JPH10278792A - Multi-wheel type gauge changing device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform switch between a broad-gauge track and a narrow-gauge track, whose track gauges are different from each other, during traveling of a rolling stock by rotationally moving either of the/four wheels to either of a narrow-gauge rail or a broad-gauge rail by means of a mechanism by which wheels arranged on the rolling stock side can be moved vertically. SOLUTION: A fixed supporting shaft 1, which is usually not turned at all during travel, is turned by 180 degrees only in a track gauge changing section, so that either of a narrow-gauge wheel 6 or a broad-gauge wheel 10 is lowered below a roadbed so as to support a rolling stock body. On the outside of an eccentric seat 2 installed eccentrically in the middle of the fixed supporting shaft 1, an eccentric shaft 3, which is eccentrically deflected further in the opposite direction, is arranged, while a bearing 5 arranged on the outer circumference side of the eccentric seat 2 is fixed rotationally by means of a hollow supporting shaft 4. In this constitution, a positional relationship between the broad-gauge wheel 10 and the narrow-gauge wheel 6 is reversed when the fixed supporting shaft 1 is turned by 180 degrees and the eccentric condition of the eccentric seat 2 is changed from the upper side one to the lower side one, and as a result, the narrow-gauge wheel 6 can run on a rail 22.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gauge change device capable of changing a wheel interval between a wide gauge track and a narrow gauge track while a vehicle is running.

[0002]

2. Description of the Related Art In conventional Japanese railways, there are mainly two types of gauges, a standard gauge track and a narrow gauge track, and it has been assumed that the train cannot be operated between them. For example, in the case of operating such as branching from the Shinkansen and entering a conventional line, it is possible to use a three-rail system,
It was changed to 1435mm, which is almost the gauge of the Shinkansen.

[0003] It has been abandoned worldwide that it is impossible to operate between two types of gauges, and no operation has been performed except for special cases.

[0004] However, the first special case is the international train between Russia and China, which is 1435 m long.
When changing from a gauge of m to a gauge of 1520 mm, there is a system in which the bogie of the passenger car is replaced and operated.

[0005] The second one is to enter Targo, Spain's proud special train, in the section from 1668 mm in Spain to 1435 mm in France in Spain. Passing through a special gauge change device at a station at a low speed, locomotives of each country are placed before and after that, pushing and pulling into the gauge change device, the position of the wheels of the unpowered vehicle (passenger car part) Is shifted by a guide rail. There is no other example of changing the gauge of the vehicle itself in this way,
Also, there is no example of changing the gauge in a powered vehicle.

However, before this Targo gauge change mechanism was adopted, proposals for this gauge change mechanism were invited worldwide, and the best work at that time was adopted for this Targo. It is not known what other proposals have been made.

[0007] In any case, these gauge change devices are performed while the vehicle is stopped or moving at an extremely low speed, and cannot be performed at a normal traveling speed.

[0008]

If the gauge can be changed during traveling even at a normal traveling speed or at a slightly lower speed, an extremely convenient means of transportation for passengers on this train. It is thought to be. Further, it is not necessary to match all the operation sections of the train to one of the gauges, and it is not necessary to bear a huge cost for changing the gauge as a railway.

[0009] Further, although there has been no example of changing the gauge between the drive shafts in the past, in order to change the gauge of the entire train, it is necessary to change the gauge of the drive shaft as well, and the gauge of the drive shaft can be changed. The structure must be realized.

[0010] An object of the present invention is to provide a vehicle,
It is an object of the present invention to provide a multi-wheel type gauge change device capable of changing to a wide gauge track or a narrow gauge track having different gauges.

[0011]

In order to achieve the above object, the invention corresponding to claim 1 is characterized in that three or four wires are provided on the roadbed side.
Narrow rails and wide gauge rails having different rails are provided side by side with this rail, and three or four wheels that can be rolled to any of the narrow gauge rails or wide gauge rails on the vehicle side, and these wheels can be moved up and down. A multi-wheel gauge change device in which a mechanism is disposed, and the mechanism causes one of the wheels to roll on one of the narrow gauge rail and the wide gauge rail.

According to the invention corresponding to claim 1, the following operation and effect can be obtained. By using the multi-wheel gauge change device according to claim 1, the vehicle does not need to stop or the passenger has to change trains, so that it is possible to provide a very convenient means of transportation for the passenger. In other words, it is possible to freely enter the line sections with different gauges, and if only the connection section of the entry section is devised, it is possible to construct a system which is extremely excellent in economy because there is almost no need to enter the remaining sections.

[0013] To achieve the above object, the invention according to claim 2 is characterized in that the wheels are arranged on the vehicle side corresponding to the narrow gauge rail and the wide gauge rail having different gauges,
2. The multi-wheel track change according to claim 1, wherein the mechanism is configured to move up and down a pair of wheels corresponding to a track among the wheels while traveling between the narrow gauge rail and the wide gauge rail. Device.

In order to achieve the above object, the invention according to claim 3 is characterized in that the mechanism is configured to decenter a bearing portion of a support shaft that rotatably supports the wheel, wherein the pair of wheels is a narrow gauge. 2. The multi-wheel type gauge change device according to claim 1, wherein the multi-wheel type gauge change device is adapted to be adapted to a gauge of a wide gauge and to be able to travel on a different track between the gauges depending on the rotational position of the support shaft.

According to a fourth aspect of the present invention, an eccentric amount applied to a bearing portion of the support shaft is made larger than a height of a flange of the wheel, and when the vehicle passes through a branching device or a level crossing, The multi-wheel gauge changing device according to claim 3, wherein the flange and the rail do not contact each other.

In order to achieve the above object, an invention corresponding to claim 5 is characterized in that the mechanism is configured such that a bearing portion of a fixed support shaft for rotatably supporting the wheel is eccentric, and the mechanism is provided on the fixed support shaft. On the hollow shaft supported rotatably to
The two wheels near the center of the wheels are supported, and a rotational force can be transmitted between the two wheels by a rotational force transmitting device. The pair of wheels fits between two types of gauges, and the support is performed. 2. The multi-wheel gauge changer according to claim 1, wherein the apparatus is capable of running on different tracks between gauges depending on the rotational position of the shaft.

According to a sixth aspect of the present invention, a driving device is arranged on a wheel portion provided on the outer peripheral side of the hollow shaft so that a driving force from an electric motor can be transmitted. A multi-wheel gauge change device according to claim 5.

In order to achieve the above object, an invention according to claim 7 is characterized in that when the fixed support shaft is rotated by a device for rotating the fixed support shaft, the rotation of the fixed support shaft is determined. The multi-wheel gauge changing device according to claim 5, further comprising a position detecting means for detecting that the vehicle has reached a set position.

In order to achieve the above object, an invention according to claim 8 is an apparatus for rotating the fixed support shaft at the shaft end by driving the piston with a pressurized fluid when the fixed support shaft is rotated by a piston, a rack, and a pinion. A small port is provided in the cylinder wall of the section, and when the piston reaches the position, the pressure fluid flows out from the port and pressure acts on the pressure detector, so that the fixed support shaft rotates by a predetermined angle. 6. The multi-wheel gauge changing device according to claim 5, further comprising means for confirming the operation.

In order to achieve the above object, the invention according to claim 9 is characterized in that when the fixed support shaft is rotated by a piston, a rack and a pinion as a device for rotating at the shaft end,
A rotation fixing device that fixes the rotation of the fixed support shaft and a fixed claw are arranged, and when the fixed support shaft is rotated, the fixed claw is removed and rotated, and a detection device that confirms that the fixed claw is engaged with the rotation fixed device is provided. A multi-wheel gauge change device according to claim 5 provided.

[0021] In order to achieve the above object, the invention according to claim 10 is supported by the fixed support shaft or a trolley,
The multi-wheel gauge change device according to claim 5, further comprising a brake device that applies a brake to the wheel.

To achieve the above object, the invention according to claim 11 is characterized in that the three wheels are a narrow-gauge wheel, a wide-gauge wheel, and a narrow-gauge / wide-gauge wheel, and the mechanism for allowing the wheels to move up and down includes: A configuration in which a bearing portion of a fixed support shaft that rotatably supports a wheel is eccentric, and a center shaft of the wheels is supported by a hollow shaft rotatably supported with respect to the fixed support shaft. A gear mechanism arranged on the narrow-gauge wheel and the narrow-gauge / wide-gauge wheel is configured to be capable of transmitting rotational force, and the pair of wheels is adapted to a narrow gauge or a wide gauge between the gauges. 2. The multi-wheel type gauge change device according to claim 1, wherein the device is capable of traveling on different tracks.

In order to achieve the above object, the invention according to claim 12 is to install a gauge change control device for instructing a gauge change for each vehicle constituting a train, and supervise the gauge change control device for each vehicle. 2. The multi-wheel type gauge change device according to claim 1, wherein a general controller is arranged, and a control line is connected between them by a transmission line, and a gauge change control device of each vehicle is controlled by the general controller.

In order to achieve the above object, the invention according to claim 13 is characterized in that a general controller for supervising a gauge change control device mounted on each of the vehicles is mounted on the first vehicle on both sides,
13. The multi-wheel gauge change device according to claim 12, wherein when the general controller is sound, the control command is issued to the gauge change control device of each vehicle by utilizing the general controller in the forward direction of the traveling direction.

In order to achieve the above object, the invention according to claim 14 provides the general controller with speed information,
It has means to obtain topographical information, distance information, and point information from the ground side by means of a vehicle, etc., and based on this information, the connected vehicle determines the optimal operation start time of the gauge change control device, and each vehicle 13. The multi-function device according to claim 12, further comprising a function of instructing a start of the hydraulic device, a command to each bogie of the gauge change control device, a stop after completion, and an instruction of an emergency brake of the train when the gauge change operation is not performed correctly. It is a wheel type gauge change device.

In order to achieve the above-mentioned object, the invention according to claim 15 provides a method for instructing the start of a hydraulic device and a gauge change device based on point information from the plurality of ground members on the ground side so that the device can be properly operated. 15. If the vehicle cannot be started, retry is repeated in a certain section, and if the vehicle still cannot be started properly, the emergency controller of the train is instructed at the same time as the stop of each device is instructed by the general controller. It is a multi-wheel type gauge change device of the description.

[0027] In order to achieve the above object, the invention according to claim 16 is characterized in that the general controller, the gauge change control updating device and the like provide control information such as control start, control, control end, control failure, control failure, and the like. 13. The multi-wheel gauge change device according to claim 12, further comprising: a notifying device for notifying the driver of the change.

[0028] In order to achieve the above object, an invention according to claim 17 is a modem capable of fail-safe transmission for preventing an error in transmission data between the general controller and the gauge change control device of each vehicle. The multi-wheel type gauge change device according to claim 12, comprising:

According to the invention corresponding to any one of claims 2 to 17, a train such as a train is placed on a track having a different gauge.
Not only is it possible to drive freely, but not only in the case of a motor vehicle that was thought to be particularly difficult, it is also possible to change the gauge while driving, and for the signal system, move the wheels up and down to a different gauge. In the case of the switching method,
You can check whether the up and down of the wheel has been completed without mistake,
Safety is ensured.

It is to be noted that the mechanism is provided in any one of claims 2 to 17.
It is necessary to apply to the rail end portions having different gauges also for the vehicle of the invention corresponding to any of the above.

In order to achieve the above object, the invention according to claim 18 is based on the idea that the function shown in claim 1 can be performed mainly on the track side, and the track space is provided by three or four rails on the roadbed side. The narrow-gauge rail and the wide-gauge rail different from each other are provided side by side, and in each section where the gauge of the rail is to be changed, each of the rail ends is installed so as to be curved toward the roadbed side. Is a multi-wheel type gauge change device.

In order to achieve the above object, the invention according to claim 19 is characterized in that when a rail between used gauges is branched, a rail between unused gauges is also branched. It is a multi-wheel type gauge change device of the description.

In order to achieve the above object, the invention corresponding to claim 20 is characterized in that a rail between rails not used in a branching device or a railroad crossing section is arranged slightly lower than a rail between rails using the rail. 20. A multi-wheel gauge change device according to claim 19, wherein

In order to achieve the above object, an invention corresponding to claim 21 is the multi-wheel gauge change device according to claim 19, wherein the unused wheel flange is not crossed with another rail. This is a multi-wheel gauge change device characterized by omitting a branch rail of the branch device.

According to the invention corresponding to any one of the eighteenth to twenty-first aspects, the rail side is, for example, only bent at the rail end, and it is not necessary to improve the vehicle side at all, so that the configuration is extremely simple, Eliminates the need to stop or change trains, so it is possible to provide a very convenient means of transportation for passengers, to be able to freely enter different line sections between gauges, and to the connection part of the entry section If only the device is devised, it is possible to construct an extremely economical system since there is almost no need to modify the remaining sections.

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the drawings, but before that, an outline of the embodiments of the present invention will be described. In order to achieve the above object, it is considered that a wheel having two kinds of gauges should be prepared as one means.

However, if the same size of wheel is simply prepared in alignment with the gauge, the purpose is achieved for the time being, but the flange of the wheel comes out below the rail surface, so that the flange is not used at a branching device or a railroad crossing. It is necessary to make it possible to pass, and it is necessary to newly develop the structure of the branching device and the level crossing.

Therefore, it is not necessary to develop a branching device or to change a railroad crossing, if possible, without embedding so that the flange is higher than the rail surface. Therefore, the purpose is to prepare an axle such as the crankshaft of the engine as a method of lifting the wheel from the rail surface, make the eccentric single wheel rotatable with respect to the axle, and enable all the wheels to rotate synchronously. Can be reached.

However, in order to operate this apparatus, it is necessary to operate the axle accurately at the point where the gauge is changed, but it is necessary to prepare a mechanism for surely confirming that the apparatus has been correctly operated. It is also a necessary condition to ensure safety so that if the device detects inversion, it can be safely stopped in the gauge change section.

By using such a gauge change device,
Vehicles do not have to stop or change trains, so it is possible to provide a very convenient means of transportation for passengers and to be able to freely enter lines with different gauges, and If only the connection portion is devised, there is almost no need to modify the remaining sections, so that an extremely economical system can be configured.

In order to enter the inter-gauge section, the on-board device detects that entry into the inter-gauge section has been started by a point detection device arranged on the ground, and the axle is locked by a hydraulic or electric drive mechanism. The traveling is continued by releasing the mechanism and rotating it by 180 ° to activate the lock mechanism again.

When the ground device confirms that the lock mechanism has been actuated by the completion of the rotation of the axle, it instructs continuation of traveling. If the rotation of the axle is completed and it cannot be confirmed that the lock has been completed, Or, when it is detected that the conversion between the gauges has not been completed by the signal device for short-circuiting the left and right rails with the wheels, the stop of the vehicle is instructed, and the train is stopped between the connection sections for changing the gauge.

In this way, it is safe to determine whether the system is successful or not by safely positioning the central axle at the required point.
To rotate by 80 °.

<First Embodiment> FIGS. 1, 2, 3 and 4 are views for explaining a multi-wheel type gauge changing device according to the present invention, and FIGS. 1 and 3 are main gauge changing mechanisms. FIG. 2 and FIG. 4 are cross-sectional views for explaining an operation state of a flexible joint for transmitting a driving force between two wheels.

First, description will be made with reference to FIG. FIG. 1 shows a state in which the gauge change device travels on a rail corresponding to a standard gauge of 1435 mm.

The fixed support shaft 1 does not rotate at all during normal running, but rotates only in the section where the gauge is changed, and by rotating by 180 °, either the narrow-gauge wheel 6 or the wide-gauge wheel 10 is lowered below the roadbed, and the vehicle body is rotated. Become supportive. Since almost the same load acts on the fixed support shaft 1 as that of a general rotating axle, it cannot withstand unless the shaft diameter is approximately the same as that of a general axle. An eccentric seat 2 is mounted eccentrically in the middle of the fixed support shaft 1. An eccentric shaft 3 further eccentric in the opposite direction is disposed outside the eccentric seat 2. A bearing 5 is arranged on the outer peripheral side of the eccentric seat 2, and the bearing 5 is rotatably fixed by the hollow support shaft 4.

A narrow gauge wheel 6 is press-fitted and fixed to the outer peripheral side of the hollow support shaft 4, and a narrow gauge wheel-side joint shaft 11 is fixed to the narrow gauge wheel 6. The inter-wheel flexible connection link 12 is arranged via a flexible connection structure. The inter-wheel flexible joint link 12 is connected to the inter-wheel flexible joint link 14 and the wide-gauge wheel-side joint shaft 15 via a flexible joint intermediate 13 to connect the wide-gauge wheel 10.

The wide gauge wheel 10 is rotatably supported on the outer peripheral surface of the eccentric shaft 3 via bearings 8 and 9, respectively. The bearing 5 has a narrow gauge side bearing oil drain 20 and a narrow gauge side bearing oil drain / collar 16 to prevent the lubricating oil from leaking to the outside and also transmit the axial force acting on the bearing 5 to the presser seat 7. The presser seat 7 receives the axial force from the narrow gauge side bearing oil drainer and collar 16 between the eccentric seat 2 and the eccentric seat 2, and transmits the force to the bearing 8, and the broad gauge from the wheel inner seat 21 on the inner peripheral side of the wide gauge wheel 10. The power is transmitted to the wheels 10. The axial force transmitted to the wide gauge wheel 10 is transmitted to the bearing retainer 19 by the bearing 9,
This force is received by the press-fit holding force of the bearing retainer 19. These bearings 8 and 9 are provided with wide gauge wheel oil drains 17 and 18 so that lubricating oil does not leak outside.

FIG. 1 shows a state in which the wide-gauge wheel 10 is lowered to the roadbed side, is arranged to be rollable on the rail 22, and the narrow-gauge wheel 6 is raised.

It should be noted that the above-mentioned bearings 5, 8, and 9 are all formed of outer ring rotating type bearings, and therefore are different from the fitting of the inner ring rotating type bearings. In other words, when formed as an inner ring rotating type bearing, it is necessary to tightly fit the inner ring side, whereas when configured as an outer ring rotating type bearing, it is necessary to tightly fit the outer ring. is there.

Looking at the details of these wheel units, since there are parts to be press-fitted in addition to the bearings 5, 8, and 9, it is impossible to assemble the parts if the shaft diameter becomes smaller toward the inside of the shaft. Therefore, it is necessary to increase the diameter of the shaft toward the center of the shaft, and it is inevitable that the shaft diameter of the apparatus as a whole is necessarily increased.

Next, FIG. 2 will be described. FIG. 2 is a schematic configuration diagram of FIG. 1 viewed from the side. In this figure, the narrow gauge wheel-side joint shaft 11 and the wide gauge wheel-side joint shaft 15 have the following relationship. That is, since the flange of the narrow gauge wheel 6 needs to be disposed at a position higher than the rail 22,
It is located at a high position. On the other hand, the narrow-gauge wheel 6 and the wide-gauge wheel-side joint shaft 15 of the wide-gauge wheel 10 need to be disposed at a low position.

Although the two wheels 6 and 10 are at positions deviated from each other, they need to rotate at the same rotational speed. However, since only the hollow support shaft 4 on the narrow-gauge wheel side can receive the driving force from the driving device, it is necessary to transmit the rotation on the narrow-gauge wheel side to the outer wide-gauge wheel 10. In this case, an Alstom-link type flexible joint shown in the drawing is used as a joint that fits in a narrow space between the two wheels 6 and 10 as a flexible joint.

In this Alstom link type flexible joint, the rotational force can be transmitted without any problem due to the displacement between the wheels 6 and 10 by the flexible joint links 12 and 14 oriented at right angles to the flexible joint intermediate 13. .

However, due to the dimensional relationship between the flexible joint links 12 and 14, the position of the flexible joint intermediate body 13 is displaced, so that the shift amount is absorbed.

The state of absorbing the deviation will be described with reference to FIG. In FIG. 2, the narrow gauge wheel 6 is shifted upward, the wide gauge wheel 10 is shifted downward, and the lower end of the flange of the narrow gauge wheel 6 is at a position higher than the wheel tread surface of the wide gauge wheel 10.

For this reason, the positions of the narrow-gauge wheel-side joint shafts 11A and 11B attached to the narrow-gauge wheel 6 are slightly higher, and the wide-gauge wheel-side joint shafts 15A and 15B are lower. These narrow gauge wheel side joint shafts 11A, 11A
B between the flexible connecting links 12A, 12B between the wheels via intermediate link receivers 24A, 24B of the flexible connecting intermediate body 13 and via the flexible connecting links 14A, 14B between the wheels, the wide gauge wheel side connecting shaft 15A. , 15B.

In this case, the interval between the wide-gauge wheel-side joint shaft 15A and the narrow-gauge wheel-side joint shaft 11B is narrowed by the amount of wheel displacement.
The interval of 5B is widened by the shift amount of the wheels 6 and 10.

However, the flexible joint links 12A, 1
2B, 14A, and 14B do not expand and contract, and the intermediate link receivers 24A and 24B of the flexible joint intermediate body 13 are rigid, so that the flexible joint intermediate body 13 is slightly shifted to the left in FIG. You will get.

At the position where the wheels 6, 10 are rotated by 90 ° from FIG. 2, the flexible joint links 12A, 12B, 14 between the wheels are provided.
A and 14B, which come to a horizontal position, incline to absorb the displacement, but at a position rotated by 180 °, FIG.
It becomes the same state as. In other words, the flexible joint intermediate body 13 can smoothly transmit the rotation between the two sets of wheels 6 and 10 which are displaced while vibrating twice for one rotation of the wheels 6 and 10.

FIG. 3 shows an example in which the narrow gauge wheel 6 rides on the rail 22. In this case, since the fixed support shaft 1 is rotated by 180 ° as compared with FIG. 1 by the driving device described later, the eccentric seat 2 is now eccentric upward, but is now eccentric downward. Since the shaft 3 is eccentric to the lower side, it is eccentric to the upper side, so that the positional relationship between the wide-gauge wheel 10 and the narrow-gauge wheel 6 is reversed, and the narrow-gauge wheel 6 is
It is possible to run on.

In this case, there is no change in the structure of the bearings 5, 8 and 9, and no problem occurs in the flexible joint structure between the wheels.

FIG. 4 is a schematic structural view of FIG. 3 as viewed from the side. FIG. 4 shows a structural view of the wide-gauge wheel 10 and the narrow-gauge wheel 6 shown in FIGS. No problem occurs. In this case, it is necessary to examine in detail the amount of eccentricity between the eccentric seat 2 and the eccentric shaft 3 by a person involved in the vehicle and civil engineering at an actual design stage. The height of the flange is generally determined to be 27 mm. Therefore, if the amount of eccentricity is assumed to be 40 mm, the highest surface of the rail 22 and the lower end of the flange of the wheel are 13 mm.
A gap is generated as much as mm. The wheels 6 and 10 themselves wear due to running, but the wheels 6 and 10 are re-sharpened by the time the 13 mm gap disappears, and the diameters of the wheels 6 and 10 of both wheels are particularly matched with the outer diameter of the flange. Is managed in a similar manner.

The conventional vehicle limit requires that the unsprung structure maintain an interval of 60 mm or more from the rail surface. However, it is necessary to take advantage of the fact that the section where such a special vehicle travels is extremely limited. Therefore, in the section where the unused wheels move, a special construction limit is decided,
In particular, if care is taken so that the wheel that does not come into contact with the branching device at the level crossing does not come into contact with the ground structure, it is possible to avoid the occurrence of a contact accident with the rail structure in particular.

Of course, the conventional vehicle limit of 60 m
It is not impossible to increase the amount of eccentricity in order to maintain the distance of m or more, but it is necessary to increase the amount of eccentricity of the two wheels unnecessarily to require a large displacement for the flexible joint between the wheels. However, it is not actually desirable to make the center of the wheel structure thicker unnecessarily in consideration of the assembly of the wheel structure.

Although the driving device of the wheel 6 is not described in FIGS. 1 to 4, the hollow support shaft 4 and the narrow gauge wheel 6
Is almost the same as the conventional narrow-gauge wheel structure. Therefore, if a drive structure for a narrow-gauge wheel such as a conventional hollow cardan device is adopted, there is no problem.

However, when the fixed support shaft 1 operates and the narrow gauge wheel 6 moves up and down, the hollow support shaft 4 slightly moves up and down with respect to the bogie due to the amount of eccentricity of the eccentric seat 2. Since it is supported by the bogie at a position close to the pinion side driven from the vehicle, the pinion shaft position is not much affected by the vertical amount of the wheels, so that there is not much problem.

Outside the bearing retainer 19, a bearing for rotating and holding the axle should be disposed in the case of a general bogie. However, since the bearings 8 and 9 are already incorporated in the wheel 10, they are merely provided. Only a spring and a holding device for holding the relationship between the cart and the wheel device are required.

Although the brake device is not described in FIGS. 1 to 4, the brake device is mounted by a method such as disposing a brake disk outside the wheel boss portion forming the housing of the bearings 8 and 9 of the wide-gauge wheel 10 in this diagram. be able to.

FIG. 5 is a conceptual diagram showing an outline of a shaft holding device arranged outside the bearing retainer 19, and the bogie frame 2
A shaft spring 26 and a shaft box support member 27 are fixed to 5, and a shaft beam 28 is fixedly supported by the shaft spring 26 and the shaft box support member 27. A fixed support shaft fixing device 29 is fixed to the shaft beam 28, and the fixed support shaft rotating device 3 is fixed to the fixed support shaft fixing device 29.
0 and a fixed support shaft rotation lock device 31 are attached, and the end portion of the fixed support shaft 1 is fixed to the fixed support shaft fixing device 29.

FIG. 6 is a view for explaining the configuration of an apparatus for rotating or fixing the fixed support shaft 1. As shown in FIG. A rotating gear 32 meshing with a rack 33 is attached to an end of the fixed support shaft 1, and cylinders 35 are arranged at both ends of the rack 33 and housed in the cylinder 35. A rotation fixing device 36 is fixed to an end of the fixed support shaft 1,
A rotation fixing device 3 so that the fixed support shaft 1 does not rotate at all times.
6, a rotating pin 3 is formed in a claw engaging groove 36a formed in a peripheral portion of the rotating pin 3.
8 is configured so that one end of a fixed claw 37 rotatably supported by 8 is engaged.

A spring 39 is disposed between the fixing claw 37 and the fixing member so as to always fix and hold the fixing claw 37, and the fixing claw 3 is provided by an elastic restoring force obtained by the spring 39.
7 is rotated counterclockwise about the rotation pin 38, whereby the fixed claw 37 and the claw engagement groove 3 are rotated.
6a is maintained in the engaged state.

To release the engagement between the claw engagement groove 36a and the fixed claw 37, a fixed release cylinder 40 is connected to the other end of the fixed claw 37. In the fixed release cylinder 40,
For example, a pipe is provided so as to be able to adjust the amount of oil from a pressure fluid source 42 composed of a hydraulic pressure source, and a fixing release instruction valve 45 is disposed in a part of the pipe to release the engagement state of the fixing claw 37 When the fixing release instruction valve 45 is opened, the oil amount is supplied from the pressure fluid source 42 into the fixing releasing cylinder 40.

In order not to release the fixing claw 37 carelessly,
It has the following configuration. That is, the rack 33
Rack driving pistons 34A and 34B are fixed to both ends of the cylinder 35, and a rack 33 having the rack driving pistons 34A and 34B is movably disposed within a cylinder 35 within a predetermined range. Ports 43A and 43B are formed on the side wall of the cylinder 35 corresponding to the stroke ends of the pistons 34A and 34B, and pressure detecting cylinders 44A and 44B are provided in the ports 43A and 43B, respectively. Therefore, the rack drive pistons 34A and 34B completely move to the ends,
When one of the pressure detecting cylinders 44A and 44B detects the pressure when the fixed support shaft 1 is exactly rotated by 180 °,
The shaft rotation end detecting contact 48A or 48B is activated, the fixing release instruction valve 45 stops the supply of the pressure fluid, releases the pressure of the fixing releasing cylinder 40, and the fixing claw 37 fits into the claw engaging groove 36a of the rotation fixing device 36. The fixed support shaft 1 is fixed.

When a gauge change command for canceling the fixed claw 37 is received, the gauge rotation changing operation is started by operating the shaft rotation release contact 47 for a short time.

When the fixing claw 37 rotates clockwise, the fixing claw 3
When the end of the pawl included in 7 is raised, the rotation instruction switching valve 4
1 is actuated and pressurized fluid flows into either of the rack drive pistons 34A or 34B to drive the rack 33 right or left to drive the rotary gear 32 clockwise or counterclockwise. This switching operation continues to supply the pressurized fluid until the next switching instruction is issued.

When the gauge is switched in this manner, which gauge the gauge is in is determined by the pressure detecting cylinder 44A or 4A.
Which side of 4B is under pressure can be determined by the shaft rotation direction detecting contact 49A or 49B.

FIGS. 7 (A) and 7 (B) are a plan view and a front view (side view), respectively, for explaining the route structure with a change in gauge, and a wide gauge track (rail on the wide gauge side) 50.
And a narrow-gauge track (rail on the narrow gauge side) 51, and a track-switching section and a section connected before and after the section are provided with four tracks 50 and 51 in this manner, and the end of the rail 22 is a track track. End bending portion 50A or narrow gauge track end bending portion 5
It is curved below the roadbed as shown in FIG. 1A.

FIG. 7 (A) shows the time required for switching according to the speed of the passing vehicle in the section provided between the two types of gauges, and the running required until the vehicle is stopped with the brake applied if the switching is not successful. The change in gauge is determined by the distance. When the vehicle detects the ground rail at the gauge change start point located on the ground, the train can be operated all at once or one train at a time or one car at a time. It is determined whether to operate each time according to the design concept.

That is, if this apparatus is used, the gauge can be automatically changed while the train is running. However, even if the gauge changing device does not work well and enters a section between different gauges, as shown in FIG. In other words, if it is slightly below the eccentric amount of the axle, and if it is curved below the roadbed (underground side), it is possible to avoid a severe collision between the wheels and the rail, and the section until the vehicle stops will be stopped. If there is no branching device or railroad crossing, it is possible to avoid an accident, so that the safety of this device is ensured.

FIG. 8 is a diagram for explaining a detection function when the train 52 enters the gauge-change section. The start point of the gauge-change section, that is, L1 from the start point of the narrow-gauge track end bent portion 51A is L1.
An S1 transponder grounding element 53 is located on the ground at a distance of. The transponder grounding element 53 has a function of notifying that the train 52 passes over the non-voltage type when the train 52 passes above, and that the on-board transponder 62 has a function of notifying that the train has passed point S1. Similarly, when the train 52 has passed points S2, S3, and S4. It is possible to notify the train 52 that the train has passed the specified point.

FIG. 9 is a view for explaining a state in which the train 52 switches wheels at a distance of L2 between points S2 and S3 when moving from the wide gauge track 50 to the narrow gauge track 51.
As shown in FIG. 10 (A), the wide-gauge wheel 10 rides on the wide-gauge track 50, but in FIG. The wheel and the narrow-gauge wheel are at the same height, and further rotate by 180 ° in the state of FIG. 10C, so that the narrow-gauge wheel 6 comes out below the wide-gauge wheel 10, and the narrow-gauge track starts from the point S3. A state in which the vehicle can run on the narrow gauge wheel 6 on the wheel 51 is obtained.

FIG. 11 is a diagram for explaining an outline of a control device for preparing the trains 52A, 52B and 52C for changing the gauge. In this figure, a three-car train (cars 1, 2 and 3) is used. Although shown, this can be applied to any number of cars, with cars 1 and 3 showing the leading car of a long train and car 2 showing a plurality of intermediate cars of the long train.

The first car 52A and the third car 52B are provided with an overall controller 60 and connected by a transmission system, and the gauge change control devices 64A to 64C provided in each car are provided and connected.

The general controller 60 receives signals from the on-vehicle transponder 62 and the speed detector 63, and has a display device 61 for notifying the driver with a display function, sound, buzzer, or the like.

The command from the general controller 60 is transmitted to each of the gauge change control devices 64A to 64C of each vehicle, and the emergency brake coil is used when the gauge cannot be changed properly due to a malfunction in any vehicle. It has a function of applying an emergency brake consisting of an emergency brake contact 65 and an emergency brake contact 66.

FIG. 12, FIG. 13, and FIG. 14 show flow charts showing the control functions of the control device, which will be described in the section of the operation of the embodiment. FIG. 15 (A),
(B), FIG. 16 is an explanatory diagram showing the configuration of a dedicated modem for fail-safe transmission required to connect the general controller 60 and the gauge change control devices 64A to 64C.

FIG. 15A shows a transmission circuit in the modem. When information from various boards in the general controller 60 is transmitted as an input signal, this signal is transmitted to the input I / F 6.
7. The input is divided into two and input to the input I / F 68. The output signals of the input I / Fs 67 and 68 are output from the FS-CPU
(Fail-safe CPU) 69. If the two input signals have the same calculation result in the same FS-CPU 69, the FS / CPU 69 outputs a pulse-like output to the excitation AND circuit 70, and the system outputs as long as the pulse-like output is output. The normal Ry (system normal relay) is excited, whereby the transmission line contact 72 is closed.

The input I / F 6 in the FS-CPU 69
When the operation results of the two output signals from the signals 7 and 68 are different, the pulse-like output output to the excitation AND circuit 70 is immediately stopped, and the output of the excitation AND circuit 70 is cut off, and the system is normal. Ry 71 is demagnetized and transmission line contact 72 is open. As long as the system is normal, the general controller 60 output by the FS / CPU 69
Is transmitted to the gauge change control devices 64A to 64C of the respective vehicles through the transmission I / F 73.

FIG. 15B shows the structure of the receiving circuit. The command information transmitted through the transmission line having the transmission line contact 72A is received by the reception I / F 74, and the reception I / F 7
4 is divided into two outputs, one of which is FS-CPU
The signal is input to the terminal 69A and processed internally. If the result of the arithmetic processing is the same, a pulse-like excitation output is applied to the excitation AND circuit 70A. If this excitation output is output, the system normal Ry (system normal relay) 71A is excited. . When the system normal Ry 71A is excited, the output I / F is output to the output side of the FS-CPU 69A.
The transmission line contact 72A provided via the switch 75 is closed and transmitted from the general controller 60.

Here, if the two outputs are different from the reception I / F 74 received by the FS-CPU 69A, the system normal Ry 71A is demagnetized, whereby the transmission line contact 72A is opened, and the output I / F 75 No output from.

FIG. 16 shows a basic control circuit of the FS / CPU 69 called a bus collation method, which is highly reliable and most commonly used. FS / CPU
In 69, there are two CPUs 76A and 76B, each having independent BUS-A and BUS-B. A memory RAM / ROM 78A for processing the program;
8B contains exactly the same program.

Further, BUS-A and BUS-B have an interface [I / O (input / output) -I / F].
(Interface) 79 is connected. CPU7
Reference numerals 6A and 76B denote the movements of the program by the input IF (1) 67 and the input IF (2) for each process called a machine cycle.
A matching circuit 77 for comparing the output of the comparator 68 is provided.
As long as the contents of BUS-A and BUS-B match, there is a function of outputting a pulse-like excitation output from the interface (I / O-I / F) 79. The I / O-I / F 79 operates normally as long as the pulse-like excitation output is applied.

By using the transmission device modem having such a configuration, it is possible to perform fail-safe transmission.

Next, the operation of the embodiment configured as described above will be described.

FIGS. 1 to 4 show a gauge change mechanism using four wheels. The fixed support shaft 1 does not rotate, and the narrow gauge wheel 6 is fixedly supported by the bearing 5 and the hollow support shaft 4. The eccentric seat 2 is fixed rotatably around the eccentric seat 2, and the wide gauge wheel 10 is mounted so as to be rotatable around the eccentric shaft 3 by bearings 8 and 9 independently. Since the eccentricity is slightly larger than the flange height, if the fixed support shaft 1 is rotated by 180 °, either the narrow-gauge wheel 6 or the wide-gauge wheel 10 can be raised above the flange height of the wheel. When running on the 51 or the wide gauge track 50, even if the fixed support shaft 1 does not rotate,
Wheels 6, 10 on narrow gauge track 51 and wide gauge track 50
, And the driving force from the electric motor is transmitted to the hollow support shaft 4, and the narrow gauge wheel 6 and the wide gauge wheel 10 are connected by a flexible joint. It is possible to travel with the wheels 6 and 10 on the narrow gauge track 51 and the wide gauge track 50.
The vehicle can travel without any problem even at a branching device or a railroad crossing on the road 50.

Further, when the wheels 6 and 10 run as described above, the bearing portion is configured to receive a lateral thrust so that no inconvenience occurs due to the lateral force acting on the flanges of the wheels 6 and 10. . The function of raising or lowering either the narrow-gauge wheel 6 or the wide-gauge wheel 10 by rotating the fixed support shaft 1 is provided by a fixed support shaft rotating device 30 and fixedly supported so that the fixed support shaft 1 does not rotate carelessly. A shaft rotation lock device 31 is provided.

The structure for rotating the fixed support shaft 1 is shown in FIG.
Further, how to control the rotation of the fixed support shaft 1 has been described with reference to FIGS. 11 to 14. Therefore, first, the configuration of the control device shown in FIG. 11 will be described. In FIGS. 12 to 14, the fixed support shaft 1 is placed immediately before entering the wide-gauge track end bent portion 50A or the narrow-gauge track end bent portion 51A.
Is rotated for the following reason. This is because when the fixed support shaft rotating device 30 rotates the fixed support shaft 1 when the vehicle is not loaded on the wheels, the wheel can be rotated with an extremely low load. In order to keep a certain hydraulic pressure source at a high pressure at all times, it is a waste of maintenance to keep the compressor running while running, and in the event that a high-pressure oil flows into the fixed support shaft rotating device 30 due to an erroneous signal output. This is based on the idea that it is good to prevent the gauge change operation from being performed at an undesirable time.

Therefore, in the present embodiment, the hydraulic pressure is prepared immediately before entering the section for changing the gauge, and the fixed support shaft rotating device 30 is operated with a small load.
It is good to keep the hydraulic pressure at high pressure at all times, and to change the gauge of all vehicles simultaneously in the section where the wide gauge track and the narrow gauge track are installed at the same time, it is good for simplifying the system. Since it is rather complicated in terms of the system to perform the switching immediately before entering the section where the narrow gauge track is provided, the more complicated one will be described.

However, it is natural that a simple system can be performed without any problem.

In FIG. 10, the on-vehicle transponder 6 is mounted on the first car.
2 and a speed detector 63, and a general controller 60 and a display device 61 for the driver. The general controller 60 and the display device 61 are provided with an on-vehicle transponder 62.
The speed detector 63 is also installed in the third car, but the overall controller 60 of the first car in the traveling direction of the first car operates the on-board transponder 62 and the speed detector 63, and the overall controller 60 of the third car. However, the onboard transponder 62 and the speed detector 63 do not operate.

However, if a failure occurs in the general controller 60 of the first car, control is performed by replacing the general controller 60 of the third car so that the two controllers do not issue commands. Be composed.

The supervising controller 60 of the first car reads the detection signal of the train position from the on-board transponder 62 and the speed of the train with the speed detector 63, and sends various commands to the gauge change control devices 64A to 64C of each car. When an inconvenient state occurs when the train travels, the emergency brake coil 65 is operated, and the emergency stop circuit contacts 66 are used to stop the train.

Gauge change control device 64A mounted on each vehicle
６４64C is based on a command issued from the overall controller 60, and is based on an ON / OFF command of the hydraulic drive circuit, a control command for a front bogie driving circuit of each car, a control command for a rear bogie driving circuit of each car, and a front and rear bogie operation completion. A command is issued, and information on front and rear bogie failure detection, wide gauge position, and narrow gauge position position detection as control results is returned to the overall controller 60. When the returned control result indicates that there is an inconvenience in the continuous running of the train, the overall controller 60 determines that the running of the train cannot be continued, instructs the train to perform an emergency brake, opens the contact 66 of the emergency brake circuit, and operates the emergency brake ( S20).

Here, when the hydraulic device is constantly maintained at a high pressure, for example, when the tilt control of the vehicle body is performed by the hydraulic pressure, or when the hydraulic pressure is regularly used for the brake, etc.
The need for the OFF command is eliminated. However, if this hydraulic control is used only for changing the gauge, the gauge change is performed only at one point in the middle, so the gauge changing operation is performed at an inconvenient location due to maintenance of the hydraulic equipment and an erroneous signal. In order to prevent this, it is preferable to always stop the hydraulic equipment and generate high-pressure oil only when necessary.

A display device 61 is attached to the general controller 60. The display on the display device 61 allows the driver to know the driving condition of each vehicle and to continue driving with peace of mind.

Next, the functions of the general controller 60 will be described with reference to FIGS. 12 and 13, and the gauge change control device 64 will be described with reference to FIG.
The operation of A to 64C will be described with reference to a flowchart.

First, the function of the overall controller 60 will be described with reference to FIGS. 12 and 13. The speed is detected by the speed detector 63 (S10), and the passage of the vehicle over the S1 transponder ground element 53 is waited (S11). When passing over the S1 transponder ground member 53, it is known that the distance to the next S2 transponder ground member 54 is L1. Therefore, it is calculated at t = L1 / v and at the same time, the hydraulic circuit drive command t1 is given to each vehicle. , T2, t3 (S1
2).

Further, immediately before the location of S2 at the position of each bogie, tl, t2, and t3 for instructing when to perform the operation to end the hydraulic drive start are instructed to each vehicle body. It is checked whether the hydraulic drive is operating normally (S13). If S
At 13, if the car does not work well,
It is determined whether the vehicle is G (S16). If the first car is not NG, the retry is repeated three times (S17). It is determined whether the first car is completed (S18), and it is determined that the first car is not completed. Then, since it is impossible to enter the gauge change section as it is, a failure output is performed (S1).
9) Apply emergency braking to the entire train (S20). With this, it is confirmed that the hydraulic device is operating properly in all the vehicles, and waits for the train to enter the section S2 (S14).

When the train passes over the S2 transponder ground element 54, a command is issued to start the bogie drive circuit for changing the gauge (S15). The same processing steps as S16, S17, S18, S19 are performed in the same manner in S21, S2 even in the second car.
The processing steps of S2, S23, and S24 are performed, and the same processing steps of S25, S26, S27, and S28 are performed on the third car.

In this case, since only the general controller 60 knows the traveling speed of the vehicle, the time when the position of the first car, the second car and the third car and the front and rear bogie positions reach the S2 position, for example, the front bogie of the second car Time to reach S2 is t2
1 and the time for the rear bogie to reach S2 is assumed to be t22. The calculation of the time considering the vehicle body length, the bogie interval, etc. is performed by the general controller, and a command is issued including a command in consideration of this time lag. It is. According to this command, the bogie operation for changing the gauge between the bogies may be operated correctly. If the bogie operation is not performed correctly, until the vehicle reaches S4 (S32, S32).
40, S47, S53), and retry is repeated (S35).
-S39, S42-S46, S48-S52). If it is still not possible, a failure output is issued to activate the emergency brake (S41). If the bogie operation is completed before reaching S4 and the vehicle reaches S4, the gauge change operation is completed (S33),
The hydraulic circuit is stopped (S34).

Next, the operation flow of the gauge change control device will be described with reference to FIG. First, it is determined whether or not S1 has been passed by the general controller 60 (S55), and the hydraulic circuit is driven in response to the notification that S1 has been passed.
Although the flowchart is shown to start with a time difference, all hydraulic circuits may be configured to start at the same time.

After confirming that the hydraulic circuits are all normal (S56, S57, S58, S59), the passage of S2 instructs the start of the bogie drive circuit for changing the gauge (S60).
When the operation completion signal of the bogie drive circuit and the passage of S3 (S63) and the passage of S4 (S64), the hydraulic circuit is turned off and the operation is completed (S65). In this case, when the bogie operation is not successful, retry is repeated (S69, S7).
0, S71, S72, S73), if the operation is completed by S4, the vehicle continues running without any problem. However, if the operation is not completed even at the point of S4 (S73), the emergency brake is applied to the vehicle (S74). ) Train stops.

When the preparation of the hydraulic circuit is not OK in S58, retry processing is performed (S6).
6) It is determined again whether or not the operation of the hydraulic circuit is OK (S
67) If the operation of the hydraulic circuit is not OK, a failure output is given to the general controller to request operation of the emergency brake (S68).

The control flow may be slightly changed instead of following the control flow. For example, the operation of changing the gauge is performed between S2 and S3 to reduce the load on the hydraulic control device. Since it has enough ability to switch between trains, it is fully conceivable to perform the operation of changing the gauge all at once when all trains enter between S3 and S4.

As the gauge changing device, one fixed support shaft 1 is used.
To rotate by 80 °, the rotation fixing device 36 of the fixed support shaft 1 is released, and the rack driving pistons 34A and 34B are operated to rotate by the rack 33 and the rotating gear 32.
Check that the fixed support shaft 1 has rotated to the specified position,
If it is fixed again, the gauge change operation becomes possible without any problem.

If the transmission of information between the general controller 60 and the gauge change control device or the result of calculation by the CPU is wrong, a serious inconvenience will occur. A secure system can be configured by applying the idea of (1).

According to the above-described embodiment, the following effects can be obtained. The operation according to the present embodiment is as described above. First, in order to extend the life of the hydraulic device, the operation time of the gauge change device is very short compared to the traveling time of the vehicle. In consideration of the above, the power supply of the hydraulic device is considered to be turned off during general traveling. However, if it is used as a hydraulic device in other vehicle equipment, the hydraulic pressure may be constantly maintained at a high pressure. Here, if the hydraulic device and the hydraulic device for changing the gauge do not work well, repeat the retry several times to make the subsequent run in a permissible section with no problem, and if the problem continues, Apply emergency braking to the train.

In this control, the overall controller 60 in the leading vehicle controls the gauge change control devices 64A to 64C of the respective vehicles, and these gauge change control devices 64A to 64C are controlled.
Can be confirmed by the display device 61 by the driver.

According to such an apparatus, the gauge change operation can be performed very easily, and the system can be configured so as to obtain a fail-safe effect.

<Second Embodiment> FIG. 17 shows a second embodiment of the present invention.
18 is a plan sectional view showing the embodiment of FIG. 17, and FIG. 18 is a side view of FIG. First, referring to FIG. 17, in the wheel structure shown in FIG. 1, two wide-gauge wheels 10 and two narrow-gauge wheels 6, each having a total of four wheels, are provided on one axis.
7, three narrow-gauge wheels 106 and narrow-gauge wide-gauge wheels 10
7. It is composed of wide gauge wheels 124.

The structure shown in FIG. 17 is basically the same as that shown in FIG. 1, so that the schematic structure will be described. This figure shows a narrow-gauge wheel 106 and a narrow-gauge wide-gauge wheel 107 for clarifying the relationship with the main motor. State that both are at the same height,
That is, the figure shows a state in the middle of switching from the wide gauge state to the narrow gauge state.

The fixed support shaft 101 has almost the same function as the fixed support shaft 1 shown in FIG. The eccentric shaft 103 has almost the same function as the eccentric shaft 3 of FIG. This eccentric shaft 103 is fixed support shaft 1
01, the fixed support shaft seat 11
The eccentric shaft 103 has a thickness on the strength required for the shaft 105.
9 is because insertion and fixing are possible from both shaft ends.
The hollow support shaft 104 has the same function as the hollow support shaft 4 of FIG. 1, is supported by a fixed support shaft 101 by bearings 105, and has a narrow gauge wheel 106 and a narrow gauge wide gauge wheel 10 at both ends.
7 is fixed by press-fitting.

A wide gauge wheel 124 held by bearings 108 and 109 and having a window 125 is rotatably attached to the eccentric shaft 103.

In FIG. 1, between the wide-gauge wheel 124 and the narrow-gauge wheel 106, an Alstom link-type flexible joint, which can be formed at a small interval, is fixed in the rotation direction. In the second embodiment, Since the distance between the wide-gauge wheel 124 and the narrow-gauge wheel 106 is considerably wider than that in FIG. 1, an example is shown in which connection is made by a universal joint type flexible joint. That is, a universal joint narrow-gauge wheel shaft joint (not shown) is provided at a position 115 on the narrow-gauge wheel 106 side.
And a universal joint wide-gauge wheel shaft joint (not shown) at the position of 116 on the wide-gauge wheel 124 side.
And universal joint hollow shafts 11
2 and the universal joint hollow cross shaft 113 are held by the universal joint shaft joint 114, and the universal joint hollow cross shaft 112 and the universal joint hollow cross shaft 113 are joined by the universal joint joint 111.

In this case, since the universal joint shaft joint 114 has a slightly large swing angle, whether to use a rubber bush or a needle roller bearing is determined by an actual design.

However, here, the universal joint shaft joint 1 of the universal joint hollow cross shaft 113 is used.
14 and part of the universal joint coupling 111 bite into a part of the wide gauge wheel 124 due to the inclination,
FIG. 17 shows an example in which a needle roller bearing is used in FIG. 17 so that the diameter of the universal joint shaft joint 114 does not need to be too large because the window portion 125 is formed in the wide gauge wheel 124 to prevent the contact. It is.

On the outer peripheral surface of the hollow support shaft 104, a large gear 1
17 is press-fitted and fixed. Small gear 1 in large gear 117
The large gear 117 and the small gear 118 are housed in a gear box 119. Gear box 119
The shaft of the internal small gear 118 is connected to the rotor shaft of the hollow cardan electric motor 122 via the hollow cardan joint 121.

The hollow cardan motor 122 is fixed to a bogie (not shown) by a main motor fixing part 126.

A brake disk 123 is provided on the end face of the narrow gauge / wide gauge wheel 107 and on the outer peripheral face of the fixed support shaft 101.
The brake is actuated by sliding friction of a brake shoe such as a caliper held by a shaft beam 28 in FIG. 5 or the like.

In the case of FIG. 17, the operation of the fixed support shaft 101 is the same as that described with reference to FIGS. 1 to 6, and will not be described again. In the case of, the vehicle is a narrow-gauge / wide-gauge wheel 10
7 and a wide-gauge wheel 124 travel on a wide-gauge track. In the case of a narrow-gauge track, the vehicle travels on a narrow-gauge track using a narrow-gauge / wide-gauge wheel 107 and a narrow-gauge wheel 106.

For this reason, when traveling on a narrow-gauge track and when traveling on a wide-gauge track, the horizontality of the entire wheel device is different. However, the inclination of this degree makes the height of the air spring used as a pillow spring that supports the car body with the bogie higher, and the body height is adjusted by adjusting the detection height of the left and right spring height control valves. The problem can be solved by controlling it.

However, since the gauge is changed while traveling on three rails of a narrow gauge track and a wide gauge track arranged on the ground, the wheels in a single car cannot be arranged unless the front and rear are aligned. That is, while the wheel set and the drive unit of a general truck are symmetrical with respect to the front and rear points, the front and rear parts need to be configured to be mirror symmetric (plane symmetric) with respect to the center line of the front and rear sides of the cart. This means that a common bogie can use the same front and rear wheel sets and drive units, but the wheel sets and drive units in the second embodiment must be provided with mirror-symmetric devices.

The other points to be taken up as problems are:
When traveling on a narrow-gauge track or on a wide-gauge track, it is not possible to easily change the position of the center of gravity of the body, but this causes a considerable difference in the weight of the left and right wheels of the body. Is to happen.

As a solution to this problem, there are a method of moving the center of gravity of the vehicle body to move a heavy object to the left and right to maintain the balance, and a method of moving the position of the bogie by supporting the air spring with respect to the vehicle body. It is only necessary to apply one of the methods.

It is possible to move heavy objects in the vehicle body if there is a dead load, but it can be moved without any problem. However, since it is connected by electric wires or pipes when it comes to vehicle fittings, considerable difficulty is expected.

In order to move the bogie in the left-right direction, there are many examples in which a roller is mounted on an air spring in an intermediate bogie of a three bogie type of a locomotive so that the body can be freely moved left and right. So not impossible, but feasible.

However, it is preferable that the structure of this device can be used as it is if it is possible to perform the operation without touching as much as possible, depending on whether or not the weight of the right and left wheels due to the change in the gauge is within the allowable range.

In the case of this embodiment, when the wide-gauge wheel 124 moves up and down, the gauge is changed, so that the narrow-gauge wheel 116 rises around the narrow-gauge and wide-gauge wheel 107 as a fulcrum, which is different from the case of FIG. Unless the wide gauge wheel 124 is slightly eccentric, the distance between the narrow gauge wheel 106 and the rail cannot be maintained.

In this case, it can be said that it is preferable that the gear box 119 is closer to the side where the narrow- and wide-gauge wheel 107 does not move up and down. In other words, since the upper end of the gearbox fishing 120 is fixed to the bogie frame, when the wheels and axles change the gauge, inclination occurs, so that the position of the small gear connected to the main motor must be kept as small as possible. For example, the vertical displacement of the cardan shaft should be avoided.

In this embodiment, the wide gauge wheel 124
And the narrow gauge wheel 106 have little displacement during rotation, and use two sets of universal joints and bend them in the opposite direction, so that there is no rotation unevenness.

The operation and effect of the second embodiment described above are as follows.
Since the operation and effect are the same as those of the first embodiment, the description is omitted.

<Third Embodiment> The embodiment shown in FIG. 19 is an example using a right-angle cardan drive mechanism. Specifically, the output shaft of the main motor 127 is connected to the brake disc 12
8, the brake disk 128 drives the bevel small gear 130 via the cardan shaft 129 and further drives the bevel large gear 131. In this way, as in the embodiment shown in FIG. 17, it is possible to form a truck without attaching the brake disk 123 to the narrow-gauge / wide-gauge wheel 107 and the fixed support shaft 101.

FIG. 20 shows an axle 132A having two narrow gauge wheels 133A, two wide gauge wheels 134B, and a gear 131A.
Are press-fitted and fixed.

In FIG. 21, one narrow-gauge wheel 133B, one wide-gauge wheel 134B, a narrow-gauge wide-gauge wheel 135, and a gear 131B are press-fitted and fixed to an axle 132B.

FIG. 20 and FIG. 21 show that when a wide gauge wheel or a narrow gauge wheel is moved up and down like the embodiment of FIG. However, according to the structure in this figure, the bogie-side structure can be greatly simplified.

When switching between the wide gauge track and the narrow gauge track by this structure, in the case of the four rails in FIG. 22A, the wide gauge rail 136 partially overlaps the narrow gauge rail 137, and FIG. The rails 136, as shown in
If the tip portions 136A and 137A of the 137 are curved downward in the roadbed, the wide-gauge wheel 134A and the narrow-gauge wheel 133A can automatically switch to different orbits.

FIGS. 23A and 23B are explanatory views showing the track structure of the gauge change device in the case of three rails. The narrow gauge rail 137 and the wide gauge rail 136 are the same as the wide gauge narrow gauge rail 138. Overlap, each rail 136,137
23B can be narrowed down the roadbed as shown in FIG.
5, the narrow gauge wheel 133B and the wide gauge wheel 134B can automatically switch to different tracks.

According to this structure, the structure of the vehicle side is simplified, and the necessity of a confirmation operation at the time of switching is eliminated.

However, in order to run on the wheels as shown in FIGS. 20 and 21, it is necessary to prepare a branching device as shown in FIGS. That is, FIG. 24 shows a four-rail type branching device which is the four-wheel type of FIG. This branching device is necessary because even if it is a wide gauge section or a narrow gauge section, it must be installed in a place where the branching apparatus is located, because the flange of the wheel not in use and the rail will contact.

Although FIGS. 24 and 25 are drawn assuming that the branching device is installed in the narrow gauge portion, it is necessary to install almost the same device in the wide gauge portion.

The narrow gauge rails 137C, 137D are provided with branching devices 137F, 137G and 137H, 1B, which branch in two directions.
37I. Wide-gauge rails 136C and 136D, which are wide-gauge tracks, are provided on both sides of the branching device, and wide-gauge tongue rails 139A and 139B and narrow-gauge tongue rails 140A and 140A are provided.
140B is provided, and is switched in accordance with the branching direction in conjunction. Each of the rails 139A, 139B, 140A, 1
Crossings 142A and 142 are located where 40B intersects
B, 142C, 142D, 142E, 142F are arranged. Thereby, even if the narrow gauge wheel 133A and the wide gauge wheel 134A of each wheel have a flange of the same height, there is no collision between the flange and the rail. In FIG.
The ends of the wide gauge rails 136C and 136D need to be smoothly curved down the roadbed so that the treads of the wheels do not collide with the rails.

In this case, the wide gauge tongue rails 139A, 139
9B is not always necessary, and the same function can be achieved by a track arrangement as shown in FIG. Similarly, in the wide gauge rail branching device, the narrow gauge rail can be configured to be short.

FIG. 25 shows the concept of a branching device which can be adapted to the wheel structure shown in FIG. 21 with three rails. In this case, when the branching device is arranged on the track for the narrow gauge rail 137E and the wide gauge narrow gauge rail 138, the wide gauge rail 1
36D is placed only at the location of the branching device. The wide gauge tongue rail 139C, the narrow gauge tongue rail 140C, and the narrow gauge / wide gauge tongue rail 141 all operate in conjunction with each other. Crossings 142G, 142H, 1 are located at positions where the three rails 139C, 140C, 141 intersect.
421 are arranged.

In this case, a modification to shorten the wide gauge rail as shown in FIG. Similarly, in the case of a branching device for a wide gauge rail, the narrow gauge rail can be shortened. In this way, if only a portion where the flange portion goes over the rail is prepared, other portions can be omitted.

FIGS. 26A and 26B are explanatory views showing a level crossing structure in the case of a 4-rail track and a 3-rail track, respectively. Narrow gauge rails 137F and 137G are used in this track section, and 144 indicates a crossing road. The guard rail 143 is for safely passing a wheel flange used at a normal railroad crossing 144, but the guard rail 143 is also a wide gauge rail 136.
E, 136F show guardrails.

FIG. 26B is a side view of the railroad crossing structure. The ends of the wide gauge rails 136E and 136F are smoothly curved below the roadbed, and the wheels of the traveling vehicle are connected to the rails. It is designed to prevent collision.

As described above, when the railroad crossing 144 is installed on the narrow gauge rails 137F, 137 or the wide gauge rails 136E, 136F, it is necessary to install another rail to prevent the contact of the unused wheel. It is also possible to arrange the side slightly lower so that use does not basically make contact, but if contact does not cause any problem.

As described above, according to the third embodiment, unlike the first or second embodiment described above, the wheel side is not moved up and down, and instead, for example, the end of the narrow gauge rail on the rail side is placed below the roadbed. As in the previous embodiment, it is possible to change the gauge to either a wide gauge rail or a narrow gauge rail, and the vehicle does not need to stop or change trains as in the related art. It is possible to provide a very convenient means of transportation. It is possible to freely enter the line sections with different gauges, and if only the connection section of the entry section is devised, there is almost no need to enter the remaining sections, so that an extremely economical system can be constructed.

Further, since the fixed wheel structure is used as in the third embodiment, the structure is completely the same as the conventional wheel structure, so that the track circuit can be configured in the same manner. For this reason, safety-related issues such as signal systems can be ensured in the same manner as before.

[0161]

According to the present invention as described above, a train such as a train can be freely entered on a track having a different gauge, and can be used even in a case of a power vehicle which has been considered particularly difficult. In addition, it is possible to provide a multi-wheel type gauge change device capable of changing the gauge during running.

[Brief description of the drawings]

FIG. 1 is a sectional view for explaining a first embodiment of a gauge changing device according to the present invention.

FIG. 2 is a side view of the gauge change device of FIG. 1;

FIG. 3 is a cross-sectional view for explaining the operation state of the first embodiment of the gauge changing device using the wheel up / down method according to the present invention.

FIG. 4 is a side view of the gauge change device of FIG. 3;

FIG. 5 is an explanatory view of the vicinity of an axle box and an axle spring in a bogie having the gauge change device of FIGS. 1 and 3;

FIG. 6 is a functional explanatory diagram illustrating a function of changing a gauge in the embodiment of FIGS. 1 to 4;

FIG. 7 is an explanatory diagram of a track structure of a track change section according to the embodiment shown in FIGS.

FIG. 8 is a diagram for explaining the relationship between a track and a train in a gauge change section according to the embodiment shown in FIGS.

FIG. 9 is a view for explaining the operation of the wheel device according to the embodiment shown in FIGS. 1 to 4;

FIG. 10 is a view for explaining the operation of the wheel device of the embodiment shown in FIGS. 1 to 4;

FIG. 11 is a diagram for explaining an arrangement and functions of a control device in the train according to the embodiment shown in FIGS.

FIG. 12 is a flowchart for explaining the operation of the control device according to the embodiment of FIGS. 1 to 4;

FIG. 13 is a flowchart for explaining the operation of the control device according to the embodiment shown in FIGS. 1 to 4;

FIG. 14 is a flowchart for explaining the operation of the control device according to the embodiment shown in FIGS. 1 to 4;

FIG. 15 is an explanatory diagram of an apparatus for fail-safe transmission of a CPU used in the embodiment of FIGS. 1 to 4;

FIG. 16 is an explanatory diagram of an apparatus for fail-safe transmission of a CPU used in the embodiments of FIGS. 1 to 4;

FIG. 17 is a cross-sectional view for explaining a second embodiment of the gauge changing device according to the present invention.

FIG. 18 is a side view of the gauge changing device of FIG. 17;

FIG. 19 is an explanatory diagram of a case where a right-angle cardan driving device is used in the embodiment of FIG. 17;

FIG. 20 is a front view showing wheels and an axle for explaining a third embodiment of the gauge changing device according to the present invention.

FIG. 21 is a front view showing wheels and axles for explaining a fourth embodiment of the gauge changing device according to the present invention.

FIG. 22 is a view for explaining a track structure of a gauge change unit in FIG. 20;

FIG. 23 is a diagram for explaining a track structure of a gauge change unit in FIG. 21;

FIG. 24 is a diagram for explaining the concept of a branching device of the gauge change device of FIG. 20;

FIG. 25 is a view for explaining the concept of a branching device of the gauge change device of FIG. 21;

FIG. 26 is a view for explaining the level crossing structure in FIG. 20 and FIG. 21;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Fixed support shaft, 2 ... Eccentric seat, 3 ... Eccentric shaft, 4 ... Hollow support shaft, 5 ... Bearing, 6 ... Narrow gauge wheel, 7 ... Press seat, 8, 9
... bearing, 10 ... wide-gauge wheel, 11, 11A, 11B ... narrow-gauge wheel side joint shaft, 12, 12A, 12B ... flexible joint between wheels, 13 ... flexible joint intermediate, 14, 14A, 14B ... flexibility between wheels Joint link, 15, 15A, 15B: Wide gauge wheel side joint shaft, 16: Narrow gauge side bearing oil drain and collar, 17,
18 ... wide gauge wheel oil drain, 19 ... bearing presser, 20 ... narrow gauge side bearing oil drain, 21 ... wheel inner seat, 22 ... rail,
23A to 23D: Flexible joint link intermediate joint shaft, 24
A, 24B: intermediate link receiver, 25: bogie frame, 26
... Axle spring, 27 ... Axle box support member, 28 ... Shaft beam, 29 ... Fixed support shaft fixation, 30 ... Fixed support shaft rotation device, 31 ... Fixed support shaft rotation lock device, 32 ... Rotary gear, 33 ... Rack, 34A , 34B: rack drive piston, 35: cylinder, 36: rotation fixing device, 37: fixing claw, 38: rotation pin, 39: spring, 40: fixing release cylinder, 41: rotation instruction switching valve, 42: pressure fluid source, 43A, 43B
... ports, 44A, 44B ... pressure detection cylinders, 45 ...
Fixation release instruction valve, 46: shaft rotation fixed detection contact, 47: shaft rotation release contact, 48A, 48B: shaft rotation end detection contact,
49A, 49B: shaft rotation direction detecting contact, 50: wide-gauge track, 50A: wide-gauge track end bent portion, 51: narrow-gauge track, 5
1A: Narrow gauge track end bent portion, 52: Train, 53: Sl transponder ground, 54: S2 transponder ground, 55: S3 transponder ground, 56: S4 transponder ground, 57A: Car 1 front bogie, 57B ... 1
Car No.2 back car, 58A ... Car No.2 front car, 58B ... Car No.2 rear car, 59A ... Car No.3 front car, 59B ... Car No.3 rear car,
Reference numeral 60: General controller, 61: Display device, 62: On-board transponder, 63: Speed detector, 64A to 64C:
Gauge change control device, 67: input IF (1), 68: input I
F (2), 69, 69A ... FS-CPU, 70, 70A ...
Excitation AND circuit, 71, 71A: System normal Ry (relay), 72, 72A: Transmission line contact, 73: Transmission I
/ F (interface), 74 ... reception I / F, 75 ...
Output I / F, 76A, 76B ... CPUA, CPUB, 7
7 ...: collation circuit, 78A, 78B ... ROM / RAM, 7
9: I / O, I / F (input / output, interface), 101: fixed support shaft, 103: eccentric shaft, 104: hollow support shaft, 105: bearing, 106: narrow gauge wheel, 107: narrow gauge wide gauge Wheels, 108, 109 ...
Bearing, 110: fixed support shaft seat, 111: universal joint joint, 112, 113: universal joint hollow cross shaft, 114: universal joint shaft joint, 115: universal joint narrow gauge wheel shaft joint, 116: universal joint wide gauge wheel shaft joint ,
117: large gear, 118: small gear, 119: gear box, 1
20: gearbox fishing, 121: hollow cardan joint, 122
... hollow cardan electric motor, 123 ... brake disc, 1
Reference numeral 24: wide-gauge wheel, 125: wide-gauge wheel window, 126: main motor fixing portion, 127: main motor, 128: brake disk, 129: cardan shaft, 130: umbrella small gear, 131
... bevel gear, 132A, 132B ... axle, 133A, 1
33B: narrow gauge wheel, 134A, 134B: wide gauge wheel, 1
35 ... narrow-gauge / wide-gauge wheel, 136, 136C-136F
... wide gauge rail, 136A, 136B ... wide gauge rail tip,
137, 137C-137F ... narrow gauge rail, 137A,
137B: narrow-gauge rail tip, 138: narrow-gauge / wide-gauge rail, 139A-139C: wide-gauge tongue rail, 140A-
140C: narrow gauge tongue rail, 141: narrow gauge and wide gauge tongue rail, 142A to 142I: crossing, 143 ...
Guardrail, 144 ... railroad crossing.

Continued on the front page (71) Applicant 000003078 Toshiba Corporation 72, Horikawa-cho, Saiwai-ku, Kawasaki-shi, Kanagawa-ken (72) Inventor Makoto Kito 2-3-3, Nishi, Toride-shi, Ibaraki-prefecture (72) Katsuya Ona, Inventor Tokyo 13-2F, Tokuni Seimei Building, 2-2-2 Uchisaiwaicho, Chiyoda-ku, Tokyo (72) Inventor Tohru Saima 2-24-24 Harumicho, Fuchu-shi, Tokyo Toshiba Transport Engineering Co., Ltd. Inventor Hiroo Saito 1 Toshiba-cho, Fuchu-shi, Tokyo Inside the Fuchu plant of Toshiba Corporation

Claims (21)

[Claims] 1. A narrow gauge rail and a wide gauge rail having different gauges are provided side by side on a roadbed side by three or four rails,
On the vehicle side, three or four wheels that can roll on either the narrow gauge rail or the wide gauge rail, and a mechanism that allows the wheels to move up and down are arranged. A multi-wheel gauge change device adapted to roll on either the narrow gauge rail or the wide gauge rail. 2. The wheel is disposed on the vehicle side corresponding to the narrow gauge rail and the wide gauge rail having different gauges, and the mechanism raises and lowers a pair of wheels of the wheels according to the gauge. 2. The multi-wheel gauge changer according to claim 1, wherein the shift can be performed while traveling between the narrow gauge rail and the wide gauge rail. 3. The mechanism according to claim 1, wherein the mechanism is configured to decenter a bearing portion of a support shaft rotatably supporting the wheel, wherein the pair of wheels is adapted to a narrow gauge or a wide gauge to rotate the support shaft. The multi-wheel type gauge change device according to claim 1, wherein the apparatus is capable of traveling on a track having a different gauge depending on a position. 4. The wheel eccentricity given to the bearing portion of the support shaft is made larger than the height of the flange of the wheel, so that the wheel flange does not contact the rail when passing through a branching device or a level crossing. Multi-wheel gauge change device. 5. The apparatus according to claim 1, wherein the mechanism is configured to eccentricize a bearing portion of a fixed support shaft that rotatably supports the wheel,
A hollow shaft rotatably supported on the fixed support shaft supports two of the wheels closer to the center, and is configured to be capable of transmitting torque between the two wheels by a torque transmitting device. 2. The multi-wheel gauge change device according to claim 1, wherein said pair of wheels is adapted to fit between two kinds of gauges, and can run on different tracks between the gauges depending on the rotation position of said support shaft. 6. The multi-wheel type gauge change device according to claim 5, wherein a driving device is disposed on a wheel portion disposed on an outer peripheral side of the hollow shaft so that driving force from an electric motor can be transmitted. 7. A position detecting means for detecting that the rotation of the fixed support shaft is at a predetermined position when the fixed support shaft is rotated by a device for rotating the fixed support shaft. The multi-wheel gauge change device according to claim 5, further comprising: 8. As a device for rotating the fixed support shaft at the shaft end, a piston, a rack, and a pinion are used to drive the piston with pressurized fluid to provide a small port in a cylinder wall at the terminal end thereof. 6. A means for confirming that said fixed support shaft has rotated by a predetermined angle when said fluid reaches said position and pressure fluid flows out of said port and pressure acts on said pressure detector. Multi-wheel gauge change device. 9. A fixed support shaft, comprising: a rotation fixing device for fixing the rotation of the fixed support shaft when the fixed support shaft is rotated by a shaft end by a piston, a rack, and a pinion; 6. The multi-wheel gauge change device according to claim 5, further comprising a detecting device for removing the fixed claw and rotating the fixed claw to confirm that the fixed claw is engaged with the rotation fixing device. 10. The multi-wheel gauge changing device according to claim 5, further comprising a brake device that is supported by the fixed support shaft or a bogie and that applies a brake to the wheels. 11. The three wheels are a narrow-gauge wheel, a wide-gauge wheel, and a narrow-gauge / wide-gauge wheel, and the mechanism that allows the wheel to move up and down includes a bearing portion of a fixed support shaft that rotatably supports the wheel. It is an eccentric configuration, and supports two pieces near the center of the wheels on a hollow shaft rotatably supported with respect to the fixed support shaft, and is disposed on the narrow gauge wheel and the narrow gauge wide gauge dual wheel. 2. The multi-wheel device according to claim 1, wherein a rotational force can be transmitted by a gear mechanism, and the pair of wheels is adapted to a narrow gauge or a wide gauge so as to be able to travel on a different track between the gauges depending on the rotation position of the support shaft. Wheel type gauge change device. 12. A gauge change control device for instructing a gauge change for each train-configured vehicle is provided, a general controller for controlling the gauge change control device for each vehicle is provided, and a transmission line is connected therebetween. 2. The multi-wheel type gauge change device according to claim 1, wherein the general controller controls the gauge change control device of each vehicle. 13. A general controller that supervises the gauge change control device mounted on each vehicle is mounted on the first vehicle on both sides, and when the general controller is sound, the general controller in the forward direction of the traveling direction is utilized to control each vehicle. 13. The multi-wheel gauge changing device according to claim 12, wherein a control command is issued to the gauge changing control device. 14. The integrated controller has means for obtaining speed information, terrain information from the ground side, distance information, and point information by means of a vehicle upper body, etc., and the connected vehicle changes the gauge according to these information. Judgment of the optimal operation start time of the control device, starting of the hydraulic device of each vehicle, commanding the truck change control device to each bogie and stopping after completion, and if the train change operation is not performed correctly, the train emergency The multi-wheel gauge changing device according to claim 12, which has a function of instructing a brake. 15. In the case where a start of a hydraulic device or a gauge change device or the like is instructed based on point information from the plurality of ground members on the ground side and the device cannot be started properly,
15. The multi-wheel track change device according to claim 14, wherein the retry is repeated in a certain section, and if the vehicle still does not start properly, the general controller instructs the stop of each device and the emergency brake of the train at the same time. . 16. A notifying device for notifying a driver of content information such as control start, control, control end, control failure, control disable, and the like from the general controller, the gauge change control updating device, and the like. The multi-wheel gauge change device according to claim 12, wherein: 17. The multi-wheel drive according to claim 12, further comprising a modem capable of fail-safe transmission for preventing an error in transmission data between the general controller and a gauge change control device of each vehicle. Type gauge change device. 18. In a section in which a narrow gauge rail and a wide gauge rail having different gauges are provided side by side by three or four rails on the roadbed side, and in which the gauge between the rails is to be changed,
2. The multi-wheel gauge changing device according to claim 1, wherein each of the rail ends is installed so as to be curved toward the roadbed side. 19. The multi-wheel type gauge change device according to claim 1, wherein when a rail between used gauges is branched, a rail between unused gauges is also branched. 20. The multi-wheel type gauge change device according to claim 19, wherein a rail between gauges not used in the branching device or the railroad crossing portion is disposed slightly lower than a rail between gauges using the gauge. 21. The multi-wheel gauge changing device according to claim 19, wherein a branch rail of a branch device on a side where an unused wheel flange does not intersect with another rail is omitted. Wheel type gauge change device.