JP2000272514A - Steering method and device for truck for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify a divice, to reduce its cost, and reduce sufficiently the maximum lateral pressure in a curved section to eliminate meandering movement in a straight section. SOLUTION: At least the second wheel set 5, viewed from an advancing direction of two two-axle trucks 2 for supporting front and rear portions of a body 1 is forcibly steered by a steering means in response to a displacement of the front two-axle truck 2 having the set 5 with respect to the body 1 to allow an automatic steering system for other wheel sets 5, and supporting rigidity in the longitudinal direction of the first wheel set 5 is made more flexible, when required, than that in the longitudinal direction of the second wheel set 5 so as to eliminate meandering movement.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for steering a bogie for a railway vehicle, and more particularly, to a method and an apparatus for steering a bogie for a railway vehicle which steers a wheelset of a two-axle bogie according to a traveling direction. It is about.

[0002]

2. Description of the Related Art A two-axle bogie of a railway vehicle is a self-steering type in which a wheel is supported on a wheel axle itself so as to be able to move in a direction along a rail, and a wheel having a wheel axle linked to a swing of the bogie with respect to a vehicle body. 2. Description of the Related Art There has been known a system in which forced steering is performed inductively so as to be directed along a rail (hereinafter referred to as forced steering).

The self-steering two-axle truck has a simple structure as long as it is supported by an elastic supporting member having a restoring force for returning the wheel set to a straight running state. Above all, Japanese Patent Application Laid-Open No. H09-1
Japanese Patent Application Laid-Open No. 09886/1997 discloses that the support rigidity in the front-rear direction with respect to the front wheelset of the front bogie and the rear wheelset of the rear bogie is relatively flexible, and the rear wheelset of the front bogie and the front side of the rear bogie. The rigidity of support in the front-back direction with respect to the wheel set is rigid,
Disclosed is a technique for reducing the maximum lateral pressure in a curved section particularly likely to be caused by wheels of a first axle when viewed from the traveling direction of a vehicle by making the vehicle flexible, rigid, rigid, and flexible when viewed as a whole. are doing.

A bogie employing a forced steering system is, for example,
There is a technique disclosed in Japanese Patent Application Laid-Open No. 08-295235 based on the earlier proposal of the present applicant. This one has a displacement detection cylinder in which cylinder chambers on both sides separated by a piston interlocking with the swing displacement of the bogie relative to the body of the bogie reciprocally expand and contract, and when the displacement detecting cylinder operates according to the displacement of the bogie. The movement of fluid in and out of both cylinder chambers is transmitted to the corresponding cylinder chambers of the steering cylinders provided between both ends of the respective wheel sets of the bogies and the bogie to operate the bogie. A corresponding amount of steering is performed. According to this, since all the wheel sets are steered, it is possible to smoothly run between the straight section and the curved section of the vehicle body and in the curved section, and it is possible that the snake behavior occurs in the straight section. Absent.

[0005]

However, in the above-described conventional self-steering bogie, in order to reduce the maximum lateral pressure, which is a feature of the conventional bogie, the ratio of the reduction of the rigidity of the wheel shaft to the rigidity of the wheel shaft is made sufficiently large. Therefore, snake behavior is likely to occur when traveling in a straight section. In order to reduce the snake behavior, the self-steering property is reduced.

In addition, in the truck of the forced steering system, since all the axles of the front and rear trucks are steered, the structure is complicated and expensive. Further, the fluid circuit is complicated, and it is difficult to balance the entire operation. To cope with this, a more complicated auxiliary structure is required, and the cost is higher.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method and apparatus for steering a railway vehicle which can skillfully use a self-steering system and a forced steering system, and which can easily cope with various driving conditions. Provided is a method and an apparatus for steering a bogie for a railway vehicle, which can sufficiently reduce the maximum lateral pressure in a curved section, eliminate snake behavior in a straight section, and smoothly run a vehicle in a section under any conditions at a low cost. Is to do.

[0008]

In order to achieve the above object, a method for steering a bogie for a railway vehicle according to the present invention is directed to a method for steering one of the two axle bogies supporting a vehicle body. 2, one or three of the first to fourth axles viewed from the traveling direction in two biaxial bogies forcibly steering according to the displacement with respect to the vehicle body or supporting the front and rear of the vehicle body. The main feature is that forcible steering is performed according to the displacement of the axle carriage with respect to the vehicle body.

[0009] Thus, while the vehicle body is guided according to the running conditions by the forcible steering of the small axle, smooth running performance can be secured by adapting to the various running conditions by the self-steering of the remaining axle. In this case, if the wheelset to be forcibly steered is switched and selected, it becomes easier to cope with running conditions that change each time.

[0010] As a steering apparatus for a bogie for a railway vehicle which achieves the above, there is provided a steering system for a single axle of a two-axle bogie supporting a vehicle body, or from a traveling direction of two two-axle bogies supporting the front and rear of the vehicle body. One, two or three of the first to fourth wheel axles may be provided with steering means for forcibly steering according to the displacement of the two-axle truck having the same with respect to the vehicle body. It is only necessary to provide a selective operation means for providing a forced steering means for selectively operating the power steering means.

[0011] In the steering method for a railway vehicle according to the present invention, at least the second wheelset viewed from the traveling direction of the two two-axle bogies supporting the front and rear of the vehicle body is provided with a front two-axle bogie having the same. Forced steering according to displacement with respect to the body
It has two features.

Thus, when the second wheelset is forcibly steered in response to a curve in a curved section into which the vehicle enters, the outer wheels that generate the maximum lateral pressure by rushing into the curved section at the front of the front two-axle bogie. The outer wheel is directed in the bending direction of the curved section by giving the bogie an efficient deflection moment in the bending direction of the curved section around the ground contact point of the center point, so that the support rigidity of the first wheel set in the front-rear direction is the same. As a setting, it is possible to smoothly enter the curved section from the straight section while suppressing the maximum lateral pressure and pass through the curved section.
As the wheel axle has little influence on the maximum lateral pressure as is already known, there is no problem, so only the second wheel axle is forcibly steered, and the other wheel axle is of a self-steering type, while sufficiently reducing the maximum lateral pressure, Compared with the conventional forced steering system, the structure can be simplified and the cost can be reduced, and the support stiffness of all the first to fourth axles in the front-rear direction can be set to a sufficient value as before. In addition, the snake behavior in a straight section can be sufficiently suppressed as compared with the conventional self-steering system.

Therefore, even if a system for reducing the maximum lateral pressure in the curved section by adopting a method in which the support rigidity in the front-rear direction of the first wheel set is made softer than the support rigidity in the front-rear direction of the second wheel set, It is sufficient to make the degree smaller than that of the steering system, and the performance of preventing snake behavior is excellent.

In each of these cases, if the rear wheel having the third wheel axle in addition to the second wheel axle is forcibly steered in response to the swing displacement of the rear bogie with respect to the vehicle body, even if the traveling direction of the vehicle body is reversed. The above effects can be exhibited.

Of course, the second wheelset and the fourth wheelset can be forcibly steered according to the displacement of the two-axle bogie having them with respect to the vehicle body, and the other can be self-operated, whereby the rear bogie can also be operated. Since the same effect as that of the front bogie is exerted, it is possible to further improve the traveling performance of the vehicle in curved sections and straight sections. Also in this case, the first wheel set and the third
By making the support rigidity in the front-rear direction of the wheel set smaller than the support rigidity in the front-rear direction of the second wheel set and the fourth wheel set, the performance of preventing snake behavior can be improved.

A steering apparatus for achieving the above-described steering method is provided with a resilient support by a support member having a restoring force to bring the first to fourth wheel sets as viewed from the traveling direction into a straight running state. In the front and rear two-axle bogies, the cylinder chambers on both sides, which are partitioned by pistons interlocking with the swinging displacement with respect to the body of the forcibly steered two-axle bogies, reciprocally expand and contract to detect the displacement. A double-acting steering cylinder connected to both sides of a wheel shaft to be forcibly steered and capable of turning between the straight running state and steering to a required curved running state at each time; and a cylinder of a displacement detecting cylinder. And a fluid circuit that connects the chambers to the corresponding cylinder chambers of each steering cylinder in a fluid-closed state so that steering corresponding to displacement detection is performed. The support rigidity of the front-rear direction by the support member for wheel shaft, not steering, may be the soft than the support rigidity of the front-rear direction by the support member wheelsets to force steering.

In such a device, a fluid supply source to each of the cylinders having a check function portion and a communication passage for communicating both cylinder chambers of the displacement cylinder when the piston is in a neutral position and in a non-compressed state are provided. When the piston of the displacement detection cylinder returns to the center of the cylinder, the pressures in the compression-side and non-compression-side cylinder chambers are set to the above-described values when a bypass path is provided for communicating with the fluid supply source without a check function. It is averaged through the passage, but because the pressure value before averaging is high, even when such a situation as to cause a situation in which the pressure remains higher than the initial sealing pressure after averaging by the check function, When the piston of the displacement detection cylinder returns to the non-compressed state at the center position, the communication path passes both cylinder chambers of the displacement detection cylinder to the fluid supply source via a bypass having no check function. Since thereby, the both cylinder chambers can be returned to the initial pressure state, there is no adverse effect becomes higher pressure state by the initial gas pressure.

Further, if the fluid circuit includes relief means for reducing the operating pressure of the fluid at a predetermined pressure increase time before reaching the limit of the mechanical stroke of a device operated by the fluid, At some predetermined pressure before the fluid in the fluid circuit reaches the mechanical stroke limit of the equipment to be actuated thereby, the relief means act to release the high-pressure fluid and reduce its operating pressure, The structure can ensure the safety of the device.

Further, if the fluid circuit has a low pressure compensating circuit for replenishing fluid and compensating for the operating pressure when the fluid pressure drops below the atmospheric pressure, the vehicle can be moved straight from the curved section. When returning to the section, the fluid in the compression-side cylinder chamber, which has a high pressure in the curve running state of the displacement detection cylinder, decreases in pressure, but is lower than the initial state because the vehicle speed is high and the piston speed is high. Even if the fluid pressure drops below the atmospheric pressure, and in some cases shows a tendency to suck and mix air on the rod side of the displacement detection cylinder, the non-compression When returning to the state, when the pressure is reduced to the atmospheric pressure or less, the fluid is supplied from the low-pressure compensation circuit to the fluid circuit to prevent the air from being sucked and mixed, so that the function of the device can be guaranteed.

The various running conditions of a railway vehicle are complicated. In addition to the above, the first wheelset viewed from the traveling direction of the two two-axle bogies that support the front and rear of the vehicle body is subjected to the displacement of the front two-axle bogie having the same with respect to the vehicle body. In some cases, it is also effective to forcibly perform the corresponding steering, and the support rigidity in the traveling direction of the second wheel set can be made stiffer than that of the first wheel set.

A first wheelset and a fourth wheelset as viewed from the traveling direction of the two biaxial bogies supporting the front and rear of the vehicle body,
In some cases, it is also effective to forcibly perform the steering operation in accordance with the displacement of the front two-axle bogie with respect to the vehicle body having the above-mentioned configuration. It can be more rigid than a four-wheel axle.

A first wheelset and a third wheelset as viewed from the traveling direction of the two two-axle bogies supporting the front and rear of the vehicle body,
In some cases, it is also effective to forcibly perform the steering according to the displacement of the front two-axle bogie with respect to the vehicle body having this.
The support rigidity in the traveling direction of the wheel set and the fourth wheel set can be made stiffer than the first wheel set and the third wheel set.

A steering apparatus for a bogie for a railway vehicle, wherein a steering means for forcibly steering according to a displacement of the biaxial bogie with respect to the vehicle body is operated on at least one wheelset of the biaxial bogie supporting the vehicle body. .

Further objects and features of the present invention will become apparent from the following detailed description and drawings. Each feature of the present invention can be used alone or in combination in various combinations as much as possible.

[0025]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below with reference to FIGS. 1 to 9 together with examples thereof, for the understanding of the present invention.

As shown in FIG. 1 to FIG. 4 and FIG. 7, the present embodiment is provided on a two-axle truck 2 forcibly steering a vehicle 10 in which a vehicle body 1 is supported by front and rear two-axle trucks 2. 2
Displacement detecting cylinder 4 for detecting the displacement by reciprocally expanding and contracting cylinder chambers 41a on both sides partitioned by pistons 42a interlocking with the swing displacement of shaft carriage 2 with respect to body 1
Arrow X shown in the figure, which is composed of a wheel 3 and an axle 5a provided so as to be steerable on the two-axle truck 2;
A spring 9 which is an example of a support member for elastically supporting the first to fourth wheel sets 5 in a straight running state as viewed from the advancing direction indicated by, and the wheel set 5 to be forcibly steered are set in the straight running state. And a double-acting steering cylinder 6 connected to both sides of the wheel axle 5 so that the cylinder chamber 41a of the displacement detecting cylinder 4 can correspond to the steering cylinder 6. And a fluid circuit 7 for allowing the steering corresponding to the displacement detection to be performed by communicating with the cylinder chamber 6a to be closed in a fluid-closed state to constitute a steering means 20 as shown in FIG. Forced steering is enabled.

Referring to FIGS. 1 and 2, at least the second wheel axle 5 as viewed from the traveling direction X of the two biaxial bogies 2 supporting the front and rear of the vehicle body 1 will be described.
Is forcibly steered by the steering means 20 shown in FIG. 7 in accordance with the displacement of the front two-axle truck 2 having the same with respect to the vehicle body 1.

As described above, when the vehicle 10 enters the curved section B from the straight section A as shown in FIGS. 1 and 2, the second wheel axle 5 having the body 1 and the front and rear two-axle bogies 2 As shown by the solid line and the imaginary line shown in FIG. 1A and FIG. 2, the two-axle bogie 2 gradually swings and displaces with respect to the vehicle body 1, and responds to the bending of the curved section B entering according to this displacement. When the forcible steering is performed as indicated by the arrow C shown in FIG. 1A, the forcible steering starts smoothly from the position before or after reaching the position indicated by the solid line and ends at the virtual line position. Efficient deflection moment in the bending direction of the curved section B around the ground point O of the outer wheel 3 which rushes into the curved section B directly and generates the maximum lateral pressure on the rail 30 shown in FIG. M1 is given to the bogie, and the outer wheel 3 is moved to the curved section B.
Therefore, even if the support rigidity of the first wheel set 5 in the front-rear direction by the spring 9 is set to correspond to the usual rigidity, the first wheel set 5 smoothly enters the curved section B from the straight section A while suppressing the maximum lateral pressure. Thus, the vehicle can pass through the curved section B.

On the other hand, the third wheel set 5 has a small influence on the maximum lateral pressure as is already known, and there is no problem.
Only the forcible steering is performed, and the other axle 5 is of a self-steering type, and while the maximum lateral pressure is sufficiently reduced, the structure can be simplified and the cost can be reduced as compared with the conventional forced steering type. Since the support stiffness of all of the first to fourth wheel sets 5 in the front-rear direction may be set to a sufficient value as before, the snake behavior in the straight section can be sufficiently performed as compared with the conventional self-steering system. Can be suppressed. FIG. 3 shows a state where the entire vehicle 10 enters the curved section B.

As a result of the above-described effects, the support rigidity of the first wheel set 5 in the front-rear direction is made softer than that of the second wheel set 5 in the front-rear direction, thereby reducing the maximum lateral pressure in the curved section B. Even if a system that adopts the self-steering system is adopted, the degree of the reduction is sufficient compared with the conventional self-steering system, and the performance of preventing the snake behavior is correspondingly excellent. The embodiment shown in FIG. 1 adopts this, and the thick spring 9 shows rigid support rigidity, and the thin spring 9 shows soft support rigidity.

In each of these cases, the vehicle body 1 of the rear bogie having the third wheel set 5 in addition to the second wheel set 5 is further provided.
When the forcible steering is performed in accordance with the swinging displacement with respect to, the above-described effects can be exerted even if the traveling direction X of the vehicle body 1 is reversed. The embodiment shown in FIG. 4 adopts this, and the second and third wheel sets 5 for forcibly steering are shown in black.

However, as in each of the embodiments shown in FIGS. 5 and 6, the second and fourth wheel axles 5 and 5 shown in black are corresponding to the traveling direction X of the vehicle 10 shown by the arrows. The front and rear two-axle truck 2 can be forcibly steered according to the displacement of the front and rear two-axle truck 2 with respect to the vehicle body 1 and the other can be made a self-steering system. Since the same effect is exhibited, the traveling performance of the vehicle 10 in the curved section B and the straight section A can be further improved. In this case, too, the support rigidity in the front-rear direction of the first wheel shaft 5 and the third wheel shaft 5 is made softer than the support rigidity of the second wheel shaft 5 and the fourth wheel shaft 5 in the front-rear direction. Can be improved.

A more specific configuration and operation of the steering means 20 of the embodiment shown in FIG. 7 will be described in detail below. As described above, the fluid circuit 7 includes the displacement detection cylinder 4 that detects the swing displacement of the two-axle truck 2 with respect to the vehicle body 1 and the two-axle truck 2
A spring 9, which is a support member having an elasticity for offset, for urging the wheel set 5 in a direction in which the wheels 3 are in a straight running state, a double-acting steering cylinder 6 for steering the wheel set 5, and the displacement detection. A fluid circuit 7 that connects each cylinder chamber 41a of the cylinder 4 to a corresponding cylinder chamber 6a of the steering cylinder 6 in a fluid-closed state is connected.

The displacement detecting cylinder 4 is connected to the vehicle body 1 by 2
The axle truck 2 turns, and thereby the mounting bracket 42 on the vehicle body 1 side
When the distance between the g and the mounting bracket 42f on the two-axle carriage 2 side changes, the piston rod 42
1, the cylinder chambers 41a on both sides defined by the piston 42a expand and contract in a reciprocal manner, and the fluid flows out to the fluid circuit 7 communicating with the cylinder chambers 41a. It is designed to cause entry. That is, the amount of turning displacement of the two-axle truck 2 is detected in the form of a fluid movement amount.

The springs 9 are arranged in pairs near both ends of the wheel set 5, and the direction in which the wheels 3 face the straight running direction with the two-axle truck 2 as a scaffold from both positions, that is, the direction in which the wheel set 5 moves with respect to the traveling direction X. It is constantly biased in the direction of taking the orthogonal posture.

The steering cylinders 6 are provided as a pair at positions where both ends of the wheel shaft 5 can be supported. The rods 6d having the pistons 6c pass through the housing 6b, and are defined by the pistons 6c therein. It is a double-acting type in which a pair of cylinder chambers 6a are closed, and its housing 6b
Is fixed to the two-axle truck 2, and the corresponding end of the wheel set 5 is supported at the tip of the rod 6d. Fluid flows into and out of the cylinder chambers 6 a of the pair of steering cylinders 6, and they are always operated in opposite directions so that steering displacement can be given to the wheel set 5.

Here, the fluid circuit 7 is, as shown in FIG.
Each cylinder chamber 41a of the displacement detection cylinder 4 is communicated with the corresponding cylinder chamber 6a of the steering cylinder 6 in a fluid-closed state. More specifically, when viewed in the traveling direction X, the front cylinder chamber 4 of the right displacement detection cylinder 4
1a and the rear cylinder chamber 41a of the left displacement detection cylinder 4
And the rear cylinder chamber 41a of the right displacement detection cylinder 4 and the front cylinder chamber 4 of the left displacement detection cylinder 4
1a. A front cylinder chamber 6a of the front right steering cylinder 6, a rear cylinder chamber 6a of the front left steering cylinder 6, a rear cylinder chamber 6a of the rear right steering cylinder 6,
The front cylinder chamber 6a of the rear left steering cylinder 6 is connected to the rear cylinder chamber 6a of the front right steering cylinder 6, the front cylinder chamber 6a of the front left steering cylinder 6, and the front side of the rear right steering cylinder 6. And the rear cylinder chamber 6a of the steering cylinder 6 on the rear left side are connected to each other. The fluid circuit 7 includes an oil tank 83 filled with a fluid and a fluid
If the direction of the flow out to the front is the forward direction, the check valves 82a, 8
2b and a pair of fluid supply sources 8 having relief valves 81a and 81b for releasing a fluid to an oil tank 83 when the pressure of the fluid circuit 7 becomes equal to or higher than a predetermined pressure. Each of the cylinder chambers 41a and 6a of each of the cylinders 4 and 6 communicates with the fluid supply source 8 through check valves 80a and 80b, and is supplied with oil having a check function.

In particular, a communication passage 107 for connecting the two cylinder chambers 41a to the displacement detection cylinder 4 when the piston 42a is in a non-compressed state where the piston 42a is in the neutral position,
Is provided to the fluid supply source 8 without a check function.

The communication passage 107 may be extremely short, and may be provided inside the cylinder wall of the displacement detection cylinder 4 or may be connected outside the cylinder wall. The bypass path 107a includes a connection path 107a1 that connects both the communication paths 107 of the displacement detection cylinders 4 and an extension path 107a2 that extends from the middle of the connection path 107a1 and reaches the fluid supply source 8. However, the communication path 107 and the bypass path 107
a, the specific configuration of the extension path 107a2 and the piping may be variously performed, and are not limited to the illustrated embodiment structure.

When the vehicle 10 is traveling in the straight section A, the two-axle truck 2 does not swing with respect to the vehicle body 1, so that the piston 42a in the displacement detection cylinder 4 is in the neutral position, and both cylinders of the displacement detection cylinder 4 The fluid volumes of the chambers 41a are equal,
The contents of the opposing closed fluid circuits 7 are balanced. At this time, the wheel shaft 5 to be steered is running in a state of being oriented in the straight traveling direction.

Next, when approaching the curved section B, the two-axle bogie 2 is turned with respect to the vehicle body 1, the piston rod 42 inserted into one displacement detection cylinder 4 is pushed forward, and the other is displaced. The piston rod 42 inserted into the detection cylinder 4 is pulled backward. Thereby, the piston 42a of the displacement detection cylinder 4 moves according to the displacement,
If the displacement is longer than a certain distance, the piston 42
aA communication path 1 for communicating between a pair of cylinder chambers 41a on both sides.
07 is shut off, and the respective cylinder chambers 41a enter a fluid-closed state for each of the fluid circuits 7 with which they communicate. For this reason, the fluid is sent from the cylinder chamber 41 a on the side compressed by the piston 42 a to the corresponding cylinder chamber 6 a of the steering cylinder 6 through the fluid circuit 7,
Fluid is sucked from the corresponding cylinder chamber 6a of the steering cylinder 6 through the fluid circuit 7 into the cylinder chamber 41a on the side expanded by a.

Therefore, for example, when the route is curved rightward with respect to the traveling direction, the second wheel axle 5 is driven to turn left as shown by the imaginary line in FIG. When the route is curved to the left, smooth driving along the curved line is also possible by turning driving in the direction opposite to the imaginary line in the figure.

When returning from the curved section B to the straight section A, the piston 42a of the displacement detection cylinder 4 returns to the neutral position due to the elimination of the swing between the vehicles, and accordingly the flow of the fluid flowing through the fluid circuit 7 Is opposite to the above, so that the steering cylinder 6 also drives the wheel shaft 5 to a position where the wheels 3 face in the straight traveling direction.

Here, when returning from the curved section B to the straight section A, there is a case where an imbalance remains in the amount of fluid cutoff. For example, when the inclination of the wheel 3 exceeds the limit or when the wheel 3
If it is not desired to tilt more than the set tilt, the fluid flows from the cylinder chamber 41a of one displacement detection cylinder 4 to the cylinder chamber 6a of the steering cylinder 6, and the working fluid pressure on one side rises. Relief valves 81a, 81
b operates to release the fluid to the oil tank 83, and
The check valves 82a and 82b of the fluid supply source 8 may be opened by the expansion of the other displacement detection cylinder chamber 41a, and the fluid may be supplied into the fluid circuit 7. Each cylinder 6, 1
Factors such as a case where leakage occurs from one cylinder chamber 6a, 41a to the other cylinder chamber 6a, 41a inside. In such a state, even if the displacement detection cylinder 4 returns to the neutral position again, one of the cylinder chambers 6a, 41a and the other cylinder chamber 6a, 41a
An imbalance in the amount of fluid remains between the two systems, and both circuits 7 maintain the closed state in that state. For this reason,
The wheel axle 5 flows out in a direction to return the steering cylinder 6 to the neutral position. However, since there is an imbalance in the amount of fluid in the pair of fluid circuits 7, the piston 6c of the steering cylinder 6 moves beyond the neutral position, and the wheel axle 5 Although being biased by the offset spring 9, the wheel set 5 is made of a fluid having poor compressibility.
Is locked, the wheel set 5 is steered to a state displaced in a direction opposite to the curved section.

On the other hand, in the present embodiment, the communication path 10
The lock state due to the above-mentioned fluid is eliminated by providing 7. In other words, even in such a state, the vehicle
When the vehicle enters the straight section A, the piston 42a of the displacement detection cylinder 4 is forcibly returned to the neutral position by the displacement of the two-axle carriage 2 with respect to the vehicle body 1, and the fluid communication through the communication passage 107 is allowed. Here, due to the urging force of the spring 9 in the direction in which the wheel shaft 5 takes a posture orthogonal to the traveling direction, the fluid flows out through the communication passage 107 in the unbalance eliminating direction,
The fluid volume of the pair of fluid circuits 7 can be restored to the balance. Accordingly, the steering cylinder 6 can be returned to the neutral position, and the steering of the wheel shaft 5 can be automatically returned to the direction suitable for the straight section A.

As described above, the unbalance amount of the fluid due to the operation can always be automatically canceled.

This eliminates the need for troublesome inspection work for eliminating the imbalance, and can cope with unexpected imbalance during traveling. Further, in the curved section B and the straight section A, it is possible to always perform appropriate steering of the wheels 3 and to maintain the effect for a long period of time.

Further, as described above, the communication path 10
When the piston 42a of the displacement detection cylinder 4 returns to the center of the cylinder, the cylinder chambers 4 on the compression side and the non-compression side
The pressure in 1a is averaged. However, even when the pressure value before averaging is high and the pressure state after the averaging may remain higher than the initial sealed pressure, the piston of the displacement detection cylinder 4 When the valve 42a returns to the non-compressed state at the neutral position shown in FIG. 1, the communication path 107 connects the two cylinder chambers 41a of the displacement detection cylinder 4 to the fluid supply source 8 via the bypass path 107a having no check function. This allows the two cylinder chambers 41a to return to the initial pressure state.

By the way, the running conditions of a railway vehicle are complicated, and there are cases where the above-mentioned operation method cannot cope with it. Therefore, at least one wheel set 5 of the two-axle truck 2 supporting the vehicle body 1 is forcibly steered according to displacement of the two-axle truck 2 with respect to the vehicle body 1 or two two-axle trucks 2 supporting the front and rear of the vehicle body 1 From the first axle to the fourth from the direction of travel in 2,
At least one of the wheel sets may be forcibly steered according to the displacement of the two-axle truck having the same with respect to the vehicle body. In this case, as in the embodiment shown in FIG. 7, the steering means 20 may be provided only for the wheel shaft 5 which is forcibly steered. As a result, the vehicle is reduced in weight and cost as much as the steering means 20 can be omitted. In addition, while the vehicle body 1 is guided according to the traveling condition by the forced steering of the small axle 5, the smooth running performance can be secured by adapting to the various traveling conditions by the self-steering of the remaining axle 5.

In this case, as in the embodiment shown in FIG. 8, the two biaxial bogies 2 supporting the vehicle body 1 are provided with the steering means 20 for forcibly steering them on each of the wheel sets 5, and the two A drive switching valve C is provided for the steering means 20 of the axle truck 2.
A selection operation means 301 including 1 to C10 is provided.
Thereby, by the switching operation of the drive switching valves C1 to C10 or the switching operation of the drive line, any of the axles 5 can be selected and switched to the forced steering, and the others can be self-steering. One, two, or three wheel sets 5 may be selected from time to time.
Any one of them may be used, and it can optimally cope with various anticipated driving conditions. Moreover, these drive switching valves C
When 1 to C10 can be automatically controlled such as a solenoid valve,
Based on the displacement of the two-axle bogie 2 with respect to the vehicle body 1 or the traveling information obtained by the traveling program or the like, the forcible steering of the wheelset 5 in accordance with the actual traveling conditions at each time can be finely achieved in real time, and various traveling conditions can be achieved. It is suitable for performing the combined forced steering. Such selective forced steering is performed only on one of the two-axle bogies 2 on the front side or the rear side in the traveling direction of the vehicle body 1, and on the other two-axle bogie 2
In this case, the steering state can be set to the self-steering system, a predetermined forced steering system, or a combination of the self-steering system and the forced steering system.

In order to cope with various complicated running conditions of a railway vehicle in detail, the steering modes shown in FIGS. 9 to 14 other than those described above are also effective. In the embodiment shown in FIG. 9, the first wheel axle viewed from the traveling direction of the two two-axle bogies 2, 2 supporting the front and rear of the vehicle body 1 is moved relative to the body 1 of the front two-axle bogie 2 having the same. In the embodiment shown in FIG. 10, the support rigidity in the traveling direction of the second wheelset is set to the first rigidity in the embodiment shown in FIG.
It is more rigid than the wheel set.

In the embodiment shown in FIG. 11, a first wheelset and a fourth wheelset as viewed from the traveling direction of two two-axle trucks 2 supporting the front and rear of the vehicle body 1 The forcible steering is performed according to the displacement of the two-axle carts 2 and 2 with respect to the vehicle body 1. In the embodiment shown in FIG. 12, the support rigidity in the traveling direction of the second wheel axle and the third wheel axle is further stiffer than that of the first wheel axle and the fourth wheel axle in the embodiment of FIG.

In the embodiment shown in FIG. 13, the first and third wheel axles viewed from the traveling direction of the two biaxial bogies 2 and 2 supporting the front and rear of the vehicle body 1 are provided at the front portion having the same. The forcible steering is performed according to the displacement of the two-axle truck 2 with respect to the vehicle body 1. The embodiment shown in FIG. 14 is different from the embodiment shown in FIG. 13 in that the support stiffness in the traveling direction of the second wheel axle and the fourth wheel axle is stiffer than that of the first wheel axle and the third wheel axle.

[0054]

According to the present invention, it is possible to ensure smooth running performance by adapting to various running conditions by self-steering of the remaining axle while guiding the vehicle body according to the running condition by forcibly steering the small axle. Can be. In this case, if the wheelset to be forcibly steered is switched and selected, it becomes easier to cope with running conditions that change each time.

Further, it is possible to cope with various running conditions by selectively forcibly steering a plurality of wheel sets.

In particular, only the second axle is forcibly steered, and the other axles are of a self-steering type, and the maximum lateral pressure is sufficiently reduced. In addition, since the support stiffness in the front-rear direction of all of the first to fourth wheel sets may be set to a sufficient value as before, the snakes in the straight section can be set as compared with the conventional self-steering system. Action can be suppressed sufficiently.

Therefore, even if a method for reducing the maximum lateral pressure in the curved section by adopting a method in which the support rigidity in the front-rear direction of the first wheel axle is made softer than the support rigidity in the front-rear direction of the second wheel axle, It is sufficient to make the degree smaller than that of the steering system, and the performance of preventing snake behavior is excellent.

[Brief description of the drawings]

FIG. 1 is an explanatory view schematically showing a forced steering method according to an embodiment of the present invention, in which (a) is a plan view of a front end portion of a vehicle body, and (b) is an explanation of a deflection moment applied to a bogie during forced steering. FIG.

FIG. 2 is a plan view showing the entire vehicle according to the first embodiment in which the embodiment of FIG. 1 is applied to a front and rear two-axle bogie, in a state of approaching a curved section;

FIG. 3 is a plan view showing a state where the entire vehicle of FIG. 2 has entered a curved section;

FIG. 4 is a side view of the vehicle shown in FIG. 2;

FIG. 5 is a side view of a vehicle showing a second example of the present embodiment.

FIG. 6 is a side view of a vehicle showing a third example of the present embodiment.

FIG. 7 is a circuit diagram showing a first example of a steering unit for forced steering according to the present embodiment.

FIG. 8 is a side view of a vehicle showing a third example of the embodiment.

FIG. 9 is a circuit diagram showing a first example of a steering mechanism for forced steering according to the present embodiment.

FIG. 10 is a side view of a vehicle showing a fourth example of the embodiment.

FIG. 11 is a side view of a vehicle showing a fifth example of the present embodiment.

FIG. 12 is a circuit configuration diagram showing a first example of a steering mechanism for forced steering according to the present embodiment. It is a side view of the vehicle which shows the 2nd example of this Embodiment.

FIG. 13 is a side view of a vehicle showing a third example of the present embodiment.

FIG. 14 is a circuit diagram showing a first example of a steering mechanism for forced steering according to the present embodiment.

[Description of Signs] 1 Vehicle body 2 2-axle truck 4 Displacement detection cylinder 5 Wheel axle 6 Steering cylinder 6a Cylinder chamber 7 Fluid circuit 8 Fluid supply source 9 Spring 10 Vehicle 20 Steering means 41a Cylinder chamber 42a Piston 80a, 80b, 81a, 81b Relief Valves 82a, 82b Check valve 100 Shaft 107 Communication path 107a Bypass path 301 Selection operating means C1-C10 Drive switching valve

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Hiroshi Yamaguchi 2-4-2-24 Shibata, Kita-ku, Osaka City Inside West Japan Railway Company (72) Hiromichi Fukui 2-4-2, Shibata, Kita-ku, Osaka City Inside West Japan Railway Company (72) Inventor Tetsuo Murakami 2-4-2, Shibata, Kita-ku, Osaka City Inside West Japan Railway Company (72) Inventor Yoshihiro Sasaki 3-9-1 Inada Shinmachi, Higashi Osaka City, Osaka Prefecture No. 60 Kinki Vehicle Co., Ltd.

Claims (28)

[Claims] 1. A method for steering a bogie for a railway vehicle, comprising: forcibly steering one wheelset of a two-axle bogie supporting a vehicle body in accordance with a displacement of the two-axis bogie with respect to the vehicle body. 2. A bogie for a railway vehicle, wherein one of two wheel sets of a two-axle bogie supporting a car body is switched and selected, and forcible steering is performed in accordance with displacement of the two-axle bogie having the wheel set with respect to the car body. Steering method. 3. One of a first wheelset to a fourth wheelset as viewed from the traveling direction of two biaxial bogies supporting the front and rear of the vehicle body,
A method for steering a bogie for a railway vehicle, wherein two or three are forcibly steered according to a displacement of a two-axle bogie with respect to a vehicle body. 4. A two-axle bogie supporting the front and rear of the vehicle body, at least one of a first axle and a fourth axle viewed from the traveling direction is switched and selected, and the displacement of the two-axle bogie having the axle with respect to the vehicle body. A steering method for a bogie for a railway vehicle, wherein the vehicle is forcibly steered according to the following. 5. A forcible steering of at least a second wheel axle viewed from a traveling direction of two biaxial bogies supporting the front and rear of the vehicle body according to a displacement of a front biaxial bogie having the same with respect to the vehicle body. A steering method for a bogie for a railway vehicle, comprising: 6. The support rigidity of the first wheel set in the front-rear direction is set to the second
The steering method for a bogie for a railway vehicle according to claim 5, wherein the support rigidity in the front-rear direction of the wheel set is softer. 7. A second wheelset and a third wheelset as viewed from the traveling direction of two biaxial bogies that support the front and rear of the vehicle body are forcibly applied in accordance with the displacement of the front and rear biaxial bogies having them with respect to the vehicle body. A steering method for a bogie for a railway vehicle, characterized by steering. 8. The steering of a bogie for a railway vehicle according to claim 7, wherein the support rigidity of the first wheelset and the fourth wheelset in the front-rear direction is softer than the support rigidity of the second wheelset and the third wheelset in the front-rear direction. Method. 9. A forcible steering of a second wheelset and a fourth wheelset as viewed from the traveling direction of two two-axle bogies supporting the front and rear of the vehicle body in accordance with the displacement of the front and rear two-axle bogies with respect to the vehicle body. A method for steering a bogie for a railway vehicle. 10. The steering of a bogie for a railway vehicle according to claim 9, wherein the support rigidity of the first wheelset and the third wheelset in the front-rear direction is softer than the support rigidity of the second wheelset and the fourth wheelset in the front-rear direction. Method. 11. A forcible steering of a first wheel axle viewed from a traveling direction of two biaxial bogies supporting the front and rear of a vehicle body according to a displacement of a front biaxial bogie having the same with respect to the vehicle body. Characteristic steering method for bogies for railway vehicles. 12. The method for steering a bogie for a railway vehicle according to claim 11, wherein the support rigidity of the second wheelset in the traveling direction is more rigid than that of the first wheelset. 13. A first wheelset and a fourth wheelset as viewed from the traveling direction of two two-axle bogies supporting the front and rear of the vehicle body, according to the displacement of the front two-axle bogie having the same with respect to the vehicle body. A method for steering a bogie for a railway vehicle, comprising forcibly steering. 14. The method for steering a bogie for a railway vehicle according to claim 13, wherein the rigidity of the second wheelset and the third wheelset in the traveling direction is more rigid than that of the first wheelset and the fourth wheelset. 15. A first wheelset and a third wheelset as viewed from the traveling direction of two two-axle bogies supporting the front and rear of the vehicle body, according to the displacement of the front two-axle bogie having the same with respect to the vehicle body. A method for steering a bogie for a railway vehicle, comprising forcibly steering. 16. The method for steering a bogie for a railway vehicle according to claim 15, wherein the second wheelset and the fourth wheelset have a higher rigidity in the traveling direction than the first wheelset and the third wheelset. 17. One of two-axle bogies supporting a vehicle body
A steering apparatus for a bogie for a railway vehicle, wherein a steering means for forcibly steering according to a displacement of the two-axle bogie with respect to a vehicle body is operated for one wheel set. 18. One of a first to a fourth axle viewed from a traveling direction in two biaxial bogies supporting the front and rear of the vehicle body.
A steering apparatus for a bogie for a railway vehicle, characterized in that two, three or two of them are provided with steering means for forcibly steering according to the displacement of the two-axle bogie with respect to the vehicle body. 19. A steering system in which two biaxial bogies supporting the front and rear of a vehicle body are forcibly steered from a first wheel axle to a fourth wheel axle as viewed from the traveling direction in accordance with displacement of the biaxial bogie having the wheel axle with respect to the vehicle body. A steering device for a bogie for a railway vehicle, further comprising a selecting means for selectively operating the steering means. 20. Two cylinder chambers provided on a front two-axle carriage of two two-axle carriages for supporting a vehicle body and separated by pistons interlocking with a swing displacement of the two-axle carriage with respect to the vehicle body. A displacement detection cylinder that reciprocally expands and contracts to detect the displacement, and the first to fourth wheel sets, which are provided so as to be steerable with respect to the front and rear two-axle bogies, as viewed from the traveling direction, are brought into a straight running state. A support member elastically supported with a restoring force, and a plurality of connecting members connected to both sides of the second wheel axle so that the second wheel axle can be turned between the straight running state and steered to a required curved running state at each time. A movable steering cylinder,
A fluid circuit for connecting each cylinder chamber of the displacement detection cylinder to a corresponding cylinder chamber of each steering cylinder in a fluid-closed state so that steering corresponding to displacement detection is performed. Trolley steering system. 21. The support rigidity of the support member of the first wheel set is softer than the support rigidity of the support member of the second wheel set.
The steering apparatus for a bogie for a railway vehicle according to claim 1. 22. Cylinder chambers on both sides partitioned by pistons provided on two two-axle bogies supporting a vehicle body and interlocking with a swing displacement of the two-axis bogies with respect to the vehicle body, reciprocally expand and contract. A displacement detection cylinder for detecting the displacement, and a support that is provided so as to be steerable with respect to the two-axle bogie, and that elastically supports the first to fourth wheel axles with a restoring force when viewed from the traveling direction so as to be in a straight running state. Member, the second wheel set, the third
The second wheelset and the third wheelset are turned so that the wheelset can be turned between the straight running state and the required curve running state at each time.
A double-acting steering cylinder connected to both sides of each wheel axle, and each cylinder chamber of the displacement detection cylinder is connected to the corresponding cylinder chamber of each steering cylinder in a fluid-closed state so that steering corresponding to displacement detection is performed. A steering apparatus for a bogie for a railway vehicle, comprising: 23. The steering of a bogie for a railway vehicle according to claim 22, wherein the support rigidity of the support members of the first wheelset and the fourth wheelset is softer than the support rigidity of the support members of the second wheelset and the third wheelset. apparatus. 24. Cylinder chambers on both sides partitioned by pistons provided on two two-axle bogies supporting a vehicle body and interlocking with the swinging displacement of the two-axis bogies with respect to the vehicle body, reciprocally expand and contract, and A displacement detection cylinder for detecting displacement, and a support member provided so as to be steerable with respect to the two-axle bogie, and elastically supporting with a restoring force for restoring the first to fourth wheel axles as viewed from the traveling direction in a straight running state. And the second wheel set, the fourth
The second wheelset and the fourth wheelset are rotated so that the wheelset can be turned between the straight running state and the required curve running state at each time.
A double-acting steering cylinder connected to both sides of each wheel axle, and each cylinder chamber of the displacement detection cylinder is connected to the corresponding cylinder chamber of each steering cylinder in a fluid-closed state so that steering corresponding to displacement detection is performed. A steering apparatus for a bogie for a railway vehicle, comprising: 25. The bogie for a railway vehicle according to claim 24, wherein the support stiffness of the support members of the first and third wheel axles is softer than the support stiffness of the support members of the second and fourth wheel axles. apparatus. 26. A fluid supply source to each of the cylinders having a check function portion, a communication passage for communicating both cylinder chambers of the displacement cylinder when the piston is in a neutral position and in a non-compressed state, and this communication passage. 26. The steering apparatus for a bogie for a railway vehicle according to any one of claims 20 to 25, further comprising: a bypass that allows the fluid to be supplied to the fluid supply source without a non-return function. 27. A fluid circuit, comprising: a relief valve or a high-pressure accumulator for relief for reducing the operating pressure of a fluid at a predetermined pressure rise time before reaching a mechanical stroke limit of a device operated by the fluid. The steering apparatus for a bogie for a railway vehicle according to any one of claims 20 to 26, comprising: 28. The fluid circuit according to claim 20, wherein the fluid circuit has a low-pressure compensation circuit for replenishing fluid and compensating for an operating pressure when the fluid pressure falls to or below the atmospheric pressure. The steering apparatus for a bogie for a railway vehicle according to claim 1.