JPWO2005007480A1 - Self-steering cart and railway vehicle to which the self-steering cart is applied - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a self-steering carriage with improved traveling stability and curve passing performance and a railway vehicle to which the self-steering truck is applied. An active steering damper (10) is driven by a DC motor (13) to rotate a ball screw (15), and a nut (16) screwed with the ball screw (15) is caused to expand and contract as a whole, whereby a steering link (6) is driven. The wheel shaft 2 is steered via This steering is performed by an active function of the active steering damper 10. This active function eliminates the response delay of the self-steering operation in the process from the straight line through the relaxation curve to the steady curve. The active steering damper 10 also has a passive function. This passive function acts as a rigid body for vibrations of the snake action frequency that occurs during straight running, etc., and exhibits a buffering action as a non-rigid body for vibrations at other frequencies. High speed travelability and passability at the steady curve portion are improved.

Description

  The present invention relates to a carriage in which a pair of left and right wheel shafts (axle and wheel) are supported on a bogie frame so as to be independently rotatable.

  As a bogie for supporting a railway vehicle, a single shaft is rotatably supported on a bogie frame, and left and right wheels are attached to the single shaft, and an axle and wheels on the left and right sides of the bogie frame. There is a cart that can be rotated independently (hereinafter also referred to as a single-wheel independent rotating steering cart).

Railway vehicles are required to have curve-passing performance and running stability, and the curve-passing performance is exhibited by a self-steering function based on the tread gradient of the wheels. The self-steering function can be enhanced by freeing the turning movement (yawing) of the wheel shaft. However, if the turning movement of the wheel shaft is made free, a snake action which is a self-excited vibration is generated and the running stability is hindered.
The single wheel independent rotating steering cart has a high self-steering function because the left and right wheel shafts rotate independently, and can cope with sharp curves, campuses, loop lines, etc., and because the axle is not installed in the width direction, it is advantageous under a low floor, High utility value in urban areas and special sections. (Non-Patent Document 1)

In addition, a bogie frame active steering bogie is described in which traveling stability is secured by a passive function and auxiliary control by an active function is described.
(Patent Document 1)
Fritz Frederich, Possibilities as yet unknown or unregulated regging the wheel / rail tracking mechanism, Development of modern rolling, 1987. JP 2002-328653 A

  Since the single wheel independent rotating steering carriage is based on a structure in which the left and right wheel shafts rotate independently, it is inferior in that it attenuates the vibration of the snake action frequency, and is therefore unsuitable for high speed running (running stability). Further, since the limit self-steering property is lowered when the speed is increased, it is applied only to low-speed vehicles.

  Moreover, in what was disclosed by patent document 1 provided with the passive function and the active function, since it is a uniaxial trolley | bogie which has an axle, there exists a subject that a curve turning ability has a limit and a snake action critical speed is low. .

  The object of the present invention is to solve the problem of the single-wheel independent rotating steering carriage, that is, the problem that it is not applied only to medium-speed and high-speed vehicles but exclusively to low-speed vehicles.

In order to achieve the above object, a self-steering cart according to the present invention includes a pair of left and right wheel shafts supported by a bogie frame so as to be independently rotatable, and a steering link connected between the pair of left and right wheel shafts to steer these wheel shafts. An active steering damper is provided between the steering link and the bogie frame.
Here, the active steering damper has an active function of steering the wheel shaft in accordance with a relaxation curve, and a passive function of improving high-speed running stability and steady curve passing performance.

  It is preferable that the active steering damper functions as a rigid body with respect to vibrations having a snake action frequency and exhibits a damper action with respect to passing through a steady curve. As an example of a specific configuration, either a direct acting type damper provided with a DC motor and a ball screw mechanism rotated by the DC motor, or a rotating type may be used.

The present invention includes a railway vehicle in which the above-described self-steering carriage is provided at least before and after the vehicle. Further, by providing a carriage different from the front and rear self-steering carriages at a position close to either one of the front and rear self-steering carriages or one of them, it is effective for a two-story railway vehicle. Of course, a carriage different from the front and rear self-steering carriages may be applied to a normal vehicle.
In other words, when the vehicle body length is a conventional standard 20 m vehicle for maintenance or sharing with existing vehicles, the self-steering cart according to the present invention may be provided before and after the vehicle. On the other hand, in the case of a two-story railway vehicle, there is a staircase dead space, so there is a demand to increase the vehicle body length. However, if the vehicle body is lengthened, the vehicle body weight increases to ensure rigidity. In such a case, by arranging the single-shaft truck unit near the middle, it is possible to significantly reduce the weight of the vehicle body while preventing a decrease in rigidity.

  Some two-story vehicles (for example, the Shinkansen) have a structure in which a floor for entering and exiting the platform is located at an intermediate height between the first floor and the second floor. In this case, the entrance / exit floor is provided at a position on either the left or right side, and a connection passage with the first floor of another vehicle to be connected is used by using the space between the left and right axles of the self-steering carriage. Provide. Further, a connecting passage with the second floor of another vehicle to be connected is provided at a position on either the left or right opposite to the entrance / exit floor. By adopting such a structure, movement to an adjacent vehicle becomes a walk-through type without using stairs, which is extremely advantageous for elderly people and persons with physical disabilities.

FIG. 15 is a diagram showing the attack angle and the amount of lateral displacement of the straight line portion, the relaxation curve tip portion, and the steady curve portion when the active steering damper is not provided, and FIG. 16 is the case when the active steering damper is provided. It is the figure which showed the attack angle and the amount of left-right displacement of a straight part, a relaxation curve point part, and a steady curve part.
From these figures, by adding an active steering damper with active and passive functions to the self-steering cart, not only the steering performance against the relaxation curve is improved, but also the stability of the high-speed straight running and the steady curve It can be seen that the passability is improved.

The top view of the self-steering cart according to the present invention (A) is a cross-sectional view of a direct acting active steering damper, and (b) is a schematic diagram illustrating the function of the direct acting active steering damper. Plan view of a self-steering cart according to another embodiment Plan view of another embodiment applying a rotary active steering damper Side view of another embodiment shown in FIG. Plan view of a self-steering cart according to another embodiment The top view of the rail vehicle which applied the self-steering cart which concerns on this invention Side view of a railway vehicle using the self-steering carriage Front view of a railway vehicle applying the self-steering carriage Side view of a railway vehicle according to another embodiment Side view of a railway vehicle according to another embodiment The side view of the connection part of the two-storied railway vehicle which applied the self-steering cart which concerns on this invention Partial cutaway plan view of the connecting part AA arrow view of FIG. The figure which showed the attack angle and the amount of right-and-left displacement of a straight part, a relaxation curve point part, and a steady curve part when there is no active steering damper The figure which showed the attack angle and the amount of right-and-left displacement of a straight part, a relaxation curve point part, and a steady curve part when an active steering damper is provided

  Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a plan view of a self-steering cart according to the present invention, FIG. 2A is a cross-sectional view of a direct acting active steering damper, and FIG. 1B is a schematic diagram illustrating the function of the direct acting active steering damper. FIG.

  The self-steering carriage supports a pair of left and right wheel shafts 2 and 2 on a bogie frame 1 having a U-shape in plan view so as to be independently rotatable. Here, the wheel shaft 2 includes a shaft 4 rotatably supported by the shaft box 3 and a wheel 5 attached to the shaft 4, and the shaft box 3 is supported by the bogie frame 1 so as to be rotatable in a horizontal plane.

  The wheel shafts 2 and 2 are connected by a steering link 6. The steering link 6 includes front and rear members 7 and 7 extending forward (rearward) from the axle box 3 and a horizontal member 9 connected between the front and rear members 7 and 7 via a pin 8, and between the horizontal member 9 and the bogie frame 1. A direct-acting active steering damper 10 is installed on the side.

  In the active steering damper 10, a piston 12 is slidably inserted in a cylinder 11, and a DC motor 13, a reduction gear 14, a ball screw 15, and a nut 16 are incorporated in the cylinder 11. A connecting portion 17 is provided at the end portion of which the rubber bush 18 is fitted into the connecting portion 17.

The active steering damper 10 drives the DC motor 13 to rotate the ball screw 15, and the nut 16 engaged with the ball screw 15 is screwed to expand and contract as a whole, thereby the wheel shaft via the steering link 6. 2 is steered. This steering is performed by an active function of the active steering damper 10. This active function eliminates the response delay of the self-steering operation in the process from the straight line through the relaxation curve to the steady curve. In performing active control, track curvature information is required, but this information can be easily obtained by using a vehicle position detection system and track table that have been put to practical use in control of a pendulum vehicle.

Further, as shown in FIG. 2B, the active steering damper 10 also has a passive function. This passive function acts as a rigid body for vibrations of the snake action frequency that occurs during straight running, etc., and exhibits a buffering action as a non-rigid body for vibrations at other frequencies. High speed travelability and passability at the steady curve portion are improved. This passive mechanism can be realized by a DC motor control system.

  FIG. 3 is a plan view of a self-steering cart according to another embodiment. In the above-described embodiment, an electromagnetic damper (electric actuator) is used as the active steering damper 10. A mechanism and a passive mechanism are connected in series, and a general actuator other than an electric actuator is used as an active mechanism.

  FIG. 4 is a plan view of another embodiment to which a rotary type active steering damper is applied, and FIG. 5 is a side view of the other embodiment shown in FIG. A rotary active steering damper 20 is disposed above, and the wheel shaft 2 is steered via the steering link 6 as described above.

  FIG. 6 is a plan view of a self-steering cart according to another embodiment. In this embodiment, instead of using the mechanical steering link 6, the rotary active steering dampers 20 and 20 are connected to both axles. The front and rear members 7 and the side members 9 are omitted by arranging the left and right active steering dampers 20 and 20 electrically connected to each other.

  7 is a plan view of a railway vehicle to which the self-steering carriage according to the present invention is applied, FIG. 8 is a side view of the railway vehicle to which the self-steering carriage is applied, and FIG. 9 is a front view of the railway vehicle to which the self-steering carriage is applied. In this railway vehicle, self-steering carriages are arranged before and after the vehicle 30.

In this vehicle 30, a bogie frame 1 of a self-steering carriage is connected to a bracket 31 of a vehicle body, dampers 32 and 32 that absorb vibrations in the horizontal direction between the bogie frame 1 and the vehicle body, and vibrations in the vertical direction. Are disposed.
A traction link 34 is provided between the bogie frame 1 and the bracket 31 of the vehicle body to fix the yaw of the bogie frame 1.

  10 and 11 are side views of a railway vehicle according to another embodiment. In the railway vehicle shown in FIG. 10, another self-steering carriage is disposed at an intermediate position in the front-rear direction of the vehicle 30. Thus, even if it applies to a two-story vehicle etc., it can endure a load enough by using three carts. In this case, it is not necessary to add an active steering damper to the central self-steering carriage.

As the position of the intermediate carriage, the center between the front and rear carriages is preferable. By setting this position, there is no need for wheel steering, and a complicated steering mechanism can be omitted. However, it must be able to move freely in the left-right direction, and as an example of such a displacement mechanism, it can be easily realized by a carriage support using a linear slide or a carriage support using a link mechanism. Thus, in principle, the intermediate carriage is a structure that can be freely displaced to the left and right, but in order to further improve the vibration characteristics and running stability of the vehicle, a passive damper or the active mechanism of the present invention is used against the lateral displacement. It can also be incorporated.
Further, the position of the intermediate carriage is not necessarily centered on the vehicle body, and it is possible to displace the vehicle from the center for the purpose of improving the flexibility of the vehicle body weight balance, the axle load balance, and further, the arrangement of the underfloor equipment. However, in this case, a countermeasure for adding a yawing mechanism in cooperation with the left and right displacement mechanisms, for example, an arcuate guide slide or an asymmetric link mechanism is required.

  12 is a side view of a connecting portion of a two-story railway vehicle to which a self-steering carriage according to the present invention is applied, FIG. 11 is a plan view of the connecting portion, and FIG. 13 is a view taken in the direction of arrows AA in FIG. In this embodiment, the platform floor 103 and the platform door 104 are provided at an intermediate height between the first floor 101 and the second floor 102 of the two-story vehicles 100 and 100 to be connected. ing.

  The entrance / exit floor 103 is located on either the left or right side, that is, approximately half the width of the vehicle. The staircase 105 from the entrance / exit floor 103 to the first floor 101 and the staircase 106 to the second floor 102 are provided. Is provided.

On the other hand, a first-floor passage 107 and a second-floor passage 108 are provided at the connecting portion of the vehicles 100, 100. By using the space between the wheel shafts 2 and 2 of the self-steering carriage, the first floor passage 107 can connect the first floor 101 of the vehicles 100 and 100 without steps such as stairs.
That is, since the conventional two-story vehicle has a platform height of about 1 m, if the floor of the first floor comes above the carriage, the first floor has a strong stairs to move to the next vehicle. However, by configuring as in the present invention, it is not necessary to go up and down stairs, and the method of configuring a two-story vehicle is improved. Further, the location of the front / rear door 104 provided for each vehicle is pointed in plan view, for example, when the front door 104 is on the right side, the rear door 104 is on the left side, so that the layout This is advantageous.

In order to avoid interference with the entrance / exit floor 103, the second-floor passage 108 leaves the second-floor floor 102 opposite to the entrance / exit floor 103, and in order to secure a passage in this portion, one seat of the double seats is provided. This part is used as a passage.
Thus, by not providing stairs or the like in the first-floor passage 107 and the second-floor passage 108, the vehicle can be easily moved, and a travel bag with a caster or a sales vehicle can also pass.

  In the illustrated example, the two-story railway vehicle to which the self-steering carriage according to the present invention is applied has been described. However, the structure shown in FIGS. Eliminates obstacles such as stairs and demonstrates a walk-through effect.

Claims (7)

A pair of left and right wheel shafts supported by a bogie frame so as to be independently rotatable, a steering link connected between the pair of left and right wheel shafts to steer these wheel shafts, and an active gear provided between the steering link and the bogie frame. A self-steering cart with a steering damper. 2. The self-steering trolley according to claim 1, wherein the active steering damper acts as a rigid body with respect to vibration of a snake action frequency, and controls a driving source with respect to passing through a steady curve. A self-steering cart characterized by 3. The self-steering cart according to claim 1, wherein the active steering damper is either a direct acting type or a rotary type. A railway vehicle comprising the self-steering carriage according to claim 1 at least before and after the vehicle. The railway vehicle according to claim 4, wherein a carriage different from the front and rear self-steering carriages is provided at a position close to an intermediate position or one of the front and rear self-steering carriages. 6. The railway vehicle according to claim 4 or 5, wherein the vehicle has a two-story structure, and a floor for entering and exiting the platform is provided at a position close to the left or right at an intermediate height between the first floor and the second floor. In addition, the railway vehicle is characterized in that a connection passage to the first floor of another vehicle to be connected is provided using a space between the left and right wheel shafts of the self-steering carriage. 6. The railway vehicle according to claim 4 or 5, wherein the vehicle has a two-story structure, and a floor for entering and exiting the platform is provided at a position close to the left or right at an intermediate height between the first floor and the second floor. In addition, the railway vehicle is characterized in that a connecting passage to the second floor of another vehicle to be connected is provided at a position on either the right or left opposite to the entrance / exit floor.

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