JP2014091360A - Railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle in which idling of the vehicle can be suppressed during running, and further, wears of a wheel, a bearing, etc. on a vehicle side as well as wear of a rail on a track side can also be suppressed.SOLUTION: A rail road vehicle comprises vehicle body, a front wheel structure 4 for supporting a front end side of a vehicle body, and a rear wheel structure 6 for supporting a rear end side of the vehicle body. The front wheel structure 4 and the rear wheel structure 6 are equipped with a drive shaft which is rotationally driven by a driving source, and a front shaft and a rear shaft which are located at an interval in a cross direction relative to the drive shaft. A pair of drive wheels 38 are mounted to the drive shaft, a pair of front driven wheels 58 are rotatably mounted to the front shaft, and a pair of rear driven wheels 72 are rotatably mounted to the rear shaft. The pair of driving wheels 38 have wheel diameters larger than that of the pair of front driven wheels 58 and the pair of rear driven wheels 72.

Description

  The present invention relates to a railway vehicle traveling on a rail.

  In an iron-rail railway, rails are laid on the track, and wheels roll on the rails to run railway vehicles. In general, the rail is made of steel, and the steel wheel rolls on the rail, so that it can run with less rolling resistance, but both the rail on the track side and the wheel on the vehicle side are made of iron wheels. There is also a drawback of being slippery.

  On the other hand, as the speed of the railway increases, the air resistance increases, so a greater acceleration force is required. In order to satisfy this requirement, the output of the drive motor can be increased. However, if the output of the drive motor is increased, the rotational force from the drive motor becomes the adhesion limit between the vehicle-side wheel and the track-side rail. As a result, the wheel on the vehicle side slips and cannot be accelerated, which limits the high speed travel of the vehicle.

  In order to prevent such slipping, it is necessary to raise the adhesion limit between the wheel and the rail, and this adhesion limit is generally determined by the wheel load (weight acting on the wheel) and the adhesion coefficient (adhesion coefficient between the wheel and the rail). It is represented by the product of In order to improve the adhesion coefficient, which is one parameter of this adhesion limit, a thickening material is generally used. However, even if only this adhesion coefficient is increased, it causes wavy wear and squeak noise. It is necessary to maintain a balance with this. Also, it is conceivable to increase the wheel load, which is another parameter of the adhesion limit, for example, to increase the wheel load by increasing the vehicle weight, but if the wheel load is increased in this way, the bearings and rails are damaged. The problem arises. For this reason, it is desirable to reduce the idling of the wheel after reducing the weight of the railway vehicle in order to increase the speed of the railway train.

  In order to reduce the wear of the axles and wheels of railroad vehicles and rails on the track side, it is also conceivable to reduce the load per axle of the wheel structure in addition to reducing the weight of the vehicle itself. For this reason, in a current high-speed railway vehicle, a two-axis bogie truck system is generally used (see, for example, Patent Document 1). However, if the number of axes per one carriage is larger than two axes, The load is reduced, and wear of axles, wheels, rails, etc. can be reduced.

JP-A-6-219273

  However, with the above-described structure, the wheel load of the railway vehicle can be reduced. However, simply by reducing the wheel load, the adhesion limit is reduced, and the wheel slips easily. For this reason, reducing the wheel load is not suitable for increasing the speed of an ordinary railway vehicle, even if it is effective for reducing wear in transportation of a large vehicle.

  An object of the present invention is to provide a railway vehicle that can suppress wear of wheels, bearings, and rails on a track side while suppressing idling of wheels during traveling.

A railway vehicle according to claim 1 of the present invention includes a vehicle main body, a front wheel structure that supports a front end side of the vehicle main body, and a rear wheel structure that supports a rear end side of the vehicle main body. For vehicles,
The front wheel structure and the rear wheel structure each include a drive shaft that is rotationally driven by a drive source, and a front shaft and a rear shaft that are spaced apart from each other in the front-rear direction with respect to the drive shaft. A pair of drive wheels, a pair of front driven wheels is rotatably mounted on the front shaft, a pair of rear driven wheels is rotatably mounted on the rear shaft, and the wheel diameter of the pair of drive wheels is The pair of front driven wheels and the pair of rear driven wheels are larger in diameter than each other.

  Further, in the railway vehicle according to claim 2 of the present invention, both end portions of the front shaft and the rear shaft extend inclining upward toward the outer side in the axial direction, and both inclined end portions of the front shaft are provided. The pair of front driven wheels are rotatably mounted, the pair of rear driven wheels are rotatably mounted on both inclined ends of the rear shaft, and the pair of front driven wheels and the pair of rear driven wheels are The upper end side is arranged so as to be inside the lower end side.

  Moreover, in the railway vehicle according to claim 3 of the present invention, the pair of front driven wheels and the pair of rear driven wheels are arranged to be inclined inward by 3 to 10 degrees with respect to the vertical direction. It is characterized by.

  Furthermore, in the railway vehicle according to claim 4 of the present invention, the wheel diameter (D) of the pair of driving wheels is 1. which is 1. of the wheel diameter (d) of the pair of driven wheels and the pair of rear driven wheels. 2 to 1.5 times [D = (1.2 to 1.5) × d].

  According to the railway vehicle of the first aspect of the present invention, the front wheel structure and the rear wheel structure that support the vehicle main body are driven and rotated in the front-rear direction with respect to the drive shaft that is rotationally driven by the drive source. Since the front shaft and the rear shaft are arranged, the front wheel structure and the rear wheel structure are each a triaxial support structure. And since the wheel diameter of a pair of drive wheel with which the drive shaft was mounted | worn is larger than the wheel diameter of a pair of front driven wheel with which the front shaft and the rear shaft were mounted | worn, a triaxial support structure However, the weight of the front wheel structure and the rear wheel structure can be reduced. In this case, conventionally used wheels are used as a pair of drive wheels.

  In such a front wheel structure and rear wheel structure, a large load is normally applied to the central driving wheel, but a large load is not applied to the front driven wheel and the rear driven wheel on both sides. When the load on the vehicle body increases temporarily due to rail conditions, etc., the load is distributed to the three axes of the drive shaft, front driven shaft, and rear driven shaft. In this way, it is preferable to prevent an excessive load from acting on one axis.

  Further, according to the railway vehicle according to claim 2 of the present invention, the both ends of the front wheel and the rear wheel of the front wheel structure and the rear wheel structure are inclined upward and extend outward in the axial direction. Since the pair of front driven wheels and the rear driven wheels are rotatably mounted on both inclined end portions of the front shaft and the rear shaft, the upper ends of the pair of front driven wheels and the rear driven wheels are inside the lower end side. By arranging in this way, it is possible to prevent the front driven wheels and the rear driven wheels from being removed from the rails when traveling on a curve or the like.

  Moreover, according to the railway vehicle according to claim 3 of the present invention, the pair of front driven wheels and the rear driven wheels are arranged to be inclined inward by 3 to 10 degrees with respect to the vertical direction. It is possible to more reliably prevent the front driven wheel and the rear driven wheel from being removed from the rail at times.

  Furthermore, according to the railway vehicle according to claim 4 of the present invention, the wheel diameter (D) of the pair of driving wheels is 1.2 of the wheel diameter (d) of the pair of driven wheels and the pair of rear driven wheels. Since it is ˜1.5 times [D = (1.2 to 1.5) × d], the weight of the front wheel structure and the rear wheel structure can be reduced while securing the three-axis support structure.

BRIEF DESCRIPTION OF THE DRAWINGS The side view which shows simply one Embodiment of the railway vehicle according to this invention. The front view which shows the front wheel structure of the railway vehicle of FIG. Sectional drawing by the III-III line in FIG. Sectional drawing by the IV-IV line in FIG. The figure which shows the relationship between the load of a vehicle main body, and the load which acts on the drive shaft of a front wheel structure. The figure which shows the load factor of the load which acts on the load of a vehicle main body, and the drive shaft of a front wheel structure, a front shaft, and a rear shaft.

  Hereinafter, an embodiment of a railway vehicle according to the present invention will be described with reference to the accompanying drawings. In FIG. 1, the illustrated railway vehicle includes a vehicle main body 2 on which passengers and the like enter, a front wheel structure 4 is provided at the front of the vehicle main body 2, and a rear wheel structure 6 is provided at the rear thereof. 2 is supported by the front wheel structure 4 and the rear wheel structure 6, and travels on a rail 8 laid on the track via the front wheel structure 4 and the rear wheel structure 6.

  The front wheel structure 4 and the rear wheel structure 6 have substantially the same configuration, and the front wheel structure 4 will be described below. Referring to FIGS. 2 to 4 together with FIG. 1, the front wheel structure 4 (rear wheel structure 6) includes a left frame 12 disposed on the left side of the vehicle body 2 and a right frame disposed on the right side thereof. A left frame 12 and a right frame 14 are connected by a connecting member 16. The left frame 12 and the right frame 14 include a frame main body 18, a front extension 20 extending forward from one end of the frame main body 18, and a rear extension 22 extending rearward from the other end. The underframe main body 18, the front extension 20 and the rear extension 22 are integrally formed.

  In this embodiment, support pins 24 and 26 are attached to the left frame 12 and the right frame 14 (specifically, these frame main body portions 18), and the vehicle main body 2 (for example, the support pins 24 and 26). The horizontal beam) is attached, and the vehicle body 2 is supported by the carriage 10 via the support pins 24 and 26.

  A left axle box 28 and a right axle box 30 are mounted on the left frame 12 and the right frame 14 (specifically, the frame main body portion 18 thereof) of the carriage 10 so as to be movable in the vertical direction. One end of the drive shaft 32 is rotatably supported by the box 28 via a bearing 34, and the other end of the drive shaft 32 is rotatably supported by the right shaft box 30 via a bearing 36. A left drive wheel 38 is fixed to one end of the drive shaft 32, and a right drive wheel 40 is fixed to the other end, and the pair of drive wheels 38, 40 are connected via the drive shaft 32 and bearings 34, 36. The left axle box 28 and the right axle box 30 are rotatably supported. A drive motor 42 as a drive source is drivingly connected to the drive shaft 32, and when the drive motor 42 is rotated in a predetermined direction (or a direction opposite to the predetermined direction), the drive shaft 32 and a pair of drive wheels 38 and 40. Is rotated forward (or reverse), and the vehicle body 2 travels forward (or reverse) on the rail 8 in the direction indicated by the arrow 44 (or 46) (see FIG. 1). An annular flange 41 that protrudes radially outward is provided at the inner ends of the pair of drive wheels 38 and 40.

  On the left frame 12 side, a pair of drive shafts are provided between the frame body 18 and the left axle box 28, and on the right frame 14 side, a pair of drive shafts are provided between the frame body 18 and the right axle box 30. Springs 48 and 50 are provided (only one is shown on the right frame 14 side). The pair of drive shaft springs 48 and 50 have substantially the same configuration, and are constituted by one coil spring having a predetermined spring constant.

  A left support 52 and a right support 54 are mounted on the front extension 20 of the left frame 12 and the right frame 14 so as to be movable in the vertical direction. One end of a front shaft 56 is fixed to the left support 52. The other end portion of the front shaft 56 is fixed to the right support 54. A left front driven wheel 58 is rotatably supported at one end of the front shaft 56 via a bearing 60, and a right front driven wheel 62 is rotatably supported at the other end via a bearing 64. An annular flange 63 projecting radially outward is also provided at the inner ends of the pair of front driven wheels 58 and 62.

  On the left frame 12 side, a pair of front shaft springs is provided between the front extension 20 and the left support 52, and on the right frame 14 side, between the frame main body 18 and the right support 54. 66 and 68 are provided (only one is shown on the right frame 14 side). The pair of front shaft springs 66 and 68 have substantially the same configuration and are composed of a pair of coil springs having different spring constants, and the pair of coil springs are arranged concentrically. When the load of the vehicle body 2 is small, one of the one coil springs (the coil spring having the smaller spring constant) is compressed to support the load, and when the load increases, the other coil spring is also compressed and both The load is supported by the coil spring.

  As with the front extension 20, a left support 70 and a right support (not shown) are mounted on the rear extension 22 of the left frame 12 and the right frame 14 so as to be movable in the vertical direction. One end of a rear shaft 71 (see FIG. 2) is fixed to the left support 70, and the other end of the rear shaft 71 is fixed to the right support (only the configuration related to the left underframe 12 is illustrated). 2). A left rear driven wheel 72 (see FIG. 2) is rotatably supported at one end of the rear shaft 71 via a bearing (not shown), and a right rear driven wheel (not shown) is supported at the other end. It is rotatably supported through a bearing (not shown). An annular flange (not shown) protruding radially outward is also provided at the inner end of the rear driven wheel 72.

  The configurations related to the rear shaft 71, the left rear driven wheel 72, and the right rear driven wheel (not shown) are substantially the same as the configurations related to the front shaft 56, the left front driven wheel 58, and the right front driven wheel 62 described above. On the frame 12 side, between the rear extension 22 and the left support (not shown), and on the right base frame 14 side, between the rear extension 22 and the right support (not shown). A pair of rear shaft springs 74 and 76 are provided (only those on the left frame 12 side are shown). The pair of rear shaft springs 74 and 76 have substantially the same configuration, and, like the pair of front shaft springs 66 and 68, are composed of a pair of coil springs having different spring constants, and when the load on the vehicle body 2 is small, One coil spring (coil spring having a small spring constant) is compressed to support the load, and when the load increases, the other coil spring is also compressed to support the load.

  In this railway vehicle, the front wheel structure 4 (rear wheel structure 6) has a drive shaft 32 (a pair of drive wheels 38, 40), a front shaft 56 (a pair of front driven wheels 58, 62), and a rear shaft 71 (a pair). The rear driven wheel 72) has a three-axis support structure, and the load from the vehicle body 2 acts on the drive shaft 32, the front shaft 56, and the rear shaft 71 in a distributed manner. The load which acts on can be reduced.

  In this embodiment, in relation to the front wheel structure 4 (rear wheel structure 6), it is further configured as follows. 2 to 4, the wheel diameter (wheel diameter: d) of the pair of front driven wheels 58 and 62 (the left front driven wheel 58 and the right front driven wheel 62) is a pair of rear driven wheels 72 [left rear driven wheel. The pair of driving wheels 38 and 40 (the left driving wheel 38, and the left driving wheel 38) are configured to be substantially equal to the wheel diameter (wheel diameter: d) of the driving wheel 72 and the right rear driven wheel (not shown). The wheel diameter (wheel diameter: D) of the right driving wheel 40) is configured to be larger than the wheel diameters of the pair of front driven wheels 58 and 62 and the pair of rear driven wheels 72 (D> d). As the driving wheels 58 and 62, general railway wheels are used. Since it is comprised in this way, although it is a triaxial support structure, the weight of a pair of front driven wheels 56 and 62 and a pair of rear driven wheels 72 can be reduced, and the front wheel structure 4 (rear wheel structure 6). Can be reduced in weight.

  The wheel diameter (D) of the pair of driving wheels 38, 40 is 1.2 to 1.5 times the wheel diameter (8d of the pair of front driven wheels 38, 40 and the pair of rear driven wheels 72) [(1.2- 1.5) × d], and in this way, in relation to the pair of front driven wheels 56 and 62 and the pair of rear driven wheels 72 while maintaining the characteristics of the triaxial support structure. The front wheel structure 4 (rear wheel structure 6) can be reduced in weight.

  The pair of front driven wheels 58 and 62 (and the pair of rear driven wheels 72) are configured as follows. Referring mainly to FIG. 4, both ends of the front shaft 56 (and the rear shaft 71) (specifically, portions where the bearings 60 and 64 are mounted) are inclined upward in the axial direction. Inclined end portions 56a and 56b are provided, the outer end portions of the inclined end portions 56a and 56b are fixedly supported by the left support body 52 and the right support body 54, and the left end of the inclined end portion 56a is left via a bearing 60. The driven wheel 58 is rotatably supported, and the right driven wheel 62 is rotatably supported via a bearing 64 on the other inclined end portion 56b. Since it is configured in this manner, as shown in FIG. 4, the pair of front driven wheels 58 and 62 (and the pair of rear driven wheels 72) mounted on the front shaft 56 (and the rear wheel 71) have their upper ends. The front side is axially inside the front shaft 56 (and the rear shaft) with respect to the lower end side of the front shaft 56 (and the rear shaft) and is arranged in an eight-letter shape. By arranging in this way, a pair of front driven wheels 58 and 62 ( Further, it is possible to prevent the pair of rear driven wheels 72) from being removed from the rail 8.

  The inclination angle of the inclined ends a and 56b of the front shaft 56 (and the rear shaft 71) to the outside with respect to the horizontal axis, ie, the vertical direction of the pair of front driven wheels 58 and 62 (and the pair of rear driven wheels 72) is a reference. The inward inclination angle α (see FIG. 4) is preferably 3 to 10 degrees. By setting the angle in such an angle range, the pair of front driven wheels 58 and 62 (and the pair of rear followers). It is possible to more reliably prevent the moving wheel 72) from being removed from the rail.

  Further, it is desirable to configure as follows in relation to the drive shaft springs 48, 50, the front shaft springs 66, 68 and the rear shaft springs 74, 76 of the front wheel structure 4 (and the rear wheel structure 6). The spring constant (A) of the pair of drive shaft springs 48 and 50 (coil springs) is the stronger one of the pair of front shaft springs 66 and 68 and the pair of rear shaft springs 74 and 76 (of the pair of coil springs). It is smaller than the spring constant (B) of the coil spring having a large spring constant, and is larger than the spring constant (C) of the weaker coil spring (the coil spring having the smaller spring constant of the pair of coil springs). It is desirable to set such that (B> A> C). The front shaft spring 66 and the rear shaft spring 74 (coil springs having a large spring constant) having the largest spring constant (B) are usually (the number of passengers riding on the vehicle body 2 so that excessive loads do not act). The spring length is adjusted to such an extent that it slightly touches the left frame 12 and the right frame 14, and by adjusting in this way, the load from the vehicle body 2 is usually mainly driven by the drive shaft 32. In other words, the vehicle body 2 is concentrated on the pair of drive wheels 38 and 40, and as a result, the adhesion limit is raised to prevent the pair of drive wheels 38 and 40 from slipping and the vehicle body 2 can be driven at a high speed.

  Further, by configuring as described above, the relationship between the load on the vehicle body 2 and the load on the drive shaft 32 (that is, the pair of drive wheels 38 and 40) is as shown in FIG. The load on 32 increases as the load on the vehicle main body 2 increases, but when it increases to some extent, it does not increase any more and becomes substantially constant. Further, the load on the vehicle body 2 and the drive shaft 32 (that is, the pair of drive wheels 38 and 40), the front shaft 56 (that is, the pair of front driven wheels 58 and 62), and the rear shaft 71 (that is, the pair of rear followers). The relationship with the load factor to the driving wheel 72) is as shown in FIG. 6, and after the load on the vehicle body 2 increases and the load on the drive shaft 32 becomes substantially constant, the subsequent increase in load is It acts on the front shaft 56 and the rear shaft 71 and is distributed to the front shaft 56 and the rear shaft 71, while the load factor on the drive shaft 32 is relatively reduced, while the load factor on the front shaft 56 and the rear shaft 71 is relatively Increase. Therefore, when the load on the vehicle body 2 increases, the load ratios of the drive shaft 32, the front shaft 56, and the rear shaft 71 approach each other so that they are substantially equal to each other, and a three-axis support state is established. Thus, a large load acting on a specific shaft can be avoided.

  Although one embodiment of a railway vehicle according to the present invention has been described above, the present invention is not limited to this embodiment, and various changes or modifications can be made without departing from the scope of the present invention.

  For example, in the above-described embodiment, the description has been made with reference to a passenger vehicle, but the present invention can be similarly applied to various types of railway vehicles such as a cargo vehicle that transports cargo.

2 Vehicle main body 4 Front wheel structure 6 Rear wheel structure 8 Rail 12 Left frame 14 Right frame 32 Drive shaft 38, 40 Drive wheel 56 Front shaft 58, 62 Front driven wheel 71 Rear shaft 72 Rear driven wheel

Claims (4)

In a railway vehicle comprising a vehicle main body, a front wheel structure that supports a front end side of the vehicle main body, and a rear wheel structure that supports a rear end side of the vehicle main body,
The front wheel structure and the rear wheel structure each include a drive shaft that is rotationally driven by a drive source, and a front shaft and a rear shaft that are spaced apart from each other in the front-rear direction with respect to the drive shaft. A pair of drive wheels, a pair of front driven wheels is rotatably mounted on the front shaft, a pair of rear driven wheels is rotatably mounted on the rear shaft, and the wheel diameter of the pair of drive wheels is A railway vehicle having a diameter larger than the wheel diameters of the pair of front driven wheels and the pair of rear driven wheels.   Both end portions of the front shaft and the rear shaft are inclined upward and outward in the axial direction, and the pair of front driven wheels are rotatably mounted on both inclined end portions of the front shaft, The pair of rear driven wheels are rotatably mounted on both inclined end portions of the shaft, and the pair of front driven wheels and the pair of rear driven wheels are arranged such that the upper end side is inside the lower end side. The railway vehicle according to claim 1.   3. The railway vehicle according to claim 2, wherein the pair of front driven wheels and the pair of rear driven wheels are arranged to be inclined 3 to 10 degrees inward with respect to a vertical direction. The wheel diameter (D) of the pair of driving wheels is 1.2 to 1.5 times the wheel diameter (d) of the pair of driven wheels and the pair of rear driven wheels [D = (1.2 to 1.. 5) × d], the railway vehicle according to claim 1.

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