JP2022149083A - Truck for railway vehicle - Google Patents

Abstract

To provide a truck for a railway vehicle capable of reducing a lateral pressure during curve passage, without adding a new unit.SOLUTION: A truck for a railway vehicle is pivotally supported to a vehicle body so as to freely turn according to a bogie angle, and serves as a bogie truck that supports the vehicle body in a cross direction, the bogie truck is configured so that: a plurality of wheel shafts for pivotally supporting wheels rolled on a rail to a bogie truck for suspending the bogie truck is distinguished at an arrangement position to a travel direction, and in a vehicle end side wheel shaft separated from a center of the vehicle body and other wheel shafts, and wheels pivotally supported by the respective wheel shafts, there is a difference, as the difference, on the vehicle end side wheel shaft, a rotation radius difference of left and right wheels on internal and external locus of the curve can be greater. A shape of the wheel pivotally supported by the vehicle end side wheel shaft is configured so that, to both wheels pivotally supported by other wheel shafts, a position where a curvature varies from a tread part to a flange part in a cross section of the wheel, is arranged close to a track center side by a prescribed distance.SELECTED DRAWING: Figure 6

Description

The present invention relates to a bogie for railway vehicles.

A typical railway vehicle bogie has a wheelset with a wheel tread with a slope at both ends of the axle and a wheel flange to prevent deviation from the rail. , a bogie bogie composed of a bogie frame and an axle box body that holds a wheelset so that it can rotate freely.

Not limited to bogies, the shape of the wheel tread (hereinafter referred to as "wheel tread shape") changes the amount of contact force generated between the wheel and the rail when passing a curve. It is known to affect the magnitude of lateral force. Therefore, various wheel tread shapes are known to reduce the lateral force when a vehicle passes through a curve (for example, Patent Literature 1).

Japanese Unexamined Patent Application Publication No. 2012-206708

In the wheel tread shape described in Patent Literature 1, minute unevenness is formed by a wheel polishing machine on a portion of the wheel flange on the opposite side in the wheel width direction. As a result, when passing through a curve, on the rail on the inner rail side of the curve, the minute unevenness of the wheel tread shape comes into contact with the above-mentioned fine unevenness of the wheel tread, reducing the contact force generated between the wheel and the rail. This invention provides the effect of reducing the lateral force generated on the rail on the outer rail side.

However, in the configuration of Patent Literature 1, there is a burden of mounting the wheel polishing device on all the target trucks whose lateral force is to be reduced. There is a demand for a railway vehicle bogie that can reduce such a burden and still reduce the lateral force when passing through a curve, thereby improving the safety performance against derailment. SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and an object of the present invention is to provide a bogie for railway vehicles that can reduce the lateral force when passing through a curve without adding a new device.

The present invention, which solves the above problems, is a bogie for a railway vehicle that is pivotally supported on a vehicle body so as to be rotatable according to the bogie angle, and supports the vehicle body in the front and rear, the bogie being a bogie that rolls on rails. A plurality of wheel sets for suspending the bogie by pivotally supporting the wheels on the bogie are distinguished by their arrangement positions with respect to the direction of travel. There is a difference in the shape of the wheels pivotally supported by each wheel set, and the difference is that the wheel set on the end side has a shape that can ensure a larger difference in the turning radius between the left and right wheels on the inner and outer rails of the curve.

ADVANTAGE OF THE INVENTION According to this invention, the bogie for rail vehicles which can reduce the lateral force at the time of curve passage can be provided, without adding a new apparatus.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view including a cross-sectional view of a vehicle body for explaining a railroad vehicle bogie according to a first embodiment of the present invention; FIG. 1 is a cross-sectional view of the car body of FIG. 1 (cross section of FIG. 1A-A), and a plan view of the bogie for railway vehicles seen through from above the car body. FIG. 2B is a cross-sectional view of the wheel of FIG. 2 (viewpoint of FIG. 2B) for explaining the positions of curvature change points for different wheel tread shapes. FIG. 5 is a schematic plan view of the behavior of the bogie of the comparative example while traveling on a sharply curved track; FIG. 2 is a schematic plan view of the bogie behavior when the bogie of FIG. 1 runs on a sharply curved track; FIG. 11 is a cross-sectional view in which the wheel cross-sectional shapes of the vehicle end side wheel set and the vehicle center side wheel set in the bogie according to the second embodiment are superimposed. FIG. 11 is a cross-sectional view in which the wheel cross-sectional shapes of the vehicle end side wheel set and the vehicle center side wheel set in the bogie according to the third embodiment are superimposed.

Embodiment 1 will be described with reference to FIGS. 1 to 3 and 5. FIG. A second embodiment will be described with reference to FIG. Example 3 will be described with reference to FIG. Example 4 will be described without using drawings. A comparative example will be described with reference to FIG.

First, Example 1 will be described. Embodiment 1 FIG. 1 is a side view including a cross-sectional view of a vehicle body for explaining a railroad vehicle bogie (hereinafter also referred to as "main bogie" or simply "bogie") 16 according to Embodiment 1 of the present invention. The railway vehicle shown in FIG. 1 to which the present invention is applied has a vehicle body 1 and a bogie 16 . The space between the vehicle body 1 and the bogie frame 3 is elastically supported by an air spring 30, a traction device (not shown), a yaw damper, and the like.

The bogie 16 is mainly composed of a bogie frame 3 , an axle box body 2 , an axle box support device 6 , a vehicle end side wheel set 4 and a vehicle center side wheel set 5 . Here, one vehicle center side wheel set 5 is a normal wheel set. In addition to this vehicle center side wheel set 5, the wheel set 5 having a normal shape on both front and rear sides shown in FIG. The other wheel set 4 is a wheel set having a wheel cross-sectional shape different from that of the one wheel set 5 and having the characteristics of the present invention. Hereinafter, the vehicle end side wheel set 4 will be abbreviated as the wheel set 4 .

In the bogie 16, the wheelset 4 and the wheelset 5 are rotatably held with respect to the axle box body 2, and are elastically supported by the axle box support device 6 between the axle box body 2 and the bogie frame 3. ing. There are various methods for the axle box support device 6, and any method may be used in the present invention. The other bogie 16 provided on the vehicle body 1 is arranged on the opposite vehicle end side of the vehicle body 1 in the direction in which the wheelset 4 is arranged.

A single railway car is supported by a pair of bogies 16 arranged one each on the front and rear sides of the car body 1 that constitutes the car. directionally pivoted. In each embodiment, one vehicle is provided with a total of four wheel sets 2, and one truck 16 is shown as a general example in which two wheel sets 2 are pivotally supported. , three or more wheelsets 2 are also supported.

FIG. 2 is a cross-sectional view of the car body of FIG. 1 (cross section of FIG. 1A-A) and a plan view of the bogie seen through the car body from above. In FIG. 2, the wheelset 4 and the wheelset 5 are elastically supported on the bogie frame 3 by the axle box support device 6 (FIG. 1). As shown in FIGS. 1 and 2, in the bogie frame 3, the wheel set 4 is supported on the car end side, and the wheel set 5 is supported on the opposite side of the car end side.

The bogie frame 3 is connected to a center pin fixed to the vehicle body 1 by a traction device near the center of the bogie (not shown). Both ends of the traction device are connected by an elastic member such as a rubber bush having low rigidity about the axis in the vertical direction to the paper surface. As a result, when the vehicle passes through a curved line, the bogie 16 can turn about the axis in the vertical direction to the plane of the drawing with the center of the bogie as the turning center.

FIG. 3 is a cross-sectional view (viewpoint of FIG. 2B) of the wheel in FIG. 2, and is a diagram for explaining the positions of curvature change points for different wheel tread shapes. In FIG. 3, two types of wheelset 4 and wheelset 5 provided on the bogie and their respective wheel tread shapes are shown superimposed from the viewpoint from point B in FIG. In the wheel tread shape of the wheelset 4, the position where the curvature changes from the tread portion to the flange portion position is closer to the track than the wheel set 5 with respect to the track center. It is configured to be positioned close to the center side.

It should be noted that the wheel tread shape shown in FIG. 3 is related to the half distance between the outside surfaces of wheel flanges. The flange outer side distance is defined as the horizontal distance from the center line of a pair of wheels to a position 10 to 13 mm below the reference point of the wheel tread. This flange outer side distance is an important value that determines the flange clearance that affects running stability, and the maximum and minimum values are specified (Railway Technical Glossary, 2nd Edition). Therefore, it can be appropriately set within the prescribed maximum and minimum values.

That is, in the wheelset 4, the thickness of the wheel flange portion in the sleeper direction is thinner than that of the wheelset 5, so that the wheelset 4 can secure a larger amount of displacement in the sleeper direction until the wheel flange portion comes into contact with the rail 7. ing. In other words, in order for the bogie 16 to smoothly pass through a curved line without contacting the flanges, the clearance between the flanges is increased so as to widen the allowable range of lateral (axial) displacement of the wheelset 4.

Furthermore, in other words, the gauge setting of both wheels supported by the wheel set 4 on the vehicle end side among the plurality of wheel sets 4, 5 is substantially wider than the dimension corresponding to the regular gauge. Thus, the steering operation in a section with a large curvature (a small curve radius) (hereinafter also referred to as a "sharp curve") is smoothed. The other bogie 16 provided on the vehicle body 1 is also provided with a wheelset 4 on the vehicle end side and a wheelset 5 on the side opposite to the vehicle end side. As a result, no matter which direction the vehicle travels, the wheelset 4 is the first wheelset to enter the curve.

Next, the truck of the comparative example shown in FIG. 4 and the truck 16 having the characteristics of the present invention shown in FIG. 5 will be compared. Here, the operation principle of the comparative example shown in FIG. 4 and the main truck 16 shown in FIG. 5 and each truck passing through a sharp curve while reducing the lateral force will be described. FIG. 4 is a schematic plan view of the bogie behavior of the comparative example while traveling on a sharply curved track.

The truck of the comparative example is a truck having only two wheel sets 5 of the same type as the wheel sets 5, and does not have the characteristics of the present invention. In other words, the comparative example of FIG. 4 is obtained by replacing the wheelset 4 with the wheelset 5 in the main bogie 16 of FIG. As described above, the wheelset 5 is an ordinary one provided only on the center side of the vehicle in the bogie 16 of FIG.

In the truck of the comparative example shown in FIG. 4, a lateral force is generated according to the operating principles (1) to (3) below. Hereinafter, the pure rolling line 9 means a neutral line along which a wheel set with a sloped wheel tread can roll without slipping on a curved line. If the wheelset deviates in either direction of the sleeper with respect to this pure rolling line 9, slippage occurs between the wheels and the rails 7 in the longitudinal direction, causing the inner and outer raceways (hereinafter referred to as "inner and outer rails"). ), a creep force in the longitudinal direction acts in opposite directions between the two wheels rolling on each other.

(1) The wheelset 5, which is positioned on the front side in the direction of travel and enters the curve first, is displaced to the point where it can come close to the rail 7 on the outside of the curve in order to obtain the difference in the turning radii of the wheels on the inside and outside. The center-of-gravity position of the wheelset 5 is located on the outer rail side of the curve rather than the pure rolling line 9 of the curve.

As a result, a longitudinal creep force (black arrow) between the wheel and the rail 7 acts on the wheel on the outer rail side of the curve in the driving direction, and on the wheel on the inner rail side in the braking direction. On these inner and outer rails, the longitudinal creep forces induced in opposite directions create a moment in a clockwise direction that assists steering of the entire bogie.

(2) Since the wheelset 5 located on the front side of the traveling direction is oriented to go straight instead of along the tangential direction of the curve, the attitude of the whole truck also has an angle with respect to the tangential direction of the curve. As a result, the center of gravity of the wheel set 5 positioned on the rear side in the traveling direction is positioned on the inner raceway side of the curve with respect to the pure rolling line 9 of the curve.

As a result, a longitudinal creep force (black arrow) between the wheel and the rail 7 acts in the direction of braking for the wheels on the outer rail side of the curve and in the direction of driving for the wheels on the inner rail side of the curve. On these inner and outer rails, creep forces in the fore-and-aft directions, which are generated in opposite directions, generate a moment in the counterclockwise direction that hinders the steering of the entire bogie.

(3) As described above, the wheel set 5 located on the front side in the direction of travel generates a moment in the direction of assisting the steering. However, at the wheelset 5 located on the rear side in the direction of travel, a moment is generated in the direction that hinders steering. In order to counteract the moment that hinders steering, the wheelset 5 located on the front side in the direction of travel generates a lateral force, which is a force that pushes the rail 7 outward in the sleeper direction, at the contact point between the wheel flange portion and the rail 7. do.

The counteracting force of the lateral force (gray arrow, also referred to as "lateral force 8") acts as a clockwise moment that assists the steering of the entire bogie. As described above, a lateral force 8 is generated on the curved outer track side of the wheelset 5 located on the front side in the direction of travel in order to counteract the moment that hinders the steering of the entire bogie.

FIG. 5 is a schematic plan view of the bogie behavior when the bogie 16 of FIG. 1 runs on a sharply curved track. That is, FIG. 5 shows a schematic diagram of the contact force generated between the wheels and the rails 7 when the bogie 16 of FIG. 1 passes through a sharp curve. In the bogie of FIG. 5, due to the operating principles shown in (4) to (6) below, compared to the bogie of the comparative example shown in FIG. Lateral pressure can be reduced.

(4) The wheel set 4 positioned on the front side in the direction of travel, which enters the curve first, is displaced to the point where it can approach the rail 7 on the outside of the curve in order to obtain the difference in the turning radius between the left and right wheels. As described in FIG. 3, the wheelset 4 has a thin thickness of flange and widens the flange clearance, so the amount of movement of the wheelset 4 in the direction of the sleeper until it comes into contact with the flange is large. The position of the center of gravity of 4 can increase the amount of deviation to the outer track side of the curve with respect to the pure rolling line 9 of the curve, compared to the bogie of the comparative example.

As a result, the amount of slip in the longitudinal direction between the wheels and the rail 7 also increases, so the longitudinal creep force ( black arrow) can be made larger than the truck of the comparative example in FIG. As a result, the clockwise moment that assists the steering of the entire bogie can be increased.

(5) Since the wheelset 4 located on the front side in the direction of travel is displaced more to the outside of the curved rail, the posture of the entire bogie also displaces more to the outer side of the curve, and the wheel set is positioned on the rear side of the direction of travel. The position of the center of gravity of the wheelset 5 can be made smaller than the pure rolling line 9 by shifting to the inner rail side of the curve as compared with the bogie of the comparative example.

As a result, the longitudinal creep forces (black arrows) acting in the direction of braking for the wheels on the outer rail side of the curve and in the direction of driving for the wheels on the inner rail side of the curve can be reduced compared to the bogie of the comparative example in FIG. As a result, the counterclockwise moment that hinders the steering of the entire bogie can be reduced.

(6) As described above, in the bogie of the present invention, the wheelset 4 located on the front side in the direction of travel has a large moment in the direction that promotes steering, and the wheelset 5 located on the rear side in the direction of travel has a moment in the direction that hinders steering. Moment can be reduced.

As a result, the lateral force generated at the contact position of the flange portion of the wheelset 4 can reduce the amount of moment required to assist steering. Therefore, it is possible to reduce the lateral force 8 generated on the outer track side of the curve of the wheel set 4 located on the front side in the traveling direction. As a result, it is possible to improve the safety performance against derailment of rolling stock, reduce squeak noise, and reduce track maintenance costs.

Next, the influence on vehicle motion characteristics during straight running will be described. During straight running, the vehicle travels while contacting near the neutral contact position between the wheel and the rail 7 in the gap between the flanges. As shown in FIG. 3, the wheelset 4, the wheelset 5 and the rail 7 are in contact with each other within the same tread surface shape in the vicinity of the neutral contact state.

Therefore, the bogie of the present invention can maintain the motion characteristics of the bogie of the comparative example during straight running. Even in the unlikely event that the meandering action in which the wheelset vibrates in the direction of the sleeper is amplified until just before the wheelset exceeds the flange clearance, the flange clearance amount between the wheelset 5 and the rail 7 is the same as that of the bogie of the comparative example. The protection function is also maintained at the same level as the truck of the comparative example.

FIG. 6 is a cross-sectional view in which the wheel cross-sectional shapes of the vehicle end side wheel set and the vehicle center side wheel set in the bogie according to the second embodiment are superimposed. The bogie of Example 2 is a different form for realizing the distinction between the vehicle end side wheel set 4 and the vehicle center side wheel set 5 of Example 1 shown in FIG. In addition, the vehicle end side wheel set 4 is referred to as the wheel set 4, and the vehicle center side wheel set 5 is referred to as the wheel set 5. As shown in FIG.

As shown in FIG. 6, in the bogie of Example 2, the wheel tread shape of the wheelset 4 on the vehicle end side and the wheelset 5 on the opposite side to the vehicle end side are the same, and the distance 34 between the flange back surfaces of the wheelset 4 is The configuration is narrower than the distance 35 between the flange back surfaces of the wheelset 5 .

As a result, in the bogie of the second embodiment, the wheel set 4 can be displaced more than the wheel set 5 until it can come close to the outer rail side rail 7 when passing through a curve. Therefore, with the same principle of operation as described in FIG. 4 of the first embodiment, the lateral force generated on the outer track side of the curve of the wheel set 4 located on the front side in the direction of travel in a sharp curve can be reduced.

The outermost end 36 of the tread formed by adding the wheel width of each wheel to the wheel inner surface distance, that is, the farthest portion 36 from the center of the track of the wheelset 4, the wheelset 4 extends to the leftmost side in FIG. In order to prevent falling off the rails 7 even under conditions where movement is possible, the width of the wheels may be increased in the width direction as necessary.

FIG. 7 is a cross-sectional view in which the wheel cross-sectional shapes of the vehicle end side wheel set and the vehicle center side wheel set in the bogie according to the third embodiment are superimposed. The bogie of Example 3 is a different form of the wheel axles 4 at the vehicle center side and the wheel axles 5 on the center side of the vehicle shown in Example 2 of FIG. 6 in addition to Example 1 of FIG. As in Examples 1 and 2, the vehicle end side wheel set 4 is referred to as wheel set 4, and the vehicle center side wheel set 5 is referred to as wheel set 5. As shown in FIG. 7, the bogie of Example 3 has a wheel tread shape of a wheelset 4 on the vehicle end side and a wheelset 5 on the opposite side from the vehicle end side, and the tread slope of the wheel supported by the wheelset 4 is tread. gradient) is greater than the tread gradient of the wheel supported by the wheelset 5 .

In the bogie of Embodiment 3 shown in FIG. 7, the wheel set 4, which enters the curve first, has a larger wheel tread slope than the wheel set 5, so a larger difference in turning radius between the left and right wheels can be ensured on the inner and outer rails of the curve. This means that the amount of slip in the longitudinal direction between the wheels and the rails 7 can be increased, and longitudinal creep acting on the driving direction of the wheels on the outer rail side of the curve and the braking direction of the wheels on the inner rail side of the curve. The force can be increased, and the moment in the direction that promotes the steering of the entire bogie can be increased. As a result, the lateral force generated on the curved outer track side of the wheel set 4 located on the front side in the traveling direction can be reduced.

In the bogie of Embodiment 4, the wheel tread shape is the same for the wheelset 4 on the vehicle end side and the wheelset 5 on the opposite side to the vehicle end side, and the distance between the flange back surfaces can be changed and fixed to any dimension on the wheelset 4. It is configured with a mechanism.

As a result, when the dimensional relationship is the same as in the second embodiment, the same effects as in the second embodiment can be obtained. If the curve radii differ depending on the travel section, setting the optimum distance between the back surfaces of the flanges according to the curve radii can reduce the lateral force not only on specific curve radii but also on many curves. This has the potential to reduce track maintenance costs.

[supplement]
An axle box body that rotatably holds an axle of a railway vehicle is elastically supported on a bogie frame by an axle box support device. In general, when a railway vehicle travels on a curve (loose curve) section with a small curvature (large curve radius), the wheels on the inner rail side will be The tread portion with a small turning radius contacts the rail 7 at the tread portion with a large turning radius on the outer track side of the curve. can run.

On the other hand, when traveling on a sharp curve section, the difference in course between the inner and outer rails is large and exceeds the limit of the self-steering function. Can not do it. In general, among the four wheelsets provided in a vehicle, the wheelset that enters a sharp curve section first has a large wheelset on the outer rail side of the curve so as to maximize the difference in turning radius between the inner and outer rails. It will be in a close state, and the wheel flange portion and the rail 7 will come into contact with each other.

In this state, the wheel flanges generate a force that pushes the rails 7 outward, and the wheelsets receive the reaction force as lateral pressure, thereby generating a steering moment that causes the entire truck to follow the curve. This allows the truck to roll on a sharp curve. This lateral force is the largest at the wheelset that first enters the curve, which can lead to a decrease in safety against derailment, generation of squealing noise between the wheel flange and rail 7, and increase in track maintenance costs. reduction is an important issue.

The railway vehicle bogie (main bogie) 16 according to the embodiment of the present invention can be summarized as follows.
[1] The main truck 16 is a bogie truck 16 . A total of two bogies 16 arranged under floors of the front and rear of one vehicle body 1 support the vehicle body 1 so as to be able to run on the track. The two bogies 16 are pivotally supported by a mechanism capable of freely turning in the horizontal direction with respect to the vehicle body 1 so as to obtain a bogie angle that follows the curve of the running track.

First, a plurality of wheel sets 4 and 5, which support the bogie carriage with the wheels rolling on the rail 7 and suspend the main carriage 16, are distinguished by their arrangement positions in the traveling direction. That is, there is a difference in the shape of the wheels pivotally supported by the wheel shafts 4 far from the center of the vehicle body 1 and the other wheel shafts 5 . That is, the wheelset 4 on the vehicle end side has a shape that can ensure a larger difference in the turning radius between the left and right wheels on the inner and outer rails of the curve than the other wheelset 5 .

Although it depends on the traveling direction of the railroad vehicle, the wheelset 4 on the vehicle end side ahead of the traveling rolls first in the curved section. Conversely, the wheelset 4 on the vehicle end side behind the vehicle rolls on the curved section last. Further, in the case of a general integral wheel, the wheels rolling on the rail 7 are pivotally supported so as to rotate integrally with the wheelsets 4 and 5 with the axes of the wheelsets 4 and 5 as rotation axes. there is In other words, both wheels on the same axis always rotate in the same direction regardless of whether the traveling section is straight or curved. Therefore, neither rotational speed difference nor phase difference occurs between the two wheels rotating coaxially.

Below, two rails 7 and two wheels that roll on them, the side head of the curved outer track rail, and the wheelset 5 (FIG. 4) on the car end side that contacts there, or the wheelset 4 (FIG. 5) Focus on the slope of the flange (see FIGS. 4 and 5). When the railway vehicle equipped with the bogie shown in the comparative example of FIG. 4 reaches a curved section, the wheelset 5 on the car end side ahead of travel first contacts the side head of the curved outer track rail with the flange slope. It rolls to the outside of the curve while applying a lateral pressure load in the direction of the sleeper.

At this time, so-called "abrasion of the side head of the out-of-curve rail" progresses in the contact portion. In this way, the railway vehicle can pass through the allowable curve section with a squeak while wearing the abutting portion. However, when the radius of curvature, running speed, and other conditions exceed the limits, the flange runs over the curved rail 7 and derails. In order to prevent derailment in such curved sections, Article 14 of the Ordinary Railway Construction Regulations stipulates that ``the length of the circular curve (arc length) on the main line must be greater than or equal to the maximum vehicle length.'' ing.

In other words, from the viewpoint of curve-traversing performance, the longer the vehicle length, the smaller the curvature (the larger the curve radius) of the curved section, which is required to be gentler and closer to a straight line. Therefore, the curvature limit for the route is defined according to the maximum length of the running vehicle. In addition, bogies have a conflicting relationship between high-speed stability on straight sections and curve-passing performance on sharp curves, so they are designed to find a compromise while pursuing both. From this point of view as well, the bogie 16 makes it easy to achieve both high-speed stability due to the wheelset 5 and curve passage performance due to the wheelset 4 .

On the other hand, when a railway vehicle equipped with the main bogie 16 of FIG. 5 approaches a curved section, the wheelset 4 on the vehicle end side in front of the vehicle first approaches the side head of the curved rail on the slope of the flange. Wheelsets 4 on the end side of the vehicle body far from the center of the vehicle body 1 and wheelsets 5 other than the wheelset 4 are divided into two types, and the shapes of the wheels to be supported are different for each type of the wheelsets 4 and 5. do. That is, the wheelset 4 on the vehicle end side has a shape that can secure a greater difference in the turning radius between the left and right wheels over the inner and outer rails of the curve.

For example, as shown in FIG. 3, if the flange thickness of the wheelset 4 is thinner than that of the wheelset 5, the clearance between the outer track rail and the side head of the curved outer track rail can be increased accordingly. Therefore, a margin is ensured until they come into contact with each other. Therefore, the wheel set 4 that enters the sharp curve section first can have a greater difference in the turning radii between the inner and outer rail wheels than the wheel set 5 under the same environmental conditions. Such a main truck 16 can further reduce the lateral force when passing through a curve without adding a new device. As a result, even if the railway vehicle has a long vehicle length, the main bogies 16 are provided at the front and rear of the vehicle body 1, so that the vehicle can smoothly pass the curve without derailing even when traveling in a sharp curve section.

[2] In the main bogie 16 of [1] above, the shape of the wheels supported by the vehicle end side wheel set 4 is different from the two wheels supported by the other wheel set 5 from the tread portion to the flange portion in the wheel cross section. and the position where the curvature changes is brought closer to the center of the trajectory by a predetermined distance. In the main bogie 16 constructed in this manner, the gauge of both wheels supported by the wheel set 4 on the vehicle end side among the plurality of wheel sets 4 and 5 is substantially wider than the regular gauge, so that the track can be rapidly moved. Steering operation is smooth in curved sections.

[3] In the main bogie 16 of [1] above, as shown in FIG. It is set narrower than the wheel inner surface distance 35 of both wheels pivotally supported by 5. In the main bogie 16 configured in this manner, the narrower wheel inner surface distance 34 increases the gap between the side head of the curved outer track rail and secures a margin until contact. Therefore, the wheel set 4 that enters the sharp curve section first can have a greater difference in the turning radii between the inner and outer rail wheels than the wheel set 5 under the same environmental conditions. As a result, the lateral force 8 can be reduced, and the steering operation is smooth in sharp curve sections.

[4] In the main bogie 16 of [1] above, the shape of the wheels supported by the wheelset 4 on the vehicle end side is different from the two wheels supported by the other wheelset 5 on the wheelset 4 on the vehicle end side. In the cross section, the tread slope of the wheelset 4 is increased. In the main bogie 16 constructed in this way, as shown in FIG. 7, the wheelsets 4 that enter the sharp curve section first are the wheelsets 5 that have the same environmental conditions as shown in FIG. In comparison, the difference in radius of rotation between the inner and outer rail wheels can be increased. As a result, the lateral force 8 can be reduced, and the steering operation is smooth in sharp curve sections.

[5] In the main bogie 16 of [1] above, the shape of the wheels supported by the wheelset 4 on the vehicle end side is different from the two wheels supported by the other wheelset 5 on the wheelset 4 on the vehicle end side. It has a free gauge mechanism that can vary the wheel inner surface distance (back gauge; see 34 and 35 in FIG. 6) in cross section. In addition, the wheel inner surface distance is 989 to 994 mm when the gauge is 1067 mm according to the interpretation standard of Article 67 of the ministerial ordinance that defines the technical standards for railways, so the variable range in this case is 5 mm.

In this way, the main bogie 16 equipped with the free gauge mechanism sets the gauge of both wheels supported by the wheelset 4 on the vehicle end side out of the plurality of wheelsets 4 and 5 to a width up to, for example, 5 mm wider than the normal width. By appropriately narrowing, the difference in the rotation radii of the wheels on the inner and outer rails can be increased. As a result, the lateral force 8 can be reduced, and the steering operation is smooth in sharp curve sections. It should be noted that the free gauge mechanism here is not for a free gauge train (FGT) for the purpose of crossing tracks with different gauges of several tens of centimeters, but is limited to a variable range of about 5 mm.

DESCRIPTION OF SYMBOLS 1... Vehicle body, 2... Axle box body, 3... Bogie frame, 4... Car end side wheel set (abbreviated as "wheel set 4"), 5... Vehicle center side wheel set (abbreviated as "wheel set 5"), 6... Axle box support Apparatus 7 Rail 8 Lateral force 9 Pure rolling line 16 Railway vehicle bogie (main bogie) 30 Air spring 34 (35) Wheel inner surface distance of wheelset 4 (5) 36 Outer part from the center of the raceway of wheelset 4

Claims (5)

A bogie for a railway vehicle as a bogie that is pivotally supported on a vehicle body so as to be rotatable according to a bogie angle and supports the vehicle body in the front and rear,
A plurality of wheel sets that support the wheels rolling on the rails on the bogie and suspend the bogie are distinguished by their positions relative to the traveling direction,
There are differences in the shape of the wheels pivotally supported by the differentiated vehicle end side wheel axles far from the center of the vehicle body, the other wheel axles, and the respective wheel axles,
The difference is that the wheelset on the vehicle end side has a shape that can ensure a larger difference in the turning radius between the left and right wheels on the inner and outer rails of the curve.
Bogies for railway vehicles. The shape of the wheel supported by the wheel set on the vehicle end side is different from the two wheels supported by the other wheel set.
The position where the curvature changes from the tread portion to the flange portion in the wheel cross section is brought closer to the center of the track by a predetermined distance.
The railway vehicle bogie according to claim 1. The shape of the wheel supported by the wheel set on the vehicle end side is different from the two wheels supported by the other wheel set.
The distance between the inner surfaces of the wheels has been narrowed,
The railway vehicle bogie according to claim 1. The shape of the wheel supported by the wheel set on the vehicle end side is different from the two wheels supported by the other wheel set.
increase the tread slope,
The railway vehicle bogie according to claim 1. In the configuration of the vehicle end side wheel set and both wheels supported by it,
Equipped with a mechanism that can change the wheel inner surface distance,
The railway vehicle bogie according to claim 1.

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