CN109476380B

CN109476380B - Bogie for railway vehicle and railway vehicle provided with same

Info

Publication number: CN109476380B
Application number: CN201780046144.2A
Authority: CN
Inventors: 山崎阳介; 下川嘉之; 水野将明
Original assignee: Nippon Steel and Sumitomo Metal Corp
Current assignee: Nippon Steel Corp
Priority date: 2016-07-29
Filing date: 2017-07-06
Publication date: 2022-03-15
Anticipated expiration: 2037-07-06
Also published as: WO2018020980A1; CN109476380A; JP6624293B2; EP3492392A4; EP3492392B1; EP3492392A1; JPWO2018020980A1

Abstract

The bogie is provided with: a 1 st frame (10) including a right side member (11) and a 1 st cross member (12); a 2 nd frame (20) including a left side member (21) and a 2 nd cross member (22); and a bolster (56). The 1 st frame (10) and the 2 nd frame (20) are supported slidably in the front-rear direction. A central portion of the bolster (56) is supported by the center bearing portion (30). The bolster (56) and the 1 st cross member (12) are flexibly supported by the 1 st connecting portion (52A) disposed on the right side of the center support portion (30), and the bolster (56) and the 2 nd cross member (22) are flexibly supported by the 2 nd connecting portion (52B) disposed on the left side of the center support portion (30). This can suppress variations in lateral pressure and wheel load on the curved path.

Description

Bogie for railway vehicle and railway vehicle provided with same

Technical Field

The present invention relates to a bogie for a railway vehicle (hereinafter also simply referred to as "bogie"), and more particularly to a bogie capable of performing self-steering of front and rear wheel shafts, and a railway vehicle including the bogie and a vehicle body.

Background

The railway vehicle includes a vehicle body and a bogie, and travels on a track. When the railway vehicle passes through the curved path, a force that presses the rail in the left-right direction, so-called lateral pressure, is generated. In particular, in a section where the track is twisted, for example, a gentle curve section of an inlet and an outlet of the curved path, the wheel shaft hardly follows the track, and therefore the lateral pressure increases. If the lateral pressure is large, the risk of derailment increases. Therefore, it is desirable to suppress the lateral pressure to be low. In addition, with respect to the force with which the wheel presses the rail in the vertical direction, the so-called wheel load, particularly in the exit relaxation curve section, the wheel load of the wheel on the outer rail side becomes small. If the wheel load becomes extremely small, the risk of derailment increases. Therefore, it is desirable to keep the balance of the loads on the left and right wheels following the track.

As a technique for reducing lateral pressure in a curved path and suppressing variation in wheel load, for example, international publication No. WO2016/017103 (patent document 1) discloses a bogie (hereinafter also referred to as a "guide bogie") in which front and rear wheel axles are self-steered in accordance with the curvature of a track of the curved path. The bogie frame of the guide bogie disclosed in patent document 1 is formed of two frames coupled to each other via an elastic element. The 1 st frame of the two frames includes a side member on the right side and a 1 st cross member. The 2 nd frame includes a left side member and a 2 nd cross member.

In the case of a guide bogie with a bolster, when a railway vehicle travels on a curved path, a relative yaw displacement (rotation about a vertical axis) occurs between the bolster (vehicle body) and the two frames (bogie frames). Due to this yaw displacement, relative forward and backward movements of the two frames are generated, and the front and rear wheel shafts can be self-steered in conjunction with these movements. Thereby, the lateral pressure on the curved path is reduced. In the transition curve section, a relative roll displacement (rotation about the longitudinal axis) occurs between the front wheel axle and the rear wheel axle. The roll displacement is allowed by the relative rotational movement in the pitch direction (rotation about the axis in the lateral direction) of the two frames (bogie frames). This suppresses the variation in wheel load in the relaxation curve section.

Here, in the case of the guide bogie with a bolster disclosed in patent document 1, the bolster is supported by a pair of left and right side bearings. The bolster is also supported by a pair of left and right center plates in order to connect the bolster to each of the two frames. In such a structure, the two side bearings and the two center plates receive the load from the vehicle body. Therefore, when passing through a curved path, the rotation resistance of the bolster with respect to the bogie frame (two frames) is large. As a result, the wheel axle is difficult to return to the standard posture, particularly, during the period from the exit easement curve section to the straight section of the railway vehicle. As a result, the center position of the wheel shaft with respect to the rail is deviated, and imbalance of the wheel load occurs. The preceding wheel axle is in contact with the rail in a state of facing the inner rail side, and generates a lateral pressure.

Documents of the prior art

Patent document

Patent document 1: international publication WO2016/017103 Specification

Disclosure of Invention

Problems to be solved by the invention

The present invention has been made in view of the above circumstances. An object of the present invention is to provide a bogie for a railway vehicle and a railway vehicle capable of self-steering, which can sufficiently reduce lateral pressure on a curved path and sufficiently suppress variation in wheel load.

Means for solving the problems

The bogie for a railway vehicle according to the embodiment of the present invention is a bogie in which axles are provided at the front and rear, respectively, and the axles can be turned by themselves. The bogie is provided with: a 1 st frame body including a right side member and a 1 st cross member integrated with the right side member; a 2 nd frame body including a left side member and a 2 nd cross member integrated with the left side member; axle boxes mounted to left and right ends of each axle, respectively; an axle box support device for elastically supporting each axle box; and a bolster disposed above the 1 st cross member or the 2 nd cross member.

The 1 st frame and the 2 nd frame are supported by each other and can slide in the front-rear direction. The right front side axle box supporting device supports the right front side axle box by the front end portion of the side member of the 1 st frame, and the right front side axle box is coupled to the 2 nd frame. The left front axle box supporting device supports the left front axle box by the front end of the side frame of the 2 nd frame, and the left front axle box is coupled to the 1 st frame. The right rear axle box support device supports the right rear axle box by the rear end portion of the side member of the 1 st frame, and the right rear axle box is coupled to the 1 st frame. The left rear axle box supporting device supports the left rear axle box by the rear end portion of the side member of the 2 nd frame, and the left rear axle box is coupled to the 2 nd frame.

The bogie further comprises: a center bearing part which is arranged on the upper surface of the 1 st cross beam or the 2 nd cross beam and is used for supporting the center part of the swing bolster; a 1 st connecting portion disposed on the right side of the center bearing portion and connecting the 1 st cross member and the bolster; and a 2 nd connecting portion disposed on the left side of the center bearing portion and connecting the 2 nd cross beam and the bolster. The 1 st connecting part includes: a 1 st shaft portion protruding in an up-down direction from one of the 1 st cross member and the bolster; and a 1 st hole portion provided in the other of the 1 st cross beam and the bolster and configured to receive a tip end portion of the 1 st shaft portion. The 2 nd connecting part includes: a 2 nd shaft portion protruding in an up-down direction from one of the 2 nd cross beam and the bolster; and a 2 nd hole portion provided in the other of the 2 nd cross beam and the bolster and configured to receive a tip end portion of the 2 nd shaft portion.

A railway vehicle according to an embodiment of the present invention includes: the bogie described above; a vehicle body; and air springs, which are paired right and left, disposed on the bolster, for supporting the vehicle body.

ADVANTAGEOUS EFFECTS OF INVENTION

The invention provides a railway vehicle bogie and a railway vehicle, which can perform self-steering, can sufficiently reduce the lateral pressure on a curve path, and can sufficiently inhibit the variation of wheel load.

Drawings

Fig. 1 is a plan view schematically showing an example of a railway vehicle including a bogie according to an embodiment of the present invention.

Fig. 2 is a plan view showing a specific example of a bogie frame used in the railway vehicle shown in fig. 1.

Fig. 3A is a right side view of the truck shown in fig. 1.

Fig. 3B is a left side view of the truck shown in fig. 1.

Fig. 4 is a cross-sectional view of the railway vehicle shown in fig. 1, as viewed from the front side.

Fig. 5A is a plan view schematically showing a state in which the railway vehicle according to the present embodiment travels a curved path that turns left.

Fig. 5B is a plan view schematically showing a state in which the railway vehicle according to the present embodiment travels on a curved path that makes a right turn.

Fig. 6 is a graph showing the variation of the lateral pressure on the curved path.

Fig. 7 is a diagram showing the displacement of the wheel axle in the left-right direction on the curved path.

Detailed Description

In order to solve the above-described problems, the present inventors have conducted numerical analysis assuming that a railway vehicle travels on a curved route including 5 sections (an entrance straight section, an entrance transition curve section, a stability curve section, an exit transition curve section, and an exit straight section), and have conducted intensive studies. As a result, the following findings were obtained.

(a) In the conventional guide bogie disclosed in patent document 1, a bolster receiving a load from a vehicle body is supported by a pair of left and right side bearings. That is, the bolster is supported by a bogie frame (1 st frame and 2 nd frame) formed by two frames at a position apart from the rotation center of yaw. Therefore, when the conventional vehicle passes through a curved path, the rotation resistance of the bolster to the bogie frame becomes large. Therefore, in order to reduce the rotational resistance of the bolster, the bolster may be supported at the position of the rotational center of the yaw. The position of the yaw rotation center corresponds to the center portion of the bolster in the left-right direction (i.e., the center portion of the bogie frame).

(b) In a conventional guide bogie, a bolster is coupled to two frames by a center plate so that a guide function is exhibited by relative forward and backward movements of the two frames due to yaw of the bolster. The core cannot flexibly accommodate relative displacement between the bolster and the frame. Therefore, in the conventional vehicle, relative forward and backward movements of the two housings are restricted from the exit relaxation curve section to the straight section. As a result, the wheel axle is difficult to return to a standard posture. Therefore, in order to smooth the relative forward and backward movement of the two frames, the relative displacement between the bolster and the frames may be allowed flexibly. That is, the coupling state between the bolster and each of the two housings may be relaxed.

The present invention has been completed based on the above findings.

The bogie for a railway vehicle according to the embodiment of the present invention is a bogie in which axles are provided at the front and rear, respectively, and the axles can be turned by themselves. The bogie includes a 1 st frame, a 2 nd frame, a bolster, 4 axle boxes, and 4 axle box support devices. The 1 st frame includes a right side member and a 1 st cross member integrated with the right side member. The 2 nd frame includes a left side member and a 2 nd cross member integrated with the left side member. The axle boxes are mounted to the left and right ends of the respective wheel shafts, respectively. The axle box supporting devices elastically support the axle boxes, respectively. The bolster is disposed above the 1 st cross member or the 2 nd cross member.

The bogie further includes a center bearing portion (japanese: heart receiver け), a 1 st link portion, and a 2 nd link portion. The central bearing part is arranged on the upper surface of the No. 1 cross beam or the No. 2 cross beam and is used for supporting the central part of the swing bolster. The 1 st connecting part is arranged on the right side of the central bearing part and connects the 1 st cross beam with the swing bolster. The 2 nd connecting portion is disposed on the left side of the center bearing portion, and connects the 2 nd cross member and the bolster. The 1 st connecting portion includes a 1 st shaft portion and a 1 st hole portion. The 1 st shaft portion protrudes in the up-down direction from one of the 1 st cross member and the bolster. The 1 st hole is provided in the other of the 1 st beam and the bolster and accommodates the tip end portion of the 1 st shaft portion. The 2 nd connecting portion includes a 2 nd shaft portion and a 2 nd hole portion. The 2 nd shaft portion protrudes in the up-down direction from one of the 2 nd cross member and the bolster. The 2 nd hole is provided in the other of the 2 nd beam and the bolster and accommodates the tip end portion of the 2 nd shaft portion.

In a typical example, the axlebox support device has links that extend in the fore-and-aft direction from the axlebox. The 1 st cross member has a 1 st projecting portion projecting toward a front end portion of the side member of the 2 nd frame. The 2 nd cross member has a 2 nd projecting portion projecting toward a front end portion of the side member of the 1 st frame. In this case, the right front side axle box supporting device supports the right front side axle box by the front end portion of the side frame of the 1 st frame, and the link extending from the right front side axle box is coupled to the 2 nd extending portion of the 2 nd frame. The left front axle box supporting device supports the left front axle box by the front end of the side frame of the 2 nd frame, and the link extending from the left front axle box is coupled to the 1 st extending portion of the 1 st frame. The right rear axle box supporting device supports the right rear axle box by the rear end portion of the side frame of the 1 st frame, and the link extending from the right rear axle box is coupled to the side frame of the 1 st frame. The left rear axle box supporting device supports the left rear axle box by the rear end portion of the side frame of the 2 nd frame, and the link extending from the left rear axle box is coupled to the side frame of the 2 nd frame.

As a typical example, the 1 st cross member of the 1 st frame and the 2 nd cross member of the 2 nd frame are vertically overlapped in a non-contact state with each other. However, there is no problem in which of the 1 st beam and the 2 nd beam is located above. The 1 st cross member and the 2 nd cross member may be arranged in the front-rear direction.

As a typical example, the tip end portion of the 1 st cross member is inserted into an opening formed in the side member of the 2 nd frame. The tip end portion of the 2 nd cross member is inserted into an opening formed in the side member of the 1 st frame. Thereby, the 1 st frame and the 2 nd frame can be supported slidably in the front-rear direction. However, the tip end portion of the 1 st cross member may be placed on the side sill of the 2 nd frame, the tip end portion of the 2 nd cross member may be placed on the side sill of the 1 st frame, and the 1 st frame and the 2 nd frame may be supported by each other.

According to the bogie of the present embodiment and the vehicle including the bogie, when the vehicle travels on a curved path, a relative yaw displacement is generated between the bolster (vehicle body) and the bogie frame (the 1 st frame and the 2 nd frame) according to the curved path. This generates relative forward and backward movements of the 1 st frame and the 2 nd frame, and the forward and backward wheel shafts can be self-steered in conjunction with the relative forward and backward movements. Further, since the bolster is supported by the center bearing portion at 1 point, the bolster smoothly rotates in the yaw direction with respect to the truck frame. Thus, the lateral pressure on the curved path can be sufficiently reduced.

Further, each axle box is elastically supported by the bogie frame (the 1 st frame and the 2 nd frame) by the corresponding axle box support device. The 1 st frame and the 2 nd frame allow rotation in the pitch direction relatively. Therefore, in the easement curve section, relative rolling displacement between the front wheel axle and the rear wheel axle caused by the track twisting can be tolerated. Therefore, the variation in wheel load in the relaxation curve section can be suppressed. In particular, in the course of the railway vehicle from the exit transition curve section to the straight section, the connection between the bolster and the bogie frame by the 1 st link and the 2 nd link is flexible, and therefore the bolster does not restrict the relative forward and backward movement of the 1 st frame and the 2 nd frame. Therefore, the front-side wheel axle and the rear-side wheel axle smoothly return to the standard postures. Therefore, the generation of the lateral pressure and the variation of the wheel load in the relaxation curve section can be sufficiently suppressed.

Preferably, the bogie described above is provided with a 1 st elastic member in a gap between the distal end portion of the 1 st shaft portion and the 1 st hole portion, and a 2 nd elastic member in a gap between the distal end portion of the 2 nd shaft portion and the 2 nd hole portion. In this case, the generation of the lateral pressure and the variation in the wheel load can be more sufficiently suppressed. In a typical example, the 1 st elastic member is a 1 st rubber bushing, and the 2 nd elastic member is a 2 nd rubber bushing.

Preferably, the bogie is provided with side bearings facing the left and right ends of the bolster through a gap on the upper surfaces of the side frame of the 1 st frame and the side frame of the 2 nd frame. In this case, when the bolster is rotated in the roll direction about the center bearing portion, the rotation of the bolster can be restricted.

The bogie may have the following structure. The bogie described above includes: a tread surface braking device corresponding to each wheel on the left and right of each wheel axle; and a main motor and gear arrangement that drive each wheel axle separately. The front left and rear right tread surface brakes are held by the 1 st cross member, and the front right and rear left tread surface brakes are held by the 2 nd cross member. The front and rear main motors and gear devices are held by one of the 1 st and 2 nd cross members. In this case, the bogie described above can be used as a driving bogie.

Hereinafter, embodiments of the bogie for a railway vehicle and the railway vehicle according to the present invention will be described in detail.

Fig. 1 is a plan view schematically showing an example of a railway vehicle including a bogie according to an embodiment of the present invention. Fig. 2 is a plan view showing a specific example of a bogie frame used in the railway vehicle shown in fig. 1. Fig. 3A is a right side view of the bogie shown in fig. 1, and fig. 3B is a left side view of the bogie. Fig. 4 is a cross-sectional view of the railway vehicle shown in fig. 1, as viewed from the front side.

The railway vehicle shown in fig. 1 to 4 is a vehicle using a bogie with a bolster 56 between a vehicle body 50 and the bogie. The vehicle is provided with 1 bogie at each of the front and rear of the vehicle body 50.

Referring to fig. 1 and 2, the bogie of the present embodiment includes a 1 st frame 10 and a 2 nd frame 20, which are independent of each other, as a bogie frame. The bogie frame is formed by combining a 1 st frame body 10 and a 2 nd frame body 20. In fig. 1, in order to facilitate understanding of the structures of the 1 st casing 10 and the 2 nd casing 20, the components of the 1 st casing 10 are indicated by thick solid lines, and the components of the 2 nd casing 20 are indicated by thick broken lines.

The 1 st frame 10 includes a side member 11 on the right side and a 1 st cross member 12. The right side member 11 and the 1 st cross member 12 are firmly joined together by welding to be integrated. On the other hand, the 2 nd frame 20 includes a left side sill 21 and a 2 nd cross member 22. The left side member 21 and the 2 nd cross member 22 are firmly joined together by welding to be integrated.

The 1 st cross member 12 of the 1 st frame 10 includes a 1 st projecting portion 13 (see fig. 1 and 3B) projecting toward the front end portion 21a of the side member 21 of the 2 nd frame 20. The 1 st extension 13 extends below the side member 21 of the 2 nd frame 20 and is disposed rearward of the front end 21a of the side member 21. That is, the 1 st projecting portion 13 projecting from the 1 st cross member 12 integral with the right side member 11 reaches the position of the left side member 21 on the opposite side. On the other hand, the 2 nd cross member 22 of the 2 nd frame 20 includes a 2 nd projecting portion 23 projecting toward the front end portion 11a of the side member 11 of the 1 st frame 10 (see fig. 1 and 3A). The 2 nd projecting portion 23 extends below the side member 11 of the 1 st frame 10 and is disposed rearward of the front end portion 11a of the side member 11. That is, the 2 nd projecting portion 23 projecting from the 2 nd cross member 22 integral with the left side member 21 reaches the position of the right side member 11 on the opposite side.

The 1 st frame 10 and the 2 nd frame 20 are supported by each other and can slide in the front-rear direction. Specifically, referring to fig. 1 to 4, the 1 st cross member 12 of the 1 st frame 10 and the 2 nd cross member 22 of the 2 nd frame 20 are vertically overlapped with each other in a non-contact state. Fig. 2 shows a mode in which the 1 st cross member 12 is disposed above the 2 nd cross member 22.

Referring to fig. 3B, an opening 21c penetrating in the left-right direction is provided at the center in the front-rear direction of the side member 21 (left side member 21) of the 2 nd frame 20. The tip of the 1 st cross member 12 of the 1 st frame 10 is inserted into the opening 21 c. A metal slide plate 37 (Japanese: wipe り plate) is provided in the opening 21 c. The tip end portion of the 1 st beam 12 is placed on the slide plate 37. Referring to fig. 3A, an opening 11c penetrating in the left-right direction is provided at the center in the front-rear direction of the side member 11 (right side member 11) of the 1 st frame 10. The distal end of the 2 nd cross member 22 of the 2 nd frame 20 is inserted into the opening 11 c. A metal slide plate 37 is provided in the opening 11 c. The tip end portion of the 2 nd cross beam 22 is placed on the slide plate 37. In this way, the 1 st frame body 10 and the 2 nd frame body 20 are supported by each other at two points on the left and right, and are allowed to slide in the front-rear direction. Then, the 1 st frame 10 and the 2 nd frame 20 are allowed to rotate in the pitch direction about the axis connecting the two fulcrums. In fig. 1, points where the 1 st frame 10 and the 2 nd frame 20 support each other are indicated by circles.

The bogie frame formed by combining the 1 st frame 10 and the 2 nd frame 20 is provided with

wheel shafts

31A and 31B at the front and rear, respectively. Each of the

wheel shafts

31A and 31B is provided with

wheels

32A, 32B, 32C, and 32D on the left and right, respectively.

Axle boxes

33A, 33B, 33C, and 33D are attached to the left and right ends of the

respective axles

31A and 31B, respectively. The

axle boxes

33A, 33B, 33C, and 33D are elastically supported by the bogie frames (the 1 st frame 10 and the 2 nd frame 20) by the corresponding axle box supporting devices, respectively.

Each axle box support is a general purpose item. Referring to fig. 1, 3A, and 3B, each of the pedestal supporting devices includes

links

34A, 34B, 34C, and 34D extending in the front-rear direction from the corresponding

axle boxes

33A, 33B, 33C, and 33D. The journal box supporting device shown in fig. 3A and 3B is a so-called single link type journal box supporting device. The single link type is a type in which the axle box and the bogie frame are coupled by 1 link having rubber bushes inserted at both ends.

Referring to fig. 3A in particular, the right front axle box supporting apparatus supports the right front axle box 33A by the front end 11a of the side frame 11 of the 1 st frame 10. Coil springs 35 are disposed between the axle boxes 33A and the front end portions 11a of the side members 11. A laminated rubber may be disposed in addition to the coil spring 35 or in place of the coil spring 35. The laminated rubber is formed by alternately laminating thin rubber sheets and steel plates. The link 34A of the pedestal bearing device has

rubber bushes

36a and 36b at both front and rear ends. The front end of the link 34A is coupled to the axle box 33A via a rubber bush 36a, and the rear end of the link 34A is coupled to the 2 nd projecting portion 23 of the 2 nd frame 20 via a rubber bush 36 b.

On the other hand, referring to fig. 3B in particular, the left front axle box supporting device supports the left front axle box 33B by the front end portion 21a of the side frame 21 of the 2 nd frame 20. The structure for supporting axle boxes 33B by the front end portions 21a of the side members 21 is the same as that of the right front side axle box supporting device described above. The link 34B of the left front side pedestal bearing device has rubber bushes 36a and 36B at both front and rear ends. The front end of the link 34B is coupled to the axle box 33B via a rubber bush 36a, and the rear end of the link 34B is coupled to the 1 st extension 13 of the 1 st frame 10 via a rubber bush 36B.

Further, referring to fig. 3A in particular, the right rear axle box supporting device supports the right rear axle box 33C by the rear end portion 11b of the side member 11 of the 1 st frame 10. The structure for supporting the axle boxes 33C by the rear end portions 11b of the side members 11 is similar to that of the right front side axle box supporting device described above. Here, the 1 st projection 15 is provided on the lower surface of the side member 11 of the 1 st frame 10. The 1 st projecting portion 15 projects from a position forward of the rear end portion 11b of the side member 11. The link 34C of the right rear side pedestal bearing device has

rubber bushes

36a and 36b at both front and rear ends. The rear end of the link 34C is coupled to the axle box 33C via a rubber bush 36a, and the front end of the link 34C is coupled to the 1 st projection 15 of the 1 st frame 10 via a rubber bush 36 b.

On the other hand, referring to fig. 3B in particular, the left rear axle box support device supports the left rear axle box 33D by the rear end portion 21B of the side member 21 of the 2 nd frame 20. The structure for supporting axle boxes 33D by the rear end portions 21b of the side members 21 is the same as that of the right front side axle box supporting device described above. Here, the 2 nd projection 25 is provided on the lower surface of the side member 21 of the 2 nd frame 20. The 2 nd projecting portion 25 projects from a position forward of the rear end portion 21b of the side member 21. The link 34D of the left rear side pedestal bearing device has

rubber bushes

36a and 36b at both front and rear ends. The rear end of the link 34D is coupled to the axle box 33D via a rubber bush 36a, and the front end of the link 34D is coupled to the 2 nd projection 25 of the 2 nd frame 20 via a rubber bush 36 b.

In the case of the bogie shown in fig. 1, the bogie frame (the 1 st frame 10 and the 2 nd frame 20) described above includes tread

surface brake devices

40A, 40B, 40C, and 40D corresponding to the left and

right wheels

32A, 32B, 32C, and 32D of the

axles

31A and 31B, respectively. Each of the tread

surface brake devices

40A, 40B, 40C, and 40D has a brake shoe that faces the tread surface of the

corresponding wheel

32A, 32B, 32C, and 32D.

The right front tread surface brake device 40A is held by the 2 nd cross member 22 of the 2 nd frame 20 immediately behind the right front wheel 32A. The left front tread surface brake device 40B is held by the 1 st cross member 12 of the 1 st frame 10 immediately behind the left front wheel 32B. The right rear tread surface brake device 40C is held by the 1 st cross member 12 of the 1 st frame 10 immediately in front of the right rear wheel 32C. The left rear tread surface brake device 40D is held by the 2 nd cross member 22 of the 2 nd frame 20 immediately in front of the left rear wheel 32D.

Actually, the front right tread

surface brake devices

40A and 40D and the rear left tread surface brake devices are fixed to brake device seats (not shown) formed in the 2 nd cross member 22 of the 2 nd frame 20, respectively. The front left and rear right

tread surface brakes

40B and 40C are fixed to a brake device seat (not shown) formed in the 1 st cross member 12 of the 1 st frame 10.

In the case of the bogie shown in fig. 1, the bogie frame (the 1 st frame 10 and the 2 nd frame 20) described above is provided with

main motors

41A and 41B,

gear devices

42A and 42B, and

joints

43A and 43B so as to drive the

respective wheel shafts

31A and 31B, respectively. These

main motors

41A and 41B,

gear devices

42A and 42B, and

joints

43A and 43B are common products. The

gear devices

42A and 42B have large gears fitted into the axles of the

axles

31A and 31B and small gears meshed with the large gears. The

joints

43A and 43B are gear-shaped joints or flexible plate-shaped joints, connect the main shafts of the

main motors

41A and 41B and the pinion shafts of the

gear devices

42A and 42B, and transmit the rotational torque of the main shafts of the

main motors

41A and 41B to the pinion shafts of the

gear devices

42A and 42B. Also, the

joints

43A and 43B absorb the relative displacement between the main shafts of the

main motors

41A and 41B and the pinion shafts of the

gear devices

42A and 42B.

A front gear device 42A is disposed on the front wheel axle 31A adjacent to the left front wheel 32B. A hanger 44A is provided adjacent to the tread surface brake device 40B on the left front side on the 1 st cross beam 12 of the 1 st frame 10. The front gear device 42A is suspended by the spreader 44A and held swingably. A rear gear device 42B is disposed adjacent to the right rear wheel 32C on the rear wheel axle 31B. A hanger 44B is provided adjacent to the tread surface brake device 40C on the right rear side on the 1 st cross beam 12 of the 1 st frame 10. The rear gear device 42B is suspended by the spreader 44B and held swingably.

Actually, referring to fig. 2, the front gear device 42A is attached to the hanger bracket 17a extending forward from the 1 st cross member 12 of the 1 st frame 10 via the hanger 44A. The rear gear device 42B is attached to a hanger bracket 17B extending rearward from the 1 st cross member 12 of the 1 st frame 10 via a hanger 44B.

In the 1 st cross beam 12 of the 1 st frame 10, the main motor 41A is held adjacent to the front spreader 44A, and the main motor 41B is held adjacent to the rear spreader 44B. Actually, referring to fig. 2, the front main motor 41A is attached to the main motor mount 16a protruding forward from the 1 st cross member 12 of the 1 st housing 10. The rear main motor 41B is attached to a main motor mount 16B extending rearward from the 1 st cross member 12 of the 1 st frame 10.

Referring to fig. 1, 2, and 4, the truck has a bolster 56 provided above the 1 st cross member 12 of the 1 st frame 10. A center receiving portion 30 is disposed at a central portion in the left-right direction of the upper surface of the 1 st cross beam 12. The bolster 56 is supported by the center support portion 30 at a center portion in the left-right direction of the bolster 56. The center bearing portion 30 includes a circular truncated cone-shaped base 30a and a rounded truncated cone-shaped projection 30b opposed to the base 30 a. The base 30a is fixed to the upper surface of the 1 st beam 12, and the convex portion 30b is fixed to the lower surface of the bolster 56. The convex portion 30b and the base 30a are only in contact. This allows the bolster 56 to rotate in the yaw direction about the center bearing portion 30 with respect to the bogie frame (the 1 st cross beam 12). Then, the bolster 56 is allowed to rotate in the roll direction about the center bearing portion 30 with respect to the bogie frame (1 st cross beam 12).

The bogie of the present embodiment is provided with a pair of left and

right side bearings

57 and 57 between the bogie frame (the 1 st frame 10 and the 2 nd frame 20) and the bolster 56. The

side bearings

57 and 57 are disposed on the side beam 11 of the 1 st frame 10 and the side beam 21 of the 2 nd frame 20, respectively. The side bearing 57 includes a truncated-pyramid-shaped base 57a and a truncated-pyramid-shaped projection 57b facing the base 57 a. The

bases

57a and 57a are fixed to the upper surfaces of the

side members

11 and 21, and the

protrusions

57b and 57b are fixed to the lower surface of the bolster 56. The

projections

57b and 57b are not in contact with the

bases

57a and 57 a. However, when the bolster 56 rotates in the roll direction about the center bearing portion 30, the convex portion 57b of one side bearing 57 of the left and

right side bearings

57 and 57 comes into contact with the base 57a, and further rotation of the bolster 56 is restricted.

Referring to fig. 4, left and right paired air springs 51 and 51 are disposed on the upper surface of the bolster 56. The vehicle body 50 is coupled with a bolster 56 by these air springs 51 and 51. That is, the vehicle body 50 and the bolster 56 are integrated by the air springs 51 and 51.

Here, referring to fig. 1 and 4, the right and left paired connecting

portions

52A and 52B are arranged between the bolster 56 and the bogie frame (the 1 st frame 10 and the 2 nd frame 20). The 1 st connecting portion 52A of the two connecting

portions

52A and 52B is disposed on the right side of the center carrier portion 30, and connects the 1 st cross member 12 and the bolster 56. The 2 nd connecting portion 52B is disposed on the left side of the center carrier portion 30, and connects the 2 nd cross member 22 and the bolster 56.

Specifically, the 1 st connecting portion 52A includes a 1 st shaft portion 53A and a 1 st hole portion 54A. The 1 st shaft portion 53A projects downward from the lower surface of the bolster 56. The 1 st hole 54A is formed on an extension line of the 1 st shaft portion 53A in the 1 st beam 12. The tip of the 1 st shaft portion 53A is housed in the 1 st hole 54A. In the present embodiment, an annular 1 st rubber bush 55A is fitted into an annular gap between the 1 st hole 54A and the distal end portion of the 1 st shaft portion 53A. That is, the bolster 56 is connected to the 1 st cross member 12 (the 1 st frame 10) via the 1 st shaft portion 53A and the 1 st rubber bush 55A.

On the other hand, the 2 nd connecting portion 52B includes a 2 nd shaft portion 53B and a 2 nd hole portion 54B. The 2 nd shaft portion 53B projects downward from the lower surface of the bolster 56. The 2 nd beam 22 has a 2 nd tab 24 extending to the upper surface of the 1 st beam 12. The 2 nd hole 54B is formed on an extension line of the 2 nd shaft 53B in the 2 nd projecting piece 24. The distal end of the 2 nd shaft portion 53B is received in the 2 nd hole 54B. In the present embodiment, an annular 2 nd rubber bushing 55B is fitted into an annular gap between the distal end portion of the 2 nd shaft portion 53B and the 2 nd hole portion 54B. That is, the bolster 56 is connected to the 2 nd cross member 22 (the 2 nd frame body 20) via the 2 nd shaft portion 53B and the 2 nd rubber bush 55B.

With this configuration, the bolster 56 receives a load from the vehicle body 50 through the air springs 51 and 51. And, the center bearing portion 30 for supporting the bolster 56 receives the load. In addition, the 1 st link portion 52A and the 2 nd link portion 52B that connect the bolster 56 (the vehicle body 50) and the bogie frame (the 1 st frame 10 and the 2 nd frame 20) flexibly allow relative displacement between the bolster 56 and the bogie frame.

Fig. 5A and 5B are plan views schematically showing the state of the railway vehicle according to the embodiment shown in fig. 1 to 4 when traveling on a curved route. Of these figures, fig. 5A shows the case of a curved path that makes a left turn, and fig. 5B shows the case of a curved path that makes a right turn. Referring to fig. 5A and 5B, the behavior of each component when the vehicle of the present embodiment travels a curved route is as follows.

In the curved path, a relative yaw displacement is generated between the bolster 56 (the vehicle body 50) and the bogie frame (the 1 st frame 10 and the 2 nd frame 20). For example, in a curved path of a left turn, referring to fig. 5A, the bolster 56 is in a yaw pattern to the right with respect to the bogie frame, that is, with respect to the traveling direction of the vehicle. In contrast, in a curved path on a right turn, referring to fig. 5B, the bolster 56 is in a yaw pattern to the left with respect to the truck frame. At this time, the bolster 56 yaws with respect to the bogie frame (1 st cross beam 12) centering on the center bearing portion 30.

First, a case of a curved path that makes a left turn will be described with reference to fig. 5A. As described above, the bolster 56 is connected to the 1 st frame 10 (the 1 st cross member 12) via the 1 st connecting portion 52A disposed on the right side of the center receiving portion 30, and connected to the 2 nd frame 20 (the 2 nd cross member 22) via the 2 nd connecting portion 52B disposed on the left side of the center receiving portion 30. Therefore, the bolster 56 yaws rightward, and a force directed rearward acts on the 1 st frame 10 via the 1 st link 52A on the right side, and a force directed forward acts on the 2 nd frame 20 via the 2 nd link 52B on the left side. That is, forces in opposite directions in the front-rear direction act on the 1 st frame 10 and the 2 nd frame 20.

At this time, as described above, the 1 st frame 10 and the 2 nd frame 20 are supported slidably in the front-rear direction. Therefore, since the above forces act on the 1 st frame body 10 and the 2 nd frame body 20, the 1 st frame body 10 moves backward and the 2 nd frame body 20 moves forward. In short, the relative back-and-forth movement of the 1 st frame 10 and the 2 nd frame 20 is generated.

Thus, the

axle boxes

33A and 33C elastically supported by the front and

rear end portions

11a and 11b of the side frame 11 of the 1 st frame 10 take the following actions, respectively. The right front axle box 33A is supported by the 1 st frame 10 and is coupled to the 2 nd extension 23 of the 2 nd frame 20 different from the 1 st frame 10 via a link 34A. Therefore, the right front axle box 33A receives a force in the direction opposite to the moving direction of the 1 st frame 10, i.e., forward, via the link 34A, and moves forward. On the other hand, the right rear side axle box 33C is supported by the 1 st frame 10 and is coupled to the 1 st projection 15 of the same 1 st frame 10 via the link 34C. Therefore, the right rear axle box 33C moves rearward together with the 1 st frame 10.

In contrast, the

axle boxes

33B and 33D elastically supported by the front and rear end portions 21a and 21B of the side frame 21 of the 2 nd frame 20 take the following actions, respectively. The left front axle box 33B is supported by the 2 nd frame body 20, and is coupled to the 1 st extension 13 of the 1 st frame body 10 different from the 2 nd frame body 20 via a link 34B. Therefore, the left front axle box 33B receives a force toward the rear, which is the opposite direction to the moving direction of the 2 nd frame body 20, via the link 34B, and moves rearward. On the other hand, the left rear axle box 33D is supported by the 2 nd frame body 20 and is coupled to the 2 nd projection 25 of the same 2 nd frame body 20 via the link 34D. Therefore, the left rear axle case 33D moves forward together with the 2 nd frame body 20.

In this way, the front wheel axle 31A is self-steered so that the right side is displaced forward and the left side is displaced backward by the forward movement of the right front axle box 33A and the backward movement of the left front axle box 33B, and the axle is directed toward the center of curvature of the curved path of the left turn. On the other hand, the rear wheel axle 31B is self-steered so that the right side is displaced rearward and the left side is displaced forward by the rearward movement of the right rear axle box 33C and the forward movement of the left rear axle box 33D, and the shafts are directed toward the center of curvature of the curved path that makes a left turn. As described above, the relative yaw displacement is generated between the vehicle body 50 and the bogie along the curved path of the left turn, so that the relative forward and backward movement of the 1 st frame 10 and the 2 nd frame 20 is generated, and the front and

rear wheel shafts

31A and 31B are self-steered in conjunction with this.

At this time, of the front tread

surface brake devices

40A and 40B, the right front tread surface brake device 40A is held by the 2 nd cross member 22 of the 2 nd frame body 20, and therefore moves forward together with the 2 nd frame body 20. The left front tread surface brake device 40B is held by the 1 st cross member 12 of the 1 st frame 10, and therefore moves rearward together with the 1 st frame 10. In contrast, as the front wheel axle 31A is displaced as described above, the right front wheel 32A moves forward, and the left front wheel 32B moves backward. Here, the amount of forward movement of the right front tread surface brake device 40A is substantially the same as the amount of forward movement of the wheel 32A. The amount of rearward movement of the left front tread surface brake device 40B is substantially the same as the amount of rearward movement of the wheel 32B. Thus, the distance in the front-rear direction between each of the

wheels

32A and 32B on the front side and the corresponding

tread brake device

40A and 40B, respectively, is constant regardless of the guidance.

On the other hand, of the rear tread

surface brake devices

40C and 40D, the right rear tread surface brake device 40C is held by the 1 st cross member 12 of the 1 st frame 10 and therefore moves rearward together with the 1 st frame 10. The left rear tread surface brake device 40D is held by the 2 nd cross member 22 of the 2 nd frame body 20, and therefore moves forward together with the 2 nd frame body 20. In contrast, as the rear wheel axle 31B is displaced as described above, the right rear wheel 32C moves rearward, and the left rear wheel 32D moves forward. Here, the amount of rearward movement of the right rear tread surface brake device 40C is substantially the same as the amount of rearward movement of the wheel 32C. The amount of forward movement of the left rear tread surface brake device 40D is substantially the same as the amount of forward movement of the wheel 32D. Thus, the distance in the front-rear direction between each

wheel

32C and 32D on the rear side and the corresponding

tread brake device

40C and 40D, respectively, is constant regardless of the guidance.

Therefore, even when general-purpose products are used as the tread

surface braking devices

40A, 40B, 40C, and 40D, the distances in the front-rear direction between the

wheels

32A, 32B, 32C, and 32D and the corresponding tread

surface braking devices

40A, 40B, 40C, and 40D are not constant regardless of the guide, and therefore, the braking performance can be always sufficiently maintained.

The front and rear

main motors

41A and 41B are held by the 1 st cross member 12 of the 1 st frame 10, and therefore move rearward together with the 1 st frame 10. In contrast, the front gear device 42A is attached to the front wheel axle 31A at a position adjacent to the left front wheel 32B. The rear gear device 42B is attached to the rear wheel axle 31B at a position adjacent to the right rear wheel 32C. Therefore, as the front and

rear wheel shafts

31A and 31B are displaced as described above, the front and

rear gear devices

42A and 42B are moved rearward. Here, the amount of rearward movement of the front and rear

main motors

41A and 41B is slightly different from the amount of rearward movement of the front and

rear gear devices

42A and 42B, but the front and rear joints (gear-shaped joints or flexible plate-shaped joints) 43A and 43B connecting them allow the difference in the amounts of rearward movement. Thus, as the

main motors

41A and 41B, the

gear devices

42A and 42B, and the

joints

43A and 43B, even if a general-purpose article is used, the distance in the front-rear direction between each

gear device

42A and 42B and the corresponding joint 43A and 43B, respectively, is not constant regardless of the guide, and therefore, smooth driving of each

wheel shaft

31A and 31B can be always maintained.

Next, a case of a curved path turning right will be described with reference to fig. 5B. In the curved path of the right turn, the bolster 56 is in a left-yaw mode with respect to the bogie, contrary to the case of the curved path of the left turn described above. Since the bolster 56 yaws leftward, a force directed forward is applied to the 1 st frame 10 by the 1 st connecting portion 52A on the right side, and a force directed rearward is applied to the 2 nd frame 20 by the 2 nd connecting portion 52B on the left side, in contrast to the case of the curved path that turns leftward. Therefore, the relative forward and backward movements of the 1 st frame 10 and the 2 nd frame 20 are opposite to the above-described left-turn curved path. Thus, the behavior of each component is merely left-right opposite to that of the above-described curved path of left turn.

As described above, according to the present embodiment, when the railway vehicle travels on a curved path, a relative yaw displacement is generated between the bolster 56 (the vehicle body 50) and the bogie frame (the 1 st frame 10 and the 2 nd frame 20) according to the curved path. This generates relative forward and backward movements of the 1 st frame 10 and the 2 nd frame 20, and the forward and

backward wheel shafts

31A and 31B can be self-steered in conjunction with the relative forward and backward movements. Further, since the bolster 56 is supported by the center receiving portion 30 at point 1, the bolster 56 smoothly rotates in the yaw direction with respect to the bogie frame (the 1 st cross beam 12). Thus, the lateral pressure on the curved path can be sufficiently reduced.

The

axle boxes

33A, 33B, 33C, and 33D are elastically supported by the 1 st frame 10 and the 2 nd frame 20 by the corresponding axle box support devices, respectively. Then, the 1 st frame 10 and the 2 nd frame 20 are allowed to rotate relatively in the pitch direction around an axis connecting the two fulcrums. Therefore, in the easement curve section, the relative rolling displacement between the front wheel axle 31A and the rear wheel axle 31B caused by the track twisting can be tolerated. Therefore, the variation in wheel load in the relaxation curve section can be suppressed. In particular, in the course of the railway vehicle from the exit transition curve section to the straight section, the bolster 56 (the vehicle body 50) and the bogie frame (the 1 st frame 10 and the 2 nd frame 20) are flexibly connected by the 1 st link portion 52A and the 2 nd link portion 52B, and therefore the bolster 56 does not restrict the relative forward and backward movement of the 1 st frame 10 and the 2 nd frame 20. Therefore, the front side wheel axle 31A and the rear side wheel axle 31B smoothly return to the standard postures. Therefore, the generation of the lateral pressure and the variation of the wheel load in the relaxation curve section can be sufficiently suppressed.

The present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the scope of the present invention. For example, in the above-described embodiment, a single link type pedestal supporting device is used as the pedestal supporting device, and a so-called axle beam type pedestal supporting device or a support plate (single leaf spring) type pedestal supporting device may be used. The axle type is a type in which a rubber bush is inserted into a tip end portion of an arm extending in the front-rear direction integrally with an axle box, and the arm is coupled to a truck frame. In the case of the axle beam type, the arm extending from the axle box corresponds to the link of the pedestal bearing device in the above-described embodiment. The single plate spring type is a type in which an axle box and a bogie frame are coupled by two parallel plate springs extending in the front-rear direction. In the case of the single plate spring type, the plate spring extending from the axle box corresponds to the link of the axle box support device in the above-described embodiment.

Examples

In order to confirm the effect of the present invention, a numerical simulation analysis was performed. Specifically, models of various vehicles each having 1 vehicle body and two guide bogies were prepared, and the state of travel on a curved route was simulated by numerical analysis using the models. As the curved path, a curved path including 5 sections (a: an entrance straight-line section, B: an entrance relaxation curved section, C: a stationary curved section, D: an exit relaxation curved section, and E: an exit straight-line section) was employed. The curvature radius of the stationary curve section C was set to 200m (curvature: 0.005). The main conditions of the model are as shown in table 1 below.

[ Table 1]

Distinguishing	Bolster support	Connection of bolster to bogie frame
			Examples	Central bearing part (1 position)	Shaft and hole (including rubber bushing)
Conventional example	Side bearing (two places)	Heart plate
			Comparative example 1	Side bearing (two places)	Shaft and hole (including rubber bushing)
Comparative example 2	Central bearing part (1 position)	Heart plate

The models of the examples are models that all satisfy the conditions of the present embodiment. The conventional model is a model in which the bolster is supported by a side bearing and the bolster and the bogie frame are connected by a center pan, as in the bogie of patent document 1. The model of comparative example 1 is a model in which the bolster and the bogie frame are connected by the shaft portion and the hole portion (including the rubber bush) as in the example, but it is a model in which the bolster is supported by the side bearing as in the conventional example. The model of comparative example 2 is a model in which the bolster is supported by the center support portion as in the example, but is a model in which the bolster and the bogie frame are connected by the center pad as in the conventional example.

For each model, in order to evaluate the fluctuation of the lateral pressure, the lateral pressure acting on the wheel on the outer rail side of the front wheel axle was examined. In order to evaluate the variation in wheel load, the lateral displacement of the front wheel axle was examined.

Fig. 6 is a graph showing the variation of the lateral pressure on the curved path. Fig. 7 is a diagram showing the displacement of the wheel axle in the left-right direction on the curved path. Referring to fig. 6, in comparative example 1, the lateral pressure in the outlet relaxation curve section (section D in fig. 6) is decreased as compared with the conventional example. However, referring to fig. 7, the displacement of the axle in the left-right direction does not return to the track center in the exit straight section (section E in fig. 6).

Referring to fig. 6, in comparative example 2, the lateral pressure in the outlet relaxation curve section (section D in fig. 6) was not reduced much as compared with the conventional example. However, referring to fig. 7, the displacement of the axle in the left-right direction returns to the track center in the exit straight section (section E in fig. 6).

Referring to fig. 6, in the embodiment, the lateral pressure in the outlet transition curve section (section D in fig. 6) is significantly reduced. Then, referring to fig. 7, the displacement of the wheel shaft in the left-right direction returns to the track center in the exit straight section (section E in fig. 6). Thus, it is apparent that the bogie and the vehicle of the present embodiment are excellent in the reduction of the lateral pressure particularly in the exit relaxing curve section, and can suppress the deviation of the wheel axle from the track center after the curve path passes.

Industrial applicability

The present invention is applicable to all railway vehicles having a bolster, and particularly, is effectively applicable to railway vehicles such as subways having many curved paths.

Description of the reference numerals

10. A 1 st frame body; 11. a right side member; 11a, a front end portion; 11b, a rear end portion; 11c, an opening; 12. the 1 st cross beam; 13. the 1 st extension part; 15. the 1 st protrusion; 16a, 16b, a main motor mount; 17a, 17b, a hanger holder; 20. a 2 nd frame body; 21. a left side member; 21a, a tip end portion; 21b, a rear end portion; 21c, an opening; 22. a 2 nd cross beam; 23. the 2 nd projecting part; 24. a 2 nd tab portion; 25. the 2 nd protrusion; 30. a central bearing portion; 30a, a base; 30b, a convex portion; 31A, 31B, an axle; 32A, 32B, 32C, 32D, wheels; 33A, 33B, 33C, 33D, axle boxes; 34A, 34B, 34C, 34D, links of the axle boxes; 35. a coil spring; 36a, 36b, rubber bushings; 37. a slide plate; 40A, 40B, 40C, 40D, tread brake device; 41A, 41B, a main motor; 42A, 42B, a gear device; 43A, 43B, a linker; 44A, 44B, a spreader; 50. a vehicle body; 51. an air spring; 52A, the 1 st connecting part; 52B, the 2 nd connecting part; 53A, 1 st shaft part; 53B, 2 nd shaft part; 54A, 1 st hole; 54B, a 2 nd hole; 55A, the 1 st rubber bushing; 55B, No. 2 rubber bushing; 56. a swing bolster; 57. a side bearing; 57a, a base; 57b, convex portions.

Claims

1. A bogie for a railway vehicle, which is provided with wheel axles at the front and rear thereof, and which is capable of self-steering the wheel axles, wherein,

the bogie is provided with:

a 1 st frame body including a right side member and a 1 st cross member integrated with the right side member;

a 2 nd frame body including a left side member and a 2 nd cross member integrated with the left side member;

axle boxes mounted to left and right ends of the respective wheel shafts, respectively;

an axle box support device for elastically supporting each axle box; and

a bolster disposed above the 1 st cross member or the 2 nd cross member,

the 1 st frame and the 2 nd frame are supported by each other and can slide in the front-rear direction,

the right front side axle box support device supports the right front side axle box by the front end portion of the side frame of the 1 st frame, and the right front side axle box is coupled to the 2 nd frame,

the axle box support device on the left front side supports the axle box on the left front side by the front end portion of the side frame of the 2 nd frame, and the axle box on the left front side is coupled to the 1 st frame,

the right rear axle box support device supports the right rear axle box by the rear end portion of the side member of the 1 st frame, and the right rear axle box is coupled to the 1 st frame,

the axle box support device on the left rear side supports the axle box on the left rear side by the rear end portion of the side frame of the 2 nd frame, and the axle box on the left rear side is coupled to the 2 nd frame,

the bogie is provided with:

a center bearing portion provided on an upper surface of the 1 st cross member or the 2 nd cross member for supporting a center portion of the bolster;

a 1 st connecting portion disposed on a right side of the center bearing portion and connecting the 1 st cross beam and the bolster; and

a 2 nd connecting portion disposed on a left side of the center bearing portion and connecting the 2 nd cross member and the bolster,

the 1 st connecting part includes: a 1 st shaft portion protruding in an up-down direction from one of the 1 st cross member and the bolster; and a 1 st hole portion provided in the other of the 1 st cross member and the bolster and configured to receive a tip end portion of the 1 st shaft portion,

the 2 nd connecting part includes: a 2 nd shaft portion protruding in an up-down direction from one of the 2 nd cross beam and the bolster; and a 2 nd hole provided in the other of the 2 nd cross member and the bolster, for accommodating a tip end portion of the 2 nd shaft portion.

2. The railway vehicle bogie according to claim 1,

the axle box support device has links extending in a front-rear direction from the axle boxes, the 1 st cross member has a 1 st extending portion extending toward front end portions of the side members of the 2 nd frame, the 2 nd cross member has a 2 nd extending portion extending toward front end portions of the side members of the 1 st frame,

the coupling between the axle boxes on the right front side and the 2 nd frame body is performed by the coupling between the link extending from the axle box on the right front side and the 2 nd extending portion of the 2 nd cross member,

the coupling between the axle box on the left front side and the 1 st frame is performed by the coupling between the link extending from the axle box on the left front side and the 1 st extending portion of the 1 st cross member,

the coupling between the axle boxes on the rear right side and the 1 st frame is performed by the coupling between the links extending from the axle boxes on the rear right side and the side members of the 1 st frame,

the coupling between the axle boxes on the left rear side and the 2 nd frame is performed by the coupling between the links extending from the axle boxes on the left rear side and the side members of the 2 nd frame.

3. The railway vehicle bogie according to claim 1,

a 1 st elastic member is provided in a gap between the 1 st shaft portion and the 1 st hole portion,

a 2 nd elastic member is provided in a gap between the 2 nd hole and the 2 nd tip of the 2 nd shaft portion.

4. The railway vehicle bogie according to claim 3,

the 1 st elastic member is a 1 st rubber bushing, and the 2 nd elastic member is a 2 nd rubber bushing.

5. The railway vehicle bogie according to claim 1,

side bearings facing the left and right ends of the bolster are provided on the upper surfaces of the side member of the 1 st frame and the side member of the 2 nd frame with a gap therebetween.

6. The railway vehicle bogie according to claim 1,

the railway vehicle bogie comprises:

a tread surface brake device corresponding to each of the left and right wheels of each of the wheel shafts; and

a main motor and a gear unit for driving each of the wheel shafts,

each of the tread brake devices on the front left side and the rear right side is held by the 1 st cross beam,

each of the tread brake devices on the front right side and the rear left side is held by the 2 nd cross member,

each of the main motors and each of the gear devices in front and rear are held by one of the 1 st cross member and the 2 nd cross member.

7. A railway vehicle, wherein,

the railway vehicle is provided with: a bogie as claimed in any one of claims 1 to 6; a vehicle body; and a pair of left and right air springs disposed on the bolster and supporting the vehicle body.