JP7406088B2 - Railway vehicle bogies and railway vehicles equipped with the bogies - Google Patents

Description

The present invention relates to a bogie for a railway vehicle (hereinafter also simply referred to as a "bogie"), and particularly to a bogie whose front and rear wheel axles can be steered, and a railway vehicle equipped with the bogie and a car body.

A railway vehicle consists of a car body and a bogie, and runs on rails. When a railway vehicle passes through a curved road, the wheels generate a force that pushes the rail in the left and right direction, so-called lateral pressure. In particular, lateral pressure tends to increase at the exit of a curved road. This is because the trajectory transitions from the exit transitional curve section to the exit straight section, and it is difficult for the wheel set to follow the trajectory. If the lateral pressure is large, the risk of derailment increases. Therefore, it is desirable to suppress lateral pressure.

As a technique for reducing lateral pressure at the exit of a curved road, for example, International Publication WO 2013/061641 pamphlet (Patent Document 1) discloses a bogie (hereinafter also referred to as "steering bogie") that is steered by front and rear wheel axles. In the steering truck described in Patent Document 1, steering devices are provided on the left and right sides of the truck frame, respectively. Each steering device includes a lever supported by the truck frame and three links. The first link connects the bolster and the lever. The second link connects the front wheelset axle box and lever. The third link connects the rear wheelset axle box and lever.

When a railway vehicle equipped with a steering bogie passes through a curved road, the lever is rotated via the first link due to the rotation of the bolster integrated with the vehicle body. As the lever rotates, the second link and the third link move in opposite directions in the front and rear directions. By moving the second link in the longitudinal direction, the steering angle of the front wheel axle is controlled, and by moving the third link in the longitudinal direction, the steering angle of the rear wheel axle is controlled. In the steering truck described in Patent Document 1, the steering angle of the wheel axle is operated such that the steering angle of the front wheel axle is larger than the steering angle of the rear wheel axle. Patent Document 1 states that immediately after a railway vehicle passes a curved road, a state in which the steering angle of the wheelset becomes excessively large with respect to the track (an oversteering state) is suppressed, and lateral pressure is reduced. There is.

International publication WO2013/061641 pamphlet

In the steering truck described in Patent Document 1, the connection portion between the first link and the bolster is composed of a shaft having a circular cross section and a hole into which the shaft is inserted. One of the link and bolster is provided with the shaft and the other with the hole. The shaft and the hole allow mutual rotation only about the shaft. That is, there is no gap between its shaft and its hole. Therefore, the connection portion between the link and the bolster has high rigidity in the front-rear direction. Similarly, the connection between the first link and the lever, the connection between the second link and the axle box, the connection between the second link and the lever, and the third link and the axle box. The connecting portion between the third link and the lever and the connecting portion between the third link and the lever are both rigid in the front-rear direction.

In the above-mentioned steering device, since all the connecting parts have rigidity in the longitudinal direction, force is directly transmitted between each link and the lever. Therefore, it can be said that the steering response is high. However, in reality, it was found that at the exit of a curved road where the track transitions from an exit transitional curve section to an exit straight section, the lateral pressure increases excessively and rapidly on the inner track side.

The present invention has been made in view of the above circumstances. One object of the present invention is to provide a steerable railway vehicle bogie and a railway vehicle that can suppress an excessively rapid increase in lateral pressure on the inner track side at the exit of a curved road.

The railway vehicle bogie according to the embodiment of the present invention includes a bogie frame, a bolster, a front wheel axle and a rear wheel axle provided on the bogie frame, and a left and right side of each of the front wheel axle and the rear wheel axle. The vehicle includes an axle box provided therein, and a steering device provided on the left side and the right side of the bogie frame, respectively. Each steering device steers a front wheel set and a rear wheel set. Each steering device includes a lever supported by the bogie frame, a first link connecting the bolster and the lever, a second link connecting the front axle box and the lever, and a rear axle box and the lever. and a third link connecting the two. The first link has a connecting portion between the first link and the bolster, and a connecting portion between the first link and the lever. The second link has a connection portion between the second link and the front axle box, and a connection portion between the second link and the lever. The third link has a connection portion between the third link and the rear axle box, and a connection portion between the third link and the lever. At least one of the connection portions between the second link and the axle box and the connection portion between the second link and the lever includes an elastic member. The yawing stiffness of the front wheel axle is 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less.

A railway vehicle according to an embodiment of the present invention includes the above-mentioned bogie and a car body.

Further, a railway vehicle according to an embodiment of the present invention includes a car body and a bogie. A bogie includes a bogie frame, a front wheel axle and a rear wheel axle provided on the bogie frame, axle boxes provided on the left and right sides of the front wheel axle and rear wheel axle, respectively, and axle boxes on the left side of the bogie frame. A steering device is provided on a side portion and a right side portion, respectively. Each steering device steers a front wheel set and a rear wheel set. Each steering device includes a lever supported by the bogie frame, a first link connecting the vehicle body and the lever, a second link connecting the front axle box and the lever, and a rear axle box and the lever. and a third link connecting the two. The first link has a connecting portion between the first link and the vehicle body, and a connecting portion between the first link and the lever. The second link has a connection portion between the second link and the front axle box, and a connection portion between the second link and the lever. The third link has a connection portion between the third link and the rear axle box, and a connection portion between the third link and the lever. At least one of the connection portions between the second link and the axle box and the connection portion between the second link and the lever includes an elastic member. The yawing stiffness of the front wheel axle is 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less.

The railway vehicle bogie and railway vehicle of the present invention can be steered, and can suppress an excessively rapid increase in lateral pressure on the inner track side at the exit of a curved road.

FIG. 1 is a top view schematically showing an example of a railway vehicle equipped with a bogie according to an embodiment of the present invention. FIG. 2 is a right side view of the railway vehicle shown in FIG. 1. FIG. 3 is a left side view of the railway vehicle shown in FIG. 1. FIG. 4 is a diagram showing variations in lateral force on a curved road in Inventive Example 1 and Comparative Example 1. FIG. 5 is a diagram showing variations in lateral force on a curved road in Inventive Example 2 and Comparative Example 1. FIG. 6 is a diagram showing variations in lateral force on a curved road in Inventive Example 3 and Comparative Example 1. FIG. 7 is a diagram showing variations in lateral force on a curved road in Comparative Example 2 and Comparative Example 1. FIG. 8 is a diagram showing variations in lateral force on a curved road in Comparative Example 3 and Comparative Example 1. FIG. 9 is a diagram showing the correlation between yawing stiffness and lateral pressure reduction rate. FIG. 10 is a diagram showing the correlation between the yawing stiffness and the left-right displacement of the wheel set in the exit straight section.

In order to solve the above problems, the present inventors proposed that a railway vehicle run on a curved road consisting of five sections (an entrance straight section, an entrance transitional curve section, a steady curve section, an exit transition curve section, and an exit straight section). Numerical analysis was carried out assuming that this would happen, and extensive research was carried out. As a result, the following findings were obtained. In addition, in this specification, the longitudinal direction means the direction in which the railway vehicle travels. That is, the front means the front when the railway vehicle is running, and the rear means the rear when the railway vehicle is running.

At the exit of a curved road where the track transitions from an exit transitional curve section to an exit straight section, the wheel axle itself attempts to return to its original position (steering angle is 0) due to the force acting on the wheels from the rails. This phenomenon in which the wheel set itself moves naturally along the rail is called self-steering of the wheel set.

Here, as described above, in the steering device for a bogie described in Patent Document 1, all the connecting portions have rigidity in the front-rear direction. In other words, the yawing rigidity of each of the front wheel set and the rear wheel set is extremely high. Therefore, even if the wheel axle tries to return to its original position, a resistance force is applied to the wheel axle (axle box) from the bolster integrated with the vehicle body through levers and links, and movement of the wheel axle is restrained. In other words, the steering device actually inhibits the self-steering of the wheelset. In this case, in particular, the preceding front wheel set does not return to its original position, but remains facing the inner track side of the curved road that the vehicle has passed. As a result, the wheels on the front axle come into contact with the inner rail, and the lateral pressure on the inner rail increases excessively and rapidly.

From the above, it can be said that in order to suppress an excessively rapid increase in lateral force at the exit of a curved road, the self-steering of the front wheel axle needs to be effectively realized. Therefore, it is sufficient to allow a moderate amount of yawing of the front wheelset at the exit of a curved road. Specifically, among the connecting portions in the steering device, the rigidity in the longitudinal direction of the connecting portion that is directly involved in the yawing of the front wheelset may be soft rather than rigid. In each steering device provided on the left and right sides of the bogie frame, the connection directly involved in the yawing of the front wheel axle is the two connections in the link that connects the vehicle body or a bolster integrated with the vehicle body, and the lever. These are the two connecting parts in the link that connects the front axle box (wheel axle) and the lever. Among these four connection parts, at least one of the two connection parts in the link connecting the front axle box and the lever may have a soft rigidity in the front-rear direction. A rigid-flexible connection can be realized by an elastic member. As a result, the yawing stiffness of the front wheelset becomes appropriate, neither small nor large.

The present invention was completed based on the above findings.

A railway vehicle bogie according to an embodiment of the present invention includes a bogie frame, a bolster, a front wheel axle, a rear wheel axle, four axle boxes, and two steering devices. The front wheel set and the rear wheel set are provided on the bogie frame. The axle boxes are provided on the left and right sides of the front wheel axle and the rear wheel axle, respectively. The steering device is provided on the left side and the right side of the bogie frame, respectively. Each steering device steers a front wheel set and a rear wheel set.

Each steering device includes a lever, a first link, a second link, and a third link. The lever is supported by the truck frame. The first link connects the bolster and the lever. The first link has a connecting portion between the first link and the bolster, and a connecting portion between the first link and the lever. The second link connects the front axle box and the lever. The second link has a connection portion between the second link and the front axle box, and a connection portion between the second link and the lever. The third link connects the rear axle box and the lever. The third link has a connection portion between the third link and the rear axle box, and a connection portion between the third link and the lever. At least one of the connection portions between the second link and the axle box and the connection portion between the second link and the lever includes an elastic member. The yawing rigidity of the front wheel axle is 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less.

Typically, the bolster is supported on the truck frame. The axle box is elastically supported by the truck frame. For example, the axle box is placed on the outside of the wheel on the axle. In this case, the axle box is provided at the end of the wheel axle. Further, the axle box may be arranged inside the wheel on the axle. In this case, the axle box is arranged at a position closer to the longitudinal center of the wheel axle than the end of the wheel axle.

A railway vehicle according to an embodiment of the present invention includes the above-mentioned bogie and a car body.

Typically, a pair of left and right air springs are placed on a bolster to support the vehicle body.

Further, a railway vehicle according to an embodiment of the present invention includes a car body and a bogie. The truck includes a truck frame, a front wheel axle, a rear wheel axle, four axle boxes, and two steering devices. The axle boxes are provided on the left and right sides of the front wheel axle and the rear wheel axle, respectively. The steering device is provided on the left side and the right side of the bogie frame, respectively. Each steering device steers a front wheel set and a rear wheel set.

Each steering device includes a lever, a first link, a second link, and a third link. The lever is supported by the truck frame. The first link connects the vehicle body and the lever. The first link has a connecting portion between the first link and the vehicle body, and a connecting portion between the first link and the lever. The second link connects the front axle box and the lever. The second link has a connection portion between the second link and the front axle box, and a connection portion between the second link and the lever. The third link connects the rear axle box and the lever. The third link has a connection portion between the third link and the rear axle box, and a connection portion between the third link and the lever. At least one of the connection portions between the second link and the axle box and the connection portion between the second link and the lever includes an elastic member. The yawing rigidity of the front wheel axle is 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less.

Typically, the axle box is elastically supported by the truck frame. A pair of left and right air springs are placed on the bogie frame to support the vehicle body. For example, the axle box is placed on the outside of the wheel on the axle. In this case, the axle box is provided at the end of the wheel axle. Further, the axle box may be arranged inside the wheel on the axle. In this case, the axle box is arranged at a position closer to the longitudinal center of the wheel axle than the end of the wheel axle.

According to the bogie of the present embodiment and the vehicle equipped with the bogie, in the case of a steering bogie with a bolster, each steering device has a connecting portion between the second link and the axle box, and a connecting portion between the second link and the axle box. At least one of the connections with the lever has an elastic member. As a result, the yawing stiffness of the front wheelset becomes appropriate. When the vehicle reaches the exit of a curved road, even if a resistance force is applied from the bolster to the wheel axle (axle box) via the lever and links (first and second links), due to the compressive deformation of the elastic member, Moderate yaw of the front wheelset is allowed. This allows the front wheel axle to smoothly self-steering and return to its original position. As a result, an excessively rapid increase in lateral pressure on the inner track side can be suppressed.

In the case of a bolster-less steering truck that does not have a bolster, in each steering device, at least one of the connecting portion between the second link and the axle box and the connecting portion between the second link and the lever includes an elastic member. have As a result, the yawing stiffness of the front wheelset becomes appropriate. When the vehicle reaches the exit of a curved road, even if a resistance force is applied from the vehicle body to the wheel axle (axle box) via the lever and links (first and second links), due to compressive deformation of the elastic member, Moderate yaw of the front wheelset is allowed. This allows the front wheel axle to smoothly self-steering and return to its original position. As a result, an excessively rapid increase in lateral pressure on the inner track side can be suppressed.

In the above-described bogie and vehicle, the yawing stiffness of the front wheel axle is 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less. Yawing stiffness Ry is expressed by the following equation (1).
Ry=2×A×B ² (1)

A in formula (1) means the rigidity of the steering device. Specifically, the stiffness A of the steering device is determined by the stiffness of each of the lever, the first link, the second link, and the third link, as well as the stiffness of all the above-mentioned connections (if an elastic member is present, the elastic member is ) is the total stiffness of The stiffness of the elastic member is the spring constant of the elastic member.

Moreover, B in formula (1) means the length of the arm. Specifically, the arm length B is the distance from the longitudinal center of the front wheel axle to the position where the steering device is placed in the width direction (left-right direction) of the bogie (vehicle).

If the yawing stiffness Ry of the front wheel axle is 1.16×10 ⁵ [Nm/rad] or more, the displacement of the front wheel axle in the left-right direction within the exit straight section of the curved road becomes 0 (zero). In other words, the front wheel set returns to its original position before passing through the curved road. However, if the yawing stiffness of the front wheel axle is 1.16×10 ⁵ or more, the original steering function of the steering system can be fully demonstrated, and the position of the wheel axle will be stable during driving.

On the other hand, if the yawing stiffness Ry of the front wheelset is 3.00×10 ⁶ or less, the lateral pressure on the inner track side can be sufficiently suppressed within the exit straight section of the curved road. This is because if the yawing stiffness Ry is too large, the same tendency as in the case of the bogie described in Patent Document 1 will occur.

In each steering device, the elastic member may be provided on one of the two connection portions, or may be provided on both. As long as the yawing rigidity Ry of the front wheelset is within the above range, the connection portion where the elastic member is provided is arbitrary, and the spring constant of the elastic member is also arbitrary. However, in order to reliably set the yawing rigidity Ry of the front wheel set within the above range, it is preferable that elastic members be provided at both of the above two connection parts.

In the case of the above-described steering truck with a bolster, at least one of the connection portions between the first link and the bolster and the connection portion between the first link and the lever may include an elastic member. Further, in the case of the above-mentioned bolsterless steering bogie, at least one of the connection portion between the first link and the vehicle body and the connection portion between the first link and the lever may have an elastic member. . This is because these connections are also directly involved in the yawing of the front wheelset.

The elastic member may be provided at one or both of the two connection parts in the third link that connects the rear axle box (wheel axle) and the lever. That is, at least one of the connecting portion between the third link and the axle box and the connecting portion between the third link and the lever may include an elastic member. Typically, all the connections mentioned above have elastic members. In this case, if the yawing stiffness of the rear wheel axle is also set to between 1.16×10 ⁵ [Nm/rad] and 3.00×10 ⁶ [Nm/rad], even if the direction in which the vehicle is traveling changes, In other words, even if the front-back direction of the truck is reversed, an excessively rapid increase in lateral pressure can be reliably suppressed.

Typically, the connection includes a shaft with a circular cross section and a hole into which the shaft is inserted. A connecting portion having an elastic member includes a rubber bush as an elastic member in a gap between its shaft and its hole. For example, when the connecting portion between the second link and the lever has a rubber bush (elastic member), one of the second link and the lever is provided with its shaft, and the other is provided with its hole. Furthermore, a rubber bush is provided in the gap between the shaft and the hole. In this connecting portion, the shaft and the hole are allowed to mutually rotate around the shaft, and are also allowed to move back and forth by the compressive deformation area of the rubber bush. This situation is the same even when the connection portion between the second link and the axle box has a rubber bush. Further, this situation is the same even when the connection between the third link and the axle box has a rubber bush, and when the connection between the third link and the lever has a rubber bush. Furthermore, this situation is the same even when the connection portion between the first link and the lever has a rubber bush. For a bogie with a bolster, the same applies even if the connection between the first link and the bolster has a rubber bush, and for a bolsterless bogie, the same applies even when the connection between the first link and the car body has a rubber bush. .

In a connection portion that does not have an elastic member (rubber bushing), the shaft and the hole thereof are only allowed to rotate relative to each other around the shaft. That is, there is no gap between the shaft and the hole, and the rigidity of the connecting portion in the front-rear direction is rigid.

Embodiments of the railway vehicle bogie and railway vehicle of the present invention will be described in detail below.

FIG. 1 is a top view schematically showing an example of a railway vehicle equipped with a bogie according to an embodiment of the present invention. FIG. 2 is a right side view of the railway vehicle shown in FIG. 1. FIG. 3 is a left side view of the railway vehicle shown in FIG. 1. Note that in FIGS. 1 to 3, the direction in which the vehicle travels is indicated by an arrow Fw, and the left and right directions are indicated by arrows L and R. Illustration of the vehicle body is omitted.

Referring to FIGS. 1 to 3, a bogie 1 according to the present embodiment is a steering bogie with a bolster 7. As shown in FIGS. A pair of air springs 8A and 8B are arranged on the left and right sides on the bolster 7. Air springs 8A and 8B support a vehicle body (not shown). Thereby, the vehicle body is integrated with the bolster 7. The vehicle is equipped with one truck 1 at the front and rear of the vehicle body.

The truck 1 includes a truck frame 2, a bolster 7, two wheel axles 3A and 3B, four axle boxes 5A to 5D, and two steering devices 10A and 10B. The bogie frame 2 includes two side beams 2aA and 2aB, and a side beam 2b that connects these side beams 2aA and 2aB. The bolster 7 is supported on the bogie frame 2. Specifically, a center plate support (not shown) is provided at the center of the horizontal beam 2b in the left-right direction, and side supports 2cA, 2cB are provided at the center of each of the left and right side beams 2aA, 2aB in the front-rear direction. The bolster 7 is supported at its center in the left-right direction by the center plate support of the horizontal beam 2b. Further, the right and left ends of the bolster 7 are supported by side supports 2cA and 2cB of the left and right side beams 2aA and 2aB. Thereby, the bolster 7 is rotatable in a horizontal plane with respect to the bogie frame 2, centering around the center plate receiver.

Wheel sets 3A and 3B are arranged at the front and rear of the bogie frame 2, respectively. The front wheel axle 3A includes wheels 4A and 4B on the left and right sides. The rear wheel axle 3B includes wheels 4C and 4D on the left and right sides. Axle boxes 5A and 5B are attached to the left and right ends of the front wheel axle 3A, respectively. Axle boxes 5C and 5D are attached to the left and right ends of the rear wheel axle 3B, respectively. The front right axle box 5A is elastically supported by the axle box support device 6A with respect to the right side beam 2aA. The right rear axle box 5C is elastically supported by the axle box support device 6C with respect to the right side beam 2aA. The front left axle box 5B is elastically supported by the axle box support device 6B with respect to the left side beam 2aB. The rear left axle box 5D is elastically supported by the axle box support device 6D with respect to the left side beam 2aB. The axle box support devices 6A to 6D include spring elements such as coil springs, laminated rubber, leaf springs, and rubber bushes.

Steering devices 10A and 10B are provided on the sides of the left and right side beams 2aA and 2aB, respectively. The right steering device 10A includes a lever 11A, a first link 12A, a second link 13A, and a third link 14A. The lever 11A is supported by the right side beam 2aA. Specifically, a shaft 11aA is provided on the outer surface of the side beam 2aA. A hole 11bA is formed approximately at the longitudinal center of the lever 11A. The shaft 11aA of the side beam 2aA is inserted into the hole 11bA. Thereby, the lever 11A can rotate within a vertical plane using the shaft 11aA as a fulcrum.

The first link 12A extends substantially in the front-rear direction and connects the bolster 7 and the lever 11A. Specifically, a shaft 15aA is provided on the outer surface of the bolster 7. A hole 15bA is formed at the front end of the first link 12A. The shaft 15aA of the bolster 7 is inserted into the hole 15bA. In such a connecting portion 15A between the first link 12A and the bolster 7, the shaft 15aA and the hole 15bA are only allowed to rotate about the shaft 15aA. That is, there is no gap between the shaft 15aA and the hole 15bA.

Further, a shaft 16aA is provided at the upper end of the lever 11A. A hole 16bA is formed at the rear end of the first link 12A. The shaft 16aA of the lever 11A is inserted into the hole 16bA. In such a connecting portion 16A between the first link 12A and the lever 11A, the shaft 16aA and the hole 16bA are only allowed to rotate about the shaft 16aA. That is, there is no gap between the shaft 16aA and the hole 16bA.

The second link 13A extends substantially in the front-rear direction and connects the right front axle box 5A and the lever 11A. Specifically, a shaft 17aA is provided on the outer surface of the shaft box 5A. A hole 17bA is formed at the front end of the second link 13A. The shaft 17aA of the shaft box 5A is inserted into the hole 17bA. In such a connecting portion 17A between the second link 13A and the axle box 5A, the shaft 17aA and the hole 17bA are only allowed to rotate about the shaft 17aA. That is, there is no gap between the shaft 17aA and the hole 17bA.

Further, a shaft 18aA is provided at the lower end of the lever 11A. A hole 18bA is formed at the rear end of the second link 13A. A cylindrical rubber bush 21A is inserted into the hole 18bA. The shaft 18aA of the lever 11A is inserted into the rubber bush 21A. Thereby, the rubber bush 21A is provided in the gap between the shaft 18aA and the hole 18bA. In such a connecting portion 18A between the second link 13A and the lever 11A, the shaft 18aA and the hole 18bA are mutually allowed to rotate around the shaft 18aA, and the compression deformation area of the rubber bush 21A is Only forward and backward movement is allowed.

The third link 14A extends substantially in the front-rear direction and connects the right rear axle box 5C and the lever 11A. Specifically, the shaft 19aA is provided on the outer surface of the shaft box 5C. A hole 19bA is formed at the rear end of the third link 14A. The shaft 19aA of the shaft box 5C is inserted into the hole 19bA. In the connecting portion 19A between the third link 14A and the axle box 5C, the shaft 19aA and the hole 19bA are only allowed to rotate about the shaft 19aA. That is, there is no gap between the shaft 19aA and the hole 19bA.

Further, the lever 11A is provided with a shaft 20aA between its upper end and the fulcrum (shaft 11aA). A hole 20bA is formed at the front end of the third link 14A. The shaft 20aA of the lever 11A is inserted into the hole 20bA. In such a connecting portion 20A between the third link 14A and the lever 11A, the shaft 20aA and the hole 20bA are only allowed to rotate about the shaft 20aA. That is, there is no gap between the shaft 20aA and the hole 20bA.

The left steering device 10B, like the right steering device 10A, includes a lever 11B, a first link 12B, a second link 13B, and a third link 14B. Since the left steering device 10B is bilaterally symmetrical with the right steering device 10A, a detailed description of the configuration of the left steering device 10B will be omitted.

When a railway vehicle equipped with such a steering bogie 1 passes through a curved road, the rotation of the bolster 7 with respect to the bogie frame 2, that is, the rotation of the vehicle body, applies a force in the longitudinal direction to the first links 12A and 12B. The direction of the force applied to the right first link 12A and the direction of the force applied to the left first link 12B are opposite to each other. This causes the levers 11A and 11B to rotate.

The rotation of the levers 11A, 11B causes the second links 13A, 13B and the third links 14A, 14B to move forward and backward in opposite directions. By moving the second links 13A, 13B in the longitudinal direction, the steering angle of the front wheel set 3A is manipulated, and by moving the third links 14A, 14B in the longitudinal direction, the steering angle of the rear wheel set 3B is manipulated.

When the railway vehicle reaches the exit of the curved road, the leading front wheelset 3A tries to return to its original position by self-steering. In this case, the second links 13A, 13B move in the front-rear direction. As a result, the levers 11A and 11B rotate, and the first links 12A and 12B move in the front-rear direction. At this time, even if a resistance force is applied from the bolster 7, the compression deformation of the rubber bushes 21A, 21B (elastic members) allows the second links 13A, 13B to move in the front-rear direction. In other words, yawing of the front wheel set 3A is allowed. As a result, the front wheel set 3A smoothly self-steering and returns to its original position. As a result, an excessively rapid increase in lateral pressure can be suppressed.

In order to confirm the effects of the present invention, numerical simulation analysis was conducted. Specifically, various models of vehicles equipped with one vehicle body and two steering carts were created, and the driving conditions on a curved road were simulated by numerical analysis using these models. A curved road consisting of five sections (A: entrance straight section, B: entrance transitional curve section, C: steady curve section, D: exit transition curve section, and E: exit straight section) was adopted as the curved road. The radius of curvature of the steady curve section C was 200 m (curvature: 0.005). The yawing stiffness of the front wheel axle has been changed for each model. The changed conditions for each model are shown in Table 1 below.

The model of Comparative Example 1 was a model using a truck described in Patent Document 1. In other words, in this model, all the connecting parts in the steering system did not have rubber bushes (elastic members), and the yawing rigidity was extremely high.

On the other hand, the models of Examples 1 to 3 of the present invention were models using a cart with a bolster shown in FIGS. 1 to 3. That is, in these models, the connection portion between the second link and the lever had a rubber bush (elastic member). Connections other than this one did not have rubber bushings. The models of Examples 1 to 3 of the present invention satisfied the above-mentioned range of yawing stiffness. In other words, in these models, the rigidity of the rubber bushing was moderately rigid. Among these, the model of Inventive Example 3 had the lowest yawing stiffness.

The models of Comparative Examples 2 and 3 did not satisfy the above-mentioned range of yawing stiffness. Specifically, the yawing stiffness of the model of Comparative Example 2 exceeded the range of yawing stiffness described above. The yawing stiffness of the model of Comparative Example 3 was below the above-described range of yawing stiffness.

For each model, we investigated the lateral pressure acting on the wheels on the inner track of the front wheel axle in order to evaluate variations in lateral pressure.

FIGS. 4 to 8 are diagrams showing variations in the inner track side lateral force on a curved road. Among these figures, FIG. 4 shows the results of Inventive Example 1 and Comparative Example 1. FIG. 5 shows the results of Inventive Example 2 and Comparative Example 1. FIG. 6 shows the results of Inventive Example 3 and Comparative Example 1. FIG. 7 shows the results of Comparative Example 2 and Comparative Example 1. FIG. 8 shows the results of Comparative Example 3 and Comparative Example 1.

Referring to FIG. 4, in Inventive Example 1, the maximum value of the lateral pressure in the exit transition curve section D was lower than the maximum value of the lateral pressure in the steady curve section C. That is, in Example 1 of the present invention, compared to Comparative Example 1, an excessively rapid increase in the lateral force in the exit transition curve section D was suppressed. However, a slight sharp increase in lateral pressure was observed. This is because the yawing stiffness was somewhat large.

Referring to FIG. 5, in Inventive Example 2, compared to Comparative Example 1, no sharp increase in lateral pressure in exit transition curve section D was observed. Moreover, the lateral pressure disappeared early within the exit straight section E.

Referring to FIG. 6, in Inventive Example 3, compared to Comparative Example 1, an excessively rapid increase in lateral pressure in exit transition curve section D was suppressed. However, the disappearance of the lateral pressure within the straight exit section E was delayed compared to Example 2 of the present invention. This is due to the fact that the yawing stiffness was somewhat small.

Referring to FIG. 7, in Comparative Example 2, similarly to Comparative Example 1, the maximum value of lateral pressure in exit transition curve section D exceeded the maximum value of lateral pressure in steady curve section C. That is, in Comparative Example 2, as in Comparative Example 1, a remarkable sharp increase in lateral force was observed.

Referring to FIG. 8, in Comparative Example 3, compared to Comparative Example 1, an excessively rapid increase in lateral pressure in exit transition curve section D was suppressed. However, a low lateral pressure remained within the exit straight section E. This phenomenon is a sign that the left and right displacement of the wheel set has not returned to the center of the track.

9 and 10 are diagrams summarizing the results of the examples. FIG. 9 shows the correlation between yawing stiffness and lateral pressure reduction rate. FIG. 10 shows the correlation between the yawing stiffness and the left-right displacement of the wheel set in the exit straight section. In these figures, open plots indicate examples of the present invention, and filled plots indicate comparative examples. Note that these figures show not only the respective models of Inventive Examples 1 to 3 and Comparative Examples 1 to 3 described above, but also the results of models in which the yawing stiffness was changed.

The lateral force reduction rate D (unit: %) shown in FIG. 9 is expressed by the following equation (2).
D=(1-(P÷PB))×100 (2)

P in equation (2) means the maximum value of lateral pressure in the exit straight section E in each model. PB in Equation (2) means the maximum value of the lateral pressure in the exit straight section E in the model of Comparative Example 1. In other words, the lateral force reduction rate D expressed by equation (2) indicates the degree to which the lateral force of each model is reduced compared to the model of Comparative Example 1. The lateral force reduction rate D of Comparative Example 1 is 0%, and the larger the lateral force reduction rate D, the smaller the lateral force compared to Comparative Example 1.

Referring to FIG. 9, when the yawing stiffness is 3.00×10 ⁶ [Nm/rad] or less, the lateral pressure reduction rate D is 16.5% or more. Therefore, it can be said that if the yawing stiffness is 3.00×10 ⁶ [Nm/rad] or less, the lateral force on the inner track side can be sufficiently suppressed within the exit straight section E of the curved road.

Referring to FIG. 10, if the yawing stiffness is 1.16×10 ⁵ [Nm/rad] or more, the left-right displacement of the front wheelset within the exit straight section E of the curved road is 0 (zero) mm. Become. Therefore, if the yawing stiffness is 1.16×10 ⁵ [Nm/rad] or more, it can be said that the front wheelset returns to its original position before passing through the curved road.

From the above results, it has become clear that the bogie and vehicle of this embodiment can suppress an excessively rapid increase in lateral pressure on the inner track side at the exit of a curved road.

In addition, it goes without saying that the present invention is not limited to the above-described embodiments, and that various changes can be made without departing from the spirit of the present invention.

For example, in the embodiments shown in FIGS. 1 to 3 above, an example is shown in which the steering device is applied to a vehicle equipped with a bogie with a bolster, but it is also possible to apply the steering device to a vehicle equipped with a bogie without a bolster. be. Specifically, in the case of a vehicle equipped with a bolsterless bogie, a pair of left and right air springs arranged on the bogie frame supports the vehicle body. The vehicle body is rotatable in a horizontal plane about a center pin with respect to the bogie frame. The steering device applied to this vehicle is the same as that shown in FIGS. 1 to 3 above, except that the first link is connected to a different object. That is, the first link is connected to the vehicle body. Even a vehicle equipped with such a bolsterless truck can achieve the same effects as described above.

INDUSTRIAL APPLICATION This invention can be utilized for all kinds of railway vehicles, and can be especially effectively utilized for railway vehicles such as subways that have many curved roads.

1 Bogie 2 Bogie frame 2aA, 2aB Side beam 2b Side beam 2cA, 2cB Side support 3A, 3B Wheel axle 4A, 4B, 4C, 4D Wheel 5A, 5B, 5C, 5D Axle box 6A, 6B, 6C, 6D Axle box support device 7 Bolster 8A, 8B Air spring 10A, 10B Steering device 11A, 11B Lever 11aA, 11aB Shaft 11bA, 11bB Hole 12A, 12B First link 13A, 13B Second link 14A, 14B Third link 15A, 15B Connection part 15aA, 15aB Shafts 15bA, 15bB Holes 16A, 16B Connections 16aA, 16aB Shafts 16bA, 16bB Holes 17A, 17B Connections 17aA, 17aB Shafts 17bA, 17bB Holes 18A, 18B Connections 18aA, 18aB Shafts 18bA, 1 8bB hole 19A, 19B Connection part 19aA, 19aB Shaft 19bA, 19bB Hole 20A, 20B Connection part 20aA, 20aB Shaft 20bA, 20bB Hole 21A, 21B Rubber bush (elastic member)

Claims (7)

A trolley frame and
Bolster and
a front wheel axle and a rear wheel axle provided on the bogie frame;
axle boxes provided on the left and right sides of the front wheel axle and the rear wheel axle, respectively;
A steering device provided on a left side and a right side of the bogie frame, each of which steers the front wheel axle and the rear wheel axle,
Each of the above-mentioned steering devices is
a lever supported by the bogie frame;
A first link connecting the bolster and the lever, the first link having a connection part between the first link and the bolster, and a connection part between the first link and the lever. and,
A second link connecting the axle box on the front side and the lever, the connection part between the second link and the axle box on the front side, and the connection part between the second link and the lever. the second link having;
A third link connecting the axle box on the rear side and the lever, the third link connecting the third link and the axle box on the rear side, and the connection part between the third link and the lever. the third link having a connecting portion;
At least one of the connection portions between the second link and the axle box and the connection portion between the second link and the lever has an elastic member,
A bogie for a railway vehicle, wherein the front wheelset has a yawing rigidity of 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less. The railway vehicle bogie according to claim 1,
Furthermore, the bogie for a railway vehicle, wherein at least one of a connection part between the first link and the bolster and a connection part between the first link and the lever has an elastic member. The railway vehicle bogie according to claim 1 or claim 2,
Each of the connecting parts includes a shaft having a circular cross section and a hole into which the shaft is inserted,
Each of the connecting portions having the elastic member includes a rubber bush as the elastic member in a gap between the shaft and the hole. A railway vehicle comprising the bogie according to any one of claims 1 to 3 and a car body. The car body and
comprising a trolley;
The said trolley is
The truck frame and
a front wheel axle and a rear wheel axle provided on the bogie frame;
axle boxes provided on the left and right sides of the front wheel axle and the rear wheel axle, respectively;
A steering device provided on a left side and a right side of the bogie frame, each of which steers the front wheel axle and the rear wheel axle,
Each of the above-mentioned steering devices is
a lever supported by the bogie frame;
A first link connecting the vehicle body and the lever, the first link having a connection portion between the first link and the vehicle body, and a connection portion between the first link and the lever. and,
A second link connecting the axle box on the front side and the lever, the connection part between the second link and the axle box on the front side, and the connection part between the second link and the lever. the second link having;
a third link that connects the axle box on the rear side and the lever, the connection portion between the third link and the axle box on the rear side, and the connection between the third link and the lever; the third link having a connecting portion;
At least one connection portion of the connection portion between the second link and the axle box and the connection portion between the second link and the lever has an elastic member,
A railway vehicle, wherein the front wheelset has a yawing rigidity of 1.16×10 ⁵ [Nm/rad] or more and 3.00×10 ⁶ [Nm/rad] or less. The railway vehicle according to claim 5,
Furthermore, the railway vehicle wherein at least one of the connection portions between the first link and the vehicle body and the connection portion between the first link and the lever includes an elastic member. The railway vehicle according to claim 5 or 6,
Each of the connecting parts includes a shaft having a circular cross section and a hole into which the shaft is inserted,
In the railway vehicle, each of the connecting portions having the elastic member includes a rubber bush as the elastic member in a gap between the shaft and the hole.

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