JP2016113095A - Railway vehicle truck having synchronizer, and railway vehicle having synchronizer - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle truck capable of being applied to not only an electric motor car but also a trailer having no power source without any necessity for an active control and having both a restoration effect to a track center equivalent to that of the conventional integrated wheel track and sharp passage performance equivalent to that of the conventional independent wheel truck, and a railroad vehicle.SOLUTION: A truck constituted by constructing one set of wheel systems by two sets of individually rotatable wheels and an assembly mechanism and by connecting two sets of wheel systems in engagement with one set of truck frames, comprises: an electric motor connected to each wheel through a drive mechanism; and a synchronizer composed of electric power lines for connecting the individual phases of the front and rear electric motors individually on the left side and the right side.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a railway vehicle carriage having a synchronization device and a railway vehicle provided with the synchronization device.

  In contrast to a railway vehicle using a normal wheel shaft in which left and right wheels are integrated with an axle, that is, a so-called integrated wheel shaft, a rail vehicle is known in which the wheel shaft is separated into left and right and each can be rotated individually.

  The bogie that uses an integrated wheel axle is a function that maintains a stable running by always restoring the rotating wheel axle to the track center side by a known wheel tread gradient effect that suppresses left or right running in a straight section. Have

  In addition, the bogie using the integrated wheel shaft is driven by the so-called conical rolling effect, in which the wheel shaft moves from the center of the track to the outer track side in a curved section, causing a wheel diameter difference at the contact point with the rails of the left and right wheels. Smooth running according to the curve becomes possible.

  However, this function is limited, and on a sharp curve with a small radius of curvature of the track, the ratio of the left and right wheel systems cannot absorb the ratio of the left and right track length, so the carriage cannot return to the track center and And has a large relative angle (attack angle). The lateral creep force by the attack angle and the flange reaction force cause the wheel flange and the rail to strongly press each other, and undesirable wear is promoted on both the rail and the wheel. For this reason, when constructing a track, there are restrictions on the selection of suitable curve specifications, the degree of freedom in track design is reduced, and inconvenience that construction costs or maintenance costs particularly in urban areas increase.

  On the other hand, a cart with an independent rotation structure that separates the wheel shaft into left and right parts and can rotate each separately changes the rotational speed of the left and right wheels individually, so the radius of curvature of the track is smaller than when the integrated wheel shaft is used. Although it can be selected, the restoring force to the center of the track due to the wheel tread gradient effect of the integrated wheel shaft does not act, so a separate control to always restore to the center of the track is required.

  The following patent document 1 proposes an example of a technique for individually and actively controlling the rotational speed of the electric motor provided on each wheel for such a problem.

JP-A-8-268277

  However, in Patent Document 1, active control is always required regardless of whether the trajectory is a straight section or a curved section. Further, it is necessary to always coordinately control the rotation speeds of the left and right wheels during traveling, and coasting operation that cuts off the power supply to the motor cannot be performed, resulting in increased power consumption during traveling. Furthermore, active control cannot be performed in the event of a power failure resulting in a loss of power, and safety measures are required in the event of an abnormality.

  The present invention solves all the above-mentioned problems, and can be applied not only to an electric vehicle but also to an accompanying vehicle having no power source without requiring active control. An object of the present invention is to provide a railcar bogie and a railcar that have the effect of restoring to the center of the track equivalent to that of a wheeled bogie and the sharp curve passing performance equivalent to that of a conventional independent wheel bogie.

  In a railway vehicle bogie according to an aspect of the present invention, two sets of individually rotatable wheels and an assembling mechanism constitute one set of wheel shaft systems, and two sets of wheel shaft systems are engaged and connected to one set of bogie frames. A railcar carriage comprising a motor connected to each wheel via a drive mechanism and a synchronizer comprising a power line connecting the front and rear motor phases on each of the left and right sides. This is a railcar bogie characterized by the following.

  Since this railway vehicle carriage has wheels that can be individually rotated, it has a sharp curve passing performance as an independent wheel carriage. Furthermore, since the rotation speeds of the connected motors are kept equal by the action of the synchronization force by connecting the phases of the front and rear motors, there is a restoring effect to the track center equivalent to the integrated wheel shaft. . Furthermore, since it is not necessary to have a power source, it is applicable also to an accompanying vehicle.

  In this railway vehicle carriage, the electric motor may be a synchronous motor having a damper winding. This increases the effect of the synchronization force.

  In this railway vehicle carriage, the electric motor may be an induction motor in which the gap between the rotor and the stator does not exceed 1 mm. This increases the effect of the synchronization force.

  A railway vehicle according to an aspect of the present invention includes two sets of individually rotatable wheels and an assembly mechanism that form one set of axle systems, and two sets of axle systems are engaged and connected to one set of bogie frames. A railway having one or more carriages characterized by having an electric motor connected to each wheel via a drive mechanism, and a synchronization device comprising power lines connecting the respective phases of the front and rear electric motors on each of the left and right sides It is a vehicle.

  Since this railway vehicle has wheels that can be individually rotated, it has a sharp curve passing performance as an independent wheel bogie. Furthermore, by connecting the phases of the front and rear motors, the rotation speed of the wheels with respect to the connected motors is kept equal by the action of the synchronization force, so the effect of restoring to the center of the track equivalent to the integrated wheel shaft is achieved. Have Furthermore, since it is not necessary to have a power source, this railway vehicle can be an accompanying vehicle.

  Furthermore, this railway vehicle may include a facility for supplying power to the electric motor and a power converter.

  Thereby, this railway vehicle can be used as a power vehicle.

  The present invention is configured as described above, and can be applied not only to an electric vehicle but also to an accompanying vehicle having no power source without requiring active control, and is equivalent to a conventional integrated wheelset truck. There is an effect that it is possible to provide a railway vehicle carriage and a railway vehicle that have both a restoration effect to the center of the track and a sharp curve passing performance equivalent to that of a conventional independent wheel carriage.

It is a figure which shows the example of the trolley | bogie which concerns on Embodiment 1 of this invention. It is a figure which shows the example of the power line front-back connection which concerns on Embodiment 1 of this invention. It is a figure which shows the behavior of the trolley | bogie which concerns on Embodiment 1 of this invention. It is a figure which shows the example of the vehicle provided with the synchronizer which concerns on Embodiment 2 of this invention. It is a figure which shows the example of the vehicle provided with the synchronizing device which concerns on Embodiment 3 of this invention. It is a figure which shows the example of the power line front-back connection which concerns on Embodiment 2 of this invention. It is a figure which shows the example of the power line front-back connection which concerns on Embodiment 3 of this invention. It is a figure which shows the example of the behavior simulation analysis result of the trolley | bogie which concerns on Embodiment 1 of this invention. It is a figure which shows the behavior of the integrated wheel-shaft trolley | bogie of a prior art. It is a figure which shows the behavior of the independent wheel trolley | bogie of a prior art.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of the present invention will be described with reference to the drawings. The same reference numerals are given to the same elements throughout the drawings to avoid redundant description.

  The front / rear / left / right definitions in each drawing are as follows.

  In FIG. 1, the left side is front (F), the right side is rear (R), the upper side of the plan view is right, and the lower side is left.

  2, 3, 6, 7, 9, and 10, the upper side is front (F), the lower side is rear (R), and the left and right are as illustrated.

  4 and 5, the left side is front (F) and the right side is rear (R).

(Embodiment 1)
1 and 2 are diagrams illustrating a configuration example of a railcar bogie having the synchronization device according to the first embodiment.

  As shown in FIG. 1 (a), first, two sets of wheels 3 (3FL, 3FR, or 3RL, 3RR) that can be rotated individually on the left and right sides and one set of assembly mechanism 4 (4F or 4R) A set of wheel shaft systems 5 (5F or 5R) is configured, and two sets of front and rear wheel systems 5 are prepared.

  In the assembly mechanism 4 (4F, 4R), the left and right side portions also serve as a gear box, and the shaft portion therebetween is a torsion bar shaft (torsion bar). The gear box houses a drive mechanism (not shown) composed of gears, through which the wheel 3, the electric motor M, and the brake disk 11 are rotatably connected to the assembly mechanism 4. . The carriage frame B and the front and rear wheel shaft systems 5F and 5R are engaged and connected via the torsion bar shaft of the assembling mechanism 4, respectively.

  With the above configuration, the carriage 2 can cope with the flatness deviation of the track.

  Next, in the side view of FIG. 1 (b), air springs 12 are located at two places in the central upper part, and coil springs 13 are incorporated at four places in the middle lower part, which are mutually supported by a carriage frame B. It is configured. The vehicle body 1 is placed on the two air springs 12 at the center upper part, and the coil springs 13 at the center lower part 4 are sandwiched between the upper wheel shaft system 5 and the lower assembly mechanism 4. Individual vertical movements received by the left and right wheels act on the coil springs 13 by the torsional bar shafts of the wheel system 5 to exert a buffering effect on the left and right sides individually. The center of the wheel and the center of the coil spring are set to be equidistant in the front-rear direction or close to the torsion bar shaft. With the above configuration, it is possible to obtain a buffering effect equivalent to a known cart in which a coil spring is located on the wheel.

  In each of the left and right sides of the carriage, the phases of the front and rear motors are connected by a power line P. The synchronizer S is composed of one motor M and a power line P before and after. That is, this cart has one synchronization device S on each side.

  Each motor M can be selected from either a synchronous motor having a damper winding or an induction motor in which the gap between the rotor and the stator does not exceed 1 millimeter.

  When the synchronous motor is applied, the rotor of the motor M may be formed by superposing thin silicon steel plates, and a plurality of permanent magnets may be embedded in a portion close to the cylindrical surface of the rotor to constitute the rotor. A well-known damper winding may be provided on the surface of the rotor. At this time, if the rotor is delayed with respect to the rotating magnetic field, a linkage flux is generated due to the speed difference between the two, and an induction current flows to the damper winding to eliminate the speed difference, thereby synchronizing the speed change of the rotor. Force is generated. Therefore, when a current path is provided by connecting the phases of a plurality of synchronous motors with a power line, when a rotational speed difference occurs between the wheels, power is immediately exchanged between the two. A deceleration torque acts on the rotation side and an acceleration torque acts on the low rotation side, and the difference in rotational speed between the electrically connected motors M is eliminated. Although it is possible to give the same effect to the induction motor, it is necessary to provide a means for exciting the motor.

  As described above, in this embodiment, the synchronization force is applied regardless of the presence or absence of the power converter by connecting the phases of the front and rear motors with the power line in each of the left side and the right side. If it is not necessary to drive the carriage, a power converter is not necessary.

  Next, the effect of the synchronization force will be described with reference to FIG. 3, FIG. 9, and FIG.

  FIG. 9 shows a cart having an integrated wheel shaft according to the prior art.

  FIG. 10 is a prior art independent wheel carriage.

  FIG. 3 shows a railway vehicle carriage having the synchronization device of the present invention.

  In each figure, (a) is a state of traveling on a straight track, (b) is a state of traveling on a gentle curve as used in a high-speed rail, and (c) is a state of traveling on a sharp curve as used on a city rail. It is.

  Both show the situation that the attack angle is given to the trajectory triggered by disturbance such as irregular trajectory. In this case, due to the effect of the tread surface gradient, the wheel radii on the right side of the front shaft and the left side of the rear shaft are increased, and the wheel radii on the left side of the front shaft and the right side of the rear shaft are decreased.

  At this time, longitudinal creep force 101, lateral creep force 102, flange reaction force 103, and synchronization force 104 act on the wheel.

  The longitudinal creep force 101 will be described with reference to FIG. This is a frictional force generated by the slip between the wheel and the track at the wheel / track contact surface. In the front shaft in FIG. 9 (a), the rotation speeds of the left and right wheels are constrained by the shaft, and the radius of the right wheel is larger than the standard value and the radius of the left wheel is smaller than the standard value due to the effect of the tread surface gradient. The creep force 101 occurs forward on the right wheel and backward on the left wheel. This is the same for the gentle curve in FIG. On the other hand, in the sharp curve of FIG. 9C, the difference between the left and right rail lengths is large, and this cannot be absorbed by the tread gradient, so the longitudinal creep force 101 acts in the opposite direction. Further, in the independent wheels shown in FIGS. 10 and 3, even if the wheel shaft is displaced laterally, the rotational speed can be decreased if the wheel radius is increased, and the rotational speed can be increased if the wheel radius is decreased. The longitudinal creep force 101 hardly acts.

  The lateral creep force 102 is a frictional force generated by the attack angle, and its principle is the same as the lateral force in terms of tire engineering, and acts in the direction of increasing the attack angle. This occurs whether the carriage has an integral wheel shaft or an independent wheel.

  The flange reaction force 103 is a horizontal component of a normal force acting on the wheel / track contact surface. At the time of contact with the tread, the contact surface is almost horizontal and the flange reaction force 103 is small. However, when the flange contact is reached, the contact surface is greatly inclined along the flange angle, so the flange reaction force 103 increases.

  The synchronization force 104 will be described with reference to FIG. In the right wheel of FIG. 3 (a), the radius of the front wheel is larger than the standard value and the radius of the rear wheel is smaller than the standard value due to the effect of the tread surface gradient. It occurs backwards. This is the same as the longitudinal creep force in FIG. The synchronization force in FIGS. 3B and 3C is in the same direction as in FIG. 3A and does not change depending on the curve radius.

  Since the acting force between these wheels and the rail induces wear, it is required to reduce both of this and to achieve both a straight line restoration performance and a sharp curve passing performance.

  Here, with reference to FIG. 9, the behavior of the conventional integrated wheel axle truck will be described. 9 (a) and 9 (b), the vertical creep force 101 generates a yaw moment 111 in a direction that restores the wheel shaft to the neutral position. The lateral creep force 102 acts in a direction that further biases the wheel shaft to the left and right, but the wheel shaft turns in the direction returning to the neutral position by the action of the yaw moment 111, and as a result, the contact with the flange is suppressed. On the other hand, in FIG. 9C, a yaw moment 111 is generated in the opposite direction to that in which the longitudinal creep force 101 is restored to the neutral position, and the lateral creep force 102 acts in a direction that further biases the wheel shaft to the left and right. Therefore, it always reaches the flange contact, and the deviation from the wheel track is suppressed only by the flange reaction force 103. For this reason, the acting force of the wheel / track contact surface is extremely large and the wear progresses rapidly.

  Next, the behavior of a conventional independent wheel bogie will be described with reference to FIG. 10 (a), 10 (b), and 10 (c), the vertical creep force 101 does not act and the lateral creep force 102 acts in a direction that further biases the wheel shaft to the left and right. No ability to restore. Therefore, the flange hits and the wheel reaction force 103 prevents the wheel from deviating. Although the acting force of the wheel / track contact surface is significantly smaller than that in the case of FIG. 9 (c), the wear progresses early because a small lateral creep force always acts.

  Next, with reference to FIG. 3, the behavior of the railway vehicle carriage having the synchronization device of the present application will be described. In FIGS. 3 (a), 3 (b) and 3 (c), the synchronizing force 104 generates a yaw moment 114 in a direction that restores the wheelset to the neutral position. The lateral creep force 102 acts in a direction that further biases the wheel shaft to the left and right, but the wheel shaft turns in the direction returning to the neutral position by the action of the yaw moment 114, and as a result, the contact with the flange is suppressed. Therefore, unlike both the conventional integrated wheel bogie and the prior art independent wheel bogie, the wheel shaft can be restored to the neutral position on all tracks from straight to sharp curves, and the curve passes smoothly. Can do.

In order to show the effect of this invention, the simulation result at the time of driving | running | working on the linear track | orbit which set the deviation as one wavelength in FIG. 8 is shown. The simulation condition is a straight track, traveling at 40 km / h, and the power line connects the front and rear motors. The power converter is not connected and is not actively controlled.
The graph (a) in the figure represents a trajectory error. Here, a sine wave-like street deviation is set on the left side in the traveling direction, and a disturbance is given to the carriage. Graph (b) represents the displacement of the bogie frame, and it is shown that the bogie frame follows the trajectory error with a delay, and is eventually restored to the neutral position by the effect of the synchronizing force. Graph (c) represents the yaw angle of the bogie frame, and it is shown that it initially swings to the left, swings back to the right, and eventually decays due to the effect of the synchronizing force. Graph (d) shows the primary current of the motor, graphs (e) and (f) show the power, and it is shown that the current is exchanged through the power lines connected in the front and rear, and that the synchronizing force is generated. Yes.

  As mentioned above, according to the said structure, since it has the wheel which can be rotated separately, it has the sharp curve passage performance as an independent wheel trolley | bogie. Furthermore, by connecting the phases of the front and rear motors, the rotation speed of the wheels is kept equal between the connected motors due to the action of the synchronizing force, so that restoration to the center of the track equivalent to the integrated wheel shaft is possible. Has an effect. Furthermore, since it is not necessary to have a power source, it is applicable also to an accompanying vehicle.

(Embodiment 2)
4 and 6 are diagrams illustrating a configuration example of a railway vehicle (accompanying vehicle) including the synchronization device according to the second embodiment. As shown in FIG. 4, the vehicle has two types of carriages 2F and 2R having four individually rotatable wheels 3 moving on a rail 9 below the vehicle body 1, and each carriage 2F and 2R has a Comprises a synchronization device S.

The vehicle is an accompanying vehicle that does not run on its own, but has an electric motor M.
Each of the left and right motors M is connected by a power line P to configure a pair of left and right synchronizers S.

  FIG. 6 is a plan view of the vehicle below the floor, showing the connection relationship of the synchronization device S. FIG. In the figure, the arrangement of the motor M corresponding to each wheel 3 is shown. In addition, a state in which each electric motor M is connected by a power line P is shown. Specifically, the electric motor M1 and the electric motor M3 are connected by the power line PR, and the electric motor M2 and the electric motor M4 are connected by the electric power line PL. Since the vehicle is not driven, there is no power transfer other than between the motors M.

  According to the said structure, since it has the wheel which can rotate separately, it has the sharp curve passage performance as an independent wheel trolley | bogie. Furthermore, by connecting the phases of the front and rear motors, the rotation speed of the wheels is kept equal between the connected motors due to the action of the synchronizing force, so that restoration to the center of the track equivalent to the integrated wheel shaft is possible. Has an effect. Furthermore, since it is not necessary to have a power source, the railway vehicle can be an accompanying vehicle.

(Embodiment 3)
5 and 7 are diagrams illustrating a configuration example of a railway vehicle (electric vehicle) including the synchronization device according to the third embodiment. The vehicle 1 has two types of carriages 2F and 2R having four individually rotatable wheels 3 that move on rails 9 below the vehicle body, and each carriage 2F and 2R includes a synchronization device S.

Further, each of the two sets of left and right power lines PL and PR is connected to power converters 6F (L) and 6F (R) or 6R (L) and 6R (R), and the opposite side is commonly connected to the power supply side. .
The power converters 6F (L) and 6F (R) are controlled by the controller 7F, and the power converters 6R (L) and 6R (R) are controlled by the controller 7R. The controllers 7F and 7R each detect a current flowing through the power line P with a current detector (not shown), and control based on the detected current.

  According to the said structure, since it has the wheel which can rotate separately, it has the sharp curve passage performance as an independent wheel trolley | bogie. Furthermore, by connecting the phases of the front and rear motors, the rotation speed of the wheels is kept equal between the connected motors due to the action of the synchronizing force, so that restoration to the center of the track equivalent to the integrated wheel shaft is possible. Has an effect. Further, the railway vehicle can be a powered vehicle.

  A railway vehicle carriage having the synchronization device of the present invention and a railway vehicle equipped with the synchronization device improve the safety of operation, reduce power consumption, and maintain the running stability of the railway vehicle carriage and It is useful as a railway vehicle.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Carriage 3 Wheel 4 Assembly mechanism 5 wheel shaft system 6 Power converter 7 Control part 9 Rail 11 Brake disk 12 Air spring 13 Coil spring 101 Vertical creep force 102 Lateral creep force 103 Flange reaction force 104 Synchronizing force 111 Vertical creep Yaw moment due to force 114 Yaw moment due to synchronization force B Bogie frame M Electric motor P Power line S Synchronizer

Claims (5)

A pair of individually rotatable wheels and an assembly mechanism constitute one set of wheel system,
A carriage for a railway vehicle comprising two sets of wheel axles engaged and connected to one set of carriage frame,
An electric motor connected to each wheel via a drive mechanism;
A railcar bogie characterized by having a synchronizer comprising power lines connecting the front and rear motors to each other on the left and right sides. The bogie for railway vehicles according to claim 1, wherein the electric motor is a synchronous motor having a damper winding. The railway vehicle carriage according to any one of claims 1 and 2, wherein the electric motor is an induction motor in which a gap between the rotor and the stator does not exceed 1 millimeter. A pair of individually rotatable wheels and an assembly mechanism constitute one set of wheel system,
Engage and connect two sets of axle systems to one set of bogie frames,
An electric motor connected to each wheel via a drive mechanism;
A railway vehicle having at least one set of railcar carriages, characterized in that each of the left and right sides has a synchronizer comprising power lines connecting the front and rear motors. Facilities for supplying power to the motor;
The railway vehicle according to claim 4, further comprising a power converter.

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