JPH08332951A - Gauge-changeable carriage, and gauge changing device for rolling stock - Google Patents

Abstract

PURPOSE: To provide a gauge-changeable carriage and a gauge changing device for a railway vehicle in which a gauge can be changed while running, which can be applied to a vehicle of a narrow gauge, or to a vehicle having a motor for driving, and which has high safety and reliability. CONSTITUTION: An axle outer cylinder 7 is engaged with a non-rotatable axle 4 to be axially slidable, and a wheel 9 is rotatably supported on the axle outer cylinder 7 through a bearing 8. A motor 10 supported on the axle outer cylinder 7 drives the wheel 9 to rotate. A first and a second lock protrusions are formed at an end part of the axle outer cylinder 7, and the first lock protrusion is engaged with a lock groove formed on an inner surface of an axle 3 to lock axial move of the axle outer cylinder 7 at a corresponding position to a narrow gauge, while the second lock protrusion is engaged with the lock groove to lock axial move of the axle outer cylinder 7 at a corresponding position to a wide gauge. Engagement of the lock groove with the first and the second lock protrusions is performed by weight of the axle box 3.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a variable gauge trolley and a gauge changer for a railroad vehicle, and more particularly, to automatically adjust the wheel spacing for traveling on rails having different gauges such as Shinkansen and conventional lines. TECHNICAL FIELD The present invention relates to a railcar variable trolley that can be adjusted and a gauge changing device for the railroad trolley.

[0002]

2. Description of the Related Art Conventionally, for example, a standard gauge having a rail gauge of 1435 mm used for a bullet train or the like and a narrow gauge having a rail gauge of 1067 mm used for a conventional line can be run on a common vehicle. Various trucks and gauge changing devices have been proposed. For example, Japanese Patent Laid-Open No. 5-390
Japanese Patent Laid-Open No. 36-36 discloses a technique in which an elevating device such as an air cylinder is mounted on a vehicle, the vehicle is stopped at the time of changing the gauge, and then the elevating device lifts the vehicle to slide wheels by an actuator to change the gauge. It is disclosed.

Further, Japanese Patent Laid-Open No. 6-40335 discloses that
Insert a bushing-shaped slide shaft onto the non-rotating axle,
Wheels are mounted on this bushing-shaped slide shaft via bearings, the stator of the drive motor is fixed to the bushing-shaped slide shaft, and the rotor of the drive motor is connected to the wheel to slide the slide shaft. Discloses a technique of moving both the wheels and the driving electric motor to change the gauge.

In Japanese Unexamined Patent Publication (Kokai) No. 5-246329, an axle box for supporting an axle of independent wheels is suspended on a wheel axle via a parallel link, and a vehicle support stand is installed along the orbit of a track switching portion. There is disclosed a technique in which when a vehicle enters the track switching portion at a low speed, the weight of the vehicle body is received by the vehicle support to free the weight applied to the wheels, and the gauge is changed by rotational displacement of the parallel link.

[0005] Furthermore, the "High-speed train and sleeper in Europe" of No. 163 of "Vehicle Technology" issued by the Japan Railroad Vehicle Manufacturers Association is equipped with a rail gauge of 1435 mm that operates between French Railways and Spanish Railways. The Talgo automatic gauge change system has been queried as a railroad vehicle that runs on the standard gauge and the wide gauge of the rail gauge of 1668 mm. In this automatic Talgo gauge change system, the vehicle does not have a drive unit for running and uses independent wheels whose left and right wheels are not connected by a single axle, etc. Moving. When the vehicle passes through the gauge changing device, the weight of the vehicle body is received by the track, that is, the load supporting rail other than the running rail, the weight applied to the wheel is released, the wheel is moved left and right, and the gauge automatically changes while traveling. Changes are made.

[0006]

However, the vehicle track change devices disclosed in the above-mentioned JP-A-5-39036 and JP-A-6-40335 have been proposed by the vehicle lifting device while the train is being stopped. Since the gauges are changed while all the vehicles are lifted at the same time, it takes a lot of time to change the gauges, and in the case of a long train, a large number of or long vehicle lifting devices are required.

Further, the gauge changing device for a vehicle disclosed in Japanese Unexamined Patent Publication No. 5-246329 moves the wheels by rotational displacement of the parallel links when changing the gauges. Therefore, as the parallel links approach horizontal, the wheels, axles, and There is a problem that a large force acts on the long member for guiding the axle due to its own weight of the axle box and the long member is apt to be deformed or damaged, resulting in lack of reliability. Further, since the driving electric motor is heavy, it is very difficult to apply it to a vehicle equipped with such a driving electric motor.

The Talgo automatic gauge change system is a system for moving two independent wheels to the left and right together with the axle box, and is therefore suitable for a single-axle trolley, but for a wheel of a two-axle trolley equipped with a drive motor. There is a problem that it is structurally difficult to apply. Furthermore, it is extremely difficult to use it for a narrow gauge vehicle in terms of dimensions. Therefore, an object of the present invention is to change the gauge while traveling,
It is an object of the present invention to provide a variable gauge trolley and a gauge changing device for a railroad vehicle, which can be applied to a narrow gauge vehicle and a vehicle equipped with a driving electric motor and have high safety and reliability.

[0009]

In order to achieve this object, the present invention as set forth in claim 1 is directed to an axle box suspended by an elastic member on a side beam of a bogie frame, and an axle box vertically mounted on the axle box. The axially movably supported axle, the axle outer cylinder axially movably fitted to the axle so as to move to a position corresponding to a wide gauge and a narrow gauge respectively, and the axle outer cylinder. Wheels rotatably mounted via bearings, a driving electric motor that is supported by the axle outer cylinder and drives the wheels to rotate, and an outer cylinder side locking member formed on the outer periphery of the axle outer cylinder, It is formed in the axle box and can be engaged with the locking member on the outer cylinder side when the axle outer cylinder is in a position corresponding to the wide gauge and the narrow gauge, respectively, and the bogie frame has its own weight. When it is added to the axle outer cylinder via the axle box, it engages with the locking member on the outer cylinder side. A gauge variable carriage having s husband and a locking member of the axle box side for locking the axial movement of the axle outer tube,
A gauge changing traveling rail connecting the wide gauge traveling rail and the narrow gauge traveling rail, both sides of the gauge changing traveling rail and both sides of the wide and narrow gauge traveling rails before and after the gauge changing traveling rail. Respectively installed in
It is brought into contact with the lower surface of the axle box and lifts the axle box relatively upward with respect to the axle outer cylinder to engage the engagement member on the outer cylinder side with the engagement member on the axle box side. And a track-side device each having a vehicle body support rail to be released.

In this structure, the variable gauge carriage has a tightening device for tightening the axle box with respect to the axle to prevent relative movement of the axle box and the outer cylinder of the axle in the vertical direction. Further, it is preferable that the tightening device releases the tightening just before the variable-gauge trolley enters the changing-rail travel rail. Further, the axle has a circumferential groove at an end thereof, the axle box has an extension inserted into the circumferential groove of the axle, and the tightening device is adjacent to the extension and has a circle of the axle. A wedge acting portion that enters the circumferential groove, and a biasing member that biases the wedge acting portion so as to enter the circumferential groove of the axle, and the wedge acting portion acts on the circumferential groove of the axle. It is preferable that the extension is pressed against the side wall of the circumferential groove by a wedge action due to the entry to tighten the axle box to the axle.

The vehicle body support rail has a wedge guide rail projecting to the side thereof, and the wedge guide rail retracts the wedge acting portion from the circumferential groove of the axle against the urging force of the urging member. Therefore, it is desirable to release the tightening. The track-side device includes guide rails respectively arranged on both sides of the track-changing travel rail so as to come into contact with the side surface of the wheel, and a biasing force that biases the guide rail so as to come into contact with the side surface of the wheel. It is preferable to further have a member. It is desirable that an adjustment liner having an adjustable thickness be attached to the lower surface of the axle box that comes into contact with the vehicle body support rail.

According to a seventh aspect of the present invention, there is provided a gauge changer for connecting a wide-gauge rail and a narrow-gauge rail to a gauge of a railway vehicle that automatically changes wheel intervals while the rail is running. In the variable bogie, an axle box suspended via an elastic body on a side beam of a bogie frame, an axle movably supported by the axle box in a vertical direction, and the wide gauge and the narrow gauge are respectively corresponded. Axle outer cylinder that is axially movably mounted on the axle so as to move to a position, wheels rotatably attached to the axle outer cylinder via bearings, and wheels supported by the axle outer cylinder. A driving electric motor for rotationally driving, an outer cylinder side locking member formed on the outer periphery of the axle outer cylinder, and the axle box, and the axle outer cylinder having the wide gauge and the narrow gauge, respectively. The locking member on the outer cylinder side when in the corresponding position It is engageable, and when the own weight of the bogie frame is applied to the axle outer cylinder via the axle box, it engages with the outer cylinder side locking member to move the axle outer cylinder in the axial direction. A locking member on the side of the axle box to be locked, and a tightening device that tightens the axle box with respect to the axle to prevent relative vertical movement of the axle box and the outer cylinder of the axle, The tightening device is characterized in that the tightening is released just before the variable-gauge trolley enters the changing-rail running rail.

[0013]

The operation of the present invention described in claim 1 is as follows. When a vehicle enters a gauge-changing traveling rail from a traveling rail with a wide gauge or a narrow gauge, the axle box is lifted upward by the vehicle body supporting rail relative to the outer cylinder of the axle. As a result, the engagement between the outer cylinder side locking member and the axle box side locking member is released, and the axle outer cylinder can move axially with respect to the axle. While the vehicle is traveling on the gauge-changing travel rail, the axle casing moves axially according to the gauge of the gauge-changing travel rail, whereby the wheel spacing is automatically adjusted.

When the vehicle enters the traveling rail with the wide gauge or the narrow gauge from the gauge changing traveling rail, lifting of the axle box by the vehicle body supporting rail is stopped. As a result, due to the weight of the bogie frame, the locking member on the axle box side engages with the locking portion on the outer cylinder side to lock the axial movement of the outer cylinder of the axle.

The operation of the present invention described in claim 7 is as follows. The tightening device releases the tightening of the axle box from the axle just before the vehicle enters the change-gage changing rail from a wide-gauge or narrow-gauge running rail. After this release, the engagement between the locking member on the axle box side and the locking member on the outer cylinder side is released against the weight of the bogie frame, and the outer cylinder of the axle can move axially with respect to the axle. become. As a result, while the vehicle is traveling on the gauge changing traveling rail, the axle outer cylinder moves in the axial direction according to the gauge of the gauge changing traveling rail, and the wheel spacing is automatically adjusted. When the vehicle enters the traveling rail with a wide gauge or a narrow gauge from the gauge change traveling rail, the locking member on the axle box side engages with the locking portion on the outer cylinder side due to the weight of the bogie frame, and the axle of the axle outer cylinder is locked. Lock the movement in the direction. After this, the tightening device tightens the axle box against the axle to prevent relative movement of the axle box and the outer cylinder of the axle in the vertical direction.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of 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 FIG. 1, an axle box 3 is suspended in front of and behind a side beam 1 of a bogie frame via an axle spring 2 acting as an elastic body. As the shaft spring 2, a coil spring, an air spring, rubber or the like can be used. The sliding surface 3a, which is the lower surface of each axle box 3, is a flat surface and has the same height. An axle 4 that does not rotate is supported by the axle box 3.

In FIGS. 2, 3 and 4, the axle 4 is provided with a positioning stopper projection 5 at its center position and is provided with positioning circumferential grooves 6 at both ends. ing. Further, two axle outer cylinders 7 are externally inserted on the outer periphery of each axle 4, and each axle outer cylinder 7 is slidable in the axial direction with respect to the axle 4, and the axle outer cylinder 7 locking block 13 is attached. Although it is attached to the axle box 3 so as not to rotate, there is no locking portion for the axle 4 and the outer cylinder 7 in the rotation direction. A wheel 9 is rotatably mounted at a substantially central position of the axle outer cylinder 7 via a tapered roller bearing 8.
As the above, it is preferable to use an elastic wheel made of a composite material capable of reducing the unsprung mass of the truck to reduce the vibration acceleration. Further, the wheel 9 is attached to the axle outer cylinder 7.
Stator 10 of electric motor 10 for driving on the center side of the axle across the shaft
a is fixed. Rotor 1 of this drive motor 10
One end of 0b is attached to the axle outer cylinder 7 via a bearing 11, and the other end is fixed to the side surface of the wheel 9. A brake disc 12 is provided on the outer periphery of the rotor 10b.

A tubular locking block 13 is fixed to the axle outer cylinder 7 with the wheel 9 interposed therebetween so as to be integrated with the axle outer cylinder 7. The locking block 13 is fixed to the axle outer cylinder 7 by the spline 14. The locking block 13 is located in the axle box 3,
As shown in FIG. 5, a sliding wall 13a is provided on the side surface so that it can slide in the vertical direction with respect to the axle box 3.

Further, the locking block 13 has a pair of upper inclined surfaces 13b as shown in FIG. 5, and each of the pair of upper inclined surfaces 13b extends along the axial direction as shown in FIG. Two locking protrusions 15A and 15B having the same shape are formed. These locking projections 15A, 15B have a trapezoidal cross-sectional shape in the axial direction.
The distance between the centers of B is set to be equal to half the difference between the wide gauge and the narrow gauge. Specifically, the wide gauge is 1435 mm and the narrow gauge is 1067 m.
In the case of this embodiment of m, both locking protrusions 15A, 15
The distance between the centers of B is (1435-1067) / 2 = 18
It is set to 4 mm. On the inner surface of the axle box 3 facing the upper inclined surface 13b of the locking block 13, the locking groove 1
6 is engraved, and the engaging groove 16 is provided with engaging protrusions 15A, 15
It is defined as a concave trapezoid that fits snugly on each of the Bs. These locking projections 15A, 15B and locking groove 16
Prevent axial movement of the axle outer cylinder 7 when engaged with each other as shown in FIG.

The positional relationship between the locking projections 15A, 15B and the locking groove 16 is determined as follows. That is, the locking groove 1
When 6 is engaged with the locking projection 15A, the distance between the wheels 9 corresponds to the narrow gauge as shown in FIG. 2, and when the locking groove 16 is engaged with the locking projection 15B as shown in FIG. The intervals of 9 are set so as to correspond to the standard gauge as shown in FIG. In this way, the locking projections 15 and the locking grooves 16 function as a locking member on the outer cylinder side and a locking member on the axle box side, respectively, and are engaged in the axial direction of the axle outer cylinder 7 when engaged. The shape is not limited to a trapezoid, and any shape can be set as long as it can prevent movement.

In this embodiment, the locking projection 15 is
Although the number of the locking groove 16 is one and the number of the locking groove 16 is one, the reverse, that is, one locking projection 15 and two locking grooves 16 can be used. The locking block 13 may be provided so as to project, and the locking groove may be formed in the locking block 13.

As shown in FIGS. 2 and 3, an extension portion 17 for sliding guide is projected from the shaft box 3, and a guide strip is formed on the extension portion 17 for sliding guide. The guide line of the extension portion 17 extends in the vertical direction so as to sandwich the small diameter portion of the axle 4 formed by the circumferential groove 6 at the end portion of the axle 4. When the axle box 3 moves up and down relatively with respect to the axle outer cylinder 7 and the axle 4, it is guided by the engagement of the guide strip of the extension 17 and the small diameter portion of the axle 4. The extension portion 17 also has a function as a stopper for the axial movement of the axle outer cylinder 7.

Further, the circumferential groove 6 of the axle 4 is provided with a groove shown in FIGS.
As shown in FIG. 7 and FIG. 7, the tightening member 18 is inserted, and the tightening member 18 has bifurcated wedge legs 18a, 18a. A pair of rods 19 are connected to the tightening member 18, and a coil spring 20 is attached between the lower ends of these rods 19 and the axle box 3.
0 urges the rod 19 downward. Thus
The tightening member 18 is attached to the rod 1 by the coil spring 20.
9 through the downward direction, that is, bifurcated wedge legs 18a, 18a
Are urged in the direction of entering the circumferential groove 6. One of the tightening member 18 and the extension portion 17 is tapered along the vertical direction, and when the bifurcated wedge leg portions 18a, 18a enter the circumferential groove 6 by the biasing force of the coil spring 20, The extension 17 is pressed firmly against the side wall of the circumferential groove 6 of the axle 4 by the wedge action, that is, tightened. Due to this tightening, the axle box 3 and the axle 4 are integrated, and the relative vertical movement of the axle box 3 and the axle 4 is completely prevented.

Next, the orbital device will be described. As shown in FIG. 8, a narrow gauge running rail 21 shown only partially, and a standard gauge running rail 22 shown only partially.
Is connected by a gauge changing traveling rail 23, and the gauge changing traveling rail 23 gradually extends from one end connected to the narrow gauge traveling rail 21 to the other end connected to the standard gauge traveling rail 22. It has spread. These narrow-gauge and standard-gauge traveling rails 21 and 22 descend as they approach the gauge-changing traveling rail 23 in a slope area L that is a predetermined distance before the connection portion with the gauge-changing traveling rail 23, and the At the end point, it drops by a predetermined amount H.

The guide rails 2 are provided on both sides of each of the gauge changing traveling rails 23 over the entire length of the gauge changing traveling rails 23.
4 is laid, and the guide rails 24 are also laid similarly on the narrow-gauge and standard-gauge running rails 21 and 22 near the gauge-changing running rail 23. The guide rail 24 is biased by a spring 25 so as to press the side surface of the wheel 4 as shown in FIGS.

Further, a pair of traveling rails 21, 22, 23
Vehicle body supporting rails 26 are laid on the outside of the vehicle body, and these vehicle body supporting rails 26 extend substantially horizontally from the ground at a predetermined height. The vehicle body support rail 26 is located immediately below the sliding surface 3 a of the axle box 3, and its height is equal to the sliding surface 3 a of the axle box 3.
To abut. Further, as shown in FIGS. 2 and 3, from the vehicle body support rail 26, a guide rail 27 for raising the tightening member is provided so as to project outward. The guide rail 27 is located directly below the rod 19 of the tightening member 18, and the height of the guide rail 27 is narrower than that of the narrow gauge or standard gauge traveling rails 21 and 22 toward the gauge changing traveling rail 23. In the inclined areas L of the standard rail running rails 21 and 22, and in the inclined areas 1 and 1 before the L, the inclination is ascended, and then it is set to be horizontal again.

Next, the operation of this embodiment will be described. The operation when the vehicle travels from the narrow-gauge traveling rail 21 toward the standard-gauge traveling rail 22 will be described. While the vehicle is traveling on the narrow-gauge traveling rail 21, each member of the variable gauge carriage is in the state shown in FIG. 2, and the locking projection 15A is engaged with the locking groove 16. The rotor 10b of the driving electric motor 10 has wheels 9
The anti-torque of the driving torque of the wheel 9 is transmitted to the bogie frame 1 via the stator 10a, the axle outer cylinder 7, the locking block 13, the sliding wall 13a, the axle box 3 and the axle spring 2. , The vehicle runs.

When the variable gauge carriage enters the ascending slope area l,
The guide rail 27 pushes up the rod 19 against the biasing force of the spring 20, and this pushup raises the tightening member 18 by a predetermined amount. Due to this rise, the tightening member 1
The wedge action of 8 disappears, and the axle box 3 and the axle 4 can relatively move up and down. After that, the variable gauge carriage enters the descending slope region L and immediately starts descending, and immediately after that, the sliding surface 3 of the axle box 3
a contacts the vehicle body support rail 26. After that, the axle box 3 is held in a substantially horizontal state by contact with the vehicle body support rail 26, but the axle 4 and the axle outer cylinder 7 are lowered in the descending inclined region L.
As it lowers relative to the axle box 3 in response to the lowering, the locking projection 15A shown in FIG. 6 moves down from the locking groove 16 and thereby the locking projection 15A and the locking groove 16 are separated. Is disengaged, and the axial outer cylinder 7 is allowed to slide in the axial direction. The sliding allowance of the axle outer cylinder 7 is performed by the end of the descending slope region L at the latest.

After that, when the variable gauge carriage enters the gauge change traveling rail 23 and the gauge gradually expands, the wheels 9 are
It is guided by the guide rail 24 urged by the spring 25, travels on the gauge change travel rail 23, and gradually moves outward on the axle 4. The movement of the wheels 9 causes the axle outer cylinder 7 to slide in the same direction, and when the variable gauge carriage reaches the end of the gauge changing travel rail 23, the tip of the axle outer cylinder 7 is moved to the axle box as shown in FIG. It contacts the extension 17 of No. 3 and stops. At this time, the distance between the wheels 9 becomes equal to the standard gauge, and the locking projection 15B on the axle outer cylinder 7 side faces the locking groove 16 on the axle box 3 side. The vehicle body support rail 26 supports the carriage 1 via the axle box 3 while the variable gauge carriage travels on the gauge changing travel rail 23 and its vicinity, so that the wheels 9 and the axle outer cylinder 7 are loaded. Is small, and the rail can be easily slid according to the change in the gauge of the gauge-change traveling rail 23.

In this state, when the variable-gauge trolley enters the standard-gauge traveling rail 22 from the gauge-changing traveling rail 23 and enters the ascending slope region L of the traveling rail 22, the axle 4 and the axle outer cylinder 7 move the axle box 3 into the axle box 3. As a result, the locking projection 15B on the axle outer cylinder 7 side shown in FIG. 6 approaches the locking groove 16 on the axle box 3 side and engages there. By this engagement,
The axial sliding of the axle outer cylinder 7 is locked, and the distance between the wheels 9 is fixed to the standard gauge.

After that, the variable gauge carriage is installed on the guide rail 27.
When the guide member 27 descends, the tightening member 18 descends via the rod 19 by the urging force of the spring 20, and the extension portion 17 is tightened to the axle 4 by the wedge action, so that the wheel The axle outer cylinder 7 is firmly fixed to the shaft 9.

The reason why the tightening member 18 is provided is as follows. That is, since the locking projection 15B of the axle outer cylinder 7 is engaged with the locking groove 16 on the axle box 3 side by the weight of the bogie 1 by passing through the ascending slope region L of the traveling rail 22 of the standard gauge, even if the gauge variable carriage is used. Even if the user jumps while running, the vertical acceleration (g) at that time is about 0.3 g to 0.5 g, which is sufficiently smaller than the gravitational acceleration of 1 g, so that the engagement between the engagement projection 15B and the engagement groove 16 is small. It never goes wrong. However, since the axial spring 2 can be displaced to the left and right by the lateral rigidity of the spring, if there is play in the circumferential groove 6 with respect to the extension 17 of the axial box 3, both wheels 9 are relatively moved during running. However, there is a problem in that chatter vibration occurs and wear of each part occurs. Therefore, the above-mentioned problem can be solved by completely eliminating the above-mentioned backlash by the wedge action of the tightening member 18.

When the vehicle is a multi-car train, the vehicle for passing the track-side device for changing the track shown in FIG. 8 should be constructed so that the driving electric motor 10 is stopped at the time of passing. Is desirable. For this purpose, a sensor that detects that the vehicle passes through the track-side device for changing the track is installed in each vehicle, and the power output to the drive motor 10 is stopped by the detection output of this sensor. The operation when the vehicle travels from the standard-gauge traveling rail 22 to the narrow-gauge traveling rail 21 is the reverse of the above-described operation, and therefore will be omitted.

In this embodiment, FIG. 2, FIG. 3, and FIG.
Further, as shown in FIG. 7, a large number of height adjusting liners 28 are laminated and screwed on the sliding surface 3a of the shaft box 3. The function of the liner 28 for height adjustment is as follows. That is, when the wheel diameter decreases as the wheel 9 wears, the distance between the vehicle body support rail 26 and the sliding surface 3a of the axle box 3 decreases. So, as the wheel diameter decreases,
By removing a portion of the adjusting liner 28, the reduction in wheel diameter can be compensated.

In the above-described embodiment, the vehicle body support rails 26 are set at the same height over the entire length, that is, horizontally, and the inclined regions L are provided in the narrow-gauge and standard-gauge traveling rails 21 and 22 near the gauge-changing traveling rail 23. Provided. However, the narrow gauge, the standard gauge, and the gauge change traveling rails 21, 22, and 23 may have the same height, and a rising slope region may be provided in a part of the vehicle body support rail 26.

Further, in the above-described embodiment, the locking block 13 can be removed, and the outer diameter of the end of the axle outer cylinder 7 when the locking block 13 is removed is smaller than the inner diameter of the tapered roller bearing 8. By stipulations, replacement of wheels 9 and tapered roller bearings 8
Maintenance such as replacement is very easy. In the above-described embodiment, the side surfaces of the wheels 9 are guided by the guide rails 24 urged by the springs 25, so that the wheels 9 adjust the wheel spacing very smoothly in accordance with the gauge change of the travel rail. be able to.

[0037]

As is apparent from the above description, according to the present invention, it is possible to change the gauge of the wheels while traveling without the need of stopping the vehicle, and for the vehicle for narrow gauge and for driving. It can also be applied to a vehicle equipped with an electric motor. Further, since the locking member on the shaft box side that locks the axial outer cylinder in the axial direction is engaged with the locking member on the outer cylinder side due to the weight of the vehicle body, reliable engagement is ensured, and safety and reliability are ensured. It is possible to obtain a railcar variable bogie that is excellent in railroad cars.

[Brief description of drawings]

FIG. 1 is a front view schematically showing a variable gauge carriage of an embodiment of a variable gauge carriage and a gauge changing device for a railroad vehicle according to the present invention.

FIG. 2 is a cross-sectional view showing in detail the state when the variable gauge carriage of the embodiment is set to narrow gauge.

FIG. 3 is a sectional view showing in detail a state in which the variable gauge carriage of the embodiment is set to a standard gauge.

FIG. 4 is a plan view schematically showing the variable gauge carriage of the embodiment.

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

6 is a cross-sectional view taken along line VI-VI of FIG.

FIG. 7 is a side view showing a relationship among an axle, an axle box, and a tightening member of the embodiment.

8A and 8B are a plan view and a side view showing the orbital side device of the embodiment.

[Explanation of symbols]

 1 Side beam of bogie frame 2 Axle spring 3 Axle box 4 Axle 7 Axle outer cylinder 9 Wheels 10 Electric motor 10a for driving Electric motor stator 10b for driving Electric motor rotor 15 for driving 15 Locking protrusion 16 Locking groove 18 Tightening member 21 Narrow gauge traveling rail 22 Standard gauge traveling rail 23 Gauge change traveling rail 26 Body support rail

 ─────────────────────────────────────────────────── ─── 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 Railway Technical Research Institute (72) Inventor Yukio Minowa 1-7-2 Nishishinjuku, Shinjuku-ku, Tokyo Fuji Heavy Industries Ltd. (72) Inventor Tsuneo Aoki Shinjuku-ku, Tokyo 1-7-2 Nishi Shinjuku Fuji Heavy Industries Ltd. (72) Inventor Akira Hide Watanabe 1-7-2 Nishi Shinjuku Shinjuku-ku, Tokyo Inside Fuji Heavy Industries Ltd.

Claims (7)

[Claims] 1. A shaft box suspended from a side beam of a bogie frame via an elastic body, an axle supported by the shaft box so as to be vertically movable, and positions corresponding to a wide gauge and a narrow gauge, respectively. So as to move to the axle so as to be axially movable, an axle outer cylinder, a wheel rotatably attached to the axle outer cylinder via a bearing, and a wheel supported by the axle outer cylinder. A driving electric motor for rotationally driving, an outer cylinder side locking member formed on the outer periphery of the axle outer cylinder, and the axle box, and the axle outer cylinder having the wide gauge and the narrow gauge, respectively. It is engageable with the locking member on the outer cylinder side when in the corresponding position, and when the own weight of the bogie frame is applied to the axle outer cylinder via the axle box, the locking member on the outer cylinder side. And a locking member on the axle box side for locking the movement of the outer cylinder of the axle in the axial direction. A variable carriage, a gauge changing travel rail connecting the wide gauge traveling rail and the narrow gauge traveling rail, and traveling between the wide and narrow gauges on both sides of the gauge changing traveling rail and before and after the gauge changing traveling rail. They are installed on both sides of the rail, respectively, and abut on the lower surface of the axle box to lift the axle box relatively upward with respect to the axle outer cylinder to lock the outer cylinder side and the axle box side. And a track-side device each having a vehicle body support rail for releasing the engagement with the locking member. 2. The variable gauge carriage further comprises a tightening device for tightening the axle box with respect to the axle to prevent relative vertical movement of the axle box and the outer cylinder of the axle. 2. The gauge changing apparatus according to claim 1, wherein the tightening apparatus releases the tightening immediately before the variable gauge moving carriage enters the gauge changing traveling rail. 3. The axle has a circumferential groove at an end thereof, the axle box has an extension inserted into the circumferential groove of the axle, and the tightening device is adjacent to the extension. A wedge acting portion that enters a circumferential groove of the axle, and a biasing member that biases the wedge acting portion so as to fit into the circumferential groove of the axle. The gauge changing device according to claim 2, wherein the extension portion is pressed against the side wall of the circumferential groove by a wedge action caused by entering the groove to tighten the axle box with respect to the axle. 4. The vehicle body support rail has a wedge guide rail projecting to a side portion thereof, and the wedge guide rail has a circumferential groove of the axle against the wedge action portion against the biasing force of the biasing member. The gauge change device according to claim 3, wherein the gauge is retracted from the rail to release the tightening. 5. The guide rails are arranged on both sides of the track changing travel rail so as to contact the side surface of the wheel, and the guide rail contacts the side surface of the wheel. The gauge change device according to claim 1, further comprising a biasing member that biases the gauge. 6. The gauge changing device according to claim 1, wherein an adjusting liner having an adjustable thickness is attached to a lower surface of the axle box which is in contact with the vehicle body supporting rail. 7. A gauge-changing bogie of a railway vehicle in which a gauge-changing bogie frame is automatically changed while traveling a gauge-changing traveling rail connecting a traveling rail with a wide gauge and a traveling rail with a narrow gauge. A shaft box suspended via an elastic body,
An axle movably supported in the vertical direction on the axle box, and an axle outer cylinder movably mounted on the axle so as to move to positions corresponding to the wide gauge and the narrow gauge, respectively. A wheel rotatably attached to the axle outer cylinder via a bearing; a drive motor supported by the axle outer cylinder to drive the wheel to rotate; and an outer cylinder side formed on the outer periphery of the axle outer cylinder. And a lock member formed on the axle box and engageable with the lock member on the outer cylinder side when the axle outer cylinder is in a position corresponding to the wide gauge and the narrow gauge, respectively. When the own weight of the bogie frame is applied to the axle outer cylinder via the axle box, the axle box side engages with the outer cylinder side engagement member to retain the axial movement of the axle outer case. The locking member and the axle box are tightened with respect to the axle so that the axle box and the axle outer cylinder are in phase with each other. And a tightening device for preventing the vertical movement in the vertical direction, wherein the tightening device releases the tightening just before the variable-gauge trolley enters the changing-gauge travel rail. .