JP6339928B2 - Railcar bogie - Google Patents

Description

  The present invention relates to a railcar bogie, and more particularly to an axle box support device thereof.

  In railway vehicles, when driving at high speeds, the wheel shafts, carts, etc., may vibrate in the left-right and yaw directions, generating self-excited vibrations called snake behavior, which can lead to instability. For this reason, in order to maintain a stable state at the time of high-speed traveling, it is necessary to maintain a stable state and maintain traveling stability by supporting the wheel shaft and the carriage stiffer.

On the other hand, when the railway vehicle travels along a curve, a lateral pressure, which is a force generated in the left-right direction, is generated between the wheel and the rail. Excessive lateral pressure promotes wear of the wheels and rails, causes vibration and noise due to squeezing between the wheel rails, and in the worst case, the possibility of causing track destruction and derailment cannot be denied.
Therefore, it is desirable to reduce the maintenance cost of the wheel rail, to ensure comfort, to reduce the lateral pressure and to improve the curve passing performance from the viewpoint of ensuring safety. For this purpose, when passing the curve, the wheel shaft and the trolley are directed in the tangential direction of the curve and smoothly run along the change of the curve, so the steering performance is improved by supporting the wheel shaft and the trolley softly, It is necessary to travel in a state where the lateral pressure is reduced and the load on the track is reduced.

In this way, in railway vehicles, the proper support state of the wheel shaft and the carriage is different between high-speed traveling and curved traveling, so that high-speed traveling stability and curve passing performance are in a trade-off relationship, in order to overcome this The optimum design of the bogie suspension is required.
In order to overcome such a trade-off relationship, a wheel shaft support method disclosed in Patent Literature 1 and a shaft box support device disclosed in Patent Literature 2 are known.

Japanese Patent No. 3254137 JP 2003-63395 A

In the wheel shaft support method disclosed in Patent Document 1, the four wheel shafts of the same vehicle are supported from the front in the order of flexibility, rigidity, and flexibility, thereby improving running performance while maintaining running stability.
However, if the maximum speed is further increased with such a configuration, the running stability may be reduced due to the influence of the soft support, and a limit may be generated. In addition, since the vertical direction between the carriage frame and the axle box is supported by rubber, the dynamic rigidity in the vertical direction of the rubber increases during high-speed driving, the vibration transmission rate in the vertical direction increases, and the ride comfort in the vertical direction. May get worse. Further, when the actuator for switching the support rigidity of the wheel shaft fails, the actuator is in a rigid support state. If the actuator passes through a sharp curve in this state, the lateral pressure may increase.

In the axle box support device of Patent Document 2, two cylindrical laminated rubbers are arranged to reduce the weight and shorten the carriage length, and further adjust the rigidity of the cylindrical laminated rubber to ensure sufficient axle box support rigidity. It is an object to do. To achieve this, a viscous fluid is sealed in the cylindrical laminated rubber, the flow path is switched by a solenoid valve, and the dynamic rigidity is low when passing a conventional line so that the dynamic rigidity is high when traveling at high speed. It switches so that it may become.
However, due to the structure in which the viscous fluid is sealed in the rubber part of the cylindrical laminated rubber, the rigidity of the cylindrical laminated rubber in which the viscous fluid is encapsulated decreases when it fails due to oil leakage, etc. There is a risk that the rigidity cannot be secured.

  Therefore, the object of the present invention is to achieve both high-speed running stability and curve-passing performance against these problems, and to maintain a comfortable ride at all times while switching the support rigidity of the axle box. Even when a failure occurs, the initial value of the rigidity before and after the axle box support is set so that the deterioration of the ride comfort is minimized and both high-speed driving and curved driving can be achieved. The object is to realize a bogie axle box support device.

  In order to solve the above-mentioned problems, in the railway vehicle carriage according to the present invention, in the railway vehicle carriage provided with the axle box support device that supports the axle box and the carriage frame in the vertical direction via an axle spring, the shaft A shaft rubber and a rod having a recess formed in the center of the box and the bogie frame are arranged so as to oppose each other vertically, and the rod is driven to a first position close to the shaft rubber, whereby the shaft rubber is An inner cylinder disposed in the center of the recess is made to enter the inside, and the rigidity in the horizontal direction between the axle box and the carriage frame by the axle rubber is increased, and the rod is moved to a second position where the rod is detached from the axle rubber. By driving, the inner cylinder is detached from the concave portion of the shaft rubber, and an actuator for reducing the horizontal rigidity between the shaft box and the carriage frame by the shaft rubber is provided, and when the actuator is inactive , Said b As the de is located at an intermediate position of the first position and the second position, and so as to include a return spring for supporting the rod.

According to the present invention, the axle box support rigidity can be switched and set to an appropriate value according to the traveling state such as high-speed traveling and curved traveling, thereby improving traveling stability and reducing reliable lateral pressure. It is possible to simultaneously improve the curve passing performance.
In addition, if the actuator becomes inoperative including a failure state, the rod is returned to the neutral position by the return spring, and the high-speed running stability is not greatly reduced, Appropriate axle box support rigidity that does not increase the pressure excessively can be ensured.
As a result, even if the actuator fails, it is possible to ensure high-speed running stability and curve-passing safety, and to run in a state in which both operation speed and safety performance are maintained.

In the present invention, since the vertical direction is supported by a shaft spring such as a coil spring that does not increase the dynamic rigidity during high-speed running instead of rubber support, an increase in vibration transmissibility during high-speed running is suppressed, and vertical riding comfort is suppressed. Will not greatly deteriorate.
In the present invention, a mechanism consisting of a rod and a tapered recess formed in the center of the inner cylinder restrains the front-rear direction between the axle box and the carriage frame and transmits the force to support the axle box in the front-rear direction. Therefore, the axle box support rigidity can be ensured in a highly reliable state.

FIG. 1 is a diagram showing a detailed structure when the axle box support device is in a rigid support state in the first embodiment according to the present invention. FIG. 2 is a diagram illustrating a detailed structure when the axle box support device is in a flexible support state in the first embodiment of the present invention. FIG. 3 is a diagram illustrating a detailed structure when the axle box support device is in a neutral state (failed state) in the first embodiment of the present invention. FIG. 4 is a system configuration diagram of a railcar bogie equipped with the axle box support device according to the first embodiment of the present invention. FIG. 5 is a diagram showing the relationship between the vertical deflection of the shaft rubber and the horizontal load (repulsive force in the horizontal direction) in Example 1 according to the present invention. FIG. 6 is a diagram showing a detailed structure of a modified example in which the shaft spring is disposed only in the fixed shaft box support device in the first embodiment of the present invention. FIG. 7 is a diagram illustrating a detailed structure of a modified example in which the shaft springs of the shaft box support device are arranged independently in the first embodiment of the present invention. FIG. 8 is a diagram showing the axle box support device according to the second embodiment of the present invention. FIG. 9 is a diagram showing the axle box support device according to the third embodiment of the present invention. FIG. 10 is a diagram illustrating an axle box support device according to a fourth embodiment of the present invention.

  Hereinafter, examples which are embodiments of the present invention will be described with reference to the drawings.

[Example 1]
A first embodiment of the present invention will be described with reference to FIGS. 1-3 is a figure which shows the detailed structure of the box support apparatus in a present Example, and FIG. 4 is a system block diagram of the bogie system for railway vehicles carrying the axle box support apparatus of a present Example.

  The axle box support device 1 is disposed on the carriage 2 of the railway vehicle carriage system shown in FIG. 4, and the carriage 2 is mainly composed of the carriage frame 3, the axle box 4, the wheel shaft 5, the axle box support device 1, and the air spring 6. Is done. The wheel shaft 5 is supported by the shaft box 4 in a rotatable state via a bearing, and the shaft box 4 and the carriage frame 3 are coupled by the shaft box support device 1. The carriage frame 3 and the vehicle body 7 are elastically supported by an air spring 6, and the axle box support device 1 is connected to a control device 8.

FIG. 1 shows a detailed structure of the axle box support device 1. The axle box support device 1 includes a switching axle box support device 10 in which the axle box support stiffness can be switched, and a fixed axle box support device 30 to which the axle box support stiffness is fixed. The axle box 4 is coupled by a switching axle box support device 10 and a fixed axle box support device 30 arranged in parallel.
The fixed shaft box support device 30 mainly includes a shaft spring 32, a first shaft rubber 33, a first inner cylinder 34 coupled to the lower surface of the side beam 9, and a shaft spring seat 35. The shaft spring 32 is made of, for example, a coil spring, and elastically supports the space between the shaft box 4 and the side beam 9 mainly in the vertical direction. The first shaft rubber 33 is made of, for example, a cylindrical laminated rubber, and mainly between the shaft box 4 and the side beam 9 via the shaft spring seat 35 and the first inner cylinder 34 in the front-rear direction and the left-right direction. Elastic support in the horizontal direction. Here, the first shaft rubber 33 of the fixed-shaft box support device 30 may be made of conical rubber, roll rubber, or the like and elastically supported.

The switching shaft box support device 10 includes a shaft spring portion 11 and a switching device 21. The shaft spring portion 11 includes a shaft spring 12, a second shaft rubber 13, a second inner cylinder 14, a lower shaft spring seat 15, and an upper shaft spring seat 16.
Further, the shaft spring 12 is constituted by, for example, a coil spring, and elastically supports the shaft box 4 and the side beam 9 mainly in the vertical direction via the lower shaft spring seat 15 and the upper shaft spring seat 16. .

The switching device 21 includes an actuator 22, a rod 23, a first return spring 24 and a second return spring 25. A spring receiving flange is provided on the upper portion of the rod 23 and is elastically pressed downward by the first return spring 24 and is elastically pressed upward by the second return spring 25.
Unlike the first inner cylinder 34, the second inner cylinder 14 is independent of the side beam 9, and the tip of the lower portion of the rod 23 is a tapered recess formed at the center of the second inner cylinder 14. 17 has a tapered shape that tapers toward the tip.

The actuator 22 is connected to the control device 8 to be described later with reference to FIG. 4, and generates a driving force for moving the rod 23 upward and a driving force for moving the rod 23 downward according to a command from the control device 8. Switch position. And in a non-operation state including a failure state, the rod 23 is brought into a free state so that it can freely move up and down. Therefore, when the actuator 22 is not operated, the actuator 22 stops at a position where the downward elastic pressure by the first return spring 24 and the mass of the rod 23 and the upward elastic force by the second return spring 25 are balanced.
The balanced position is an intermediate state between the state in which the rod 23 shown in FIG. 1 is located at the lower end and the state in which the rod 23 shown in FIG. 2 is located at the upper end, and as shown in FIG. Is stationary.

The actuator 22 can be configured by any method such as electromagnetic drive, pneumatic drive, hydraulic drive, etc., as long as it can drive the rod 23 upward and downward and can bring the rod 22 into a free state when not operating. May be.
In addition, by installing a position sensor for measuring the vertical position of the rod 23 in the actuator 22 and driving the actuator 22 using this information, the positioning accuracy in the vertical direction of the rod 23 can be improved. Further, by transmitting the information of the position sensor for measuring the vertical position of the rod 23 to the control device 8 (see FIG. 4), it is possible to grasp the vertical position of the rod 23. Thereby, based on the instruction | command from the control apparatus 8, the switching apparatus 21 is operating normally, or it is contrary to the instruction | command of the control apparatus 8, and the abnormal state where the switching apparatus 21 is still on the upper side or the lower side That is, it is possible to detect whether or not a failure state occurs, and in the case of a failure state, the actuator 22 can be reliably switched to non-operation.

The rubber of the second shaft rubber 13 has a trapezoidal vertical cross-sectional structure, for example, so that the second shaft rubber 13 has a second shape against the vertical deflection of the second shaft rubber 13 due to the pressing of the second inner cylinder 14 as shown in FIG. The horizontal load of the shaft rubber 13 is configured to exhibit nonlinear characteristics.
That is, when the rod 23 is driven downward and the second inner cylinder 14 moves downward, the vertical deflection of the second shaft rubber 13 increases, thereby causing the horizontal load (repulsion in the horizontal direction) of the second shaft rubber 13 to increase. Force) increases, and the horizontal rigidity of the second rubber shaft 13 increases.
On the other hand, when the rod 23 is driven upward, the second inner cylinder 14 is in a free state, and the vertical deflection of the second shaft rubber 13 is reduced, thereby reducing the horizontal load of the second shaft rubber 13. As a result, the horizontal rigidity of the second shaft rubber 13 is reduced. Here, the second shaft rubber 13 of the switching device 21 may be formed of a cylindrical laminated rubber, a conical rubber, a roll rubber, or the like, and may perform elastic support in the horizontal direction.

Next, regarding the operation of the switching device 21 according to the present embodiment, a “high-speed driving mode” when the railway vehicle performs high-speed driving, a “curved driving mode” when the vehicle runs on a lower speed side than the “high-speed driving mode”, and The description will be divided into “non-operating mode” including when the switching device 21 fails.
In the high-speed traveling mode, as shown in FIG. 1, the control device drives the actuator 21 of the switching device 21 downward, moves the rod 23 downward against the elastic force of the second return spring 25, and its tip Is inserted into a tapered recess 17 formed at the center of the second inner cylinder 14. In this state, the rod 23 and the second inner cylinder 14 are in a coupled state, and the force in the front-rear direction between the axle box 4 and the side beam 9 is caused by the axle spring seat 15 and the second axle rubber, as shown by the arrows in FIG. 13, it is directly transmitted from the axle box 4 to the side beam 9 via the second inner cylinder 14, the rod 23, and the actuator 22.

  In this state, the rod 23 is integrated with the second inner cylinder 14, and the second shaft rubber 13 is pushed downward by the rod 23 through the second inner cylinder 14, and as described above. The vertical deflection of the biaxial rubber 13 is increased, resulting in a vertical deflection state “below the rod position” in FIG. As a result, as the rod 23 moves downward, the elastic coefficient in the horizontal direction of the second rubber shaft 13 increases, the horizontal load (repulsive force in the horizontal direction) increases, and the horizontal rigidity increases. In this state, the axial box 4 and the side beams 9 are moved back and forth in order to form the horizontal rigidity of the axle box support by combining the longitudinal rigidity of the fixed axle box support device 30 and the increased horizontal rigidity of the switching axle box support device 10. It becomes "(a) rigid support state" which supports firmly in the direction.

Next, in the curve travel mode, as shown in FIG. 2, the control device 8 drives the actuator 21 of the switching device 21 to move the rod 23 upward, thereby bringing the second inner cylinder 14 into a free state.
In this state, the horizontal force between the axle box 4 and the side beams 9 is not transmitted via the second axle rubber 13, and only the horizontal rigidity of the stationary axle box support device 30 is mainly used to support the axle box horizontally. In order to form rigidity, the “(b) flexible support state” is established in which the axle box 4 and the side beams 9 are softly supported in the front-rear direction.
Here, a high-speed traveling section and a curved traveling section are determined in advance, and information on the high-speed traveling section and the curved traveling section is recorded in the control device 8. Then, the control device 8 compares and collates the high speed travel section, the curved travel route section, and the current travel position, and at the boundary point between the high speed travel section and the curved travel section, for example, the station serving as the boundary, the control device 8 What is necessary is just to comprise so that high-speed driving mode and curve driving mode may be switched. Moreover, when the point information used as the boundary of a high-speed driving | running | working area and a curve driving | running | working area, for example, the kilometer which becomes a boundary, is predetermined, and the control apparatus 8 passes the point, the high-speed driving mode shown in FIG. What is necessary is just to comprise so that the curve driving mode shown in FIG. 2 may be switched.
Note that the switching device 21 may be set to a non-operation mode in a traveling section other than the high-speed traveling section and the curved traveling section to reduce a switching shock when entering any section.

  In order to further simplify the control, a speed zone for high-speed running and a lower speed zone for curve running are determined, and a switching speed for switching the switching device 21 is determined in advance from these speed zones. The controller 8 determines that the vehicle is traveling at a high speed when the traveling speed is higher than the switching speed, and determines that the traveling state is a curve traveling state when the traveling speed is lower than the switching speed. May be. At that time, the switching device 21 is deactivated in a speed band between the lower limit speed of the speed band for high speed travel and the upper limit speed of the speed band for curve travel so as to reduce the shock at the time of switching. Also good.

Here, when the switching device 21 is not operated or fails, as described above, the rod 23 is stationary at a neutral position where the restoring forces of the first return spring 24 and the second return spring 25 are balanced. (See FIG. 3). In this state, the position of the rod 23 is in a state of vertical deflection at “intermediate position of the rod” in FIG. 5, and the horizontal rigidity of the second shaft rubber 13 is in an intermediate state.
The concave portion 17 of the second inner cylinder 14 has a tapered shape with an inner diameter that decreases toward the bottom, and the tip of the rod 23 has a tapered shape that tapers toward the lower tip. The distance between the outer peripheral surface of the concave portion 17 and the inner peripheral surface of the concave portion 17 is increased. As a result, the vertical deflection of the second shaft rubber 13 is intermediate between the (a) rigid support state and the (b) flexible support state, and the horizontal rigidity is relatively smaller than the “high speed running state”.

In other words, in this state, the rod 23 and the second inner cylinder 14 are in a coupled state at a neutral position, and the second shaft rubber 13 is connected to the switching shaft until the outer peripheral surface of the rod 23 contacts the inner peripheral surface of the recess 17. The horizontal rigidity of the box support device 10 is not involved. When the outer peripheral surface of the rod 23 comes into contact with the inner peripheral surface of the recess 17, the force in the front-rear direction between the axle box 4 and the side beam 9 is as shown by the arrow in FIG. It is transmitted from the axle box 4 to the side beam 9 via the axle spring seat 15, the second axle rubber 13, the second inner cylinder 14, the rod 23, and the actuator 22.
However, in this state, there is no vertical deflection of the second shaft rubber 13, and the horizontal rigidity of the fixed shaft box support device 30 and the relatively lowered horizontal rigidity of the switching shaft box support device 10 are combined to support the shaft box support. In order to form horizontal rigidity, it becomes the rigidity before and after supporting the axle box between “(a) rigid support state” in FIG. 1 and “(b) flexible support state” in FIG. This horizontal rigidity of the axle box support does not significantly reduce the high-speed running stability in the “high-speed running state”, and it can run without significantly increasing the lateral pressure in the “curved running state”. Even if 22 should fail, the vehicle can run with high-speed running stability and curve-passing safety maintained.
In addition, by selecting the shape of the tip of the second inner cylinder 14 and the shape of the recess of the second shaft rubber 13, “(a) rigid support state”, “(b) soft support state”, and the intermediate The horizontal rigidity in “(c) Intermediate axle box supported state” can be selected to an optimum value.

In the axle box support device according to the present embodiment described above, the horizontal rigidity of the axle box support device is switched to an optimum state according to the running state of the vehicle, so that the running stability is improved at high speed and the curve is passed. The lateral pressure can be reduced at the same time. In addition, even if the actuator 22 or the switching device 21 fails, the device is configured so that the horizontal rigidity of the appropriate axle box support is maintained, so both high-speed running stability and curve-passing safety are maintained. You can drive safely in the state.
Furthermore, in the axle box support device according to the present embodiment, the vertical direction is not supported by rubber, but is supported by a coil spring or the like that does not increase the dynamic rigidity during high-speed travel, so that the vibration transmissibility during high-speed travel is increased. Suppressing and maintaining a comfortable ride in the vertical direction.

In the axle box support device according to the present embodiment, the mechanism comprising the rod 23 and the tapered concave portion 17 of the second inner cylinder 14 transmits the force by restraining the horizontal direction between the axle box and the carriage frame. Since this is a method of supporting in the horizontal direction, it is possible to secure the axle box support rigidity in a highly reliable state.
In the present embodiment, the switching device 21 of the switching shaft box support device 10 is arranged on the upper portion of the shaft spring portion 11 and fixed to the side beam 9. However, the switching device 21 is arranged on the lower portion of the shaft spring portion 11. And the same effect is acquired also as a structure fixed to the axle box 4. FIG.
Further, in this embodiment, the switching shaft box support device 10 and the fixed shaft box support device 30 are arranged symmetrically in parallel so as to be paired in the front-rear direction with respect to the axle center. Regarding the arrangement of the axle box support device 30 in the front-rear direction, either one may be arranged on the axle, the other one may be arranged on one side of the axle, and arranged asymmetrically with respect to the axle.

Thus, various aspects are possible in this embodiment.
That is,
(1) Although the second shaft rubber 13 is arranged inside the shaft spring 12 in the switching shaft box support device 10, as shown in FIG. 6, in the switching shaft box support device 10a, the shaft spring 12 is Even if the arrangement is not arranged, the same effect as in the present embodiment can be obtained. In the case of this configuration, since the shaft spring 12 is not disposed outside the second shaft rubber 13 and the constraint condition of the horizontal dimension of the second shaft rubber 13 is relaxed, the size and rigidity of the second shaft rubber 13 are reduced. The degree of freedom of adjustment increases. For example, the spring constant can be set small by using a large second shaft rubber 13.
With the above configuration, there is an advantage that the horizontal rigidity adjustment width of the axle box support of the axle box support device 1 can be increased.

(2) In the present embodiment, the shaft spring 12 and the shaft spring 32 are arranged in the switching shaft box support device 10 and the fixed shaft box support device 30. However, as shown in FIG. The switching shaft box support device 10a and the fixed shaft box support device 30b are arranged independently, and are elastically supported in the vertical direction between the shaft box 4 and the side beams 9, for example, by being arranged at the upper center of the shaft box 4. You may comprise. In this case, since the restrictions on the dimensions of the shaft spring 42, the second shaft rubber 13, and the first shaft rubber 33 are relaxed, the degree of freedom in designing the shaft spring 42, the second shaft rubber 13, and the first shaft rubber 33 is increased. There is an advantage that the adjustment range of the size and rigidity of the shaft spring 42, the second shaft rubber 13, and the first shaft rubber 33 can be increased.

(3) In this embodiment, as the axle box support device, the switching axle box support device 10 and the fixed axle box support device 30 are combined. "Supported state", one is "(a) rigid support state", the other is "(b) soft support state", and the horizontal rigidity is switched in two stages, both during failure and when not in operation. (C) An intermediate axle box support state ”may be set.

(4) In this embodiment, the switching shaft box support device 10 is mounted on each shaft of the vehicle, and the shaft box support rigidity of all the shafts is switched to improve the running stability and reduce the lateral pressure when passing the curve. However, it may be configured by switching the axle box support rigidity of a part of the shaft of the vehicle. For example, the switching shaft box support device 10 may be mounted on each shaft of the vehicle, and the head shaft of each carriage, that is, the shaft box support rigidity of the first axis and the third axis in the traveling direction may be switched.

(5) The number of shafts on which the switching shaft box support device 10 is mounted may be reduced. For example, the switching shaft box support device 10 is mounted on the first axis and the fourth axis, and only the leading axis of each vehicle, that is, only the first axis in the traveling direction, or the leading axis and the trailing axis of each vehicle, that is, the traveling direction. The shaft box support rigidity of the first shaft and the fourth shaft may be switched. Thereby, since the number of switching shaft box support devices per vehicle or one cart can be reduced, the cart configuration on which the switching shaft box support device is mounted can be simplified and the cost can be reduced.

[Example 2]
Next, Embodiment 2 of the present invention will be described with reference to FIG. In FIG. 8, members having the same functions as those in the first embodiment are denoted by the same reference numerals. In the present embodiment, the switching shaft box support device 10c is applied to a shaft beam type shaft box support device 50.
The switching shaft box support device 10c is disposed on the upper part of the bearing portion of the shaft box 54 formed of a beam-shaped shaft beam, and couples the shaft box 54 and the side beam 9. The end of the axle box 54 on the inner side of the carriage is coupled to the side beam 9 via the axle beam rubber 51.
The axle box support device 50 according to the present embodiment has a configuration in which the longitudinal rigidity of the shaft beam rubber 51 can be independently adjusted by changing the axis beam rubber 51. As a result, it is possible to easily adjust the overall axial box support longitudinal rigidity of the axle box support device 50, which is the sum of the longitudinal rigidity of the shaft beam rubber 51 and the longitudinal rigidity of the switching axle box support device 10c. It is possible to easily achieve both improvement in running stability at the time and reduction in lateral pressure when passing a curve.

[Example 3]
Next, Embodiment 3 of the present invention will be described with reference to FIG. In FIG. 9, members having the same functions as those in the first embodiment are denoted by the same reference numerals. In the present embodiment, the switching shaft box support device 10c is applied to a support plate type shaft box support device 60.
The switching shaft box support device 10 c is disposed at the upper part of the bearing portion of the shaft box 64 and couples the shaft box 64 and the side beam 9. The end of the axle box 64 on the inner side of the carriage is coupled to the side beam 9 via a support plate rubber 61 and a support plate 62.
In the axle box support device 60 according to the present embodiment described above, the longitudinal rigidity of the portions of the support plate rubber 61 and the support plate 62 can be independently adjusted by changing the support plate rubber 61 and the support plate 62. As a result, it becomes possible to easily adjust the front / rear rigidity of the whole shaft box support device 60, which is the sum of the front / rear rigidity of the support rubber plate 61 and the front / rear rigidity of the switching shaft box support device 10c, and thus the high speed traveling. It is possible to easily achieve both improvement in running stability at the time and reduction in lateral pressure when passing a curve.

[Example 4]
Next, a fourth embodiment of the present invention will be described with reference to FIG. In FIG. 10, members having the same functions as those in the first embodiment are denoted by the same reference numerals. The embodiment of FIG. 10 is an embodiment in which the switching shaft box support device 10 c is applied to a monolink type shaft box support device 70.
The switching shaft box support device 10 c is disposed at the upper part of the bearing portion of the shaft box 74 and couples the shaft box 74 and the side beam 9. The inner end portion of the axle box 74 is connected by a link 71 having rubber bushes 72a and 72b disposed at both ends.

  The axle box support device 70 according to the present embodiment described above is configured such that the longitudinal rigidity of the link 71 portion can be independently adjusted by changing the rubber bushes 72a and 72b. This makes it possible to easily adjust the overall axle box support longitudinal rigidity of the axle box support device 70, which is the sum of the longitudinal rigidity of the link 71 portion and the longitudinal rigidity of the switching axle box support device 10c. It is possible to easily realize both improvement in running stability and reduction in lateral pressure when passing a curve.

DESCRIPTION OF SYMBOLS 1, 50, 60, 70 Shaft box support device 2 Carriage 3 Bogie frame 4, 54, 64, 74 Shaft box 5 Wheel shaft 6 Air spring 7 Car body 8 Control device 9 Side beam 10, 10a, 10b, 10c Switching shaft box support device 11 Shaft spring parts 12, 32, 42 Shaft spring 13 Second shaft rubber 14 Second inner cylinder 15, 35 Lower shaft spring seat 16 Upper shaft spring seat 17 Tapered recess 21 Switching device 22 Actuator 23 Rod 24 First return Spring 25 Second return spring 30, 30b Fixed axle box support device 33 Second axle rubber 34 First inner cylinder 51 Axle beam rubber 61 Support plate rubber 62 Support plate 71 Links 72a, 72b Rubber bushing

Claims (8)

In the railcar bogie equipped with the axle box support device that supports the axle box and the carriage frame in the vertical direction via the axle spring,
The shaft box and the bogie frame are arranged so that a shaft rubber and a rod formed with a recess in the center portion face each other vertically, and the rod is driven to a first position close to the shaft rubber, The inner cylinder arranged in the concave portion of the shaft rubber is made to enter the inside, and the horizontal rigidity between the shaft box and the carriage frame by the shaft rubber is increased,
By driving the rod to the second position where the rod is detached from the shaft rubber, the inner cylinder is detached from the recess of the shaft rubber, and the rigidity in the horizontal direction between the shaft box and the carriage frame by the shaft rubber is removed. Equipped with an actuator that lowers
A switching shaft box support device provided with a return spring for supporting the rod so that the rod is located at an intermediate position between the first position and the second position when the actuator is inactive; A railcar bogie characterized by The railway vehicle carriage according to claim 1,
Two axle box support devices are provided between the axle box and the carriage frame, and one axle box support device is a fixed axle box support device that supports the axle box and the carriage frame with a certain horizontal rigidity. A railway vehicle bogie. In the bogie for rail vehicles according to claim 1 or 2,
The shape and arrangement of the inner cylinder and the shaft rubber are set so that the horizontal rigidity of the shaft rubber changes when the vertical deflection of the shaft rubber is changed by the inner cylinder with the vertical displacement of the rod. A railcar bogie characterized by The railway vehicle carriage according to claim 1,
A carriage for a railway vehicle, wherein a plurality of return springs are arranged in a pair of upper and lower sides with respect to a rod. The railway vehicle carriage according to claim 1,
A carriage for a railway vehicle, characterized in that the support rigidity in the front-rear direction of the axle box support device of the leading shaft in the traveling direction of the vehicle or carriage is changed. The carriage for a railway vehicle according to claim 2,
A railcar bogie characterized in that the switching shaft box support device and the fixed shaft box support device are arranged in pairs in the front-rear direction with respect to an axle. The carriage for a railway vehicle according to claim 2,
A railway vehicle carriage characterized in that the fixed axle box support device is constituted by a link equipped with a shaft beam rubber, a support plate rubber or a rubber bush. The carriage for a railway vehicle according to claim 2,
A bogie for a railway vehicle, wherein the shaft spring is arranged independently of the switching shaft box support device and the fixed shaft box support device.

Images