JPH10226333A - Steering bogie for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To attain improvement of high running performance in a linear and curved part, in a bogie for a rolling stock having an axle beam type axle box support structure and a link type steering mechanism. SOLUTION: In a bogie for a rolling stock having an axle beam type axle box support structure and a link type steering mechanism, an axle beam 6a, 6b, through axle beam support part 7a, 7b, is connected to one end of an axle beam supporting rod 8a, 8b connected rotatable around a parallel shaft to a wheel axle relating to the bogie. On the other hand, the axle beam support member 7a, 7b is connected to a steering control means 9, by extending/ contacting action thereof, the axle beam 6a, 6b and an axle box 4a, 4b integrally formed therewith can be moved in a longitudinal direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a steering bogie for a railway vehicle.

[0002]

2. Description of the Related Art There are various types of axle box support structures for bogies for railway vehicles, and as one of the methods, an axle beam type axle box support structure has advantages such as a reduced number of sliding parts and parts. Widely adopted.

[0003] On the other hand, the steering in a bogie for a railway vehicle is as follows.
Radial direction of wheel axis according to curve (normal direction of curve)
And approaching an ideal state in which the attack angle between the wheels and the rails becomes zero, which is an effective means for improving the curve running performance. There are various methods of steering such as a Scheffel bogie in the old days. For example, the following ones using a link mechanism are exemplified.

Japanese Unexamined Patent Publication No. 5-85358 discloses that a front wheel axle and a rear wheel axle are connected via an elastic body by a parallel link called an N-link, and the rotational movement of the wheel axle is limited so that a curve running performance and a straight running performance can be obtained. A method has been proposed to achieve both.

Japanese Unexamined Patent Publication No. Hei. 8-14862 discloses a method for enabling almost complete forced steering on a curved road by driving a Z-link steering mechanism by an actuator that operates based on an output signal of a curved trajectory detecting means. Proposed.

[0006]

In a conventional steering bogie for a railway vehicle having a link-type steering mechanism, there is a system in which a link-type steering mechanism for steering a wheel axle is connected to an axle box supporting both ends of the wheel axle. Was common. In other words, in a system in which a link type steering mechanism is added to a conventional bogie, the axle box bears a part of the mass of the link type steering mechanism, and the curving performance is improved by the steering effect, while the unsprungness is improved. Deterioration of running performance at high speed in a straight line due to an increase in mass has been regarded as a problem.

[0007] JP-A-5-85358, JP-A-8-142862
The publication discloses an example of a railcar steering bogie similar to the above, and does not take a drastic solution to the deterioration of running performance at high speed, which avoids an increase in unsprung mass due to the addition of a link-type steering mechanism.

An object of the present invention is to minimize the increase in unsprung mass due to the addition of a link type steering mechanism for a bogie for a railway vehicle having an axle beam type axle box support structure and a link type steering mechanism. An object of the present invention is to provide a method for realizing high running performance in straight and curved sections.

[0009]

According to the steering bogie for a railway vehicle of the present invention, the axle box support structure is an axle beam type, and the wheel axle is steered by a link type steering mechanism. The shaft beam support is movable, and is connected to a shaft beam support rod having a support point on the bogie frame. By connecting the link-type steering mechanism via the shaft beam supporting rod, most of the mass of the link-type steering mechanism is hung on the bogie frame which is sprung. That is, an increase in unsprung mass due to the addition of the link type steering mechanism can be minimized.

According to the present invention, the increase in unsprung mass due to the addition of the link-type steering mechanism is minimized, thereby improving the curve running performance by the steering effect without deteriorating the running performance at high speed in the straight section. be able to.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a steering bogie for a railway vehicle according to the present invention will be described below with reference to the drawings.

FIG. 1 shows a typical railroad axle beam bogie having two axles. The wheel axles 3a, 3b disposed before and after the bogie frame 2 are axle boxes 4a, 4b,
It is mounted on the bogie frame 2 via the elastic body in a and 5b. One end of each of the shaft beams 6a and 6b is integrated with each of the shaft boxes 4a and 4b, and the other end of the shaft beams 6a and 6b is rotatable around an axis parallel to the wheel shaft by using a bush or the like.
It is connected to the bogie frame 2 via a and 7b. With this structure, the axle boxes 4a and 4b are movable only in the vertical direction, and the other degrees of freedom of translation and rotation are restricted by the rigidity of the axial beam support portions 7a and 7b.

FIG. 2 is a side view showing an embodiment of the present invention, and FIG. 2 is a perspective view thereof. The shaft beams 6a, 6b are rotatably connected to the bogie via shaft beam support portions 7a, 7b around an axis parallel to the wheel shaft.
a, 8b. Also, the shaft beam support portions 7a,
Reference numeral 7b is connected to the steering control means 9, and the shaft beams 6a, 6b and the shaft boxes 4a, 4b integrated therewith are movable in the front-rear direction by the expansion and contraction operation. Now, let us consider a case where a vehicle equipped with the above-described railway vehicle steering bogie enters a curved line from a straight line during traveling. At this time, by generating a relative yaw angle between the bogie and the wheel axle so that the wheel axle is parallel to the radial direction in the curved track (that is, the attack angle is zero), it is possible to prevent the occurrence of excessive lateral pressure and the like. Curve running performance can be improved. The generation of the relative yaw angle between the bogie and the wheel shaft is performed by the expansion and contraction operation of the steering control means 9.
The shaft beams 6a, 6b and the shaft boxes 4a, 4b integrated therewith are transmitted as longitudinal displacement to the shaft beams 6a, 6b connected via the shaft beam support portions 7a, 7b. Therefore, a relative yaw angle between the bogie and the wheel shaft occurs.

Many conventional link-type guided steering bogies for railway vehicles employ a system in which a link end of a steering link mechanism is directly attached to an axle box, and a part of the mass of the steering link mechanism is hung on a wheel axle. The unsprung mass increases, driving stability and
Deterioration of the ride was inevitable. On the other hand, the steering bogie for a railway vehicle of the present invention can provide a steering bogie for a railway vehicle that does not impair running stability and ride comfort because most of the mass of the steering link mechanism is applied to the bogie frame.

[0015] When a railcar is mounted on an outer rotor type DDM (direct drive motor) drive type wheel shaft, a mechanism for receiving a motor torque reaction force must be provided. In the steering bogie for railway vehicles of the present invention, since the axle beam type axle box support structure is used, the structure itself can receive a motor torque reaction force. In particular, it is necessary to add a new mechanism for receiving a motor torque reaction force. Absent. Therefore, even when an outer rotor type DDM (direct drive motor) drive system wheel shaft, in which an increase in unsprung mass is unavoidable, is attached to the steering bogie for a railway vehicle of the present invention, there is a disadvantage in running performance that the unsprung mass increases. Is further promoted.

FIG. 4 shows a second embodiment of the present invention, which is an axle beam type steering bogie for a railway vehicle shown in FIG. 2 and which uses a Z-link type induction steering mechanism as the steering control means 9. .

Now, consider a case in which a vehicle equipped with the railway vehicle steering bogie of the present invention enters a curved line from a straight line during traveling. At this time, the bogie generates a relative yaw angle with respect to the vehicle body according to the curvature of the curve. This yaw angle is transmitted as a longitudinal displacement by the steering rod 10 and is transmitted to the Z-link steering mechanism 1.
1 works. By this operation, the beam is transmitted as longitudinal displacement to the shaft beams 6a and 6b connected to the end of the Z-link steering mechanism 11 via the shaft beam support portions 7a and 7b and the shaft boxes 4a and 4b integrated therewith. Since this operation is reversed on the left and right sides of the bogie, the wheel shafts 3a and 3b generate a yaw angle relative to the bogie 2 in a C shape. At this time, by appropriately setting the lever ratio of the Z-link steering mechanism 11 so that the wheel axis is parallel to the radial direction in the curved track (that is, the attack angle is zero), it is possible to prevent the occurrence of excessive lateral pressure and the like. It is possible to improve the curve running performance.

FIG. 5 shows a third embodiment of the present invention, which is an axle beam steering bogie for a railway vehicle shown in FIG. 2 and which uses a Z-link type induction steering mechanism as the steering control means 9. .

The operation of the Z-link steering mechanism 11 includes an intermediate mechanism 12a, which is rotatably supported by the bogie frame 2 from the Z-link connection portion.
The shaft beam is transmitted to the shaft beams 6a and 6b connected to the shaft beams 6a and 6b via the shaft beam support portions 7a and 7b and the shaft boxes 4a and 4b integrated with the shaft beams.

Although the function is the same as that of the second embodiment, the intermediate mechanism 1 is provided between the shaft beams 6a and 6b and the Z-link steering mechanism 11.
It is considered that by adding 2a and 12b, the degree of freedom in setting the lever ratio in the Z-link type steering is increased, and the steering control means 9 can be designed to be more compact.

FIG. 6 shows a fourth embodiment of the present invention, which is an axle beam type steering bogie for a railway vehicle shown in FIG. 2, and a railway vehicle steering bogie using a hydraulic cylinder type induction steering mechanism as the steering control means 9. is there.

Now, let us consider a case where a vehicle equipped with the steering bogie for a railway vehicle of the present invention enters a curved line from a straight line during traveling. At this time, the bogie generates a relative yaw angle with respect to the vehicle body according to the curvature of the curve. This yaw angle is converted into a fluid pressure by the cylinder 13 for detecting the yaw angle between the vehicle body and the bogie, and transmitted through the pipe 14. Further, the beam is converted into a longitudinal displacement again by the steering cylinder 15 and is connected to one end of the steering cylinder 15 via the shaft beam supporting portions 7a, 7b.
b and the shaft boxes 4a, 4b integral therewith are transmitted as longitudinal displacement. Since this operation is reversed on the left and right sides of the bogie, the wheel shafts 3a and 3b generate a yaw angle relative to the bogie 2 in a C shape. At this time, the cylinder 13 for detecting the yaw angle between the vehicle body and the bogie and the cylinder 15 for steering are generated so that the steering cylinder 15 generates a stroke in which the wheel axis is parallel to the radial direction in the curved track (that is, the attack angle is zero). By appropriately setting the pressure receiving area, it is possible to prevent occurrence of excessive lateral pressure and the like, and it is possible to expect improvement in curve running performance.

Although functionally identical to the fourth embodiment,
Since the specification corresponding to the leverage setting of the link-type guided steering is determined by the pressure receiving areas of the cylinder 13 for detecting the yaw angle between the vehicle body and the bogie and the cylinder 15 for steering, it has a higher degree of freedom, and the mechanism has a higher degree of freedom. It is considered that the steering control means 9 can be reduced in size and weight because it is composed of the cylinder 13 for detecting the yaw angle, the cylinder 15 for steering, and the pipe 14.

[0024]

According to the present invention, the following effects can be expected.

(1) By minimizing the increase in unsprung mass due to the addition of the link-type steering mechanism, it is possible to improve the curve running performance by the steering effect without deteriorating the running performance at high speed in the straight section. .

(2) It can be combined with an outer rotor type DDM (direct drive motor) drive type wheel axle without providing a torque reaction force receiver, which further promotes disadvantageous running performance such as increased unsprung mass. Can be prevented.

[Brief description of the drawings]

FIG. 1 is a side view showing a general railcar-type beam bogie.

FIG. 2 is a side view showing an embodiment of the bogie according to the present invention.

FIG. 3 is a perspective view showing an embodiment of a truck according to the present invention.

FIG. 4 is a side view showing a second embodiment of the present invention.

FIG. 5 is a side view showing a third embodiment of the present invention.

FIG. 6 is a side view showing a fourth embodiment of the present invention.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... vehicle, 2 ... bogie frame, 3 ... wheel axle, 4 ... axle box, 5 ... axle box support device, 6 ... axle beam, 7 ... axle beam support part, 8 ... axle beam support rod, 9 ... steering control means.

Claims (3)

[Claims] 1. A railway vehicle bogie having an axle beam type axle box support structure and a link type steering mechanism, wherein the axle beam is directly connected to the link type steering mechanism. 2. The steering bogie for a railway vehicle according to claim 1, wherein the steering bogie for the railway vehicle is an induction steering device using a Z-link for a steering mechanism. 3. The steering bogie for a railway vehicle according to claim 1, wherein a driving system of each wheel shaft of the railway bogie is an outer rotor type direct drive motor system.