JP3335890B2 - Rail-to-rail variable bogie for railway vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail gauge for a railway vehicle capable of changing a wheel interval (gauge) in order to continuously travel on rails having different gauge dimensions such as a Shinkansen and a conventional line. More particularly, the present invention relates to a variable bogie for railway vehicles adopting a structure capable of changing a gauge without moving an axle up and down with respect to an axle box.

In a Japanese railway, for example, a standard gauge having a gauge of 1435 mm used for a Shinkansen and the like and a narrow gauge having a gauge of 1067 mm used for a conventional line and the like are used in combination. If a railway vehicle capable of running continuously on tracks with different gauges is developed, the merits such as convenience of passengers, shortening of arrival time, and reduction of railway construction cost are extremely large. In view of this, the applicant of the present application has developed various rail-gauge variable bogies for railway vehicles and has filed applications for them. (See JP-A-8-332950, JP-A-8-332951, etc.)

[0003]

In the above-described variable-gauge trolley according to the prior application, the axle outer cylinder and the axle box are disengaged by moving the axle up and down with respect to the axle box, so that the gauge distance can be changed. It has a structure that switches between a state and a fixed state in which the gauge distance cannot be changed. However, if the gauge can be changed without moving the axle up and down with respect to the axle box,
The structure for changing the gauge can be made simpler, smaller, and lighter.

Accordingly, an object of the present invention is to change the gauge without moving the axle up and down with respect to the axle box.
It is an object of the present invention to provide a rail-to-rail variable bogie employing a new structure.

[0005]

Means for Solving the Problems The means of claim 1 to solve the aforementioned problem, the axle box attached to truck frame for supporting the body of a railway vehicle, the axial direction relative to the journal box axis direction of the axle between the axle mounted for relative non-displaceable, a position corresponding to the position and a second gauge that corresponds to the first gauge is fitted slidably to said axle
An axle outer cylinder which reciprocally slides direction, a wheel rotatably supported through a bearing on the axle outer cylinder, said first trajectories
A locking member capable of locking the axle outer cylinder to the axle box at a position corresponding to the distance between the second gauge and a position corresponding to the second gauge , and a state in which the axle outer cylinder is locked to the axle box. A locking member displacement mechanism that reciprocates the locking member between a state in which the locking member is separated from the axle outer cylinder, and the axle box includes the
The axle outer cylinder is reciprocally slidable in the axial direction of the axle.
An inner peripheral surface to be fitted, and an axle of the axle connected to the inner peripheral surface.
A guide groove extending in a linear direction ;
Slidably fits in the guide groove in the axial direction of the axle
Together with the axle box in the direction of rotation about the axis of the axle
Engaged, an engagement protrusion that is collision set on the outer peripheral surface thereof before
The locking member includes an engagement protrusion of the axle outer cylinder and a shaft of the axle.
The axle outer cylinder can be locked to the axle box by engaging in a linear direction.
A rail-to-rail variable bogie for a railway vehicle.

[0006] In the rail-truck variable bogie according to the first aspect , the wheel corresponding to the first gauge and the position corresponding to the second gauge are set by sliding the axle outer cylinder on the axle. Can be changed to change the gauge. Then, by locking the outer axle cylinder to the axle box using the locking member, the wheels can be fixed in a state where the gauge cannot be changed. When changing the gauge, the locking member is separated from the axle outer cylinder using the displacement means, and the locking of the axle outer cylinder to the axle box is released. In other words, the rail-to-rail variable bogie according to claim 1 is such that the axle outer cylinder is not disengaged from the axle box by moving the axle up and down with respect to the axle box, but is displaced by displacement means. Since the outer cylinder of the axle is engaged with and disengaged from the axle box using members, a space for moving the axle up and down and a mechanism for guiding the up and down movement of the axle can be eliminated, and the gauge distance can be changed. Can be made simple, compact and lightweight.

In this case, in the rail-to-rail variable bogie according to the first aspect, the outer cylinder of the axle is positioned with respect to the inner peripheral surface of the axle box.
Slidably fits in the axial direction of the axle. As a result, the axle box and the axle outer cylinder fit with each other, and the axle outer cylinder and the axle fit with each other, so that rattling between the axle box and the axle can be minimized.

Further , a rail gauge for a railway vehicle according to claim 1 is applicable.
In the variable bogie, the engaging projection provided on the axle outer cylinder is attached to the axle box.
Since the axle outer cylinder fits into the guide groove provided,
Do not engage in the axle axis direction, but rotate around the axle axis.
Engage in the rolling direction. Thus, when a drive motor for directly rotating and driving the wheels is attached to the axle outer cylinder, the drive reaction force applied to the axle outer cylinder is transmitted to the axle box through the engagement protrusion of the axle outer cylinder , Sliding displacement of the outer cylinder can be made possible.

Furthermore, in the rail-to-rail variable bogie according to the first aspect, the locking member is provided with an engaging protrusion of the axle outer cylinder.
The axle outer cylinder is engaged with the axle box by engaging in the axial direction of the axle.
As a result, not only can the axle outer cylinder be reliably locked in the axial direction with respect to the axle box, but also the structure of the axle outer cylinder can be rationalized to facilitate its manufacture.

[0010] The means described in claim 2 is the means described in claim 1.
In the above-mentioned variable bogie between rails for a railway vehicle, the locking member is changed.
Direction in which the position mechanism engages the locking member with the axle outer cylinder.
With a biasing means that constantly biases the
The locking member against the urging force of the urging means.
It is characterized by being displaced.

That is, a railcar for a railway vehicle according to claim 2
In the case of a variable bogie, the axle outer cylinder is locked to the axle box.
Since the member is always biased by the biasing means,
Can be reliably maintained in a fixed state where the gauge cannot be changed.
You.

The means according to claim 3 is the means according to claim 2.
In the above-mentioned variable bogie between rails for a railway vehicle, the locking member is changed.
Position mechanism to support the axle box instead of the wheels
On the plurality of axle box support rollers juxtaposed to the rail
A sled member swingably supported by the axle box;
The locking member reciprocates in conjunction with the swing of the sled member.
Connecting the locking member and the sled member
And the locking member further comprises:
The state of being locked to the axle box and the state of being separated from the axle outer cylinder
Is pivotally supported on the axle box so as to be capable of reciprocating displacement between
The connection link is such that the locking member connects the axle outer cylinder to the
When the sled member is locked to the axle box, the sled member is tilted in the front-rear direction.
The sled member extends obliquely and the sled member supports the plurality of axle boxes.
When sitting on rollers and extending horizontally in the front-rear direction
Is such that the locking member is separated from the outer cylinder of the axle.
Connecting said sled member and the locking member, as characterized by
I have.

That is, a railcar for a railway vehicle according to claim 3
In the inter-variable bogie, the contact with the axle box support roller
Displace the locking member in conjunction with the swing of the sled member
Can be linked with the start of the gauge change operation.
The axle outer cylinder is securely released by the stop member, and the
The axle outer cylinder is locked by the locking member in conjunction with the end of the change operation.
Can be securely locked. In addition, it is locked on the trolley side
It is necessary to mount an actuator etc. to displace the member.
Since it is unnecessary, the structure of the bogie can be simplified to reduce the weight and
And cost reduction.

[0014]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the rail-to-rail variable bogie according to the present invention will be described below in detail with reference to FIGS. Here, FIG. 1 is an overall side view of the rail-carriage variable bogie according to the present invention, FIG. 2 is a front sectional view showing the rail-measure variable bogie shown in FIG. 1 in a state corresponding to a narrow second rail, FIG. Is a side view showing the axle box as a single item, FIG. 4 is a perspective view showing the locking block as viewed obliquely from below, and FIG. 5 is a cross-sectional view taken along the line AA shown in FIG. FIG. 6 is an enlarged side sectional view of a main part showing the change locking device in a state in which the gauge cannot be changed, FIG. 6 is an enlarged side sectional view of a main part showing the gauge change locking device in a state in which the gauge can be changed, and FIG. FIG. 2 is a front cross-sectional view showing the variable gauge between trolleys shown in FIG. 1 in a state corresponding to a wide first gauge. In the following description, the axis direction of the axle is simply referred to as the “axial direction”.
And the direction in which the railcar travels back and forth is simply referred to as the "front-back direction".
Say

As shown in FIG. 1, a bracket 2 provided on a bogie frame 1 for supporting a body of a railway vehicle (not shown)
The shaft box 1 via a support shaft 3 and a rubber bush 4.
0 is pivotally supported. A shaft spring 7 is interposed between a spring receiving portion 5 of the bogie frame 1 and a spring seat 6 attached to an upper end of the shaft box 10.

The axle box 10 comprises a substantially cylindrical axle box body 11 and an axle beam 12 connected thereto as shown in FIGS. 1 to 3, and the tip 13 of the axle beam 12 is It is supported by. As shown in FIG. 2, an axle mounting hole 15 through which the axle end small diameter portion 21 of the axle 20 is inserted is formed through a flange 14 hanging down from a lateral end of the axle box main body 11. I have. As shown in FIG. 3, a guide groove 17 extending in the axial direction and a lock lever receiving groove 18 extending in the front-rear direction are formed at the lower end of the cylindrical inner peripheral surface 16 recessed in the axle box main body 11. Are connected to each other. Further, a shaft box support device 60 described below is attached to the lower end surface 11a of the shaft box main body 11.

As shown in FIG. 2, the small-diameter shaft end portion 21 of the axle 20 is inserted into the axle mounting hole 15 of the axle box 10 and is screwed to a male screw portion formed on the outer peripheral surface thereof. The shaft nut 22 is fastened to the flange 14. As a result, the axle 20 is
Since it is fixed so as not to be displaceable relative to 0 in the axial direction, the positioning accuracy of the axle outer cylinder 30 at the time of changing the gauge can be improved. However, the axle 20 is allowed to rotate around its axis with respect to the axle box 10, and even if the vehicle body rolls to cause an angle difference between the pair of right and left axle beams 12, a torsional moment is applied to the axle 20. It is not loaded. Further, the axle 20 can be displaced in the front-rear direction and the up-down direction with respect to the axle box 10 by the difference between the inner diameter of the axle mounting hole 15 and the outer diameter of the shaft end small diameter portion 21.

On the other hand, the axle 20 has a cylindrical axle outer cylinder 3.
0 is externally slidably fitted in the axial direction. A slide bearing is attached to the inner peripheral surface of the axle outer cylinder 30 so that the axle 20 can slide smoothly on the outer peripheral surface without rattling. A wheel 32 is rotatably supported at the center of the axle outer cylinder 30 in the longitudinal direction via a wheel bearing 31. Also, the axle box 1 of the axle outer cylinder 30
A drive motor 40 for rotating and driving the wheels 32 is attached to the end opposite to the side 0.

The stator 41 of the drive motor 40 is directly mounted on the outer peripheral surface of the outer cylinder 30 of the axle. The rotor 42 includes a motor bearing 34 attached to a flange 33 erected at an end of the axle outer cylinder 30, and a wheel 32.
And is rotatably supported by the web 35. Thus, the drive motor 40 is of a so-called DDM (direct drive motor) type that directly drives the wheels 32 to rotate.

At the end of the axle outer cylinder 30 on the side of the axle box 10, a substantially cylindrical shape having a female spline on its inner peripheral surface which engages with a male spline formed on the outer peripheral surface of the axle outer cylinder 30 is provided. A locking block 50 is attached. The locking block 50 is fastened to the axle outer cylinder 30 by a fastening nut 51, and serves to fix the wheel bearing 31 at a predetermined position via a spacer 36. The locking block 50 can be mounted on the axle outer cylinder 3 by changing the method of assembling the wheel bearing 31.
0 can be integrated.

As shown in FIG. 4, the locking block 50 has a cylindrical main body portion 5 which is slidably fitted in the cylindrical inner peripheral surface 16 of the axle box 10 in the axial direction.
2 and a pair of engaging projections 53 and 5 that are slidably fitted in the axial direction into the guide grooves 17 formed in the axle box 10 protruding from the lower end of the main body portion 52, respectively.
And 4. As a result, the driving reaction force of the drive motor 40 applied to the axle outer cylinder 30 is reduced by the male spline of the axle outer cylinder 30, the female spline of the locking block 50, the main body portion 52 of the locking block 50, and the engagement protrusion of the locking block 50. Since it is transmitted to the axle box 10 via 53 and 54, the axle outer cylinder 30 itself does not rotate.
A first engaging recess 55 is provided between the engaging protrusions 53 and 54, and a second engaging recess 56 is provided in a portion of the engaging protrusion 54 on the shaft box 10 side closer to the shaft box 10. Are provided, and are engaged with a lock lever 82 described later in the axial direction.

As shown in FIG. 2, the lower end surface 11a of the axle box 10 is provided with an axle box support device 60 for supporting the axle box 10 instead of the wheels 32 when the gauge is changed. The axle box support device 60 includes a spacer 61 formed by stacking a plurality of steel plates, a bracket 62 attached to a lower end of the spacer 61, and a swing supported by the bracket 62 so as to extend in parallel with the axle 20. Drive shaft 63
And a sled 64 that is swingably supported by the swing shaft 63 and extends in the front-rear direction.

As shown in FIG. 6, the sled 64 slides on a large number of axle box support rollers 71 of the axle box support rail 70 provided on the ground side when the gauge is changed. As shown in FIG. 2, a guide shoe 65 attached to the side surfaces of the axle box 10 and the axle box support device 60 is provided.
Slides with the vertical wall portion 72 of the axle box support rail 70,
It guides the axle box 10 in the forward direction.

Next, a description will be given of a gauge change lock device 80 which locks the locking block 50, that is, the axle outer cylinder 30 to the axle box 10, and fixes the wheel 32 so that the gauge change is not possible. The gauge change lock device 80 includes a swing shaft 81 attached to the shaft beam 12 and extending parallel to the axle 20, a base end of which is supported by the swing shaft 81, and a swing end of which is a shaft box. 10, a lock lever 82 inserted into the lock lever receiving groove 18, and a spring seat 83 connected to the base end side of the lock lever 82 and the shaft beam 12 are interposed between the lock lever 82 and the lock lever 82. Locking block 50
And a connection link 86 for connecting the spring seat 83 and the sled 64 of the axle box support device 60 via swing support shafts 85 and 65. I have.

As a result, during normal running shown in FIG. 5, the lock lever 82 is always urged by the coil spring 84, and the first engagement recess 55 or the second engagement recess 55 of the locking block 50 is provided. Engage with any one of 56. Therefore, the locking block 5
0, that is, the axle outer cylinder 30 is locked to the axle box 10 by the lock lever 82, and is fixed in a state where the gauge cannot be changed. Further, the sled 64 of the axle box support device 60 is pushed by the coil spring 84 via the connection link 86, and the sled 64 shown in FIG.
As shown in (2), it is maintained in an obliquely inclined state.

On the other hand, when the gauge is changed as shown in FIG. 6, the sled 64 of the axle box support device 60 is seated on the axle box support roller 71 and extends horizontally in the front-rear direction. Then, the sled 64 pushes the spring seat 83 via the connection link 86, and the coil spring 84
The lock lever 82 is swung around the swing shaft 81 against the urging force of. As a result, the swinging end of the lock lever 82 is separated below the locking block 50, so that the shaft box 1 of the locking block 50 is locked by the lock lever 82.
0 is released, and the locking block 50, that is, the outer cylinder 30 of the axle can be displaced in the axial direction.

Next, the rail-carriage variable trolley 100 of this embodiment configured as described above is moved from the state corresponding to the narrow second rail shown in FIG. 2 to the wide first rail shown in FIG. A flow for changing the gauge to a state corresponding to the gauge will be described.

First, during normal running, the wheels 32 are rotationally driven by the drive motor 40 and roll on the rail R.
At this time, the driving reaction force of the driving motor 40 is transmitted to the axle box 10, that is, the bogie frame 1 via the axle outer cylinder 30 and the locking block 50. Further, as shown in FIG. 2, the lock lever 82 engages with the second engagement concave portion 56 of the locking block 50 in the second gauge corresponding state, so that the wheel 32 is surely in a state where the gauge cannot be changed. Fixed.

Further, the locking block 50 is
And the axle outer cylinder 30 integrated with the locking block 50 is fitted to the axle 20 via the slide bearing, so that the axle box 10 and the axle 20 do not rattle. Thereby, high-speed running performance of the rail-to-rail variable bogie 100 of the present embodiment can be significantly improved.

On the other hand, the rail change of the rail-carriage variable bogie 100 of the present embodiment is performed by traveling in a rail change section in which the rail R and the axle box support rail 70 are arranged side by side. That is, when the rail-to-rail variable vehicle 100 of this embodiment enters the rail-to-rail change section, the rail R gradually descends with respect to the axle box support rail 70, and the sled 64 of the axle box support device 60 eventually turns to the axle box support. It sits on the roller 71.
Thus, the axle box 10 is supported by the axle box support rails 70, not by the wheels 32, so that it is possible to change the gauge by displacing the wheels 32 in the axial direction.

At this time, the sled 64 of the axle box support device 60 is
Since it slides on a large number of axle box support rollers 71 provided on the axle box support rail 70, the axle box 10
That is, the body of the railway vehicle can be smoothly advanced. Further, the traveling direction of the axle box 10 can be reliably guided by the vertical wall portion 72 of the axle box support rail 70.
Further, the axle box support device 60 is provided with a spacer 61 formed by laminating a large number of steel plates. Accordingly, even if the wheels 32 are ground to correct irregular wear of the treads of the wheels 32 and the diameter thereof is reduced, the relative height between the sleds 64 and the axle box support rails 70 can be adjusted by adjusting the number of the spacers 61. Adjust the length, and a total of four sleds 64 per truck
However, it can be set so as to be seated on the axle box support roller 71 at the same time.

When the sled 64 of the axle box support device 60 is seated on the axle box support roller 71 and extends horizontally in the front-rear direction, as shown in FIG.
And the locking of the locking block 50 to the axle box 10 is released. In this state, the wheels 32
When pushed to the axle box 10 side, the axle outer cylinder 30 slides on the axle 20 and the locking block 50 slides inside the axle box 10 to the axle box 10 side. When the locking block 50 comes into contact with the flange 14 of the axle box 10, the wheel 32 is positioned at a position corresponding to the wide first gauge.

Thereafter, the rail R gradually rises and the axle box 10
Is reached by the wheels 32, the axle box support rail 70 then gradually descends. When the sled 64 of the axle box support device 60 is separated from the axle box support roller 71, the lock lever 82 is pushed by the coil spring 84 as shown in FIG. Stop. Thereby, the wheel 32 is fixed in a state where the gauge cannot be changed.

In the above, the case where the gauge of the rail-to-gauge variable bogie 100 of this embodiment is changed from the narrow second gauge to the wide first gauge is described as an example. The flow is almost the same when changing the gauge between the narrow second gauges. When the wheel 32 is fixed in the second gauge-compatible state, the axle outer cylinder 30 is positioned in contact with the stopper 23 provided at the longitudinal center of the axle 20. At this time, the axle 20 is positioned so as not to be displaceable relative to the axle box 10 in the axial direction thereof.
The lock lever 82 can be securely engaged with the first engagement recess 55 of the locking block 50.

That is, as is apparent from the above description, the rail-gauge variable bogie 100 of the present embodiment is capable of changing the gauge without the axle 20 moving up and down with respect to the axle box 10 and the state in which the gauge cannot be changed. And the mechanism for guiding the axle 20 in the vertical direction can be dispensed with, and the structure for changing the gauge can be simplified and simplified. It can be small and lightweight. This allows
The unsprung weight of the rail-to-rail variable bogie 100 of the present embodiment can be suppressed from increasing, so that ride comfort and noise and vibration performance can be improved, and rail wear can be reduced.

Further, in the rail-to-rail variable bogie 100 of this embodiment, the locking block 50 is
0 and the axle outer cylinder 30 integrated with the locking block 50 is fitted to the axle 20 via the slide bearing, so that the axle box 10 and the axle 20 do not rattle. Thereby, high-speed running performance of the rail-to-rail variable bogie 100 of the present embodiment can be significantly improved.

Further, the rail-to-rail variable bogie 100 of this embodiment causes the lock lever 82 to engage and disengage with the locking block 50 in conjunction with the swing of the sled 64 placed on the axle box support roller 71 when the rail distance is changed. It is structured to switch between a gauge-changeable state and a gauge-change-impossible state. As a result, it is not necessary to mount an actuator or the like for displacing the lock lever 82 on the truck side, so that the structure of the truck can be simplified and the weight can be reduced and the manufacturing cost can be reduced. In addition, since a state in which the gauge can be changed and a state in which the gauge cannot be changed are switched by using the axle box support rail 70 provided on the ground side, locking and locking of the locking block 50 to the axle box 10 by the lock lever 82 are performed. The release can be reliably linked to the start and end of the gauge change work.

Although the embodiment of the rail-to-rail variable bogie according to the present invention has been described in detail above, it is needless to say that the present invention is not limited to the above-described embodiment, and various modifications are possible. No. For example, in the above embodiment, the sled 64 and the lock lever 82
Are linked to each other via the connection link 86, but the sled 64 and the lock lever 82 may be integrated. Further, the axle outer cylinder 30 and the locking block 50 can be integrated. Further, the locking block 50 may be configured to be locked not on the axle box 10 but on the axle 20. Further, the lock lever 82 can be attached to the axle 20 instead of to the axle box 10.

[0039]

As is apparent from the above description, the rail-gauge variable bogie according to the present invention switches between the gauge-changeable state and the gauge-change-disabled state without moving the axle up and down with respect to the axle box. This eliminates the need for the space required to move the axle up and down and the mechanism to guide the axle up and down, making the structure for changing the gauge simple, compact and lightweight. It can be. Accordingly, it is possible to suppress an increase in unsprung weight of the rail-car variable bogie of the present invention, thereby improving ride comfort and noise and vibration performance, and reduce rail wear.

Further, in the rail-to-rail variable bogie of the present invention, the axle outer cylinder is fitted to the axle box and the axle outer cylinder is fitted to the axle. There is no. Thereby, the high-speed running performance of the rail-carriage variable bogie of the present invention can be significantly improved.

Further, the rail-to-rail variable bogie of the present invention can change the rail by changing the locking by engaging and disengaging the locking member with the axle outer cylinder in conjunction with the swing of the sled member placed on the axle box support roller when the rail is changed. It is structured to switch between a state and a state in which the gauge cannot be changed. Accordingly, since it is not necessary to mount an actuator or the like for displacing the locking member on the truck side, it is possible to simplify the structure of the truck and reduce the weight and the manufacturing cost. In addition, since the state where the gauge can be changed and the state where the gauge cannot be changed are switched by using the axle box support rail provided on the ground side, locking and unlocking of the axle outer cylinder with respect to the axle box by the locking member are performed. Thus, it can be reliably linked to the start and end of the gauge change work.

[Brief description of the drawings]

FIG. 1 is an overall side view of a rail-to-rail variable bogie according to the present invention.

FIG. 2 is a front cross-sectional view showing the variable gauge between bogies shown in FIG. 1 in a second gauge compatible state.

FIG. 3 is a side view showing the axle box in a single item state.

FIG. 4 is a perspective view showing the locking block as viewed obliquely from below.

FIG. 5 is an enlarged side cross-sectional view of a main part showing the gauge-change lock device in a state in which the gauge cannot be changed, which is broken along a line AA shown in FIG. 2;

FIG. 6 is an enlarged side sectional view of a main part, similar to FIG. 5, showing the gauge change lock device in a state in which the gauge change is possible.

FIG. 7 is a front cross-sectional view showing the variable gauge between carts shown in FIG. 1 in a state corresponding to a wide first gauge.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Bogie frame 7 Axle spring 10 Axle box 11 Axle box main body 12 Axle beam 14 Flange 15 Axle mounting hole 16 Cylindrical inner peripheral surface 17 Guide groove 18 Lock lever receiving groove 20 Axle 21 Shaft end small diameter portion 22 Shaft nut 23 Stopper 30 Outside axle Tube 31 Wheel bearing 32 Wheel 33 Flange 34 Motor bearing 35 Web 36 Spacer 40 Drive motor 41 Stator 42 Rotor 50 Locking block 51 Tightening nut 52 Main body part 53, 54 Engagement projection 55, 56 Engagement concave part 60 Shaft box support Apparatus 61 Spacer 62 Bracket 63 Swing shaft 64 Sledge 70 Shaft box support rail 71 Shaft box support roller 72 Vertical wall portion 80 Gauge change lock device 81 Swing shaft 82 Lock lever (locking member) 83 Spring seat 84 Coil spring (with energizing means) 86 trajectories for railway vehicles by the connection link 100 the present invention Variable truck

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Yukio Minowa 3-9-6 Osawa, Mitaka-shi, Tokyo Subaru Research Institute, Inc. (56) References JP-A-6-40335 (JP, A) JP 8-169338 (JP, A) JP-A 8-332950 (JP, A) JP-A 8-332951 (JP, A) JP-A 8-253147 (JP, A) (58) Fields investigated (Int) .Cl. ⁷ , DB name) B61F 7/00

Claims (3)

(57) [Claims] 1. A and axle boxes mounted on the truck frame for supporting the body of a railway vehicle, an axle mounted relative non-displaceable in its axial direction relative to the journal box, slidably fitted on the axle the axle between a position corresponding to the position and a second gauge that corresponds to the first gauge is
And reciprocally slidable axle outer cylinder in the axial direction of the rotatably supported by rail via the bearing to the axle outer cylinder
A wheel that rolls on the axle; a locking member that can lock the axle outer cylinder to the axle box at a position corresponding to the first gauge and a position corresponding to the second gauge; A locking member displacement mechanism for reciprocatingly displacing the locking member between a state in which an outer cylinder is locked to the axle box and a state in which the outer cylinder is separated from the axle outer cylinder , wherein the axle box is provided outside the axle. The cylinder reciprocates in the axial direction of the axle
An inner peripheral surface that fits inside so that it can slide, and
A guide groove extending in the axial direction of the axle, and the outer cylinder of the axle fits into the guide groove and is opposed to the axle box.
The slidable in the axial direction of the axle,
The outer peripheral surface that engages in the direction of rotation about the axis of the shaft
The engaging member has an engaging protrusion protruding from the engaging protrusion, and the locking member has an axial direction between the engaging protrusion and the axle.
The axle outer cylinder can be locked to the axle box by
A variable bogie between rails for a railway vehicle. 2. The locking member displacement mechanism according to claim 1 , wherein
Biasing means for constantly biasing in the direction engaging with the axle outer cylinder;
When changing the gauge, the biasing means
The rail-to-rail variable bogie according to claim 1, wherein the locking member is displaced against a force . 3. The locking member displacing mechanism includes a rail for supporting the axle box in place of the wheel.
That can slide on a plurality of axle box support rollers
A sled member swingably supported by the pivot box, and the locking member reciprocatingly displaced in conjunction with the swing of the sled member.
Connecting member for connecting the locking member and the sled member to
Further comprising links and, wherein the locking member is Zhou for locking the axle outer cylinder to the axle box
Between the state and the state separated from the axle outer cylinder.
The connection link is supported by the axle box.
When the sled member is locked to the axle box, the sled member is tilted in the front-rear direction.
The sled member extends obliquely and the sled member supports the plurality of axle boxes.
When sitting on rollers and extending horizontally in the front-rear direction
Is such that the locking member is separated from the outer cylinder of the axle.
The rail gauge for a railway vehicle according to claim 2, wherein a locking member and the sled member are connected.
Transformers.