JP2017081308A - Railroad vehicle truck frame - Google Patents

Railroad vehicle truck frame Download PDF

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JP2017081308A
JP2017081308A JP2015210034A JP2015210034A JP2017081308A JP 2017081308 A JP2017081308 A JP 2017081308A JP 2015210034 A JP2015210034 A JP 2015210034A JP 2015210034 A JP2015210034 A JP 2015210034A JP 2017081308 A JP2017081308 A JP 2017081308A
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bracket
gear box
motor
cross beam
mounting plate
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JP6564300B2 (en
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利樹 國井
Toshiki Kunii
利樹 國井
英晃 宮澤
Hideaki Miyazawa
英晃 宮澤
佑介 玉川
Yusuke Tamagawa
佑介 玉川
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Nippon Sharyo Ltd
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Nippon Sharyo Ltd
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance

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Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle truck frame having a structure that is capable of reducing stress concentration during attaching of a bracket for fitting a drive unit or a brake within a narrow range to the truck frame.SOLUTION: A railroad vehicle truck frame 100 provided with: a motor suspension frame 151 that has a traverse beam 120 and a side beam 110 and supports a motor 210 provided to power a railroad vehicle; and a gear box suspension bracket 156 that supports a gear box 200 connected to the axle 201 of the railroad vehicle is provided with a complex bracket 150 in which the motor suspension bracket 151 and the gear box suspension bracket 156 have an integrated common base part 155. The complex bracket 150 is welded to the traverse beam 120.SELECTED DRAWING: Figure 1

Description

本発明は、鉄道車両用台車枠の構造に関し、具体的には鉄道車両用台車枠を製造する際に用いる部品や溶接部分等を工夫することで、応力集中による影響を緩和する鉄道車両用台車枠に関する。   The present invention relates to a structure of a bogie frame for a rail vehicle, and more specifically, a bogie for a rail vehicle that alleviates the effects of stress concentration by devising parts and welded parts used when manufacturing the bogie frame for a rail vehicle. Regarding the frame.

鉄道車両に用いられる台車枠は、軌道と平行に設けられた側梁と、それと交わるように配置される横梁が接合されて構成されており、その側梁又は横梁には台車枠に配置される駆動装置や制動装置などが取り付けられる。しかしながら駆動装置や制動装置などを取り付ける為のブラケットを溶接によって取り付けることは、応力集中などを緩和する為の作業を要するので、多大な工数を必要とする。   The bogie frame used for railway vehicles is composed of side beams provided parallel to the track and horizontal beams arranged so as to intersect with the side beams, and the side beams or the horizontal beams are arranged on the bogie frame. A drive device, a braking device, etc. are attached. However, attaching a bracket for attaching a driving device, a braking device, or the like by welding requires work for alleviating stress concentration, and therefore requires a great number of man-hours.

特許文献１には、鉄道車両用台車枠及び製造方法、並びにその台車枠を備えた台車に関する技術が開示されている。液圧プレス工法などを用いて横梁パイプ鋼管に平坦張出し部及びコーナー張出し部を含む張出し部を形成し、この張出し部にブラケットの端部を接合することによって、直線溶接の溶接ビード幅を小さくすると共にブラケット端部の裾をビードにて形成することを廃止でき、溶接量の削減が可能となる。これにより、必要となる仕上げ範囲も狭くでき、溶接歪みの発生も抑制できるため、溶接、仕上げ、歪みとりの各作業ステップの工数低減を図ることが出来る。   Patent Document 1 discloses a technique related to a bogie frame for a railway vehicle, a manufacturing method, and a bogie equipped with the bogie frame. By using a hydraulic press method or the like to form a projecting part including a flat projecting part and a corner projecting part on a horizontal beam pipe steel pipe, and joining the end of the bracket to this projecting part, the weld bead width of linear welding is reduced. At the same time, the formation of the hem at the end of the bracket with a bead can be eliminated, and the amount of welding can be reduced. As a result, the required finishing range can be narrowed and the occurrence of welding distortion can be suppressed, so that the number of man-hours for welding, finishing, and distortion removing work steps can be reduced.

特開２０１３―１３３０２３号公報JP 2013-133023 A

しかしながら、特許文献１に記載の技術では、横梁パイプ鋼管に平坦張出し部を設けるために液圧プレスなどを用いる必要がある。そして、張出し部を設けることで、従来よりも仕上げ範囲を狭くできるものの、張出し部の形成にそれなりの幅を要する為、更に仕上げ範囲を狭くすることを要求されるケースでは、対応が難しい。例えば、側梁の位置を車輪よりも内側に設ける様な必要性が出てくると、側梁間が狭くなり、ブラケット取り付けスペースが狭くなってしまう。そうなると、任意の場所に駆動装置や制動装置などを取り付けることが困難になることが予想される。   However, in the technique described in Patent Document 1, it is necessary to use a hydraulic press or the like in order to provide a flat overhanging portion on the cross beam pipe steel pipe. By providing the overhanging portion, the finishing range can be made narrower than in the past. However, since a certain width is required for the formation of the overhanging portion, it is difficult to cope with the case where it is required to further narrow the finishing range. For example, if it becomes necessary to provide the side beams on the inner side of the wheel, the space between the side beams becomes narrow, and the bracket mounting space becomes narrow. In that case, it is expected that it becomes difficult to attach a driving device, a braking device, or the like at an arbitrary place.

そこで、本発明はこの様な課題を解決する為に、狭い範囲で駆動装置や制動装置を取り付けるためのブラケットを台車枠に設けるにあたって応力集中が緩和可能な構造の鉄道車両用台車枠を提供することを目的とする。   Therefore, in order to solve such problems, the present invention provides a bogie frame for a railway vehicle having a structure that can relieve stress concentration when a bracket for mounting a driving device and a braking device in a narrow range is provided on the bogie frame. For the purpose.

前記目的を達成するために、本発明の一態様による鉄道車両用台車枠は、以下のような特徴を有する。   In order to achieve the above object, a railcar bogie frame according to an aspect of the present invention has the following characteristics.

（１）横梁と側梁を有し、鉄道車両の動力として備えられるモータを支持するモータ取付板と、前記鉄道車両の車軸に接続される歯車箱を支持する歯車箱取付板と、前記鉄道車両に制動をかけるブレーキを支持するブレーキ取付板の、いずれか２つを備える鉄道車両用台車枠において、前記モータ取付板、前記歯車箱取付板、前記ブレーキ取付板、の少なくともいずれか２つが、一体化した共通の基部を持つ複合取付板を備え、該複合取付板が、前記横梁または前記側梁に溶接されていること、を特徴とする。 (1) A motor mounting plate that has a lateral beam and side beams and supports a motor provided as power for the railway vehicle, a gear box mounting plate that supports a gear box connected to the axle of the rail vehicle, and the rail vehicle In a railway vehicle bogie frame provided with any two brake mounting plates for supporting a brake that applies brakes, at least any two of the motor mounting plate, the gear box mounting plate, and the brake mounting plate are integrated. And a composite mounting plate having a common base, which is welded to the cross beam or the side beam.

上記（１）に記載の態様によれば、前記モータ取付板、前記歯車箱取付板、前記ブレーキ取付板、の少なくともいずれか２つを一体化した部品とすることで、応力集中を低減させることができる。これは、複数の部品を一体化することで、例えばモータ取付板と歯車箱取付板との距離が近いようなケースでも、溶接箇所のビード同士が干渉するなどの問題を引き起こすことが無くなるからである。取付板同士が近いと溶接作業を行うことが困難であるため、溶接箇所の処理が適切で無いと応力集中を引き起こす結果になり易い。しかし、一体型取付板を用いることでこの様な問題を解消できる。また、応力集中が生じる部分を溶接部分から母材部分とすることが出来るため、台車の信頼性を高めることに貢献できる。   According to the aspect described in (1) above, stress concentration can be reduced by using at least any two of the motor mounting plate, the gear box mounting plate, and the brake mounting plate as an integrated part. Can do. This is because, by integrating a plurality of components, for example, even in a case where the distance between the motor mounting plate and the gear box mounting plate is short, problems such as interference between beads at the welding location are eliminated. is there. If the mounting plates are close to each other, it is difficult to perform the welding operation. Therefore, if the processing of the welded part is not appropriate, stress concentration tends to occur. However, such a problem can be solved by using an integral mounting plate. Further, since the portion where stress concentration occurs can be changed from the welded portion to the base material portion, it is possible to contribute to improving the reliability of the carriage.

本実施形態の、横梁ユニットの平面図である。It is a top view of a cross beam unit of this embodiment. 本実施形態の、横梁ユニットの側面図である。It is a side view of a cross beam unit of this embodiment. 本実施形態の、横梁ユニットの断面図である。It is sectional drawing of the cross beam unit of this embodiment. 本実施形態の、横梁ユニットの裏側からの平面図である。It is a top view from the back side of a cross beam unit of this embodiment. 本実施形態の、台車枠の平面図である。It is a top view of the bogie frame of this embodiment. 本実施形態の、台車枠の部分斜視図である。It is a fragmentary perspective view of the bogie frame of this embodiment. 本実施形態の、横梁ユニットに歯車箱と、モータを取り付けた様子を示す断面図である。It is sectional drawing which shows a mode that the gear box and the motor were attached to the cross beam unit of this embodiment. 比較のために用意した、従来技術における横梁の平面図である。It is the top view of the cross beam in the prior art prepared for the comparison. 比較のために用意した、従来技術における横梁の断面図である。It is sectional drawing of the cross beam in the prior art prepared for the comparison. 比較のために用意した、従来技術における横梁の別の断面図である。It is another sectional drawing of the cross beam in the prior art prepared for the comparison. 本実施形態の、横梁の応力解析結果を示す模式図である。It is a schematic diagram which shows the stress analysis result of a horizontal beam of this embodiment. 比較のために用意した、横梁の応力解析結果を示す模式図である。It is a schematic diagram which shows the stress analysis result of the cross beam prepared for the comparison. （ａ）従来技術による台車の平面概略図である。（ｂ）本実施形態による台車の平面概略図である。(A) It is a plane schematic diagram of a cart according to the prior art. (B) It is a plane schematic diagram of the cart by this embodiment. 本実施形態の、別の形態の複合ブラケットの斜視図である。It is a perspective view of the composite bracket of another form of this embodiment.

まず、本発明の実施形態について図面を用いて説明を行う。図１に、本実施形態の、横梁ユニット１１５の平面図を示す。横梁ユニット１１５は、後述するレール方向と平行する左右一対の側梁１１０間に設けられる横梁１２０によって構成される。横梁１２０は２本が平行に配置され、連結材１１６が溶接されることで横梁ユニット１１５を形成する。図２に、横梁ユニット１１５の側面図を示す。図１の矢視Ａに相当する。図３に、横梁ユニット１１５の断面図を示す。図１のＢＢ断面に相当する。図４に、横梁ユニット１１５の裏側からの平面図を示す。図２の矢視Ｃに相当し、中心線より右側は省略して示されている。横梁１２０には、複合ブラケット１５０が溶接されている。   First, an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, the top view of the cross beam unit 115 of this embodiment is shown. The transverse beam unit 115 is constituted by a transverse beam 120 provided between a pair of left and right side beams 110 parallel to the rail direction described later. Two horizontal beams 120 are arranged in parallel, and the connecting material 116 is welded to form the horizontal beam unit 115. FIG. 2 shows a side view of the cross beam unit 115. This corresponds to the view A in FIG. FIG. 3 shows a cross-sectional view of the cross beam unit 115. This corresponds to the BB cross section of FIG. In FIG. 4, the top view from the back side of the cross beam unit 115 is shown. This corresponds to the view C in FIG. 2, and the right side of the center line is omitted. A composite bracket 150 is welded to the cross beam 120.

図５に、台車枠１００の平面図を示す。台車枠１００は、側梁１１０と横梁ユニット１１５を接合して形成される。図６に、台車枠１００の部分斜視図を示す。複合ブラケット１５０は、基部１５５を共通にした、モータ吊ブラケット１５１と歯車箱吊ブラケット１５６を有している。つまり、複合ブラケット１５０は基部１５５とモータ吊ブラケット１５１と歯車箱吊ブラケット１５６よりなる。   FIG. 5 shows a plan view of the bogie frame 100. The carriage frame 100 is formed by joining the side beams 110 and the cross beam units 115. In FIG. 6, the fragmentary perspective view of the bogie frame 100 is shown. The composite bracket 150 has a motor suspension bracket 151 and a gear box suspension bracket 156 with a common base 155. That is, the composite bracket 150 includes a base 155, a motor suspension bracket 151, and a gear box suspension bracket 156.

モータ吊ブラケット１５１と歯車箱吊ブラケット１５６は、図２に示されるように異なる高さとなるように設計されており、図１や図４に示すように横梁１２０からそれぞれの端部までの距離も異なっている。この複合ブラケット１５０は１枚の板材をプレス加工などによって必要な形状に成形され、キー１５２やリブ等が別途溶接される事で形成されている。また、機械加工などによる穴開けや、切削加工が必要に応じて行われている。   The motor suspension bracket 151 and the gear box suspension bracket 156 are designed to have different heights as shown in FIG. 2, and the distances from the cross beam 120 to the respective ends as shown in FIG. 1 and FIG. Is different. The composite bracket 150 is formed by pressing a single plate material into a required shape by pressing or the like, and separately welding the keys 152 and ribs. Further, drilling by machining or the like and cutting are performed as necessary.

図７に、横梁ユニット１１５に歯車箱２００と、モータ２１０を取り付けた様子を断面図に示す。図５のＤＤ断面に相当する。歯車箱２００は、車軸２０１に設けられた大径ギア２０２と小径ギア２０３とを納めるケースであり、車軸２０１に貫通されている。また、歯車箱２００はロッド２０５によって歯車箱吊ブラケット１５６に吊られて支持されている。モータ２１０は、歯車箱２００に接続されて駆動力を車軸２０１に伝達している。モータ２１０にはアーム２１１が取り付けられキー１５２とかみ合って位置決めされる。一方でモータ２１０は、支持材２１２によってモータ吊ブラケット１５１に保持される。   FIG. 7 is a cross-sectional view showing a state in which the gear box 200 and the motor 210 are attached to the cross beam unit 115. This corresponds to the DD cross section of FIG. The gear box 200 is a case for housing a large-diameter gear 202 and a small-diameter gear 203 provided on the axle 201, and penetrates the axle 201. Further, the gear box 200 is supported by being suspended by a gear box suspension bracket 156 by a rod 205. The motor 210 is connected to the gear box 200 and transmits driving force to the axle 201. An arm 211 is attached to the motor 210 and is engaged with the key 152 for positioning. On the other hand, the motor 210 is held by the motor suspension bracket 151 by the support member 212.

本実施形態の鉄道車両用の台車枠１００は上記構成であるので、以下に示す作用及び効果を奏する。本実施形態の台車枠１００は、横梁１２０と側梁１１０を有し、鉄道車両の動力として備えられるモータ２１０を支持するモータ取付板に相当するモータ吊ブラケット１５１と、鉄道車両の車軸２０１に接続される歯車箱２００を支持する歯車箱取付板に相当する歯車箱吊ブラケット１５６とを備える鉄道車両用の台車枠１００において、モータ吊ブラケット１５１と歯車箱吊ブラケット１５６が、一体化した共通の基部１５５を持つ複合取付板に相当する複合ブラケット１５０を備え、複合ブラケット１５０が、横梁１２０に溶接されたものである。この結果、台車枠１００に生ずる応力集中の緩和が可能となる。これは、次に説明するような理由による。   Since the bogie frame 100 for railroad vehicles of this embodiment is the said structure, there exists an effect | action and effect shown below. The bogie frame 100 of the present embodiment includes a horizontal beam 120 and a side beam 110, and is connected to a motor suspension bracket 151 corresponding to a motor mounting plate that supports a motor 210 provided as power for the railway vehicle, and an axle 201 of the railway vehicle. In a bogie frame 100 for a railway vehicle that includes a gear box suspension bracket 156 that corresponds to a gear box mounting plate that supports the gear box 200, a common base portion in which the motor suspension bracket 151 and the gear box suspension bracket 156 are integrated. A composite bracket 150 corresponding to a composite mounting plate having 155 is provided, and the composite bracket 150 is welded to the cross beam 120. As a result, stress concentration occurring in the carriage frame 100 can be reduced. This is for the reason described below.

図８に、比較のために用意した、従来技術における横梁３２０の平面図を示す。図９に、従来技術における横梁３２０の断面図を示す。図１０に、従来技術における横梁３２０の断面図を示す。図９は図８のＥＥ断面であり、図１０は図８のＦＦ断面である。従来技術における横梁３２０は円筒形のパイプ材を用いて形成され、ブレーキテコ受台３６５、歯車箱吊受３５６、モータ受３５１、及び制輪子吊受台３６１がそれぞれ溶接して設けられている。モータ受３５１にはキー３５２が備えられている。そして、図８に示されるように、歯車箱吊受３５６と制輪子吊受台３６１との距離は非常に近くなっている。また、歯車箱吊受３５６とブレーキテコ受台３６５との距離も非常に近くなっている。この様な構成の場合、溶接ビード同士が非常に近くなってしまい、溶接作業そのものの作業性が悪化する。   FIG. 8 shows a plan view of a cross beam 320 in the prior art prepared for comparison. In FIG. 9, sectional drawing of the cross beam 320 in a prior art is shown. In FIG. 10, sectional drawing of the cross beam 320 in a prior art is shown. 9 is an EE cross section of FIG. 8, and FIG. 10 is an FF cross section of FIG. The cross beam 320 in the prior art is formed by using a cylindrical pipe material, and a brake lever base 365, a gear box suspension receiver 356, a motor receiver 351, and a control wheel suspension receiver 361 are provided by welding. The motor receiver 351 is provided with a key 352. As shown in FIG. 8, the distance between the gear box suspension receiver 356 and the control wheel suspension receiver 361 is very short. Further, the distance between the gear box suspension receiver 356 and the brake lever receiver 365 is also very close. In such a configuration, the weld beads are very close to each other, and the workability of the welding work itself is deteriorated.

また、それ以上に溶接ビード同士が近接することで、歯車箱吊受３５６、及び制輪子吊受台３６１などの横梁３２０に溶接するブラケットの溶接部分付近に応力集中を引き起こし易くなる。この応力集中を下げようとする場合、ブラケットに設けた繋ぎＲを小さくするか、Ｒを排したブラケットを取り付け、溶接ビードの形状で処理する必要がある。   Further, since the weld beads are closer to each other, stress concentration is likely to be caused in the vicinity of the welded portion of the bracket that is welded to the transverse beam 320 such as the gear box suspension receiver 356 and the control wheel suspension receiver 361. In order to reduce the stress concentration, it is necessary to reduce the joint R provided on the bracket, or attach a bracket from which R is removed, and process the weld bead shape.

図１１に、本実施形態の、横梁１２０の応力解析結果を模式的に示す。図１２に、比較のために用意した、横梁１２０ａの応力解析結果を模式的に示す。図１２の横梁１２０ａは、図８の構成とは若干異なるが、本実施形態の横梁１２０の応力解析結果と比較するために、同様の構成を選んでいる。示される応力の高さは、色の濃さによって示されている。色が濃い方が応力は高く、薄く示されている方が応力は低い。   In FIG. 11, the stress analysis result of the cross beam 120 of this embodiment is typically shown. FIG. 12 schematically shows the stress analysis result of the cross beam 120a prepared for comparison. Although the cross beam 120a of FIG. 12 is slightly different from the configuration of FIG. 8, the same configuration is selected for comparison with the stress analysis result of the cross beam 120 of the present embodiment. The height of the stress shown is indicated by the color intensity. The darker the color, the higher the stress, and the lighter the color, the lower the stress.

前述したように、横梁１２０に設けられるモータ吊ブラケット１５１と歯車箱吊ブラケット１５６は基部１５５が共通して形成され、複合ブラケット１５０として横梁１２０に溶接されている。一方で、横梁１２０ａには、モータ吊ブラケット１５１ａと歯車箱吊ブラケット１５６ａとが単体で形成されて横梁１２０ａに溶接されている。この２つの横梁１２０と横梁１２０ａに同じ条件で応力解析を行った結果が、図１１と図１２である。   As described above, the motor suspension bracket 151 and the gear box suspension bracket 156 provided on the cross beam 120 have a base 155 formed in common and are welded to the cross beam 120 as the composite bracket 150. On the other hand, a motor suspension bracket 151a and a gear box suspension bracket 156a are formed as a single unit on the transverse beam 120a and are welded to the transverse beam 120a. FIG. 11 and FIG. 12 show the results of stress analysis performed on the two horizontal beams 120 and 120a under the same conditions.

この結果、図１１と図１２とを比較して分かるように、図１２の溶接方法では応力集中部Ｇと応力集中部Ｈができる一方で、図１１に示す本実施形態の横梁１２０では、図１２程の応力集中は見られず、該当部分は薄い色で示されている。また、図１２の応力集中部Ｇ及び応力集中部Ｈは溶接部分に形成されているが、図１１に示す応力集中部Ｊはモータ吊ブラケット１５１と歯車箱吊ブラケット１５６との接続部分に相当する基部１５５に現れている。溶接作業者の技量に左右され易い溶接部分に比べて、品質が保証される母材部分に応力集中部Ｊが出ているので、図１２に示すような従来のブラケットよりも、複合ブラケット１５０を用いることで応力の集中を緩和し、台車枠１００の信頼性を高くすることに貢献できる。   As a result, as can be seen by comparing FIG. 11 and FIG. 12, the welding method of FIG. 12 allows the stress concentration portion G and the stress concentration portion H to be formed, while the cross beam 120 of the present embodiment shown in FIG. The stress concentration of about 12 is not seen, and the corresponding part is shown in a light color. 12 is formed in the welded portion, the stress concentrated portion J shown in FIG. 11 corresponds to a connection portion between the motor suspension bracket 151 and the gear box suspension bracket 156. Appears at base 155. Compared with the welded portion, which is easily affected by the skill of the welding operator, the stress concentration portion J appears in the base material portion where the quality is guaranteed. Therefore, the composite bracket 150 is more than the conventional bracket as shown in FIG. By using it, the concentration of stress can be relaxed and the reliability of the carriage frame 100 can be increased.

図１３に、台車の平面模式図を示す。図１３（ａ）は従来技術による台車であり、図１３（ｂ）は本実施形態による台車である。説明の都合上、車輪２０７の幅は（ａ）と（ｂ）で揃えてある。二点鎖線で示すのは図示しない車体を支える空気バネ１４０と空気バネ３４０である。従来技術で、本実施形態に示すような複合ブラケット１５０が用いられなかった理由は、より台車の輪重抜けがシビアな条件での使用が求められていなかったことが一因であると考えられる。このため、走行時の揺れなどを緩和する目的で、側梁３１０同士の幅ｘ１が比較的広く採れるように、側梁３１０の内側に車輪２０７が配置される構成とされていることが多い。   FIG. 13 shows a schematic plan view of the carriage. FIG. 13A is a cart according to the prior art, and FIG. 13B is a cart according to the present embodiment. For convenience of explanation, the widths of the wheels 207 are aligned at (a) and (b). The two-dot chain lines indicate an air spring 140 and an air spring 340 that support a vehicle body (not shown). The reason why the composite bracket 150 as shown in the present embodiment is not used in the prior art is considered to be due to the fact that the wheel load of the carriage is not required to be used under severe conditions. . For this reason, in order to alleviate shaking during traveling, the wheel 207 is often arranged inside the side beams 310 so that the width x1 between the side beams 310 can be relatively wide.

しかしながら、鉄道車両の海外展開が求められる様になったために、より輪重抜けなどに対応し易いよう、図１３（ｂ）に示すように側梁１１０の間の幅ｘ２をより狭くする事が求められている。つまり、側梁１１０の外側に車輪２０７が配置されるように構成される。この結果、横梁１２０に溶接するブラケット同士の間隔が狭くなる傾向にあり、機器の配置場所によっては、図８に示すような形でブラケット同士の間隔が狭く、溶接作業などに影響が出る程となってしまう事もある。   However, since the overseas development of railway vehicles has been required, the width x2 between the side beams 110 can be made narrower as shown in FIG. It has been demanded. That is, the wheel 207 is arranged outside the side beam 110. As a result, the distance between the brackets welded to the cross beam 120 tends to be narrow, and depending on the location of the equipment, the distance between the brackets is narrow as shown in FIG. Sometimes it becomes.

本実施形態では、そうした事情を鑑みて、図６に示すような、モータ吊ブラケット１５１と歯車箱吊ブラケット１５６を一体化させた複合ブラケット１５０を横梁１２０に溶接する構成としている。この結果、溶接に関する作業性を向上することが可能となり、前述したような応力集中の緩和に寄与することが可能となった。なお、複合ブラケット１５０は、モータ吊ブラケット１５１と歯車箱吊ブラケット１５６の一体化に限定されるものではない。図１４に、複合ブラケット１５０Ｂを示す。図１４では、歯車箱吊ブラケット１５６とブレーキテコ受台１６５を一体化した複合ブラケット１５０Ｂを示している。このような複合ブラケット１５０Ｂも複合ブラケット１５０と同様の効果が得られる。   In the present embodiment, in view of such circumstances, a composite bracket 150 in which a motor suspension bracket 151 and a gear box suspension bracket 156 are integrated as shown in FIG. As a result, workability related to welding can be improved, and it is possible to contribute to relaxation of stress concentration as described above. The composite bracket 150 is not limited to the integration of the motor suspension bracket 151 and the gear box suspension bracket 156. FIG. 14 shows the composite bracket 150B. FIG. 14 shows a composite bracket 150B in which the gear box suspension bracket 156 and the brake lever base 165 are integrated. Such a composite bracket 150B can achieve the same effects as the composite bracket 150.

以上、本発明に係る鉄道車両用台車枠の実施形態を説明したが、本発明はこれに限定されるわけではなく、その趣旨を逸脱しない範囲で様々な変更が可能である。例えば、複合ブラケット１５０の組み合わせを変える事を妨げない。モータ吊ブラケット１５１と歯車箱吊ブラケット１５６を組み合わせたり、モータ吊ブラケット１５１とブレーキテコ受台１６５を組み合わせたり、その他の組み合わせを採用することを妨げない。また、本実施形態では横梁１２０にパイプ状の部材を用いているが、例えばプレス形成した部材を用いてモナカ状やハット状に形成した横梁１２０にしても良い。また、それらを組み合わせた横梁１２０を用いることを妨げない。   As mentioned above, although embodiment of the bogie frame for rail vehicles which concerns on this invention was described, this invention is not necessarily limited to this, A various change is possible in the range which does not deviate from the meaning. For example, changing the combination of the composite bracket 150 is not prevented. The combination of the motor suspension bracket 151 and the gear box suspension bracket 156, the combination of the motor suspension bracket 151 and the brake lever receiving base 165, and other combinations are not prevented. In this embodiment, a pipe-shaped member is used for the cross beam 120. However, for example, a cross beam 120 formed in a monaca shape or a hat shape using a press-formed member may be used. Moreover, it does not prevent using the cross beam 120 which combined them.

１００ 台車枠
１１０ 側梁
１２０ 横梁
１５０ 複合ブラケット
１５１ モータ吊ブラケット
１５５ 基部
１５６ 歯車箱吊ブラケット
１６５ ブレーキテコ受台 100 Bogie frame 110 Side beam 120 Cross beam 150 Composite bracket 151 Motor suspension bracket 155 Base 156 Gearbox suspension bracket 165 Brake lever cradle

Claims (1)

横梁と側梁を有し、鉄道車両の動力として備えられるモータを支持するモータ取付板と、前記鉄道車両の車軸に接続される歯車箱を支持する歯車箱取付板と、前記鉄道車両に制動をかけるブレーキを支持するブレーキ取付板の、いずれか２つを備える鉄道車両用台車枠において、
前記モータ取付板、前記歯車箱取付板、前記ブレーキ取付板、の少なくともいずれか２つが、一体化した共通の基部を持つ複合取付板を備え、
該複合取付板が、前記横梁または前記側梁に溶接されていること、
を特徴とする鉄道車両用台車枠。 A motor mounting plate that has a cross beam and side beams and supports a motor provided as power for the railway vehicle, a gear box mounting plate that supports a gear box connected to the axle of the rail vehicle, and brakes the rail vehicle In the bogie frame for a railway vehicle provided with any two of the brake mounting plates that support the brake to be applied,
At least any two of the motor mounting plate, the gear box mounting plate, and the brake mounting plate include a composite mounting plate having an integrated common base,
The composite mounting plate is welded to the cross beam or the side beam;
A bogie frame for railway vehicles.
JP2015210034A 2015-10-26 2015-10-26 Bogie frame for railway vehicles Active JP6564300B2 (en)

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JP2017206101A (en) * 2016-05-18 2017-11-24 新日鐵住金株式会社 Truck frame for railway vehicle and truck for railway vehicle equipped with same
JP2018144685A (en) * 2017-03-07 2018-09-20 川崎重工業株式会社 Truck frame for railway vehicle and railway vehicle including the same
CN107415979A (en) * 2017-09-01 2017-12-01 中车戚墅堰机车有限公司 Interchangeable tramcar bogie frame is welded entirely
CN108082197A (en) * 2017-12-19 2018-05-29 中车株洲电力机车有限公司 A kind of traction electric machine arrangement and suspended structure
CN108082197B (en) * 2017-12-19 2019-07-09 中车株洲电力机车有限公司 A kind of traction electric machine arrangement and suspended structure
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CN109606411A (en) * 2018-11-27 2019-04-12 中车唐山机车车辆有限公司 Bogie and rail vehicle
CN112622971A (en) * 2021-01-05 2021-04-09 中车唐山机车车辆有限公司 Framework, bogie and rail vehicle
WO2022148173A1 (en) * 2021-01-05 2022-07-14 中车唐山机车车辆有限公司 Frame, bogie, and rail vehicle

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