JP3471002B2 - 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 can be applied to a drive bogie in a railcar variable railcar that can travel a plurality of types of tracks having different rail intervals (gauges), and the left and right wheels can be synchronized. The present invention relates to a rotatable variable gauge carriage.
In particular, the entire axle circumference can be made compact, the device weight under the shaft spring (unsprung weight) is reduced, and the backlash at each location that slides when the track is changed is reduced to ensure running stability and durability. TECHNICAL FIELD The present invention relates to a variable gauge trolley for a railway vehicle that can improve performance.

[0002]

2. Description of the Related Art There are several standards for the track width of railroads, the so-called gauge (the distance between the insides of the tops of the left and right rails).
The Japanese Shinkansen orbit is called standard gauge (gauge 1,435 mm). The orbit of the JR conventional line in Japan is called narrow gauge (gauge 1,067mm). In addition, wide gauge (gauge 1,524 mm, 1,668 mm) and narrow gauge (gauge 1,000 mm) are available. International trains in Europe include trains that operate over line sections of multiple types of tracks with different gauges, so a need for a variable gauge carriage has arisen.
Even in Japan, there is a need for vehicles that can be used for both the Shinkansen and conventional lines.

At the present time, the only one that has been put into practical use as a variable-gauge bogie is a light-duty bogie for an articulated vehicle called a targo truck. It should be noted that this trolley vehicle trolley is an auxiliary trolley for a vehicle that is run by being pulled by an electric locomotive or the like and has no driving force by itself.

Among the drive carriages for vehicles that have their own driving force, the carriages with variable gauges have not yet been put to practical use. However, some schemes have been proposed. FIG. 7 is a schematic front cross-sectional view showing a structure around an axle of a variable wheel guide truck of a wheel direct drive / independent wheel system (DDM system). In addition,
In the figure, the equipment on the ground side is indicated by a chain double-dashed line (the same applies hereinafter). In the figure, the left and right wheels 141 mounted on the left and right rails 143 are shown. Wheel 141 is bearing 1
It is rotatably attached to the outer cylinder 135 via 40. The outer cylinder 135 is non-rotating and is slidably fitted to the outside of the non-rotating axle 131. A pair of left and right outer cylinders 135 are provided corresponding to the left and right wheels, and the left and right outer cylinders 135 slide independently of each other.

Separate motors 162 are mounted inside the left and right wheels 141, respectively. Motor 1
62 is its casing 162a and rotor 162b.
Is fixed to the wheel 141, and the stator 1
62c is fixed to the outer cylinder 135. In addition, the inner end of the casing 162a is provided with a bearing 162d.
It is held rotatably with respect to 5. This motor 16
No. 2 has a rotor 162b in the peripheral portion and a stator 162c in the central portion, which is the opposite of the normal motor. Then, the wheels 141 are rotationally driven by rotationally driving the rotor 162b and the casing 162a.

In the DDM type trolley shown in FIG.
The gauge is changed by sliding the outer cylinder 135 right and left together with the wheels 141 and the motor 162 on the upper side. That is, when the gauge is changed, the axle box 119 and the axle spring 1 above it.
17, the bogie frame 111 and the vehicle body (not shown), the support roller 151 under the axle box 119, the support base 15
3 to support the axle 131, the wheels 141, the motor 1
The set 62 is lowered (the rail 143 is lowered or the support base 153 is raised). At this time, the locking block 128 fixed to the end of the outer cylinder 135 is also lowered, and the projection 12 on the upper side of the locking block 128 is also lowered.
8b comes out of the hole 121f of the axle box body 121. In this state, the outer cylinder 135 can slide left and right.

Therefore, the carriage 101 (for each vehicle) is advanced in the traveling direction (the direction perpendicular to the paper surface of FIG. 7), in which case the rail 143 is used.
Also, the guide rail 145 gradually opens outward, and the outer cylinder 135 and the wheel / motor set are connected to the axle 13
Move to open left and right on 1. At the end of opening, if the wheel 141 is raised (the rail 143 goes up or the support stand 153 goes down), the locking block 1
The inner protrusion 128a of 28 enters into the lock hole 121f, and the outer cylinder 135 is positioned left and right. This completes the gauge change.

[0008]

By the way, there are increasing demands for the above-mentioned variable gauge carriage as described below. (1) It is desirable to reduce the weight of the structure below the shaft spring 117 (unsprung weight) as much as possible while avoiding an increase in the size of the structure around the axle 131. In addition, this unsprung weight becomes heavy,
This is not preferable because the vibration of the vehicle becomes large and the load on the track becomes heavy. (2) Since the drive mechanism (especially the motor) is completely novel, there is some concern about the track record. However, the fact is that a variable-gauge drive carriage capable of accurately reflecting these intentions is not currently provided.

The present invention has been made in view of the above problems, and it is possible to make the entire circumference of the axle compact and to reduce the backlash of the sliding parts when changing the track. It is an object to provide a variable gauge carriage.

[0010]

In order to solve the above-mentioned problems, a railcar variable-gauge trolley of the present invention includes a rotatable axle (31) extending in the left-right direction of the vehicle, and the axle (3).
Axle bearing (23) that receives the load of 1) , and the axle bearing
A pair of left and right inner boxes (24) and (2 ) for accommodating (23)
Axle box consisting of 0) and (19), in the outer periphery of the axle (31), mounted so as to rotate synchronously, each slidably and mutually in a lateral direction, a pair of right and left sleeves
(35) , a sleeve bearing (25) for receiving the load of the sleeve (35), a pair of left and right sleeve bearing boxes (21) for accommodating the sleeve bearing (25) , and fixed to the outer circumference of each sleeve (35). Pair of left and right wheels (4
1) and a drive mechanism (60) for driving the sleeve (35) and the axle (31) , the axle bearing
The outer box outer box (20) of (23) is fixed in the left-right direction with respect to the bogie frame (11) of the vehicle by the outer box support device, and the sleeve bearing box (21) is the outer box (1).
Inner box 9) and (24) serves to slidably penetrating and lateral direction between the outer box (20), further said shaft boxes
Outer box (20) of (19) and sleeve bearing box (21)
And a variable positioning mechanism (24 ) for fixing the sleeve bearing box (21) at two or more positions inside and outside in the left-right direction.
a, 24b) and immediately Bei and between the left and right wheels (41)
A retractable torque transmission mechanism (48, 49) is provided in
And has, above the left and right sleeve and the drive mechanism (60)
(35) is connected to the torque transmission mechanism (48, 49).
The sleeve by means of the torque transmission mechanism (48, 49).
It is characterized in that (35) is directly driven .

Since the axle bearing directly supports the axle without a sleeve, the diameter of the axle bearing can be reduced.
In addition, since the power of the drive mechanism is directly transmitted from the sleeve to the wheels, the axle receives only the bending load and hardly receives the torsional load due to the driving force. By not receiving the torsional load in this way, the diameter of the axle can be reduced. As a result of the downsizing of the axles and axle bearings, it is possible to use proven axle bearings and also to reduce the size of the axle box, which makes it possible to reduce the unsprung weight to a considerable extent. Also, since it is possible to avoid increasing the size of the axle box,
It can also be used in combination with a wide variety of positioning mechanisms and ground facilities that have been proposed so far.

[0012]

Further, in the present invention, it is preferable that a spline is provided between the drive mechanism and the sleeve so that a radial load is not applied to the spline. As a result, the clearance can be reduced to improve traveling stability, and fretting corrosion of the spline portion can be prevented.

Further, in the present invention, a flexible joint is provided between the drive mechanism and the torque transmission mechanism, the displacement and inclination in the radial direction are canceled by the flexible joint, and the torque transmission mechanism is radial. It is preferable not to apply a load. Further, it is preferable that the drive mechanism is a cardan drive mechanism, and an elastic layer is provided between the gear device of the mechanism and the axle. As a result, the radial load caused by the tolerance of parts and the bending of the axle,
It is possible to prevent the torque transmission portion from being affected. Therefore, it is possible to extend the life of the torque transmitting portion (improve the reliability). Further, since the backlash in the rotation direction can be suppressed to be small, it is possible to prevent the deterioration of the running stability of the vehicle due to the decrease in the clearance and the rigidity in the rotation direction. Further, in the present invention, a brake unit may be attached (spring mounted) to the gear device. As a result, the unsprung weight can be further reduced.

[0015]

DETAILED DESCRIPTION OF THE INVENTION A description will be given below with reference to the drawings. In the present specification, as in the case of ordinary railcar technology, the longitudinal direction of the rail (the traveling direction of the vehicle) is the front-rear direction, and the direction perpendicular to the rail longitudinal direction on the track surface is the lateral direction and the track surface. The vertical direction is called the vertical direction. FIG. 1 is a front sectional view showing a conceptual configuration around an axle of a variable gauge carriage according to an embodiment of the present invention. In FIG. 1, the left wheel shows the inner movement state, and the right wheel shows the outer movement state. FIG. 2 is a front cross-sectional view more specifically illustrating the truck of this example. FIG. 2 (A) is a diagram showing the inside movement of the wheels, FIG. 2 (B) is a diagram showing the unlocking of the variable positioning mechanism, and FIG. 2 (C) is a diagram showing the outside movement of the wheels. Is. FIG. 3 is a plan sectional view showing details of a wheel peripheral portion. FIG. 4 is a partial cross-sectional side view of FIG. The trolley | bogie 1 of this Example is equipped with the trolley | bogie frame 11, the shaft spring 17, the axle box 19, the axle 31, the wheel 41, the gearwheel 60, the motor 61 grade | etc.,.

As shown most clearly in FIG. 3, the bogie frame 11 is a main structure of a bogie including left and right side beams 15 and lateral beams 13 connecting the side beams 15. The bogie frame 11 is supported by four axle boxes 19 on the left and right sides. A vehicle body (not shown) rides on the bogie frame 11 via the air spring 12. Further, between the carriage 1 and the vehicle body, a traction device that transmits the propulsive force and the braking force of the carriage 1 to the vehicle body, a yaw damper that suppresses relative yawing motion between the carriage 1 and the vehicle body, etc. ) Is also equipped if necessary.

As best shown in FIG. 1, a shaft box 19 is disposed below the side beam 15 via a shaft spring 17. The shaft spring 17 is for absorbing the vibration of the wheel 41 and the axle 31. Although not shown, between the side beam 15 and the axle box 19, well-known axle box support devices, dampers and the like are also arranged. The axle box 19 houses an axle bearing 23 that supports an axle 31. Here, the axle bearings 23 are mounted on both shaft ends 31a of the axle 31, and receive a load applied to the axle 31.

The shaft box 19 comprises an outer box 20 and an inner box 24. A shaft spring 17 is attached to the upper portion of the outer box 20. The sleeve bearing box 21 penetrates the shaft box 19 and is fitted so as to be slidable in the left-right direction. Axle box 19 and pickpocket
A variable positioning mechanism is provided between the groove bearing boxes 21. The mechanism has a recess 20a formed on the inner surface of the outer box 20.
And two lock projections 24a and 24b formed on the outer surface of the sleeve bearing box 21. And these recesses 2
0a and the lock projections 24a and 24b can be fitted in concavo-convex, and the variable positioning (change of gauge) of the wheel 41 can be performed according to the fitting of each part (details will be described later). . Two or more recesses and lock protrusions may be provided.

The outer box 20 of the axle box 19 has a bottom portion 20C. The lower surface of the bottom portion 20C is received by the support roller 51 on the support base 53 which is a track side equipment, and supports the weight of the carriage 1 and the vehicle body during the variable gauge operation. The details of the track-side equipment (including the rail 43, the guide rail 45, etc.) will be described with reference to FIG. 6 separately.

The axle 31 extends in the left-right direction of the vehicle.
The diameter s of both shaft ends 31a of the axle 31 is smaller than the diameter t of the central portion. The axle bearing 23 housed in the inner box 24 is externally fitted to the both shaft ends 31a. sleeve
The bearing box 21 is fitted to the shaft box 19 such that it cannot rotate relative to the shaft box 19 and can slide in the left-right direction. The axle bearing 23 and the inner box 24 are immovable in the left-right direction with respect to the axle 31 by a nut 26 screwed to the end 31 a of the axle 31.

A gear unit 60 is attached to the outer periphery of the center of the axle 31 in the longitudinal direction via an elastic body 42 such as rubber. This gear device 60 is driven by a motor 61 fixed at the center of the lateral beam 13, as best shown in FIGS. The motor 61 is a rotational drive source of the axle 31 (that is, a vehicle drive source). The output shaft 61a of the motor 61 transmits the rotational driving force to the gear 71 (small gear) via the bevel gear 63, the shaft coupling 64, and the shaft 65. The gear 71 has a hollow inside to form an internal joint. A brake device (disc brake) 67 is provided on the side of the gear 71 opposite to the shaft joint 64 via another shaft joint 64 '. And axis 6
Gear 71 (small gear, first gear) 71 installed midway 5
Engages with a third gear (large gear) 73 mounted on the axle 31 via a second gear (intermediate gear) 72.
The first to third gears 71 to 73 are housed in the casing 75, and the second gear 72 is the casing 7
It is supported by 5.

As shown in FIG. 1, a bearing 76 is provided between the casing 75 of the gear unit 60 and the seat of the gear 73 at the axial center of the axle 31. In addition, a pair of brackets 7 are provided on both sides of the casing 75.
4 are provided. When the gear device 60 is driven, the third
The axle 31 and the bracket 74 rotate synchronously with the gear 73. Furthermore, on both sides of the gear unit 60,
A pair of internal tooth spline cylinders 37 and a sleeve 35 are attached. The sleeve 35 is slidable in the left-right direction and rotatable in synchronization with the gear 73. A pair of wheels 41 are fixed to the outer circumferences of the sleeves 35.

An inner spline tube 37 is fitted on the inner end of the sleeve 35 (the end on the center side of the axle 31). The internal tooth spline cylinder 37 is in the form of a sleeve with a collar. A ring-shaped flexible joint 38 is interposed between the internal tooth spline cylinder 37 and the bracket 74. A slide type torque transmission mechanism including an external tooth spline 48 and an internal tooth spline 49 is provided between the internal tooth spline cylinder 37 and the sleeve 35. With this spline, torque in the rotational direction is transferred from the internal tooth spline cylinder 37 to the sleeve 3
Transmit to 5.

On the other hand, the outer end of the sleeve 35 (the axle 3
1 end portions on both end sides) are three- sided via a sleeve bearing 25.
It is attached to the inner surface of the bearing box 21. This sleeve
The bearing 25 receives the thrust load of the sleeve 35. The sleeve 35 slides left and right on the axle 31 when the gauge is changed. The sleeve bearing 25 is prevented from coming off by a stopper 77 screwed into the sleeve 35. Further, a bellows or the like that covers the outside of the sleeve 35 may be attached.

In this case, the gear unit 60 is connected to the axle 31 via the elastic body 42. Elastic body 42
The flexible joint 38 prevents the torque transmitting portion from being affected by the radial load due to the tolerance of each component, the bending of the axle 31, and the like. Further, since backlash in the rotation direction can be suppressed to a small level, deterioration of traveling stability due to a gap in the rotation direction and a decrease in rigidity can be prevented.

Next, the equipment on the track side will be described with reference to FIG. FIG. 6 is a view showing equipment on the track side for changing the gauge of the variable gauge carriage of the present embodiment. (A)
Is a plan view and (B) is a side view taken along the line BB.
As shown in FIG. 6 (A), on the left and right sides of the track,
Two support bases 53 extend in the front-rear direction. In addition,
Although a large number of support rollers 51 are arranged on the support base 53, the illustration thereof is omitted.

Inside the support base 53, rails 43, 43 ', 43 "sandwiched by guide rails 45 on both sides are laid. The guide rails 45 allow the wheels 41 to move to the left and right while the gauge is being changed. As for the rail 43, the lower portion of FIG.
067mm), the middle rail 43 'has a taper shape in which the width gradually changes at the gauge change portion, and the upper portion has a standard gauge 43 "(interval 1,435mm). The vehicle passes this track section. When doing, the gauge is changed.

When the track is viewed from the side as shown in FIG. 6B, the support base 53 has the same height anywhere on the track, but the rail 43 has a different height. That is, the gauge varying portion rail 43 'in the central portion is lowered by H in the figure with respect to the narrow gauge rails 43 and the standard gauge rails 43 "on both sides. A section is provided for the purpose of lowering the wheel 41 and the axle 31 to release the left-right lock (positioning mechanism) of the wheel 41 when the vehicle passes through the variable gauge section. Guide rail 45 while the
The left and right width of the wheel 41 is changed by.

Next, the operation of the variable gauge carriage according to this embodiment will be comprehensively described mainly with reference to FIGS. 2 (A) to 2 (C).
FIG. 2A shows a narrow gauge state. The sleeve 35, the wheel 41, and the sleeve bearing box 21 are located inside. At this time, in the variable positioning mechanism, the sleeve bearing box 21
The lock protrusion 24b on the inner side of the recess is in the recess 20a of the outer box 20. A support roller 51 is provided under the axle box 19, and the trolley 1 advances through the gauge change section of FIG. 6 while receiving the weight above the axle box 19 by the support roller 51.

Then, the axle box 19 is supported by the support roller 51.
While being supported by the rail 43 ', the rail 43' enters the central portion of the variable gauge section of FIG. 6 and descends, so that the wheels 41 and axles 31 descend as shown in FIG. 2B. Therefore, sleeve bearings
The box 21 is also lowered, and the lock protrusion 24b is pulled out downward from the recess 20a. In this state, the sleeve 35 and the wheels 41 are
It can slide left and right on the axle 31. At this time, when the guide rail 45 or the flange of the wheel pushes the wheel 41 left or right, the wheel 41 or the like moves left or right on the axle 31. Since the rails 43 and the guide rails 45 are arranged as shown in FIG. 6, the gauge is changed from the narrow gauge to the standard gauge and from the standard gauge to the narrow gauge when passing through the gauge variable section.

FIG. 2C shows the sleeve 35 and the wheel 4.
1 shows the state where the inner box 24 is leaning outward (standard gauge state). In this case, in the variable positioning mechanism, three
The lock projection 24a of the bearing box 21 and the recess 20 of the outer box 20
a is fitted. It should be noted that, in order to prevent the sleeve bearing box 21 from vibrating inside the outer box 20, a wedge or a lock pin may be driven between the boxes after changing the gauge (Japanese Patent Laid-Open No. 6-2.
No. 98090 and JP-A-7-52795).

In the bogie 1 of this example, the axle bearing 23
Directly supports the axle 31 without using the sleeve 35,
The diameter of the axle bearing 23 can be reduced. further,
Since the power of the slide type torque transmission mechanism is directly transmitted from the sleeve 35 to the wheels 41, the axle 31 receives only the bending load and hardly receives the torsion load. Therefore, the diameter of the axle (in particular, the diameter s of both shaft ends 31a) can be reduced. Therefore, the entire axle box 19 can be downsized, and a variety of positioning mechanisms and ground side equipment that have already been proposed can be used.

[0033]

As is apparent from the above description, the present invention has the following effects. (1) Since the axle and the axle bearing can be downsized, the axle box can be downsized. Therefore, the unsprung weight can be considerably reduced in total. In addition, since it is possible to avoid increasing the size of the axle box, it is possible to use it in combination with a wide variety of positioning mechanisms and ground side equipment that have been proposed so far. (2) Fretting corrosion of the slide portion and the torque transmission portion can be prevented. In addition, the clearance can be reduced to improve running stability. (3) It is possible to prevent the radial load from affecting the torque transmission portion. Therefore, it is possible to extend the life of the torque transmission portion (improve reliability). Further, since the backlash in the rotation direction can be suppressed to a small level, it is possible to prevent the deterioration of the running stability due to the gap in the rotation direction and the reduction in rigidity.

[Brief description of drawings]

FIG. 1 is a front sectional view showing a configuration around an axle of a variable gauge carriage according to an embodiment of the present invention.

[FIG. 2] FIG. 2 is a front cross-sectional view more specifically illustrating the dolly of this example. FIG. 2 (A) is a diagram showing the inside movement of the wheels, FIG. 2 (B) is a diagram showing the unlocking of the variable positioning mechanism, and FIG. 2 (C) is a diagram showing the outside movement of the wheels. Is.

FIG. 3 is a plan sectional view showing details of a wheel peripheral portion.

4 is a partial cross-sectional side view of FIG.

FIG. 5 is a front sectional view showing details of a peripheral portion of the gear device.

FIG. 6 is a diagram showing equipment on the track side for varying the gauge of the gauge variable carriage of the present embodiment. (A) is a plan view and (B) is a side view taken along the line BB.

FIG. 7 is a front sectional view showing a structure around an axle of a variable-gauge bogie of a wheel direct drive / independent wheel system (DDM system).

[Explanation of symbols]

1 Gauge Variable Bogie 19 Axle Box 20 Outer Box 20a Recess 21 Sleeve Bearing Box 23 Axle Bearing 24 Inner Box 24a, 24b
Lock protrusion 25 Sleeve bearing 31 Axle shaft 35 Sleeve 37 Internal tooth spline tube 38 Flexible joint 41 Wheel 42 Elastic body 49 Internal tooth spline 60 Gear device 61 Motor 67 Brake unit 71-73 1st
~ Third gear

─────────────────────────────────────────────────── ─── Continuation of the front page (58) Fields surveyed (Int.Cl. ⁷ , DB name) B61F 7/00 B60B 35/10

Claims (4)

(57) [Claims] 1. A rotatable axle extending in the left-right direction of a vehicle.
And (31), and axle bearing receives a load of axle (31) (23), the axle bearings (23) a pair of left and right inner box (24) to keep the 及
And an axle box (19) including an outer box (20) and an outer circumference of the axle (31) , which are mounted so as to be slidable in the left and right directions and to rotate in synchronization with each other.
A pair of left and right sleeves (35) and a sleeve bearing (2 ) that receives the load of the sleeves (35).
5) , a pair of left and right sleeve bearing boxes (21) accommodating the sleeve bearings (25) , a pair of left and right wheels (41) fixed to the outer circumference of each sleeve (35) , the sleeve (35) and And a drive mechanism (60 ) for driving the axle (31) , wherein the axle box outer box (20) of the axle bearing (23) is left and right with respect to the bogie frame (11) of the vehicle by the axle box support device. Directionally fixed, the sleeve bearing box (21) is fixed in the shaft box (19).
Box (24) and the penetrating and lateral direction between the outer box (20) has become slidable, further said shaft box outer box (19) (20) and the sleeve shaft
Receiving boxes between the (21), the sleeve bearing housing (21) in the lateral direction and out two or more fixed variably positioning mechanism at the position (24a, 24b) and immediately Bei the above left and right wheels (41) Torque transmitter extendable between
And a drive mechanism (60) and the left and right sleeves (35).
To the torque transmission mechanism (48, 49),
The transmission mechanism (48, 49) causes the sleeve (35) to
Railcar gauge characterized by being driven directly
Variable carriage. 2. A flexible joint (38) is provided between the drive mechanism (60) and the torque transmission mechanism (48, 49) ,
To cancel the displacement and inclination of the radial direction by the movable Deflection fitting (38), gauge for a railway vehicle according to claim 1, characterized in that it has not expose the radial load on the torque transmitting mechanism (48, 49) Variable dolly. 3. The drive mechanism (60) is a cardan drive mechanism, and an elastic layer (42) is provided between the gear unit of the mechanism and the axle (31). or 2 Symbol mounting rail gage variable bogie vehicle. 4. A gauge variable bogie for a railway vehicle according to claim 1 to 3 any one of claims, characterized in that annexed the brake unit (67) to the drive mechanism (60).