JPH08332950A - Gauge-changeable carriage for rolling stock - Google Patents

Abstract

PURPOSE: To provide a gauge-changeable carriage for a rolling stock of high safety and reliability in which gauge change can be performed during run, and in which the occurrence of play in a wheel position lock mechanism can be prevented. CONSTITUTION: Around an axle 6 without rotating, an axle outer cylinder 10 is engaged to be slidable in an axial direction, and a wheel 12 is rotatably supported on the axle outer cylinder 10. A locking block 13 is inserted on an end part of the axle outer cylinder 10, and protrusions 15A, 15B in conical forms are respectively engaged in engagement holes 16 in an axle box 4, when axial move of the axle outer cylinder 10 is locked. Engagement of the conical protrusions 15A, 15B with the engagement holes 16 is performed by the weight of a carriage. A vibration-proofing unit 18 for the protrusions 15A, 15B is installed on the engagement hole 16, and the vibration-proofing unit 18 elastically energizes side surfaces of the protrusions 15A, 15B engaged with the engagement holes 16.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railcar variable-gauge truck, and more particularly, to automatically adjusting a wheel spacing for traveling on rails having different gauges such as Shinkansen and conventional lines. The present invention relates to a variable-gauge bogie of a railway vehicle.

[0002]

2. Description of the Related Art Conventionally, a railroad vehicle capable of running a standard gauge having a rail gauge of 1435 mm used for a bullet train and a narrow gauge having a rail gauge of 1067 mm used for a conventional line on a common vehicle. Various types of variable gauge carriages have been proposed. For example, in a variable gauge carriage for a railroad vehicle disclosed in Japanese Patent Laid-Open No. 6-40335, a bushing-shaped slide shaft is externally attached to a non-rotating axle, and wheels are attached to the bushing-shaped slide shaft via bearings. Fix the stator of the drive motor to the bushing-shaped slide shaft, connect the rotor of the drive motor to the wheels,
Both the wheels and the drive motor are moved by sliding the slide shaft to change the gauge. To fix the wheel spacing, that is, to lock the wheel position, a lock pin that is activated by power is provided, and at the same time, a pin through hole is formed in each of the axle box (axle bearing), the axle, and the slide shaft to attach the lock pin to the axle box. It is carried out by inserting into the pin through holes of the axle and the slide shaft and integrally locking the axle box, the axle and the slide shaft. Such locking of the wheel positions locks the movement of the wheels in the left-right direction during traveling of the variable-gauge trolley, thereby maintaining a constant gauge.

In a variable gauge carriage for a railway vehicle disclosed in Japanese Patent Laid-Open No. 5-246329, an axle box that supports axles of independent wheels is suspended on a wheel axle frame via parallel links, and
When a vehicle support is installed along the track of the track switching part and the vehicle enters this track switching part at low speed, the weight of the vehicle body is received by this vehicle support and the weight applied to the wheels becomes free, and the parallel link The gauge is changed by rotational displacement. Locking the wheel position is done by inserting support pins into the pin holes at the ends of the parallel links.

[0004]

However, Japanese Patent Laid-Open No. 6-
The gauge variable carriage for railway vehicles disclosed in Japanese Patent No. 40335 changes the gauge while all the vehicles of the train are simultaneously lifted by the vehicle elevating device while the vehicle is stopped. Therefore, it takes a lot of time to change the gauge. In the case of a long train, there is a problem that a large number or a large number of vehicle lifting devices are required.

Furthermore, in order to smoothly insert the lock pin into the pin through hole when locking the wheel position, the inner diameter of the pin through hole must be slightly larger than the outer diameter of the lock pin, For this reason, the wheel position locking mechanism has play, and due to this play, the left and right wheels make separate movements in the left and right directions while the variable gauge carriage is running, and the gauge is constantly slightly changed. When the vehicle travels at high speed due to such minute fluctuations in the gauge, there is a problem in traveling performance that the snake behavior becomes remarkable and the riding comfort is deteriorated.

Further, when the bogie passes through a sharp curve or a point on the traveling rail, a very large lateral force impacts, so that the rattling of the wheel position locking mechanism is caused by deformation or damage of the locking mechanism or the like. This causes a problem of shortening the service life of the bogie structure such as occurrence of wear. Furthermore, since the axle box is not fixed but is elastically suspended on the bogie frame by the axle spring, it is special to match the pin through holes of the axle box with the pin through holes of the axle and the slide shaft. There is also the problem of needing means.

Further, the variable gauge carriage for a railroad vehicle disclosed in Japanese Patent Laid-Open No. 5-246329 moves the wheels by rotational displacement of the parallel links when the gauge is changed. Therefore, as the parallel links become closer to horizontal, the wheels and axles are moved. There is a problem that a large force acts on the long member for guiding the axle due to its own weight such as an axle box or the like, and the long member is easily deformed or damaged, resulting in lack of reliability.

Further, since the wheel position is locked by inserting the support pins into the pin holes at both ends of the parallel link, some play is required between the pin holes and the support pins. There are similar problems in running performance and shortening the life of the bogie structure. Therefore, an object of the present invention is to provide a variable track gauge for a railway vehicle that can change the track while traveling and can prevent rattling of the wheel position locking mechanism, and that is highly safe and reliable. Is to provide.

[0009]

In order to achieve this object, the present invention is directed to automatically changing the wheel spacing during traveling of a gauge-changing traveling rail connecting a traveling rail with a wide gauge and a traveling rail with a narrow gauge. In the railcar variable bogie of the railway vehicle, suspended on the side beam of the bogie frame via the elastic body, a pair of left and right axle boxes having fitting holes formed in the upper surface, and formed on the lower end surface of the axle box, A vehicle body support portion that supports the vehicle body when the wheel spacing is changed, and both end portions are housed in the pair of axle boxes, respectively, and an axle that can move vertically relative to the axle boxes, the wide gauge, and the narrow rail. A pair of left and right axle outer cylinders externally inserted to the axle so as to be movable in the axial direction so as to move to positions corresponding to the gauges respectively, and rotatably attached to each of the axle outer cylinders via bearings. A pair of left and right wheels and an outer cylinder of the pair of axle outer cylinders A pair of left and right rockers that are mounted and each have a load-bearing upper surface that receives the weight of the vehicle through the axle box and a sliding side surface that is guided by a side surface for sliding guide inside the axle box when the axle is relatively moved. Block and
When the axle outer cylinder is projectingly provided on the load supporting upper surface of each of the locking blocks and the axle outer cylinder is in a position corresponding to the wide gauge and the narrow gauge, respectively, it can be fitted into the fitting hole of the axle box. A plurality of conical projections, and a vibration isolation unit for the projection that is installed around the fitting hole and elastically abuts around the fitted conical projection. is there.

In this structure, a central stopper is provided which projects from the central portion of the axle and prevents the outer cylinder of the axle from moving in the central direction of the axle beyond the position corresponding to the narrow gauge. A shaft end stopper that is provided in the vicinity of both ends of the axle to prevent the outer cylinder of the axle from moving in the direction of the end of the axle beyond the position corresponding to the wide gauge, and a protrusion on both sides of the shaft end stopper. A guided member having an upper end formed in a conical shape, a guide cavity formed in the shaft box for guiding the vertical movement of the guided member, and installed in an upper portion of the guide cavity. It is desirable to further include a vibration isolation unit for the guided member that elastically abuts around the conical upper end of the guide member.

The conical projection is composed of a cylindrical portion having a substantially same diameter and a predetermined height, and a tapered conical portion connected to the tip of the cylindrical portion, and the fitting hole is substantially the same as the cylindrical portion. It is composed of a lower hole having the same diameter and capable of abutting on the cylindrical portion, and an upper hole having a diameter sufficiently larger than the lower hole, and the vibration isolation unit for the projection is mounted around the upper hole. It is preferable to elastically abut the circumference of the conical portion. The anti-vibration unit for the protrusion is fixed to the outer ring fixed around the upper hole of the fitting hole, the anti-vibration rubber fixed to the inner surface of the outer ring, and the inner surface of the anti-vibration rubber. It is preferable that the inner ring is moved by the conical portion of the conical projection when the conical projection is fitted into the fitting hole to deform the anti-vibration rubber. Further, it is preferable that the vibration isolation unit for the projection is a ring-shaped leaf spring having a V-shaped vertical section.

Further, the vibration-proof unit for the protrusion has a wedge-shaped ring mounted around the upper hole of the fitting hole, a lid covered by the upper hole, an upper surface of the wedge-shaped ring, and the lid. The elastic member is disposed between the lid and the lid and biases the wedge-shaped ring downward, and the conical portion of the conical protrusion is wedge-shaped when the conical protrusion is fitted into the fitting hole. It is desirable to fit the inner peripheral surface of the ring. Further, it is preferable that the guided member is formed as an outwardly extending portion of both side portions of the shaft end stopper, and the guide cavity is a slide groove formed on both side surfaces of the shaft box.

Further, the vibration isolation unit for the guided member is detachably attached to openings formed on both sides of the axle box and has a recess on the inside of the axle box, and the box body. It is preferable that the vibration-proof rubber is attached along the concave portion of (1) and the liner is fixed to the vibration-proof rubber and contacts the conical upper end of the guided member. The vibration isolation unit for the guided member has a V-shaped vertical section that elastically biases the tip end surface and both side surfaces of the conical upper end of the guided member.
It is preferably a letter-shaped leaf spring.

Further, the guided member is a pin projecting upward from a bracket projecting on both sides of the shaft end stopper, and the guide cavity is a vertical through hole formed in the shaft box. Is desirable. The vibration isolation unit for the guided member includes an outer ring fixed to the upper part of the guide cavity, a vibration isolation rubber fixed to the inner surface of the outer ring, and an inner ring fixed to the inner surface of the vibration isolation rubber. Preferably, the inner ring comprises a ring, and the inner ring is moved by the conical upper end portion of the guide member when the guided member is inserted into the guide cavity to deform the anti-vibration rubber.

[0015]

The bogie has the axle box lifted upward relative to the axle outer cylinder by the vehicle body supporting portion when entering the gauge change traveling rail from the traveling rail with a wide gauge or a narrow gauge. As a result, the fitting between the conical projection and the fitting hole is released, and the axle outer cylinder can move axially with respect to the axle. While the truck is traveling on the gauge-changing traveling rail, the axle casing moves axially in accordance with the gauge of the gauge-changing traveling rail, whereby the wheel spacing is automatically changed.

When the carriage enters the traveling rail with a wide gauge or a narrow gauge from the gauge changing traveling rail, lifting of the axle box by the vehicle body supporting portion is stopped. As a result, the conical projection is fitted into the fitting hole by the own weight of the bogie frame, and the movement of the axle outer cylinder in the axial direction is locked. In this way, the conical protrusion fits into the fitting hole by the weight of the bogie frame, so that the fitting does not come off accidentally. Since the conical protrusion has a conical shape, the conical protrusion is reliably fitted into the fitting hole. In addition, the anti-vibration unit for the protrusions elastically abuts around the fitted conical protrusions, which absorbs shocks during running due to backlash between the conical protrusions and the fitting holes. As a result, wear prevention and high running stability can be obtained. Further, the elastic abutment of the vibration isolation unit for the protrusion can suppress the relative movement between the axle box and the axle outer cylinder due to backlash.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a variable gauge carriage for a railway vehicle according to the present invention will be described below with reference to FIGS. First, the structure of a variable gauge carriage for a railroad vehicle will be described.
In FIGS. 1A and 1B, a shaft box 4 is suspended on left and right side beams 2 of a bogie frame 1 via a shaft spring 3 that functions as an elastic body. As the shaft springs 3, coil springs, air springs, rubbers, etc. having a spring action can be used. A flat body support portion 5 is formed on the lower surface of each axle box 4.

As shown in FIGS. 1 and 2, the pair of left and right axle boxes 4 accommodate both ends of a non-rotating axle 6, and the axle 6 has a central axle stopper for positioning at its center position. 7 is projected, and positioning plate-shaped shaft end stoppers 8 are projected on both ends. This shaft end stopper 8 is attached to the axle 6 by a nut 9 with a rotation stop.
It is stuck to. Further, a pair of left and right axle outer cylinders 10 are externally inserted on the outer periphery of the axle 6, and each axle outer cylinder 10 is attached to the axle 6 so as to be slidable in the axial direction but not rotatable. Wheels 12 are rotatably mounted at substantially central positions of the axle outer cylinder 10 via wheel bearings, specifically, tapered roller bearings 11. These wheels 12 are supported by the axle outer cylinder 10 and are not shown. It is rotationally driven by the driving electric motor. An example of this driving electric motor is disclosed in the above-mentioned JP-A-6-40335.

As shown in FIGS. 2, 3, 4, and 5, a tubular locking block 13 is fixed to the axle outer cylinder 10 so as to be integrated with the axle outer cylinder 10. Has been done. More specifically, as shown in FIG. 5, a spline is engraved on the outer circumference of a part of the axle outer cylinder 10,
Since the locking block 13 is provided with a groove that engages with the spline of the axle outer cylinder 10, the axle outer cylinder 10 and the locking block 13 are integrated in the rotational direction. Since the locking block 13 is non-rotatably supported by the axle box 4 as described later, the axle outer cylinder 10 is also non-rotatable. The locking block 13 is axially fixed to the axle outer cylinder 10 by a lock nut 14 shown in FIG.

The locking block 13 is located in the axle box 4, and as shown in FIG. 5, a horizontal load support that abuts the upper surface of the axle box 4 to support the weight of the bogie frame 1 through the axle box 4. It has an upper surface 13a and a sliding side surface 13b that abuts the sliding guide side surface of the axle box 4. Also, the locking block 13
As shown in FIGS. 2 and 4, a pair of conical protrusions 15A and 15B having the same shape are provided on the upper surface of the protrusion. These conical projections 15A, 15B are axially separated from each other by a predetermined distance, and the axial separation distance between the conical projections 15A, 15B, to be precise, the distance between the centers of the projections 15A, 15B is wide. Is set to be equal to half the difference between the narrow gauge. Specifically, the wide gauge is standard gauge 1.
In the case of this embodiment in which the narrow gauge is 435 mm and the narrow gauge is 1067 mm, the distance between the centers of both protrusions 15A and 15B is set to (1435-1067) / 2 = 184 mm.

On the upper surface of the axle box 4, a conical projection 15A,
A fitting hole 16 and a clearance hole 17 into which 15B can be fitted are respectively drilled, and these fitting hole 16 and the clearance hole 17 are arranged in the axial direction of the axle 6 by the same distance as the distance between the conical projections 15A and 15B. It is separated. These conical projections 15A, 15B
The fitting hole 16 and the fitting hole 16 prevent the axle outer cylinder 10 from moving in the axial direction when fitted together. Also, the conical protrusions 15A, 15
The positional relationship between B and the fitting hole 16 is defined as follows. That is, when the fitting hole 16 is engaged with the protrusion 15A, the distance between the left and right wheels 12 shown by the solid line in FIG. 2 corresponds to a narrow gauge, and when the fitting hole 16 is engaged with the protrusion 15B, the alternate long and short dash line The distance between the left and right wheels 12 indicated by is set to correspond to the standard gauge. The escape hole 17 is the projection 1
5B is a hole into which the projection 15A is inserted when it is fitted in the fitting hole 16, and the inner diameter thereof is set to be sufficiently larger than the diameter of the projection 15A.

In FIGS. 6A and 6B, the conical protrusion 15 (the conical protrusion 15 is a conical protrusion 15A, 15B).
Both of which are collectively referred to as) are cylindrical portions 15a located below.
And a conical portion 15b connected to the tip of the cylindrical portion 15a
The cylindrical portion 15a has the same diameter over the height h, and the conical portion 15b has a conical shape that tapers upward. The fitting hole 16 of the axle box 4 is composed of a lower hole 16a having an height h and an upper hole 16b.
The diameter of 6a is set to be slightly larger than that of the cylindrical portion 15a, and the diameter of the upper hole 16b is set to be sufficiently larger than the diameter of the lower hole 16a.

A vibration isolation unit 18 for a protrusion is mounted around the upper hole 16b of the fitting hole 16. The anti-vibration unit 18 for the protrusion has an outer ring 19 removably fixed to the circumferential surface of the upper hole 16b, and a ring-shaped anti-vibration rubber 20 fixed to the inner circumferential surface of the outer ring 19. The anti-vibration rubber 20 is composed of an inner ring 21 fixed to the inner peripheral surface thereof. The outer ring 19 is a flange portion 1 on the inner peripheral side that functions as a stopper for the inner ring 21 or the rubber cushion 20.
9a and a flange portion 19b on the outer peripheral side, and the flange portion 19b on the outer peripheral side is detachably fixed to the axle box 4 by a set screw 22. In the natural state, that is, when the conical projection 15 is not fitted in the fitting hole 16, the vibration isolation unit 18 for the projections is used as shown in FIG. A predetermined amount of gap δ is generated between the rubber 20 and the inner peripheral flange portion 19a.

In FIGS. 7, 8 and 9, a guided member 23 is provided in a direction perpendicular to the axial direction of the axle 6 from both sides of the shaft end stopper 8 projecting from the end of the axle 6. Each of the guided members 23 is extended, and the upper end portion 23a of the guided member 23 is formed in a tapered cone shape. The side wall 4a of the axle box 4 is provided with an opening 24 shown in FIG. 9, and a vibration isolation unit 25 for the guided member is attached to the opening 24. The vibration isolation unit 25 for the guided member includes a box 26 detachably attached to the opening, a vibration isolation rubber 27, and a liner 28 fixed to the vibration isolation rubber 27. The box body 26 is formed with a recess opening to the inside of the shaft box, and the anti-vibration rubber 27 is fixed to the three inner walls of the recess of the box body 26.

On the side wall 4a of the axle box 4, a slide groove 29 communicating with the concave portion of the box body 26 is engraved.
Is connected to the recess of the box 26 at its upper end. The guided member 23 is inserted into the slide groove 29, and the conical upper end portion 23 a of the guided member 23 contacts the liner 28 of the vibration isolation unit 25. As shown in FIG. 9, the opening 24
The upper surface 24a and the lower surface 24b of the above function as an upper stopper surface and a lower stopper surface for the image stabilizing unit 25, respectively.

Next, the orbital device will be described.

As shown in FIGS. 10 (a) and 10 (b),
Similar to the narrow-gauge traveling rail 30 shown only partially, a standard-gauge traveling rail 31 only partially shown is connected by a gauge-changing traveling rail 32. The gauge-changing traveling rail 32 is a narrow-gauge traveling rail 30. From one end connected to
The gauge gradually extends to the other end connected to the traveling rail 31 of the standard gauge. The narrow-gauge and standard-gauge traveling rails 30 and 31 descend in the inclined region L that is a predetermined distance before the connecting portion with the gauge-changing traveling rail 32, and descend as they approach the gauge-changing traveling rail 32. At the end point of, the value decreases by a predetermined amount H.

On both sides of each of the gauge changing traveling rails 32, the guide rails 3 are provided over the entire length of the gauge changing traveling rail 32.
3 is laid, and the guide rail 33 is also laid similarly on the narrow-gauge and standard-gauge traveling rails 30 and 31 near the gauge-changing traveling rail 32. The guide rail 33 is biased by a spring 34 so as to press the side surface of the wheel 12 as shown in FIG. Further, vehicle body supporting rails 35 are laid respectively outside the pair of traveling rails 30, 31, 32, and these vehicle body supporting rails 35 extend substantially horizontally from the ground at a predetermined height. The vehicle body support rail 35 is located directly below the vehicle body support portion 5 of the axle box 4, and its height is determined so as to abut the vehicle body support portion 5.

Next, the operation of this embodiment will be described. The operation when the vehicle travels from the narrow-gauge traveling rail 30 toward the standard-gauge traveling rail 31 will be described. While the vehicle is traveling on the narrow-gauge traveling rail 30, each member of the gauge-adjustable carriage is shown in FIG.
In the state shown in FIGS. 6, 7 and 8, the conical protrusion 1
5A fits in the fitting hole 16 and the upper end portion 2 of the guided member 23
3a is fitted to the vibration isolation unit 25 for the guided member. A driving electric motor (not shown) rotationally drives the wheels 12, and the vehicle runs. As soon as the variable-gauge carriage enters the descending slope region L of the narrow-gauge traveling rail 30 and starts descending, the vehicle body support portion 5 of the axle box 4 contacts the vehicle body support rail 35 immediately. Thereafter, the axle box 4 is held in a substantially horizontal state by the vehicle body support rail 35, but the axle 6 and the axle outer cylinder 10 are
Is relatively lowered with respect to the axle box 4 in accordance with the descending in the descending inclined region L, the guided member 23 shown in FIGS. 7 to 9 is guided by the slide groove 29 and descends at the same time.
The conical projection 15A shown in FIGS. 2 and 6 also descends from the fitting hole 16. As a result, the fitting between the conical projection 15A and the fitting hole 16 is released, and the axial outer cylinder 10 is allowed to slide in the axial direction. The sliding allowance of the axle outer cylinder 10 is performed by the end of the descending slope region L at the latest.

After that, when the variable gauge carriage enters the rail changing rail 32 and the gauge gradually expands, the wheels 12 are moved.
Is the guide rail 3 urged by the spring 34.
The vehicle travels on the gauge-changing traveling rail 32 guided by the vehicle 3 and gradually moves outward on the axle 6. The movement of the wheels 12 causes the axle casing 10 to slide in the same direction, and when the variable gauge carriage reaches the end of the gauge changing travel rail 32, the axle casing 1
The leading end of 0 comes into contact with the shaft end stopper 8 and stops. At this time, the distance between the wheels 12 becomes equal to the standard gauge,
The conical protrusion 15B of the locking block 13 faces the fitting hole 16 of the axle box 4, and the conical protrusion 15A faces the escape hole 17 of the axle box 4. The body support rail 35
Supports the carriage 1 via the axle box 4 while the variable gauge carriage travels on the gauge changing travel rail 32 and its vicinity, so that the wheel 12 and the axle outer cylinder 10 have a small load, and the gauge changing travel is performed. It is possible to easily slide on the axle 6 in accordance with the change in the track of the rail 32.

In this state, when the variable-gauge trolley enters the standard-gauge running rail 31 from the changing-gauge running rail 32 and enters the ascending slope region L of the running rail 31, the axle 6 and the axle outer cylinder 10 cause the axle box 4 to move. Relative to. Due to this rise, the guided member 23 shown in FIGS. 7 to 9 is guided by the slide groove 29 and rises, and the conical upper end portion 23a.
Enters the anti-vibration unit 25 and at the same time the conical projection 1
5B also rises to fit into the fitting hole 16 of the shaft box 4, and the conical projection 15A also fits into the escape hole 17 in the same manner.

The fitting of the conical projection 15B will be described in detail. In FIG. 6, the conical projection 15B has a conical portion 15 thereof.
b passes through the lower hole 16a of the fitting hole 16 and the upper hole 16b
And the inclined side surface of the conical portion 15b comes into contact with the inner ring 21 of the vibration isolation unit 18 for the projection, and the inner ring 21
Push up. By this pushing up, the anti-vibration rubber 20
Is compressed, a large repulsive force acts on the side surface of the conical projection 15B.

The operation of fitting the conical upper end 23a into the vibration isolating unit 25 is similar to that of the conical projection 15B, and the conical upper end 23a moves the liner 28 upward when moving upward. And the vibration-proof rubber 27 is compressed in advance. In addition, in the conical projection 15B, since the small-diameter conical portion 15b of the projection 15B is first inserted into the fitting hole 16, even if there is some misalignment between the fitting hole 16 and the projection 15B. Even if it fits, it will be fitted in fitting hole 16 certainly.

By this fitting, the axial outer cylinder 10 is prevented from sliding in the axial direction, and the distance between the wheels 12 is fixed to the standard gauge. Since the conical projection 15B fits into the fitting hole 16 by the weight of the bogie frame, the fitting does not accidentally come off. Further, shocks during traveling due to the looseness between the conical projection 15B and the fitting hole 16 are absorbed by the anti-vibration rubber 20, so that wear prevention and high traveling stability can be obtained. In particular, in the present embodiment, the vibration-proof rubber 20 is elastically deformed in advance during the fitting operation of the conical projection 15B and the fitting hole 16 to generate a large repulsive force.
Since it is added to 5B, it is possible to extremely effectively absorb the impact at the time of running due to the rattling, and sufficiently suppress the relative movement between the axle box 4 and the axle outer cylinder 10 caused by the rattling. can do.

Further, when the conical projection 15B and the fitting hole 16 are fitted together, the columnar portion 15a abuts on the lower hole 16a having substantially the same diameter, so that between the side surface of the cylindrical portion 15a and the side surface of the lower hole 16a. It is possible to obtain a relatively large contact area, which is advantageous in terms of strength. Further, the conical projection 15 and the fitting hole 1
6 during the fitting operation and the fitting cancellation, the conical portion 15b of the conical projection 15 is caused by the vibration damping unit 1 for some reason.
8 may be caught in the inner ring 21 and excessively deform the anti-vibration rubber 20. Therefore, in this embodiment, in order to prevent the excessive deformation of the vibration-proof rubber 20,
The inner peripheral flange 19a of the outer ring 19 located above is used as an upper stopper, and the wall surface of the axle box 4 located below the vibration-proof rubber 20 is used as a lower stopper.

Since the guided member 23 protruding from the shaft end stopper 8 is fitted into the slide groove 29 formed in the shaft box 4 and the vibration isolation unit 25, the shaft box 4 and the axle 6 are connected. The positional relationship is always constant, so that the relative positional relationship between the fitting hole 16 of the axle box 4 and the axle 6 is always constant, and the conical projection 15 fixedly mounted on the axle outer cylinder 10 is surely secured. It can be fitted into the fitting hole 16.

The operation when the vehicle travels from the standard-gauge traveling rail 31 to the narrow-gauge traveling rail 30 is the reverse of the above-mentioned operation, and is therefore omitted. In the above-described embodiment, the vehicle body support rails 35 are set at the same height, that is, horizontally, over the entire length, and the inclined regions L are provided in the narrow-gauge and standard-gauge traveling rails 30 and 31 near the gauge-changing traveling rail 32. However, narrow gauge, standard gauge and gauge change running rails 30, 3
The heights 1 and 32 may be the same, and a rising slope region may be provided in a part of the vehicle body support rail 35.

In the above-described embodiment, the side surface of the wheel 12 is guided by the guide rail 33 biased by the spring 34, so that the wheel 12 moves extremely smoothly in accordance with the change in the gauge of the traveling rail. Can be adjusted. FIG. 12 shows a modification of the vibration isolating unit 18 for the projection, and the vibration isolating unit 36 for the projection has a ring-shaped leaf spring 37 arranged along the inner peripheral surface of the fitting hole 16. The ring-shaped leaf spring 37 has a V-shaped vertical cross section, and is detachably attached to the axle box 4 by a screw 38 at the outer end 37a. The ring-shaped leaf spring 37 is provided with a slit 39 in the vertical direction, and the fitting hole 16 is formed with an escape groove 40 when the ring-shaped leaf spring 37 is elastically deformed.

With such a structure, the ring-shaped leaf spring 37 has the same conical projection 1 as the vibration-proof rubber 20 of FIG.
5 is elastically deformed by fitting and the repulsive force is conical projection 15
Act on. The vibration isolating unit 36 for the projection using the ring-shaped leaf spring 37 has a simpler structure than the vibration isolating unit 18 of FIG. 6, is easy to manufacture and assemble, and is excellent in durability. FIG. 13 shows a vibration isolation unit 18 for the protrusion.
Another modification of the above is shown. The fitting hole 16 of the axle box 4 is covered with a lid 41, and the lid 41 is detachably attached to the axle box 4 by a screw 42. A wedge ring 43 is arranged on the inner peripheral surface of the fitting hole 16, and the wedge ring 43 and the lid 4 are
A disc spring 44 is interposed between the disc springs 1 and 1. The disc spring 44 urges the wedge member 43 downward. Since the disc spring 44 merely applies downward biasing force to the wedge ring 43, a ring-shaped elastic rubber or the like can be used instead of the disc spring 44.

When the conical projection 15 enters the fitting hole 16, it comes into contact with the wedge ring 43. Since the wedge ring 43 is biased downward by the disc spring 44, it is brought into close contact with the conical projection 15 by its wedge action. In this way, play between the conical projection 15 and the fitting hole 16 can be substantially eliminated. The wedge ring 43 can be expanded and contracted by dividing the wedge ring 43 into one position on the circumference as shown in FIG.
It becomes easy to insert 6 into the inner peripheral surface.

FIGS. 15 and 16 show a modification of the vibration isolation unit 25 for the guided member. The opening 24 on the side surface of the shaft box 4 is covered with a lid 46, and the lid 46 is removable. Is attached to the axle box 4. A U-shaped leaf spring 47 is mounted inside the lid 46, and the leaf spring 47 has a V-shaped vertical cross section as shown in FIG. Opening 2
4 is formed with a relief groove 48 similar to the relief groove 40 of FIG. The operation of the vibration isolation unit for the guided member using the leaf spring 42 is substantially the same as that of the vibration isolation unit 36 for the protrusion.

17 and 18 show modified examples of the guided member 23 and the guide cavity 29. The shaft end stopper 8 is shown in FIGS.
Brackets 49 are provided on both sides of each of the brackets, and guided pins 50 are provided on the brackets 49 so as to extend vertically upward. The tip of the guided pin 50 is formed in a tapered conical shape. The axle box 4 has a through hole 51 for guiding.
The through hole 51 guides the vertical movement of the guided pin 50. An anti-vibration unit 52 for the guided member is installed on the upper part of the through hole 51, and the anti-vibration unit 52 for the guided member has exactly the same configuration as that of the anti-vibration unit 18 for the projection shown in FIG. It consists of an outer ring, anti-vibration rubber and an inner ring. Of course, the vibration isolation unit 52 for the guided member may use the V-shaped leaf spring 37 shown in FIG.

[0043]

As is apparent from the above description, according to the present invention, it is possible to change the wheel gauge of a wheel while traveling without the need of stopping the vehicle, and to control the axial movement of the outer cylinder of the axle. Since the fitting hole for stopping is engaged with the conical protrusion by the weight of the vehicle body, reliable fitting can be ensured, and it is possible to obtain a variable gauge carriage for a railway vehicle excellent in safety and reliability. Further, the conical projection is fitted into the fitting hole reliably due to its conical shape, and the vibration damping unit for the projection elastically abuts around the conical projection, so that the conical projection fits with the conical projection. It is possible to absorb the impact at the time of traveling due to the looseness between the holes and the like, and prevent wear and obtain high traveling stability.

[Brief description of drawings]

1A and 1B are a plan view and a side view, respectively, schematically showing a bogie frame of an embodiment of a variable gauge carriage for a railway vehicle according to the present invention.

FIG. 2 is an enlarged cross-sectional view showing the vicinity of the axle of the variable gauge carriage of the embodiment.

FIG. 3 is an enlarged side view showing the vicinity of the axle box of the gauge variable carriage of the embodiment.

FIG. 4 is a plan view showing the relationship between the locking block and the axle box of the embodiment.

5 is a cross-sectional view taken along the line VV of FIG.

6A and 6B are cross-sectional views showing the relationship between the fitting hole and the conical projection of the embodiment, respectively.

7 is a cross-sectional view taken along the line VII-VII in FIG. 8 showing the relationship between the guided member and the vibration isolation unit for the guided member of the embodiment.

8 is a cross-sectional view taken along the line VIII-VIII of FIG.

9 is a cross-sectional view taken along the line IX-IX in FIG.

10 (a) and 10 (b) are respectively a plan view and a side view showing a traveling rail and a gauge changing device on the ground.

FIG. 11 is a cross-sectional view showing a part of the gauge change device.

FIG. 12 is a cross-sectional view showing a modified example of a vibration isolation unit for a protrusion.

FIG. 13 is a cross-sectional view showing another modified example of the vibration isolation unit for protrusions.

FIG. 14 is a plan view showing a wedge ring of another modified example.

FIG. 15 is a plan sectional view showing a modified example of the vibration isolation unit for the guided member.

FIG. 16 is a side sectional view showing a modified example of the vibration isolation unit for the guided member.

FIG. 17 is a side view showing, in a partial cross section, another modified example of the vibration isolation unit for the guided member.

FIG. 18 is a plan view showing another modification of the vibration isolation unit for the guided member in a partial cross section.

[Explanation of symbols]

 1 Bogie frame 2 Side beam of bogie frame 3 Axle spring 4 Axle box 5 Body support 6 Axle 10 Axle outer cylinder 12 Wheel 13 Locking block 13a Load support top 13b Sliding side 15A Conical protrusion 15B Conical protrusion 16 Fitting Dowel hole 18 Anti-vibration unit for protrusions 30 Narrow gauge traveling rail 31 Standard gauge traveling rail 32 Travel gauge changing traveling rail 36 Anti-vibration unit for protrusions

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kanji Wakao 8-8, Hikaru-cho, Kokubunji-shi, Tokyo 38 Inside the Railway Technical Research Institute (72) Inventor Ken Tokuda Koji, Kokubunji-shi, Koji, Tokyo 8-chome 38 Inside the Railway Technical Research Institute (72) Inventor Yukio Minowa 1-7-2 Nishi-Shinjuku, Shinjuku-ku, Tokyo Fuji Heavy Industries Ltd. (72) Inventor Akira Hide Watanabe Shinjuku-ku, Tokyo 1-7-2 Nishi Shinjuku Fuji Heavy Industries Ltd.

Claims (11)

[Claims] 1. A gauge-changing bogie of a railway vehicle, which automatically changes the wheel spacing while traveling on a traveling gauge changing traveling rail that connects a traveling rail with a wide gauge and a traveling rail with a narrow gauge, to a side beam of a bogie frame. A pair of left and right axle boxes that are suspended through elastic bodies and have fitting holes formed in the upper surface, a vehicle body support portion that is formed on the lower end surface of the axle box and supports the vehicle body when the wheel spacing is changed, and both ends The parts are respectively accommodated in the pair of axle boxes, and the axles are movable relative to the axle box in the up-down direction, and axially so as to move to positions corresponding to the wide gauge and the narrow gauge, respectively. A pair of left and right axle outer cylinders movably fitted over the axle, a pair of left and right wheels rotatably attached to each of the axle outer cylinders via bearings, and an outer circumference of the pair of axle outer cylinders. Loads that are respectively attached and receive the weight of the vehicle through the axle box A pair of left and right locking blocks the sliding side having respective guided during the relative movement of the lifting top and the axle on the side surface of the sliding guide of the internal the shaft box,
When the axle outer cylinder is projectingly provided on the load supporting upper surface of each of the locking blocks and the axle outer cylinder is in a position corresponding to the wide gauge and the narrow gauge, respectively, it can be fitted into the fitting hole of the axle box. A railcar comprising: individual conical projections; and a vibration isolation unit for the projections, which is installed around the fitting hole and elastically abuts around the fitted conical projections. Adjustable trolley. 2. A central stopper which is projectingly provided at a central portion of the axle and prevents the outer casing of the axle from moving in a central direction of the axle beyond a position corresponding to the narrow gauge, and near both ends of the axle. A shaft end stopper for preventing the axle outer cylinder from moving beyond the position corresponding to the wide gauge in the direction of the axle end portion, and protruding on both sides of the axle end stopper, the upper end portion A guide member formed in a cone shape, a guide cavity formed in the shaft box for guiding the vertical movement of the guide member, and a cone shape of the guide member installed above the guide cavity. The variable-gauge bogie of a railway vehicle according to claim 1, further comprising: a vibration-proof unit for the guided member that elastically abuts around the upper end portion. 3. The conical projection is composed of a cylindrical portion having a substantially same diameter and a predetermined height, and a tapered conical portion connected to the tip of the cylindrical portion, and the fitting hole is substantially the same as the cylindrical portion. It is composed of a lower hole having the same diameter and capable of abutting on the cylindrical portion, and an upper hole having a diameter sufficiently larger than the lower hole, and the vibration isolation unit for the projection is mounted around the upper hole. 3. The variable gauge truck for a railroad vehicle according to claim 2, wherein the bogie is elastically abutted around the conical portion. 4. An anti-vibration unit for the protrusion is provided with an outer ring fixed around the upper hole of the fitting hole, an anti-vibration rubber fixed to the inner surface of the outer ring, and an anti-vibration rubber of the anti-vibration rubber. And an inner ring fixed to an inner surface, wherein the inner ring is moved by the conical portion of the conical projection when the conical projection is fitted into the fitting hole to deform the antivibration rubber. The gauge-adjustable trolley for a railway vehicle according to claim 3. 5. The vibration isolating unit for the protrusion is a ring-shaped leaf spring having a V-shaped vertical section.
The railcar variable bogie of the railway vehicle described in. 6. A vibration isolation unit for the protrusion comprises a wedge-shaped ring mounted around the upper hole of the fitting hole, a lid covered by the upper hole, an upper surface of the wedge-shaped ring and the lid. The elastic member is disposed between the lid and the lid and biases the wedge-shaped ring downward, and the conical portion of the conical protrusion is wedge-shaped when the conical protrusion is fitted into the fitting hole. The gauge-adjustable bogie of a railway vehicle according to claim 3, wherein the bogie is fitted to the inner peripheral surface of the ring. 7. The guided member is formed as an outward extension of both side portions of the shaft end stopper, and the guide cavity is a slide groove formed on both side surfaces of the shaft box. The gauge-adjustable bogie of the railway vehicle according to claim 2. 8. A vibration damping unit for the guided member, which is detachably mounted in openings formed on both sides of the shaft box and has a recess inside the shaft box, and the box body. 8. The anti-vibration rubber attached along the concave portion of, and a liner fixed to the anti-vibration rubber and abutting against the conical upper end of the guided member. Railcar variable bogie. 9. A vibration isolating unit for the guided member is a leaf spring having a V-shaped vertical section for elastically biasing the tip end surface and both side surfaces of the conical upper end of the guided member. The gauge-adjustable bogie of the railway vehicle according to claim 7. 10. The guided member is a pin projecting upward from a bracket projecting on both sides of the shaft end stopper, and the guide cavity is a vertical through hole formed in the shaft box. The variable-gauge bogie of a railcar according to claim 2, wherein the bogie is variable. 11. An anti-vibration unit for the guided member, an outer ring fixed to an upper part of the guide cavity, a vibration-proof rubber fixed to an inner surface of the outer ring, and an inner surface of the vibration-proof rubber. And an inner ring that is formed, the inner ring being moved by the conical upper end of the guide member when the guided member is inserted into the guide cavity to deform the vibration isolating rubber. Item 10. A railcar variable-gauge bogie of Item 10.