EP3012172B1 - Chariot de véhicule de chemin de fer - Google Patents

Chariot de véhicule de chemin de fer Download PDF

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Publication number
EP3012172B1
EP3012172B1 EP14814492.6A EP14814492A EP3012172B1 EP 3012172 B1 EP3012172 B1 EP 3012172B1 EP 14814492 A EP14814492 A EP 14814492A EP 3012172 B1 EP3012172 B1 EP 3012172B1
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EP
European Patent Office
Prior art keywords
railway vehicle
bogie
axle
springs
width direction
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.)
Active
Application number
EP14814492.6A
Other languages
German (de)
English (en)
Other versions
EP3012172A4 (fr
EP3012172A1 (fr
Inventor
Yoshinori Hagio
Yoshiyuki Shimokawa
Satoshi Kikko
Takuji Nakai
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.)
Nippon Steel Corp
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Nippon Steel Corp
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Publication date
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Publication of EP3012172A1 publication Critical patent/EP3012172A1/fr
Publication of EP3012172A4 publication Critical patent/EP3012172A4/fr
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Publication of EP3012172B1 publication Critical patent/EP3012172B1/fr
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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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • 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
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • 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
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs

Definitions

  • the present invention relates to a bogie for a railway vehicle.
  • the object of the invention is to reduce a decrease in a wheel load that occurs when traveling at low speed, particularly in an exit easement curve section.
  • two bogies 2 are typically disposed at the front and the back of a railway vehicle 1 in the direction of travel.
  • Four air springs 4 are installed in a bogie frame 3 which constitutes each of the bogies 2, with two springs disposed in a width direction on each of the two sides of the railway vehicle to support a vehicle body 5.
  • an automatic height adjusting device 6 (referred to below as an LV) is installed in the vehicle body 5.
  • the LV 6 detects the height of the air springs, supplies air, and vents air, so as to maintain a constant height of the vehicle body 5 and to eliminate a difference in level with a platform, to ensure safety when passengers alight from the railway vehicle.
  • Reference Numeral 7 is a wheel set on which are mounted wheels 7b attached to both sides of a shaft 7a
  • Reference Numeral 8 is a rail.
  • the LV 6 is installed on both sides in a width direction of the railway vehicle 5, and one end of a lever 11 is attached to an operating shaft 6a.
  • the other end of the lever 11 is rotatably coupled to one end of a coupling rod 12 so that the other end thereof rotates freely in the bogie frame 3 (see paragraph 0002 and FIG. 10 of Patent Reference 1).
  • Reference Numeral 9 in FIG. 5 is an axle box which supports the wheel set 7 so that it rotates freely.
  • Reference Numeral 10 is an axle spring mounted on the axle box 9.
  • Straight sections and curved sections of the rail are connected via an easement curve section in which a rail surface twists with a gradually changing curvature and cant.
  • a high lateral force When traveling through a curved section, a high lateral force operates on the wheels on an outer rail side of a wheel set on the front side in the traveling direction of the bogie (referred to below as the front axle).
  • the height of the axle springs and the air springs changes in order for the wheels to follow the rail, and this change in the height of the springs causes the resulting spring force to vary the wheel load.
  • the wheel load decreases when the air springs on the outer rail side of the front axle expand, resulting in an easing of the wheel load. Accordingly, the derailment coefficient, obtained by dividing the lateral force Q by the wheel load P, increases at the exit easement curve section (see FIG. 6 ).
  • the twisting of the rail surface causes the air springs on the outer rail side of the front axle to expand, and the air springs on the inner rail side of the front axle to compress, the LV operates, while the air springs on the outer rail side are vented, so the inner pressure drops, and the air springs on the inner rail side are supplied with air, so the inner pressure rises.
  • the decrease in wheel load becomes significant on the outer rail side of the front axle, because the spring force of the air springs decreases due to the reduced inner pressure of the air springs on the outer rail side.
  • European patent application EP 0 683 081 A1 describes a bogie equipped with a body-tilt system for a railway car.
  • Patent Reference 1 Japanese Patent Application Kokai Publication No. 2007-269076
  • the problem that the present invention aims to solve is that in the case of a prior art bogie for a railway vehicle, when traveling at low speed through an exit easement curve section, a decrease in wheel load occurs in a front wheel on an outer rail side, and the LV promotes this decrease in wheel load.
  • ⁇ P bogie C ⁇ ⁇ ⁇ k ⁇ b l 2 ⁇ b c (Where ⁇ is the angle of twisting of the rail surface, and C is a coefficient determined by the stationary wheel load.)
  • the inventors In order to inhibit a decreased wheel load when traveling at low speed in an exit easement curve section, the inventors conceived of mounting axle springs disposed on both sides in a width direction of the railway vehicle so as to position it as much as possible on the center side in the width direction of the railway vehicle.
  • the inventors simulated a ratio of the decrease in the wheel load when a standard commuter train passes through an easement curve section at a speed of 5 km/h, where the easement curve section has a radius of curvature of 200 m, a cant of 105 mm, and a cant diminution rate of 300-fold.
  • the ratio of the decrease in wheel load when the height detection position of the LV was changed from an outer side of a width direction of a railway vehicle to a center of the railway vehicle in the width direction, decreased more when it was located on the center side of the railway in the width direction from the axial center of the air springs, as shown in FIG. 3 . It was also found that the ratio of decrease in wheel load increases when the height detection position of the LV is located on the center side in the width direction of the railway vehicle than when disposed in the axial center of the axle springs. The ratio of decrease in wheel load shown in FIG.
  • the present invention was designed on the basis of the above concepts and the research carried out by the inventors.
  • the present invention employs the following construction in order to reduce the decrease in wheel load on the outer rail side of the front axle when traveling at low speed in an exit easement curve section.
  • the present invention is a bogie for a railway vehicle comprising a bogie frame supported by axle springs disposed on axle boxes which rotatably support a wheel set, air springs disposed on both sides of the railway vehicle in a width direction of the bogie frame, an LV provided for each of the air springs for maintaining a constant height of a vehicle body which is supported by the air springs, wherein the axle boxes are disposed at positions closer to the center side of the railway vehicle in the width direction than the wheels attached to both sides of a shaft which constitutes a wheel set, and a height of the LV is detected at a position of the LV which is located between an axial center of the air springs and an axial center of the axle springs.
  • the axle boxes provided with axle springs are disposed at positions closer to the center side of the railway vehicle in the width direction than the wheels attached to both sides of the shaft which constitutes the wheel set. Therefore, the distance between the two axle springs disposed on both sides in the width direction of the railway vehicle becomes narrower, and the amount of change in the height of the air springs decreases, so there is less fluctuation in wheel load when traveling through an exit easement curve section.
  • the height of the LV is detected at a location between the axial center of the air springs and the axial center of the axle springs. Therefore, there is a greater reduction in the decrease in wheel load than when the height detection position of the LV is located on the outer side of the air springs in the width direction of the railway vehicle.
  • the bogie is constructed so that the distance between the two axle springs disposed on both sides in the width direction of the railway vehicle becomes smaller, and the height detection position of the LV is located more on the center side in the width direction of the railway vehicle than in the prior art. Therefore, when traveling at low speed in an exit easement curve section, it is possible to greatly reduce the decrease in wheel load on the outer rail side of the front axle, thus improving the ability to pass through exit easement curve sections.
  • the object of the present invention is to reduce a decrease in wheel load on the outer rail side of the front axle that occurs when traveling at low speed, particularly in an exit easement curve section.
  • This object is achieved by constructing the bogie in such a manner that the distance between the two axle springs disposed on both sides of the railway vehicle in the width direction becomes smaller, and by locating the height detection position of the LV more on the center side in the width direction of the railway vehicle than in the prior art.
  • FIG. 1 is a drawing illustrating the schematic structure of a bogie for a railway vehicle according to the present invention.
  • Reference Numeral 21 is a bogie, and in the present invention, it is an inboard type bogie wherein the axle boxes 9, provided with axle springs 10 that support a bogie frame 22, are disposed at positions closer to the center side of the railway vehicle in the width direction than the wheels 7b attached to both sides of the shaft 7a which constitutes the wheel set 7.
  • axle boxes 9 are disposed on the outer side from the wheels 7b in the width direction of railway vehicle, the construction differs from that of the outboard type bogie 2 depicted in FIG. 4 and FIG. 5 .
  • Side beams 22a which constitutes the bogie frame 22 are positioned on an inner side of the wheels 7b.
  • the height detection position of the LV 6 can be located closer to an inward side of the air springs 4 which are disposed on both sides of the railway vehicle in the width direction in the bogie frame 22.
  • the height detection position of the LV 6 provided to the air springs 4 to maintain a constant height of the vehicle body 5, is located between the axial center of the air springs 4 and the axial center of the axle springs 10.
  • the distance b l between the two axle springs 10 disposed on both sides of the railway vehicle in the width direction becomes narrower and the amount of change in the height of the air springs decreases, so that, as shown in FIG. 2 (a) , the wheel load P, which operates on the four wheels 7b while traveling at low speed through an exit easement curve section, becomes smaller than that for the outboard type bogie 2 depicted in FIG. 2 (b) .
  • the stationary wheel load of the four wheels 7b does not become unbalanced, because the height detection position of the LV 6 is located between the axial center of the air springs 4 and the axial center of the axle springs 10. Therefore, the ratio of decrease in the wheel load is reduced in comparison with the case where the height detection position of the LV 6 is located on the outer side of the air springs 4.
  • the decrease in wheel load on the outer rail side of the front axle can be greatly reduced when traveling at low speed in an exit easement curve section, thus making it possible to improve the ability to pass through exit easement curve sections.
  • FIG. 1 shows a bolsterless bogie, but the present invention is also suitable for a bogie with a bolster. Moreover, the present invention can also be used in a steering bogie.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (1)

  1. Véhicule ferroviaire (1) présentant un boggie (2, 21), sachant que le boggie (2, 21) comprend :
    un châssis de boggie (3, 22) supporté par des ressorts d'essieu (10) disposés sur des boîtes d'essieu (9) qui supportent en rotation un ensemble de roues (7) ;
    des ressorts pneumatiques (4) disposés des deux côtés du véhicule ferroviaire (1) dans une direction de largeur du châssis de boggie (3, 22) ; et
    un dispositif de réglage automatique de hauteur (6) prévu pour chacun des ressorts pneumatiques (4) pour maintenir une hauteur constante d'un corps de véhicule (5) du véhicule ferroviaire (1), sachant que le corps de véhicule (5) est supporté par les ressorts pneumatiques (4), caractérisé en ce que
    les boîtes d'essieu (9) sont disposées dans des positions plus proches du côté central du véhicule ferroviaire (1) dans la direction de largeur que les roues (7b) fixées aux deux côtés d'un arbre (7a) qui constitue un ensemble de roues (7),
    et en ce que l'emplacement d'une position de détection de hauteur du dispositif de réglage automatique de hauteur (6) se situe entre un centre axial des ressorts pneumatiques (4) et un centre axial des ressorts d'essieu (10).
EP14814492.6A 2013-06-19 2014-06-19 Chariot de véhicule de chemin de fer Active EP3012172B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013128697 2013-06-19
PCT/JP2014/066299 WO2014203971A1 (fr) 2013-06-19 2014-06-19 Chariot de véhicule de chemin de fer

Publications (3)

Publication Number Publication Date
EP3012172A1 EP3012172A1 (fr) 2016-04-27
EP3012172A4 EP3012172A4 (fr) 2017-03-08
EP3012172B1 true EP3012172B1 (fr) 2020-02-12

Family

ID=52104697

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14814492.6A Active EP3012172B1 (fr) 2013-06-19 2014-06-19 Chariot de véhicule de chemin de fer

Country Status (4)

Country Link
EP (1) EP3012172B1 (fr)
JP (1) JP6079881B2 (fr)
CN (1) CN105339233B (fr)
WO (1) WO2014203971A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108545093A (zh) * 2018-04-11 2018-09-18 中车株洲电力机车有限公司 一种轨道列车及其液压悬挂系统
CN110641500B (zh) * 2019-11-06 2023-09-05 中车株洲电力机车有限公司 列车轮轴重调整方法、牵引力与制动力分配方法、系统
EP3971051A1 (fr) * 2020-09-16 2022-03-23 Bombardier Transportation GmbH Agencement de roue pour véhicule ferroviaire

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Publication number Priority date Publication date Assignee Title
US3830166A (en) * 1973-06-08 1974-08-20 Wegmann & Co Motorized swivel truck for rail vehicles, especially streetcars
US4237791A (en) * 1978-08-24 1980-12-09 General Steel Industries, Inc. Radial axle railway truck disc brakes
CN1010847B (zh) * 1988-08-23 1990-12-19 上海铁路局工业公司 车辆转向架的自行调节机构
DE69507192T2 (de) * 1994-05-20 1999-07-15 Railway Technical Research Institute, Kokubunji, Tokio/Tokyo Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug
JP3015725B2 (ja) * 1996-02-07 2000-03-06 川崎重工業株式会社 鉄道線路状態検知装置および方法ならびに車体姿勢制御装置
FR2748979B1 (fr) * 1996-05-22 1998-07-10 Gec Alsthom Transport Sa Dispositif de pendulation de vehicules articules, rame de vehicules et vehicule comprenant un tel dispositif
JPH10287241A (ja) * 1997-04-17 1998-10-27 Sumitomo Metal Ind Ltd 鉄道車両用車体傾斜制御装置及びその車体傾斜制御方法
DE10316497A1 (de) * 2003-04-09 2005-01-05 Bombardier Transportation Gmbh Fahrwerk für ein Schienenfahrzeug mit verbesserter Querfederung
JP2004322911A (ja) * 2003-04-25 2004-11-18 Mitsubishi Heavy Ind Ltd 鉄道車両の車体支持構造
ATE404415T1 (de) * 2004-09-18 2008-08-15 Meyer Josef Waggon Ag Drehgestell mit einem federungssystem
FR2896751B1 (fr) * 2006-01-30 2008-04-18 Alstom Transport Sa Essieu pour vehicule ferroviaire a plancher bas, bogie et vehicule ferroviaire correspondant.
JP4765721B2 (ja) 2006-03-30 2011-09-07 住友金属工業株式会社 鉄道車両用空気ばねの高さ調整装置
CN201021148Y (zh) * 2006-11-13 2008-02-13 南车四方机车车辆股份有限公司 直线电机径向转向架
JP2008254577A (ja) * 2007-04-04 2008-10-23 Sumitomo Metal Ind Ltd 車体傾斜制御方法及び装置
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Also Published As

Publication number Publication date
JPWO2014203971A1 (ja) 2017-02-23
WO2014203971A1 (fr) 2014-12-24
EP3012172A4 (fr) 2017-03-08
EP3012172A1 (fr) 2016-04-27
CN105339233B (zh) 2017-08-04
CN105339233A (zh) 2016-02-17
JP6079881B2 (ja) 2017-02-15

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