JPH01160777A - Axle box support device - Google Patents

Abstract

PURPOSE:To enhance the stability in running at a high speed and to reduce the maintenance work as well as to make a bogey lightweight by coupling an axle beam integrally with a bogey frame through the intermediary of an axle and a resilient member so that a twisting rigidity about the advancing direction of a vehicle can be allocated to the axle beam and the resilient member. CONSTITUTION:An axle box body 4 is composed of an axle box 6 and an axle beam 3' which are integrally incorporated with each other, and is attached to a bogey frame 12 through the intermediary of a resilient member 7 with no sliding part and gap therebetween. A relative vertical swing motion between the axle 1 and the bogey frame 12 is allowed by the swing motion of the axle box body 4 about the shaft 8 of the resilient member 7 disposed between the axle beam 3 and the bogey frame 12. Further, the axle beam 3' allows twisting in the advancing direction, which is coupled directly to the twisting rigidity of the resilient member 7 so as to lower the resulted twisting rigidity between the axle box body 4 and the bogey frame 12. Accordingly, a relative rolling displacement between the axle 1 and the bogey frame 12 may be easily allowed while no play is produced with respect to longitudinal and lateral oscillation between the axle 1 and the bogey frame 12 in the overall device, and it is possible to perform follow-up operation. Accordingly, it is possible to enhance the stability in running.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to an axle box support device for supporting a bogie axle on a bogie frame in a railway vehicle or the like with a shaft stiffener integrated with the axle box. be.

[Conventional technology]

2. Description of the Related Art As a device for attaching the axle of a railway vehicle to a bogie frame, an axle box support device is known. Figure 10(a),
A conventional example is shown in (b). In the figure, a wheel 13 is attached to the same axle 1 as a wheel (not shown) provided on the opposite side of the vehicle. Two such axles are attached near both ends of the truck frame 12 to constitute one truck. 3 is an axle box in which bearings for the axle 1, etc. are built-in. On the right side of the axle box 3 in the figure, there is an axle stiffness 3' that is integrally formed with the axle box, and is rotatably and slidably supported on the bogie frame 12 by a pin 8' around which an elastic body 7'' is wound. One end of a link 11 is connected to the left side of the axle box 3 in the drawing by a pin 10, and the other end of the link 11 is connected to a bogie frame 12 via an elastic body 7''. Reference numeral 6 denotes an axle spring for damping relative vertical movement between the bogie frame 12 and the axle 1.

Since the shaft spring contacts the shaft stiffness, it naturally bears a load greater than the shaft load. Therefore, the shaft stiffness needs to be strong and highly rigid, and its large inertial weight has a negative effect on the performance of the bogie.

In this axle box support device, the pins 8' and 10 rotate and slide to allow vibrations in the vertical direction that occur between the bogie frame 12 and the wheels 13.

The shaft suspension type axle box support device shown in FIG. 11 has no sliding part, and the connecting portion between the shaft suspension 3' and the bogie frame 12 is connected by a pin 8' wrapped around an elastic body 7''. Since this shaft stiffness 3' is a cantilever stiffness, it is necessary to provide two sets of elastic bodies 7'' and pins 8' as shown in the figure in order to resist external forces in the axle direction. In order to prevent wheel unloading (derailment) due to rail irregularities, etc., a bearing supporting elastic body 14 is also wound between the bearing 2, the axle box body 3, and the retainer 5 of the bearing.

[Problem that the invention seeks to solve]

Performance requirements for modern railway vehicles include high-speed running performance, ease of maintenance, and reduction in vehicle weight to reduce damage to the rails.

However, in the conventional technology, as shown in the conventional example in FIG.
2. Since there are sliding parts and gaps between the pin 10 and the link 11, etc., the performance of damping vibrations in the axle direction when the vehicle moves on a raft is poor, and the stability in running is reduced.
It becomes difficult to drive at high speed. Furthermore, there is also the problem of performance deterioration due to wear over time in the gap portion of the sliding part 9, and the problem that maintenance becomes complicated due to oil supply and parts replacement.

On the other hand, in the conventional example shown in FIG. 11, there are no sliding parts or gaps, but the shaft stiffness is large, the weight increases, and the space for installation becomes large. Furthermore,
As shown in Fig. 12, which is a cross-sectional view of the shaft stiffness 3', the shaft stiffness 3' has a large torsional rigidity in the ■ direction, that is, the traveling direction, and the spacing between the elastic bodies 7'' in the axle direction is wide. 3' and the bogie frame 12. Therefore, if the track is twisted due to track irregularities or cant (the difference in height between the inner and outer rails at a curve), etc., wheel unloading ( In order to prevent the axle from derailing (or derailing), it is necessary to provide the elastic body 7'' on the bearing 2 of the axle 1, as described above, resulting in problems such as a complicated structure and an increase in the weight of the axle box 3.

The present invention is an attempt to solve the above-mentioned problems of the prior art, and aims to provide an axle box support device that is highly stable in high-speed running, can reduce maintenance work, and is lightweight.

[Means for solving problems]

In order to achieve the above object, the present invention forms an axle stiffness on one side of the axle box, fits an axle spring between the axle box body and the bogie frame, and connects the axle stiffness to the bogie frame through the shaft and an elastic body. The shaft stiffness and the elastic body share the torsional rigidity in the direction of travel of the vehicle.

Alternatively, an axle box body is formed by connecting an axle stiffener to one side of the axle box and a shaft supporting arm to the other, an axle spring is fitted between the axle box body and the bogie frame, and the axle stiffness is connected to the bogie frame. The shaft support arm is integrally connected to the bogie frame via a first elastic body, and the shaft support arm is connected to the bogie frame by a second elastic body.
The elastic bodies are sandwiched and connected, and the torsional rigidity of the second elastic body in the direction of travel of the vehicle is sufficiently smaller than the combined torsional rigidity of the shaft stiffness and the first elastic body in the same direction.

[For production]

The operation of the present invention will be explained with reference to FIGS. 1 and 2.

The axle box body 4 is the axle box 3. It is formed integrally with a shaft stiffness 3', and is attached to the bogie frame 12 with an elastic body 7 interposed therebetween so that there are no sliding parts or gaps.

The relative vertical movement between the axle 1 and the bogie frame 12 is caused by the shaft stiffness 3'
The axle box body 4 is allowed to swing around the shaft 8 of the elastic body 7 provided between the bogie frame 12 and the bogie frame 12.

The shaft stiffness 3' allows twisting in the traveling direction, is connected in series with the torsional rigidity of the elastic body 7, and is connected to the shaft box body 4 and the bogie frame 12.
Since it reduces the combined torsional rigidity between the axle 1 and the bogie frame 12, it becomes easier to tolerate rolling relative displacement between the axle 1 and the bogie frame 12,
The device as a whole can follow longitudinal, horizontal, and vertical vibrations between the axle and the bogie frame without rattling.

〔Example〕

Embodiments of the present invention will be described using FIGS. 1 to 3.

The axle box 3 that supports the axle 1 of the wheel 13 is provided with an axle stiffness 3' projecting forward and backward in the traveling direction C of the truck.
is formed. The axle box body 4 is attached to the bogie frame 12 with an axle spring 6 interposed therebetween, and the axle stiffness 3' is axially coupled to the elastic body 7 and the shaft 8 at the axle stiffness support portion of the bogie frame 12.

The elastic body 7 is bonded to the shaft 8 to prevent slippage, and the shaft 8 and the bogie frame 12 are fixed by tapered shaft attachment, bolt tightening, etc., so as to prevent slippage. Therefore, the axle box body 4 is allowed to swing in the direction of E in the figure with the shaft 8 as the center due to the deformation of the elastic body 7. Therefore, the axle 1 is allowed vertical relative movement in the direction F in the figure between the axle 1 and the bogie frame 12 via the axle box 4.

The elastic body 7 is the axle box 3. Propulsive force and braking force in the C direction, which is the traveling direction, and lateral force in the D direction, which is the axle direction, are transmitted between the axle 1 and the bogie frame 12 via the shaft stiffness 3'.

In this way, the displacement between the axle box body 4 and the bogie frame 12 is allowed by the deformation of the elastic body 7, and there is no slippage, and in particular, there is no rattling because there is no gap in the C direction of the traveling direction. This makes it possible to improve driving stability and enable high-speed driving. In addition, since there are no slipping or sliding parts, the gap does not increase due to wear over time, unlike conventional products.
This prevents deterioration of running performance and eliminates the need to replace worn parts, resulting in labor-saving maintenance. Additionally, compared to the conventional example, no links or pins are required, reducing weight.

Furthermore, since the structure is simple, assembly is also easy.

In the present invention, since the torsional rigidity of the elastic body 7 and the shaft stiffness 3' are coupled in series, it is possible to reduce the torsional rigidity between the shaft box body 4 and the bogie frame, as explained below. can.

FIG. 3 is a sectional view of the shaft stiffness 3', and if the torsional stiffness of the shaft stiffness in the C direction in the figure is K] as shown in FIG. 2, and the torsional stiffness in the direction of the elastic body 70G is 2, Shaft tension 3'
The combined torsional stiffness due to the elastic body 7 is 1/=1
/Kt +1/ is calculated by 2, and the combined torsional rigidity decreases.

Furthermore, by making 1 and 2 have approximately the same torsional rigidity, the composite torsional rigidity K of 2 can be lowered from balance to <Kl without impairing the strength of the shaft stiffness 3' and the strength of the elastic body 7. This allows rolling relative displacement between the axle 1 and the bogie frame 120, allowing the vehicle to follow track twists due to track irregularities, cant loss, etc., and prevents wheel unloading ( Derailment can be prevented if wheel unloading increases.

FIG. 4 shows a second embodiment, in which an axle spring 6 is fitted between a bogie frame 12 and an axle box 3. The other configurations are the same as those of the previous embodiment.

Incidentally, the shaft stiffness 3' may be selected to have an appropriate torsional rigidity depending on its cross-sectional shape in combination with the torsional rigidity of the elastic body 7.

FIGS. 5(a) and 5(b) show other examples of the cross-sectional shape of the shaft stiffness 3'. In this way, by appropriately selecting the cross-sectional shape of the shaft stiffness 3', the torsional rigidity in the direction C in FIG. 3 can be selected.

6 and 7 show the third embodiment of the present invention, and the first embodiment. While the axle box in the second embodiment is cantilevered, this is an example in which it is supported on both sides. The axle box 3 that supports the axle 1 of the wheel 13 has an axle stiffness 3' and an axle support arm 3 that protrude forward and backward in the traveling direction C of the truck.
" is provided to form the axle box body 4. The shaft arm 3' is a shaft arm support portion of the bogie frame 12, and is axially coupled to the first elastic body 7' by the shaft 8, and the shaft support arm 3" is A second elastic body 9 is sandwiched between the support portion of the bogie frame 12 and the support portion of the bogie frame 12 .

The first elastic body 7' is bonded to the shaft 8, while the second elastic body 9 has a laminated structure so that its rigidity in the E direction corresponding to the shearing direction is low. Therefore, the axle 1 is allowed vertical relative movement in the direction F in the figure between the axle 1 and the bogie frame via the axle box 4.

The first elastic body 7' is the axle box 3. Transmitting propulsive force and braking force in the C direction, which is the traveling direction, and left and right force in the D direction, which is the axle direction, between the axle 1 and the bogie frame 12 through the shaft stiffness 3',
The second elastic body 9 mainly transmits left and right force in the D direction.

Since the second elastic body 9 has a laminated structure, mainly D
It is designed to resist forces acting in the F direction, and has a smaller rigidity than the axial spring 6 in the F direction.

In this embodiment, since the torsional stiffness of the first elastic body 7' and the shaft stiffness 3' are combined in series, the combined stiffness of the shaft stiffness 3' and the first elastic body 7' is The torsional rigidity is determined by 1/=1/1+1/2, and the combined torsional rigidity decreases.

The torsional rigidity of the second elastic body 9 of the shaft support arm 3'' at the other end of the axle box body 4 is mechanically parallel, and the torsional rigidity is
Then, the total torsional rigidity between the axle box body 4 and the bogie frame 12, that is, the total torsional rigidity Kt between the axle 1 and the bogie frame 12 becomes Kt=+3, but the structure of the second elastic body is a laminated structure. etc., it is possible to set K>K3, so K
3 can be ignored, and the total torsional rigidity Kt between the axle 1 and the bogie frame 12 becomes Kt'=, and the influence on the torsional rigidity due to the presence of the second elastic body 9 becomes small.

In this way, also in this embodiment, it is possible to reduce the combined torsional rigidity.

FIG. 8 shows a fourth embodiment, in which an axle spring 6 is fitted between a bogie frame 12 and an axle box 3. The other configurations are the same as the third embodiment.

FIG. 9 shows a fifth embodiment, in which the second elastic body 9 held between the bogie frame 12 and the shaft support arm 3' is one set, and the other is the sixth embodiment.
It is the same as shown in the figure.

〔Effect of the invention〕

According to the present invention, in an axle box support device using an axle spring, an axle box body is formed by providing an axle stiffener on one side of the axle box, and the axle stiffener is axially coupled to a bogie frame via an elastic body. Because of this, it occurs before and after the axle and bogie frame.

Swings in the left and right and up and down directions can be tolerated by the deformation of the elastic body and the shaft stiffness, and since there is no wobbling, running stability can be increased. Furthermore, since there are no sliding parts or gaps, there is no wear and tear caused by running over time, and there is no need to replace these parts, making maintenance easier. Furthermore,
The structure is also simpler, saving space for the entire axle box support device.
It has excellent effects such as weight reduction.

[Brief explanation of the drawing]

FIG. 1 is a front view of an axle box support device according to an embodiment of the present invention, FIG. 2 is a cross-sectional view taken along line A-A in FIG. 1, and FIG.
Figure 4 is a front view of the second embodiment of the present invention, Figure 5(a)
, (b) is a cross-sectional view showing an example of a change in the cross-sectional shape of the shaft stiffness, FIG. 6 is a front view of the third embodiment of the present invention, and FIG. 7 is a cross-sectional view taken from line A-A in FIG. 6. FIG. 8 is a front view of the fourth embodiment of the present invention, FIG. 9 is a top view of the fifth embodiment of the present invention, and FIG.
Figure 0 is a diagram of a conventional example of an axle box support device, and (a) is a front view;
(b) is a sectional view taken along the J-J line in (a), FIG. 11 is a diagram of another conventional example, (a) is a front view, (b) is a top view, and FIG. 12 is a diagram of FIG. 11. It is a sectional view taken along line HH in (a). 1...Axle, 3...Axle box, 3'...Axle stiffness, 3"
...Axle support arm, 4...Axle box body, 6...Axle spring, 7
... Elastic body, 7'... First elastic body, Death... Axis, 9.
...Second elastic body, 12...Bogie frame. Patent Applicant: Kawasaki Heavy Industries, Ltd. Guide (b) Igeki J-J Figure 10 (a) 11 ■ 46) Ding

Claims (5)

[Claims] (1) An axle stiffener is formed on one side of the axle box, an axle spring is fitted between the axle box body and the bogie frame, and the axle stiffener is integrally connected to the bogie frame via the shaft and an elastic body. An axle box support device characterized in that torsional rigidity around the direction of travel is shared between a shaft stiffness and an elastic body. (2) The axle box support device according to claim 1, wherein the axle does not slip on either the bogie frame or the elastic body. (3) The axle box support device according to claim 1 or 2, wherein the shaft stiffness and the torsional rigidity of the elastic body are approximately the same. (4) The shaft stiffness is the displacement around the traveling direction with respect to the bogie frame,
4. The axle box support device according to claim 1, wherein the axle box support device allows displacement in the radial direction around the axis and displacement in the axle direction. (5) An axle box body is formed by connecting an axle stiffness to one side of the axle box and a shaft support arm to the other, and an axle spring is fitted between the axle box body and the bogie frame, and the axle stiffness is attached to the bogie frame. The shaft supporting arm is integrally connected to the frame via a first elastic body, and the shaft support arm is connected to the bogie frame by sandwiching a second elastic body between them, and the second elastic body is connected to the frame in the traveling direction of the vehicle. An axle box support device characterized in that the torsional rigidity is sufficiently smaller than the combined torsional rigidity of the shaft stiffness and the first elastic body in the same direction.