WO2015004998A1 - Chariot de véhicule ferroviaire, véhicule ferroviaire et système ferroviaire - Google Patents

Chariot de véhicule ferroviaire, véhicule ferroviaire et système ferroviaire Download PDF

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Publication number
WO2015004998A1
WO2015004998A1 PCT/JP2014/063446 JP2014063446W WO2015004998A1 WO 2015004998 A1 WO2015004998 A1 WO 2015004998A1 JP 2014063446 W JP2014063446 W JP 2014063446W WO 2015004998 A1 WO2015004998 A1 WO 2015004998A1
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WO
WIPO (PCT)
Prior art keywords
wheel
axle
axles
tread
railway vehicle
Prior art date
Application number
PCT/JP2014/063446
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English (en)
Japanese (ja)
Inventor
須田　義大
洋平 道辻
世彬 林
振雄 黄
Original Assignee
国立大学法人 東京大学
国立大学法人 茨城大学
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.)
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Publication date
Application filed by 国立大学法人 東京大学, 国立大学法人 茨城大学 filed Critical 国立大学法人 東京大学
Publication of WO2015004998A1 publication Critical patent/WO2015004998A1/fr

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    • 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
    • B61F3/00—Types of bogies
    • B61F3/16—Types of bogies with a separate axle for each wheel
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/40—Bogies with side frames mounted for longitudinal relative movements
    • 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
    • B61F5/38—Arrangements or devices for adjusting or allowing self- adjustment of wheel axles or bogies when rounding curves, e.g. sliding axles, swinging axles
    • B61F5/44—Adjustment controlled by movements of vehicle body

Definitions

  • the present invention relates to a railway vehicle carriage having wheel units composed of axles and wheels on the left and right, and a railway vehicle and railway system comprising this carriage and a vehicle body, and has excellent sharp curve passing performance, for example, for LRT (Light Rail Transit) vehicles. It relates to what requires special characteristics.
  • 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.
  • an independent rotating carriage provided with wheel units (axles and wheels) that can independently rotate on the left and right of the carriage frame of the carriage is excellent.
  • wheel units axles and wheels
  • a reverse steering moment acts in a direction that increases the yaw angle, and therefore, it becomes unstable as with an inverted pendulum. Therefore, in this type of self-steering carriage, the yaw angle is prevented from increasing by the flange portion provided on the wheel, and in some cases, a moment is forcedly applied in the restoring direction using an actuator.
  • the inverted pendulum mechanism is changed to the upright pendulum mechanism and stabilized by inward gravity restoring force.
  • the self-steering function has been demonstrated.
  • Patent Document 1 When turning on a route where the radius of curvature is extremely small, such as LRV (Light Rail Transit), due to the characteristics of the steering link mechanism, the back gauge of both wheels decreases, and the difference in the curve radius of the inner and outer gauge rails Since the disadvantage that an ideal curve cannot be swung with a zero attack angle cannot be eliminated, the present inventors have previously proposed Patent Document 1 and Non-Patent Document 1.
  • LRV Light Rail Transit
  • the cart according to claim 1 is provided with wheel units each including an axle and wheels on the left and right sides, and the left and right axles constituting the wheel unit are configured such that the inside is high and the outside is low when viewed from the front.
  • the left and right wheels that are inclined and rotatably supported by these axles have a configuration in which a flange is formed on the outside as viewed from the front and an upper portion is inclined outward. That is, the left and right wheels of the carriage according to claim 1 are positive cambers used in the field of automobiles.
  • the cart according to claim 2 is provided with a wheel unit composed of an axle and wheels on the left and right sides, and the left and right axles constituting the wheel unit are so that the outside is high and the inside is low when viewed from the front.
  • the left and right wheels that are inclined and rotatably supported by these axles have a configuration in which a flange is formed on the inner side and the upper part is inclined inward as viewed from the front. That is, the left and right wheels of the carriage according to claim 2 are negative cambers used in the field of automobiles.
  • the axle is inclined so that a contact angle is generated between the rail surface and the gravity restoring force increases, but by making the wheel shape cylindrical, the contact angle with the rail surface is It is formed more clearly and a large gravity restoring force is obtained.
  • the left and right axles are integrated without being separated, for example, both ends for rotatably supporting the wheels. It may be a single axle with an inclined portion.
  • a railway vehicle incorporating the above-mentioned railway vehicle carriage and a railway system including this railway vehicle and rail are also the subject of the present application.
  • a contact angle is formed with the rail surface by inclining an axle that rotatably supports wheels in a vertical plane, and a gravity restoring force is generated by the contact angle.
  • the running stability is greatly improved in comparison with a cart provided with an independent rotating wheel having a reverse tread surface as well as a cart provided with a conventional independent rotating wheel.
  • FIG. 1 Side view of a railway vehicle to which the railway vehicle carriage according to the first embodiment is applied.
  • Front view of a railcar bogie according to the first embodiment The top view of the bogie for rail vehicles which concerns on 1st Example Plan view of the track used in the attack angle experiment
  • the graph which compared the performance regarding the attack angle of the bogie for rail vehicles which concerns on 1st Example, and the bogie disclosed by patent document 1 (A) is a graph showing the relationship between the yaw attenuation coefficient and the critical speed of the bogie for the railway vehicle according to the first embodiment, and (b) shows the relationship between the yaw attenuation coefficient of the bogie disclosed in Patent Document 1 and the critical speed.
  • FIG. 1 Graph showing Front view of a railcar bogie according to the second embodiment
  • (A-1) is a graph showing the relationship between the time and the lateral displacement of the railcar bogie according to the second embodiment
  • (b-1) is a graph showing the time and yaw angle of the railcar bogie according to the second embodiment.
  • the graph (a-2) showing the relationship is the graph (b-2) showing the relationship between the time and the lateral displacement of the railcar carriage disclosed in Patent Document 1, and the graph (b-2) of the railcar cart disclosed in Patent Document 1 Graph showing the relationship between time and yaw angle Front view of a railcar bogie according to the third embodiment Graph showing the relationship between speed and frequency of the third embodiment
  • the front and rear carriages 1, 1 have a carriage frame 2, and a railway vehicle 4 is supported on the carriage frame 2 via a bolsterless air spring 3.
  • a wheel unit 5 is supported on the carriage frame 2.
  • the wheel unit 5 includes an axle 6 and left and right wheels 7 and 7, and a coil spring 9 is disposed between the axle box 8 that supports the axle 6 and the carriage frame 2.
  • the axles 6 that rotatably support the wheels 7 and 7 are arranged on the left and right sides, and the left and right axles 6 and 6 are integrally coupled by a connecting portion 10.
  • the left and right axles 6 and 6 and the connecting portion 10 may be configured by a single shaft.
  • dampers 11 and 11 for suppressing yawing are arranged so that the axis is in the front-rear direction.
  • the left and right axles 6 are inclined so that the outside is low and the inside is high when viewed from the front, and the wheels 7 that are rotatably supported by the axle 6 are formed on a cylindrical tread 7a and an outer end of the tread 7a.
  • a continuous flange 7b is provided.
  • FIG. 4 is a plan view of the track used in the attack angle experiment.
  • the curve passing performance of the railcar bogie according to the first example was measured.
  • the measurement result shows that an ideal curve traveling with an attack angle of zero can be realized except for the bend introduction portion.
  • the attack angle of the bend introduction part is dramatically improved as compared with the conventional cart, and a result comparable to that of the independent rotating cart with the reverse tread surface disclosed in Patent Document 1 was obtained.
  • FIG. 6A is a graph showing the relationship between the yaw attenuation coefficient and the critical speed of the bogie for the railway vehicle according to the first embodiment
  • FIG. 6B shows the yaw attenuation coefficient and the critical speed of the bogie disclosed in Patent Document 1. It can be seen that the carriage according to the present invention does not generate yawing vibration up to a traveling speed that is one digit higher than that of the independent rotating carriage with the reverse tread surface disclosed in Patent Document 1.
  • FIG. 7 is a front view of a railway vehicle carriage according to the second embodiment
  • FIG. 8 is a plan view of the railway vehicle carriage according to the second embodiment.
  • one axle 6 and One wheel 7 constitutes the wheel unit 5.
  • the axle box 8 is provided on the left and right sides of the carriage frame 2 so as to be rotatable around a vertical axis, and the outer end portion of the axle 6 is attached to the axle box 8.
  • the axle 6 is inclined so that the outside is high and the inside is low when viewed from the front, and the left and right wheels 7, 7 that are rotatably supported by these axles 6, 6 are cylindrical.
  • a tread surface 7a to be formed and a flange 7b continuous to the inner end of the tread surface 7a are provided.
  • the axle boxes 8 and 8 are provided with levers 12 and 12 that form an angle of 90 ° with the axle 6 in a horizontal plane, and the levers 12 and 12 are connected by a link 13. As a result, the yaw angles of the left and right axles 5 are equal.
  • a contact angle ⁇ in the vertical plane is generated between the tread surface 7a and the rail R in a state where the cylindrical tread surface 7a of the wheel 7 is in contact with the rail R.
  • Gravity restoring force is generated inward by the contact angle ⁇ , and a steering moment is generated in a direction to decrease the yaw angle by the gravity restoring force, so that traveling stability is achieved.
  • Factors that should be considered in terms of mechanics in the wheel unit include longitudinal creep force, gravity restoring force, and gyro effect.
  • the following (Table 1) shows the longitudinal creep force, gravity restoring force and gyro effect for the second embodiment.
  • the vertical creep force generated by an independent rotating wheel is a force generated to keep the inertia due to wheel rotation constant when the wheel radius changes.
  • the vertical creep force is the lateral movement speed of the wheel unit (wheel axle). Occurs when the wheel radius changes proportionally.
  • the longitudinal creep force generated by the independent rotating wheel disappears because the number of rotations changes after a while from the change of the wheel radius.
  • instantaneous vertical creep force is generated in the direction (anti-steering) that increases the yaw angle, the running stability is hindered.
  • the cylindrical tread surface 7a is used in the second embodiment, even if the wheel unit moves in the lateral direction, the wheel radius does not change, so no vertical creep force is generated.
  • FIG. 9 is a graph showing the relationship between the speed and the frequency when the inclination ⁇ O of the tread is 1/10, 0 (cylindrical) and ⁇ 1/10 (reverse tread), and the solid line indicates stable vibration, dotted line
  • the part represents unstable vibration.
  • the cylindrical tread does not generate a steering moment due to the vertical creep force, but the tilting of the shaft causes a slight increase in the vibration frequency due to the steering-moment restoring force as the speed increases due to the gyro effect.
  • the restoring force due to the steering moment increases as the speed increases due to the vertical creep force and the gyro effect, so that the frequency increases.
  • FIG. 10 shows the relationship between the time and left-right displacement and the relationship between the time and the yaw angle of the railcar bogie according to the second embodiment and the railcar bogie disclosed in Patent Document 1 using simulation software (SIMPACK).
  • the railcar bogie according to the second embodiment is provided with a condition that there is no support rigidity by the spring, the yaw damper 500 Nms, and the speed 45 m / s, and the railcar bogie disclosed in Patent Document 1 is based on the spring. No support stiffness, 500 Nms of yaw damper, speed 10 m / s.
  • the traveling stability of the cart according to the present invention is greatly improved as compared with the conventional reverse tread surface independent rotating cart.
  • FIG. 11 is a front view of a railcar bogie according to a third embodiment.
  • This third embodiment has the same basic configuration as the first embodiment, but instead of a cylindrical tread, a forward slope tread 7c A reverse slope tread 7d is formed.
  • the longitudinal creep force, gravity restoring force, and gyro effect for this example are shown in Table 2 below.
  • the railcar bogie according to the present invention can be suitably applied to LRV (Light Rail Transit), but is not limited thereto.
  • LRV Light Rail Transit

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

Le problème à résoudre dans le cadre de la présente invention consiste à fournir un chariot de véhicule ferroviaire, un véhicule ferroviaire et un système ferroviaire qui augmentent la performance de passage de courbe et la stabilité de déplacement. La solution proposée consiste en un essieu (6) qui est incliné de telle sorte que le côté externe soit plus haut et que le côté interne soit plus bas lorsqu'on regarde depuis l'avant. Une roue (7) supportée en rotation sur l'essieu (6) comprend une bande de roulement cylindrique (7a) et un rebord (7b) disposé de façon continue sur l'extrémité externe de la bande de roulement (7a). Lorsque la bande de roulement cylindrique (7a) de la roue (7) est en contact avec un rail (R), un angle de contact (θ) est formé dans un plan vertical entre la bande de roulement (7a) et le rail (R). L'angle de contact (θ) produit une force de restauration gravitationnelle vers l'extérieur. La force de restauration gravitationnelle produit un moment de conduite dans une direction, ce qui provoque une diminution de l'angle de lacet de telle sorte que la stabilité de déplacement soit améliorée.
PCT/JP2014/063446 2013-07-09 2014-05-21 Chariot de véhicule ferroviaire, véhicule ferroviaire et système ferroviaire WO2015004998A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013143341A JP6275403B2 (ja) 2013-07-09 2013-07-09 鉄道車両用台車、鉄道車両及び鉄道システム
JP2013-143341 2013-07-09

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110758438A (zh) * 2019-11-05 2020-02-07 北京海益同展信息科技有限公司 轨道行走装置
EP3971051A1 (fr) * 2020-09-16 2022-03-23 Bombardier Transportation GmbH Agencement de roue pour véhicule ferroviaire
US20220153321A1 (en) * 2020-11-13 2022-05-19 Alstom Transport Technologies Railway vehicle bogie and associated railway vehicle and machining process

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1064977B (de) * 1956-08-29 1959-09-10 Krauss Maffei Ag Laufwerk fuer Schienenfahrzeuge, das insbesondere fuer hohe Fahrgeschwindigkeiten geeignet ist
DE4127304A1 (de) * 1991-08-17 1993-02-18 Deutsche Forsch Luft Raumfahrt Radsatzstruktur mit raedern mit ueblichem spurkranzprofil zum betrieb eines schienenfahrzeugs
JPH08506295A (ja) * 1993-02-03 1996-07-09 アーサー アーネスト ビショップ 自己操向鉄道ボギー
JP2003506263A (ja) * 1999-08-10 2003-02-18 ビショップ オーストランス リミテッド かじ取り可能な車輪セットを備えた車両
WO2006075756A1 (fr) * 2005-01-17 2006-07-20 The University Of Tokyo Bogie autodirecteur
JP5051771B2 (ja) * 2008-01-28 2012-10-17 国立大学法人 東京大学 車輪ユニット、台車、鉄道車両及び鉄道システム

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1064977B (de) * 1956-08-29 1959-09-10 Krauss Maffei Ag Laufwerk fuer Schienenfahrzeuge, das insbesondere fuer hohe Fahrgeschwindigkeiten geeignet ist
DE4127304A1 (de) * 1991-08-17 1993-02-18 Deutsche Forsch Luft Raumfahrt Radsatzstruktur mit raedern mit ueblichem spurkranzprofil zum betrieb eines schienenfahrzeugs
JPH08506295A (ja) * 1993-02-03 1996-07-09 アーサー アーネスト ビショップ 自己操向鉄道ボギー
JP2003506263A (ja) * 1999-08-10 2003-02-18 ビショップ オーストランス リミテッド かじ取り可能な車輪セットを備えた車両
WO2006075756A1 (fr) * 2005-01-17 2006-07-20 The University Of Tokyo Bogie autodirecteur
JP5051771B2 (ja) * 2008-01-28 2012-10-17 国立大学法人 東京大学 車輪ユニット、台車、鉄道車両及び鉄道システム

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110758438A (zh) * 2019-11-05 2020-02-07 北京海益同展信息科技有限公司 轨道行走装置
EP3971051A1 (fr) * 2020-09-16 2022-03-23 Bombardier Transportation GmbH Agencement de roue pour véhicule ferroviaire
US20220153321A1 (en) * 2020-11-13 2022-05-19 Alstom Transport Technologies Railway vehicle bogie and associated railway vehicle and machining process
US11993296B2 (en) * 2020-11-13 2024-05-28 Alstom Transport Technologies Railway vehicle bogie and associated railway vehicle and machining process

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JP6275403B2 (ja) 2018-02-07
JP2015016709A (ja) 2015-01-29

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