WO2014203971A1 - Railroad vehicle carriage - Google Patents
Railroad vehicle carriage Download PDFInfo
- 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
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- axle
- vehicle
- width direction
- wheel
- shaft
- Prior art date
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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.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
但し、θは軌道面の捩れ角度、Cは静止輪重によって決まる係数である。 ΔP bogie = C × θ × k × b 1 2 ÷ b c
However, θ is a twist angle of the raceway surface, and C is a coefficient determined by the stationary wheel weight.
輪軸を回転が自在なように支持する軸箱上に配置した軸ばねによって支持される台車枠の、車両の幅方向の両側に空気ばねを配置すると共に、これら空気ばねによって支持された車体の高さを一定に保つLVを各空気ばねに備えた鉄道車両用台車において、
前記軸箱を、輪軸を構成する車軸の両側に取付けた車輪よりも車両の幅方向の中心側寄りの位置にそれぞれ配置すると共に、
前記LVの高さ検出位置が、前記空気ばねの軸中心から前記軸ばねの軸中心の間に位置するようにしたことを最も主要な特徴としている。 That is, the present invention
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 In railcar trolleys equipped with air springs that maintain a constant LV for each air spring,
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.
図1は本発明の鉄道車両用台車の概略構成を示す図である。 Hereinafter, an embodiment for carrying out the present invention will be described with reference to FIG.
FIG. 1 is a diagram showing a schematic configuration of a railway vehicle carriage according to the present invention.
4 空気ばね
5 車体
6 LV
7 輪軸
9 軸箱
10 軸ばね
21 台車
22 台車枠 1
7
Claims (1)
- 輪軸を回転が自在なように支持する軸箱上に配置した軸ばねによって支持される台車枠の、車両の幅方向の両側に空気ばねを配置すると共に、これら空気ばねによって支持された車体の高さを一定に保つ自動高さ調整装置を各空気ばねに備えた鉄道車両用台車において、
前記軸箱を、輪軸を構成する車軸の両側に取付けた車輪よりも車両の幅方向の中心側寄りの位置にそれぞれ配置すると共に、
前記自動高さ調整装置の高さ検出位置が、前記空気ばねの軸中心から前記軸ばねの軸中心の間に位置するようにしたことを特徴とする鉄道車両用台車。 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 In railcar trolleys equipped with air springs with automatic height adjustment devices that maintain a constant height,
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,
A railway vehicle carriage characterized in that a height detection position of the automatic height adjusting device is located between an axial center of the air spring and an axial center of the axial spring.
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2015522979A JP6079881B2 (en) | 2013-06-19 | 2014-06-19 | Railcar bogie |
EP14814492.6A EP3012172B1 (en) | 2013-06-19 | 2014-06-19 | Railroad vehicle carriage |
CN201480034889.3A CN105339233B (en) | 2013-06-19 | 2014-06-19 | Railcar bogie |
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 |
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WO2014203971A1 true WO2014203971A1 (en) | 2014-12-24 |
Family
ID=52104697
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2014/066299 WO2014203971A1 (en) | 2013-06-19 | 2014-06-19 | Railroad vehicle carriage |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP3012172B1 (en) |
JP (1) | JP6079881B2 (en) |
CN (1) | CN105339233B (en) |
WO (1) | WO2014203971A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN108545093A (en) * | 2018-04-11 | 2018-09-18 | 中车株洲电力机车有限公司 | A kind of track train and its hydraulic lift system |
CN110641500B (en) * | 2019-11-06 | 2023-09-05 | 中车株洲电力机车有限公司 | Train axle weight adjustment method, traction force and braking force distribution method and system |
EP3971051A1 (en) * | 2020-09-16 | 2022-03-23 | Bombardier Transportation GmbH | Wheel arrangement for a rail vehicle |
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2014
- 2014-06-19 WO PCT/JP2014/066299 patent/WO2014203971A1/en active Application Filing
- 2014-06-19 CN CN201480034889.3A patent/CN105339233B/en active Active
- 2014-06-19 EP EP14814492.6A patent/EP3012172B1/en active Active
- 2014-06-19 JP JP2015522979A patent/JP6079881B2/en active Active
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US3830166A (en) * | 1973-06-08 | 1974-08-20 | Wegmann & Co | Motorized swivel truck for rail vehicles, especially streetcars |
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JPH09207774A (en) * | 1996-02-07 | 1997-08-12 | Kawasaki Heavy Ind Ltd | Device and method for detecting curve of rolling stock and railway permanenet way, and body posture control device |
JPH10287241A (en) * | 1997-04-17 | 1998-10-27 | Sumitomo Metal Ind Ltd | Car body tilt control device for rolling stock and its car body tilt control method |
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Also Published As
Publication number | Publication date |
---|---|
EP3012172B1 (en) | 2020-02-12 |
CN105339233A (en) | 2016-02-17 |
JPWO2014203971A1 (en) | 2017-02-23 |
EP3012172A1 (en) | 2016-04-27 |
CN105339233B (en) | 2017-08-04 |
EP3012172A4 (en) | 2017-03-08 |
JP6079881B2 (en) | 2017-02-15 |
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