JPS6374766A - Steering gear for four wheel truck - Google Patents

Abstract

(57) [Abstract] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed description of the invention] (Industrial application field) The present invention relates to a steering device for a two-axle bogie of a railway vehicle.

(Prior Art and Problems) Conventionally, a general two-axle bogie has an axle box 31 at both ends of an axle 30, and an axle provided on the axle box 31, as shown in FIG. A bogie frame 33 is supported by a spring 32 (primary suspension spring).

Further, a secondary suspension device 34 is provided on the bogie frame 33, and the axle box 31 is attached to the axle box guard 3 with respect to the bogie frame 33.
It is supported by an axle box support device such as No. 5 so as to restrict movement in the front, rear, left and right directions. Furthermore, in the case of an electric truck, the truck frame 33
A driving structure is provided in which a driving electric motor 36 mounted on the top and a driving gear device 37 provided on the axle 30 are connected by a flexible shaft joint 38 for driving.

As described above, since the truck is composed of many parts, it is desirable to simplify the entire truck by reducing the number of component parts from the viewpoint of manufacturing and maintenance.

In addition, in a general two-axle truck in which the axle 30 is held parallel by the truck frame 33 as described above, FIG. 11(B)
As shown in , when traveling on a curved road with a distance between the axles (axle distance) L and a radius R, the wheels do not match the direction of the curved road and have an angle of at least L/2R. .

Therefore, especially when traveling on a curved road with a small radius, slippage occurs between the wheels and the rails, generating a large lateral force and a loud squealing noise.

As a result, both the wheels and rails wear out, resulting in a short service life, and there is a risk of derailment due to large lateral forces.

Many proposals have been made to solve these problems, examples of which include Japanese Unexamined Utility Model Publication No. 59-196370 and Japanese Unexamined Patent Publication No. 59-209958, whose plan views are shown in Figure 12. It is shown in FIG.

All of these have a structure in which the axle can rotate horizontally around pivot points P, , P, that is, the axle can be steered, but there are axle boxes 40a at both ends of the axle.

40b and a bogie frame 41, with a spring (not shown) interposed between them, and its constituent parts are shown in FIG.
) There is no difference from the general two-axle bogie shown in ).

Further, in FIG. 13, arm 42. The rod 43 equalizes the steering amount, and the damper 44 speeds up the dynamic stability of the steering movement.

Furthermore, as an example of equalizing the steering amount,
66859, whose plan view is shown in FIG.

In other words, this is a diagram with the spring 9 bogie frame etc. omitted, and the left and right axle boxes 40.
It is equipped with a connecting beam 45 that connects the connecting beams 40a and 40b, and the connecting beams 45 are connected by links 46 arranged in an It rotates horizontally to take the steering wheel.

Each of the above-mentioned sides has many components of the entire bogie including the suspension structure, and it is difficult to say that the structure is simple.

(Purpose) The present invention is intended to solve the conventional problem that some type of device is added to a general bogie in order to give it a steering function, making it more complicated than a general bogie. To provide a steering device for a two-shaft bogie in which the device also has a steering function and the structure of the entire bogie can be simplified.

(Means for Solving the Problems) The present invention solves the above problems and achieves the object by reducing the load applied to the axle between the two axles having wheels on the left and right sides in a two-axle bogie. A joint that allows a primary suspension member with a supporting main bearing to be vertically displaced with respect to an intermediate member placed between two axles, and also capable of horizontal displacement for steering each axle. A primary suspension spring is provided between the primary suspension member and the intermediate member to provide sufficient shock absorbing capacity as the primary suspension, and the intermediate member is provided with a vehicle body support spring serving as the secondary suspension. The number of components of the entire bogie is reduced by supporting the car body load, and at least one of the pivot points between the primary suspension member and the intermediate member has a joint structure that allows displacement in the rolling direction of the axle to prevent irregularities in the plane of the track. This corresponds to the above.

In addition to the above configuration, the present invention also provides a link device for equalizing the steering amount of the two axles between each primary suspension member and the intermediate member;
A device that applies force or restraint to the steering of the two axles is interposed between each primary suspension member and the intermediate member to improve the steering function.

(Function) When the primary suspension member is displaced using the pivot point that allows rolling displacement with the intermediate member as a fulcrum, the spring provided between the primary suspension member and the intermediate member is compressed, but the compressed state is as follows. Corresponding to the fact that both end faces of the spring are non-parallel, it is curved with one circular arc radius, and the radius of curvature is large as a curve that takes the angle formed by both end faces of the spring, resulting in the most natural curved state. .

In addition, since the above-mentioned pivot point is configured to be able to be displaced in the vertical and horizontal directions, it works in conjunction with a link device that equalizes the steering amount and a device that applies a force or restraint force to the steering, so that the primary suspension member It provides good steering.

(Example) Embodiments of the present invention will be described with reference to the drawings.

FIG. 1 shows a basic embodiment of the invention, in which:
An axle 2 having wheels 1 on the left and right sides is housed in a primary suspension member 4 equipped with a main bearing 3 that supports the load applied to the axle 2.

Reference numeral 5 denotes a driving electric motor 1 disposed between the two axles 2.
2 as the main member, and the above-mentioned primary suspension members 4 are arranged before and after the intermediate member 5, at least one of which is connected to the axle 2.
The pivot points 6a and 6b have joints shown in FIGS. 3(A) and 3(B) to allow displacement in the rolling direction and horizontal displacement for steering in the vertical direction via the arms 10. The primary suspension member 4
A primary suspension spring 7 is attached via an arm 9 between the two.

Further, the intermediate member 5 is provided with a vehicle body support spring 8 which is a secondary suspension.

Furthermore, the primary suspension member 4 is equipped with a drive gear device 13,
The driving gear device 13 and the driving electric motor 12 are connected by a flexible shaft joint 14 shown in FIG.

In reality, there are irregularities in the plane of the track, and it is necessary for the bogie running on the irregularities to have a corresponding structure so that each wheel 1 does not separate from the rail despite the irregularities.

Fig. 2 is a schematic diagram of the same, where the solid line indicates a state where there is no irregularity in the track plane, and the axle 2 with wheels 1 at both ends is horizontal;
There is no relative displacement between the book axles 2 in the rolling direction, and each primary suspension member 4 supporting the axle 2 is also horizontal.

The dotted lines indicate the state in which each wheel 1 is in contact with the rail even when there is an irregularity in the plane of the track, and the primary suspension member 4 relatively nearer rotates in the direction of arrow A, and the wheel 1 on the left rotates in the direction of arrow B. In the upward direction, the right wheels 1 are respectively displaced in the downward direction of the arrow C.

Therefore, as described above, it is clear that a structure is required that allows at least one of the primary suspension members 4 to be displaced not only in the vertical direction at the pivot points 6a and 6b but also in the rolling direction.

FIG. 3(A) is an exploded perspective view of one embodiment, in which a rod 60 formed at the tip of the arm 10 of the primary suspension member 4 is inserted into a round hole of a cross 61 to prevent displacement in the rolling direction. A nut 62 is screwed in to allow and prevent axial escape.

Cylindrical pin portions 61a protruding from both sides of the cross body 61 are fitted into round holes of the two brackets 63, allowing the primary suspension member 4 to be displaced in the vertical direction.

By adopting such a structure, a joint that allows the primary suspension member 4 to be displaced in the vertical direction and in the rolling direction can be obtained.

In addition, FIG. 3(B) shows an example of a general ball joint instead of FIG. 3(A), in which both ends of a shaft having a spherical surface 90 are fitted and fixed into the round holes of the bracket 63, and the primary A, - of the suspension member 4
A bearing 91 of the spherical surface 90 is provided on the wheel 10, and the vertical displacement and rolling direction displacement of the primary suspension member 4 and the left-right displacement for steering the axle are controlled by the spherical surface 90 and the bearing 91.
This is done for collaborative purposes.

Next, an embodiment of the flexible shaft joint for power transmission as well as the effect of the primary suspension will be described with reference to FIG. 4.

FIG. 4(A) shows a flexible shaft joint 53 (reference numeral 1 in FIG.
4), and the shaft joint 53 connects the drive electric motor 12, which is a component of the intermediate member 5, and the drive gear device 13 provided in the primary suspension member 4 to transmit power. This shows a state where the input and output axes are aligned and in a straight line.

The bending points 5.3a and 53b of the shaft joint 53 are arranged to be equidistant 1/2 from the perpendicular Z-Z from the pivot point 6a.

53C is an internal gear that is fitted to the external gear 54 fitted to the input shaft of the drive gear device 130 and the output shaft of the drive motor 12 in response to changes in the relative position between the primary suspension member 4 and the intermediate member 5. The meshing position of the externally toothed gears 55 is changed.

FIG. 4(B) is a partially cross-sectional side view showing a state when a deflection δ1 is generated in the primary suspension member 4 from the state of FIG. 4(A).
The broken line shows the input and output shafts of the shaft coupling 53 in a straight line (Fig. 4).
The same state as in A) is shown, and the solid line shows a state in which the primary suspension member 4 draws an arc of radius r around the pivot point 6a with the intermediate member 5 from the broken line state and has been raised by a deflection δ1.

The spring 7 is compressed by a deflection δ2 from the length hl to h2, and the magnitudes of the deflections δ1 and 62 are close to 1:,1 in the figure.
As the spring 7, the axle box 3 of a normal truck shown in Fig. 11 (Δ) is used.
By arranging a coil spring or rubber spring with approximately the same load and spring constant as the shaft spring 32 placed on the 1, it can have sufficient buffering capacity as a primary suspension similar to a normal bogie. In addition, sufficient space can be provided for arranging such a spring 7 due to the structure of the truck.

Note that although the above description has been made assuming that the primary suspension member 4 is raised relative to the intermediate member 5, this is a relative matter;
Since the next suspension member 4 is supported by the rail via the axle 2, this actually means that the intermediate member 5 is lowered relative to the rail by a deflection δ1.

In the solid line state of FIG. 4(A), the shaft coupling 53 has a bending point 53a,
It is bent at two points 53b and a refraction point 53a.

53b is a location where each of the external gears 54 and 55 is present, and since the tips of the teeth of each external gear are rounded, refraction is possible at this position.

In the state shown in FIG. 4(A), the position of the shaft joint 53 is at the bending point 53a.
, 53b are spaced from each other at an equal distance of Il/2, so when the solid line state shown in FIG. 4(B) is reached, the shaft joint 53 slides by the internal gear 53C, and the interval between the refraction points 53a and 53b becomes shorter.

At this time, if a perpendicular line is drawn from the pivot point 6a to the center line of the shaft joint 53, the refraction points 53a and 53b of the shaft joint 53 are located at the same position of β'/2, and each refraction is symmetrical and the refraction angle is α6. α has the same value.

Therefore, the fact that the refraction angles are equal means that the angle α formed by the intermediate member 5 and the primary suspension member 4 is shared between two places in the form α8 = α, = α/2, and the refraction angle at one place is equal. , i.e.,
This means that the amount of sliding between the tooth surfaces of the internal gear 53C and the external gears 54 and 55 is minimized.

Gear-type shaft couplings are described in the 3rd edition of "Mechanical Practical Handbook" published by the Japan Society of Mechanical Engineers.
It is known from pages 59 to 360, etc., and even when used alone, it has the feature of basically having constant velocity because of the meshing of a large number of gears.

In this example, the spring 7 is horizontal in the solid state, and the pivot point 6
It is arranged so that the center of the spring length hl is on the perpendicular line Z-Z from a.

That is, both end surfaces of the spring 7 are equal at h1/2.

In such an arrangement, when the spring 7 is bent from the length hl to h2 and compressed by δ2, the perpendicular z'-z' from the pivot point 6a to the axis XX of the spring 7 and both ends of the spring 7 are h2
As shown by /2, it coincides with the center of the spring length h2.

This means that the spring 7 is compressed and its end surfaces are non-parallel, so it is curved with one circular arc radius R, and the curvature takes the angle β formed by the both end surfaces of the spring 7. It has the advantage of having the largest radius of curvature of any curve, and being the least unreasonable and natural curve.

Next, the steering action of the axle on a curved road will be explained with reference to FIGS. 5(A) and 5(B).

Generally, railway wheels have sloped treads.
When an axle consisting of two wheels and an axle is displaced laterally with respect to the center of the track, the tread of the displaced wheel will touch the rail at the point with a larger diameter, and the treads of the other wheels will touch the rail at a point with a smaller diameter. At this point, it touches the rail and has a ratio to the effective diameter of the rolling action of both axles. When entering a curved road from a straight road, the axle moves from its running position on the straight road to the outside rail of the curved road, and moves away from the center of the track.The diameter of the outer wheel on the curved road is larger and the diameter of the inner wheel is larger. has a small effect. The situation is shown in Fig. 5 (A), where Dx > I),
It is. Since wheels mounted on the same axle rotate in the same way, the wheels on the outside of the curved road move forward than the wheels on the inside of the curved road, and this axle takes the steering wheel so that the direction of the wheels is tangential to the curved road. will match.

In contrast to the steering action of the axle itself, in the present invention, the axle 2
It is the primary suspension member 4 that regulates the planar position of
This is connected to the intermediate member 5 and the pivot point 6a.

Since it is pivotally connected at 6b so that it can rotate in the left and right direction, the axle 2
As shown in the plan view of Fig. 5 (B), which shows the condition of the bogie on a curved road, each axle 2 is
completes the steering wheel that coincides with the direction of the center of the curved road.

Furthermore, FIG. 6 explains the horizontal rotation of the primary suspension member during steering and the action of the flexible shaft joint for power transmission. This is a partially sectional plan view of FIG. 4(B), showing only one axle.

As shown in FIG. 6, the intermediate member 5 and the primary suspension member 4 are connected at a pivot point 6a, at which the primary suspension member 4 horizontally rotates and is bent by an angle ψ.

The flexible shaft joint 53 rotates at the bending point 53a as well as in the vertical direction.
, 53b.

These refraction points 53a and 53b are located at β"/
Since they are equidistant from each other, each angle of refraction has an equal value of ψ/2.

In this way, even in the steering operation, the internal gear 53C
The amount of sliding of the tooth surfaces of the external gears 54 and 55 is minimized.

FIG. 7 shows another embodiment, in which (Δ) is a plan view and FIG. 7 (B) is a side view.

That is, the primary suspension member 4 incorporates a driving gear device 13 and a main bearing 3, and the axle 2 is located inside the primary suspension member 4 between the wheels 1 and is not shown.

The primary suspension member 4 is connected to a ball joint 70a at pivot points 5a and 5b for an intermediate member 5 mainly composed of a driving electric motor 12.
, 70b, so that the axle 2 can rotate vertically and horizontally, and can also roll relatively.

The spring 7 has a structure that is easily curved, and as shown in FIG. 7(C), which shows a cross-sectional view in a curved state, there are spring receivers 93 and 94 on the outside of the rubber spring 92, and a rubber pusher on the inside of the spring receiver 93. :L95, and a spring receiver 94 is fitted into the inner diameter of the rubber bush 95.

The rubber bush 95 is elastic and does not resist the bending of the spring 92.

In addition, the engagement of the spring receivers 93 and 94 via the rubber bushing 95 prevents the spring 92 from being significantly sheared in the lateral direction, causing the primary suspension member 4, that is, the axle 2, to bend in the left-right direction with respect to the intermediate member 5. This has the effect of making it possible to steer the axle 2 without any resistance.

The driving electric motor 12 and the driving gear device 13 are connected by a flexible shaft joint 53, typified by the gear-shaped shaft joint shown in FIG. 4, to transmit power.

In this embodiment, the center of the flexible shaft joint 53 is located at a position lower than the center of the axle 2 by a distance F (see FIG. 7(B)).

This is a case where a hypoid gear is used for the driving gear device 13, and the offset of the pinion appears as eccentricity of the above-mentioned interval F.

When the driving electric motor 12 is installed at a high position, the pinion may be offset above the axle axis.

A pair of arms 11 are provided on the intermediate member 5 mainly composed of a driving electric motor 12, and a vehicle body support spring 8 for secondary suspension is attached to the arms 11.

The wheels 1 have brake discs 72 that rotate together, and a brake caliper 73 that acts to sandwich the brake discs 72 to apply a brake is attached to the primary suspension member 4.

FIG. 8 is a plan view showing the cart shown in FIG. 7 when it is on a curved road, and the axles 2 are each steered along the curved line as explained in FIG. 5.

Therefore, the two axles 2 have an angle Φ, and FIG.
) corresponds to the angle 2ψ.

These angles are such that each axle 2 makes an angle of ψ6 and ψ with respect to the intermediate member 5, and the relationship is ψ6+ψ,=Φ.

Here, when there is no error in the dimensions of each part and the truck is on one circular curved road, ψ6=ψ.

Further, the vehicle body support spring 8 has a structure in which the upper surface is directly connected to the vehicle body, and an arm 11 supporting the lower surface of the spring 8 is pivoted relative to the intermediate member 5 so that the spring 8 is not significantly sheared due to rotation of the truck. It is pivoted so that it can rotate horizontally at a landing point 11a.

In order to prevent a difference in the amount of horizontal rotation between the left and right arms 11, the left and right arms 11 are pivotally connected by a link 85 at a pivot point 11b.

Next, a ninth embodiment will be described in which a device that correlates the steering amount of two axles and a device that applies force to the steering wheel are added.
As shown in the figure.

FIG. 9(A) is a plan view of the truck on a straight road, with intermediate member 5
In contrast, the primary suspension member 4 is in an unbent state.

Lever 16 is a device that correlates the steering amount of the two axles. The lever 16 shown has a ratio of 1:1, and when steering, both axles rotate in opposite directions, resulting in a 1:1 ratio.

Note that 19 is a bracket that protrudes from the intermediate member 5 and supports the middle of the lever 16, and rods 17 and 18 connect the lever 16 and each primary suspension member 4.

A hydraulic cylinder 21 serving as a device for applying force to the steering wheel is installed between each primary suspension member 4 with both ends pivotally connected, and hydraulic pressure is applied to the bow 21b and released from the bow 21c, thereby causing the piston 21a. moves to the right, and the piston 21a moves to the left due to the opposite oil pressure.

In this way, steering can be forced by controlling the inflow and outflow of hydraulic pressure.

FIG. 9(B) is a plan view of the bogie on a curved road, and shows the intermediate member 5.
On the other hand, each primary suspension member 4 is bent by an angle ψ6°ψ.

Said lever 16. An angle ψ6=ψ is established by means of a device for relating the steering amount of each axle consisting of rods 17 and 18.
become.

Further, hydraulic pressure is applied to the port 21c of the hydraulic cylinder 21 of the device that applies force to the steering wheel, and the hydraulic pressure is released from the port 21b to obtain a transition state from a straight road state to a curved road state.

Instead of the hydraulic cylinder 21 that generates a force, it is also possible to use a fluid pressure device that generates a restraining force at the steering wheel and has approximately the same external structure.

All of these devices can be installed in one vehicle, but
They can be selected and provided according to the speed, curve, etc. under which the vehicle is used.

FIG. 1 shows a basic embodiment of the invention equipped with all the devices described above.

FIG. 10 shows another embodiment of the present invention, in which the two axles are non-parallel and form an angle Φ on a curved road.

The vehicle body support spring 8, which is a secondary suspension, has a structure in which the upper surface is directly connected to the vehicle body and the lower surface is placed on a bolster 81, and the center plate is provided directly above the driving electric motor 12, which is the main component of the intermediate member 5. 80 allows the portion from the intermediate member 5 to the wheel 1 to rotate horizontally with respect to the bolster 81.

(Effects) The present invention provides a structure in which the pivot point of the primary suspension member relative to the intermediate member, which can rotate in the vertical direction, can also rotate in the left and right directions (e.g., a ball joint, etc.), thereby reducing road surface irregularities. In addition to handling, it also provides a steering function, and the entire structure of the truck can be made extremely simple.

Furthermore, the steering function can be improved by adding a device that correlates the steering amounts of the two axles, a device that applies force to the steering, or a device that applies a restraining force to the steering.

[Brief explanation of the drawing]

Fig. 1 is a perspective view of a basic embodiment of the present invention, and Fig. 2 is a perspective view of a basic embodiment of the present invention.
3(A) is an exploded perspective view of one embodiment of the rolling joint; FIG. 3(B) is a perspective view of another embodiment of the rolling joint; FIG. 4(A) is a rolling schematic diagram of the suspension member; (B)
5(A) and 5(B) are explanatory diagrams of the steering action on a curved road, and FIG. 6 is a horizontal view of the primary suspension member during steering. FIG. 7 is an explanatory view of rotation and the operation of the flexible shaft joint, and shows another embodiment of the present invention, in which (A) is a plan view, (B) is a side view, and (C) is a side view. FIG. 8 is a cross-sectional view of the primary suspension spring, FIG. 8 is a plan view when the bogie is on a curved road, and FIG. 9 is an embodiment of a device that correlates the amount of steering of the axle and a device that applies force to the steering, The same figure (A) is a plan view of a bogie on a straight road.
Fig. 10 is a perspective view of another embodiment, and Figs. 11 to 14 show a conventional example. ■...Wheel, 2...Axle, 3...Main bearing, 4...
・Primary suspension member, 5... Intermediate member, 6a, 6b...
Pivot point, 7...primary suspension spring, and...body support spring. 14...Flexible shaft joint, 16...Lever, 17.1
8...Rod, 19...Bracket, 21...Hydraulic cylinder. Patent applicant: Kawasaki Heavy Industries, Ltd. (A) (B) Figure 5 Figure 12 Figure 13

Claims (3)

[Claims] (1) A primary suspension member equipped with a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels can be vertically displaced with respect to an intermediate member placed between the two axles. and is pivoted by a joint that can also be displaced in the left and right direction for steering each axle, a spring is provided between the primary suspension member and the intermediate member, and a pivot point between the primary suspension member and the intermediate member is provided. A steering device for a two-axle bogie, characterized in that at least one location of the structure allows rolling displacement of the axle. (2) A primary suspension member equipped with a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels can be vertically displaced with respect to an intermediate member placed between the two axles. and is pivoted by a joint that can also be displaced in the left and right direction for steering each axle, a spring is provided between the primary suspension member and the intermediate member, and a pivot point between the primary suspension member and the intermediate member is provided. The present invention is characterized in that at least one part of the axle is structured to allow rolling displacement of the axle, and a link device for equalizing the steering amount of the two axles is interposed between each primary suspension member and the intermediate member. A steering device for a two-axle bogie. (3) A primary suspension member equipped with a main bearing that supports the load on the axle between both wheels of an axle having left and right wheels can be vertically displaced with respect to an intermediate member placed between the two axles. and is pivoted by a joint that can also be displaced in the left and right direction for steering each axle, a spring is provided between the primary suspension member and the intermediate member, and a pivot point between the primary suspension member and the intermediate member is provided. A link device is interposed between each primary suspension member and the intermediate member to equalize the steering amount of the two axles. 1. A steering device for a two-axle bogie, characterized in that a device for applying a forcing force or a restraining force to the steering of the axle is provided.