JP2007245745A - Articulated railroad vehicle, and lateral pressure reduction method therein - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To facilitate maintenance and inspection and improve passing performance of a railroad vehicle on a curved part of rails, by reducing a lateral pressure during power running and passing of the railroad vehicle on the curved part of the rails and suppressing abrasion of the rails and wheels. <P>SOLUTION: The articulated railroad vehicle is equipped with air cylinder devices (actuators) 12A, 12B wherein the end parts of a front side vehicle 3 with a carriage (drive vehicle) and a vehicle 6 without the carriage (vehicle to be towed) are horizontally swivelably link-connected by a pivot shaft 9b, provided between the front side vehicle 3 with the carriage and the vehicle without the carriage, and the front side vehicle 3 with the carriage is swiveled around the pivot shaft 9b relative to the vehicle 6 without the carriage, a carriage yaw angle sensor for detecting a carriage yaw angle generated between the vehicle body 3a and the carriage in a curved line power running of the front side vehicle with the carriage, and a controller which operates the air cylinder devices 12A, 12B based on a reverse carriage yaw angle detected by the carriage yaw angle sensor and adjusts the yaw angle α of the front vehicle 3 with the carriage relative to the vehicle 6 without the carriage to the reducing direction. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a low-floor type tram or the like in which a vehicle without a carriage is disposed between front and rear vehicles, and the end portions of the vehicle with and without a vehicle are linked to each other so as to be turnable in the horizontal direction. The present invention relates to a articulated rail vehicle and a lateral pressure reducing method in the articulated rail vehicle.

Conventionally, as this type of articulated railway vehicle, a vehicle without a carriage having a cabin portion is arranged in the middle of a vehicle with a carriage having a driver's cab at both front and rear ends. A low-floor type tram is known in which ends are connected so as to be able to turn in a horizontal direction around a pivot axis by connecting means provided on one or both of the upper and lower ends of each vehicle (for example, patents). Reference 1, Patent Document 2, and Patent Document 3).
JP 2001-301614 A JP 2002-264809 A JP 2003-48539 A

  However, in the articulated railway vehicle, when the vehicle passes through the steeply curved section of the rail curve portion, the traction generated in the front-rear direction of the vehicle from the vehicle without a trolley by the vehicle with a trolley as the vehicle pulls behind. The reaction force exerts a force that turns the vehicle with the carriage in a direction opposite to the curve direction of the rail curve portion, and this force causes the leading axis of the carriage in the vehicle with the carriage to attack the outer rail at the rail curve portion. In order to hinder the turnability of the carriage, contact lateral pressure is generated between the rail and the wheel, the wear of the rail and the wheel becomes remarkable, and the maintenance and inspection thereof takes time and the rail of the vehicle There is a problem that the passing performance in the curved portion is impaired.

  The present invention has been made in view of the above circumstances, and reduces the contact lateral pressure generated between the rail and the wheel during the power running of the rail curved portion of the vehicle, and suppresses the wear of the rail and the wheel. It is an object of the present invention to provide a articulated railway vehicle and a method for reducing lateral pressure in the articulated railway vehicle that can easily maintain and inspect the vehicle and improve the passage performance of the rail curve portion of the vehicle.

In order to achieve the above object, the articulated railway vehicle according to the present invention is arranged such that a vehicle without a carriage is disposed between front and rear vehicles, and the end portions of each vehicle with and without a vehicle are respectively connected to each other. In articulated railway vehicles that are linked by pivots so that they can turn in the horizontal direction,
An actuator that is provided between a vehicle with a front carriage and a vehicle without a carriage, and that turns the vehicle with a front carriage around the pivot with respect to the vehicle without the carriage; A carriage yaw angle sensor for detecting a carriage yaw angle generated between the vehicle body and the carriage in a vehicle with a carriage on the front side, and operating the actuator based on the reverse carriage yaw angle detected by the carriage yaw angle sensor, And a controller that adjusts the yaw angle between the bodies of the front vehicle with the carriage relative to the vehicle without the carriage.

  In the articulated railway vehicle according to the present invention, when the vehicle with the front carriage passes through the rail curving section, the reverse carriage yaw angle generated between the vehicle body and the carriage in the vehicle with the front carriage is caused by the traction reaction force. It is detected by a trolley yaw angle sensor. Based on the detected reverse yaw angle, the controller operates an actuator to adjust the yaw angle between the vehicle bodies of the vehicle with the front carriage with respect to the vehicle without the carriage. As a result, the reverse yaw angle of the carriage relative to the vehicle with the front carriage is reduced, and the vehicle with the front carriage is turned in the direction of the rail curve, so the lateral pressure of the front axle of the vehicle with the front carriage is reduced. And the attack angle is reduced.

  In the articulated railway vehicle, an inter-vehicle yaw sensor that detects a yaw angle between the vehicle bodies is provided between the front vehicle with a bogie and a vehicle without a bogie, and the controller has a front side with respect to the vehicle without the bogie When the inter-vehicle yaw angle of the vehicle with a bogie is greater than or equal to a set value, the actuator is allowed to operate. It is possible to prevent the actuator from operating unnecessarily due to a change in the carriage yaw angle, and to reliably perform the adjustment operation of the reverse yaw angle by the actuator in the vehicle with the carriage on the front side only at the rail curve portion.

  Further, the lateral pressure reducing method for articulated railway vehicles according to the present invention is such that a vehicle without a carriage is disposed between front and rear vehicles, and the ends of each vehicle with and without a vehicle are pivoted respectively. This is a lateral pressure reduction method for articulated railway vehicles that are linked so as to be able to turn horizontally, and is generated between the vehicle body and the carriage in the vehicle with the front carriage when the vehicle with the front carriage is curving. By detecting an inverted carriage yaw angle and operating an actuator provided between a vehicle with a carriage on the front side and a vehicle without a carriage, the vehicle with the carriage on the front side with respect to the vehicle without the carriage is reduced so that the yaw angle of the inverted carriage is reduced. It is characterized by adjusting the inter-vehicle yaw angle.

  In the lateral pressure reduction method for articulated railway vehicles according to the present invention, a vehicle without a carriage is operated by operating an actuator provided between the vehicle with a front carriage and a vehicle without a carriage when the vehicle with a front carriage has a curved power. Adjusting the yaw angle between the bodies of the front carriage relative to the vehicle reduces the reverse yaw angle of the carriage relative to the front carriage, and the front carriage is turned in the direction of the rail curve. The lateral pressure of the front wheel is reduced and the attack angle is reduced.

According to the present invention, the vehicle with the front carriage is adjusted by operating the actuator to adjust the direction of decreasing the yaw angle between the bodies of the front carriage with respect to the vehicle without the carriage when the power running of the rail curved portion passes. By reducing the reverse yaw angle of the truck with respect to the vehicle and turning the vehicle with the front truck in the direction of the rail curve, the lateral pressure of the front axle of the vehicle with the front truck can be reduced and the attack angle is reduced. Can be made.
This can reduce wear due to contact between the outer rail and the wheel in the rail curve portion, facilitate maintenance and inspection of the rail and wheel, and improve the passing performance in the rail curve portion of the vehicle. it can.

Next, an articulated railway vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings.
1 to 3 show an articulated railway vehicle 1 according to an embodiment of the present invention. This articulated railway vehicle 1 is a low-floor tram having a vehicle configuration of two carriages and three bodies, and a carriage-equipped vehicle (driving vehicle) 3 provided with a two-axis bogie 2 having a driving motor on the front side is disposed. A vehicle with a carriage (driven vehicle) 5 provided with a biaxial bogie 2 having no drive motor on the rear side is disposed, and a vehicle without a carriage (towed vehicle) is provided between the drive vehicle 3 and the driven vehicle 5. 6 is arranged.

  As shown in FIG. 4, the upper and lower ends at the rear end of the vehicle body 3a of the driving vehicle 3 are rearward (right side in FIG. 4) in the center in the width direction (left and right direction, up and down direction in FIG. 4). The pair of links 7a and 7b are fixed to the front and the lower ends at the front end of the vehicle body 6a of the towed vehicle 6 at the center in the width direction of the towed vehicle 6 (in FIG. 4). A pair of links 8a and 8b are fixed so as to protrude leftward, and the links 7a and 7b of the drive vehicle 3 and the links 8a and 8b of the towed vehicle 6 are respectively in the vertical direction (each vehicle 3, 6 are connected by pivots 9a and 9b having a center on the same axis. As a result, the ends of the driven vehicle 3 and the towed vehicle 6 are linked to each other by the pivots 9a and 9b via the links 7a, 7b, 8a and 8b so as to be able to turn left and right (horizontal direction). Yes. Similarly, the ends of the towed vehicle 6 and the driven vehicle 5 can turn left and right (horizontal) with respect to each other by the pivots 9a and 9b via the links 7a, 7b, 8a and 8b. Linked to

The upper and lower links 7 a, 8 a, 7 b, 8 b and the upper and lower pivots 9 a, 9 b are connected to the upper and lower link coupling portions 10 a, 10 b of the driven vehicle 3 and the towed vehicle 6 and the towed vehicle 6 and the driven vehicle 5. Although not shown, as is conventionally known, an inter-vehicle body yaw damper that absorbs vibrations in the relative turning motion of the links 7a, 8a and the links 7b, 8b around the pivot shafts 9a, 9b is provided. When the articulated railway vehicle 1 travels along the straight rail portion, the drive vehicle 3, the towed vehicle 6, and the driven vehicle 5 are prevented from meandering due to yawing vibration.
In addition, the relative turning amount of the link 7b and the link 8b is set to one of the link coupling portions 10a and 10b (the lower link coupling portion 10b in the illustrated example) of the driven vehicle 3 and the towed vehicle 6. An inter-vehicle yaw angle sensor 11 for detecting and detecting a relative angle (inter-vehicle yaw angle) α between the driving vehicle 3 and the towed vehicle 6 in the left-right direction is attached.

  Further, between the rear end of the driving vehicle 3 and the front end of the towed vehicle 6 is the upper end side or the lower end side (the upper end side in the illustrated example) of the vehicles 3, 6, A pair of air cylinder devices (actuators) 12A, 12B are provided at positions that are equidistant from the axial positions of the pivots 9a, 9b of the link coupling portions 10a, 10b to both outer sides in the width direction of the vehicles 3, 6. . In the air cylinder devices 12A and 12B, a cylinder 12a is attached to a rear end of the drive vehicle 3 via a universal joint 12b so as to be rotatable in the vertical and horizontal directions, and a rod 12c is attached to the driven joint via a universal joint 12d. It is attached to the front end of the vehicle 6 so as to be rotatable in the vertical and horizontal directions.

  The biaxial bogie 2 is a conventionally known bolsterless cart, and as shown in FIG. 5, a cart frame 2a supports vehicle bodies 3a and 5a via air springs 4, and the cart frame 2a and the vehicle bodies 3a, A carriage yaw damper 15 is provided between one end of the carriage 5a and the other end of the carriage 3a. The carriage yaw damper 15 is attached to a bracket 14 with the other end attached to the bottom of the vehicle bodies 3a and 5a. Yes. The carriage yaw damper 15 is provided at symmetrical positions on both the left and right sides of the driving vehicle 3 and the driven vehicle 5. Then, one of the pair of carriage yaw dampers 15 of the driving vehicle 3 detects a movement amount of the other of the pair of relatively moving members with respect to one of the pair of members, so that A dolly yaw angle sensor 16 is provided for detecting a dolly yaw angle β of 2).

Next, the control system of the air cylinder devices 12A and 12B will be described.
As shown in FIG. 6, each cylinder 12a, 12a of each air cylinder device 12A, 12B has an air pipe connected from the head side air chamber 12e of one air cylinder device 12A to the rod side air chamber 12f of the other air cylinder device 12B. 17a, the head side air chamber 12e of the other air cylinder device 12B is connected to the rod side air chamber 12f of one air cylinder device A by the air pipe 17b, and the expansion and contraction directions are opposite to each other. The air pipes 17a and 17b are connected to a compressed air supply source 19 including an air compressor 19a and an air cylinder 19b through an electromagnetic switching valve 18 and an air supply pipe 17c.
Further, the air pipes 17a and 17b are provided with an electromagnetic on-off valve 20 that cuts off communication between them and opens them to the atmosphere. Further, a controller 21 for controlling the operation of the air cylinder devices 12A and 12B is connected to the electromagnetic switching valve 18, the compressor 19a, and the electromagnetic opening / closing valve 20. The compressed air supply source 19 and the controller 21 are attached to the lower part of the vehicle body 3 a of the drive vehicle 3.

  The controller 21 detects a power running determination unit 21a that determines the power running of the vehicle, a curve travel determination unit 21b that determines the travel of the rail curve portion of the vehicle, the inter-vehicle yaw angle sensor 11 and the cart yaw sensor 16, and detection values thereof. A signal input unit 21c for inputting the control signal, a steering control unit 21d for controlling the auxiliary steering of the drive vehicle 3 with respect to the towed vehicle 6, an output unit 21e for switching the electromagnetic switching valve 18 and the electromagnetic opening / closing valve 20, A main control unit 21f for controlling these operations. The power running determination unit 21a determines whether or not the drive vehicle 3 is powering based on the traveling speed of the drive vehicle 3, the traction force that pulls the rear vehicle, and the like.

Further, the curve traveling determination unit 21b is preset with a vehicle body yaw angle α in a certain direction of the driving vehicle 3 with respect to the towed vehicle 6 input from the inter-vehicle yaw angle sensor 11 via the signal input unit 21c. Compared with the inter-vehicle yaw angle setting value, when the inter-vehicle yaw angle α greater than the inter-vehicle yaw angle setting value is continued for a predetermined time or more, it is determined that the drive vehicle 3 is traveling on the rail curve portion R. When it is recognized that the inter-vehicle yaw angle α changes from the predetermined direction to the reverse direction and the state below the inter-vehicle yaw angle set value is continued for a predetermined time or more, the drive vehicle 3 moves the rail curve portion R. It is determined to have passed.
Normally, when the articulated railway vehicle 1 travels along the straight rail portion, a snake action with a twist occurs between the vehicle body 3a and the carriage 2, but the carriage yaw angle and the inter-vehicle yaw angle are small values. Therefore, as a dead zone within the range of these small yaw angles, the steering control unit 21d operates the air cylinder devices 12A and 12B unnecessarily through the electromagnetic switching valve 18 except for the rail curve portion R. It is for stopping.

Further, the steering control unit 21d receives signals from the power running determination unit 21a and the curve travel determination unit 21b, and when the drive vehicle 3 is power running and travels on the rail curve unit R, The direction and magnitude of the yaw angle (trolley yaw angle) β of the carriage 2 with respect to the vehicle body 3a input from the carriage yaw angle sensor 16 through the signal input unit 21c are determined, and the preset value of the carriage yaw angle is set. When the large carriage yaw angle β is continued for a predetermined time or more, the solenoids a and b of the electromagnetic switching valve 18 are excited and demagnetized through the output unit 21e.
When the inter-vehicle yaw angle α and the bogie yaw angle β are directed toward the center of the curve radius of the rail curve portion R (inward of the curve), the inter-vehicle yaw angle on the plus (+) side and the bogie yaw The angle (simply referred to as the inter-vehicle yaw angle, the bogie yaw angle), and when facing in the opposite direction (curve outward), the minus (−) side inter-vehicle yaw angle, the bogie yaw angle (reverse inter-vehicle yaw angle, reverse) This is referred to as a trolley yaw angle. Note that the inward direction of the curve at the yaw angle α between the vehicle bodies means that the leading portion of the drive vehicle 3 is directed toward the center of the curve radius. In this case, the drive vehicle 3 is bounded by the pivots 9a and 9b. Thus, the distance from the towed vehicle 6 increases in the direction opposite to the center of the rail curved portion R.

Next, auxiliary steering control by the air cylinder devices 12A and 12b during traveling of the rail curve portion of the articulated railway vehicle 1 having the above-described configuration will be described.
When the articulated railway vehicle 1 travels along the straight rail portion, a snake action with a twist may occur between the vehicle body 3a of the driving vehicle 3 and the carriage 2, and the carriage yaw angle β resulting from them Since the inter-vehicle body yaw angle α is a small value, as described above, the controller 21 determines that the steering control unit 21d is a dead zone within the range of these values, and the electromagnetic switching is performed via the output unit 21e. Since the solenoids a and b of the valve 18 are demagnetized and the electromagnetic switching valve 20 is demagnetized, the electromagnetic switching valve 18 is in an intermediate position and the air switching valves 20 open both the air pipes 17a and 17b to the atmosphere. As a result, the air cylinder devices 12A and 12B do not operate because the air in the head-side air chambers 12e and 12e and the rod-side air chambers 12f and 12f are exhausted to the atmosphere, and the rods 12c and 12c can freely expand and contract. It is in a state.

As shown in FIG. 7, when the articulated railway vehicle 1 travels by entering the rail curve portion R from the rail straight portion, the carriage 2 of the drive vehicle 3 moves toward the center of the curve radius by the rail curve portion R. The vehicle body 3a has a plus side carriage yaw angle β, and the vehicle body 3a generates a large inter-vehicle yaw angle α with respect to the vehicle body 6a of the towed vehicle 6. When the driving vehicle 3 is coasting, the rail curve portion R may be passed in such a state.
However, when the cart 2 of the driving vehicle 3 is towing the towed vehicle 6 and the driven vehicle 5 through the vehicle body 3a, traction force is generated at the link coupling portions 10a and 10b. Due to the reaction, the rear side of the vehicle body 3a of the driving vehicle 3 receives a turning force directed toward the center of the curve of the rail curve portion R, so that the carriage 2 acts on the minus side of the vehicle body 3a as shown by a broken line in FIG. The cart yaw angle (reverse cart yaw angle) β.

  Therefore, when the inverted cart yaw angle β is detected by the cart yaw angle sensor 16 and input to the steering control unit 21d of the controller 21, the steering control unit 21d inputs a preset cart yaw angle setting value. When the reverse carriage yaw angle β is larger than the set value of the carriage yaw angle, the drive vehicle 3 is detected by the input signals from the power running determination unit 21a and the curve travel determination unit 21b. After confirming that the rail curve portion R is powered, the output to the output portion 21e is used to demagnetize the solenoid a of the electromagnetic on-off valve 20, and to excite the solenoid a of the electromagnetic switching valve 18, thereby demagnetizing the solenoid b. Let As a result, the communication between the air pipes 17a and 17b is blocked and the release to the atmosphere is stopped, and the head side air chamber 12e and the air cylinder device 12B of the air cylinder device 12B and the rod side air chamber 12f are compressed from the air supply source 19. When air is supplied, one cylinder device 12A expands and the other air cylinder device 12B contracts, so that the vehicle body 3a of the driven vehicle 3 is inter-vehicle yaw angle α with respect to the vehicle body 6a of the towed vehicle 6. Is supplementarily steered to the minus side and turned as indicated by the chain line in FIG. 7, and the plus side inter-vehicle yaw angle α is reduced to the inter-vehicle yaw angle α1.

Therefore, when the inverted carriage yaw angle β of the carriage 2 with respect to the vehicle body 3a is reduced and the inverted carriage yaw angle β becomes zero, the steering control unit 21d determines this, and the output unit 21e passes the output. Since the solenoid a of the electromagnetic switching valve 18 is demagnetized, the electromagnetic switching valve 18 is changed to an intermediate position, and the air cylinder devices 12A and 12B are stopped from supplying and discharging air to the cylinders 12a and 12a. The auxiliary steering of the drive vehicle 3 with respect to is stopped, and the state is maintained.
As a result, the drive vehicle 3 has a rail curve portion from the vehicle body 3a to the carriage 2 as compared to the case shown in FIG. 8B where the auxiliary steering by the air cylinder devices 12A and 12B is not performed on the towed vehicle 6. The turning force in the direction of the reverse carriage yaw angle acting outwardly in the curve of R is reduced, and the vehicle body 3a and the carriage 2 are directed in substantially the same direction as shown in FIG. The attack angle θ of the rail curve portion R of the leading wheel 2b in the carriage 2 with respect to the outer gauge rail R1 is reduced, and the contact lateral pressure between the outer gauge rail R1 and the wheel 2b is reduced. Therefore, the drive vehicle 3 can smoothly power-run through the rail curved portion while towing the rear vehicle of the towed vehicle 6 and the driven vehicle 5, and the wear of the rail in the rail curved portion R can be reduced.

  At the exit of the rail curve portion R, the driving vehicle 3 is steered outward with respect to the rail curve direction by the rail linear portion, and the yaw angle α between the vehicle bodies becomes a negative side (reverse yaw angle). The curve traveling determination unit 21b determines that the driving vehicle 3 has entered the straight rail portion based on the detection value of the inter-vehicle yaw sensor 11, and both solenoids a and b of the electromagnetic switching valve 18 are quickly demagnetized. At the same time, the electromagnetic on-off valve 20 is demagnetized. As a result, air is exhausted from the cylinders 12a and 12b of the air cylinder devices 12A and 12B, and the cylinders 12a and 12b are freely expanded and contracted, and the auxiliary steering of the driving vehicle 3 with respect to the towed vehicle body 6 is stopped. Is done.

At the exit of the rail curve portion R, the carriage yaw angle β of the carriage 2 with respect to the vehicle body 3a of the drive vehicle 3 is also on the negative side, so that the direction of the drive vehicle 3 depends on the detection value of the carriage yaw angle sensor 16. It is also possible to stop the auxiliary steering, and the air cylinder devices 12A and 12B can reduce the air chambers 12e and 12f of the cylinders 12a and 12a by decreasing the yaw angle α between the vehicle bodies. Therefore, the auxiliary steering can be stopped by detecting an increase in pressure in one of the compressed air chambers 12e and 12f.
The auxiliary steering by the air cylinder devices 12A and 12B is a fail-safe mechanism that can avoid the worst situation such as derailment in the event of a malfunction, and has the same function as a natural pendulum with control.

  Further, in the driving vehicle 3 that pulls the rear vehicle at the head, various dynamic behaviors due to the traction reaction occur, and among them, there is often an “axial load movement” in which the rear is pulled down and the front is raised. Thus, in the state where the axle load or wheel load of the leading wheel shaft in the carriage 2 of the driving vehicle 3 is “light”, a large lateral pressure acts on the wheel load when the rail curve portion R passes through the sharp curve, Although the derailment coefficient (lateral pressure Q / wheel load P) increases and the drive vehicle 3 is likely to derail easily, the auxiliary pressure by the air cylinder devices 12A and 12B reduces the lateral pressure. Therefore, such a disadvantageous situation can be effectively resolved. In addition, since the reaction of the traction force is large in the uphill rail curve portion R and the like, the effect of performing the auxiliary steering in the rail curve portion R in which the uphill gradient is linear and the sharp curve is continuous is extremely large.

  In the articulated railway vehicle 1 according to the embodiment, the air cylinder devices 12A and 12B that perform auxiliary steering with respect to the towed vehicle 6 of the driving vehicle 3 are connected to the rear end of the vehicle body 3a of the driving vehicle 3 and Although it is provided between the front end of the vehicle body 6a of the tow vehicle 6 and is not limited thereto, for example, as shown in FIG. 9, the lower link 7b fixed to the vehicle body 3a of the drive vehicle 3 and the vehicle body 6a of the towed vehicle 6 The support members 7c, 7c, 8c, 8c are fixed to the left and right sides (up and down in FIG. 9) of the link 8b fixed to the link 8b. Between the support members 7c and 7c and the support members 8c and 8c, air actuators (actuators) 22 and 22 such as diaphragm type are arranged in the front-rear direction (the left-right direction in FIG. 9) of the vehicle bodies 3a and 6a. Air Both end portions of the tutors 22 and 22 are fixed to the support members 7c and 7c and the support members 8c and 8c, and compressed air is supplied from the compressed air supply source 19 to the air actuators 22 and 22, and the air actuators 22, You may make it perform the auxiliary steering of the drive vehicle 3 with respect to the towed vehicle 6 by expanding / contracting 22.

Further, in the articulated railway vehicle 1 according to the embodiment, the actuator for performing the auxiliary steering of the driven vehicle 3 with respect to the towed vehicle 6 does not require a large force, so the air cylinder devices 12A and 12B, the air Although the air cylinder 22 is employed, a hydraulic cylinder or other actuator may be employed instead.
Usually, an inter-vehicle damper (not shown) is provided between the vehicle body 3a of the driven vehicle 3 and the vehicle body 6a of the towed vehicle 6, so that the inter-vehicle yaw angle sensor 11 is directly attached to the links 7b and 8b. Instead, it may be provided between the relatively moving members of the inter-vehicle body yaw damper, or may be provided between the cylinders and rods of the air cylinder devices 12A and 12B.

Further, in the articulated railway vehicle 1 according to the embodiment, the carriage 2 of the vehicle 3 with the front carriage is provided with a drive motor, and thereby the rear carriage without the towed vehicle 6 and the drive motor. Although the example in which the attached vehicle 5 is towed and powered in one direction has been shown, the present invention is not limited thereto, and the air cylinder device 12A is also provided between the rear end of the towed vehicle 6 and the front end of the rear carriage-equipped vehicle 5. , 12B, a rear actuator similar to the air actuator 22 (front actuator) and the like, and the carriage 2 of the vehicle 5 with the rear carriage is provided with a drive motor, and the vehicle 5 with the rear carriage and the One of the vehicles 3 with a front carriage is a driving vehicle and the other is a driven vehicle, and the front actuator or rear actuator on the side that becomes the driving vehicle is made to function so that the articulated railway vehicle is powered in both directions. It may be.
Further, the articulated railway vehicle has been described by taking a low-floor tramway having a two-carriage three-body vehicle formation as an example. However, the present invention is not limited to this, and the three-carriage five-body vehicle formation or more. The present invention can also be applied to a track traveling vehicle other than a plurality of carriages, a vehicle-organized streetcar having a vehicle body, and a streetcar. The integral wheel bogie can also be an independent rotating wheel bogie.

1 is a side view of an articulated railway vehicle according to an embodiment of the present invention. FIG. FIG. 2 is a view as viewed from the arrow of FIG. 1. FIG. 2 is an enlarged view taken along the line ha-ha in FIG. 1. It is a side view of the bogie of the articulated railway vehicle which concerns on one embodiment of this invention. It is an operation control system diagram of an actuator similarly. It is explanatory drawing of auxiliary steering similarly. It is explanatory drawing which shows the power running passage state in the rail curve part of the articulated rail vehicle which concerns on one embodiment of this invention, and the conventional articulated rail vehicle. It is a top view which shows the other structure of the connection part of a vehicle body.

Explanation of symbols

1 articulated railway vehicle 2 bogie 3 vehicle with bogie on the front side (drive vehicle)
3a, 5a, 6a Vehicle body 5 Vehicle with rear carriage (driven vehicle)
6 Vehicle without trolley (towed vehicle)
7a, 7b, 8a, 8b Link 9a, 9b Axis 10a, 10b Link coupling part 11 Inter-vehicle yaw angle sensor 12A, 12B Air cylinder device (actuator)
15 Cart Yaw Damper 16 Cart Yaw Angle Sensor 18 Electromagnetic Switching Valve 19 Air Supply Source 20 Electromagnetic On / Off Valve 21 Controller 22 Air Actuator (Actuator)

Claims (3)

In an articulated railway vehicle in which a vehicle without a carriage is arranged between front and rear vehicles, and the ends of each vehicle with and without a vehicle are linked to each other so as to be pivotable in the horizontal direction by pivots. ,
An actuator that is provided between a vehicle with a front carriage and a vehicle without a carriage, and that turns the vehicle with a front carriage around the pivot with respect to the vehicle without the carriage; A carriage yaw angle sensor for detecting a carriage yaw angle generated between the vehicle body and the carriage in a vehicle with a carriage on the front side, and operating the actuator based on the reverse carriage yaw angle detected by the carriage yaw angle sensor, A articulated railway vehicle comprising: a controller that adjusts a yaw angle between the bodies of a vehicle with a front vehicle with respect to a vehicle without a vehicle in a direction that decreases the vehicle body.   An inter-vehicle yaw sensor for detecting a yaw angle between the vehicle bodies is provided between the vehicle with the front carriage and the vehicle without the carriage, and the controller is provided between the vehicle bodies of the vehicles with the front carriage with respect to the vehicle without the carriage. 2. The articulated railway vehicle according to claim 1, wherein the actuator is allowed to operate when a yaw angle exceeds a set value. In an articulated railway vehicle in which a vehicle without a carriage is arranged between front and rear vehicles, and the ends of each vehicle with and without a vehicle are linked to each other so as to be pivotable in the horizontal direction by pivots. A lateral pressure reduction method,
When a vehicle with a front carriage is in a curved power mode, an inverted carriage yaw angle generated between the vehicle body and the carriage in the vehicle with the front carriage is detected, and an actuator provided between the vehicle with the front carriage and a vehicle without a carriage is provided. A lateral pressure reduction method for an articulated railway vehicle characterized by adjusting the yaw angle between the bodies of a vehicle with a front-side carriage relative to the vehicle without a carriage so that the yaw angle of the inverted carriage is reduced.

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