JP3222884B2 - Railcar bogie - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a bogie for a railway vehicle in which each wheel set held by a bolsterless bogie is automatically directed to the center of curvature of the track at a curved portion of the track. About.

[Conventional technology]

In a conventional railcar bogie, the bogie frame is slightly moved up and down, left and right, and back and forth by elastic elastic members such as coil springs and air springs mounted on both sides of a lower axle box at both ends in the front and rear direction. It is hard and elastically supported so that it can be used. As shown in FIG. 11, a pair of wheel sets C, C holding the wheel D are rotatably held at both ends by bearings housed in the axle box so as to be independent of each other and always parallel to each other. And each was rotated by a separate motor.

However, in the railcar bogie of this configuration, even if the railroad vehicle approaches the curved part of the track B, the pair of independent wheel sets C, C are kept parallel to each other as shown in FIG. B does not rotate in the direction passing through the center of curvature O of B, so that the rotation direction of each wheel D fixed to the wheel axle C does not coincide with the tangential direction of the track B, causing slippage. In addition to making noise and giving extra vibration to the car body A, the ride quality is deteriorated, and as the running speed increases, the force on the track B is increased to increase the inter-track distance, and the derailment accident on the railway car is caused. There was a risk of causing this.

In order to solve these inconveniences, the applicant has previously filed an application for a bogie for a railway vehicle in which a pair of wheel sets held by the bogie are directed to the center of curvature of the track at the curved portion of the track (actually open). See JP-A-64-10458).

This bogie has a configuration as shown in FIGS. 12 and 13, and has an upper end at a lower end of a vertical lever b pivotally attached to a pillow beam a, and an end at a link receiver d of a bogie frame side beam c. The other end of the pivotally mounted horizontal reference link e is rotatably connected, and one end is pivotally connected to the front and rear axle boxes f, f at positions equidistant up and down of the vertical lever b from the connection center. The two operation links g and h are rotatably connected to each other. The ratio of the distance between the reference link e coupled to the vertical lever b and the pillow beam a to the distance between the reference link e and the operation links g and h is determined by the distance between the centers of the bogies before and after the vehicle body and the axle of the bogie. It is determined to be equal to the ratio of the distance between them.

In the railway vehicle bogie of this configuration, the pair of wheel sets j, j are not held parallel to each other, so that when the vehicle approaches the curved part of the track, the vehicle body k attached to the traveling side wheel set j Turns in the tangential direction of the track by the force received from the track, and rotates the wheel axis j in the direction of the center of curvature of the track curve. For this reason, the vertical lever b on the center of curvature is rotated counterclockwise around the joint with the reference link e by the operation link g pivotally mounted on the axle box f on the advancing side.
The rear wheel set j is rotated in a direction approaching the front wheel set j via another operation link h attached to the front wheel set j.

On the other hand, the vertical lever b farther from the center of curvature is rotated clockwise around the joint with the reference link e by the operation link g on the traveling side, and the rear wheel axis j is moved by the other operation link h. It is rotated in a direction away from the front wheel set j.

However, the rotation angle of the rear wheel set j is determined by the distance from the connection center between the vertical lever b and the reference lever e to the center of attachment to the operation link g or h, and the distance from the center of attachment to the pillow beam a. Is determined so as to face the direction of the center of curvature, so that the above-mentioned conventional inconvenience in the orbital curved portion has been solved.

[Problems to be solved by the invention]

The railcar bogie filed by the applicant earlier relates to a bogie with a bolster, and when the railcar moves little in the vertical and horizontal directions with respect to the bogie, the link mechanism operates smoothly. However, such a bolsterless trolley and a bolsterless trolley having a pendulum mechanism, such as a bolsterless trolley, cannot be directly applied to a trolley that allows a large movement in the vertical and horizontal directions of a railway vehicle.

However, since the bogies with the wheel axis directed to the center of curvature in the track curve section were extremely publicly announced for bogies with bolsters, even for ordinary bolsterless bogies and bolsterless bogies with a pendulum mechanism, the main axis was the track axis. There has been a strong demand for a configuration in which the curved portion is oriented in the direction of the center of curvature.

The present invention has been made in view of these circumstances, and an object of the present invention is to provide a bolsterless type bogie for a railway vehicle in which each wheelset of the bogie faces a direction of a center of curvature in a curved section of a track.

[Means for solving the problem]

In order to achieve the above object, according to the present invention, in a bolsterless type bogie for a railway vehicle in which a pillow beam is omitted,
A vertical lever pivotally attached to the holding arm on the beam side with the lower end under the bogie on the lower side of the width direction of the lower surface of the vehicle body is rotatable with one end of a water link disposed at the upper end in the width direction of the vehicle body. The other end of the horizontal link is pivotally connected to the lower end of the vertical link pivotally supported on the lower surface of the vehicle body, and the vertical lever is the same distance in the vertical direction from the coupling center with the holding arm on the side of the bogie frame. At each of the separated positions, the other ends of the two operation links, one ends of which are pivotally connected to the front and rear axle boxes, respectively, are rotatably connected to each other, from the connection center between the vertical lever and the holding arm on the side of the bogie frame. The ratio of the distance to the operation link mounting center and the distance to the horizontal link mounting center is
The distance between the wheel sets of the bogies and the distance between the centers of the bogies in the longitudinal direction of the vehicle are determined so as to be equal to each other, thereby forming a bogie for a railway vehicle.

[Action]

When a railway vehicle equipped with a bogie having the above-described structure approaches a curved part of a track, each bogie rotates with respect to the vehicle body, moves largely in the front-rear direction, and is also moved out of the curve by centrifugal force. In the case of a bogie equipped with a pendulum mechanism, the vehicle body is tilted inward of the curve by the centrifugal force, so that the vehicle body is largely moved in the vertical direction and the vehicle body width direction with respect to the bogie.

Among these, the latter large movement in the vertical direction and the width direction is caused by a link mechanism consisting of a combined body of a horizontal link and a vertical link in the vehicle width direction provided between the upper end of the vertical lever and the lower surface of the vehicle body. Are absorbed by pivoting around these ends (see FIG. 4). Therefore, the vertical lever does not receive a force in the width direction of the vehicle body, and the other link mechanisms operate smoothly as follows with respect to the relative movement between the vehicle body and the bogie.

That is, in the curved part of the track, when the wheelset on the traveling direction side of the bogie is rotated by the wheels rolling in the tangential direction of the track so as to face the center of curvature, the vertical lever on the center of curvature moves in the traveling direction side. The operation lever is rotated counterclockwise around the joint with the bogie frame, and the vertical lever farther from the center of curvature is turned in the opposite direction to the vertical lever closer to the center of curvature by the operation link on the traveling direction side. Rotated. Due to these rotations, the rear axle is rotated in the opposite direction by the same angle as the front axle by the other operation link mounted at the same distance in the opposite direction from the center of connection with the bogie frame. Through the center of curvature of.

〔Example〕

1 to 10 show one embodiment of the present invention.

In the figure, the bogie frame F is a pair of bogie frame side beams 1,
A horizontal H-shape is formed by 1 and horizontal beams 2, 2 connecting the central portion thereof at right angles. A pair of wheel sets 3, 3 are arranged in parallel at both ends in the front-rear direction below the bogie frame F,
These wheel shafts 3, 3 are rotatably held by wheels (not shown) housed in axle boxes 5, 5, outside the wheels 4, 4, which are fixed in accordance with the intervals of the tracks. The bogie frame F is softly and elastically supported by elastic elastic members 6, 6 such as coil springs, air springs, and rubber springs mounted on both sides of each axle box 5 so as to be able to move up and down, left and right, and back and forth. I have.

A motor 8 is held on one cross beam 2 via a receiving member 7, and the other cross member 2 is connected to another receiving member 7 and a motor 8 so as to be point-symmetric with respect to the center of the bobbin frame F. Is held. Reference numeral 9 denotes a gear case, one end of which is attached to the horizontal beam 2 so as to be able to rotate slightly. The gear case 9 has a gear (not shown) connected to the motor 8 via a flexible joint 10 and a fixed to the wheel shaft 3. A gear transmission system for connecting a gear (not shown) to be driven is housed.
It is rotated in the same direction by the motors 8, 8 driven synchronously.

The bogie and the vehicle body 11 are joined by elastically supporting both ends in the width direction of the vehicle body 11 by air springs 12 and 12 attached to the center portions of the pair of bogie frame beams 1 and 1, and laterally from the lower surface of the vehicle body 11. The lower end portion of the center pin 12 protruding at the center position between the beams 2 and 2 (coinciding with the center position of the bogie) is connected to a towing body 14 disposed in parallel with the cross beams 2 and 2, and this towing is performed. It is performed by fixing both ends of the body 14 to the opposing side surfaces of the pair of cross beams 2 and 2 by towing rubbers 15 and 15, respectively, so that the vehicle body 11 can be largely displaced with respect to the bogie in the front and rear, left and right, and up and down directions. It has a configuration.

Vertical levers 16, 16 disposed in the vertical direction at corresponding positions on both sides in the width direction of the lower surface of the vehicle body have lower ends on the sides of the bogie 1, 1.
Are pivotally mounted on holding arms 17, 17 which are fixed to the arm. One end of a horizontal link 18 disposed on the outer side in the width direction of the vehicle body 11 is rotatably connected to the upper end of each vertical lever 16. The other end of the horizontal link 18 is connected to the lower surface of the vehicle body 11 by the upper end. Is rotatably connected to the lower end of a vertical link 19 pivotally supported (see FIG. 3).

Assuming that the coupling center at which the vertical lever 16 and the holding arm 17 are pivotally connected is N, the coupling center N is located at the same distance b in the opposite directions of the lower side and the upper side of the vertical lever 16 in the opposite directions.
Two operation links 2 whose one ends are rotatably connected to the front and rear axle boxes 5, 5 via elastic members (not shown).
The other ends of 0 and 21 are rotatably connected. One operation link 20 is considerably longer than the other operation link 21. This is because an air spring 12 is mounted at the center of the upper surface of the bogie frame 1 and the vertical lever 16 is connected to the air spring 12
This is because the position of the vertical lever 16 is shifted from the center of the bobbin frame 1 because it cannot be disposed outside the central portion of the bobbin frame 1 so as not to contact the bobbin frame.

In this case, the coupling center N between the vertical lever 16 and the holding arm 17
Is the distance between the vertical lever 16 and the coupling center T between the horizontal link 18 and the coupling center Q, S between the vertical lever 16 and the operation links 20 and 21.
And the distance to the bonding center N is b,
The ratio (a / b) between a and b is equal to the ratio (L / l) of the distance L between the centers of the bogies provided before and after the vehicle body 11 and the distance l between the wheel sets 3, 3 before and after the bogie. (Fig. 5,
7 and 8).

Now, the railroad vehicle is approaching the track curve,
When each of the wheel sets 3 is oriented in the direction of the center of curvature O of the orbit curved portion, the rotation angle of the bogie frame F with respect to the vehicle body 11 and the rotation angle of the wheel set 3 with respect to the bogie frame F are as follows.

In FIG. 7, if the centers of the front and rear bogies on the track center line are A and B, the 1/2 center angle α radian formed by the vehicle center line AB with respect to the curvature center O of the track curve portion is represented by Assuming that the radius of curvature of the center line is R and the distance between the centers of the two front and rear bogies is L, Sinα = (L / 2) / R = L / 2R L is sufficiently smaller than R for the right triangle OAC. Since Sinα can be approximated to α, α = L / 2R.

However, since this angle α is also equal to the angle between the tangent of the track center line at the center A of the bogie and the vehicle center line AB, the rotational angle of the bobbin frame F with respect to the vehicle at the track curve is α.

 Next, the rotation angle of the wheel set 3 will be considered.

In FIG. 8, the center of each wheel set 3 on the track center line is D,
E, assuming that the distance between the centers of the wheel shafts 3, 3 in the front-rear direction is l and the center angle is 2β radian, the radius of curvature of the orbit center line is R, so that for a right-angled triangle ODG, Sinβ = (l / 2) / R = L / 2R l is sufficiently smaller than R, so that β = l / 2R as in the above case.

Is equal to the angle formed by the tangent to the orbital center line at the center D of the wheel axle 3 and the line segment DE connecting the centers D and E of the wheel axles 3, 3 and is therefore perpendicular to the line segment DE at the center D of the wheel axle 3. The wheel set 3 is rotated by an angle β with respect to the wheel set 3 before rotation indicated by the two-dot chain line.

Therefore, the rotation angle α of the bobbin frame F in the curved track section
Then, the ratio of the rotation angle β of the wheel set 3 to the rotated bogie frame F is α / β = (L / 2R) / (l / 2R) = L / l.

Further, the operation of the link mechanism attached to the bogie frame F having the above configuration will be described as follows.

I. In the case of traveling on a straight track FIG. 9 shows a skeleton diagram of the link mechanism of the truck in this case, and the front wheel set 3 of the truck traveling on the straight track is perpendicular to the track. Since the first operation links 20 and 20 attached to both ends of the wheel set 3 do not apply a force to the lower end of each vertical lever 16, the vehicle is not rotated by the bogie frame F and is parallel to the bogie frame F. Moved to

II. When traveling on a curved track (1) Movement in the vehicle width direction When the vehicle body 11 moves in the width direction with a change in the height direction with respect to the bogie F in the track curve section, the movement When the direction is to the left with respect to the bobbin frame F as shown by the dashed line in FIG. 4, this movement is caused by the horizontal link 18 rotating clockwise relative to the vertical lever 16 and the vertical link 19 Since the absorption can be achieved by simply rotating the vehicle body 18 counterclockwise, one movement in the width direction of the vehicle body 11 is performed without the rotation of the vertical lever 16.

On the other hand, when the moving direction of the vehicle body 11 is rightward with respect to the bogie frame F as shown by the dotted line in FIG. 4, this movement is caused by the horizontal link 18 rotating counterclockwise with respect to the vertical lever 16. At the same time, since the vertical link 19 can be absorbed only by rotating the horizontal link 18 clockwise, the movement of the vehicle body 11 to the other side in the width direction is performed without rotating the vertical lever 16.

The movement of the vehicle body 11 in the width direction is performed in exactly the same manner when the bogie frame F is not changed in the height direction.

(2) Rotation of wheel set In FIG. 10, the two-dot chain line is a skeleton diagram of the bogie link mechanism when traveling on a straight track, and the solid line is a skeleton of the link mechanism when traveling on a curved track. FIG. When the front axle 3 of the bogie traveling in the direction of the arrow P is rotated by an angle β radian from the position shown by the two-dot chain line to the position shown by the solid line in the track curve portion having the radius of curvature R, the position from the center D of the wheel set 3 Assuming that the distance to the mounting center of the first operation link 20 is r, the mounting center of the first operation link 20 rotates by rβ. However, in general, the radius of curvature R of the track is sufficiently larger than the distance l between the front and rear wheel axles, and the value of β is small, so that the value of rβ is also small.

When the front wheelset 3 is rotated by the angle β toward the direction of the center of curvature O, the first operation link 20 that is rotated and moved around the coupling center K with the wheelset 3 is connected to the entire link mechanism of the bogie. Is rotated from the position indicated by the two-dot chain line in FIG. 10 to the position indicated by the solid line with the joint between the beam 1 on the side of the truck and the vertical lever 16 as the rotation center N.

In this movement, the first operation link 20 and the vertical lever
The coupling center Q with 16 moves slightly upward, but the coupling center K
Is small and its movement amount is negligible, so that the horizontal movement amount of the coupling center Q can be approximated to be equal to the movement amount rβ of the coupling center K rotated by the wheel set 3.

For this reason, the connection center S between the vertical lever 16 and the second operation link 21 has the same distance between NS and NQ as b, so that the connection center N has a horizontal direction rβ opposite to the moving direction of Q with respect to the connection center N. Be moved. By this movement, the coupling center U of the rear wheel shaft 3 coupled to the other end of the second operation link 21 is moved by rβ in the horizontal direction because the rotation angle of the second operation link 21 is small. However, since the distance between the center E of the rear wheelset 3 and the coupling center U is r, the rotation angle of the wheelset 3 around the wheelset center E is rβ × (1 / r) = β. Therefore, the rear wheel axle 3 of the bogie rotates in the opposite direction to the front wheel axle 3 by the same angle β radian, so that the rear wheel axle 3 passes through the center of curvature O of the orbital curved portion (eighth). See figure). In this case, the radius of curvature R of the orbit curve portion is R = l / 2β.

In addition, N of the coupling center T between the vertical lever 16 and the horizontal link 18
Is the horizontal movement amount rβ of the coupling center Q of the first operation link 20 because the distance of NT is a.
A / b times as large as Q and moves in the direction opposite to Q. Front wheelset 3
Is rotated by the angle β, the operation links 20 and 21 and the vertical lever 16 farther from the center of curvature O are moved by the corresponding operation links 20 and 21 and the vertical lever 16 closer to the center of curvature O, respectively. Is rotated in the opposite direction by the same amount as. In FIG. 10, the horizontal distance between the center A of the bogie and the center T at the upper end of the vertical lever 16 is r as described for the wheel set 3, so that the upper end of each vertical lever 16 is connected to the horizontal link.
A line segment indicated by a dashed line connecting the coupling centers T and T with 18 is rotated around the bogie center A by (rβa / b) × 1 / r = βa / b. This rotation angle indicates the rotation angle between the vehicle and the bogie.

However, in the truck of this embodiment, the ratio between a and b is
It is determined to be equal to the ratio of the distance L between the centers of the bogies provided before and after the vehicle and the distance l between the front and rear wheel axles of the bogie, and a / b = L / l. The rotation angle is βa / b = βL / l. This rotation angle is apparent from FIG.
Since the distance L between the bogie centers before and after the vehicle body is equal to 1/2 of the central angle formed with respect to the curvature center O of the track, the radius of curvature of the track determined by the rotation angle of the vehicle and the bogie is L / (2βL / l) = 1 / 2β = R, which is equal to the radius of curvature determined from the rotational angles of the front and rear wheel sets 3,3 with respect to the bogie. That is, a line segment perpendicular to the length direction of the bogie through the bogie center A is a wheel axle 3,
You will pass through the intersection of 3.

The same can be said for the bogie on the rear side of the car body as for the bogie on the front side, so the wheel sets 3, 3 around the rear bogie are
It passes through the center of curvature O of the track in the same manner as in the case of the front and rear wheel sets 3, 3 on the front bogie.

Now, when the respective wheel sets 3, 3 of the front and rear bogies pass through the center of curvature O of the track, the respective wheels 4, 4 mounted at right angles to the respective wheel sets 3, 3 roll in the tangential direction of the track. Since almost no slippage occurs between the wheel 4 and the track, mutual wear between the wheel 4 and the track is significantly reduced, and the generation of noise due to the slippage of the wheel 4 is significantly reduced. Wheel 4
When the vehicle hardly slips with the track, the extra vibration received by the railway vehicle is reduced, the ride comfort of the vehicle is improved, and the force exerted on the track is increased even when the running speed is improved. The effect of increasing the distance can be reduced, and the concern that the railway vehicle is derailed can be eliminated.

〔The invention's effect〕

The present invention is configured as described above, and has the following effects.

(1) When the axle in the traveling direction attached to the bogie for a railway vehicle is rotated in a direction passing through the center of curvature in the track curve portion, the first wheelset connected to both ends of the axle in the traveling direction is rotated.
Operating link pivots a vertical lever pivotally supported by the bogie frame beam about its center of connection, and is mounted at a position opposite to the center of connection by the same distance as the first operating link. , The rear wheelset is rotated in the opposite direction by the same angle as the front wheelset.

For this reason, while the railway vehicle passes through the track curve,
The rear wheel set is rotated in a direction passing through the center of curvature of the curved portion, similarly to the front wheel set.

(2) The widthwise movement of the railway vehicle in the track curve portion is performed by moving a horizontal link and a vertical link provided between the upper end of each vertical lever disposed below both sides in the width direction of the lower surface of the vehicle body and the lower surface of the vehicle body. The rotation of the links respectively around the pivots is allowed without any effect on the operation of the vertical lever.

For this reason, even for a bolsterless bogie that allows a large movement in the vertical, horizontal, and front and rear directions with respect to the railcar, the wheel axle of the bogie can automatically rotate in the direction passing through the center of curvature in the track curve portion. .

(3) Since each wheel set of the bogie passes through the center of curvature of the track, the rolling direction of the wheel attached to each wheel set coincides with the tangential direction of the track curve portion. Therefore, when the wheel passes through the track curved portion, the wheel hardly slips with the track, so that the vehicle can smoothly pass through the curved portion of the vehicle.

(4) Since the wheel hardly slides on the track, the wheel and the track receive much less wear due to the slip, and the noise caused by the slip is significantly lower.

(5) Even in the curved section of the track, the railcar is less likely to receive an extra track due to wheel slippage.
The riding comfort of the vehicle is improved.

(6) Even if the traveling speed of the vehicle is improved, the effect of increasing the distance between the tracks by the wheels can be reduced, and the railway vehicle can be prevented from derailing.

[Brief description of the drawings]

FIG. 1 is a front view of one embodiment of the present invention, FIG. 2 is a plan view of the same, FIG. 3 is a side view of a link mechanism viewed from a vehicle width direction,
4 is an explanatory view of the operation of the horizontal link and the vertical link accompanying the movement in the width direction of the vehicle body, FIG. 5 is a front view of a main part of a link mechanism when traveling on a straight track, and FIG. 6 travels on a curved track. FIG. 7 is a diagram showing the relationship between the rotation angle of the vehicle and the bogie at the track curve section, and FIG. 8 is a bogie and wheel set when the wheel set passes through the center of curvature in the track curve section. FIG. 9 is a skeleton perspective view of a link mechanism of a bogie traveling on a straight track,
FIG. 10 is a skeleton perspective view of a link mechanism of a bogie traveling on a curved track, FIG. 11 is an operation explanatory view of a conventional example in a track curved portion, FIG. 12 is a front view of another conventional example, FIG. Twelfth
It is a skeleton perspective view of the link mechanism of a figure. 1… bogie frame beam 3… wheel set 5… axle box 11… body 16… vertical lever 18… horizontal link 19… vertical link 20, 21… operation link a… vertical Distance from the center of connection between the lever and bogie frame to the horizontal link mounting center b: Distance from the center of connection between the vertical lever and bogie frame beam to the operating link mounting center L: Between bogie centers before and after the vehicle Distance l: Distance between the wheel sets of the bogie

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Mori Kakami 4820 Sakashita, Sakashita-machi, Ena-gun, Gifu Prefecture (72) Inventor Genjiro Yoneda 3-9-60 Inadashinmachi, Higashi-Osaka City, Osaka Kinki Vehicle Co., Ltd. 56) References: JP-A 63-94079 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61F 5/38 B61F 5/30

Claims (1)

(57) [Claims] 1. A bolsterless railway vehicle having a pillow beam omitted, wherein a vertical lever having a lower end pivotally attached to a holding arm on a beam side of the bogie is provided below a lower surface of the vehicle body on both sides in a width direction. The upper end is rotatably connected to one end of a horizontal link disposed in the width direction of the vehicle body, and the other end of the horizontal link is pivotally connected to the lower end of a vertical link pivotally supported on the lower surface of the vehicle body. The other end of each of two operation links, one end of which is pivotally connected to the front and rear axle box, is rotatable at each position at an equal distance in the up and down direction from the coupling center with the holding arm on the bobbin side beam side. The ratio of the distance from the connection center between the vertical lever and the holding arm on the beam side of the bogie to the operation link mounting center and the distance from the horizontal link mounting center to the distance between the bogie wheel axles and the body Inside the truck in the front-rear direction A bogie for a railway vehicle, characterized in that the bogie is determined to be equal to a distance between centers.