JP5845125B2 - Rotation angle detection mechanism - Google Patents

Description

  The present invention relates to a rotation angle detection mechanism that detects a rotation angle of a second rigid body with respect to a first rigid body, and is applied to, for example, detection of a rotation angle of a carriage with respect to a vehicle body of a railway vehicle.

  The bogie angle-linked steering trolley currently in practical use detects the bogie angle (relative rotation angle around the vertical axis between the vehicle body and the trolley) with a lever / link device and mechanically controls the steering angle of the front and rear wheel axles. (See Patent Document 1). It has been confirmed that by using such a mechanism, the lateral pressure during circular curve traveling is reduced.

JP-A-10-203364

  However, the object of the mechanism of the steering cart is limited to a cart with a bolster having a bolster.

  The cart with a bolster is a structure that allows rotational displacement about the vertical axis of the vehicle body and the cart by the bolster and the center plate. Since the bolster cart rotates around the center plate, the bogie angle can be detected relatively easily.

  By the way, the current railcar bogie is a bolsterless bogie that does not have the bolster. Since the bolsterless cart has no mechanical center of rotation, no bogie angle has been detected.

  Accordingly, an object of the present invention is to provide a rotation angle detection mechanism that mechanically detects the rotation angle of the second rigid body around the virtual rotation axis with respect to the first rigid body.

  Hereinafter, the features of the present invention will be described with reference numerals. Note that the reference numerals are for reference, and the present invention is not limited to the embodiments.

The rotation angle detection mechanism (30, 30A) according to the first feature of the present invention detects the rotation angle of the second rigid body (20) around the virtual rotation axis (A1) relative to the first rigid body (10). And a first point (P1) and a second point (P2) arranged symmetrically with respect to the rotation axis (A1) and fixed to the second rigid body (20), The first point through the first and third connecting rods attached to the rigid body (10) and extending in the tangential direction of the first point (P1) and the second point (P2), respectively. The first turning mechanism (32) and the second turning mechanism (35) connected to (P1) and the second point (P2), respectively, and the first turning mechanism (32) and the second turning mechanism. A differential mechanism interlocked with the first point (P1) and the second point (P2) via the direction mechanism (35). The differential mechanism includes a differential link (37) that is connected to the first direction changing mechanism (32) and the second direction changing mechanism (35) and is rotatable about a rotation center, and a differential link (37). Output links (38, 61) connected to the center of rotation and movably connected to the first rigid body (10).

  In the above characteristics, when the second rigid body (20) rotates at a rotation angle around the rotation axis (A1) with respect to the first rigid body (10), the differential link (37) is moved to the first rigid body (10). The output link (38, 61) is displaced relative to the first rigid body (10) in proportion to the rotation angle.

  When the second rigid body (20) is translated or rotationally moved about an axis perpendicular to the rotational axis (A1) relative to the first rigid body (10), the output link (38, 61) is moved to the first rigid body. In contrast, it is not displaced.

  The output link (38, 61) rotates or moves linearly with respect to the first rigid body.

  The first turning mechanism (32) and the second turning mechanism (35) are the rotation axes (A1) of the first point (P1) and the second point (P2) with respect to the first rigid body (10). The displacement in the surrounding tangential direction is changed to a linear direction connecting the first turning mechanism (32) and the second turning mechanism (35).

  At least one of the first turning mechanism (32) and the second turning mechanism (35) is a bell crank.

  The first rigid body is a vehicle body (10) of the railway vehicle (1), and the second rigid body is a carriage (20) of the railway vehicle (1).

  According to the feature of the present invention, the rotation angle around the virtual rotation axis of the second rigid body relative to the first rigid body can be mechanically detected, so there is no need to worry about electrical failure.

1 is a plan view of a railway vehicle according to a first embodiment. FIG. 2 is an elevation view of the railway vehicle shown in FIG. 1. It is a perspective view which shows the rotation angle detection mechanism of the rail vehicle shown in FIG. FIG. 4 is a schematic plan view of the rotation angle detection mechanism shown in FIG. 3. FIG. 5 is an enlarged side view of a differential link and an output link shown in FIG. 4. FIG. 5 is a schematic diagram showing the operation of the rotation angle detection mechanism shown in FIG. 4 when the carriage rotates about the rotation axis with respect to the vehicle body. It is a schematic diagram which shows operation | movement of the rotation detection mechanism shown in FIG. 4 when a trolley | bogie is displaced back with respect to a vehicle body. It is a schematic diagram which shows operation | movement of the rotation detection mechanism shown in FIG. 4 when a trolley | bogie is displaced ahead with respect to a vehicle body. FIG. 5 is a schematic diagram showing the operation of the rotation detection mechanism shown in FIG. 4 when the carriage is displaced in the left-right direction with respect to the vehicle body. It is a schematic diagram of the rail vehicle which drive | works the track | orbit of a curve area. (A), (B) is a schematic diagram which shows the bogie of the rail vehicle which drive | works the track | orbit of a curve area. It is a perspective view which shows the rotation detection mechanism concerning 2nd Embodiment.

  Hereinafter, embodiments will be described in detail with reference to the drawings.

First Embodiment As shown in FIGS. 1 and 2, a railway vehicle 1 includes a vehicle body 10 as a first rigid body and a bolsterless carriage (hereinafter referred to as a carriage) as a second rigid body that supports the vehicle body 10. 20 The cart 20 includes front and rear wheel shafts 22A and 22B that rotatably support traveling wheels 21A, 21B, 21C, and 21D on rails R1 and R2 installed on the road bed B1, and a shaft box that supports the wheel shafts 22A and 22B. 23A, 23B, 23C, 23D, axle box support devices 24A, 24B, 24C, 24D attached to axle boxes 23A-23D, carriage frame 25, and left and right air springs 26A attached to the top of carriage frame 25 , 26B. The cart 20 is connected to a rotation angle detection mechanism 30 that detects a rotation angle of the carriage 20 around a virtual rotation axis A1 with respect to the vehicle body 10 (see FIG. 3), and is connected to an output link 38 of the rotation angle detection mechanism 30. It has the pneumatic valve 40 which outputs an air pressure to the axle box support apparatus 24A-24D.

  Here, the shaft box 23A-23D includes a bearing that rotatably supports the wheel shafts 22A and 22B, a shaft box body that accommodates the bearing, a lubricating device, and the like.

  The axle box support devices 24A to 24D include actuators 50A, 50B, 50C, and 50D that are connected by using the pneumatic valve 40 and the air pipes S1, S2, S3, and S4. Actuators 50A-50D have an air spring and a return spring that resists the air spring. The air spring has a function of expanding when compressed air of a certain pressure or higher is supplied. By extending the air spring, the rudder of the wheel shafts 22A and 22B is changed in the radial direction to assist the self-steering function of the wheel shafts 22A and 22B.

  The pneumatic valve 40 includes a bearing 41 as a rotating pair and an output shaft 42 that is rotatably supported by the bearing 41. The pneumatic valve 40 has a function of opening and closing the valve according to the rotation angle of the output shaft 42.

  As shown in FIGS. 3, 4 and 5, the rotation angle detection mechanism 30 includes a first connecting rod 31 rotatably connected to a pin fixed to the first point P <b> 1 of the carriage 20, and a first connection. The first bell crank 32 is connected to the rod 31 and is rotatable as a first turning mechanism, and the second connecting rod 33 is connected to the first bell crank 32. The rotation angle detection mechanism 30 includes a third connecting rod 34 that is rotatably connected to a pin fixed to the second point P2 of the carriage 20, and a second variable that is connected to the third connecting rod 34 and is rotatable. A second bell crank 35 serving as a direction mechanism and a fourth connecting rod 36 connected to the second bell crank 35 are provided. Further, the rotation angle detection mechanism 30 includes a rotatable differential link 37 connected to the second connecting rod 33 and the fourth connecting rod 36, and an output link 38 connected to the rotation center C1 of the differential link 37. Have. The differential link 37 and the output link 38 constitute a differential mechanism of the present invention.

  Here, the first point P1 and the second point P2 are arranged symmetrically about the rotation axis A1 of the carriage 20. That is, the first point P1 and the second point P2 are positioned at an equal distance from the rotation axis A1. The first and third connecting rods 31 and 34 have, for example, the same length and extend in the tangential direction of the rotation of the carriage 20 from the first point P1 and the second point P2.

  The first and second bell cranks 32 and 35 are arranged in the tangential direction of the rotation of the carriage 20 at the first point P1 and the second point P2, respectively. The rotation centers of the first and second bell cranks 32 and 35 are rotatably connected to pins P3 and P4 fixed to the vehicle body 10. The first and second bell cranks 32 and 35 have a pair of arms that form an angle of 90 degrees, for example, from the center of rotation. The angle formed by the pair of arms may be appropriately selected. The first and second bell links 32 and 35 are linear directions connecting the first and second bell links 32 and 35 with the displacement in the tangential direction of the rotation of the first point P1 and the second point P2 of the carriage 20. Change to the displacement.

  The differential link 37 is connected to the second connecting rod 33 and the fourth connecting rod 36 at a position equidistant from the rotation center C1. The rotation center C1 of the differential link 37 is connected to the output link 38 with a pin, and can rotate around the pin. When the differential link 37 receives a displacement of the same magnitude in the same direction from the second connecting rod 33 and the fourth connecting rod 36, the differential link 37 performs a translational motion with respect to the vehicle body 10 while maintaining the posture with respect to the vehicle body 10. Do. On the other hand, when the differential link 37 receives displacements of the same size in opposite directions from the second connecting rod 33 and the fourth connecting rod 36, the differential link 37 performs a rotational motion about the rotation center C1.

  The linear output link 38 has one end connected to the rotation center C1 of the differential link 37 via a pin and the other end as a rotation center connected to the output shaft 42. The rotation center of the output link 38 is positioned, for example, on a center line passing through the rotation axis A1 of the carriage 20 and away from the rotation axis A1. The output link 38 can rotate with the output shaft 42. The output link 38 rotates at a rotation angle proportional to the rotation angle of the carriage 20 relative to the vehicle body 10. The proportional relationship is determined by the distance from the rotation axis A1 of the first point P1 and the second point P2 and the length of the output link 38.

  Next, the operation of the rotation angle detection mechanism 30 will be described.

  As shown in FIG. 6, the carriage 20 rotates at a predetermined rotation angle (bogie angle) counterclockwise about the rotation axis A <b> 1 with respect to the vehicle body 10. At the same time, the first point P1 and the second point P2 of the carriage 20 are displaced in the tangential direction of the same rotation. At this time, the first connecting rod 31 is displaced according to the first point P1, and the displacement in the tangential direction of the rotation of the first point P1 is transmitted to the first bell crank 32. The third connecting rod 34 is displaced according to the second point P2, and the displacement in the tangential direction of the rotation of the second point P2 is transmitted to the second bell crank 35.

  The first bell crank 32 rotates counterclockwise around the pin P3, and the second bell crank 35 rotates counterclockwise around the pin P4. As a result, the first and second bell cranks 32 and 35 are displaced in the tangential direction of rotation of the first point P1 and the second point P2 in the linear direction connecting the first and second bell cranks 32 and 35. Change to the displacement.

  The second connecting rod 33 is displaced according to the rotation of the first bell crank 32 and pushes the differential link 37. The fourth connecting rod 36 is displaced according to the second bell crank 35 and pulls the differential link 37. As a result, the differential link 37 translates in a linear amount connecting the first and second bell cranks 32 and 35 while maintaining a posture with respect to the vehicle body 10.

  Due to the translational movement of the differential link 37, the output link 38 rotates with the output shaft 42 at a rotation angle proportional to the rotation angle of the carriage 20. Thereby, the rotation angle detection mechanism 30 can detect the rotation angle of the carriage 20 with respect to the vehicle body 10.

  Next, as shown in FIG. 7, the carriage 20 translates backward with respect to the vehicle body 10. At this time, the first connecting rod 31 and the third connecting rod 34 are displaced rearward according to the first point P1 and the second point P2. The first connecting rod 31 rotates the first bell crank 32 in the clockwise direction, and the third connecting rod 34 rotates the second bell crank 35 in the counterclockwise direction.

  The first bell crank 32 displaces the second connecting rod 33 according to the rotation angle, and the second connecting rod 33 is a differential link in a linear direction connecting the first bell crank 32 and the second bell crank 35. Pull one end of 37. On the other hand, the second bell crank 35 displaces the fourth connecting rod 36 according to the rotation angle, and the fourth connecting rod 36 has a difference in the linear direction connecting the first bell crank 32 and the second bell crank 35. Pull the other end of the moving link 37.

  The third and fourth connecting rods 33 and 36 cause a couple force to act on the differential link 37 and rotate the differential link 37 clockwise about the rotation center C1. As a result, the output link 38 does not rotate and maintains the posture with respect to the vehicle body 10, and does not output rotational motion to the pneumatic valve 40.

  As shown in FIG. 8, the carriage 20 translates forward with respect to the vehicle body 10. At this time, the first connecting rod 31 and the third connecting rod 34 are displaced forward according to the first point P1 and the second point P2. The first connecting rod 31 rotates the first bell crank 32 counterclockwise, while the third connecting rod 34 rotates the second bell crank 35 clockwise. The first bell crank 32 displaces the second connecting rod 33 according to the rotation angle, and the second connecting rod 33 is a differential link in a linear direction connecting the first bell crank 32 and the second bell crank 35. Press one end of 37. On the other hand, the second bell crank 35 displaces the fourth connecting rod 36 according to the rotation angle, and the fourth connecting rod 36 has a difference in the linear direction connecting the first bell crank 32 and the second bell crank 35. The other end of the moving link 37 is pushed. The second connecting rod 33 and the fourth connecting rod 36 apply a couple force to the differential link 37 to rotate the differential link 37 counterclockwise about the rotation center C1. As a result, the output link 38 does not rotate and maintains the posture with respect to the vehicle body 10, and does not output rotational motion to the pneumatic valve 40.

  Next, as shown in FIG. 9, the carriage 20 translates in the left-right (lateral) direction with respect to the vehicle body 10. At this time, the first connecting rod 31 and the third connecting rod 34 are connected to the first bell crank 32 according to the first point P1 and the second point P2, respectively, Rotate clockwise around the connecting point. On the other hand, the first and second bell cranks 32 and 35, the second and fourth connecting rods 33 and 36, the differential link 37 and the output link 38 maintain the posture with respect to the vehicle body 10, and the output link 38 is connected to the pneumatic valve 40. Does not output rotational motion.

  Next, the carriage 20 rotates about the axis orthogonal to the rotation axis A <b> 1 with respect to the vehicle body 10. This is a case where the cart 20 rotates up and down around the left-right axis with respect to the vehicle body 10 (pitch), and a case where the cart 20 rotates around the axis in the front-rear direction with respect to the vehicle body 10 (roll). .

  In these cases, the differential link 37 and the output link 38 maintain the posture with respect to the vehicle body 10, and the output link 38 does not output rotational motion to the pneumatic valve 40.

  From the above, the rotation angle detection mechanism 30 detects the rotation angle when the carriage 20 rotates around the rotation axis A <b> 1 with respect to the vehicle body 10, and outputs the rotation of the rotation angle to the pneumatic valve 40. On the other hand, the rotation angle detection mechanism 30 does not output rotation to the pneumatic valve 40 when the carriage 20 translates back and forth, left and right with respect to the vehicle body 10, or when it rotates around an axis orthogonal to the rotation axis A1. .

  Next, the operation of the railway vehicle 1 will be described.

  As shown in FIG. 10, when the railway vehicle 1 enters the curved section of the tracks R1, R2, the carriages 20A, 20B of the railway vehicle 1 rotate around the rotation axis A1 with respect to the vehicle body 10, and the vehicle body 10, the carriage 20A, A bogey angle (rotation angle) is generated between 20B and 20B.

  At this time, the output link 38 of the rotation angle detection mechanism 30 outputs a rotational motion to the pneumatic valve 40 according to the rotation angle of the carriages 20A and 20B relative to the vehicle body 10 (see FIG. 1). The pneumatic valve 40 extends the actuators 50A and 50C, but does not extend the actuators 50B and 50D. As a result, as shown in FIG. 11B, the wheel shafts 22A and 22B can be assisted in the radial direction along the curves of the tracks R1 and R2.

  According to the above embodiment, since the rotation angle of the carriage 20 with respect to the vehicle body 10 can be mechanically detected, there is no need to worry about an electrical failure.

  Since the pneumatic valve 40 is mechanically operated in conjunction with the rotation angle of the carriage 20 relative to the vehicle body 10, there is no need to worry about electrical failure.

  The actuators 50A to 50D are mechanically operated in conjunction with the rotation angle of the carriage 20 relative to the vehicle body 10 to assist the steering of the wheel shafts 22A and 22B with respect to the carriage 20, so that an active steering system based on electrical control is used. There is no fear of reverse steering due to failure.

Second Embodiment As shown in FIG. 12, the rotation angle detection mechanism 30A supports the output link 61 attached to the rotation center C1 of the differential link 37 using a pin, and the output link 61 so that the output link 61 can move straight. At the same time, a linear guide 62 as a straight-ahead pair fixed to the pneumatic valve 40 is provided.

  According to this embodiment, when the carriage 20 rotates about the rotation axis A <b> 1 with respect to the vehicle body 10, the output link 61 moves linearly with respect to the linear guide 62. That is, the rotation angle detection mechanism 30 </ b> A outputs the displacement in the tangential direction of the rotation of the first point P <b> 1 and the second point P <b> 2 of the carriage 20 with respect to the vehicle body 10 as a straight displacement by the output link 61.

  In addition, this invention is not limited to this embodiment, Moreover, each embodiment can be changed and corrected in the range which does not change the meaning of invention. The first and second deflection mechanisms are not limited to the bell crank, and for example, a wire may be hung on the rotating body and the wire may be connected to the first point, the second point, and the differential link. The first and second changing mechanisms may change the direction of displacement using a gear mechanism.

DESCRIPTION OF SYMBOLS 1 Railcar 10 Car body 20 Bogie 22A, 22B Wheel shaft 23A-23D Shaft box 24A-24D Shaft box support device 30, 30A Rotation angle detection mechanism 31 1st connecting rod 32 1st bell crank 33 2nd connecting rod 34 2nd 3 connecting rod 35 second bell crank 36 fourth connecting rod 37 differential link 38 output link 40 pneumatic valve 41 bearing 42 output shaft 50A-50D actuator 61 output link 62 linear guide

Claims (7)

A rotation angle detection mechanism for detecting a rotation angle of a second rigid body with respect to a first rigid body around a virtual rotation axis,
A first point and a second point arranged symmetrically with respect to the rotation axis and fixed to a second rigid body;
The first point and the second point are attached to the first point and the second point via first and third connecting rods attached to the first rigid body and extending in the tangential direction of the first point and the second point, respectively. A first turning mechanism and a second turning mechanism connected to each other;
A differential mechanism interlocking with the first point and the second point via a first direction change mechanism and a second direction change mechanism;
The differential mechanism is
A differential link coupled to the first turning mechanism and the second turning mechanism and rotatable about a rotation center;
A rotation angle detection mechanism having an output link connected to the rotation center of the differential link and movably connected to the first rigid body. When the second rigid body rotates at a rotation angle around the rotation axis with respect to the first rigid body,
The differential link maintains a position relative to the first rigid body;
The output link is displaced relative to the first rigid body in proportion to the rotation angle;
The rotation angle detection mechanism according to claim 1. 3. The rotation according to claim 1, wherein the output link is not displaced with respect to the first rigid body when the second rigid body is translated or rotationally moved about an axis orthogonal to the rotation axis with respect to the first rigid body. Angle detection mechanism. The output link rotationally or linearly moves with respect to the first rigid body;
The rotation angle detection mechanism according to any one of claims 1 to 3. The first direction change mechanism and the second direction change mechanism change a tangential displacement around the rotation axis of the first point and the second point relative to the first rigid body with respect to the first direction change mechanism and the second direction change mechanism. The rotation angle detection mechanism according to any one of claims 1 to 4, wherein the rotation angle detection mechanism is changed to a linear direction connecting the two deflection mechanisms. The rotation angle detection mechanism according to any one of claims 1 to 5, wherein at least one of the first direction change mechanism and the second direction change mechanism is a bell crank. The first rigid body is a vehicle body of a railway vehicle;
The rotation angle detection mechanism according to any one of claims 1 to 6, wherein the second rigid body is a carriage of a railway vehicle.

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