the spring cap 13 of the carriage frame 1, and a dustproof / waterproof rubber is provided in the gap 132 between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13. By fitting 6, the electrical insulation between the axle box 2 and the carriage frame 1 can be enhanced.

  Further, the dustproof / waterproof rubber 6 may be formed integrally with the lid body 7 that covers the upper end of the upper cylindrical portion 312. By integrally forming the dustproof / waterproof rubber 6 and the lid body 7, the lid body 7 is attached to and detached from the upper cylindrical portion 312 of the upper shaft spring seat 31, and at the same time, the dustproof / waterproof rubber 6 is inserted into the gap 132 having a predetermined width. Detachable. Also, the lid 7 can be positioned by fitting the dustproof / waterproof rubber 6 into the gap 132 having a predetermined width.

  Further, the upper shaft spring seat 31 of the shaft spring 3 is provided with a lower cylindrical portion 313 that extends downward coaxially with the shaft spring center line J1 on the inner peripheral side of the upper annular flange portion 311. Also, the lower shaft spring seat 32 of the shaft spring 3 has a lower annular flange portion 321 in contact with the lower end of the shaft spring 3, and is coaxially upward with the shaft spring center line J1 on the inner peripheral side of the lower annular flange portion 321. And an extended support shaft 322. A second cylindrical laminated rubber 8 is mounted between the inner peripheral surface of the lower cylindrical portion 313 and the outer peripheral surface of the support shaft portion 322.

  2 to 4 and 6, the second cylindrical laminated rubber 8 includes a pair of fan-shaped rubber portions 81 and 81 formed between the inner cylinder 8a and the outer cylinder 8b, There are provided hollow portions 82 and 82 formed between the fan-shaped rubber portions 81 and 81, and a cylindrical sliding contact body 83 that fits the outer cylinder 8b from the outer peripheral side and is in sliding contact with the inner peripheral surface of the lower cylindrical portion 313. . The inner cylinder 8 a is fastened to the support shaft portion 322 of the lower shaft spring seat 32 from above by a nut portion 324 with the upper and lower ends sandwiched between retaining rings 323 and 325. The fan-shaped rubber portions 81 and 81 are formed by alternately laminating a plurality of metal plates 8c and rubber plates 8d that are curved in an arc shape, and are symmetrically arranged in the left-right direction with the support shaft portion 322 as the center. Therefore, when a large impact force acts mainly in the left-right direction, the fan-shaped rubber portions 81, 81 of the second cylindrical laminated rubber 8 are deformed to absorb the impact.

  As shown in FIGS. 2 and 3, the lower cylindrical portion 313 of the upper shaft spring seat 31 is a step that defines the upper end of the inner peripheral surface with which the cylindrical sliding contact body 83 of the second cylindrical laminated rubber 8 is in sliding contact. Attached portion 314 is formed. The gap SM between the stepped portion 314 and the upper end 831 of the cylindrical sliding contact body 83 varies in the empty state, the capacity state, and the full state, but in the vertical direction of the second cylindrical laminated rubber 8 in the vicinity of the capacity state. It is formed so that the amount of bending is minimized. For example, when the vehicle is full, the amount of vertical deflection of the shaft spring 3 increases, so that the stepped portion 314 and the upper end 831 of the cylindrical sliding contact body 83 come into contact with each other, so that the second cylindrical laminated rubber 8 moves in the vertical direction. Therefore, excessive bending of the shaft spring 3 can be prevented. On the other hand, since the amount of vertical deflection of the shaft spring 3 decreases in an empty state, the stepped portion 314 and the upper end 831 of the cylindrical sliding contact body 83 do not come into contact with each other. The lifetime of the second cylindrical laminated rubber 8 can be extended without bending in the vertical direction. Further, the spring coefficient of the shaft spring 3 can be set small, and the vibration absorption in the empty state can be enhanced.

<Explanation of operation for shock relaxation>
Next, the difference in operation with respect to impact relaxation between the axle box support device according to the present embodiment and the comparative example will be described with reference to FIGS. FIG. 8 is an operation explanatory view of the upper shaft spring seat of the shaft box support device according to the comparative example. FIG. 9 is an operation explanatory view of the upper shaft spring seat of the shaft box support device shown in FIG.

  As shown in FIG. 8, in the axle box support device 10 </ b> B according to the comparative example, the upper annular spring portion 31 of the axial spring 3 has an upper annular flange portion 311 that contacts the upper end of the axial spring 3 and an upper annular flange portion 311. An upper cylindrical portion 312 extending upward through the spring cap 13 coaxially with the axial spring center line J1, and between the upper annular flange portion 311 and the spring cap 13, A rubber seat 5 formed in an annular plate shape inscribed in the outer peripheral surface of the upper cylindrical portion 312 is disposed. This configuration is the same as that of the axle box support device 10 according to the present embodiment.

  However, in the axle box support device 10B according to the comparative example, the insertion hole 131B of the spring cap 13B and the outer peripheral surface of the upper cylindrical portion 312 are in contact with each other without any gap. Therefore, the vibration in the vertical direction of the upper shaft spring seat 31 is absorbed by the rubber seat 5 and then transmitted to the spring cap 13B of the carriage frame 1 to provide an impact mitigating effect in the vertical direction. Since the vibration in the horizontal direction (left-right direction or front-rear direction) is directly transmitted from the upper shaft spring seat 31 to the spring cap 13B of the carriage frame 1, there is no effect of reducing the impact in the horizontal direction.

  On the other hand, as shown in FIG. 9, in the axle box support device 10 according to the present embodiment, the upper shaft spring seat 31 of the shaft spring 3 has an upper annular flange portion 311 that contacts the upper end of the shaft spring 3. The upper annular flange portion 311 and the upper cylindrical portion 312 extending upward through the spring cap 13 coaxially with the axial spring center line J1 on the inner circumferential side of the upper annular flange portion 311. The rubber seat 5 formed in the shape of an annular plate inscribed in the outer peripheral surface of the upper cylindrical portion 312 is disposed between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13. A gap 132 having a predetermined width is formed substantially uniformly around the entire circumference.

  Since a gap 132 having a predetermined width is formed substantially uniformly on the entire circumference between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13, the rubber seat 5 is not limited to the vertical direction, It can also bend in the direction (sleeper direction) or in the front-rear direction (rail direction). The width dimension S of the gap 132 is about 2 to 5 mm so that it can effectively act against an impact at the time of rail joint or branch passage.

  As a result, vibration transmitted from the axle box 2 supporting the wheels to the carriage frame 1 via the axle spring 3 is transmitted to the upper annular flange portion 311 and the spring cap 13 formed on the upper axle spring seat 31 of the axle spring 3. The rubber seat 5 disposed between the two can be absorbed in a three-dimensional direction by bending in the vertical direction, the horizontal direction (sleeper direction), or the front-rear direction (rail direction). In particular, when traveling in a curved section, the rubber seat 5 absorbs the shock vibration at the time of rail joints or branching passages while being bent mainly in the left-right direction, and can effectively reduce the shock. it can.

  Further, since a gap 132 having a predetermined width is formed between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13, the horizontal direction (left-right direction) of the upper shaft spring seat 31 of the shaft spring 3 is formed. Or the amount of displacement in the front-rear direction) is regulated within the width dimension (S) of the gap 132 having a predetermined width, whereby the shaft spring portion (the shaft spring 3 and the second cylindrical laminated rubber 8) of the shaft box support device 10 is obtained. ) Can be maintained within a predetermined range. Therefore, since an excessive displacement amount in the shaft spring portion of the axle box support device 10 can be suppressed, an excessive displacement of the brake device or the motor joint with respect to the wheel can be avoided.

<Evaluation of ride comfort when traveling in a curved section>
Next, in the axle box support device according to the present embodiment, a simulation result for a ride comfort evaluation when traveling in a curved section will be described with reference to FIG. FIG. 10 shows an acceleration graph with respect to a rail joint in a curved section between the axle box supporting device according to the comparative example shown in FIG. 8 and the axle box supporting device shown in FIG.

FIG. 10 shows the acceleration in the left-right direction when the vertical axis is made to travel on a curved section having a radius of 800 m having a rail joint in the middle of the bogie model on which the axle box supporting devices 10 and 10B shown in FIGS. 8 and 9 are mounted. / S ² ) represents the simulation result, and the horizontal axis represents the time t (s). In FIG. 10, an acceleration curve Z1 represented by a solid line represents an acceleration curve of a bogie model equipped with the main axle box support apparatus 10 illustrated in FIG. 9, and an acceleration curve Z2 represented by a broken line represents an axis according to the comparative example illustrated in FIG. The acceleration curve of the trolley | bogie model carrying the box support apparatus 10B is shown.

As shown in FIG. 10, the bogie model accelerates from about time t = 1 (s), reaches a constant speed traveling state at about time t = 5 (s), travels constant speed as it is, and then performs time t = Decelerate from about 12 (s) and stop at about time t = 15 (s). From the time t = 5 (s), which is a constant speed traveling state, to the time t = 12 (s), the acceleration in the left-right direction is substantially constant for both the acceleration curves Z1 and Z2 (0.9 to 1.. 0 (m / s ² )), but when the bogie model passes the rail joint at time t = 9 (s), the acceleration in the left-right direction increases instantaneously due to the impact.

The acceleration increase amount G of the acceleration curve Z1 when passing through the rail joint is about 0.4 (m / s ² ), and the acceleration increase amount G + ΔG of the acceleration curve Z2 is about 0.6 (m / s ² ). It is. The acceleration increase amount G of the acceleration curve Z1 decreased by about 30% with respect to the acceleration increase amount G + ΔG of the acceleration curve Z2. In this way, in the cart model equipped with the axle box support device 10 shown in FIG. 9, the curved section having the rail joint is compared with the cart model equipped with the axle box support device 10B according to the comparative example shown in FIG. It has become clear that the impact force in the left-right direction received from the rail joints is greatly reduced when the vehicle is run. This is because a gap 132 having a predetermined width is formed between the outer peripheral surface of the upper cylindrical portion 312 of the upper shaft spring seat 31 and the insertion hole 131 of the spring cap 13. It is because it can bend in a certain range also in the left-right direction (sleeper direction) or the front-back direction (rail direction).

<Modification example of rubber seat and gap of predetermined width>
Next, a modified example of the rubber seat and a modified example of the predetermined gap in the present embodiment will be described with reference to FIGS. FIG. 11 is a detailed cross-sectional view regarding a modified example (laminated rubber body) of the rubber seat of the axle box supporting device shown in FIG. FIG. 12 is a view taken in the direction of arrow A shown in FIG. (B) shows a case where the gap of a predetermined width is formed by forming the gap in the left-right direction to be substantially the same size in the left-right direction, and forming the gap in the front-rear direction to have a minute dimension close to zero or close to zero. (C) shows a case where the gap of the predetermined width is formed such that the gap in the left-right direction is substantially the same size on the left and right, and one of the front and rear sides is formed with zero or a minute dimension close to zero. FIG. 13 is a view taken in the direction of arrow A shown in FIG. 3 and shows a case where the filling is inserted into a gap having a predetermined width formed between the outer peripheral surface of the upper cylindrical portion and the insertion hole of the spring cap.

  As shown in FIG. 11, the rubber seat 5A of the axle box support device 10 according to the present embodiment may be composed of a laminated rubber body in which a plurality of rubber plates 52A are laminated in the vertical direction via a plate-like body 51A. . In the case of this laminated rubber body, since the hardness of the rubber plate 52A can be relatively lowered, the horizontal rigidity of the rubber seat 5A can be lowered from the vertical rigidity. Therefore, it is possible to further reduce the impact vibration in the horizontal direction at the time of traveling in a curved section, such as at the rail joint or at the time of branch passage. As a result, the self-steering performance of the wheel shaft that supports the wheel can be improved. The rubber seat 5A is separated from the outer peripheral surface of the upper cylindrical portion 312, and a gap 132 having a predetermined width is formed between them.

  Further, in the axle box support device 10 according to the present embodiment, as shown in FIG. 12A, a gap having a predetermined width formed between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13. Not only when 132 has substantially uniform dimensions (S, S) on the entire circumference, but as shown in FIG. 12B, an elliptical insertion hole 131A is formed in the spring cap 13A and a gap 132A in the left-right direction is formed. It may be formed to have substantially the same left and right dimensions (S, S), and the front-rear direction gap may be formed to be zero or close to zero. Or as shown in FIG.12 (c), while forming the ellipse insertion hole 131B in the spring cap 13B, the horizontal direction gap 132B is formed in the left-right substantially the same dimension (S, S), One of them may be formed with zero or a minute dimension (T1) close to zero, and either the front or rear may be formed with a larger dimension (T2). Here, for example, a dimension of about 1 to 2 mm corresponds to a minute dimension (T1) close to zero. Moreover, the dimension (T2) larger than that corresponds to a dimension of about 3 to 5 mm, for example. If it carries out like FIG.12 (b) or FIG.12 (c), the bending amount of the front-back direction (rail direction) is made into micro amount, maintaining the bending amount of the left-right direction (sleeper direction) of a rubber seat to predetermined width. Can be reduced. Therefore, the displacement of the gap between the wheel tread and the brake pad with respect to the brake pad that presses the wheel tread from the front and rear direction while mitigating shock vibration in the left and right direction during rail joints and branching when traveling in a curved section Can be suppressed. As a result, it is possible to suppress the distortion of the brake pad, improve its durability, and contribute to a longer life.

  Further, as shown in FIG. 12B or FIG. 12C, as a method of forming the left and right gaps 132A and 132B in substantially the same dimension (S, S) while narrowing the gap in the front-rear direction, FIG. As shown in FIG. 13, crescent shaped fillings 134 and 135 may be inserted between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13 in the gap in the front-rear direction. With this method, there is an advantage that the insertion hole 131 of the spring cap 13 is formed in a circular shape and the trouble of forming it in an oval shape can be saved.

<Effect>
As described above, according to the rail car axle box support device 10 according to the present embodiment described in detail, the upper shaft spring seat 31 of the shaft spring 3 includes the upper annular flange portion 311 that contacts the upper end of the shaft spring 3; An upper cylindrical portion 312 extending upward through the spring cap 13 coaxially with the axial spring center line J1 on the inner peripheral side of the upper annular flange portion 311; In between, rubber seats 5 and 5A formed in an annular plate shape inscribed or spaced apart from the outer peripheral surface of the upper cylindrical portion 312 are disposed, and the outer peripheral surface of the upper cylindrical portion 312 and the spring cap 13 are inserted. Since gaps 132, 132A, 132B having a predetermined width are formed at least in the left-right direction between the holes 131, vibration transmitted from the axle box 2 supporting the wheels to the carriage frame 1 via the axle spring 3 Formed on the upper shaft spring seat 31 of the shaft spring 3. Placed rubber seating 5,5A between the upper annular flange portion 311 and the spring cap 13, by flexing the vertical and horizontal directions (sleepers direction) can be effectively absorbed. In particular, when running in a curved section, the rubber seats 5 and 5A absorb the shock while vibrating in the left-right direction (sleeper direction), even when shocking vibrations occur at the time of rail joints or branch passages. Can be relaxed. In addition, gaps 132, 132A, 132B having a predetermined width are formed between the outer peripheral surface of the upper cylindrical portion 312 and the insertion hole 131 of the spring cap 13, so that the upper shaft spring seat 31 of the shaft spring 3 is horizontal. By restricting the amount of displacement in the direction (at least in the left-right direction) within the width dimension of the gaps 132, 132A, 132B, the support rigidity in the shaft spring portion of the rail car axle box support device 10 is within a predetermined range. Can be maintained. Therefore, since an excessive displacement amount in the shaft spring portion of the rail car axle box support device 10 can be suppressed, an excessive displacement of a brake device or a motor joint with respect to the wheels can be avoided.

  Further, by adopting the above-described structure, the mass body of the upper shaft spring seat 31 has a degree of freedom such as a left-right direction and a rotation direction (roll direction) with respect to the front-rear axis in addition to the up-down direction. The function as a suspension is greatly improved as compared with the degree of freedom in the vertical direction of the axle box support device. Moreover, since the upper shaft spring seat 31 is sandwiched between the rubber seats 5 and 5A and the shaft spring 3 in a state where the vertical load of the shaft spring 3 is applied, the displacement amount in the roll direction and the like does not become excessively large. . Further, with respect to the amount of displacement in the front-rear direction and the amount of displacement in the left-right direction of the upper shaft spring seat 31, there is no fear of excessive displacement amounts by minimizing the hole diameter of the insertion hole 131 of the spring cap 13. .

  Therefore, according to the present embodiment, the rubber seats 5, 5 </ b> A are disposed between the upper shaft spring seat 31 of the shaft spring 3 and the spring cap 13 of the carriage frame 1, and the upper shaft spring seat 31 moves in the horizontal direction. Is controlled by gaps 132, 132A, 132B of a predetermined width formed at least in the left-right direction between the upper shaft spring seat 31 and the spring cap 13 of the carriage frame 1, It is possible to provide the rail car axle box support device 10 having a structure effective for reducing the impact at the time of rail joint or branch passage while maintaining the necessary support rigidity.

  Further, according to the present embodiment, the rubber seat 5A is composed of a laminated rubber body in which a plurality of rubber plates 52A are vertically laminated via the plate-like body 51A, so that the horizontal rigidity of the rubber seat 5A is increased and decreased. It can be made lower than the rigidity in the direction. Therefore, it is possible to further reduce the impact vibration in the horizontal direction at the time of traveling in a curved section, such as at the rail joint or at the time of branch passage. As a result, the self-steering performance of the wheel shaft that supports the wheel can be improved.

  Further, according to the present embodiment, the gaps 132A and 132B having a predetermined width are formed such that the left and right gaps have substantially the same dimensions (S and S), and the front and rear gaps are both zero or close to zero. Since either one of the minute dimensions or the front and rear is formed to be zero or a minute dimension (T1) close to zero, the amount of bending in the front-rear direction is reduced while maintaining the amount of bending of the rubber seats 5 and 5A in the left-right direction to a predetermined width. be able to. Therefore, the displacement of the gap between the wheel tread and the brake pad is reduced with respect to the brake pad that presses the wheel tread from the front and rear direction while reducing the shock vibration in the left and right direction during rail joints and branching when traveling in a curved section. Can be suppressed. As a result, it is possible to suppress the distortion of the brake pad, improve its durability, and contribute to a longer life.

  Further, according to the present embodiment, since the dustproof / waterproof rubber 6 is fitted into the gaps 132, 132 </ b> A, 132 </ b> B having a predetermined width, it is formed in an annular plate shape inscribed in the outer peripheral surface of the upper cylindrical portion 312. In addition to the rubber seats 5, 5 </ b> A, the dust-proof / water-proof rubber is bent, so that minute vibrations in the horizontal direction of the upper shaft spring seat 31 can be more effectively absorbed. Further, the dust-proof / water-proof rubber 6 closes the gap of a predetermined width, so that water, dust, and the like can enter from the gap between the outer peripheral surface of the upper cylindrical portion 312 of the upper shaft spring seat 31 and the insertion hole 131 of the spring cap 13. It can also be avoided. Further, since the dustproof / waterproof rubber 6 has an electrical insulation effect, conventionally, the insulating seat and the metal plate disposed under the coil spring (shaft spring) can be eliminated.

  In addition, according to the present embodiment, the dustproof / waterproof rubber 6 is formed integrally with the lid body 7 that covers the upper end of the upper cylindrical portion 312, so At the same time as attaching and detaching, the dustproof / waterproof rubber 6 can be attached to and detached from the gaps 132, 132A and 132B having a predetermined width. Further, the lid 7 can be positioned by fitting the dustproof / waterproof rubber 6 into the gaps 132, 132A, 132B having a predetermined width. Therefore, the detachability between the dustproof / waterproof rubber 6 and the lid 7 can be simplified. Further, the dustproof / waterproof rubber 6 formed integrally with the lid body 7 closes the gaps 132, 132 </ b> A, 132 </ b> B having a predetermined width, so that the outer peripheral surface of the upper cylindrical portion 312 of the upper shaft spring seat 31 and the spring cap 13 are inserted. Through the gap with the hole 131, it is possible to further prevent intrusion of water or dust.

  Further, according to the present embodiment, the upper cylindrical spring seat 31 of the axial spring 3 has the lower cylindrical portion 313 that extends downward coaxially with the axial spring center line J1 on the inner peripheral side of the upper annular flange portion 311. The lower shaft spring seat 32 of the shaft spring 3 is provided with a lower annular flange portion 321 that contacts the lower end of the shaft spring 3, and on the inner peripheral side of the lower annular flange portion 321 coaxially with the shaft spring center line J1 Since the second cylindrical laminated rubber 8 is mounted between the inner peripheral surface of the lower cylindrical portion 313 and the outer peripheral surface of the support shaft portion 322, the support shaft portion 322 extends to the wheel. The vibration transmitted from the axle box 2 supporting the shaft to the carriage frame 1 via the axle spring 3 is arranged between the upper annular flange portion 311 formed on the upper axle spring seat 31 of the axle spring 3 and the spring cap 13. Rubber seats 5, 5 A, the inner peripheral surface of the lower cylindrical portion 313, and the outside of the support shaft portion 322. A second cylindrical laminated rubber 8 which is mounted between the faces, upper and lower directions, by flexing in a lateral direction (sleepers direction) or the like, can be absorbed. In particular, when traveling in a curved section, the second cylindrical laminated rubber 8 in addition to the rubber seats 5 and 5A bends mainly in the left-right direction against shock vibration at the time of rail joints or branch passages. It can absorb and further reduce the impact.

<Modification>
As mentioned above, although the rail car axle box support apparatus 10 of this embodiment was demonstrated in detail, 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 the present embodiment, the inner peripheral surface of the lower cylindrical portion 313 formed on the upper shaft spring seat 31 of the shaft spring 3 and the outer peripheral surface of the support shaft portion 322 formed on the lower shaft spring seat 32 of the shaft spring 3. The second cylindrical laminated rubber 8 is attached between the two, but the second cylindrical laminated rubber 8 is not necessarily installed. Further, for example, a second shaft spring that expands and contracts in the vertical direction may be mounted on the inner peripheral side of the shaft spring 3.

  INDUSTRIAL APPLICABILITY The present invention can be used as an axle box support device, and more specifically, as an axle box support device having a structure effective for mitigating impacts at the time of rail joints or branch passages.

DESCRIPTION OF SYMBOLS 1 Bogie frame 2 Axle box 3 Axle spring 4 Cylindrical laminated rubber 5, 5A Rubber seat 6 Dustproof / waterproof rubber 7 Lid 8 Cylindrical laminated rubber 10 Axle box support device for railway vehicles (axle box support device)
13 Spring cap 13A, 13B Spring cap 21 Support arm 31 Upper shaft spring seat 32 Lower shaft spring seat 131 Insertion hole 131A Insertion hole 131B Insertion hole 132 Clearance 132A Clearance 132B Clearance 311 Upper annular flange portion 312 Upper cylindrical portion 313 Lower cylindrical portion 321 Lower annular flange portion 322 Support shaft portion J1 Axis spring center line

Claims (5)

A shaft spring is disposed between a shaft box having a support arm extending in the longitudinal direction of the vehicle body and a spring cap of the bogie frame,
A rail car axle box support device in which the support arm is supported on the carriage frame via a cylindrical laminated rubber,
The upper shaft spring seat of the shaft spring includes an upper annular flange portion that contacts the upper end of the shaft spring, and the spring cap is inserted coaxially with the shaft spring center line on the inner peripheral side of the upper annular flange portion. An upper cylindrical portion extending upward,
Between the upper annular flange portion and the spring cap, a rubber seat formed in an annular plate shape that is inscribed or separated from the outer peripheral surface of the upper cylindrical portion is disposed, and the outer periphery of the upper cylindrical portion Between the surface and the insertion hole of the spring cap, a gap of a predetermined width is formed at least in the left-right direction ,
In the gap of the predetermined width, a dustproof / waterproof rubber is fitted,
An axle box support device for a railway vehicle characterized by the above. In the rail car axle box support device according to claim 1,
The rubber seat is made of a laminated rubber body in which a plurality of rubber plates are laminated in a vertical direction via a plate-like body ,
An axle box support device for a railway vehicle characterized by the above. In the rail car axle box support device according to claim 1 or 2,
The gap of the predetermined width is formed so that the left and right gaps are substantially the same size in the left and right direction, and the gap in the front and rear direction is zero or near to zero or a minute dimension near one or the other. That formed ,
An axle box support device for a railway vehicle characterized by the above. In the axial box suspension for a railway vehicle according to any one of claims 1 to 3,
The dustproof / waterproof rubber is formed integrally with a lid that covers an upper end of the upper cylindrical portion,
An axle box support device for a railway vehicle characterized by the above. In the rail car axle box support device according to any one of claims 1 to 4 ,
The upper shaft spring seat of the shaft spring includes a lower cylindrical portion that extends downward coaxially with the shaft spring center line on the inner peripheral side of the upper annular flange portion,
The lower shaft spring seat of the shaft spring includes a lower annular flange portion that contacts the lower end of the shaft spring, and a support that extends upward coaxially with the shaft spring center line on the inner peripheral side of the lower annular flange portion. A shaft portion,
Between the inner peripheral surface of the lower cylindrical portion and the outer peripheral surface of the support shaft portion, a second cylindrical laminated rubber is attached,
An axle box support device for a railway vehicle characterized by the above.

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