JP3394056B2 - Railcar bogie - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a bogie of a railway vehicle (a railway vehicle itself when each vehicle does not have an individual bogie).

[0002]

2. Description of the Related Art Wheels currently used in railways are designed to allow smooth passage of a curved portion or a point portion of a rail, and between a flange of the wheel and the rail. For the purpose of, for example, preventing the uneven contact of the flange that causes the uneven wear of the flange and causing the uneven wear of the flange, the tread surface of the wheel is provided with a downward slope.

That is, in the curved portion of the rail, the wheel is moved outward with respect to the rail by centrifugal force, and the rotation diameter of the inner wheel becomes smaller than the rotation diameter of the outer wheel due to the gradient of the wheel, so that the curved portion is naturally formed. It is a curve.

There is no room for countermeasures such as artificially optimizing the slope of the tread surface of the wheel by adjusting the amount of slack and the amount of cant in the curved portion in accordance with the curvature of the curved portion. However, after all, the flexibility of the combination of the curvature of the curve portion and the train speed at that time is not sufficient, and in many cases, a considerable curve resistance is inevitable.

Further, since the timing of the meandering of each axle solely depends on natural factors, sometimes the front and rear axles of each trolley make a meandering movement, resulting in a slope on the tread. In a wheel with a wheel, the axle vibrates left and right when viewed from the front and rear in the straight part of the rail, and the inevitable phenomenon that the vehicle runs while alternately tilting left and right is extremely uncomfortable, and in some cases It causes even a dangerous phenomenon called a great shaking of the car body.

In a train or an electric locomotive, this causes troubles such as generation of a large spark and, in a severe case, development of current collection, which causes a large disconnection from the trolley wire of the current collector. This is a problem that cannot be ignored because it also causes the problem.

In rare cases, it is not always related to the problem of the phase of the front and rear axles, and the lateral pressure on the flange exceeds the limit due to intensification of the meandering of the axle. It also causes a "rising phenomenon" and, in the end, a derailment caused by it.

Certainly, although the "badness" may sometimes occur, the slope itself given to the tread of the wheel is generally left when traveling at a normal speed. It is considered that the intended function is fulfilled without any serious obstacle.

However, during high-speed traveling, the above-mentioned phenomenon and various adverse effects based on it are no longer limited to "time" or "rarely" at least in terms of distance scale, and "often" occur. In addition to the fear, there is a possibility that the wheel may move due to the uplifting phenomenon of the axle, which occurs from the stage before the above-mentioned "climbing phenomenon" to the rail of the flange due to intensification of the meandering of the axle, which becomes remarkable as the speed increases. Based on the reduction of the effective friction coefficient with the rail surface, the reduction of the driving force that can be transmitted by the driving wheel during power running and the reduction of the braking force that can be applied during braking due to the reduction of the applicable braking force of the braking wheel The problem that is one of the direct factors that hinder high-speed running of non-floating railways, such as easy appearance of sliding, is an unavoidable serious problem (sliding of braking wheels is Since the cause of the wear place is a phenomenon that must be avoided).

[0010] In addition, the increase in the running speed of the rubbing sound and the hitting sound to the rail due to the flange caused by the meandering of the axle is one of the indirect factors that hinder the high speed running of the railway, which is called the noise problem. it is conceivable that.

Therefore, in the Shinkansen axle, it is 1/4 of the basic type tread wheel for conventional lines, and the so-called N type tread wheel used in JR freight cars. 1 /
It has been adopted as a pillar of measures to alleviate the occurrence of various inconveniences by adopting a tread slope with a gentle slope of 40, but the present situation is not sufficient.

By the way, when considering the role of the slope of the tread, it can be seen that the problem can be divided into two parts. That is, there is a problem of smooth passage of the curved portion and a problem of preventing the flange from hitting. Therefore, if these two problems are solved by other means, the wheels may be flat wheels with a tread slope of zero.

Therefore, according to the present invention, it may be necessary for the axle to meander to some extent in order to prevent uneven contact of the flange, but it is problematic for smooth passage of a curved portion or a point portion of a wheel tread. Based on the idea that the gradient is not always necessary, and embodying this, flat wheels (things that function functionally like flat wheels even if they are not flat wheels in terms of shape, and manufacturing advantages (Including wheels with a tread slope that has a very slight slope that is adopted from the above), it has realized a dolly that makes it possible to adopt the current method that uses wheels with a tread slope. It is intended to provide a bogie for a railway vehicle which is capable of drastically reducing various inconvenient phenomena that accompany it and which is comfortable to ride and can reasonably perform higher speed traveling.

[0014]

The gist of the present invention will be described with reference to the accompanying drawings.

Each wheel 1 is provided with an individual prime mover 3, and when the prime mover 3 travels along a curved portion of the rail, the rotational speed of the inner wheel 1 is made smaller than that of the outer wheel 1,
The present invention relates to a bogie for a railroad vehicle, which is provided with a wheel rotation speed control unit that causes the front and rear wheels 1 having the front and rear wheel rotation speed differences to be in a laterally reversed state when traveling on a straight portion of the rail.

A main prime mover 3 for driving the left and right wheels 1 at different rotational speeds is provided on each axle 2. When the main prime mover 3 travels along a curved portion of a rail, the rotational speed of the wheel 1 is set to the inner side and the outer wheel 1 is set to the outer side. And a wheel rotation speed control unit that makes the left and right wheel rotation speed difference between the front and rear wheels 1 reverse when the straight portion of the rail travels. It is related to.

[0017]

When the truck a travels along the curved portion of the rail, the truck a smoothly passes through the curved portion by operating with different rotational speeds (rotational speeds) between the wheel 1 and the inner wheel 1. To do.

When traveling on a straight road (straight part of the rail), the front left / right rear wheel 1 and the front right / left rear wheel 1 of the truck a are set to have opposite phases around the average speed. By driving with different strengths, the front axle 8 and the rear axle 9 run on the rails appropriately and in reverse phase so that the flanges do not often hit the rails, and the truck a
Runs on the rails more smoothly than the current system.

[0019]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As a preferred embodiment of the present invention, a trolley a for a railroad vehicle having two biaxial and four wheels, in which both biaxes operate as driving wheels, will be described.

FIG. 1 shows an embodiment (first embodiment) of the invention according to claim 1.
(Example) is illustrated.

In this embodiment, the left and right wheels 1 and the axles 2 connecting them are not so-called rigid, but a double bearing structure 5 is adopted to allow the left and right wheels 1 to perform a differential action. The structure is such that each wheel 1 is driven by an individual prime mover 3 so that the meandering of the axle 2 is placed under artificial control (the vehicle has a bogie. If it is not a single vehicle, it is the vehicle itself).

Therefore, each wheel 1 which is allowed to operate in a differential manner is driven by an individual prime mover 3, and these are controlled by the wheel rotation speed control section accordingly, and the meandering of the axle 2 is artificially performed. Try to put it under control.

At this time, since the trolley a is allowed to differentially move the respective wheels 1 according to the traveling speed of the trolley and the condition of the rail, for example, when the trolley a travels on the curved portion of the rail, the outside prime mover is driven. The rotation of the prime mover 3 of the set of 3 and the set of the inner prime mover 3 is performed by making a difference in the rotation speed according to the condition of the rail in the curved portion such as the radius of curvature and the amount of the cant and the traveling speed of the carriage a. , The truck a smoothly passes through the curved portion. Also, when traveling on a straight road (straight part of the rail), the wheel 1 on the left front / right rear and the wheel 1 on the right front / left rear of the truck a are strengthened so that they are in opposite phases around the average speed. By driving in this manner, the front axle 8 and the rear axle 9 travel appropriately on the rail so that the flanges do not often hit the rail, and meander in the opposite phase, and the carriage a moves on the rail. It runs more smoothly than the system type.

The wheel 1 is a flat wheel 1 '(a wheel (wheel 1 "(shown in FIG. 3) which has a shape similar to the case where the flat wheel is adopted in the normal running of the present invention). 'And an example thereof), and a graded wheel 1 having an extremely slight grade, which is adopted due to its mechanical advantage).

By driving the front, rear, left, and right four wheels 1 by individual prime movers 3 and controlling them accordingly, the above-mentioned action can be realized for both straight and curved portions. This is quite possible with current power electronics technology.

FIG. 2 shows an embodiment according to claim 2 (second embodiment).
Is illustrated.

In this embodiment, the left and right wheels 1 and the axles 2 connecting them are not so-called rigid, but a differential gear mechanism 6 is adopted to allow the left and right wheels 1 to perform a differential operation. The main motor 3 (which may not have this motor for the auxiliary axle) that supplies the main driving force to the axle 2 through the input portion of the differential gear mechanism 6 and the double bearing structure 5
And a power source 4 for providing a differential force between the left and right wheels 1 via a bevel gear mechanism composed of two gears, a small bevel gear 7 and a large bevel gear 7 ′.
It was designed to put the serpentine runner under artificial control.

Therefore, since the bogie a is allowed to perform a differential operation on the respective axles 1 according to the traveling speed and the condition of the rail, when the bogie a travels on the curved portion of the rail, the front axle is moved. The power source 4 for applying a differential force between the left and right wheels 1 of 8 and the power source 4 for applying a differential force between the left and right wheels 1 of the rear axle 9 are in phase with each other, and the left and right wheels 1 rotate in accordance with the situation at that time. By driving at different speeds, the truck a smoothly passes through the curved portion as before.

Further, when traveling on a straight road, the power source 4 which gives a differential force between the left and right wheels 1 of the front axle 8 and the power source 4 which gives a differential force between the left and right wheels 1 of the rear axle 9 are in opposite phase relation to each other. By driving while controlling so as to generate a differential force (in this case, the average value is 0), the front axle 8 and the rear axle 9 run on the rail while meandering appropriately as before. Then, it smoothly runs on the truck a rail.

As a structure in which the differential gear mechanism 6 is adopted to allow the left and right wheels 1 to differentially move, the wheel 1 has flat wheels 1 '(as in the normal running of the present invention, as before. Wheels that have the same running style as the case where flat wheels are adopted (wheel 1 ″ (an example is shown in FIG. 3 together with the flat wheel 1 ′)) , Including a wheel 1 with a gradient having a very slight road gradient, etc., and the difference between the left and right wheels 1 and the main prime mover 3 which supplies the main driving force to the axle 2 through the input portion of the differential gear mechanism 6. Inner rotor M to power
₁ and the electric motor M having the outer rotor M ₀ (the prime mover 4 may be regarded as the electric motor M) in combination with each other so that they can be controlled accordingly, and thereby the above-mentioned operation is performed in a straight line portion, It can be realized for any of the curved portions.

This is also possible with the current power electronics technology.

In any of these embodiments, the meandering of the front axle 8 and the getting-off axle 9 on the straight road can be extremely slow, and the meandering phases are opposite to each other. It is possible to prevent the meandering at the position of the center plate b of the trolley a which is the main cause of the swaying of the vehicle, and to cause the axle 2 to vibrate left and right when viewed from the front-rear direction while traveling. In addition to eliminating most of the above-mentioned phenomenon that cannot be avoided with the wheel 1 with a slope, the vehicle body does not shake severely even at high speeds. Therefore, the riding comfort is greatly improved, and the occurrence of various inconveniences such as large sparks in the case of electric trains and electric locomotives, difficulty in collecting electricity, and the like caused by large shaking of the vehicle body are significantly reduced.

Further, the phenomenon of the reduction of the transmittable driving force and the applicable braking force due to the reduction of the effective friction coefficient at the time of high-speed running is also alleviated significantly, and further, the friction noise and the impact noise of the flange with respect to the rail are alleviated. To be done.

By improving these problems over many items, even in the non-floating type railway, it is safer to drive at a higher speed than in the case of the current system which uses the graded wheels. It is possible without sacrificing the ride quality and riding comfort.

Further, in carrying out the present invention, when passing through a curved portion of a rail, for example, information relating to the curved portion is transmitted from the ground side as data and received on the vehicle, and the data is It is conceivable to adopt a method of determining the control amount for generating the differential force based on the speed of the carriage a at the time of.

Further, according to the present invention, even when passing through a curved portion of the rail, unlike the conventional method, a strong centrifugal force for effectively working the gradient is not required. If the area is set to be small, it is possible to further reduce the curve resistance by setting the cant to be strong in a range that does not impair safety.

In addition to the adoption of the control system for determining the control amount based on the transmission and reception of the data between the ground and the vehicle as described above when passing through the point portion of the rail, the idea of the suspension geometry in the vehicle is introduced. By doing so, the positional relationship of the front and rear axles 2 becomes non-parallel (naturally the outer side becomes wider) with respect to the biased load on the left and right wheels 1 caused by the strong centrifugal force that inevitably acts when passing the point. It is also effective to adopt a device that changes and copes with it, because it does not require the supply of a large differential force that is required when passing through the point when such a device is not used.

In the figure, reference numeral b is the position of the normal center of the carriage a, M is the prime mover 3 or the power source 4 which gives the differential force, and M ₁ is the inner rotor of the electric motor M which gives the differential force. (Axis 1
2 is fixed), M ₀ is an outer rotor of the electric motor M which gives a differential force (connected to the bevel gear 7), 4 is a power source which gives a differential force, 10 is a small gear (pinion), 11 is a large gear
(Gear) and 12 are input shafts (= output shafts of the prime mover 3) to the differential gear mechanism.

[0039]

Since the present invention is constructed as described above, the meandering in the straight portions of the rails of the front and rear axles can be made to have a very slow tone, and the meandering is also in the opposite phase. Therefore, it is possible to prevent the meandering at the position of the trolley of the trolley, which is the main cause of the sway of the car body, from occurring, and by adopting flat wheels etc. In addition to almost eliminating the phenomenon that could not be avoided by the conventional wheel system with a tread slope that runs while vibrating in an oscillating manner, it does not cause the phenomenon of big shaking of the car body even at high speeds. Like

Therefore, the riding comfort is greatly improved, and in a train or an electric locomotive, a large spark is generated or, in a severe case, a trouble occurs such that the current collection is difficult. The occurrence of a large separation phenomenon from the trolley wire of the device is also significantly suppressed.

Furthermore, the risk of the "climbing phenomenon" of the flange on the rail and, eventually, the competing derailment caused by it, is greatly reduced.

Due to the flange, it is possible to largely mitigate the phenomenon of the reduction of the transmittable driving force and the applicable braking force due to the reduction of the effective friction coefficient between the wheel and the rail surface at the time of high speed running due to the lifting phenomenon of the axle. Amelioration of problems in many items such as scratching of rails and mitigation of impact noise is achieved.

As a result, even in the non-floating type railway, even higher speed traveling is possible without sacrificing safety and comfort, as compared with the case of the current system in which the wheels with slopes are adopted. We can provide excellent railway trucks.

Furthermore, in carrying out the present invention, since flat wheels or wheels having a tread shape having the same function as those will be adopted, even if the rail gauge is considerably loose, it is not so much for running the vehicle. There will be no hindrance.

As a result, the maintenance related to the rail gauge becomes considerably easy, and even if the rail gauge itself is changed by making a long-term plan and gradually implementing it. In this case, for example, even in the nationwide Shinkansen network plan currently planned, due to construction cost problems, full-scale Shinkansen is not laid, and for the time being, the gauge of the rail remains narrow gauge, aiming for considerably high speed running. As for the so-called Super Limited Express, it is possible to change to a full-scale Shinkansen by gradually changing the rail gauge after completion.

[Brief description of drawings]

FIG. 1 is a schematic plan view for explaining the structure of a first embodiment of the invention according to claim 1.

FIG. 2 is a schematic plan view for explaining the structure of a second embodiment of the invention as set forth in claim 2.

FIG. 3 is an example of each of a flat wheel and a “gray flat wheel” having a tread shape that functions similarly to the flat wheel.

[Explanation of symbols] 1 wheel 2 axles 3 prime mover or prime mover

Claims (2)

(57) [Claims] 1. An individual prime mover is provided for each wheel, and when traveling along a curved portion of a rail on this prime mover, the rotational speed of the inside wheel is made smaller than that of the outside wheel so that the linear portion of the rail travels. Is a bogie for a railroad vehicle, which is provided with a wheel rotation speed control unit for making the front and rear wheels having the left and right wheel rotation speed differences in opposite lateral directions. 2. A main prime mover for driving left and right wheels at different rotation speeds is provided on each axle, and when the main prime mover travels along a curved portion of a rail, the rotation speed of the inner wheel is set to be smaller than that of the outer wheel. A trolley for a railway vehicle, which is reduced in size and provided with a wheel rotation speed control unit that makes the left and right wheel rotation speed difference between the front and rear wheels opposite to each other when traveling on a straight portion of the rail.