WO2014203971A1 - 鉄道車両用台車 - Google Patents

鉄道車両用台車 Download PDF

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Publication number
WO2014203971A1
WO2014203971A1 PCT/JP2014/066299 JP2014066299W WO2014203971A1 WO 2014203971 A1 WO2014203971 A1 WO 2014203971A1 JP 2014066299 W JP2014066299 W JP 2014066299W WO 2014203971 A1 WO2014203971 A1 WO 2014203971A1
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WO
WIPO (PCT)
Prior art keywords
axle
vehicle
width direction
wheel
shaft
Prior art date
Application number
PCT/JP2014/066299
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
吉則 萩尾
嘉之 下川
智 亀甲
拓自 中居
Original Assignee
新日鐵住金株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 新日鐵住金株式会社 filed Critical 新日鐵住金株式会社
Priority to EP14814492.6A priority Critical patent/EP3012172B1/de
Priority to JP2015522979A priority patent/JP6079881B2/ja
Priority to CN201480034889.3A priority patent/CN105339233B/zh
Publication of WO2014203971A1 publication Critical patent/WO2014203971A1/ja

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/04—Bolster supports or mountings
    • B61F5/10—Bolster supports or mountings incorporating fluid springs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/26—Mounting or securing axle-boxes in vehicle or bogie underframes
    • B61F5/30—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes
    • B61F5/301—Axle-boxes mounted for movement under spring control in vehicle or bogie underframes incorporating metal springs

Definitions

  • the present invention relates to a bogie for a railway vehicle.
  • it is intended to reduce wheel load loss that occurs when traveling at a low speed in the exit relaxation curve section.
  • a general railway vehicle 1 has two carriages 2 arranged before and after the traveling direction of the vehicle, and 2 on both sides of the carriage frame 3 constituting the carriage 2 in the vehicle width direction.
  • the vehicle body 5 is supported by four air springs 4 installed one by one.
  • a height adjusting device (hereinafter referred to as LV) 6 is installed on the vehicle body 5.
  • 7 is a wheel shaft with wheels 7b installed on both sides of the axle 7a
  • 8 is a track.
  • the LV 6 is installed on both sides in the width direction of the vehicle body 5 as shown in FIG. 5, and one end of the lever 11 is attached to the operating shaft 6a.
  • the other end of the lever 11 is connected to the other end of a connecting rod 12 whose one end is rotatably attached to the carriage frame 3 so as to be freely rotatable (paragraph 0002 of Patent Document 1). , See FIG.
  • 9 is a shaft box that supports the wheel shaft 7 so as to be freely rotatable
  • 10 is a shaft spring disposed on the shaft box 9.
  • the straight section and the curve section are connected via a relaxation curve section in which the curvature and cant gradually change and the raceway surface is twisted.
  • the leading shaft When driving in a curved section, high lateral pressure is generated on the wheel on the outer track side of the wheel shaft on the front side in the traveling direction of the carriage (hereinafter referred to as the leading shaft).
  • the height of the shaft spring and the air spring changes because the wheel follows the raceway, and this is caused by the change in the spring height.
  • Spring force changes wheel load.
  • the air spring extends on the outer track side of the leading shaft, the wheel load decreases, and wheel load loss occurs. Therefore, in the exit relaxation curve section, the derailment coefficient obtained by dividing the lateral pressure Q by the wheel load P becomes high (see FIG. 6).
  • the outer spring side air spring of the leading shaft extends due to the twist of the raceway surface, while the inner spring side air spring contracts.
  • the air spring is exhausted and the internal pressure decreases, while the air spring on the inner gauge side is supplied with air and the internal pressure increases. Since the spring force of the air spring also decreases due to the decrease in the internal pressure of the air spring on the outer track side, the wheel load loss on the outer track side of the leading shaft becomes significant.
  • the problem to be solved by the present invention is that when a conventional railcar bogie travels at a low speed in the exit relaxation curve section, a wheel load drop occurs on the front wheel on the outer gauge side, and LV is the wheel. It is a point that promotes heavy omission.
  • ⁇ P bogie C ⁇ ⁇ ⁇ k ⁇ b 1 2 ⁇ b c
  • ⁇ is a twist angle of the raceway surface
  • C is a coefficient determined by the stationary wheel weight
  • the inventors set the shaft springs installed on both sides in the width direction of the vehicle as far as possible in the center side in the width direction of the vehicle in order to suppress wheel weight loss when traveling at a low speed in the exit relaxation curve section. I thought about placing it.
  • the inventors have a standard commuter vehicle having a curve radius of 200 m, The rate of wheel load loss was simulated when traveling at a speed of 5 km / h in a relaxation curve section with a cant of 105 mm and a cant reduction ratio of 300.
  • the wheel load loss ratio shown in FIG. 3 is the value at the height detection position of the current LV installed outside the air springs arranged on both sides of the vehicle frame in the vehicle frame direction in the vehicle width direction. This is the value when 1.
  • the present invention was made based on the above-mentioned idea and examination results of the inventors, and in particular, in order to reduce wheel load loss on the outer rail side of the leading shaft when traveling at a low speed in the exit relaxation curve section, The following configuration is adopted.
  • Air springs are arranged on both sides in the vehicle width direction of a bogie frame supported by a shaft spring arranged on an axle box that supports the wheel shaft so that it can rotate freely, and the height of the vehicle body supported by these air springs
  • the axle box is disposed at a position closer to the center side in the width direction of the vehicle than the wheels attached to both sides of the axle constituting the wheel axle, The most important feature is that the height detection position of the LV is located between the axial center of the air spring and the axial center of the shaft spring.
  • the axle box in which the shaft spring is arranged is arranged at a position closer to the center side in the width direction of the vehicle than the wheels attached to both sides of the axle constituting the wheel shaft. Accordingly, the distance between the two shaft springs installed on both sides in the width direction of the vehicle is narrowed, the amount of change in the height of the air spring is reduced, and the wheel load fluctuation when traveling in the exit relaxation curve section is reduced.
  • the height detection position of the LV is located between the axis center of the air spring and the axis center of the shaft spring. Accordingly, wheel load loss is reduced as compared with the case where the LV height detection position is outside the air spring in the width direction of the vehicle.
  • the carriage is configured to reduce the distance between the two shaft springs arranged on both sides in the width direction of the vehicle, and the height detection position of the LV is positioned closer to the center in the width direction of the vehicle than in the past. Yes. Therefore, the wheel weight loss on the outer rail side of the leading shaft when traveling at a low speed in the exit relaxation curve section can be significantly reduced, and the passing performance of the exit relaxation curve section is improved.
  • the object of the present invention is to reduce wheel load loss on the outer gauge side of the leading shaft particularly when traveling at a low speed in the exit relaxation curve section. And the purpose is to configure the carriage so as to reduce the distance between the two shaft springs arranged on both sides in the width direction of the vehicle, and to set the height detection position of the LV to the center side in the width direction of the vehicle than before. Realized by positioning to.
  • FIG. 1 is a diagram showing a schematic configuration of a railway vehicle carriage according to the present invention.
  • Reference numeral 21 denotes a carriage.
  • the center in the width direction of the vehicle is more than the two wheels 7b in which the axle boxes 9 on which the axle springs 10 that support the carriage frame 22 are disposed are mounted on both sides of the axle 7a that constitutes the axle 7. It is an inboard type that is located at the side.
  • the side burr 22a constituting the carriage frame 22 has both wheels. 7b.
  • the height detection position of the LV 6 can be located inside the air springs 4 installed on both sides of the carriage frame 22 in the width direction of the vehicle.
  • the height detection position of the LV 6 installed in each air spring 4 in order to keep the height of the vehicle body 5 constant is located between the axis center of the air spring 4 and the axis center of the shaft spring 10. I am going to let you.
  • the distance b 1 between the two shaft springs 10 installed on both sides in the width direction of the vehicle is narrowed so that the amount of change in the height of the air spring 4 is reduced, and the vehicle travels at a low speed in the exit relaxation curve section.
  • the wheel load P acting on the four wheels 1b becomes smaller than the outboard type carriage 2 shown in FIG. 2 (b).
  • the height detection position of the LV 6 is positioned between the axis center of the air spring 4 and the axis center of the shaft spring 10, the stationary wheel weights of the four wheels 7b do not become unbalanced. Therefore, compared to the case where the height detection position of the LV 6 is positioned outside the air spring 4, the ratio of wheel load loss is reduced.
  • FIG. 1 shows a bolsterless cart, but the present invention is also applicable to a bolster cart.
  • the present invention can also be applied to a steering cart.
PCT/JP2014/066299 2013-06-19 2014-06-19 鉄道車両用台車 WO2014203971A1 (ja)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP14814492.6A EP3012172B1 (de) 2013-06-19 2014-06-19 Schienenfahrzeugwagen
JP2015522979A JP6079881B2 (ja) 2013-06-19 2014-06-19 鉄道車両用台車
CN201480034889.3A CN105339233B (zh) 2013-06-19 2014-06-19 铁道车辆用转向架

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013-128697 2013-06-19
JP2013128697 2013-06-19

Publications (1)

Publication Number Publication Date
WO2014203971A1 true WO2014203971A1 (ja) 2014-12-24

Family

ID=52104697

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2014/066299 WO2014203971A1 (ja) 2013-06-19 2014-06-19 鉄道車両用台車

Country Status (4)

Country Link
EP (1) EP3012172B1 (de)
JP (1) JP6079881B2 (de)
CN (1) CN105339233B (de)
WO (1) WO2014203971A1 (de)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108545093A (zh) * 2018-04-11 2018-09-18 中车株洲电力机车有限公司 一种轨道列车及其液压悬挂系统
CN110641500B (zh) * 2019-11-06 2023-09-05 中车株洲电力机车有限公司 列车轮轴重调整方法、牵引力与制动力分配方法、系统
EP3971051A1 (de) * 2020-09-16 2022-03-23 Bombardier Transportation GmbH Radanordnung für ein schienenfahrzeug

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3830166A (en) * 1973-06-08 1974-08-20 Wegmann & Co Motorized swivel truck for rail vehicles, especially streetcars
US4237791A (en) * 1978-08-24 1980-12-09 General Steel Industries, Inc. Radial axle railway truck disc brakes
JPH09207774A (ja) * 1996-02-07 1997-08-12 Kawasaki Heavy Ind Ltd 鉄道車両、鉄道線路の曲線検知装置および方法、ならびに車体姿勢制御装置
JPH10287241A (ja) * 1997-04-17 1998-10-27 Sumitomo Metal Ind Ltd 鉄道車両用車体傾斜制御装置及びその車体傾斜制御方法
JP2004322911A (ja) * 2003-04-25 2004-11-18 Mitsubishi Heavy Ind Ltd 鉄道車両の車体支持構造
JP2006522707A (ja) * 2003-04-09 2006-10-05 ボンバルディール　トランスポーテイション　ゲゼルシャフト　ミット　ベシュレンクテル　ハフツング 改善された横方向バネ装置を有する軌道車両のための走行装置
JP2007269076A (ja) 2006-03-30 2007-10-18 Sumitomo Metal Ind Ltd 鉄道車両用空気ばねの高さ調整装置
JP2008254577A (ja) * 2007-04-04 2008-10-23 Sumitomo Metal Ind Ltd 車体傾斜制御方法及び装置

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CN1010847B (zh) * 1988-08-23 1990-12-19 上海铁路局工业公司 车辆转向架的自行调节机构
DE69507192T2 (de) * 1994-05-20 1999-07-15 Railway Technical Res Inst Ein mit einem Wagenkasten-Neigungssystem ausgerüstetes Drehgestell für ein Eisenbahnfahrzeug
FR2748979B1 (fr) * 1996-05-22 1998-07-10 Gec Alsthom Transport Sa Dispositif de pendulation de vehicules articules, rame de vehicules et vehicule comprenant un tel dispositif
ATE404415T1 (de) * 2004-09-18 2008-08-15 Meyer Josef Waggon Ag Drehgestell mit einem federungssystem
FR2896751B1 (fr) * 2006-01-30 2008-04-18 Alstom Transport Sa Essieu pour vehicule ferroviaire a plancher bas, bogie et vehicule ferroviaire correspondant.
CN201021148Y (zh) * 2006-11-13 2008-02-13 南车四方机车车辆股份有限公司 直线电机径向转向架
CN201214425Y (zh) * 2008-04-25 2009-04-01 南车四方机车车辆股份有限公司 铰接构架直线电机转向架
AT507754A1 (de) * 2008-12-22 2010-07-15 Siemens Ag Oesterreich Primärfeder
JP4461189B1 (ja) * 2009-02-20 2010-05-12 三菱重工業株式会社 軌道系車両
CN102963374A (zh) * 2012-04-24 2013-03-13 南车南京浦镇车辆有限公司 一种低地板城轨车辆

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3830166A (en) * 1973-06-08 1974-08-20 Wegmann & Co Motorized swivel truck for rail vehicles, especially streetcars
US4237791A (en) * 1978-08-24 1980-12-09 General Steel Industries, Inc. Radial axle railway truck disc brakes
JPH09207774A (ja) * 1996-02-07 1997-08-12 Kawasaki Heavy Ind Ltd 鉄道車両、鉄道線路の曲線検知装置および方法、ならびに車体姿勢制御装置
JPH10287241A (ja) * 1997-04-17 1998-10-27 Sumitomo Metal Ind Ltd 鉄道車両用車体傾斜制御装置及びその車体傾斜制御方法
JP2006522707A (ja) * 2003-04-09 2006-10-05 ボンバルディール　トランスポーテイション　ゲゼルシャフト　ミット　ベシュレンクテル　ハフツング 改善された横方向バネ装置を有する軌道車両のための走行装置
JP2004322911A (ja) * 2003-04-25 2004-11-18 Mitsubishi Heavy Ind Ltd 鉄道車両の車体支持構造
JP2007269076A (ja) 2006-03-30 2007-10-18 Sumitomo Metal Ind Ltd 鉄道車両用空気ばねの高さ調整装置
JP2008254577A (ja) * 2007-04-04 2008-10-23 Sumitomo Metal Ind Ltd 車体傾斜制御方法及び装置

Also Published As

Publication number Publication date
JPWO2014203971A1 (ja) 2017-02-23
EP3012172B1 (de) 2020-02-12
CN105339233B (zh) 2017-08-04
EP3012172A1 (de) 2016-04-27
JP6079881B2 (ja) 2017-02-15
EP3012172A4 (de) 2017-03-08
CN105339233A (zh) 2016-02-17

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