JPH1094112A - Ddm drive system bogie for railway car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate the return to a neutral position of a DDM drive system bogie for railway cars having DDM drive shafts for wheel units at the time of straight run, and to enhance the curve run performance by steering control which reduces the attack angles of the wheel shafts. SOLUTION: Concerning a bogie for railway cars having two wheel shafts, the wheel shafts 3, 4 arranged before and behind the frame 2 of the bogie are fixed ones with their rotation locked respectively, and left and right wheels 5a, 5b, 5c, 5d have structure rotatable around the wheel shafts independently. The left an right wheels 5a, 5b, 5c, 5d are connected to DDMs (direct drive motors). Here, one wheel shaft 3 of the is equipped with wheel units (DDMs) 8a, 8b, and the other wheel shaft 4 is equipped with a shaft unit (DDM) 9, and are connected to the left ahd wheels 5a, 5b, 5c, 5d respectively through couplers 6a, 6b, 6c, 6d.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a driving system for a bogie for a railway vehicle, and particularly to a system in which wheels are directly driven by a motor without a reduction gear (hereinafter, referred to as a DDM driving system). The present invention relates to a DDM drive bogie for railway vehicles to be realized.

[0002]

2. Description of the Related Art The DDM drive system, in which a wheel set is directly driven by a motor without a reduction gear, is effective for simplifying a bogie structure and reducing noise, and is currently being developed. There are two types of DDM driving methods: a DDM driving method in which the left and right wheels are driven by a single motor, and a DDM driving method in which the left and right wheels are driven by different motors.

From the viewpoint of running control of a vehicle having wheels that rotate and drive independently on the left and right, Japanese Patent Application Laid-Open No. 55-153204 discloses that the number of rotations of the outer and inner rail wheels at the time of passing a curve is described. There has been proposed a method of separately controlling the motors of the left and right wheels so that the speed at the center of the bogie does not change even if a difference occurs. Similarly, in JP-A-56-153904,
The induction motor that drives the left and right independent wheels independently is driven by separate inverters, respectively, and the output difference between the inverters is made higher than the rotation frequency corresponding to the rotation speed of each induction motor. There have been proposed methods to prevent this.

[0004]

A conventional general bogie for a railway vehicle has a complicated structure because an integrated wheel axle in which wheels and a wheel axle are integrated is driven by a driving force source such as a motor via a speed reducer. Having. Also, noise generated from the speed reducer itself is one of the problems.

[0005] On the other hand, the truck of the DDM drive system drives wheels directly by a motor without passing through a speed reducer, so that the truck structure can be simplified and noise can be reduced. Especially D for each wheel
The DM drive system can be expected to have effects such as a reduction in squeak noise when traveling on a curve and a small influence of a track deviation. However, in the case of the wheel-based DDM drive system, the self-steering of the wheel axle is extremely small as compared with the integrated wheel axle or shaft-based DDM drive system, so that the straightness is poor. There is a problem that the lateral pressure increases. To solve these problems, JP-A-55-153204 and JP-A-56-153904 do not show a fundamental solution.

The present invention provides an axle configuration of a railway vehicle DDM drive type bogie that ensures self-steering performance and achieves the characteristics of a wheel unit DDM drive type vehicle for a railway vehicle DDM drive type bogie. And a method for realizing even higher curve running performance.

[0007]

DISCLOSURE OF THE INVENTION The DD for railway vehicles of the present invention
The M system bogie has a DDM drive system in which one axis is a wheel unit,
The other axis is constituted by a DDM drive system for each axis.

The DDM bogie for a railway vehicle according to the present invention is constructed such that one axle of each bogie of one vehicle is a DDM drive system for each wheel, and the other axle is a DDM drive system for each shaft. A torque difference is provided to the motors that drive the left and right wheels of the driving method so that the curve running performance is improved.

Further, the front shaft of each bogie is provided with a torque difference such that the curve running performance is improved by the DDM drive system in wheel units with respect to the running direction of the vehicle. An ideal curve running performance is realized by the wheel shaft configuration of the DDM drive system.

According to the present invention, by combining the DDM driving method for each wheel unit having a small self-steering property and the DDM driving method for each axle having a large self-steering property, it is possible to secure the straight traveling property of the bogie. The steering of the wheel axle is performed, for example, by using a two-axis DDM drive system for each wheel,
The implementation was carried out in a configuration such as a DDM drive system for each axis. In this case, the wheel-based DDM drive system increases the motor drive torque on the outer rail side and decreases the motor drive torque on the inner rail side according to the curved shape, so that there is a difference in the vertical creep force between the left and right wheels and rails. As a result, a rotational moment is generated on the wheel shaft. By reducing the attack angle of the wheel axle with this rotational moment, the lateral pressure is reduced, and the curve running performance can be improved.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A DDM for a railway vehicle according to the present invention will be described below.
An embodiment of a drive type cart will be described with reference to the drawings.

As shown in FIG. 1, in a bogie for a railway vehicle having two axles, wheel shafts 3 and 4 disposed before and after a bogie frame 2 are fixed shafts whose rotation is restricted, respectively. 5a, 5b, 5c, 5d are bearings 101a, 101
It is mounted on a wheel axle via b, 101c, and 101d, and can rotate independently around the wheel axle. Left and right wheels 5
a, 5b, 5c and 5d are connected to a DDM (Direct Drive Motor). Here, one wheel axle 3 of the truck mounts wheel units DDM 8a, 8b, and the other wheel axle 4 mounts a shaft unit DDM 9, and joints 6a, 6b are attached to left and right wheels 5a, 5b, 5c, 5d, respectively. , 6c, 6
and d. The rotor 103a of the wheel unit DDM 8a has one end mounted on the wheel shaft 3 via a bearing 102a and the other end mounted on the wheel 5a via a joint 6a. The wheel unit DDM 8a has a similar structure. The wheel 5a is set in the wheel unit DDM8a, and the wheel unit D
The wheels 5b are independently driven by the DM 8b. on the other hand,
The rotor 104 of the shaft unit DDM 9 is mounted on wheels 5c and 5d via joints 6c and 6d. That is, axis unit D
Since the left and right wheels 5c and 5d are driven by the DM 9, and the left and right wheels 5c and 5d are connected to the joints 6c and 6d and the rotor 104, the self-steering property of the wheel shaft is obtained as in the case of the integrated wheel.

As described above, by configuring the single vehicle with the wheel-based DDM drive shaft 3 and the shaft-based DDM drive shaft 4, it is possible to easily return to the neutral position during straight running. Both ends of the wheel shafts 3 and 4 are connected to the bogie frame 2 with appropriate support rigidity in the vertical and horizontal directions by shaft springs (not shown) as in the case of the conventional bogie. Is connected to the bogie frame 2 with a softer supporting rigidity than before,
And a large amount of movement in the front-rear direction with respect to.

FIG. 2 shows an embodiment of the configuration of the railcar bogie shown in FIG. 1 with one vehicle.

In the front bogie 2a of the vehicle 1, a wheel unit DDM drive shaft 3a is arranged on the front shaft, and a shaft unit DDM drive shaft 4a is arranged on the rear shaft. On the other hand, in the rear bogie 2b, the axis unit DDM is
The drive shaft 4b is arranged on the rear shaft, and the wheel unit DDM drive shaft 3b is arranged on the rear shaft. That is, when viewed from a single vehicle, the wheel unit DDM drive shafts 3a and 3b are arranged outward in the front-rear direction, and the shaft unit D
The DM drive shafts 4a and 4b are arranged. In general, when passing through a curve, the lateral pressure increases at the outer rail wheels on the front axle of each bogie, and the maximum is particularly at the outer rail wheels on the front axle of the front bogie. Therefore, reducing the lateral pressure of the outer rail wheels of the front axle of the front bogie is a necessary condition for improving the curve running performance. In the wheel axle arrangement, the leading axis becomes the wheel unit DDM drive shafts 3a and 3b in the traveling direction, and by controlling the leading axis to be described later, the curve running performance is improved.

FIG. 3 shows an embodiment of the steering control. The figure shows a traveling state in a right curve with respect to the traveling direction.

A wheel unit DD arranged on the leading axis of one vehicle
Regarding the torque value T of the motor driving the left and right wheels 5a, 5b on the M drive shaft 3, the wheel unit DDM 8a
, A torque increment of ΔT is given to the wheel unit D on the inner rail side.
A torque increment of -ΔT is given to DM8b. Here, the longitudinal creep force 17a, 1 generated between the wheel and the rail
By 7b, a rotational moment 18 acts on the wheel shaft.
The purpose of the steering control is to use the rotational moment 18 to bring the attack angle α (not shown), which is the angle between the radial direction of the curve and the wheel axis, closer to the ideal state, that is, α = 0.

The receiver 10 has an ATS installed on the track.
(Automatic train control device) Receives a signal from a ground member (not shown), detects that the vehicle has passed on the track, and outputs this detection signal to the mileage calculation device 12. When the signal from the receiver 10 is input, the mileage calculation device 12 uses the installation point of the ground child as the starting point of the mileage of the vehicle, and calculates the vehicle speed signal obtained from the speedometer 11 installed on the vehicle side. The running distance is calculated based on the calculated distance, and the calculation result is output to the steering torque calculating means 13. According to the calculated values obtained by the steering torque calculating means 13 and the travel distance calculating device 12, curve position data representing the distance to the curve position stored in the curve information storage means 14 and curve data of the curve trajectory are searched.
In addition, the steering torque calculating means 13 is loaded with a calculation formula of a drive torque increment ΔT at which optimum steering is performed according to the curve shape, and the vehicle position data, the curve data, and the vehicle obtained from the speedometer 11 are obtained. With reference to the speed signal, the drive torque increment ΔT is determined, and the command signal is transmitted to the drive control device 15.
a, 15b. Further, the drive control devices 15a, 15
b synthesizes the drive torque increment command signal and the drive torque command signal 16, and T + is added to the wheel unit DDM8a on the outer rail side.
The drive torque is controlled so that a torque of T−ΔT is generated in the wheel unit DDM8b on the inner rail side on ΔT. In addition to the above-described steering control embodiment, the following method is conceivable.

(1) Information on a curve running state such as a centrifugal force and a bogie angle is measured in real time or in a preview system to calculate a drive torque increment ΔT required for steering control.

(2) The steering torque increment Δ required for steering control by judging the state of the curved trajectory by image processing of a forward image of the vehicle or the like.
Calculate T.

FIG. 4 shows another construction method of the vehicle 2 in FIG.

In the front bogie 2a of the vehicle 1, a wheel unit DDM drive shaft 3a is arranged on a front shaft, and a shaft unit DDM drive shaft 4a is arranged on a rear shaft. On the other hand, also in the rear bogie 2b, the wheel unit DDM drive shaft 3b is provided on the front shaft, and the shaft unit DDM drive shaft 4b is provided on the rear shaft.
Place. That is, when viewed from one vehicle, both the front and rear bogies have the wheel unit DDM drive shafts 3a and 3b on the front shaft and the shaft unit DDM drive shafts 4a and 4b on the rear shaft. Generally, when passing through a curve, as described above, the lateral pressure increases at the outer track side wheel of the front axle of each bogie, and especially the maximum is at the outer track side wheel of the front axle of the front bogie. By reducing the lateral pressure of the side wheels, an ideal curve can be passed. in this case,
By performing the steering control on the front axle of each bogie, which is the wheel unit DDM drive shafts 3a and 3b, the curved running performance is improved. However, in this wheel axle arrangement, when the traveling direction of the vehicle is reversed, both the front and rear bogies have the axis unit DDM
The drive shafts 4a and 4b are mounted on the rear shaft, and the wheel unit DDM drive shaft 3
Since a and 3b are arranged, it becomes impossible to improve the curve running performance by the steering control.

FIG. 5 shows an embodiment of a bogie for a railway vehicle having a structure enabling the bogie configuration.

As in FIG. 1, the front and rear wheel shafts 3a, 3b are fixed shafts whose rotation is restricted, respectively.
It has a structure capable of independent rotation around the wheel axes of b, 5c and 5d, and the left and right wheels 5a, 5b, 5c and 5d are connected to the DDM. Both ends of the wheel axles 3a and 3b are connected to the bogie frame 2 by a shaft spring (not shown) with appropriate support rigidity in the vertical and horizontal directions similarly to the conventional bogie, and in the longitudinal direction. Is connected to the bogie frame 2 with a softer supporting rigidity than in the prior art, so that the amount of movement in the front-rear direction with respect to the bogie frame 2 can be increased. Here, two wheel shafts 3a, 3b of the bogie are mounted, and left and right wheels 5a, 5b, 5c, 5
d is connected via joints 6a, 6b, 6c, 6d. However, two wheel units DDM mounted on each wheel shaft
8a, 8b, 8c, 8d are rotational movement restraining means 17a,
17b restricts the relative rotational movement and can create a state of rotating integrally. The rotation motion restricting means 17a and 17b are configured by devices that can be freely contacted and separated, such as a magnetic coupling and a clutch. With this mechanism, the front shafts of the bogies release the rotational motion restraining means 17a and 17b in the same direction as the normal wheel unit DDM drive shaft in the traveling direction of the vehicle, and the rear shafts rotate the rotary motion restraining means 17a and 17b.
By b, the same state as the axis unit DDM drive axis can be obtained. That is, the arrangement becomes the same as that of the wheel shaft arrangement shown in FIG. 4, and the curve running performance is improved by the steering control.

The following method can be considered as another embodiment of the means for forming the cart shown in FIG.

(1) In the bogie having the structure shown in FIG. 1, the bogie itself is rotated according to the traveling direction to change the front and rear wheel axle arrangements so that the front and rear bogies have the same wheel axle arrangement.

(2) Both the front and rear axes of the bogie are wheel-based DDM drive systems. The front axis performs steering control in the running direction, and the rear axis performs control for equalizing the rotational speeds of the left and right wheels.

FIG. 6 shows a simulation result of the manner in which the bogie returns to the neutral position due to the difference in the arrangement of the wheel axles. The simulation conditions were as follows: curve radius 600 m,
Inlet / outlet relaxation curve length and curve length 70m, cant 0.
It is assumed that the vehicle passes a curve of 105 m 2 at a speed of 75 km / h and enters a straight section. The wheel tread is a conventional basic tread (conical tread), and the rail is a 50N rail. The wheel axle arrangement to be compared is as follows.

(1) Four axes are constituted only by the axis unit DDM drive shaft. (2) Each carriage is constituted by the wheel unit DDM drive axis and the axis unit DDM drive axis (the carriage construction of FIG. 2). In each case, the relative displacement between the front rail and the rear axle of the front bogie and the rear axle between the outer track side wheel and the rail with respect to the traveling direction is illustrated in each case.

In the case of (1), the vehicle returns to the neutral position as soon as the vehicle enters the straight section after passing through the curve, and has the self-steering property of the wheel shaft similarly to the integrated wheel. In the case of (3), there is almost no self-steering property, and it is difficult to return to the neutral position even if the vehicle enters a straight section after passing through a curve. In the case of (2)
It takes some time compared to (1), but returns to the neutral position without any problem.

[0031]

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

(1) By configuring a single truck as a set of a shaft-based DDM drive shaft and a wheel-based DDM drive shaft, the truck can easily return to a neutral position during straight running of the truck.

(2) The steering control to decrease or increase the left-right torque of the wheel unit DDM drive shaft arranged on the bogie front axle according to the curved state and reduce the attack angle of the wheel axle allows the wheel-rail between the wheel and the rail during the curved passage. The lateral pressure reduction is reduced and the curve running performance is improved with respect to the top outer rail on which the lateral pressure value is maximum.

[Brief description of the drawings]

FIG. 1 is a plan view showing a truck structure according to the present invention.

FIG. 2 is a plan view showing one embodiment of a configuration of the bogie according to the present invention.

FIG. 3 is a plan view showing an embodiment of steering control in the bogie according to the present invention.

FIG. 4 is a plan view showing a second embodiment of the configuration of the truck of the present invention in one vehicle.

FIG. 5 is a plan view showing a bogie structure for implementing a second embodiment of the configuration in one vehicle.

FIG. 6 is a simulation result showing a state of the carriage returning to a neutral position.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Bogie frame, 3, 4 ... Wheel axis, 5 ... Wheel, 6
... Joint, 7 ... Shaft box, 8 ... Wheel unit DDM, 9 ... Shaft unit D
DM, 10: receiver, 11: speedometer, 12: travel distance calculation device, 13: steering torque calculation means, 14: curve information storage means, 15: drive control device, 16: drive torque command signal, 17: wheels Vertical creep force between rails, 18: rotational moment of wheel shaft, 101, 102: bearing, 103: DDM rotor for axle, 104: DDM rotor for shaft.

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Inventor Motomi Hiraishi 794, Higashi-Toyoi, Kazamatsu-shi, Yamaguchi Prefecture Inside the Kasado Plant of Hitachi, Ltd.

Claims (3)

[Claims] In a truck for a railway vehicle in which a wheel axle has a mechanism of a DDM drive system (a system in which wheels are directly driven by a motor without passing through a speed reducer), one wheel axle is a DDM drive system for each wheel, and the other is a DDM drive system. A DDM drive bogie for a railway vehicle, wherein the wheel shaft of (1) is a DDM drive system for each shaft. 2. The DDM according to claim 1, wherein:
A DDM drive bogie for a railway vehicle, wherein a torque difference is generated in a motor that drives left and right wheels, which is a drive system, in a direction in which curved running performance is improved. 3. The railway vehicle according to claim 1, wherein the front axle of each bogie has a wheel-based DDM drive system, and the rear axle has a shaft-based DDM drive system with respect to the traveling direction of the vehicle. DDM drive cart.