JP2566862B2 - Railway vehicle wheel structure - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a lateral movement or vertical movement of a bogie during traveling, which causes a particularly hindrance to stable running of a railroad vehicle, and a wobbling or whirling action of a wheel axle that causes lateral or vertical shaking of the vehicle body. The present invention relates to a wheel structure of a railway vehicle for improving passenger comfort and stability of the train as much as possible, and further enabling high speed operation thereof.

[0002]

2. Description of the Related Art In a railway vehicle, the wheels on the left and right of the wheel axle are fixed to the axle, and the tread surface of the conventional wheel is graded so that the wheel axle can smoothly bend even in the curved portion of the track. Is shaped like a truncated cone with a large diameter on the flange side, and slack is provided between the left and right rails on the curved portion of the track.

However, since the tread surface of the wheel is frusto-conical, the inside of the rail is worn in the straight part of the track, and if there is a play between the inside of the rail and the flange of the wheel, the vehicle will run. The diameter of the parts of the left and right wheels that contact the rails increases and decreases alternately, causing the left and right wheels to travel slowly and slowly.
This will cause the serpentine action of the wheel axle. In addition, when the inside of the outer rail is worn at the curved portion of the track and the size of the slack at the curved portion becomes larger than the value set corresponding to the radius of curvature, the wheels on the left and right will travel. Discrepancy occurs, causing the wheel axle to meander as well as the straight part of the track, and it is likely to be severe as the rail wear increases rapidly. This snake behavior of the wheel axle during running causes left and right movement of the bogie, which is a major cause of body sideways wobbling. In addition, due to the serpentine action of the wheel axle, the radius of the left and right wheels in contact with the rail is alternately increased and decreased, and the left and right heights of the axle from the rail surface are alternately increased and decreased. It also causes the vertical movement of the car body and the left and right tilt.

Conventionally, various springs and swing pillow devices have been provided on a bogie to suppress lateral and vertical fluctuations of a car body of a railway vehicle. The sideways movement and the vertical movement of the car body that accompany it,
The movements of the bogies before and after supporting the vehicle body and the movements of the body movements interfere with each other, and the movements of the front and rear connected vehicles also add. Since the kinetic energy of the vehicle becomes large in proportion to the square of the traveling speed, it is difficult to suppress the complicated and violent shaking of the car body during high-speed traveling of the train by using only the above-mentioned device, and it is difficult to achieve high-speed driving. There were restrictions from that aspect as well.

Therefore, in order to improve this point, a fluid actuating mechanism for restraining the shaking of the vehicle body is provided in the shaking restraining device between the vehicle body and the carriage supporting it, and the fluid actuating mechanism is provided in the vehicle body. A vehicle vibration control device has been invented that feeds back the detection result of the fluctuation acceleration detector to suppress the fluctuation of the vehicle body. However, the fluctuation of the vehicle body is detected by the fluctuation acceleration detector, and the result is detected by the fluid actuation mechanism. There is a time delay until the vehicle is actually fed back and the fluid actuating mechanism is actuated to actually suppress the shake of the vehicle body. Moreover, the bogie of a vehicle and the adjacent bogie of the connected vehicle have their respective fluid actuating mechanisms. Since the directions in which they work are not always the same, it is not possible to effectively control in real time the complicated and severe shaking of the car body during high-speed running of the train. Therefore, there is a certain limit to the high speed operation in terms of the stable running performance of the train and the riding comfort of passengers.

[0006]

As described above, the wobbling behavior of the wheel axle of a railway vehicle during traveling is such that when the inside of the rail is worn, the tread surface of the wheel has a truncated cone shape since the beginning of the railway. It inevitably occurs due to Moreover, as the inner wear of the rails progresses and the width between the left and right rails becomes wider than the initially set value, there is a property that the rails become increasingly violent.

The wobbling behavior of the wheel axle on the vehicle side and the irregularity on the track side are the main causes of sideways fluctuation and vertical fluctuation of the vehicle body during the running of the conventional railway vehicle. Even if it is lost, it is difficult to suppress it if the wheel axle's snake behavior is severe.

[0008] However, there are many conventional vehicle body shake suppression devices for railway vehicles that utilize the latest control technology. As the main cause of the wheel axle snake behavior is left as it is, how to suppress the lateral shake and vertical shake of the car body caused by it is just a secondary solution, as described above, There is a technical limit to the suppression, and the reality is that high-speed train operation has its limits.

Therefore, in the present invention, such serpentine movement of the axle of a railroad vehicle during traveling, which is difficult to control, is eliminated as much as possible, and in combination with high-accuracy maintenance of the track, passengers' riding comfort is assured together with stable running performance of the train. Is further improved to enable higher speed operation.

[0010]

According to the present invention, in order to solve the above-mentioned problems, the structure of a wheel fixed to an axle of a railway vehicle is defined as a circle on the flange side of the wheel in the tread surface of the wheel. The columnar tread has no gradient, the diameter of each part of the tread is the same, the shape of the tread of the wheel is cylindrical, and the width of the tread (a in FIG. 1) is the wear width of the inside of the rail. The maximum allowable amount should be more than twice (a little). In addition, the frusto-conical tread portion circumscribing the columnar tread portion (the tread portion not on the flange side) is provided with a slope, and the diameter of each part of the tread portion is gradually made smaller than the diameter of the columnar tread portion so that the tread portion of the wheel is The shape of the above is such that the bottom surface on the side of the columnar tread portion is larger, and the diameter of the bottom surface and the diameter of the columnar tread portion are the same as a truncated cone.

In the curved portion of the track, the size of the slack provided on the left and right rails is made larger than the size of the conventional slack by the width (a in FIG. 1) of the cylindrical tread portion of the wheel. The radius of curvature of the curved portion of the track is set in correspondence with the width of the cylindrical tread portion of the wheel and the slope of the truncated cone-shaped tread portion.

[0012]

According to the present invention, in the straight portion of the track, even if the inside of the rail is worn and there is play between the inside of the rail and the flange of the wheel, the cylindrical treads of the left and right wheels of the railcar are respectively Since the rails are in contact with each other, the diameters of the left and right wheels in contact with the rail do not alternately increase or decrease during traveling, and the left and right wheels do not alternately experience slow speed. Therefore, the wheels of the conventional railway vehicle have a truncated cone shape in all treads, and the diameters of the portions of the left and right wheels that come into contact with the rails of the wheels alternately increase and decrease when traveling, causing the left and right wheels to alternately travel slowly. Therefore, it is possible to fundamentally eliminate the inevitable snake action of the wheel axle.

In the curved portion of the track, as described above, the size of the slack provided between the left and right rails is set according to the radius of curvature of the curved portion of the track, the width of the cylindrical tread portion of the wheel of the railway vehicle, or the truncated cone shape. If you set it according to the slope of the tread,
The wheel axle can bend smoothly. However, if the inside of the outer rail wears and the size of the slack in the curved portion of the track becomes larger than the value set corresponding to its radius of curvature,
When running, the left and right wheels become inconsistent, causing wheel axle snake behavior.However, when trains run at high speed, where the wheel axle snake behavior is a particular problem, the direction of the resultant force of the vehicle's gravity and centrifugal force is Between the center line of the track and the outer rail, the wheel axle is moved toward the outer rail, and the lateral displacement of the portion of the outer wheel that comes into contact with the rail is the portion that comes into contact with the tread flange. Since the amount of lateral displacement corresponds to twice the inner wear width of the outer rail, as described above, the width of the cylindrical tread portion of the wheel is the maximum allowable wear width of the inner rail. If it is set to be larger (slightly) than twice the capacity, only the cylindrical tread surface of the outer wheel is always in contact with the rail, and the diameter of the portion of the outer wheel in contact with the rail remains unchanged. In addition, the inner wheel has its frusto-conical tread portion in contact with the rail, and the lateral displacement of the frusto-conical tread portion in contact with the rail causes only the diameter of the portion of the inner wheel in contact with the rail to increase or decrease. become. Compared to the diameter of the part that contacts the rails of both the inside and outside wheels while traveling, the wheels of a conventional railroad vehicle are all frustoconical in shape, while the parts that contact the rails of one side of the wheel Since only the diameter of the wheel is increased or decreased, the cycle of lateral displacement of the wheel axle can be doubled compared to the conventional one, and the alternating slowdown of the running of the wheels on both the inside and outside of the wheel can be halved from the conventional one. You can
Therefore, even when the train is traveling at high speed, it is possible to halve the number of wheel snaking movements as compared with the conventional case.

[0014]

According to the present invention, even if the inside of the rail is worn and the width between the left and right rails is wider than the initially set value, the main body of the railcar of the railroad vehicle during running can be moved horizontally or vertically. Even if the train runs at high speed, it is possible to fundamentally eliminate the serpentine movement of the wheel axle, which is a major cause, and it is possible to halve the number of times in the curved part than in the past, so it is complicated. Severe sideways shaking and vertical shaking of the car body,
It can be easily suppressed. In addition, it will be easier to further improve the control effect of the shake control device of the vehicle body attached to the carriage.

Therefore, coupled with the highly accurate maintenance of the track,
In addition to the stable running performance of the train, the riding comfort of passengers can be further improved, and high-speed operation can be made possible.

[Brief description of drawings]

FIG. 1 is a plan view showing a wheel structure of a railway vehicle according to the present invention.

FIG. 2 is an elevation view showing a relationship between wheels and rails when a straight part of a track is traveling.

FIG. 3 is an elevational view showing the relationship between wheels and rails when the vehicle runs on a curved portion of a track.

[Explanation of symbols]

 1 Wheel 2 Flange 3 Cylindrical tread surface 4 Frustum-shaped tread surface a Width of cylindrical tread surface

Claims (1)

(57) [Claims] [Claim 1] of the tread of the railway vehicle wheel (1), a cylindrical tread portion of the flange (2) side of the wheel (3) eliminates the gradient, the same diameter of the tread portion (3) each part to, the tread portion of the wheel (3) the shape of the cylindrical and frustoconical tread portion circumscribing the cylindrical <br/> tread portion (3) (the flange (2) is not a side tread portions) (4) Is inclined, and the diameter of each part of the tread portion (4) is gradually made smaller than the diameter of the columnar tread portion (3), and the shape of the tread portion (4) of the wheel is changed to a circle.
A wheel structure in which the bottom surface on the side of the columnar tread portion (3) is larger, and the diameter of the bottom surface and the diameter of the columnar tread portion (3) are the same as a truncated cone.