JP6496168B2 - Railcar bogie with axle box structure - Google Patents

Description

  The present invention relates to a railway vehicle bogie having an oil bath lubrication type axle box structure that lubricates rolling elements of a bearing with lubricating oil, and in particular, has an axle box structure capable of lowering the temperature of the lubricating oil during high-speed traveling. The present invention relates to a railcar bogie.

  The railcar bogie has axle box structures at both ends of an axle extending in the direction of sleepers, and the axle is rotatably supported via a bearing in the axle box structure. In this axle box structure, in order to maintain the performance of the bearing, there are a grease lubrication type in which the rolling elements of the bearing are lubricated with grease or an oil bath lubrication type in which lubrication is performed with a lubricating oil.

  As shown in FIG. 27, the oil bath lubrication type axle box structure described in Patent Document 1 below mainly includes a front lid 120, an axle box 110, and a rear lid 130. The front lid 120 covers the shaft end 102 a of the axle 102. The axle box 110 supports a journal 102b that is on the inner side of the sleeper from the shaft end 102a of the axle 102 via a double-row tapered roller bearing 150 so as to be rotatable. The rear lid 130 covers the dust guard seat 102 c that is on the inner side of the sleeper than the journal 102 b of the axle 102, and the lubricating oil is sealed with an oil seal 133. The lubricating oil is bathed under the front lid 120, the axle box 110, and the rear lid 130, and the lubricating oil is circulated around the axle 102 as the axle 102 rotates, so that double row tapered rollers The rolling elements 153 of the bearing 150 are lubricated.

  By the way, in the oil bath lubrication type axle box structure 101X applied to a high-speed railway vehicle such as the Shinkansen (registered trademark), the axle 102 rotates at a high speed as the traveling speed increases. There is a problem that the heat generated by rolling increases and the temperature of the lubricating oil increases. In particular, when the traveling speed is 300 km / h or more, the dynamic vibration acceleration increases, and the diameter of the axle 102, the diameter of the double row tapered roller bearing 150, and the diameter of the oil seal 133 tend to increase. This causes a vicious circle in which sliding friction increases and the temperature of the lubricating oil further increases.

  Thus, when the temperature of the lubricating oil becomes too high, the oxidation of the lubricating oil and the generation of sludge progress, and the sludge is caught in the oil seal 133, causing oil leakage of the oil seal 133. In addition, the gap between the double row tapered roller bearing 150 and the shaft box 110 made of iron, for example, may be affected by the press-fitting portion of the double row tapered roller bearing 150. There is concern about becoming. Therefore, in the following Patent Document 1, the volume of the flow path portion 130b through which the lubricating oil flows in the rear lid 130 is greatly expanded as compared with the conventional one in response to such a temperature rise of the lubricating oil. As a result, the lubricating oil flowing in the flow path portion 130b of the rear lid 130 does not stagnate, and the temperature rise of the lubricating oil is suppressed. As a result, the generation of sludge is suppressed and oil leakage of the oil seal 133 is prevented.

Japanese Patent No. 4047846

  However, as in the axle box structure 101X of Patent Document 1, simply expanding the volume of the flow path portion 130b is not sufficient to reduce the temperature of the lubricating oil to the target temperature. That is, in order to realize further high-speed railway cars in recent years and high-speed running that continues for a long time, the conventional technology cannot cope with them. Therefore, there is a demand for drastically reducing the temperature of the lubricating oil by actively changing the structure from the past.

  However, since many electrical wirings are used around the axle box 110 in other parts, new electrical wirings cannot be used. For this reason, it is not possible to cool the lubricating oil by newly installing a cooling device that requires electrical wiring. On the other hand, a lubricating oil that can cope with a temperature rise has been developed. However, when the lubricating oil is used, the cost is very high. Here, the present applicant knows from the measurement results of the current vehicle running test that the running wind is strongly hitting the shaft box 110 and the front lid 120 below the axis center of the axle 102. Therefore, intensive research has been conducted on whether or not the temperature of the lubricating oil can be drastically reduced by using the traveling wind.

  Accordingly, the present invention has been made to solve the above-described problems, and is a railcar bogie having an axle box structure that can significantly reduce the temperature of the lubricating oil while reducing the cost by using the traveling wind. The purpose is to provide.

The railcar bogie having the axle box structure according to the present invention has the following configuration and operates as follows.
(1) An axle box that rotatably supports a journal portion of an axle extending in a sleeper direction via a bearing, a front lid that covers an outer side of the axle box in the sleeper direction, and an inner side of the axle box in the sleeper direction. A rear cover is provided, and the rolling elements of the bearings are lubricated by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box, the lower surface of the axle box has a horizontal surface , and the plurality of the plurality of the plurality of the plurality of fins are parallel to the horizontal surface in the rail direction. The air flow pipe that penetrates the front lid oil bath portion where the lubricating oil is bathed on the lower side of the front lid in the rail direction is attached, A through hole through which the traveling wind passes is formed inside .

According to the railcar bogie having the axle box structure described in (1), since the axle rotates at a high speed when traveling at high speed, heat generated by rolling from the bearing increases, and the temperature of the lubricating oil tends to rise. . At this time, since the airflow generated around the carriage acts as a heat sink to cool the heat sink, the lubricating oil can be efficiently cooled. Thus, as the traveling speed increases, the heat of the fins can be effectively removed when the traveling wind passes between the fins, and the temperature of the lubricating oil can be significantly reduced.
Further , since the axle rotates at a high speed during high-speed traveling, heat generated by rolling from the bearing increases, and the temperature of the lubricating oil tends to rise. At this time, since the bottom end of the axle box is a wide horizontal surface and is not a concave surface due to the hollow hole, the heat of the lubricating oil is easily transmitted to the entire horizontal surface. Since the heat sink is attached to the horizontal plane, the heat of the lubricating oil is sufficiently transmitted to the fins of the heat sink.
Furthermore, since the running air flows through the through hole in a state where the air flow pipe penetrates the front lid oil bath portion, the lubricating oil can be directly cooled. Furthermore, since the air flow pipe penetrates through the oil bath portion of the front lid, waves generated when the lubricating oil is stirred can be suppressed, and the heat of stirring of the lubricating oil can be suppressed.
( 2 ) In the railway vehicle carriage having the axle box structure described in ( 1 ), the heat sink is manufactured by drawing or extrusion.
According to the railcar bogie having the axle box structure as described in ( 2 ), the heat sink can be used as it is, not a special order product such as other cooling devices, and the cost can be reduced. Therefore, it is optimal as a member that cools by using traveling wind.

( 3 ) In the railway vehicle carriage having the axle box structure described in ( 1 ), when the axle box is placed by forming the heat sink to have a predetermined strength by machining. The heat sink is directly applied to the mounting surface.
According to the railcar bogie having the axle box structure described in ( 3 ), when placing the removed axle box during maintenance, the heat sink can be directly applied to the placement surface. high. A commercially available heat sink has low rigidity and cannot withstand the weight of the axle box. For this reason, during maintenance, the heat sink must be removed and placed, and there is a problem that it takes time and effort to remove and attach. However, the problem of ( 3 ) can be solved.

( 4 ) Further, in the railway vehicle bogie having the axle box structure according to the present invention, both end portions of the airflow pipe in the rail direction are exposed from the front lid and are larger than the through hole and are directed to both ends. It is preferable to have a tapered hole whose diameter increases in accordance with this.
In this case, more running wind can be taken in by the taper hole, and more running wind can be passed through the through hole of the airflow pipe. Thereby, the temperature of lubricating oil can be reduced more effectively.

( 5 ) An axle box that rotatably supports the journal portion of the axle extending in the sleeper direction via a bearing, a front lid that covers the outer side of the axle box in the sleeper direction, and an inner side of the axle box in the sleeper direction A rear cover is provided, and the rolling elements of the bearings are lubricated by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box, and the axle box is directed from the central portion supporting the axle toward both sides in the rail direction. A spring receiving portion that extends and supports the shaft spring; one end portion is attached to a central portion of the axle box, and the other end portion is attached to the spring receiving portion, and obliquely upward toward the spring receiving portion; wherein the extending heat pipe is attached.
In this case, since the one end part of the heat pipe is attached to the central part of the axle box, it is heated by receiving the heat of the lubricating oil from the central part of the axle box. As a result, the working fluid evaporates and moves toward the other end of the heat pipe, which is a low-temperature heat stream. And when a vapor flow contacts the inner wall of the other end part of a heat pipe, it will cool and condense. Thereafter, the condensed working fluid returns to one end of the heat pipe, which is at a high temperature, by capillary action or gravity. Thus, by repeating evaporation, movement, and condensation of the hydraulic fluid, it is possible to continuously remove the heat of the lubricating oil and effectively reduce the temperature of the lubricating oil.

( 6 ) An axle box that rotatably supports a journal portion of an axle extending in the direction of the sleeper via a bearing, a front lid that covers an outer side of the axle box in the sleeper direction, and an inner side of the axle box in the direction of the sleeper A rear cover is provided, and the rolling elements of the bearings are lubricated by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box, and a heat treatment of an existing wheel lathe for correcting the shape of a wheel is provided below the heat sink. wherein the receiving seat which is supported by the tool is attached.
In this case, when correcting the shape of the wheel, the jig of the existing wheel lathe supports the receiving seat. That is, if nothing is attached to the lower side of the heat sink, the heat sink must be removed when the axle box is placed on the jig of the existing wheel lathe. Therefore, when correcting the shape of the wheel with the existing wheel lathe, there is no need to remove the heat sink, and workability can be improved. Furthermore, the heat sink can be protected from the stepping stones and snow lump that jump up during traveling by the receiving seat.

(7) Further, in the bogie for railway vehicles having axle box structure described in (6), wherein the seat includes a flat portion extending horizontally perpendicular to the fins of the multiple, rails of the flat portion It is preferable to have an inclined portion extending obliquely downward from both ends of the direction.
In this case, traveling wind flows toward the fins of the heat sink along the inclined portion of the receiving seat. Thereby, many running winds can be called in to a fin and the cooling performance by a heat sink can fully be exhibited.

( 8 ) The axle box that supports the journal portion of the axle extending in the direction of the sleeper rotatably via a bearing, the front lid that covers the outside of the axle box in the sleeper direction, and the inner side of the axle box in the sleeper direction A rear cover is provided, and the rolling elements of the bearings are lubricated by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box, and a distractor for removing obstacles on the rail is provided below the heat sink. attached and said Rukoto.
In this case, the heat sink can protect the heat sink from the stepping stones and snow lump that jumps up while traveling, and even if there is a heat sink, the function of the discharge device is not impaired. In other words, since the top vehicle of a railroad car is usually provided with a fault obturator, a heat sink can be attached to the lower side of the axle box even if there is an obstacle in the front vehicle. The function can be demonstrated. Thus, the heat sink can be attached to the lower side of the axle box for all vehicles.

( 9 ) An axle box that rotatably supports the journal portion of the axle extending in the sleeper direction via a bearing, a front lid that covers the outer side of the axle box in the sleeper direction, and an inner side of the axle box in the sleeper direction A rear cover is provided, and the rolling elements of the bearings are lubricated by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box, and the front lid includes a front lid oil bath portion in which lubricating oil is bathed. and an outer space between the upper space the front lid have air pipe communicating is attached, the air pipe, characterized that you have been formed suction holes for taking travel wind extend the rail direction .
In this case, the traveling wind is taken in from the suction hole of the air pipe during high-speed traveling and enters the space above the front lid oil bath portion. Thereby, the air warmed above the front lid oil bath portion is cooled, and the temperature of the lubricating oil can be further reduced.

(10) An axle box that rotatably supports the journal portion of the axle extending in the sleeper direction via a bearing, a front cover that covers an outer side of the axle box in the sleeper direction, and an inner side of the axle box in the sleeper direction A rolling lid of the bearing by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that lubricates
The front cover or on at least one of the lower surface of the axle box, the heat sink comprises a plurality of fins are formed, in that the front cover is one that houses a gear speed generator Features .
In this case, the front lid that houses the gear of the speed generator has a larger area in contact with the traveling wind than the front lid that does not contain the gear of the speed generator. Thereby, the front lid itself is cooled by the traveling wind, and the temperature of the lubricating oil can be further lowered.

( 11 ) An axle box that rotatably supports the journal portion of the axle extending in the sleeper direction via a bearing, a front cover that covers the outside of the axle box in the sleeper direction, and an inner side of the axle box in the sleeper direction A rear cover is provided, and the rolling elements of the bearings are lubricated by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In a railway vehicle bogie having an axle box structure that
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box, and a lower heat dissipating fin is provided on the outer peripheral surface of the rear lid. Of the oil drainer, a fan is attached to a portion facing the lower radiating fin. Accordingly, the lower radiating fin is provided at a position facing the radiating fan that rotates together with the oil drain, so that the lubricating oil can be efficiently cooled.

  According to the railcar bogie having the axle box structure of the present invention, the temperature of the lubricating oil is reduced by using traveling wind that strikes against the axle box or the front lid below the axle center of the axle and using a heat sink to reduce costs. Can be greatly reduced. As a result, oxidation of the lubricating oil and generation of sludge can be suppressed, and oil leakage of the seal member can be prevented. Thus, it is possible to sufficiently cope with further speeding up of the high-speed railway vehicle and high-speed running that continues for a long time.

It is a typical side view of the railcar bogie which has the axle box structure of 1st Embodiment. It is a top view of the axle box structure shown in FIG. It is a side view of the axle box structure shown in FIG. It is sectional drawing along the XX line of the axle box structure shown in FIG. It is the figure which expanded the front cover, the axle box, and the rear cover which were shown in FIG. It is the side view which compared the axle box of 1st Embodiment with the conventional axle box. It is the bottom view which compared the axle box of 1st Embodiment with the conventional axle box. FIG. 4 is a perspective view of the heat sink shown in FIG. 3. (A) It is a perspective view of the air flow pipe shown in FIG. (B) It is sectional drawing along the YY line of FIG. 9 (A). It is a figure for demonstrating the heat pipe shown in FIG. It is the side view which showed the axle box structure of the 1st modification of 1st Embodiment. It is the side view which showed the axle box structure of the 2nd modification of 1st Embodiment. It is the side view which showed the axle box structure of the 3rd modification of 1st Embodiment. It is a fragmentary sectional view of the axle box structure shown in FIG. It is the side view which showed the axle box structure of 2nd Embodiment. FIG. 16 is a partial cross-sectional view of the axle box structure shown in FIG. 15. It is a fragmentary sectional view of the axle box structure of the modification of a 2nd embodiment. It is the side view which showed the axle box structure of 3rd Embodiment. It is a figure when the upward heat sink shown in FIG. 18 is seen from a rail direction. It is a fragmentary sectional view of the axle box structure of the modification of a 4th embodiment. It is the perspective view which showed the modification of the fin of a heat sink. It is the side view which showed the axle box structure of 5th Embodiment. It is a fragmentary sectional view of the axle box structure of a 5th embodiment. It is the side view which showed the axle box structure of 6th Embodiment. It is a fragmentary sectional view of the axle box structure of a 6th embodiment. It is a fragmentary sectional view showing the modification of a 6th embodiment. It is a fragmentary sectional view for explaining the conventional axle box structure.

<First Embodiment>
Embodiments of a railway vehicle bogie having an axle box structure according to the present invention will be described with reference to the drawings. FIG. 1 is a schematic side view of a railway vehicle carriage DS having the axle box structure 1 of the first embodiment. As shown in FIG. 1, in the railway vehicle carriage DS, two wheels 4 that roll on the rail 3 are attached to one axle 2 extending in the sleeper direction, and the two axles 2 are arranged in the rail direction. Are located apart. Both end portions of each axle 2 are rotatably supported by the axle box structure 1, and the axle box structure 1 elastically supports the carriage frame 6 via the axle spring 5.

  FIG. 2 is a plan view of the axle box structure 1 shown in FIG. 1, and FIG. 3 is a side view of the axle box structure 1 shown in FIG. 4 is a cross-sectional view taken along line XX of the axle box structure 1 shown in FIG. As shown in FIGS. 2 to 4, the axle box structure 1 mainly includes an axle box 10, a front lid 20, a rear lid 30, an oil drainer 40, and a double row tapered roller bearing 50. ing. As shown in FIG. 4, the axle 2 is thicker in order toward the inner side of the sleeper (the right side of FIG. 4), and the shaft end 2a, the journal 2b, the dust seat 2c, A wheel seat 2d is formed. The axle 2 is hollow, and a shaft end plug 7 is attached to the shaft end 2a.

  The axle box 10 supports the journal 2b of the axle 2 via a double-row tapered roller bearing 50 so as to be rotatable. As shown in FIG. 3, the axle box 10 has a cylindrical central portion 11 around the axle 2, and the wings are spread from the central portion 11 on both sides in the rail direction (left and right sides in FIG. 3). It has the spring receiving part 12 extended toward. Each spring receiving portion 12 supports the lower end of the shaft spring 5. Here, FIG. 5 is an enlarged view of the axle box 10, the front lid 20, and the rear lid 30 shown in FIG. As shown in FIG. 5, the central part 11 of the axle box 10 has an outer ring 51 of a double-row tapered roller bearing 50 assembled on the inner peripheral surface, and has an axle box oil bath part 10a for storing lubricating oil on the lower side. doing. The front lid 20 is fitted on the outer side of the central portion 11 in the sleeper direction (left side in FIG. 5), and the flange portion of the rear lid 30 is connected to the inner side of the central portion 11 in the sleeper direction (right side in FIG. 5) via bolts 14. 31 is attached.

  The front lid 20 covers the shaft end 2a of the axle 2, and the rubber cap 8 is attached to the outer surface portion 21 on the outer side in the sleeper direction. Further, the front lid 20 has a front lid oil bath portion 20a for storing lubricating oil on the lower side, and the front lid oil bath portion 20a and the axle box oil bath portion 10a communicate with each other. On the upper side of the front lid oil bath portion 20a, a front lid annular flow passage portion 20b into which lubricating oil flows is formed. As shown in FIG. 3, an injection hole (not shown) for injecting lubricating oil is formed above the outer surface portion 21 of the front lid 20, and an oil filler plug 25 is attached to the injection hole. Yes. Further, as shown in FIG. 5, a discharge hole 22a for discharging lubricating oil is formed in the lower surface portion 22 of the front lid 20, and a magnetic plug 26 is attached to the discharge hole 22a. The magnetic plug 26 captures or removes the wear powder by adsorbing the wear powder floating in the lubricating oil by the attractive force of the magnet. The front lid 20 is an arm 23 that extends outward from the upper portion of the outer surface portion 21 and supports the lower end of the damper 27. The front lid 20 is supported by a connecting portion 24 that extends upward from the outer surface portion 21 via a bolt 28 or the like. It is connected to the frame 6.

  The rear cover 30 covers the dust seat 2 c of the axle 2 and is assembled to the outer periphery of the oil drainer 40. The rear lid 30 has a rear lid oil bath portion 30a for storing lubricating oil on the lower side, and the rear lid oil bath portion 30a communicates with the axle box oil bath portion 10a. On the upper side of the rear lid oil bath portion 30a, a rear lid annular channel portion 30b into which lubricating oil flows is formed. An oil seal 33 is assembled between the rear lid 30 and the oil drainer 40, and the oil seal 33 prevents the lubricating oil from leaking from the rear lid oil bath portion 30a. Further, the rear cover 30 is formed with a pressing portion 32 extending in the sleeper direction, and the outer ring 51 of the double-row tapered roller bearing 50 is positioned on the inner side in the sleeper direction by the pressing portion 32.

  The oil drainer 40 is assembled to the dust guard 2 c of the axle 2 and seals (seal) the lubricating oil together with the oil seal 33. The oil drainer 40 is a cylindrical member whose diameter decreases toward the outer side of the sleeper, and the inner ring 52 of the double row tapered roller bearing 50 is positioned on the inner side of the sleeper by the small-diameter portion 41 on the outer side of the sleeper. Further, a labyrinth seal 42 is assembled between the rear lid 30 and the oil drainer 40 on the inner side in the sleeper direction from the oil seal 33. The labyrinth seal 42 prevents dust and water from entering the double-row tapered roller bearing 50 from the outside.

  The double-row tapered roller bearing 50 rotatably supports the journal 2b of the axle 2 and has a rolling element 53 that is a double-row tapered roller between the outer ring 51 and the inner ring 52. It has a cage 54 that holds it at regular intervals in the direction. The outer ring 51 is positioned on the outer side in the sleeper direction by a flange portion 11a that protrudes radially inward from the upper side of the central portion 11 of the axle box 10. A passage hole 51a through which lubricating oil can pass is formed at the center of the outer ring 51 in the sleeper direction. The inner ring 52 is positioned on the outer side of the sleeper by the bearing retainer 55. The bearing retainer 55 is connected to a rotation prevention ring 57 via a bolt 56, and cannot be rotated by the rotation prevention ring 57. The double row rolling elements 53 are arranged such that the small diameter sides face each other.

  Next, the flow of the lubricating oil in the axle box oil bath portion 10a will be described. When the axle 2 rotates during travel of the railway vehicle, the lubricating oil in the axle box oil bath portion 10 a is carried upward from the passage hole 51 a of the outer ring 51 with the rotation of the double row tapered roller bearing 50, and the rolling element 53. The rolling element 53 is lubricated by flowing from the smaller diameter side to the larger diameter side. At this time, since the rolling elements 53 are tapered, the lubricating oil flows vigorously toward the front lid annular channel portion 20b and the rear lid annular channel portion 30b by centrifugal force. The lubricating oil that has flowed into the front lid annular channel portion 20b and the rear lid annular channel portion 30b flows down to the front lid oil bath portion 20a and the rear lid oil bath portion 30a and returns to the axle box oil bath portion 10a. It has become. Thus, in the axle box structure 1 of the oil bath lubrication type, the rolling element 53 is lubricated by circulating the lubricating oil around the axle 2 as the axle 2 rotates.

  As shown in FIG. 3, the oil bath lubrication type axle box structure 1 has an advantage that the presence or absence of the lubricating oil and the deterioration of the lubricating oil can be visually inspected and maintained safely through the inspection window 29 of the front lid 20. However, in a high-speed railway vehicle such as the Shinkansen (registered trademark), the axle 2 rotates at a high speed as the traveling speed increases, so that heat generated by rolling from the double-row tapered roller bearing 50 increases, and the temperature of the lubricating oil increases. Becomes higher. In particular, when the traveling speed is 300 km / h or more, the dynamic vibration acceleration increases, and the diameter of the axle 2, the diameter of the double row tapered roller bearing 50, and the diameter of the oil seal 33 tend to increase. This causes a vicious circle in which sliding friction increases and the temperature of the lubricating oil further increases. The double-row tapered roller bearing 50 can reduce the gap in the sleeper direction of the rolling elements 53 and has excellent running stability at high speeds compared to the double-row cylindrical roller bearing. Since the rolling element 53 is vigorously blown from the small diameter side to the large diameter side, the heat of stirring is large and the temperature of the lubricating oil tends to increase.

  Thus, when the temperature of the lubricating oil rises to about 90 degrees, the oxidation of the lubricating oil and the generation of sludge progress, and the sludge is caught in the oil seal 33, which is likely to cause oil leakage of the oil seal 33. Further, the gap between the double row tapered roller bearing 50 and the aluminum shaft box 10 is affected by the press-fit portion of the double row tapered roller bearing 50 or the linear expansion coefficient between the iron double row tapered roller bearing 50 and the aluminum shaft box 10 increases. There is concern. Therefore, the axle box structure 1 of the present embodiment is configured so that the temperature of the lubricating oil can be greatly reduced by aggressively changing the structure from the conventional axle box structure against such an increase in the temperature of the lubricating oil. Has been. The present applicant knows from the measurement results of the current vehicle traveling test that the traveling wind is strongly applied below the axle center of the axle box 10 and the front lid 20. For this reason, the axle box structure 1 is characterized in that the temperature of the lubricating oil is drastically reduced using the traveling wind. Hereinafter, a structure for reducing the temperature of the lubricating oil will be described.

  As shown in FIGS. 3 to 5, in the axle box structure 1 of the first embodiment, the heat sink 60 is provided on the lower side (lowermost end) of the central portion 11 of the axle box 10. In order to attach the heat sink 60 to the axle box 10, the axle box 10 is formed as follows. FIG. 6 is a side view comparing the axle box 10 of the first embodiment and the conventional axle box 210, and FIG. 7 is a bottom view comparing the axle box 10 of the first embodiment and the conventional axle box 210. FIG. 6 and 7, the conventional axle box 210 is shown on the left side, and the axle box 10 of the first embodiment is shown on the right side.

  As shown on the left side of FIGS. 6 and 7, the conventional axle box 210 has a large lightening hole 213 below the center portion 211 and the spring receiving portion 212. The lightening holes 213 are provided in order to reduce the weight as much as possible within a range in which the strength required for the axle box 210 can be secured. On the other hand, the axle box 10 of the present embodiment does not have a large hole in the lower portion of the central portion 11 and the spring receiving portion 12, and has a wide horizontal plane extending horizontally below the central portion 11. 13 is formed. The horizontal surface 13 is a portion to which the heat sink 60 is attached, and is wide and horizontal to facilitate the transfer of heat from the axle box 10 warmed with the lubricating oil. That is, in order to transmit as much heat as possible to the heat sink 60, the lower side of the axle box 10 is a thick plate with a solid content, and the lower end is cut horizontally.

  The thickness d1 of the base portion 12a of the spring receiving portion 12 of this embodiment is larger than the thickness d2 of the base portion 212a of the conventional spring receiving portion 212. As a result, the axle box 10 of the present embodiment has no problem in strength at the base portion 12a having a large load, and the lower side is a thick plate shape filled with the contents, so that the overall strength is higher than that of the conventional axle box 210. It is getting bigger. On the other hand, since the axle box 10 of this embodiment does not have a lightening hole, the weight is larger than that of the conventional axle box 210. However, since the axle box 10 itself is made of light aluminum and the weight increase due to the absence of the hollow hole is slight, the weight increase is not particularly problematic. Thus, the axle box structure 1 of the present embodiment positively changes the shape of the axle box 10 for the purpose of greatly reducing the temperature of the lubricating oil even if there is a slight increase in weight.

  The heat sink 60 is attached to the horizontal surface 13 formed as described above via bolts 63. Here, FIG. 8 is a perspective view of the heat sink 60 shown in FIG. As shown in FIG. 8, the heat sink 60 has a flat plate-like heat sink 61 and a large number of fins 62 extending downward from the heat sink 61. The upper surface of the heat radiating plate 61 has substantially the same size as the horizontal surface 13 in order to remove heat from the horizontal surface 13 of the axle box 10 without leakage. And between the upper surface of the heat sink 61 and the horizontal surface 13, the silicon | silicone for heat dissipation is apply | coated, and the adhesiveness of the axle box 10 which is a heat generating body, and the heat sink 60 which is a cooling member is improved, and it was excellent. It is designed to demonstrate heat transfer. The heat sink 60 (the heat radiating plate 61 and the fins 62) is made of aluminum or copper as a material having a high heat transfer coefficient.

  Each fin 62 has a thin plate shape that extends downward and extends in the rail direction, and a predetermined gap is formed in the sleeper direction between adjacent fins 62. As a result, the traveling wind flows through the gaps between the fins 62 in the rail direction. If the gaps between the fins 62 are too small, sand, dust, oil and the like are clogged. If the gaps are too large, the number of fins 62 is reduced and the cooling performance cannot be sufficiently exhibited. Therefore, the gaps between the fins 62 are optimally set in consideration of the balance between the ease of clogging with sand and the like and the cooling performance. The heat sink 61 of the heat sink 60 is formed with an insertion hole (not shown) through which the bolt 63 and the collar 64 are inserted. Accordingly, the heat sink 60 is attached to the lower side of the axle box 10 by the bolt 63 passing through the heat radiating plate 61 and screwing the bolt 63 into the lower insertion hole of the axle box 10.

  Thus, the heat of the lubricating oil in the axle box oil bath portion 10a, the front lid oil bath portion 20a, and the rear lid oil bath portion 30a is efficiently transmitted to the wide horizontal surface 13 through the lower side of the axle box 10, and from the horizontal surface 13 It is transmitted to the heat sink 60. The heat transmitted to the heat sink 60 is transmitted from the heat radiating plate 61 to the tips of the fins 62 to every corner. At this time, traveling wind strongly hits the axle box 10 below the axis center of the axle 2, so that the traveling wind passes between the fins 62 in the rail direction, and heat of the fins 62 and the heat radiating plates 61. Is taken away. As a result, the heat of the lubricating oil can be cooled by the heat sink 60 using the traveling wind, and the temperature of the lubricating oil can be lowered.

  Moreover, in the axle box structure 1 of 1st Embodiment, in order to reduce the temperature of lubricating oil, in addition to the heat sink 60, the air flow pipe 70 and the two heat pipes 80 are provided. 9A is a perspective view of the air flow tube 70 shown in FIG. 3, and FIG. 9B is a cross-sectional view taken along line YY in FIG. 9A. The airflow pipe 70 is used for passing the running wind through the inside and removing heat from the lubricating oil, and is made of aluminum or copper as a material having a high heat transfer coefficient. As shown in FIG. 9A, the air flow tube 70 has a cylindrical portion 71 extending in the longitudinal direction, and tapered portions 72 that are cylindrical and frustoconical at both ends of the cylindrical portion 71. doing.

  As shown in FIG. 5, the cylindrical portion 71 is disposed so as to penetrate the front lid oil bath portion 20a in the rail direction, and the heat of the lubricating oil in the front lid oil bath portion 20a can be directly transmitted. . As shown in FIG. 9B, the cylindrical portion 71 has a through-hole 71a through which traveling wind passes, and an uneven-shaped flange portion 71b is formed in the through-hole 71a. Due to the flange portion 71b, the area where the traveling wind abuts in the cylindrical portion 71 is increased, and the heat of the cylindrical portion 71 is efficiently taken away.

As shown in FIG. 3, the tapered portion 72 is disposed so as to be exposed from the front lid 20, and has a tapered tapered hole 72a that is larger than the through hole 71a and has a diameter that increases toward both ends in the rail direction. (See FIG. 9A). By this tapered hole 72a, a large amount of traveling air can be taken in, and a larger amount of traveling air can be passed through the through hole 71a of the cylindrical portion 71. In this way, since the cylindrical portion 71 of the air flow pipe 70 flows the running air through the through hole 71a in a state of passing through the front lid oil bath portion 20a, the lubricating oil in the front lid oil bath portion 20a can be directly cooled. it can. Furthermore, since the cylindrical portion 71 penetrates the front lid oil bath portion 20a, waves generated when the lubricating oil is stirred can be suppressed, and the stirring heat of the lubricating oil can be suppressed. Thereby, the temperature of lubricating oil can be reduced effectively.

  FIG. 10A is a perspective view of the heat pipe 80 shown in FIG. 3, and FIG. 10B is a cross-sectional view of the Z portion shown in FIG. As shown in FIGS. 10A and 10B, each heat pipe 80 includes a cylindrical metal pipe 81, a wick 82 having a capillary structure formed on the inner periphery of the metal pipe 81, and a metal pipe 81. And a small amount of hydraulic fluid sealed in a vacuum state. As shown in FIG. 3, one end portion 80a of the heat pipe 80 is attached to the central portion 11 of the axle box 10 using a bracket 83, and heat is transferred from the lubricating oil in the axle box oil bath portion 10a. It has become so. On the other hand, the other end portion 80b of the heat pipe 80 is attached to the spring receiving portion 12 of the axle box 10 using a bracket 84, and is disposed in a portion where the temperature is relatively low. Thus, each heat pipe 80 extends obliquely upward toward the spring receiving portion 12, and is a portion where the one end portion 80 a which is a low position receives heat, and a portion where the other end portion 80 b which is a high position dissipates heat. ing.

  Thereby, the one end part 80a of the heat pipe 80 is heated by receiving the heat of the lubricating oil in the axle box oil bath part 10a. As a result, the hydraulic fluid evaporates and moves toward the other end 80b of the heat pipe 80, which is a low temperature, as shown by an arrow S1 in FIG. 10B. Then, when the vapor flow contacts the inner wall of the other end 80b of the heat pipe 80, it cools and condenses. Thereafter, the condensed hydraulic fluid returns to one end 80a of the heat pipe 80, which is at a high temperature, due to capillary action or gravity, as indicated by an arrow S2 in FIG. Thus, by repeating evaporation, movement, and condensation of the hydraulic fluid, it is possible to continuously remove the heat of the lubricating oil and effectively reduce the temperature of the lubricating oil.

  Further, in the axle box structure 1 of the first embodiment, as shown in FIG. 3, a receiving seat 90 is attached to the lower side of the heat sink 60. This is based on the following reason. When a braking force is applied to the wheel 4 during braking of the railway vehicle and this braking force is greater than the frictional force (adhesive force) between the wheel 4 and the rail 3, the wheel 4 stops rotating and the rail Glide on 3 Thereby, the wheel 4 may have a worn trace on the surface in contact with the rail 3. If this sliding trace is generated, noise may be generated or cracks may develop. For this reason, while supporting the axle box with a jig using an existing wheel lathe, the surface where the wheel 4 comes into contact with the rail 3 is rolled all around to eliminate the sliding trace.

  In the case where the present wheel lathe is used in this way, if the heat sink 60 is supported by a jig in a state where nothing is attached to the lower side of the heat sink 60, the fins 62 of the heat sink 60 may be deformed or damaged. On the other hand, the operation of removing the heat sink 60 from the axle box 10 when using the existing wheel lathe and attaching the heat sink 60 to the axle box 10 after using the existing wheel lathe becomes complicated. Therefore, in the axle box structure 1, the receiving seat 90 supported by the jig of the existing wheel lathe is attached to the lower side of the heat sink 60. Thereby, when correcting the shape of the wheel 4 with an existing wheel lathe, the trouble of removing the heat sink 60 is eliminated, and workability can be improved. Furthermore, the seat 90 can protect the heat sink 60 from flying stones and snow lump that jump up during traveling.

  As shown in FIG. 3, the receiving seat 90 has a planar portion 91 that extends horizontally perpendicular to the fins 62, and an insertion hole (not shown) through which the bolt 63 and the collar 64 can be inserted. ) Is formed. As a result, the bolt 63 and the collar 64 are inserted into the insertion hole of the flat portion 91 of the receiving seat 90 and the insertion hole of the heat sink 61 of the heat sink 60, and the bolt 63 is screwed into the lower insertion hole of the axle box 10. Thus, the receiving seat 90 is attached to the lower side of the heat sink 60. The receiving seat 90 has inclined portions 92 that extend obliquely downward from both ends of the planar portion 91 in the rail direction. As a result, the traveling wind flows along the inclined portion 92 of the receiving seat 90 toward the fins 62 of the heat sink 60. As a result, a large amount of traveling wind can be drawn into the fins 62 and the cooling performance of the heat sink 60 can be sufficiently exhibited.

  Moreover, in the axle box structure 1 of 1st Embodiment, as shown in FIG. 5, the front cover 20 accommodates the gear 9 of a speed generator. The front lid accommodates the speed generator gear 9 and has a large dimension in the sleeper direction, and the front lid does not accommodate the speed generator gear 9 and has a small dimension in the sleeper direction (hereinafter referred to as “general front lid”). "). In the first embodiment, the front lid 20 that houses the gear 9 is used for the following reason.

  From the actual measurement data when the high-speed railway vehicle is traveling, it has been found that the temperature of the front lid 20 that houses the gear 9 is lower than that of the general front lid. This is considered to be a result of a difference in the amount of oil because the amount of lubricating oil in the front lid 20 is large and the amount of lubricating oil in the general front lid is small. However, as a result of the tabletop rotation test without running, a result in which a temperature difference occurs between the front lid 20 and the general front lid was not obtained. For this reason, it can be interpreted that the difference in oil amount is not the cause. Therefore, the front lid 20 has a larger area in contact with the traveling wind than the general front lid, and can be interpreted as a result of the front lid 20 being cooled by the traveling wind.

  Thus, by using the front lid 20 that houses the gear 9 of the speed generator, the temperature of the front lid 20 can be reduced by about 2 to 3 degrees compared to the temperature of the general front lid, and the front lid oil bath portion The temperature of the lubricating oil 20a can be further reduced. In addition, since the effectiveness of the front lid 20 that accommodates the gear 9 of the speed generator has been confirmed, if the general front lid is not used, there is only one type of front lid. Thereby, there is also a merit that erroneous attachment of the front lid can be prevented.

The effect of 1st Embodiment is demonstrated.
According to the railway vehicle carriage DS having the axle box structure 1 of the first embodiment, since the axle 2 rotates at a high speed during high-speed traveling, heat generated by rolling from the double-row tapered roller bearing 50 increases, and the lubricating oil Try to increase the temperature. At this time, since the bottom end of the axle box 10 is a wide horizontal surface 13 and is not a concave surface due to a hollow hole, the heat of the lubricating oil is easily transmitted to the entire horizontal surface 13. Since the heat sink 60 is attached to the horizontal surface 13, the heat of the lubricating oil is sufficiently transmitted to the fins 62 of the heat sink 60. Thus, as the traveling speed increases, the heat of the fins 62 can be effectively removed when the traveling wind passes between the fins 62, and the temperature of the lubricating oil can be significantly reduced. Furthermore, the heat sink 60 can be a commercially available product as it is rather than a custom-made product such as other cooling devices, can reduce costs, and is optimal as a member that cools using traveling air.

  In this way, the temperature of the lubricating oil can be lowered by about 10 to 15 degrees by the heat sink 60, the air flow pipe 70, and the heat pipe 80 by using the traveling wind that strikes the axle box 10 below the axle center of the axle 2. . As a result, compared with the conventional axle box structure, oxidation of the lubricating oil and generation of sludge can be suppressed, and oil leakage of the oil seal 33 can be reliably prevented. Therefore, the axle box structure 1 of the first embodiment can sufficiently cope with further speeding up of the high-speed railway vehicle and high-speed traveling that continues for a long time by aggressively changing the structure from the conventional axle box structure. It is something that can be done.

<First Modification of First Embodiment>
A first modification of the first embodiment will be described. In the first modified example, the description will focus on parts that are different from the first embodiment described above, and description of parts that are the same as in the first embodiment will be omitted. FIG. 11 is a side view showing the axle box structure 1A of the first modification. In this axle box structure 1 </ b> A, as shown in FIG. 11, an obstruction device 90 </ b> A for removing an obstacle on the rail 3 is attached to the lower side of the heat sink 60. Therefore, the heat sink 60A can protect the heat sink 60 from flying stones and snow lump that jump up during traveling, and even if the heat sink 60 is present, the function of the shock absorber 90A is not impaired. In other words, since the leading vehicle of the railway vehicle is usually provided with the obstacle device 90A, the heat sink 60 can be attached to the lower side of the axle box 10 even if the leading device has the obstacle device 90A. Both the container 90A and the heat sink 60 can function. Thus, the heat sink can be attached to the lower side of the axle box for all vehicles.

<Second Modification of First Embodiment>
A second modification of the first embodiment will be described. In the second modified example, the description will focus on parts that are different from the first embodiment described above, and description of parts that are the same as in the first embodiment will be omitted. FIG. 12 is a side view showing the axle box structure 1B of the second modification. In this axle box structure 1B, as shown in FIG. 12, the heat sink 60B is directly attached to the lower side of the axle box 10 via a bolt 63B, and nothing is attached to the lower side of the heat sink 60B. That is, the receiving seat 90 as in the first embodiment described above or the distracter 90A as in the first modification described above is not attached below the heat sink 60B. For this reason, the height dimension of the fins 62B of the heat sink 60B can be increased as compared with the first embodiment and the first modification. As a result, the cooling performance of the heat sink 60B can be improved, and the temperature of the lubricating oil can be further reduced.

<Third Modification of First Embodiment>
A third modification of the first embodiment will be described. In the third modified example, the description will focus on parts that are different from the first embodiment described above, and description of parts that are the same as in the first embodiment will be omitted. FIG. 13 is a side view showing a shaft box structure 1C of the third modification, and FIG. 14 is a partial cross-sectional view of the shaft box structure 1C of the third modification. As shown in FIGS. 13 and 14, the axle box structure 1 </ b> C is characterized in that an air pipe 100 is attached to the outer surface portion 21 of the front lid 20. In addition, in the front lid oil bath portion 20a, two heat pipes 80C are disposed so as to penetrate therethrough instead of the air flow tube 70 of the first embodiment.

  The air pipe 100 has an L-shaped portion 101 on the upper side and a linear portion 103 extending in the rail direction on the lower side. A communication hole 101 a is formed inside the L-shaped portion 101, and a suction hole 103 a extending in the rail direction is formed inside the linear portion 103. Thereby, the space above the front lid oil bath portion 20a and the space outside the front lid 20 communicate with each other through the communication hole 101a and the suction hole 103a of the air pipe 100.

  Conventionally, when traveling at high speed, the temperature difference between the space above the front lid oil bath portion 20a and the space outside the front lid 20 is about 50 degrees. On the other hand, in the third modification, the air warmed above the front lid oil bath portion 20a can be cooled by communicating these spaces. In particular, during high speed traveling, traveling wind is taken from the suction hole 103a of the air pipe 100 and enters the space above the front lid oil bath portion 20a. Thereby, the air warmed above the front lid oil bath portion 20a is cooled, and the temperature of the lubricating oil can be further lowered.

  Moreover, since the suction hole 103a is located at a position lower than the communication hole 101a, rainwater or the like is prevented from entering the space above the front lid oil bath portion 20a. A filter (not shown) that is a porous film is attached to the suction hole 103a. This filter has waterproofness and dustproofness due to the fine holes and has air permeability, and prevents rainwater and the like from entering. Thus, the air pipe 100 prevents the lubricating oil from being emulsified with moisture while taking in the traveling wind.

Second Embodiment
Next, a second embodiment will be described. In the second embodiment, the description will focus on the parts different from the first embodiment described above, and the description of the same parts as in the first embodiment will be omitted. FIG. 15 is a side view showing the axle box structure 1D of the second embodiment, and FIG. 16 is a partial cross-sectional view of the axle box structure 1D of the second embodiment. As shown in FIGS. 15 and 16, the axle box structure 1D is characterized in that a heat sink 60D1 is attached to the lowermost end of the front lid 20D.

  In the second embodiment, a horizontal surface 20D1 is formed on the lower surface portion 22 of the front lid 20D. The horizontal surface 20D1 is a portion to which the heat sink 60D1 is attached, and is horizontal to facilitate the transfer of heat from the front lid 20D warmed with the lubricating oil. As shown in FIGS. 15 and 16, the heat sink 60 </ b> D <b> 1 includes a flat heat sink 65 and a large number of fins 66 extending downward from the heat sink 65. The upper surface of the heat radiating plate 65 has substantially the same size as the horizontal surface 20D1 of the front lid 20D, and is attached to the front lid 20D by each bolt 93. Each fin 66 has a thin plate shape that extends downward and extends in the rail direction, and a predetermined gap is formed between the adjacent fins 66 in the sleeper direction. As a result, traveling wind flows through the gaps between the fins 66 in the rail direction.

  In this axle box structure 1D, since the heat sink 60D is attached to the lowermost end of the front lid 20D, as shown in FIG. 16, the discharge hole for discharging the lubricating oil to the lower side of the central portion 11 of the axle box 10 11b is formed, and a magnetic plug 15 is attached to the discharge hole 11b. Thereby, unlike the axle box structure 1 of the first embodiment, no heat sink is attached to the lower side of the axle box 10.

  Moreover, in the axle box structure 1D of 2nd Embodiment, as shown in FIG.15 and FIG.16, 2nd heat sink 60D2 is attached to the side surface of the front cover 20. FIG. That is, the vertical surface 20D2 extending in the vertical direction is formed in the portion of the outer surface portion 21 of the front lid 20D where the lubricating oil is bathed. The vertical surface 20D2 is a portion to which the second heat sink 60D2 is attached, and extends in the vertical direction and the rail direction in order to easily transfer the heat of the front lid 20D warmed with the lubricating oil.

  The second heat sink 60D2 has a flat plate-like heat sink 67 and a large number of second fins 68 extending from the heat sink 67 toward the outside of the sleeper. The side surface (right side surface in FIG. 16) of the heat radiating plate 67 has substantially the same size as the vertical surface 20D2 of the front lid 20D, and is attached to the front lid 20D by bolts 94. Each of the second fins 68 has a thin plate shape extending outward in the sleeper direction and extending in the rail direction, and a predetermined gap is formed in the vertical direction between the adjacent second fins 68. As a result, the traveling wind flows through the gaps between the second fins 68 in the rail direction.

The effect of 2nd Embodiment is demonstrated.
According to the railcar bogie having the axle box structure 1D of the second embodiment, since the axle 2 rotates at a high speed during high speed running, heat generated by rolling from the double row tapered roller bearing 50 increases, and the lubricating oil The temperature tries to rise. At this time, the lowermost end of the front lid 20D is the horizontal plane 20D1, and the heat of the lubricating oil is easily transmitted to the entire horizontal plane 20D1. Since the heat sink 60D1 is attached to the horizontal surface 20D1, the heat of the lubricating oil is sufficiently transmitted to the fins 66 of the heat sink 60D1. Accordingly, as the traveling speed increases, the heat of the fins 66 can be effectively removed when the traveling wind passes between the fins 66, and the temperature of the lubricating oil can be significantly reduced. Further, the heat sink 60D1 can be used as a commercial product as it is, not a custom-made product such as other cooling devices, can reduce costs, and is optimal as a member that cools using traveling air.

  Furthermore, in the axle box structure 1D of the second embodiment, the heat of the lubricating oil is transmitted to the second fins 68 of the second heat sink 60D2 via the outer surface portion 21 of the front lid 20D. As a result, when the traveling wind passes between the second fins 68, the heat of the second fins 68 can be effectively removed, and the temperature of the lubricating oil can be further reduced. Other functions and effects of the second embodiment are the same as the functions and effects of the first embodiment described above, and a description thereof will be omitted.

  As shown in FIG. 16, in the axle box structure 1 </ b> D of the second embodiment, the heat of the lubricating oil in the front lid oil bath portion 20 a is transmitted to the heat sink 60 </ b> D <b> 1 via the lower surface portion 22, and via the outer surface portion 21. To the second heat sink 60D2. However, as in the axle box structure 1E of the modified example shown in FIG. 17, the opening 22b is formed in the lower surface portion 22 and the opening 21a is formed in the outer surface portion 21, so that the heat of the lubricating oil in the front lid oil bath portion 20a is formed. May be directly transmitted to the heat sink 60D1 and the second heat sink 60D2.

<Third Embodiment>
Next, a third embodiment will be described. FIG. 18 is a side view showing the axle box structure 1F of the third embodiment. As shown in FIG. 18, the axle box structure 1 </ b> F is characterized in that upward heat sinks 60 </ b> F are attached to side surfaces of both ends of the axle box 10 in the rail direction. The air flow pipe 70F is curved in a substantially U shape on the lower side of the axle 2 and penetrates the front lid 20 in the rail direction. In the axle box structure 1F, the heat sink 60 similar to that of the first embodiment is attached to the lower side of the axle box 10, and the second heat sink 60D2 similar to that of the second embodiment is attached to the side surface of the front lid 20. ing. FIG. 19 is a view when the upward heat sink 60 is viewed from the rail direction.

  As shown in FIG. 19, the upward heat sink 60F has a number of upward fins 69 extending upward, and is attached to the axle box 10 via bolts (not shown). Each upward fin 69 has a thin plate shape that extends upward and extends in the rail direction, and a predetermined gap is formed between the adjacent upward fins 69 in the sleeper direction. Accordingly, the traveling wind flows in the rail direction through the gaps between the upward fins 69. Since the other structure of the axle box structure 1F of 3rd Embodiment is substantially the same as that of the axle box structure 1 of 1st Embodiment mentioned above, the description is abbreviate | omitted.

The effect of 3rd Embodiment is demonstrated.
According to the railcar bogie having the axle box structure 1F of the third embodiment, the heat of the lubricating oil is transmitted to the upward fins 69 of the upward heat sink 60F via the side surfaces of both ends of the axle box 10 in the rail direction. Accordingly, when the traveling wind passes between the upward fins 69, the heat of the upward fins 69 can be effectively removed, and the temperature of the lubricating oil can be further reduced. The other functions and effects of the third embodiment are substantially the same as the functions and effects of the first embodiment described above, and a description thereof will be omitted.

<Fourth embodiment>
Next, a fourth embodiment will be described. FIG. 20 is a partial cross-sectional view of the axle box structure 1G of the fourth embodiment. As shown in FIG. 20, the axle box structure 1G is different from the axle box structure 1 of the first embodiment only in the configuration of the front lid, and thus the description of the configuration other than the front lid is omitted. The front lid 20G of the fourth embodiment is configured by expanding the dimension in the sleeper direction by a dimension K1 shown in FIG. 20 compared to the front lid 20 of the first embodiment. Thereby, in the front cover 20G of 4th Embodiment, the area which driving | running | working wind contact | abuts larger than the front cover 20 of 1st Embodiment. As a result, the front lid 20G itself is further cooled by the traveling wind, and the temperature of the lubricating oil can be further reduced. In addition, since the weight increases when the dimension of the front cover 20 in the sleeper direction increases, the dimension K1 that is expanded in the sleeper direction is optimally set in consideration of the merit of lowering the temperature of the lubricating oil and the demerit of the weight increase. Is done.

<Fifth embodiment>
Next, a fifth embodiment will be described. In the fifth embodiment, description will be made mainly on parts different from the first embodiment described above, and description of parts that are the same as in the first embodiment will be omitted. FIG. 22 is a side view showing the axle box structure 1H of the fifth embodiment, and FIG. 23 is a partial sectional view of the axle box structure 1H of the fifth embodiment.
As shown in FIG. 22, a plurality of fins 201 are formed on the outer surface portion 21 of the front lid 20 in parallel with the rail direction. The fin 201 is formed over the entire outer surface portion 21 of the front lid 20. Since the front lid 20 is located on the outermost side of the axle, the air passing through the side surface of the vehicle directly hits the fins 201. Therefore, the flow velocity of air in the vicinity of the fin 201 is increased, and the fin 201 can be efficiently cooled.
As shown in FIG. 23, the lubricating oil wound up by the rotation of the rolling elements 53 of the double row tapered roller bearing 50 is blown outward by centrifugal force. Here, in FIG. 23, the partition plate 202 (shown by a broken line) that has been conventionally attached is omitted. Therefore, the lubricating oil blown to the outside directly hits the inner wall surface 203 of the front lid 20. Accordingly, the heated lubricating oil directly hits the inner wall surface of the front lid 20 and the front lid 20 is efficiently cooled by the fins 201, so that the lubricating oil can be efficiently cooled by the flow of external air. . In particular, if a plurality of fins 201 are formed in parallel in the rail direction, the chance of the fins coming into contact with fresh and cold air increases, so that the cooling efficiency for cooling the front lid 20 can be increased.

As described above, according to the fifth embodiment, the front lid 20 is characterized in that the plurality of fins 201 are formed in parallel to the rail direction. Since the front lid 20 that receives the fastest air flow on the outer circumference is in contact with the outside air and receives the fast air flow, if the fin 201 that is a heat sink is attached to the front lid 20, Cooling can be performed most effectively. In particular, if a plurality of fins 201 are formed in parallel in the rail direction, the chance of the fins coming into contact with fresh and cold air increases, so that the cooling efficiency for cooling the front lid 20 can be increased.

<Sixth embodiment>
Next, a sixth embodiment will be described. In the sixth embodiment, the description will focus on the parts that are different from the first embodiment described above, and the description of the parts that are the same as in the first embodiment will be omitted. FIG. 24 is a side view showing the axle box structure 1I of the sixth embodiment, and FIG. 25 is a partial sectional view of the axle box structure 1I of the sixth embodiment.
As shown in FIG. 24, a plurality of fins 231 are formed radially on the outer surface portion 21 of the front lid 20 from the center of the front lid 20. The fins 231 are formed over the entire outer surface portion 21 of the front lid 20. Since the front lid 20 is located on the outermost side of the axle, the air passing through the side surface of the vehicle directly hits the fins 201. Therefore, the flow velocity of air in the vicinity of the fin 201 is increased, and the fin 201 can be efficiently cooled.

  As shown in FIG. 25, the lubricating oil wound up by the rotation of the rolling element 53 of the double row tapered roller bearing 50 is blown outward by centrifugal force. Here, in FIG. 25, the partition plate 202 (shown by a broken line) that has been conventionally attached is eliminated. Therefore, the lubricating oil blown to the outside directly hits the inner wall surface 203 of the front lid 20. Thus, the heated lubricating oil directly hits the inner wall surface of the front lid 20 and the front lid 20 is efficiently cooled by the fins 211, so that the lubricating oil can be efficiently cooled by the flow of external air. . In particular, since the fins 231 are formed in a radial shape, the air flow can be uniformly applied to all parts of the outer peripheral surface of the front lid 20, so that the front lid 20 can be efficiently cooled. .

According to the sixth embodiment, the front lid 20 is characterized in that a plurality of fins 231 are formed radially from the center, so that the air flow is distributed to all the outer peripheral surfaces of the front lid 20. Since it can flow evenly, the front lid 20 can be efficiently cooled. The lubricating oil is cooled by a heat sink having a plurality of fins 231 by applying the lubricating oil that lubricates the rolling elements 53 of the double-row conical bearing 50 to the inner wall surface 203 of the front lid 20. Therefore, the lubricating oil can be efficiently cooled by the cooled front lid 20 by causing the heated lubricating oil to directly contact the inner wall surface 203 of the front lid 20.

As shown in FIG. 25, a fin 205, which is a heat sink provided on the lower surface of the axle box, is formed by machining so as to have a predetermined strength. That is, the fin 205 is thicker than a commercially available heat sink. At the time of maintenance, the axle box 10 and the axle 2 are removed, and the wheel is reworked. At that time, since the rigidity of the fin 205 is high, it is not necessary to remove the fin 205 and the convenience is excellent.
That is, according to the fifth embodiment, the fin 205 is formed to have a predetermined strength by machining, so that the fin 205 is directly applied to the placement surface when the axle box 10 is placed. Therefore, when placing the removed axle box 10 during maintenance, the heat sink can be directly applied to the placement surface, which is highly convenient. A commercially available heat sink has low rigidity and cannot withstand the weight of the axle box. Therefore, during maintenance, the heat sink must be removed and placed, and there is a problem that it takes time and effort to remove and attach, but the problem can be solved by the fifth embodiment.

Further, as shown in FIG. 25, a partition plate 212 is provided between the front lid oil bath portion 20a (corresponding to the second oil tank) and the axle box oil bath portion 10a (corresponding to the first oil tank). Yes. A hole (not shown) is formed in the partition plate 212, and the first oil tank 10a and the second oil tank 20a communicate with each other. However, since the communication hole is small and the amount of lubricating oil wound up and dropped is large, the oil level of the second oil tank 20a is higher than the oil level of the first oil tank 10a. Thereby, since the amount of lubricating oil stored in the second oil tank 20a in which the inner wall surface 203 of the front lid 20 and the lubricating oil are in direct contact can be increased, the cooling efficiency of the lubricating oil can be increased. Although the communication hole is provided in the present embodiment, the lubricating oil may be moved over the upper end of the partition plate 212 without providing the communication hole.
That is, a first oil tank 10a provided immediately below the double-row tapered roller bearing 50 and storing lubricating oil, and a second oil tank 20a provided along the inner wall surface 203 of the front lid 20 in communication with the first oil tank 10a are provided. Since the partition plate 212 is provided between the first oil tank 10a and the second oil tank 20a to prevent the flow of the lubricating oil, the inner wall surface 203 of the front lid 20 and the lubricating oil are in direct contact with each other. Since the amount of lubricating oil stored in a certain second oil tank 20a can be increased, the cooling efficiency of the lubricating oil can be increased.
In addition, the cooling efficiency by the fin 212 can be improved by making the bottom face of the first oil tank 10a deeper and closer to the fin 212.

Further, as shown in FIG. 25, lower radiating fins 214 are formed on the lower surface side of the outer periphery of the rear lid 30. A fan 223 for generating an air flow is attached to a portion of the outer periphery of the rotating oil drain 40 facing the lower radiating fin 214. The reason why the fin is not attached to the upper surface side of the outer periphery of the rear lid 30 is that it becomes an obstacle when the shaft 2 is pulled out.
That is, the lower radiating fins 214 are provided on the outer peripheral surface (the lower surface side in the present embodiment) of the rear lid 30, and the fan 223 is disposed in a portion of the rotating oil drainer 40 facing the lower radiating fins 214. Since the lower radiating fin 214 is provided at a position facing the radiating fan 223 that rotates together with the oil drainer 40, the lubricating oil can be efficiently cooled.

FIG. 26 shows a modification of the sixth embodiment. Since FIG. 24 is the same, description thereof is omitted, and FIG. 26 shows a modification of FIG. Only the changed part will be described.
The first oil tank 220 is formed deeper and has a larger capacity than the first oil tank 10a of FIG. Further, the second oil tank deep part 222 is formed in the lower part of the second oil tank 20a of FIG. 24, and the capacity is increased accordingly. The first oil tank 220 and the second oil tank deep part 222 are communicated with each other by a communication part 221. Since the first oil tank 220, the second oil tank deep part 222, and the communication part 221 are formed close to the fin 205, and the area facing the fin 205 is increased, the cooling efficiency can be further improved.

As mentioned above, although each embodiment and each modification of the railcar trolley | bogie which has the axle box structure which concern on this invention were demonstrated, this invention is not limited to these, Various changes are in the range which does not deviate from the meaning. Is possible.
In each embodiment and each modification, each fin of the heat sink has a thin plate shape extending in the rail direction, but each fin 62X of the heat sink 60X may have a needle shape as shown in FIG. Further, the fins of the heat sink may extend so as to meander, and the shape of the fins can be changed as appropriate.
Moreover, in each embodiment and each modification, although the shaft box structure provided with the double row tapered roller bearing 50 was demonstrated, it is also possible to implement this invention about the shaft box structure provided with the double row cylindrical roller bearing. .

DS Railcar Bogie 1, 1A-1I Axle box structure 2 Axle 2a, 2b, 2c Axle end, journal, dust guard 4 Wheel 10 Axle box 11 Central part 12 Spring receiving part 13 Horizontal plane 20 Front lid 20D1, 20D2 Horizontal plane , Vertical surface 20a front lid oil bath portion 21 outer surface portion 22 lower surface portion 30 rear lid 30a rear lid oil bath portion 33 oil seal 40 oil drain 50 double row conical roller bearing 53 rolling elements 60, 60B, 60D1 heat sink 60D2 second heat sink 60E Heat sink 61, 65, 67 Heat sink 62, 66 Fin 68 Second fin 69 Up fin 70 Air flow pipe 72b Taper hole 80, 80C Heat pipe 80a, 80b One end, other end 90 Receiving seat 92 Inclined portion 90A Device 100 Air pipe 103a Suction hole 201 Fin (parallel arrangement)
211 fins (radial arrangement)
212 Partition plate 213 Fan 214 Lower radiation fin

Claims (11)

An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box ;
The lower surface of the axle box has a horizontal plane, and the plurality of fins are formed in parallel to the rail direction on the horizontal plane;
An air flow pipe that penetrates the front lid oil bath part in which the lubricating oil is bathed in the lower side in the front lid in the rail direction is attached,
A railcar bogie having an axle box structure in which a through-hole through which traveling wind passes is formed inside the airflow pipe . In the railcar bogie having the axle box structure according to claim 1 ,
A railcar bogie having an axle box structure, wherein the heat sink is manufactured by drawing or extrusion. In the railcar bogie having the axle box structure according to claim 1 ,
A rail vehicle having an axle box structure, wherein the heat sink is formed by machining so as to have a predetermined strength, and when the axle box is placed, the heat sink is directly applied to the placement surface. Trolley. In the railcar bogie having the axle box structure according to claim 1 ,
Both ends of the airflow pipe in the rail direction are exposed from the front lid, and have a tapered box hole having a tapered shape that is larger than the through hole and increases in diameter toward both ends. A railcar bogie having An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box;
The axle box has a spring receiving portion that extends from a central portion that supports the axle toward both sides in the rail direction and supports a shaft spring,
A shaft box, characterized in that one end portion is attached to a central portion of the shaft box, the other end portion is attached to the spring receiving portion, and a heat pipe extending obliquely upward toward the spring receiving portion is attached. A railcar bogie having a structure. An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box;
A railcar bogie having an axle box structure, wherein a receiving seat supported by a jig of an existing wheel lathe for correcting the shape of a wheel is attached to the lower side of the heat sink. In the bogie for railway vehicles having the axle box structure according to claim 6 ,
The seat is axle box structure characterized in that it has a flat portion extending horizontally perpendicular to the fins of the multiple, and an inclined portion extending obliquely downward from both ends of the rail direction of the flat portion A railcar bogie having An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box;
A bogie for a railway vehicle having an axle box structure, wherein an obstruction for removing an obstacle on the rail is attached below the heat sink. An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box;
The front lid is attached with an air pipe that communicates the space above the front lid oil bath portion where the lubricating oil is bathed and the space outside the front lid,
A railcar bogie having an axle box structure, wherein the air pipe is formed with a suction hole extending in the rail direction and taking in traveling wind. An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box;
The front lid has a shaft box structure, and accommodates a gear of a speed generator. An axle box that rotatably supports the journal portion of the axle extending in the direction of the sleeper via a bearing, a front lid that covers the outside of the axle box in the sleeper direction, and a rear lid that covers the inside of the axle box in the sleeper direction Prepared,
An axle box structure for lubricating the rolling elements of the bearings by circulating lubricating oil bathed in the lower part inside the front lid, the axle box, and the rear lid as the axle rotates. In the railway vehicle carriage that has
A heat sink having a plurality of fins is formed on at least one of the front lid and the lower surface of the axle box;
A lower radiating fin is provided on the outer peripheral surface of the rear lid;
A railcar bogie having an axle box structure, wherein a fan is attached to a portion of a rotating oil drainer facing the lower radiation fin.

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