EP1652746A1 - Selbstlenkungsflachwagen und schienenfahrzeug, an dem dieser selbstlenkungsflachwagen angebracht ist - Google Patents

Selbstlenkungsflachwagen und schienenfahrzeug, an dem dieser selbstlenkungsflachwagen angebracht ist Download PDF

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Publication number
EP1652746A1
EP1652746A1 EP04747484A EP04747484A EP1652746A1 EP 1652746 A1 EP1652746 A1 EP 1652746A1 EP 04747484 A EP04747484 A EP 04747484A EP 04747484 A EP04747484 A EP 04747484A EP 1652746 A1 EP1652746 A1 EP 1652746A1
Authority
EP
European Patent Office
Prior art keywords
steering
self
vehicle
floor
truck
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04747484A
Other languages
English (en)
French (fr)
Other versions
EP1652746A4 (de
Inventor
Yoshihiro Suda
Yohei Michitsuji
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Todai TLO Ltd
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP1652746A1 publication Critical patent/EP1652746A1/de
Publication of EP1652746A4 publication Critical patent/EP1652746A4/de
Withdrawn legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel

Definitions

  • the present invention relates to a truck in which a pair of left and right wheel axles (axle and wheel) are supported by a bogie frame in an independently rotatable manner.
  • a single axle truck in which a single axle is rotatably supported by a bogie frame and left and right wheels are attached to the single axle
  • an independently rotatable truck in which wheel axles comprising an axle and a wheel are attached to the left and right of a bogie frame (hereinafter, referred to as monocycle independently-rotatable steering truck).
  • the self-steering function is excellent and it is possible to correspond to a sharp curve, a yard, or a loop way. Also, it is suitable to a low-floor type because the axle is not extended over the width direction, and it is useful to urban areas or specific spaces (Non-patent document 1).
  • Non-patent document 1
  • Patent document 1
  • the monocycle independently-rotatable steering truck has a basic structure where the left and right wheel axles independently rotate, it is inferior in damping vibration at a frequency of hunting. Therefore, it is considered to be unsuitable to high-speed travel (travel stability). In addition, the limits of the self-steering are deteriorated as the speed is increased. Consequently, this has been applied only to a low-speed vehicle.
  • Patent document 1 since the structure provided with a passive function and an active function disclosed in Patent document 1 is a single axle truck having a single axle, it has limits of yawing performance at a curve and the critical speed with respect to hunting is low.
  • the object of the present invention is to solve the above-mentioned problem of the monocycle independently-rotatable self-steering truck that cannot be applied to a middle-speed or high-speed vehicle, and can be applied only to a low-speed vehicle.
  • a self-steering truck comprising a bogie frame, a pair of left and right wheel axles supported by the bogie frame in an independently rotatable manner, a steering link connected to the left and right wheel axles so as to steer the wheel axles, and an active steering damper provided between the steering link and the bogie frame.
  • the active steering damper has an active function for steering the wheel axles corresponding to a transition curve and a passive function for improving the travel stability at a high speed and the moving performance along a steady curve.
  • the active steering damper functions as a rigid body with respect to vibration at a frequency of hunting and functions as a damper at the time of moving along a steady curve.
  • An example of the structure includes a direct-acting type damper provided with a DC motor and a ball screw mechanism rotated by the DC motor, and a rotating type damper.
  • the present invention includes a railroad vehicle in which the above-mentioned self-steering truck is provided at least in the front and rear of the vehicle. Also, when another truck is provided in the middle position between the front and rear self-steering trucks or in a position near to either one of the front and rear self-steering trucks, it can be effectively applied to a double-deck railroad vehicle.
  • the truck provided between the front and rear self-steering trucks may be different from the front and rear self-steering trucks.
  • the self-steering trucks according to the present invention may be provided in the front and rear of the vehicle in terms of maintenance and application to the existing vehicle.
  • the length of the vehicle needs to be larger because of the dead space for stairs.
  • the weight of the vehicle becomes large to keep the rigidity. In this instance, if a single axle truck unit is provided in the middle area, it is possible to prevent the rigidity from being deteriorated, and significantly reduce the weight of the vehicle at the same time.
  • a double-deck railroad vehicle (for example, super express, referred to as "Shinkansen” in Japan) may have a structure where another floor as an entrance to a platform is provided at the intermediate height between the first floor and the second floor.
  • the entrance floor is positioned near to either of the left or the right, and a passageway to the first floor of the neighboring vehicle is provided in a space between the left and right wheel axles of the self-steering truck.
  • a passageway to the second floor of the neighboring vehicle is provided in a position near to the other side of the left or the right where the entrance floor is provided.
  • This structure is a walk-through type where passengers can move to the neighboring vehicle without using stairs, and this is advantageous to elderly persons and handicapped persons.
  • Figure 1 is a plan view of a self-steering truck according to the present invention
  • Figure 2(a) is a cross-sectional view of a direct-acting type active steering damper
  • Figure 2(b) is a schematic view explaining the function of the direct-acting type active steering damper.
  • a self-steering truck includes a bogie frame 1 having a C-shape in a plan view, and a pair of left and right wheel axles 2 supported by the bogie frame 1 in an independently rotatable manner.
  • the wheel axle 2 is comprised of an axle 4 rotatably supported by an axle box 3, and a wheel 5 fixed to the axle 4.
  • the axle box 3 is supported by the bogie frame 1 in a rotatable manner with respect to the horizontal plane.
  • the two wheel axles 2 are coupled by a steering link 6.
  • the steering link 6 is comprised of front and rear members 7 extending from the axle box 3 forward (backward), and a lateral member 9 connected to the front and rear members 7 by pins 8.
  • An active steering damper 10 is provided so as to be connected to the lateral member 9 and the bogie frame 1.
  • the active steering damper 10 is comprised of a cylinder 11, and a piston 12 inserted into the cylinder 11 in a slidable manner. Also, a DC motor 13, a reduction gear 14, a ball screw 15 and a nut 16 are incorporated into the cylinder 11. A coupling portion 17 is provided at the ends of the cylinder 11 and the piston 12. A rubber bush 18 is engaged into the coupling portion 17.
  • the active steering damper 10 is extended or shrunk as a whole by driving the DC motor 13 so as to rotate the ball screw 15 and allow the nut 16 into which the ball screw is engaged to spiral back and forth, and thereby the wheel axles 2 are steered through the steering link 6.
  • This steering is performed by the active function of the active steering damper 10.
  • the active function can solve the response delay of the self-steering which occurs while moving from a straight line to a steady curve through a transition curve.
  • track curvature information is required for the active function, such information can be obtained easily by using a vehicle positioning system which is in practical use for a pendulum vehicle, and a track table.
  • the active steering damper 10 also has a passive function.
  • the passive function serves as a rigid body with respect to vibration at a frequency of hunting which occurs at the time of moving in a straight line, and exerts a buffering function as a non-rigid body with respect to vibration at another frequency. With this, high-speed travel in a straight line and passage performance in a steady curve can be improved.
  • Such passive function can be achieved in a DC motor control system.
  • Figure 3 is a plan view of a self-steering truck according to another embodiment.
  • n electromagnetic damper electric actuator
  • the active mechanism and the passive mechanism are provided in series, and a common actuator other than the electric actuator is used as the active mechanism.
  • FIG 4 is a plan view of another embodiment to which a rotating type active steering damper is applied
  • Figure 5 is a side view of the embodiment shown in Figure 4.
  • a rotating type active steering damper 20 is positioned above one of the wheels axles 2, and the wheel axles 2 are steered through the steering link 6 in the same manner as mentioned above.
  • Figure 6 is a plan view of a self-steering truck according to another embodiment.
  • two rotating type active steering dampers 20 are positioned above the wheels axles 2, respectively, and the active steering dampers 20 are electrically interlocked.
  • front and rear members 7, and a lateral member 9 are not required.
  • Figure 7 is a plan view of a railroad vehicle to which a self-steering truck according to the present invention is applied
  • Figure 8 is a side view of the railroad vehicle to which a self-steering truck according to the present invention is applied
  • Figure 9 is a front view of the railroad vehicle to which a self-steering truck according to the present invention is applied.
  • two self-steering trucks are provided in the front and rear of the vehicle 30.
  • the bogie frame 1 of the self-steering truck is coupled to a bracket 31 of the vehicle body.
  • Dampers 32 for absorbing vibration in the lateral direction, and dampers 33 for absorbing vibration in the vertical direction are provided between the bogie frame 1 and the vehicle body.
  • a towing link 34 is provided between the bogie frame 1 and the bracket 31 of the vehicle body so as to fix a yaw of the bogie frame 1.
  • Figure 10 and Figure 11 are a side view of a railroad vehicle according to another embodiment.
  • another self-steering truck is provided in the middle position with respect to the front-and-back direction of the vehicle 30.
  • the intermediate self-steering truck does not need to include an active steering damper.
  • the intermediate truck is preferably positioned in the middle of the front and rear trucks. With this positioning, since steering of the wheel is not required, a complicated steering mechanism can be eliminated. However, it is necessary to move freely in the lateral direction.
  • Such moving mechanism can be achieved by supporting a truck with a linear slide or with a link mechanism, for example. In this way, basically, the intermediate truck has a structure of moving freely in the lateral direction.
  • a passive damper or an active mechanism according to the present invention can be incorporated with respect to lateral movements so as to improve the vibration characteristic and travel stability of the vehicle.
  • the intermediate truck is not necessarily positioned in the middle of the vehicle body. It may be provided in a position displaced from the middle for the purpose of improving the weight balance or the axle weight balance of the vehicle body, and arranging underfloor instruments more freely. However, in this instance, it is necessary to add a yawing mechanism which is associated with the lateral movement mechanism, such as an are guide slide or an asymmetric link mechanism.
  • Figure 12 is a side view of a coupling portion of a double-deck railroad vehicle to which a self-steering truck according to the present invention is applied
  • Figure 11 is a plan view of the coupling portion
  • Figure 13 is a view taken from A-A direction of FIG. 12.
  • entrance floors 103 and entrance doors 104 to a platform are provided at the intermediate height between first floors 101 and second floors 102 of double-deck vehicles 100 connected with each other.
  • the entrance floors 103 are positioned near to either of the left or the right, and the width of the entrance floors 103 is substantially half the width of the vehicle. There are also provided stairs 105 from the entrance floor 103 to the first floor 101 and stairs 106 from the entrance floor 103 to the second floor 102.
  • first-floor passageway 107 and a second-floor passageway 108 are provided in a coupling portion between the vehicles 100.
  • the first-floor passageway 107 can connect the first floors 101 of the vehicles 100 without any level difference such as stairs by utilizing the space between the wheel axles 2 of the self-steering truck.
  • a double-deck vehicle if the first floor is positioned above the truck, stairs are required to go to the next vehicle in the first floor because the height of a platform is around 1 m.
  • the structure of the present invention it is not necessary to go up and down the stairs, and the structure of a double-deck vehicle can be improved.
  • the front and rear entrance doors 104 per vehicle in a dot symmetry with respect to the plan view such as an arrangement in which if the front entrance door 104 is provided on the right side, the rear entrance 104 is provided on the left side, it is effective in terms of the layout.
  • one seat of a series of two seats is eliminated in the second floor 102 on the other side with respect to the entrance floor 103, and the second-floor passageway 108 is provided in the obtained space, so as to avoid the interference with the entrance floor 103.
  • the embodiments shown in drawings are a double-deck railroad vehicle to which the self-steering truck according to the present invention is applied.
  • using the structure shown in FIGS. 12-14 apart from the truck can achieve a walk-through effect by eliminating an obstacle such as stairs for moving to the connected vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Handcart (AREA)
EP04747484A 2003-07-16 2004-07-14 Selbstlenkungsflachwagen und schienenfahrzeug, an dem dieser selbstlenkungsflachwagen angebracht ist Withdrawn EP1652746A4 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2003197912 2003-07-16
PCT/JP2004/010018 WO2005007480A1 (ja) 2003-07-16 2004-07-14 自己操舵台車及びこの自己操舵台車を適用した鉄道車両

Publications (2)

Publication Number Publication Date
EP1652746A1 true EP1652746A1 (de) 2006-05-03
EP1652746A4 EP1652746A4 (de) 2008-11-26

Family

ID=34074358

Family Applications (1)

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EP04747484A Withdrawn EP1652746A4 (de) 2003-07-16 2004-07-14 Selbstlenkungsflachwagen und schienenfahrzeug, an dem dieser selbstlenkungsflachwagen angebracht ist

Country Status (3)

Country Link
EP (1) EP1652746A4 (de)
JP (1) JP4562655B2 (de)
WO (1) WO2005007480A1 (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008006329A3 (de) * 2006-07-12 2008-03-06 Univ Paderborn Schienenfahrzeug
EP2184214A1 (de) * 2007-07-30 2010-05-12 The University of Tokyo Fahrzeug mit selbstlenkendem aufbau
WO2011120915A1 (de) * 2010-03-29 2011-10-06 Siemens Ag Österreich Schienenfahrzeug mit variabler achsgeometrie
GB2486272A (en) * 2010-12-10 2012-06-13 Tram Res Ltd Tram section with steerable wheels
US8234022B2 (en) 2006-11-01 2012-07-31 Mitsubishi Heavy Industries, Ltd. Track transportation system
CN108001475A (zh) * 2016-10-31 2018-05-08 中车大同电力机车有限公司 一种机车径向转向架机构及铁路机车转向架
CN108423024A (zh) * 2018-03-05 2018-08-21 武汉迈辽网络科技有限公司 一种火车上使用的防震行走机构
CN108515978A (zh) * 2018-03-05 2018-09-11 武汉迈辽网络科技有限公司 一种火车上使用的行走机构

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006075756A1 (ja) * 2005-01-17 2006-07-20 The University Of Tokyo 自己操舵台車
JP4867004B2 (ja) * 2006-01-30 2012-02-01 国立大学法人 東京大学 車上分岐システム
CN102476640A (zh) * 2010-11-26 2012-05-30 南车成都机车车辆有限公司 构架小车

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0282738A1 (de) * 1987-03-12 1988-09-21 Waggon Union GmbH Einachsfahrwerk mit Losrädern für Schienenfahrzeuge
EP0308720A2 (de) * 1987-09-25 1989-03-29 Duewag Aktiengesellschaft Angetriebenes Einzelrad-Fahrwerk für Niederflur-Stadtbahnwagen unterschiedlicher Spurweite
DE4040303A1 (de) * 1990-12-17 1992-06-25 Waggon Union Gmbh Einzelradfahrwerk fuer schienenfahrzeuge
DE4216726A1 (de) * 1992-05-20 1993-11-25 Rexroth Mannesmann Gmbh Hydraulische Lenkung für schienengebundene Fahrzeuge

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JPS4846014A (de) * 1971-10-09 1973-06-30
DE3718254A1 (de) * 1987-05-30 1988-12-15 Fritz Prof Dr Ing Frederich Fahrwerk fuer schienenfahrzeuge
JP2653677B2 (ja) * 1988-07-26 1997-09-17 財団法人鉄道総合技術研究所 鉄道車両用独立車輪付操舵台車
JP2785837B2 (ja) * 1990-03-06 1998-08-13 財団法人 鉄道総合技術研究所 輪軸ヨー角制御装置付鉄道用車両
JP3470386B2 (ja) * 1993-04-12 2003-11-25 川崎重工業株式会社 二階建て車両の空調系構造
DE19654862C2 (de) * 1996-12-04 1999-11-04 Abb Daimler Benz Transp Verfahren zur Beeinflussung des Knickwinkels von Schienenfahrzeug-Wagenkästen und Schienenfahrzeug zur Durchführung des Verfahrens
JP3524500B2 (ja) * 2001-01-12 2004-05-10 川崎重工業株式会社 鉄道車両用一軸台車
JP3524511B2 (ja) * 2001-01-31 2004-05-10 川崎重工業株式会社 鉄道車両用一軸台車
JP3664989B2 (ja) 2001-04-23 2005-06-29 財団法人工業技術研究院 中心対称電圧を有する調整可能なバイアスガンマ訂正回路
JP4160741B2 (ja) * 2001-08-17 2008-10-08 財団法人鉄道総合技術研究所 台車操舵式鉄道車両
ES2217106T3 (es) * 2001-11-16 2004-11-01 Talgo Oy Vagones de ferrocarril de dos pisos con pasos de intercomunicacion en cada piso.
JP2004161115A (ja) * 2002-11-12 2004-06-10 National Traffic Safety & Environment Laboratory 台車枠旋回装置付鉄道車両

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0282738A1 (de) * 1987-03-12 1988-09-21 Waggon Union GmbH Einachsfahrwerk mit Losrädern für Schienenfahrzeuge
EP0308720A2 (de) * 1987-09-25 1989-03-29 Duewag Aktiengesellschaft Angetriebenes Einzelrad-Fahrwerk für Niederflur-Stadtbahnwagen unterschiedlicher Spurweite
DE4040303A1 (de) * 1990-12-17 1992-06-25 Waggon Union Gmbh Einzelradfahrwerk fuer schienenfahrzeuge
DE4216726A1 (de) * 1992-05-20 1993-11-25 Rexroth Mannesmann Gmbh Hydraulische Lenkung für schienengebundene Fahrzeuge

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2005007480A1 *

Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008006329A3 (de) * 2006-07-12 2008-03-06 Univ Paderborn Schienenfahrzeug
US8234022B2 (en) 2006-11-01 2012-07-31 Mitsubishi Heavy Industries, Ltd. Track transportation system
EP2184214A1 (de) * 2007-07-30 2010-05-12 The University of Tokyo Fahrzeug mit selbstlenkendem aufbau
EP2184214A4 (de) * 2007-07-30 2013-01-02 Univ Tokyo Fahrzeug mit selbstlenkendem aufbau
CN102947162A (zh) * 2010-03-29 2013-02-27 奥地利西门子公司 具有可变轮轴几何结构的轨道车辆
WO2011120915A1 (de) * 2010-03-29 2011-10-06 Siemens Ag Österreich Schienenfahrzeug mit variabler achsgeometrie
US8833267B2 (en) 2010-03-29 2014-09-16 Siemens Ag Oesterreich Rail vehicle with variable axial geometry
GB2486272A (en) * 2010-12-10 2012-06-13 Tram Res Ltd Tram section with steerable wheels
WO2012076893A1 (en) * 2010-12-10 2012-06-14 Tram Research Limited Improvements relating to trams
CN108001475A (zh) * 2016-10-31 2018-05-08 中车大同电力机车有限公司 一种机车径向转向架机构及铁路机车转向架
CN108423024A (zh) * 2018-03-05 2018-08-21 武汉迈辽网络科技有限公司 一种火车上使用的防震行走机构
CN108515978A (zh) * 2018-03-05 2018-09-11 武汉迈辽网络科技有限公司 一种火车上使用的行走机构
CN108515978B (zh) * 2018-03-05 2019-09-24 泉州台商投资区久协机械科技有限公司 一种火车上使用的行走机构

Also Published As

Publication number Publication date
JPWO2005007480A1 (ja) 2006-11-24
EP1652746A4 (de) 2008-11-26
WO2005007480A1 (ja) 2005-01-27
JP4562655B2 (ja) 2010-10-13

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