JP3406489B2 - 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 railcar variable bogie for a railroad vehicle, and more specifically, it can smoothly guide vertical movements of an axle when changing the railroad track, and causes a snake movement of the bogie or the like. The present invention relates to a variable gauge carriage for railway vehicles that is improved so as not to generate excessive force.

[0002] In Japanese railways, for example, a standard gauge with a gauge of 1435 mm used for bullet trains and a narrow gauge with a gauge of 1067 mm used for conventional lines are used together, but the gauges differ. If railway vehicles that can run continuously on these tracks are developed, the merits such as convenience of passengers, shortening of arrival time, and reduction of railway construction costs are extremely large. Therefore, the applicant of the present application has developed and applied for various railcar variable bogies for railway vehicles. (JP-A-8
-253147, JP-A-8-332950, JP-A-8-332951, and Japanese Patent Application No. 9-93834).

[0003]

By the way, when changing the gauge in the gauge variable carriage according to the above-mentioned prior application,
First, the axle is displaced downward with respect to the axle box, and the engagement between the locking block and the axle box is released. Next, the locking block is displaced in the axial direction of the axle to change the distance between the pair of left and right wheels, and then the axle is displaced upward with respect to the axle box to reengage the axle box and the locking block. It is like this.

However, for example, the above-mentioned Japanese Patent Laid-Open No. 8-
As described in Japanese Patent No. 332950, in a type in which a guide hole provided in a shaft box and a guide pin attached to a shaft end beam are slide-fitted to guide vertical movement of an axle, the guide pin slides when tilted. May become uncomfortable, and it may not be possible to smoothly guide the vertical movement of the axle.

On the other hand, when the degree of fitting between the guide hole and the guide pin is loosened, play is generated in the portion that supports the axle on the axle box, and vibration or impact is applied to the axle as the vehicle travels. Not only can it be worn or damaged, but the truck can be meandered.

Further, in an axle beam type variable gauge carriage in which the axle box is attached to the swing end of an axle beam whose base end is pivotally supported by the bogie frame, when the axle is fixed to the axle box, the bogie rolls. When this happens, a large torsional moment acts on the axle, causing damage to the axle or the joint between the axle and the axle box.

Therefore, an object of the present invention is to smoothly and surely guide the vertical movement of the axle at the time of changing the gauge, and to reliably position the axle in the axial direction to prevent the vehicle from making a serpentine action. Another object of the present invention is to provide a bogie gauge-adjustable bogie for a railway vehicle, in which an unreasonable force does not act on the axle and the axle support structure portion even if the bogie rolls.

[0008]

A bogie for a railroad vehicle of the present invention which solves the above-mentioned problems is an axle box supported by a bogie frame of a railcar variable bogie for a railroad vehicle, and vertically movable with respect to the axle box. And an axle that is displaced downward with respect to the axle box when changing the gauge, and that is fitted to the axle and slidable in the axial direction of the axle and relatively rotatable about the axis. Axle outer cylinder that is capable of being rotated relative to the axle outer cylinder and is fitted to the axle outer cylinder such that the axle box is slidably displaced together with the axle outer cylinder, and the axle box is in a position corresponding to a standard gauge and a position corresponding to a narrow gauge. A locking block that can be fixed to the shaft and an engagement arm that extends outward in the radial direction with respect to the axis of the axle and that is attached to the end of the axle, and the rotation of the engagement arm around the axis of the axle. While allowing the rocking of Sandwiching Kigakarigo arm in the axial direction of the axle, first and second attached to the axle box
And an elastic cushioning member. The locking block includes a pair of front and rear side surfaces that are arranged in a V shape so that the interval becomes narrower toward the top when viewed from the axial direction of the axle, and a vertical wall surface that is continuously provided at the lower end portion and extends vertically. ,
The axle box has a pair of front and rear inner wall surfaces that closely adhere to the pair of front and rear side surfaces of the locking block when the gauge is not changed, and the locking block is connected to the lower end portion thereof and extends vertically. A guide surface that guides the vertical wall surface of the contact body, and the first and second elastic cushioning members slidably contact the engagement arm over the entire range of vertical movement of the engagement arm. And elastic pressing means for elastically pressing the contact body against the engaging arm. Preferably, the engagement arm extends so as to be orthogonal to the pair of front and rear side surfaces of the locking block when viewed in the axial direction of the axle, and the first and second elastic cushioning members. Is attached to the axle box along a pair of front and rear inner wall surfaces of the axle box.

That is, in the railcar variable gauge truck of the present invention, the engagement arm of the shaft end beam is elastically clamped in the axial direction of the axle by the first and second elastic cushioning members attached to the axle box. It is allowed to move up and down with respect to the axle box. As a result, even if the axle is displaced in the axial direction, the elastic bodies of the first and second elastic cushioning members are elastically deformed to absorb the shock due to the displacement of the axle and to prevent the axle from causing rattling. Since the vehicle can be reliably positioned in the axial direction, it is possible to reliably prevent the vehicle from making a serpentine action. Further, since the first and second elastic cushioning members are in sliding contact with the engaging arm over the entire range of vertical movement of the engaging arm, the engaging arm, that is, the axle is smoothly guided and moved up and down. You can Further, when the railcar variable bogie for a railroad vehicle to which the present invention is applied is an axle beam bogie, the axle is rotated around its axis with respect to the axle box by rolling of the bogie. Along with this, the engaging arm swings and displaces about the axis of the axle, but since the first and second elastic cushioning members slidably contact the engaging arm, the swinging displacement of the engaging arm. Can be tolerated. Therefore, even if the axle beam type carriage rolls, the first and second elastic cushioning members, the engagement arm, and
No excessive force is applied to the shaft end beam, axle box, axle, etc.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, an embodiment of a variable gauge carriage for a railroad vehicle according to the present invention will be described in detail with reference to FIGS. 1 to 5. Here, FIG. 1 is a front cross-sectional view showing a railcar variable gauge for a railcar of the present invention, FIG. 2 is a side view showing a railroad gauge variable carriage for a railcar of the present invention, and FIG. 3 is III shown in FIG.
-III is a cross-sectional view taken along the broken line, and FIG. 4 is the IV shown in FIG.
FIG. 5 is an enlarged side view of an essential part of the variable gauge carriage for a railroad vehicle of the present invention, showing an enlarged front view of an essential part as viewed from the direction of the arrow, and FIG. 5 showing a normal state in the left half and a changed gauge in the right half. In the following description, the axial direction of the axle is simply referred to as "axial direction".
Also, the traveling direction of the bogie for rail cars is simply "forward and backward".
In some cases, the vertical direction with respect to the railcar bogie may be simply referred to as “vertical direction”.

As shown in FIGS. 1 and 2, the bogie 100 for a railway vehicle according to the present embodiment is a DDM system (direct drive motor system) in which a drive motor directly rotates the axle without a reduction gear. , And a shaft beam type bogie in which a shaft box is attached to a swing end of a shaft beam whose base end is pivotally supported by a bogie frame.

As shown in FIG. 1, a cylindrical axle outer cylinder 10 is fitted on a cylindrical axle 1 so as to be slidable in the axial direction of the axle 1 and relatively rotatable about the axis. ing. An unillustrated precision resin plate (sliding bearing) formed in a thin plate shape from a resin material such as polyamide having self-lubricity is fitted on the inner peripheral surface of the axle outer cylinder 10, The outer cylinder 10 of the axle is smoothly slid with respect to the axle 1 and relatively rotated. A wheel 12 is rotatably supported at a central portion in the axial direction of the axle outer cylinder 10 via a wheel bearing 11. As a result, by slidingly displacing the axle outer cylinder 10 in the axial direction of the axle 1, it is possible to change the gauge of the wheel 12 between the position corresponding to the standard gauge and the position corresponding to the narrow gauge. As shown in FIG. 1, the axle 1 is provided with a stepped portion 2 to regulate the position so that the axle outer cylinder 10 does not move to the axial center portion of the axle 1 more than necessary. .

A drive motor 20 for rotating the wheels 12 is mounted near the center of the wheels 12. The drive motor 20 has a cylindrical casing 21 as a rotor. One end of the casing 21 is supported by a flange portion 13 provided upright on the end of the axle outer cylinder 10 via a motor bearing 14, and the other end of the casing 21 is supported by the web 15 of the wheel 12. It is screwed on. further,
A magnet 22 is attached to the inner peripheral surface of the casing 21, and an iron core and a coil (not shown) are attached to the outer peripheral surface of the axle outer cylinder 10 to form a stator 23. As a result, when the coil is energized, the casing 21 rotates and the wheels 12 are driven to rotate.

A locking block 30 is screwed to the end portion of the axle outer cylinder 10 on the shaft end side in a spline-fitted state so as not to rotate relative to each other. When the tightening nut 31 that is screwed into the end portion of the axle outer cylinder 10 on the shaft end side is tightened, the annular spacer 16 loosely fitted in the axle outer cylinder 10 causes the inner ring of the wheel bearing 11 to move in the axial direction. Press on the wheel bearing 11
Is designed to be fixed.

The locking block 30 serves to engage with an axle box 40, which will be described later, and to fix the axle outer cylinder 10 in the axial direction of the axle 1 so as not to be slidable (to change the gauge). For this reason, a pair of engaging projections 32, 33 are provided on the upper end surface of the locking block 30 so as to project. As a result, among the engaging protrusions 32 and 33, the engaging protrusion 32 on the shaft end side as shown in FIG.
When engaged with the engagement hole 43 of 0, the axle outer cylinder 10 is fixed in a narrow gauge compatible state. On the other hand, the engagement protrusion 3 on the wheel side
When 3 is engaged with the engagement hole 43 of the axle box 40, the axle outer cylinder 10 is fixed in a state compatible with standard gauge. The locking block 30 can be displaced downward relative to the axle box 40 from the state shown in FIG. As a result, when the locking block 30 is displaced downward, the engagement between the pair of engagement protrusions 32 and 33 and the axle box 40 is released, and the axle outer cylinder 10 can be slid and displaced to change the gauge. Become.

Further, the locking block 30 engages with the axle box 40, receives the weight of the railroad vehicle body loaded on the axle box 40 and transmits the weight to the axle 1, and the outer casing 10 of the axle.
It plays the role of transmitting the drive reaction force of the drive motor 20 applied to the shaft box 40. For this reason, as shown in FIG. 2, the locking block 30 has a pair of front and rear side surfaces 34, 34 arranged in a “C” shape with a narrower interval when viewed from the axial direction of the axle 1. It is provided. Then, the axle box 40 is provided on the side surfaces 34, 34.
Are to be placed.

On the other hand, as shown in FIG. 2, the axle box 40 has a shaft beam 41 whose tip is pivotally supported by a support shaft P on a bracket B of a bogie frame D, and a swing end of the shaft beam 41. It has a cylindrical shaft box main body 42 fixed integrally. Inside the axle box body 42, a pair of inner wall surfaces 42 a, 4 that can be in close contact with the pair of side surfaces 34, 34 of the locking block 30.
2a (see FIG. 3) is formed. As a result, in a normal state in which the locking block 30 is located above the inside of the axle box main body 42, the side surface 34 of the locking block 30,
34 and the inner wall surfaces 42a, 42a of the axle box 40 are in close contact with each other, and the locking block 30 and the axle box 40 are engaged with each other.

Further, the inner wall surface 42a of the axle box body 42,
As shown in FIG. 5, a pair of parallel guide surfaces 42b, 42b extending in the up-down direction are continuously provided at the lower end of 42a. Further, at the lower end of the locking block 30, vertical wall surfaces 35, 35 extending in parallel with the pair of guide surfaces 42b, 42b with a slight gap therebetween are provided. As a result, when the locking block 30 moves up and down inside the axle box body 42, the vertical wall surfaces 35, 35 on the locking block 30 side and the guide surface 42 on the axle box 40 side.
Since b and 42b slide on each other, the locking block 30 is guided so as to move up and down smoothly with respect to the axle box body 42.

Further, a spring seat 45 is attached to the upper surface of the axle box body 42 as shown in FIGS. 1 and 2, and a pair of inner and outer members interposed between the bogie frame D and the axle box body 42 are provided. The shaft springs 46 and 47 are supported. As a result, the bogie frame D
The weight of the vehicle body of the railway vehicle (not shown) loaded on the axle 1 is transmitted through the axle springs 46 and 47, the spring seat 45, the axle box body 42, the locking block 30, and the axle outer cylinder 10, respectively.
After being transmitted to the vehicle, it is supported by the wheels 12 rolling on the track R. Further, a vehicle body support roller 49 that rolls on the vehicle body support rail 48 when the gauge is changed is attached to a lower end portion of the axle box body 42.

By the way, when the locking block 30 is moved up and down with respect to the axle box 40 to change the gauge, the axle 1 moves up and down smoothly without being displaced in the axial direction thereof. Must be guided vertically. Therefore, as shown in FIG. 1, the variable rail gauge 100 for railcars of the present embodiment has a shaft end beam 50 screwed to the shaft end portion 3 of the axle 1 by a tightening nut 4.
A bracket 60 screwed to the axle box 40, and a pair of elastic cushioning members 70, 80 screwed to the bracket 60.
It has and.

As shown in FIGS. 2 and 3, the shaft end beam 50 has a substantially annular main body portion 51 fitted onto the shaft end portion 3 of the axle 1, and the main body portion 51 extending from the main body portion 51 to the axis line of the axle 1. On the other hand, it has a pair of front and rear engagement arms 52 each having a rectangular cross-sectional shape and extending outward in the radial direction. As shown in FIG. 2, the pair of engagement arms 52 has a pair of front and rear side surfaces 42c of the axle box main body 42 arranged in a “H” shape whose interval becomes narrower toward the top when viewed from the axial direction of the axle 1. , 42c and extend symmetrically with respect to the axis of the axle 1 in the front-rear direction (left-right symmetry with respect to the plane of the drawing).
As a result, the first and second elastic cushioning members 70, 80
It is possible to attach the bracket 60 for supporting the above in a compact manner along the side surfaces 42c, 42c of the axle box body 42. Further, since the mounting position of the bracket 60 is displaced slightly above the center of the axle 1, the bracket 60 can be arranged inside the vehicle limit L shown by the chain line in FIG.

Further, as shown in FIGS. 3 and 5, the main body portion 51 is arranged between a pair of front and rear side surfaces 61b, 61b of the bracket 60 which face each other, and a pair of upper and lower side surfaces 53 of the front and rear sides. , 54. And
These side surfaces 53, 54 are formed on the bracket 60 such that the clearances between the side surfaces 61b, 61b of the bracket 60 increase as the positions increase and decrease from the base points 55, 55 facing the center O of the axle 1 in the front-rear direction. Side surfaces 61b, 61b
Is inclined at a predetermined angle θ with respect to. The angle θ is set between the axle 1 and the axle box 40 when the axle beam type variable gauge trolley according to the present embodiment rolls and an angle difference occurs between the pair of left and right axle boxes as shown in FIG. 6. It is larger than the twist angle that occurs between. As a result, even if the axle beam type railcar bogie in the present embodiment rolls and a twist angle is generated between the axle 1 and the axle box 40, the side surfaces 53 and 54 of the shaft end beam 50 form the bracket 60. They do not interfere with each other and force is not exerted on them.

The base points 55, 55 are arranged so as to face the side surfaces 61b, 61b of the bracket 60 with a slight gap therebetween. This allows
When the locking block 30 and the axle 1 move up and down inside the axle box body 42, the vertical wall surfaces 35, 35 on the locking block 30 side are guided by the guide surfaces 42b, 42b on the axle box 40 side.
Is guided by the base point 55 of the shaft end beam 50,
Since 55 is guided by the side surfaces 61b and 61b of the bracket 60, the locking block 30 is attached to the axle box main body 42.
It is guided to move up and down without tilting.

As shown in FIGS. 3 and 4, the bracket 60 has side surfaces 42c and 42 of the axle box body 42.
The side surface portion 63 screwed to the c with the fixing bolts 62 and 62, and the end surface portions 65 and 6 screwed to the end surfaces 42d and 42d of the axle box body 42 with the fixing bolts 64 and 64, respectively.
5 and 5. Further, the side surface portion 63 of the bracket 60 is provided with the first elastic cushioning member 70, and the end surface portion 65 is provided with the second elastic cushioning member 80.
Each of them is screwed so as to face a window 66 formed in the bracket 60.

The first elastic cushioning member 70 is a metal base plate 7 screwed to the side surface portion 63 of the bracket 60.
1 and a metal contact plate 72 whose surface 72a extends perpendicularly to the axis of the axle 1 and slidably contacts one side surface 52a of the engaging arm 52, and is mounted between the two. And an elastic body 73 formed in a block shape from a polymeric elastic material such as rubber or elastomer.
Similarly, the second elastic cushioning member 80 is attached to the bracket 6
Substrate 81 made of metal screwed to the end face portion 65 of 0.
And a metal contact plate 82 whose surface 82a extends perpendicularly to the axis of the axle 1 and slidably contacts the other side surface 52b of the engaging arm 52, and a rubber attached between the two. Alternatively, it has an elastic body 83 molded in a block shape from a polymeric elastic material such as an elastomer.

Further, the first and second elastic cushioning members 7
0 and 80 are surfaces 72a and 82 of the contact plates 72 and 82.
a is configured to face each other with a gap dimension smaller than the thickness dimension T of the engaging arm 52 in the axial direction. Accordingly, when the pair of front and rear engagement arms 52, 52 are inserted between the first and second elastic cushioning members 70, 80, respectively, the contact plate 72 of the first elastic cushioning member 70 is inserted.
Is elastically pressed by the elastic body 73 so that the engaging arm 5
It closely adheres to the one side surface 52a of the No. 2. At the same time, the contact plate 82 of the second elastic cushioning member 80 is elastically pressed by the elastic body 83 and comes into close contact with the other side surface 52b of the engaging arm 52. As shown in FIG. 3, the engagement arms 52, 52 are held by the first and second elastic cushioning members 70, 80, and the end faces 42 of the axle box main body 42.
There is no contact with d and the inner side surface 61a of the bracket 60.

As a result, even if the axle 1 is displaced in the axial direction, the elastic bodies 73 and 83 of the first and second elastic cushioning members 70 and 80 are elastically deformed, and the shock due to the displacement of the axle is absorbed. Since the axle 1 can be reliably positioned in the axial direction without causing rattling, it is possible to reliably prevent the vehicle from making a serpentine action. Furthermore, since the first and second elastic cushioning members 70, 80 are in sliding contact with the engaging arms 52, 52 over the entire range of vertical movement of the engaging arms 52, 52 when the gauge is changed, the engaging arms 52, 52 are engaged. The arms 52, 52, that is, the axle 1 can be smoothly and accurately moved up and down.

Furthermore, when the axle beam type variable gauge carriage according to the present embodiment rolls, the axle 1 rotates about its axis with respect to the axle box 40. Along with this, the engagement arms 52, 52 swing around the axis of the axle 1, but the first and second elastic cushioning members 70, 80 do not.
52 is always in slidable contact with the engaging arm 5
The swing of 2, 52 can be allowed. This allows
Even if the axle beam type bogie in this embodiment rolls, it is impossible for the first and second elastic cushioning members 70, 80, the engaging arms 52, 52, the shaft end beam 50, the axle 1, the axle box 40 and the like. No force is applied.

That is, in the railcar variable bogie 100 for a railcar according to this embodiment, the engaging arm 52 of the shaft end beam 50 is attached to the axle box body 42 via the bracket 60.
The second elastic cushioning members 70 and 80 elastically sandwich the axle 1 in the axial direction, and allow the vertical movement with respect to the axle box body 42. As a result, even if the axle 1 is displaced in the axial direction, the elastic bodies 73 and 83 of the first and second elastic cushioning members 70 and 80 are elastically deformed, while absorbing the shock due to the displacement of the axle. Since the axle 1 can be reliably positioned in the axial direction without causing the occurrence of wobbling, it is possible to reliably prevent the vehicle from making a serpentine action. Further, since the first and second elastic cushioning members 70, 80 are in sliding contact with the engaging arm 52 over the entire range of vertical movement of the engaging arm 52, the engaging arm 52, that is, the axle 1 can be smoothly moved. And it can be moved up and down accurately. When the axle beam type bogie rolls, the axle 1 rotates about its axis with respect to the axle box 40. Accordingly, the engagement arm 52
Oscillates about the axis of the axle 1, but the first and second elastic cushioning members 70, 80 slidably contact the engaging arm 52, so that the engaging arm 52 is allowed to oscillate. be able to. Therefore, even if the axle beam type bogie rolls, an unreasonable force is not applied to the first and second elastic cushioning members 70, 80, the engagement arm 52, the axle 1 and the like.

Although one embodiment of the variable track gauge for railway vehicles according to the present invention has been described above in detail, the present invention is not limited to the above-described embodiments, and it goes without saying that various modifications can be made. Yes. For example, in the above-described embodiment, the first and second elastic cushioning members 70 and 80 are attached to the axle box body 42 via the bracket 60.
Attached to the first and second elastic cushioning members 7
It is also possible to attach 0, 80 directly to the axle box body 42. In addition, in the above-described embodiment, the contact plates 72 and 82 are pressed against the engaging arms 52 and 52 by the elastic bodies 73 and 83 formed in a block shape from a polymeric elastic material such as rubber or elastomer. However, it is possible to use a structure in which the contact plates 72 and 82 are elastically pressed using other types of mechanical springs that are generally used in the field of mechanical engineering, such as coil springs and leaf springs. it can.

[0031]

As is apparent from the above description, in the variable gauge truck for a railroad vehicle of the present invention, the engagement arm of the shaft end beam is
The first and second elastic cushioning members attached to the axle box allow the axle to move up and down with respect to the axle box while being elastically sandwiched in the axial direction of the axle. Even if it is displaced in the axial direction, the elastic bodies of the first and second elastic cushioning members are elastically deformed to absorb the shock due to the displacement of the axle and to secure the axle in the axial direction without causing rattling. Can be positioned. Thus, according to the present invention, it is possible not only to prevent the wear of the contact portion between the shaft end beam and the first and second elastic cushioning members, but also to reliably position the axle in the axial direction thereof. Since it can be supported, it is possible to reliably prevent the snake from making a snake action.

Further, according to the variable track gauge for railroad vehicle of the present invention, the first and second elastic cushioning members slide and contact the engaging arm over the entire range of vertical movement of the engaging arm. The sliding contact between the first and second elastic cushioning members and the engagement arm is not hindered. As a result, according to the present invention, the operation of vertically moving the axle with respect to the axle box when changing the gauge can be performed smoothly and reliably.

Further, in the case where the railcar variable bogie for a railway vehicle to which the present invention is applied is an axle beam type bogie, the rolling of the bogie causes the axle to rotate about its axis with respect to the axle box.
Although the engaging arm swings around the axis of the axle, the first and second elastic cushioning members are slidably in contact with the engaging arm, so that the swinging of the engaging arm can be permitted. Thus, even if the axle beam type bogie rolls, an unreasonable force is not applied to the first and second elastic cushioning members, the engaging arm, the axle, and the like.

Therefore, according to the present invention, the vertical movement of the axle at the time of changing the gauge can be smoothly and surely guided, and the axle can be surely positioned in the axial direction thereof to prevent the vehicle from making a serpentine action. Further, it is possible to provide a bogie gauge-adjustable bogie for a railway vehicle in which an unreasonable force does not act on the axle and the axle support structure portion even when the bogie rolls.

[Brief description of drawings]

FIG. 1 is a front sectional view showing a variable gauge carriage for a railway vehicle according to the present invention.

FIG. 2 is a side view showing a variable gauge carriage for a railroad vehicle according to the present invention.

3 is a cross-sectional view taken along the line III-III shown in FIG.

FIG. 4 is an enlarged front view of the main part as seen from the direction of the arrow IV in FIG.

FIG. 5 is an enlarged side view of a main part of the railcar variable bogie for a railcar according to the present invention, showing a normal state on the left half and a gauge change on the right half.

FIG. 6 is a side view showing a state where the axle beam carriage is rolling.

[Explanation of symbols]

B bracket C-axis beam swing center D bogie frame R rail 1 axle 2-step protrusion 10 axle outer cylinder 11 wheel bearings 12 wheels 13 Flange 14 Motor bearing 15 Web 16 spacers 20 drive motor 21 Casing (rotor) 22 magnets 23 Stator 30 locking blocks 31 Tightening nut 32, 33 engaging protrusion 34 Side 35 vertical wall 40 axle box 41 axis beam 42 Axle box body 43 Engagement hole 44 escape hole 45 spring seat 46,47 axial spring 48 body support rails 49 Body support roller 50 shaft end beam 51 body 52 Engaging arm 53,54 side 55 base point 60 bracket 63 side part 65 End face part 66 Window 70 First Elastic Buffer Member 71 board 72 Sliding plate (contact body) 73 Elastic body (elastic pressing means) 80 Second elastic cushioning member 81 substrate 82 Contact plate (contact body) 83 Elastic body (elastic pressing means) 100 A gauge-adjustable trolley for railway vehicles according to the present invention

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Yukio Minowa 3-9-6 Osawa, Mitaka City, Tokyo Inside Subaru Research Co., Ltd. (56) Reference JP-A-8-332950 (JP, A) JP Japanese Unexamined Patent Publication No. 8-253147 (JP, A) Japanese Unexamined Patent Publication No. 8-332951 (JP, A) Japanese Unexamined Patent Publication No. 10-278783 (JP, A) Japanese Unexamined Patent Publication No. 63-269772 (JP, A) (58) Fields investigated (Int .Cl. ⁷ , DB name) B61F 7/00 B61F 5/30

Claims (2)

(57) [Claims] 1. An axle box supported by a bogie frame of a railcar variable railcar for a railroad vehicle, vertically movable with respect to the axle box, and displaced downward with respect to the axle box when the gauge is changed. an axle provoking, wherein an axle is fitted slidably displaceable in the axial direction with respect to the axle and the axle barrel capable rotationally about its axis, rotationally fixed to the axle outer cylinder A locking block that is fitted and slidably displaced together with the axle outer cylinder and that can be fixed to the axle box at a position corresponding to standard gauge and a position corresponding to narrow gauge, respectively, and a radial direction with respect to the axis of the axle. A shaft end beam attached to an end of the axle having an engagement arm extending outward, and the engagement arm being allowed to swing around the axis of the axle while allowing the engagement arm to move in the axial direction of the axle. Sandwiched between the above The first and second elastic buffer member attached to the box
When, wherein the locking block comprises a pair of side longitudinal disposed Ha shape as above as interval narrows when viewed from the axial direction of the axle, extends vertically is provided continuously at the lower end And a vertical wall surface, wherein the axle box is provided with a pair of front and rear inner wall surfaces that closely adhere to the pair of front and rear side surfaces of the locking block when the track is not changed, and is vertically connected to the lower end portion thereof. A guide surface that extends and guides a vertical wall surface of the locking block, and the first and second elastic cushioning members are slidable with the engagement arm over the entire range of vertical movement of the engagement arm. A variable track carriage for a railroad vehicle, comprising: a contact body that comes into contact with the elastic body; and elastic pressing means that elastically presses the contact body against the engagement arm. 2. The engagement arm extends so as to be orthogonal to a pair of front and rear side surfaces of the locking block when viewed from the axial direction of the axle, and the first and second elastic members. The variable track carrier for railway vehicles according to claim 1, wherein the buffer member is attached to the axle box along a pair of front and rear inner wall surfaces of the axle box.