JP2007196933A - On-vehicle branching system - Google Patents
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- JP2007196933A JP2007196933A JP2006020081A JP2006020081A JP2007196933A JP 2007196933 A JP2007196933 A JP 2007196933A JP 2006020081 A JP2006020081 A JP 2006020081A JP 2006020081 A JP2006020081 A JP 2006020081A JP 2007196933 A JP2007196933 A JP 2007196933A
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Abstract
Description
本発明は、線路側に可動部がなく、鉄道車両側の構造・制御により分岐機能を実現する車上分岐システムに関する。 The present invention relates to an on-vehicle branching system that has no moving part on the track side and realizes a branching function by the structure and control on the railcar side.
鉄道車両の分岐システムとしては、特許文献１に示される地上分岐システムが採用されている。
この地上分岐システムは図９に示すように、分岐部をポイント部、リード部およびクロッシング部に分け、ポイント部には可動部としてのトングレールを配置し、リード部にはクロッシング部の各レールにつながるリードレールを配置し、図７（ａ）のトングレール位置ではＡ軌道に、（ｂ）のトングレール位置ではＢ軌道に切り替わる。
As a railroad vehicle branching system, a ground branching system disclosed in Patent Document 1 is adopted.
As shown in FIG. 9, this ground branching system divides the branch part into a point part, a lead part, and a crossing part, and the point part is provided with a tongrail as a movable part, and the lead part is provided with each rail of the crossing part. The connecting lead rails are arranged, and the A track is switched to the A track at the Tongler position in FIG. 7A, and the B track is switched at the Tongrel position in FIG. 7B.
特許文献１に開示されるようなトングレールを用いた地上分岐システムにあっては、安全を図るため、トングレール位置が正しい方向に完全に切り替わっているか否かを確認した後に、分岐部に進入しなければならない。このため、分岐部を通過する際にはいつでも停止できる速度まで落とさなければならず、高速化の妨げになっている。 In the ground branching system using the Tongrel as disclosed in Patent Document 1, for the sake of safety, after confirming whether or not the Tongrel position has been completely switched in the correct direction, enter the branching section. Must. For this reason, when passing through the branching section, it must be reduced to a speed at which it can be stopped at any time, which hinders speeding up.
また、ポイント切替のタイムラグを切り詰めるという地上設備の改良では、スムーズな交通システムの構築には限界がある。 In addition, there is a limit to the construction of a smooth traffic system in the improvement of ground equipment that cuts down the time lag for point switching.
上記の課題を解消するため、本発明は従来のトングレールを用いた地上分岐システムを根本から見直し、鉄道車輌側に分岐機能を持たせるようにした。具体的には、鉄道車両はアクティブな操舵機能を有する台車を備え、また線路の分岐部には車輪のフランジ部が乗り上げて車輪踏面をレールから離すフランジウェイ部が設けられた構成とした。 In order to solve the above-mentioned problems, the present invention fundamentally reviewed the conventional ground branching system using the Tongleil so that the railway vehicle side has a branching function. Specifically, the railway vehicle is provided with a carriage having an active steering function, and a flange way portion is provided at the branch portion of the track so that the flange portion of the wheel rides on and the wheel tread is separated from the rail.
前記アクティブな操舵はアクチュエータにて行う。具体的には、直動型または回動型の電磁支持部材、油圧型または空気圧型のシリンダユニット等が考えられる。また、操舵の具体的な構成としては、左右の車輪ユニットをステアリングリンクにて連結し、このステアリングリンクを操舵用アクチュエータによって操作することが考えられるがこれに限定されない。 The active steering is performed by an actuator. Specifically, a direct acting or rotating electromagnetic support member, a hydraulic or pneumatic cylinder unit, and the like are conceivable. Further, as a specific configuration of the steering, it is conceivable that the left and right wheel units are connected by a steering link, and the steering link is operated by a steering actuator, but is not limited thereto.
また、台車の形態としてはボギーフレームの左右に独立回転可能な車輪ユニットが設けられた独立回転台車に限らず、車軸の両端に車輪が取り付けられた通常の輪軸台車或いは左右の車輪を独立に駆動することができる独立回転車輪であってもよい。 In addition, the form of the carriage is not limited to an independent rotating carriage provided with wheel units that can rotate independently on the left and right sides of the bogie frame, and a normal wheeled carriage with wheels attached to both ends of the axle or left and right wheels are independently driven. It may be an independent rotating wheel that can.
また、前記フランジウェイ部の配置構成としては、フランジウェイ部を一方のレールの内側に設けることで、他方のレールに車輪を押し付ける構成が考えられる。このようにすることで、安定した走行が可能になる。 Moreover, as an arrangement configuration of the flange way portion, a configuration in which the wheel is pressed against the other rail by providing the flange way portion inside the one rail is conceivable. By doing in this way, stable running becomes possible.
本発明によれば、地上にトングレールなどの分岐機を設けることなく、車上からの操作で所定の方向にアクティブに走行方向の切替ができるので、ポイント切替のための確認時間や切替のタイムラグを無くすことができ、特に都市部における過密な道路状況においても円滑な走行を実現することができる。 According to the present invention, since the traveling direction can be switched actively in a predetermined direction by operating from the vehicle without providing a branching machine such as a Tongleil on the ground, the confirmation time for point switching and the time lag for switching In particular, smooth running can be realized even in an overcrowded road situation in an urban area.
以下に本発明の実施の形態を添付図面に基づいて説明する。図１は本発明に係る車上分岐システムの実施に用いる線路の分岐部の平面図、図２（ａ）は図１のＡ−Ａ部分におけるレールと車輪との関係を示す図、（ｂ）は図１のＢ−Ｂ部分におけるレールと車輪との関係を示す図、（ｃ）は図１のＣ−Ｃ部分におけるレールと車輪との関係を示す図である。 Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a plan view of a branching portion of a track used for implementing an on-vehicle branching system according to the present invention, FIG. 2A is a diagram showing a relationship between rails and wheels in the AA portion of FIG. FIG. 4 is a diagram showing a relationship between rails and wheels in a BB portion of FIG. 1, and FIG. 5C is a diagram showing a relationship between rails and wheels in a CC portion of FIG. 1.
分岐部では線路Ａから線路Ｂが分岐している。そして、線路Ａはレール１、１にて構成され、線路Ｂはレール２、２から構成され、それぞれのレールの内側部分に車輪３のフランジ部３ａが乗り上げるフランジウェイ部４が設けられている。 The line B is branched from the line A at the branch portion. The track A is composed of rails 1 and 1, the track B is composed of rails 2 and 2, and a flange way portion 4 on which the flange portion 3 a of the wheel 3 rides is provided on an inner portion of each rail.
フランジウェイ部４は従来のポイント部、リード部及びクロッシング部に設けられ、先端部分４ａは登り勾配となっており、後端部分４ｂは下り勾配となっており、車輪３が最初に乗り上げる際および車輪３の踏面３ｂがレール上に戻る際に衝撃が生じないようにしている。 The flange way portion 4 is provided in the conventional point portion, lead portion and crossing portion, the tip end portion 4a has an ascending slope, the rear end portion 4b has a descending slope, and when the wheel 3 first rides and When the tread surface 3b of the wheel 3 returns to the rail, no impact is generated.
即ち、車両位置が分岐部よりも手前側のときには、図２（ａ）に示すように、車輪３の踏面３ｂがレール上に乗っている。そして、車輪３がポイント部まで走行してくると、図２（ｂ）に示すように、左右の車輪３のフランジ部３ａがフランジウェイ部４に乗り上げ、踏面３ｂがレール１から離れる。 That is, when the vehicle position is in front of the branch portion, the tread surface 3b of the wheel 3 is on the rail as shown in FIG. When the wheel 3 travels to the point portion, as shown in FIG. 2 (b), the flange portions 3 a of the left and right wheels 3 ride on the flange way portion 4, and the tread surface 3 b moves away from the rail 1.
フランジウェイ部４に乗り上げることで、レールによる車両の走行方向の規制がなくなる。そこで、運転者またはコンピュータが線路Ａに沿って直進するのか、線路Ｂに沿って曲がるのかを決定し、後述する機構によって車輪を操舵する。 By riding on the flange way part 4, the regulation of the traveling direction of the vehicle by the rail is eliminated. Therefore, it is determined whether the driver or the computer goes straight along the track A or turns along the track B, and the wheels are steered by a mechanism described later.
図２（ｃ）は線路Ｂに沿って曲がる場合であり、この場合には曲線部分を構成する外側レール２の内側部分にフランジウェイ部を設けない空白部分４ｃを設けている。この空白部分４ｃを設けることで、車両は若干外側に傾き、外側の車輪３の踏面３ｂが外側レール２に押し付けられ、走行が安定する。 FIG. 2C shows a case of bending along the line B. In this case, a blank portion 4c that does not have a flange way portion is provided in the inner portion of the outer rail 2 that constitutes the curved portion. By providing this blank portion 4c, the vehicle is slightly inclined outward, the tread surface 3b of the outer wheel 3 is pressed against the outer rail 2, and the running is stabilized.
図３は本発明に係る車上分岐システムの実施に用いる自己操舵台車の平面図であり、自己操舵台車は平面視でコ字状をなすボギーフレーム１０に左右一対の車輪ユニット１１，１１を独立回転可能に支持している。車輪ユニット１１は軸箱１２に回転自在に支持される軸１３とこの軸１３に取付けられる車輪３ら構成され、前記軸箱１２はボギーフレーム１０に水平面内で回転自在に支持されている。 FIG. 3 is a plan view of a self-steering carriage used in the implementation of the on-vehicle branching system according to the present invention. The self-steering carriage has a pair of left and right wheel units 11, 11 independently provided on a bogie frame 10 having a U-shape in plan view. It is rotatably supported. The wheel unit 11 includes a shaft 13 rotatably supported by a shaft box 12 and a wheel 3 attached to the shaft 13. The shaft box 12 is supported by the bogie frame 10 so as to be rotatable in a horizontal plane.
また前記車輪ユニット１１，１１間はステアリングリンク１４にて連結されている。ステアリングリンク１４は軸箱１２から前方（後方）に延びる前後メンバー１５，１５とこれら前後メンバー１５，１５間にピン１６を介して連結される横メンバー１６からなり、横メンバー１６とボギーフレーム１０間にアクチュエータとして機能する直動型電磁支持部材２０を連結している。アクチュエータとしては油圧タイプ、ラックピニオンタイプなど各種アクチュエータを用いることが可能である。 The wheel units 11, 11 are connected by a steering link 14. The steering link 14 includes front and rear members 15, 15 extending forward (rear) from the axle box 12 and a lateral member 16 connected between the front and rear members 15, 15 via pins 16, and between the lateral member 16 and the bogie frame 10. A direct acting electromagnetic support member 20 that functions as an actuator is coupled to the actuator. Various actuators such as a hydraulic type and a rack and pinion type can be used as the actuator.
前記したフランジウェイ部４上での操舵の他に、予め分かっている軌道の曲率変化に応じてアクチュエータを伸縮動せしめてアクティブ制御することで、車輪の軌道に対する応答遅れを防止することができる。 In addition to the steering on the flange way part 4 described above, the response of the wheel to the track can be prevented by performing active control by expanding and contracting the actuator in accordance with a known change in the curvature of the track.
図４は同直動型電磁支持部材の断面図、図５は同直動型電磁支持部材の回路図であり、直動型電磁支持部材２０は、シリンダ２１内にピストン２２が摺動自在に挿着され、シリンダ２１内にはＤＣモータ２３、減速ギヤ２４、ボールネジ２５、ナット２６が組み込まれている。 4 is a cross-sectional view of the direct acting electromagnetic support member, and FIG. 5 is a circuit diagram of the direct acting electromagnetic support member. The direct acting electromagnetic support member 20 has a piston 22 slidable in a cylinder 21. A DC motor 23, a reduction gear 24, a ball screw 25, and a nut 26 are incorporated in the cylinder 21.
ＤＣモータ２３を駆動することで直動型電磁支持部材２０はアクチュエータとして機能する。即ち、ＤＣモータ２３を駆動しボールネジ２５を回転させ、このボールネジ２５と螺合するナット２６を螺進させることで支持部材全体が伸縮動し、これによってステアリングリンク１４を介して車輪３が操舵される。
またＤＣモータ２３の軸を外力よって回転せしめることによって直動型電磁支持部材２０はダンパーとして機能する。即ち、ＤＣモータ２３に通電していないときに、直動型電磁支持部材２０に軸方向の外力が作用すると当該外力に応じてピストン２２が軸方向に移動し、この移動によりナット２６を介してボールネジ２５が回転せしめられ、このボールネジ２５と連結しているＤＣモータ２３の軸が回転し、モータ２３は発電する。この抵抗によってダンパー機能を発揮する。尚、発生した電力は回路の抵抗Ｒの部分で発熱に変えるか蓄電することも可能である。
By driving the DC motor 23, the direct acting electromagnetic support member 20 functions as an actuator. That is, the DC motor 23 is driven, the ball screw 25 is rotated, and the nut 26 screwed with the ball screw 25 is screwed to expand and contract the entire support member, whereby the wheel 3 is steered via the steering link 14. The
Further, the direct acting electromagnetic support member 20 functions as a damper by rotating the shaft of the DC motor 23 by an external force. That is, when the DC motor 23 is not energized, if an external force in the axial direction is applied to the direct acting electromagnetic support member 20, the piston 22 moves in the axial direction in accordance with the external force. The ball screw 25 is rotated, the shaft of the DC motor 23 connected to the ball screw 25 is rotated, and the motor 23 generates power. This resistor exerts a damper function. The generated electric power can be changed to heat generation or stored in the resistance R portion of the circuit.
尚、前記回路の抵抗Ｒの代わりに、例えばソレノイドに生じる電圧が所定値に至るとソレノイドに流れる電流を所定の一定値に制御するような電流制限素子を備えた電流制限回路を設けることで、電磁支持部材のダンパーとしての減衰力特性を任意に調整することができる。 Instead of the resistance R of the circuit, for example, by providing a current limiting circuit having a current limiting element that controls the current flowing through the solenoid to a predetermined constant value when the voltage generated in the solenoid reaches a predetermined value, The damping force characteristic as a damper of the electromagnetic support member can be arbitrarily adjusted.
図６（ａ）は回転型の電磁支持部材２７を適用した別実施例の平面図、（ｂ）は（ａ）に示した別実施例の側面図であり、この実施例にあっては一方の車輪ユニット２の上方に回転型の電磁支持部材２７を配置し、前記同様、ステアリングリンク１４を介して車輪３を操舵する。 FIG. 6A is a plan view of another embodiment to which the rotary electromagnetic support member 27 is applied, and FIG. 6B is a side view of the other embodiment shown in FIG. A rotary electromagnetic support member 27 is disposed above the wheel unit 2 and the wheel 3 is steered via the steering link 14 as described above.
図７は回転型電磁支持部材の更なる別実施例の平面図であり、この実施例にあってはステアリングリンクを設けず、車輪ユニット１１，１１を夫々の電磁支持部材２７で個別に制御するようにしている。 FIG. 7 is a plan view of still another embodiment of the rotary electromagnetic support member. In this embodiment, the steering link is not provided, and the wheel units 11 and 11 are individually controlled by the respective electromagnetic support members 27. I am doing so.
図８（ａ）〜（ｃ）は仮想ステアリングリンクモデルを説明した図であり、分岐部手前で車輪の左右変位ｙｗを目標軌道ｙｄ追従させるには、各車輪３、３から仮想車軸３１、３１を延長し、これら仮想車軸３１、３１を仮想リンクで連結し、この仮想リンクと目標軌道ｙｄとの交点と台車中心との距離をＬとする。
そして、このとき目標角度から車輪のヨー角までの差を目標操舵角（ψｄ）として、ψｄ＝（ｙｄ−ｙｗ）／Ｌと考え、左右変位ｙｗと目標軌道ｙｄとが一致するまで制御する。
Figure 8 (a) ~ (c) is a diagram illustrating a virtual steering link model, in order to follow the target trajectory y d a lateral displacement y w of the wheel at the bifurcation before, the virtual axle 31 from each wheel 3,3 , extending the 31, and connecting these virtual axles 31 and 31 with a virtual link, the distance between the intersection and the bogie center of a virtual link and the target trajectory y d and L.
Then, as the target steering angle difference to the yaw angle of the wheel from the target angle this time (ψ d), ψ d = considered (y d -y w) / L , and the lateral displacement y w and the target trajectory y d Control until they match.
図示例では、台車として左右一対の車輪ユニットが独立回転可能な自己操舵台車を例示したがこれに限定されない。またアクチュエータとして直動型及び回転型の電磁支持部材を示したがこれらに限定されない。 In the illustrated example, the self-steering cart in which the pair of left and right wheel units can independently rotate is illustrated as the cart, but the invention is not limited to this. Moreover, although the linear motion type and the rotary type electromagnetic support members are shown as the actuators, they are not limited to these.
１，２…レール、３…車輪、３ａ…フランジ部、３ｂ…踏面、４…フランジウェイ部、４ａ…フランジウェイ部の先端部、４ｂ…フランジウェイ部の後端部、４ｃ…フランジウェイ部の空白部分、１０…ボギーフレーム，１１…車輪ユニット、１２…軸箱、１３…軸、１４…ステアリングリンク、１５…前後メンバー、１６…横メンバー、２０…アクチュエータとして機能する直動型電磁支持部材、２１…シリンダ、２２…ピストン、２３…ＤＣモータ、２４…減速ギヤ、２５…ボールネジ、２６…ナット、２７…回転型の電磁支持部材、３１…仮想軸、Ａ，Ｂ…線路。 1, 2 ... Rail, 3 ... Wheel, 3a ... Flange part, 3b ... Tread surface, 4 ... Flange way part, 4a ... Front end part of flange way part, 4b ... Rear end part of flange way part, 4c ... Flange way part Blank part, 10 ... Bogie frame, 11 ... Wheel unit, 12 ... Shaft box, 13 ... Shaft, 14 ... Steering link, 15 ... Front / rear member, 16 ... Lateral member, 20 ... Direct acting electromagnetic support member functioning as actuator, DESCRIPTION OF SYMBOLS 21 ... Cylinder, 22 ... Piston, 23 ... DC motor, 24 ... Reduction gear, 25 ... Ball screw, 26 ... Nut, 27 ... Rotary-type electromagnetic support member, 31 ... Virtual axis, A, B ... Line | wire.
Claims (5)
5. The on-vehicle branch system according to claim 1, wherein the flange way portion is provided inside one rail so that a wheel is pressed against the other rail. Upper branch system.
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| JP2006020081A JP4867004B2 (en) | 2006-01-30 | 2006-01-30 | On-vehicle branching system |
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| JP2006020081A JP4867004B2 (en) | 2006-01-30 | 2006-01-30 | On-vehicle branching system |
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| JP2007196933A true JP2007196933A (en) | 2007-08-09 |
| JP4867004B2 JP4867004B2 (en) | 2012-02-01 |
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| JP2009173225A (en) * | 2008-01-28 | 2009-08-06 | Univ Of Tokyo | Wheel unit, truck, railroad vehicle, and railroad system |
| JP2011038260A (en) * | 2009-08-07 | 2011-02-24 | Railway Technical Res Inst | Device for preventing deviation of derailed vehicle |
| GB2477109A (en) * | 2010-01-22 | 2011-07-27 | Innovarail Ltd | Railway system with points having no moving rail parts and associated vehicles |
| JP2015134590A (en) * | 2014-01-20 | 2015-07-27 | 日本信号株式会社 | branch system |
| CN107472261A (en) * | 2017-07-27 | 2017-12-15 | 陈昳临 | A kind of bilateral wheel space orbit becomes rail system |
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| JPH03128703A (en) * | 1989-10-13 | 1991-05-31 | Sumitomo Rubber Ind Ltd | Motorcycle tire |
| JPH0872715A (en) * | 1994-09-02 | 1996-03-19 | Kanji Sekiguchi | Railroad vehicle traveling structure |
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| JP2002225703A (en) * | 2001-01-31 | 2002-08-14 | Kawasaki Heavy Ind Ltd | Single axle bogie for rolling stock |
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| WO2006075756A1 (en) * | 2005-01-17 | 2006-07-20 | The University Of Tokyo | Self-steering bogie |
| JP2006316552A (en) * | 2005-05-13 | 2006-11-24 | East Japan Railway Co | Derailment prevention rail |
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| JP2009173225A (en) * | 2008-01-28 | 2009-08-06 | Univ Of Tokyo | Wheel unit, truck, railroad vehicle, and railroad system |
| WO2009096178A1 (en) * | 2008-01-28 | 2009-08-06 | The University Of Tokyo | Wheel unit, railway bogie, railway vehicle, and railway system |
| JP2011038260A (en) * | 2009-08-07 | 2011-02-24 | Railway Technical Res Inst | Device for preventing deviation of derailed vehicle |
| GB2477109A (en) * | 2010-01-22 | 2011-07-27 | Innovarail Ltd | Railway system with points having no moving rail parts and associated vehicles |
| GB2477109B (en) * | 2010-01-22 | 2018-02-28 | Innovarail Ltd | Permanent Way with''Static/Fixed Points'' and Steerable ''On-Board Points'' |
| GB2554205A (en) * | 2010-01-22 | 2018-03-28 | Innovarail Ltd | Permanent way with "Static/Fixed Points" and steerable "On-Board Points" |
| JP2015134590A (en) * | 2014-01-20 | 2015-07-27 | 日本信号株式会社 | branch system |
| CN107472261A (en) * | 2017-07-27 | 2017-12-15 | 陈昳临 | A kind of bilateral wheel space orbit becomes rail system |
| CN107472261B (en) * | 2017-07-27 | 2023-10-17 | 陈昳临 | Double-side wheel space track rail-changing system |
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