JPH0872715A - Railroad vehicle traveling structure - Google Patents

Abstract

PURPOSE: To restrain the rolling of a vehicle for enhancing riding comfortableness by using the wheel edge as the wheel tread when the vehicle is traveling a straight railroad, and by using the wheel tread when traveling a curved railroad, and by constituting the rails out of straight traveling rails, curved traveling rails, and joint rails. CONSTITUTION: A wheel 1 is provided with a wheel tread 1a that rolls on a curved traveling rail 4 at the time of traveling on a curved rail, and a wheel edge 1b whose other circumference has been cut and flattened as the tread surface for rolling on a straight traveling rail 3 at the time of traveling on a straight rail. The rail 3 for a straight traveling is provided with a projected edge 3a on its inside upper part for preventing derailment. In the respective rails 3 and 4, the span L2 between the second rails 4 and 4 is made larger than the span L1 between the first rails 3 and 3 as much as the value equivalent to the thickness of the wheel edge 1b of the wheel 1. Between both rails 3 and 4, joint rails 5 having a shape in which the axial sectional shapes of both rails 3, 4 have been incorporated are laid down extending over a prescribed distance.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle traveling structure, and more particularly, to a method for eliminating a roll while traveling and preventing a bidding phenomenon from occurring.
Further, the present invention relates to a railway vehicle running structure capable of eliminating loss of braking and acceleration.

[0002]

2. Description of the Related Art As shown in FIGS. 11 and 12, a conventional railcar traveling structure is fixed to an axle B on a pair of rails A having the same height, which are installed at a fixed gauge. The wheels C, C roll.

In such a conventional structure, because of the necessity for guiding the vehicle smoothly on a curved road, the wheels C are shifted left and right with respect to the axis of the rail A during straight traveling as shown in FIG. It has a meandering structure.

[0004] The meandering in this way causes a roll, thereby deteriorating the ride comfort. Further, if the meandering is severe, a so-called bidding phenomenon occurs, and in some cases, there is a risk of derailment. For this reason, the traveling speed had to be conservatively reduced.

Further, since the tread surface C 'of the wheel C is inclined, the wheel C and the rail A are in point contact with each other as shown in FIG. That is, only the circled portion is in contact. For this reason, there are few friction surfaces, and a loss such as sliding or idling occurs during braking and acceleration.

[0006]

SUMMARY OF THE INVENTION The present invention has been made in view of the above points, and eliminates the meandering during traveling on a straight road and increases the contact area between the wheel and the rail. An object of the present invention is to provide a railway vehicle traveling structure capable of solving structural problems.

[0007]

Therefore, the gist of the present invention is to have the same structure as the conventional one, and to make the outer peripheral portion of the ring edge a flat surface,
A wheel that uses a wheel edge as a tread when traveling on a straight road and uses a tread when traveling on a curved road, a first rail for a straight road and a second rail for a curved road, and an intervening therebetween. The first rail is provided with a projecting edge for preventing derailment on the inner upper side, and the second rail has the same shape as the conventional one.
In addition, the gauge between the first rail and the second rail is larger than that between the first rail by a distance corresponding to the thickness of the wheel edge of the wheel, and the height between the first rail and the second rail. The height of the second rail is not larger than the height of the first rail by the protruding length of the wheel edge of the wheel, and the joint rail has an axial cross-sectional shape formed by combining the first rail and the second rail. A railway vehicle traveling structure is characterized in that the portion on the side where the tread surface of the wheel comes into contact is gradually inclined from one end to the other end at a predetermined angle.

[0008]

Next, the operation of the present invention will be described. The wheels are the same as the wheels of the conventional structure, but the outer edges of the wheels are flattened to be used as treads for straight running. On a curved road, the vehicle travels using the tread as in the related art.

On the other hand, regarding the rail, a first rail provided with a protrusion edge for preventing derailment on the inner upper part for a straight running path,
It comprises a second rail having the same shape as a conventional rail for curved roads, and a joint rail installed between the first rail and the second rail.

On a straight running road, the wheel rim rolls on the first rail as shown in FIGS. 7 and 10, and on a curved running road, as shown in FIGS. 9 and 10. The tread of the wheel rolls. Further, when changing from the first rail to the second rail and from the second rail to the first rail, the joint rail is used to smoothly perform the change.

That is, as shown in FIGS. 4 to 6, the joint rail has a shaft cross-sectional shape obtained by combining a first rail and a second rail, and a portion on the side where the tread surface of the wheel comes into contact with one end. And the other end side is gradually inclined at a predetermined angle, so that these changes are performed smoothly. For example, when transferring from the first rail to the second rail, as shown in FIG. 10, when the wheel edge of the wheel rides on one end side of the joint rail from the first rail and rolls on the joint rail, Since the portion on the side where the tread comes into contact gradually rises, the tread of the wheel eventually comes into contact with that portion and rolls as shown in FIG. Thereafter, the treads of the wheels start rolling, and as shown in FIG. 9, the vehicle moves from the joint rail to the second rail and rolls.

Further, the above description is for the case of switching from the first rail to the second rail, but the same applies to the case of switching from the second rail to the first rail.
In this case, of course, the operation is reversed.

Thus, according to the present invention, when the vehicle travels on the first rail for a straight running path, the wheel rim rolls as a tread, and the derailment provided on the inner upper side of each of the pair of first rails. Since the distance between the projecting edges for prevention is constant, the wheel does not shift to the left or right with respect to the axis of the rail as in the conventional case.
Therefore, the vehicle travels straight without meandering. As a result, the rolling of the vehicle is eliminated and the phenomenon of bidding up is prevented.

Further, since the wheel edge whose outer peripheral portion is a flat surface rolls on the tread surface, the contact between the rail and the rail is not a conventional point contact but a surface contact, which increases the contact area. .

[0015]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is an explanatory view showing the relationship between wheels and a first rail on a straight running path, FIG. 2 is an explanatory view of the distance between the first and second rails and their respective heights, and FIG. 3 is an axial cross section of the first rail. FIG. 4, FIG. 4 is an axial sectional view of the joint rail, FIG. 5 is a perspective view of the joint rail, FIG. 6 is a perspective view of a first rail, a state before connection of the joint rail and the second rail, and FIG. FIG. 8 is a diagram illustrating the relationship between the joint rail and the wheel, FIG. 9 is a diagram illustrating the relationship between the second rail and the wheel, FIG.
FIG. 3 is a plan view showing a connection state of a first rail, a joint rail, and a second rail, and a relationship between these and wheels.

In the figure, reference numerals 1 and 1 denote wheels, which are the same as the wheels having the conventional structure. 1a is a tread surface of the wheel, and 1b is a wheel edge. However, since the wheel rim 1b is used as a tread surface when traveling straight, the outer peripheral portion is ground to be a flat surface. Reference numeral 2 denotes an axle, which is attached to a bogie of a vehicle body frame via an axle box (not shown) as in the related art.

Reference numerals 3 and 3 are a pair of first rails for a straight running path, and projecting edges 3a, 3a for preventing derailment are provided on the inner upper side of each pair. Numerals 4 and 4 are the second rails for curved roads,
It has the same shape as a conventional rail. And these first rails 3,
As shown in FIG. 2, the third rail 3 and the second rail 4, 4 are arranged such that the rail L1 of the first rail 3, 4 is closer to the rail L2 of the second rail 4, 4 than the rail L1 of the wheel 1, 1 is. It is thicker than the thickness.

The height H1 of the first rails 3 and 3 and the height H2 of the second rails 4 and 4 are smaller than the height H1 of the first rail by a second distance.
The height H2 of the rail is set to the wheel rims 1b, 1 of the wheels 1, 1.
b is increased by the length of the protrusion.

Reference numerals 5 and 5 are joint rails, and the axial cross-sectional shape is a shape in which the first rail 3 and the second rail 4 are united, and the portion 5a on the side where the tread 1a of the wheel 1 comes into contact is also formed. It is gradually inclined from one end to the other end at a predetermined angle. The height of the end of the portion 5a on the side connected to the second rails 4, 4 is the same as that of the second rail.
A portion 5b of the joint rails 5, 5 on which the wheel edge 1b of the wheel 1 rolls is the same as the height of the first rails 3, 3.

[0020]

Since the present invention has the above-described structure and operation, the wheel does not shift to the left and right with respect to the axis line of the rail as in the conventional case. Therefore, the vehicle travels straight without meandering. As a result, the rolling of the vehicle is eliminated and the riding comfort can be improved.
The auction phenomenon does not occur, and the danger of derailment can be eliminated.

Further, on a straight running path, since the wheel rim having a flat outer peripheral portion becomes a tread and rolls,
The contact between the rail and the rail becomes surface contact, and the contact area is much larger than before. And thus the contact area,
That is, since the friction surface is increased, losses such as gliding and idling during braking and acceleration are eliminated.

Furthermore, as described above, since the vehicle goes straight without meandering and the frictional surface between the wheel and the rail increases, the speeding up can be further promoted and the train schedule density can be further increased. You can also increase the number of running trains.
Still further, since the tread surface of the wheel is not used in the straight portion, the period for grinding and maintaining the tread surface of the wheel can be extended accordingly.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing a relationship between wheels and a first rail on a straight road.

FIG. 2 is an explanatory diagram of the gauges of the first rail and the second rail and the heights thereof.

FIG. 3 is an axial cross-sectional view of the first rail.

FIG. 4 is an axial sectional view of a joint rail.

FIG. 5 is a perspective view of a joint rail.

FIG. 6 is a perspective view of the first rail, the joint rail, and the second rail before connection.

FIG. 7 is a diagram illustrating the relationship between a first rail and wheels.

FIG. 8 is a diagram illustrating the relationship between a joint rail and wheels.

FIG. 9 is an explanatory diagram of a relationship between a second rail and wheels.

FIG. 10 is an explanatory diagram showing a connection state of the first rail, the joint rail, and the second rail, and a relationship between these and the wheels.

FIG. 11 is an explanatory view of a conventional railway vehicle traveling structure.

FIG. 12 is an explanatory view of a relationship between wheels and rails in a conventional railway vehicle traveling structure.

[Explanation of symbols]

 1,1 Wheel 1a Wheel tread 1b Wheel edge 2 Axle 3,3 First rail 3a Projection edge for derailment prevention 4,4 Second rail 5,5 Joint rail 5a Part 5b where wheel tread comes into contact 5b The part where the wheel edge rolls

Claims (1)

[Claims] 1. A wheel having the same structure as a conventional one, wherein the outer peripheral portion of the wheel edge is a flat surface, the wheel edge is used as a tread surface when traveling on a straight road, and the tread surface is used when traveling on a curved road, and for a straight road. Of the first rail and a second rail for a curved traveling path, and a rail configured with a joint rail intervening between the first rail and the second rail, each of the first rails having a protruding edge for preventing derailment on the inner upper side, Further, the second rail has the same shape as the conventional one, and the distance between the first rail and the second rail is larger than that of the first rail by a distance corresponding to the thickness of the wheel edge of the wheel. , The height of the first rail and the second rail is not larger than the height of the first rail by the protrusion length of the wheel edge of the wheel, and the joint rail has the axial sectional shape described above. A shape obtained by combining the first rail and the second rail In addition, the railway vehicle traveling structure is characterized in that a portion of the wheel on the side where the tread surface comes into contact is gradually inclined from one end side to the other end side at a predetermined angle.