JP3176247B2 - Independent wheel powered bogie for railway vehicles - Google Patents
Independent wheel powered bogie for railway vehiclesInfo
- Publication number
- JP3176247B2 JP3176247B2 JP07478495A JP7478495A JP3176247B2 JP 3176247 B2 JP3176247 B2 JP 3176247B2 JP 07478495 A JP07478495 A JP 07478495A JP 7478495 A JP7478495 A JP 7478495A JP 3176247 B2 JP3176247 B2 JP 3176247B2
- Authority
- JP
- Japan
- Prior art keywords
- wheels
- bogie
- wheel
- right wheels
- torque
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired - Fee Related
Links
Classifications
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
Description
【０００１】[0001]
【産業上の利用分野】本発明は鉄道車両用独立車輪動力
台車に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an independent wheel powered bogie for a railway vehicle.
【０００２】[0002]
【従来の技術】従来の鉄道用二軸車両の構造において
は、車体に取り付けた前後両車軸は車体の縦軸線（車体
の進行方向に沿った軸線）に対して直角の方向に並行に
配置され、車軸を軸端で受けている軸箱は上下方向には
自由度を持つが、前後方向或いは左右方向には殆ど自由
度なく支持されている。また、従来の鉄道車両用二軸ボ
ギー台車においても、台車に取り付けた前後両車軸は台
車の縦軸線（台車の進行方向に沿った軸線）に対して直
角の方向に並行に配置され、車軸を軸端で受けている軸
箱は上下方向には自由度を持つが、前後方向或いは左右
方向には殆ど自由度なく支持されている。2. Description of the Related Art In a conventional structure of a two-axle railway vehicle, both front and rear axles mounted on a vehicle body are arranged in parallel in a direction perpendicular to a longitudinal axis of the vehicle body (an axis along a traveling direction of the vehicle body). The axle box receiving the axle at the shaft end has a degree of freedom in the vertical direction, but is supported with little degree of freedom in the front-rear direction or the left-right direction. Also, in a conventional two-axle bogie for a railway vehicle, both front and rear axles attached to the bogie are arranged in parallel in a direction perpendicular to the longitudinal axis of the bogie (the axis along the traveling direction of the bogie). The axle box received at the shaft end has a degree of freedom in the up-down direction, but is supported with little degree of freedom in the front-rear direction or the left-right direction.
【０００３】前記従来構造の車両において、直線を走行
する場合は良いが、曲線を走行する場合には車輪の回転
方向は曲線の接線方向と一致しておらず、このため車輪
の回転方向と曲線の接線との間にはある角度が生じてい
る。これに起因する問題は車輪と線路間に発生する横圧
による軌間の拡大、キシミ音の発生、車輪や線路の磨耗
および線路の締結装置の補修等である。これらの理由で
従来から線路の曲線半径ごとに安全面、経済面等を考慮
して列車の最高通過速度を決めてきた。[0003] In the vehicle of the conventional structure, it is good to run on a straight line, but when running on a curve, the rotation direction of the wheel does not coincide with the tangential direction of the curve. There is an angle between the tangent and the tangent. Problems resulting from this include the expansion of the gauge due to the lateral pressure generated between the wheels and the track, the generation of kissing noise, the wear of the wheels and the track, and the repair of the fastening device of the track. For these reasons, the maximum passing speed of a train has been conventionally determined in consideration of safety, economy, etc. for each curve radius of the track.
【０００４】一方、目的地までの到達時分の短縮のた
め、列車の曲線通過速度の向上が強く望まれてきてお
り、車軸を軸端で前後に移動可能な構造で支持し、軸端
をリンク機構により台車枠や車体に連結して、曲線路に
おいても車輪の回転方向が曲線の接線方向を向くよう操
舵するいわゆる自己操舵台車の開発が進められてきた。
しかしながら、この様な台車は機構の複雑さ等の割には
走行性能の向上が不十分であって前記の問題の解決には
至っていない。On the other hand, in order to shorten the time required to reach the destination, it has been strongly desired to improve the speed at which the train passes through the curve. The axle is supported by a structure that can be moved back and forth at the shaft end, and the shaft end is supported. A so-called self-steering bogie has been developed which is connected to a bogie frame or a vehicle body by a link mechanism and steers so that the rotational direction of the wheel is directed to the tangential direction of the curve even on a curved road.
However, such a bogie does not sufficiently improve the running performance in spite of the complexity of the mechanism or the like, and has not solved the above-mentioned problem.
【０００５】以上のような点の改善策として、特開平２
−３４４６５号のように左右の車輪がそれぞれ別個に独
立して回転できる独立車輪を持った台車において車輪の
回転方向が常に曲線の接線方向と一致するように車輪の
向きを移動装置を用いて操舵する台車がある。しかしな
がら移動装置の付加にともなう重量増、油圧等動力源の
確保、機構の複雑化等の問題があった。As a measure for improving the above points, Japanese Patent Laid-Open No.
In a bogie having independent wheels such that the left and right wheels can be independently and independently rotated, as in JP-A-34465, the directions of the wheels are steered using a moving device so that the rotation direction of the wheels always coincides with the tangential direction of the curve. There is a trolley to do. However, there are problems such as an increase in weight, securing of a power source such as hydraulic pressure, and a complicated mechanism due to the addition of the moving device.
【０００６】また直線走行時においても、軌道の不整等
に起因して車輪とレールの左右方向変位（車輪の偏り）
が生じても、独立車輪台車の場合、特別な操舵機構を設
けない限り、通常の円錐踏面車輪、円弧踏面車輪等では
独立車輪構造に起因して、車輪の偏りを是正する事がで
きないので、車輪からレールの左右方向に作用する力
（横圧）が大きくなり、乗り心地の悪化や脱線の危険等
の問題がある。[0006] Even during straight running, the wheels and rails are displaced in the left-right direction due to irregularities in the track (wheel bias).
Even if there is an independent wheel bogie, unless a special steering mechanism is provided, normal conical tread wheels, arc tread wheels, etc. can not correct the bias of the wheels due to the independent wheel structure, The force (lateral pressure) acting on the rails in the left-right direction from the wheels increases, which causes problems such as deterioration of ride quality and danger of derailment.
【０００７】[0007]
【発明が解決しようとする課題】従来の技術によれば、
従来の台車においては曲線通過時に車輪の回転方向が曲
線の接線方向と一致していないために車輪とレールとの
間に起こる横圧によって車輪およびレールの摩耗，損
傷，騒音等の問題点があった。また、従来の独立車輪付
操舵台車においては操舵装置を設ける必要があり、さら
に車輪のレールに対する左右方向変位の復原力の欠如す
るために起こる横圧によって車輪およびレールの摩耗，
損傷，騒音等の問題点があった。本発明は前記のような
問題点を解決するためになされたもので、特別な操舵装
置を設けることなしにより簡略な機構で、鉄道車両の曲
線通過性能を向上することができる鉄道車両用独立車輪
動力台車を提供することを目的とする。According to the prior art,
In a conventional bogie, there are problems such as wear, damage, noise, etc. of the wheels and rails due to lateral pressure generated between the wheels and the rails because the rotation direction of the wheels does not coincide with the tangential direction of the curves when passing the curve. Was. Further, in the conventional steering cart with independent wheels, it is necessary to provide a steering device, and further, the lateral pressure generated due to the lack of restoring force of the lateral displacement of the wheels with respect to the rails causes wear of the wheels and rails,
There were problems such as damage and noise. The present invention has been made in order to solve the above-described problems, and has a simple mechanism without providing a special steering device, and is capable of improving the curve passing performance of a railway vehicle with independent wheels. It is intended to provide a power bogie.
【０００８】[0008]
【課題を解決するための手段】本発明における鉄道車両
用独立車輪動力台車は、走行時に左右の車輪が固定軸と
は独立して回転することのできる独立車輪と、左右の車
輪を駆動するための原動機と、左右の車輪の回転数を検
出する回転数検出手段と、回転数演算部とゲイン乗算部
とトルク制御手段からなる制御装置とを有し、走行時に
該独立車輪の回転方向が常に線路の接線方向と一致する
ように、左右の車輪を一対とする車軸を車体に対して旋
回可能な構造で取り付け、左右の車輪の回転数を該回転
数検出手段で検出し、検出した左右の車輪の回転数を該
回転数演算部で回転数差を求め、求めた回転数差に基づ
いて、左右の車輪を駆動するための原動機の間のトルク
差を該ゲイン乗算部で計算し、左右の車輪を駆動するた
めの原動機を該トルク制御手段でトルク制御することを
特徴とする。SUMMARY OF THE INVENTION An independent wheel powered bogie for a railway vehicle according to the present invention drives independent wheels on which the left and right wheels can rotate independently of a fixed shaft during traveling , and drives the left and right wheels. Motors and the rotational speeds of the left and right wheels
Output speed detection means, a speed calculation unit and a gain multiplication unit
And a control device comprising torque control means , and a structure capable of turning an axle having a pair of left and right wheels with respect to the vehicle body such that the direction of rotation of the independent wheels always coincides with the tangential direction of the track during traveling. in the rotary mounting, the rotational speed of the left and right wheels
The number of rotations of the right and left wheels detected by the number detection means, the difference between the number of rotations is determined by the rotation number calculation unit, and the torque between the prime movers for driving the left and right wheels is determined based on the determined difference in the number of rotations. The difference is calculated by the gain multiplying unit, and the motor for driving the left and right wheels is torque-controlled by the torque control means .
【０００９】前記の問題を解決するためには、車輪が曲
線通過中に、車輪の回転方向を常に曲線の接線方向に操
舵することが必要であり、独立車輪の採用と合わせて理
論上では左右一体になった通常の車輪よりも理想的な曲
線通過性能を得ることができる。つまり通常の車輪で
は、車輪の回転方向を曲線の接線方向に操舵した場合で
も右と左の車輪が同軸で結ばれているため、原動機によ
る駆動トルクをレール車輪間で伝達する際に発生する微
少なスリップに加えて、曲線の内軌側レールと外軌側レ
ールの半径差による微少なスリップを発生することがあ
るが、独立車輪の場合には左右の車輪をそれぞれ個別に
駆動し回転せしめる事が可能であるため、曲線の内軌側
レールと外軌側レールの半径差による微少なスリップは
発生しない。また、本発明では原動機の制御に用いるた
めに予め取り付けられている回転センサを用いて、左右
車輪の回転数を検出して、それらの差を用いて左右それ
ぞれの車輪駆動用原動機の発生トルクまたは回転数を制
御することによって台車の操舵を行うため、操舵のため
の移動機構を省略できる。In order to solve the above-mentioned problem, it is necessary to constantly steer the rotation direction of the wheel in the tangential direction of the curve while the wheel passes through the curve. It is possible to obtain a more ideal curve passing performance than a normal integrated wheel. In other words, with normal wheels, even when the direction of rotation of the wheels is steered in the tangential direction of the curve, the right and left wheels are coaxially connected, so the small amount of torque generated when the drive torque from the prime mover is transmitted between the rail wheels In addition to the slip, a slight slip may occur due to the radius difference between the inner rail and the outer rail on the curve, but in the case of independent wheels, the left and right wheels are driven and rotated individually. Therefore, a slight slip does not occur due to a radius difference between the inner rail and the outer rail of the curve. In addition, in the present invention, the rotational speed of the left and right wheels is detected using a rotation sensor that is mounted in advance for use in controlling the prime mover, and the torque generated by the right and left wheel drive prime movers or Since the bogie is steered by controlling the rotation speed, a moving mechanism for steering can be omitted.
【００１０】[0010]
【作 用】本発明においては、検出した左右それぞれの
車輪の回転数を制御装置に取り込み、その制御装置によ
って、左右それぞれの原動機が発生すべきトルクの演算
を行い、それぞれの車輪周にて発生すべき力が車輪周上
で発生するように、左右それぞれの車輪を駆動している
それぞれの原動機のトルクを制御することで目的を達成
しうるものである。In the present invention, the detected rotational speeds of the right and left wheels are taken into a control device, and the control device calculates the torque to be generated by the right and left prime movers, and generates the torque around each wheel. as should do force is generated on the wheel circumference, it is those that can achieve the object by controlling the torque of each motor that drives the left and right wheels.
【００１１】具体的には直線路において、左右車輪の踏
面形状及び大きさが同一な、独立に回転可能な車輪を取
り付けた輪軸と、形状及び大きさが同一の左右レールに
おいて、左右車輪間中心と左右レール間中心（軌間中
心）が一致していれば左右それぞれの車輪の回転数は一
致しているが、軌道不整等に伴う車両運動に起因して、
レールと車輪の接触面が左右方向に変位した場合、左右
それぞれの車輪の回転数に変化が生じ、左右それぞれの
車輪回転数の差が生じる。この車輪回転数差が無くなる
よう、この車輪または原動機の回転数差に応じて制御装
置では、左右それぞれの原動機に発生するトルクに差が
生じるように制御しようとすると、左右１対の車輪の
内、回転数が高いほうの原動機は回転数が減るようにト
ルクを減じ、回転数の低い方の原動機は回転数が増える
ようトルクを増し、その結果左右それぞれの車輪周上に
発生する駆動力の間に差が生じて、左右それぞれの車輪
を有する車輪軸（輪軸系）に、左右の車輪に発生する駆
動力の反力の差による、輪軸系を地上面内にて回転させ
るトルク（ヨーイングトルク）を発生し、輪軸系の操蛇
が行われる。すると、軌間中心に対して左右方向にずれ
ていた左右車輪間中心は軌間中心へと近づくとともに左
右車輪、及び左右原動機の回転数差も減り、左右車輪、
原動機の回転数差に応じて制御されている左右原動機間
のトルクの差も小さくなり、左右の車輪に発生する駆動
力の反力の差による輪軸系のヨーイングトルクも小さく
なってゆき、ついには軌間中心に対して左右方向にずれ
ていた左右車輪間中心は軌間中心に一致し、左右車輪、
原動機の回転数も同一となり、輪軸系のヨーイングトル
クは生じなくなり、操蛇が完了することによって目的を
達成しうるものである。More specifically, on a straight road, a wheel set having independently rotatable wheels having the same tread shape and size of the left and right wheels and a right and left rail having the same shape and size are disposed between the right and left wheels. If the center between the left and right rails (the center between the gauges) is the same, the rotation speeds of the left and right wheels are the same,
When the contact surface between the rail and the wheel is displaced in the left-right direction, the rotation speeds of the left and right wheels change, and a difference between the left and right wheel rotation speeds occurs. In order to eliminate the wheel rotational speed difference, the control device according to the rotational speed difference of the wheel or the prime mover controls the torque generated in the right and left prime movers so as to generate a difference. , the prime mover of the more rotational speed is high reduces the torque so that the rotational speed decreases, the driving force lower prime mover of the rotational speed will increase the torque so that the rotational speed increases, generating the result right and left wheels on the circumference And a torque (yaw) for rotating the wheelset system on the ground surface due to the difference in the reaction force of the driving force generated between the left and right wheels on the wheel shaft (wheelset system) having the left and right wheels. Torque), and the steering of the wheelset system is performed. Then, the center between the left and right wheels, which has shifted in the left-right direction with respect to the center between the gauges, approaches the center between the gauges, and the difference between the rotation speeds of the left and right wheels and the right and left prime movers also decreases,
The difference in torque between the right and left prime movers controlled according to the difference in the number of rotations of the prime mover also decreases, and the yawing torque of the wheelset system due to the difference in the reaction force of the driving force generated on the left and right wheels also decreases. The center between the left and right wheels that has shifted in the left-right direction with respect to the center between the gauges matches the center between the gauges, and the left and right wheels,
The rotation speed of the prime mover becomes the same, yawing torque of the wheelset system is not generated, and the objective can be achieved by completing the steering.
【００１２】次に、直線路から曲線路に車両が進入した
場合、車両はその慣性力により曲線の接線方向に進行し
ようとする事によって、軌間中心に対して左右車輪間中
心は曲線の半径方向外側にずれが生じ、左右それぞれの
車輪及び左右それぞれの原動機の回転数は差を生じ、直
線路における作用と同様に輪軸系にヨーイングトルクが
発生し、操舵が行われ、車輪の回転面は常に曲線の接線
の向きと一致しながら、曲線を滑らかに走行することに
よって目的を達成しうるものである。Next, when the vehicle enters a curved road from a straight road, the vehicle tries to proceed in the tangential direction of the curve due to its inertia force. A shift occurs on the outside, the rotation speed of each wheel on the left and right and the rotation speed of each motor on the left and right generate a difference, yaw torque is generated in the wheel axle system as in the operation on a straight road, steering is performed, and the rotating surface of the wheel is always The object can be achieved by running smoothly on the curve while matching the direction of the tangent of the curve.
【００１３】[0013]
【実施例】本実施例では原動機が電動機の場合の鉄道車
両用独立車輪動力台車について述べるが、電動機の場合
だけに限定するものではなく、内燃機等の場合の鉄道車
両用独立車輪動力台車についても同様である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS In this embodiment, an independent wheel power bogie for a railway vehicle in which the prime mover is an electric motor will be described. However, the present invention is not limited to the case of an electric motor. The same is true.
【００１４】１軸独立車輪電動台車の実施例について図
を用いて説明する。An embodiment of a one-axis independent wheel electric bogie will be described with reference to the drawings.
【００１５】図１は本発明の請求項１における鉄道車両
用独立車輪動力台車の実施例で１軸独立車輪電動台車の
構成を示す側面図であり、図２は図１のＡ−Ａ断面を示
す断面図であり、図３は本発明の請求項１における鉄道
車両用独立車輪動力台車の実施例で操蛇制御開始前の１
軸独立車輪電動台車の動作を示す説明図であり、図４は
本発明の請求項１における鉄道車両用独立車輪動力台車
の実施例で操蛇制御開始後の１軸独立車輪電動台車の動
作を示す説明図であり、図５は操蛇制御時の制御ブロッ
クの構成を示す説明図である。ここで、１ａ，１ｂはセ
ンサ、２ａ，２ｂは電動機外側回転子、３ａ，３ｂは車
輪、４は固定軸、５ａ，５ｂは軸バネ、６ａ，６ｂは軸
バネ受皿、７ａ，７ｂはレール、８ａ，８ｂは車輪軸
受、９ａ，９ｂは電動機外側回転子軸受、１０ａ，１０
ｂは電動機固定子、１１は車体、１２は制御装置、１３
は車輪回転方向、１４はレールの接線、１５はレールの
法線、１６は列車進行方向、１７ａ，１７ｂは電動機、
１８は台車回転方向、２２は固定軸中心ピン、２４は主
幹制御器、２５は回転数差演算部、２６はゲイン乗算部
である。FIG. 1 is a side view showing a configuration of a one-axis independent wheel electric bogie in an embodiment of an independent wheel powered bogie for a railway vehicle according to claim 1 of the present invention, and FIG. 2 is a sectional view taken along line AA of FIG. FIG. 3 is a sectional view showing an embodiment of the independent wheel powered bogie for a railway vehicle according to claim 1 of the present invention.
FIG. 4 is an explanatory view showing the operation of the shaft independent wheel electric bogie. FIG. 4 shows the operation of the single shaft independent wheel electric bogie after the start of the snake control in the embodiment of the railway vehicle independent wheel power bogie according to claim 1 of the present invention. FIG. 5 is an explanatory diagram showing a configuration of a control block at the time of snake operation control. Here, 1a and 1b are sensors, 2a and 2b are motor outer rotors, 3a and 3b are wheels, 4 is a fixed shaft, 5a and 5b are shaft springs, 6a and 6b are shaft spring trays, 7a and 7b are rails, 8a and 8b are wheel bearings, 9a and 9b are motor outer rotor bearings, 10a and 10
b is an electric motor stator, 11 is a vehicle body, 12 is a control device, 13
Is the direction of wheel rotation, 14 is the tangent to the rail, 15 is the normal to the rail, 16 is the direction of travel of the train, 17a and 17b are motors,
Reference numeral 18 denotes a bogie rotation direction, reference numeral 22 denotes a fixed shaft center pin, reference numeral 24 denotes a master controller, reference numeral 25 denotes a rotational speed difference calculator, and reference numeral 26 denotes a gain multiplier.
【００１６】本実施例は車輪３ａを含む固定軸４の１軸
分の車輪を有し、固定軸４にて軸バネ５ａと軸バネ受皿
６ａを介して車体１１を支持する構造を有する１軸独立
車輪電動台車において、車輪３ａ，３ｂと一体になった
電動機外側回転子２ａ，２ｂと、固定軸４に取り付けら
れた電動機固定子１０ａ，１０ｂとからなる電動機１７
ａ，１７ｂを用いた１軸独立車輪電動台車であり、車輪
３ａ，３ｂは車輪軸受８ａ，８ｂにて、電動機外側回転
子２ａ，２ｂは電動機外側回転子軸受９ａ，９ｂにて、
それぞれ固定軸４に支持され、車輪３ａ，３ｂは電動機
外側回転子２ａ，２ｂと一体となって、それぞれ独立し
て固定軸４を中心に回転する。In this embodiment, a single shaft having one wheel of a fixed shaft 4 including a wheel 3a and having a structure in which the vehicle body 11 is supported by the fixed shaft 4 via a shaft spring 5a and a shaft spring receiving plate 6a. In the independent wheel electric bogie, an electric motor 17 composed of electric motor outer rotors 2a, 2b integrated with wheels 3a, 3b and electric motor stators 10a, 10b attached to the fixed shaft 4.
a and 17b are single-axis independent wheel electric bogies. Wheels 3a and 3b are provided at wheel bearings 8a and 8b, and motor outer rotors 2a and 2b are provided at motor outer rotor bearings 9a and 9b.
The wheels 3a, 3b are respectively supported on the fixed shaft 4, and rotate integrally with the motor outer rotors 2a, 2b about the fixed shaft 4 independently.
【００１７】車体１１を支持する軸バネ受皿６ａ，６ｂ
と軸バネ５ａ，５ｂは固定軸４とともに、レール７ａ，
７ｂを含む平面と平行な水平面内で回転自由度を持ち、
軸バネ受皿６ａ，６ｂは車体１１に対し上下方向の支持
のみを行い、車体１１に対しレール７ａ，７ｂを含む平
面と平行な水平面内での相対的な回転自由度を持つ。Shaft spring trays 6a, 6b for supporting the vehicle body 11
And the shaft springs 5a and 5b, together with the fixed shaft 4,
Has a rotational degree of freedom in a horizontal plane parallel to the plane containing 7b,
The shaft spring receiving trays 6a and 6b only support the vehicle body 11 in the vertical direction, and have a relative degree of freedom of rotation of the vehicle body 11 in a horizontal plane parallel to a plane including the rails 7a and 7b.
【００１８】センサ１ａおよびセンサ１ｂは、回転数を
検出するセンサとし、センサ１ａは車輪３ａと一体とな
った電動機１７ａの回転数を、センサ１ｂは車輪３ｂと
一体となった電動機１７ｂの回転数をそれぞれ検出する
ものとする。なおセンサ１ａおよびセンサ１ｂは、本実
施例では回転数センサとしたが、他の例として回転角を
絶対的或いは相対的に検出するセンサ等とし、他の処理
装置にて、センサ１ａおよびセンサ１ｂで検出した回転
角から回転数を演算するようなものでも回転数が検出出
来る手段であれば良い。The sensors 1a and sensor 1b includes a sensor for detecting the number of rotation, the sensor 1a is the rotational speed of the wheel 3a and together form electrodeposition motivated 17a, the sensor 1b is conductive motive 17b became wheels 3b integrally , Respectively. In this embodiment, the sensors 1a and 1b are rotation speed sensors. However, as another example, the sensors 1a and 1b may be sensors for absolutely or relatively detecting the rotation angle. The rotation speed is detected even if the rotation speed is calculated from the rotation angle detected in
Any means will do .
【００１９】操舵制御開始前の１軸独立車輪電動台車の
動作において、車両が列車進行方向１６の向きに進行し
ながら、車輪３ａ，３ｂが曲線区間のレール７ａ，７ｂ
にさしかかったとき、車輪回転方向１３とレールの接線
１４の間には相対角度が生じ、左右の車輪３ａ，３ｂが
同時にレールの法線１５の方向（左右方向）に偏ること
があるが、左右で回転数の異なる独立車輪構造に起因し
て車輪３ａ，３ｂには曲線通過のための操舵力は発生し
ない。In the operation of the one-axis independent wheel electric bogie before the start of the steering control, the wheels 3a and 3b are moved along the curved rails 7a and 7b while the vehicle advances in the train traveling direction 16.
When approaching, a relative angle occurs between the wheel rotation direction 13 and the tangent line 14 of the rail, and the left and right wheels 3a and 3b may be simultaneously deviated in the direction of the normal line 15 (left and right direction). As a result, no steering force is generated on the wheels 3a and 3b for passing through a curve due to the independent wheel structures having different rotation speeds.
【００２０】このとき、センサ１ａは車輪３ａの回転数
を、センサ１ｂは車輪３ｂの回転数をそれぞれ検出し、
その検出情報は制御装置内の回転数差演算部２５に取り
込まれ、車輪３ａの回転数と車輪３ｂの回転数の差を演
算し、その演算結果はゲイン乗算部２６にてゲインを乗
じて、電動機１７ａおよび電動機１７ｂに与えるトルク
の差に相当するトルク差制御電流を演算し、車輪３ａと
一体となった電動機１７ａのトルクが増えるよう、主幹
制御器２４から出力される駆動電流にトルク差電流を加
え、車輪３ｂと一体となった電動機１７ｂのトルクが減
るよう、主幹制御器２４から出力される駆動電流にトル
ク差電流を加えるというトルク制御手段により電動機１
７ａおよび電動機１７ｂのトルクをそれぞれ制御する。At this time, the sensor 1a detects the rotation speed of the wheel 3a, and the sensor 1b detects the rotation speed of the wheel 3b.
The detection information is taken into a rotation speed difference calculation unit 25 in the control device, and the difference between the rotation speed of the wheel 3a and the rotation speed of the wheel 3b is calculated. The calculation result is multiplied by a gain in a gain multiplication unit 26. A torque difference control current corresponding to the difference between the torques applied to the electric motors 17a and 17b is calculated, and the driving current output from the main controller 24 is increased so that the torque of the electric motor 17a integrated with the wheels 3a increases. It was added, so that the torque of the electric motor 17b became wheels 3b integrally decreases, the electric motor 1 by the torque control means of Ru added torque difference current to the driving current output from the master controller 24
7a and the torque of the electric motor 17b are respectively controlled.
【００２１】すると、操舵制御開始後の１軸独立車輪電
動台車の動作において、車輪３ａがレール７ａから列車
進行方向１６の向きに受ける反力と車輪３ｂがレール７
ｂから列車進行方向１６と逆の向きに受ける反力の差に
よって、車輪３ａ，車輪３ｂ，固定軸４等を含む輪軸系
は、固定軸４を含む地上と平行な面内の固定軸４の中心
回り、台車回転方向１８の方向に回転モーメント（ヨー
イングモーメント）が発生し、輪軸系の操舵が行われ
る。すると、車輪回転方向１３とレールの接線１４の間
に生じていた相対角度は小さくなり、ついには、車輪回
転方向１３とレールの接線１４の間に生じていた角度は
０すなわち固定軸４の方向とレールの法線１５の方向は
一致し、車輪３ａ，３ｂの曲線走行に伴って生じる回転
数の差に応じてヨーイングトルクを発し続ける事で、固
定軸４はレールの法線１５の向きと一致した状態で、曲
線を滑らかに通過する。Then, in the operation of the one-axis independent wheel electric bogie after the start of the steering control, the reaction force which the wheel 3a receives from the rail 7a in the train traveling direction 16 and the wheel 3b are moved by the rail 7b.
b, the wheelset system including the wheels 3a, 3b, the fixed shaft 4 and the like has a fixed shaft 4 in a plane parallel to the ground including the fixed shaft 4 due to the difference in the reaction force received from the train b in the direction opposite to the train traveling direction 16. A rotation moment (yawing moment) is generated around the center in the bogie rotation direction 18 to steer the wheelset system. Then, the relative angle generated between the wheel rotation direction 13 and the rail tangent 14 becomes smaller, and finally, the angle generated between the wheel rotation direction 13 and the rail tangent 14 becomes 0, that is, the direction of the fixed shaft 4. The direction of the normal 15 of the rail coincides with the direction of the rail, and the yaw torque is continuously generated in accordance with the difference in the number of rotations caused by the curved running of the wheels 3a and 3b. It passes smoothly through the curve in the matched state.
【００２２】車体１１の有するもう一方の輪軸について
も前記と同様な動作を行う。The same operation as described above is performed for the other wheel set of the vehicle body 11.
【００２３】また、直線部で生じる左右のレール頭頂面
における車輪の左右方向変位も曲線走行時と同様な動作
により是正することが可能である。Further, the lateral displacement of the wheels on the right and left rail top surfaces caused by the linear portions can be corrected by the same operation as in the curved running.
【００２４】２軸独立車輪電動台車の実施例について図
を用いて説明する。An embodiment of a two-axis independent wheel electric bogie will be described with reference to the drawings.
【００２５】図６は本発明の請求項１における鉄道車両
用独立車輪動力台車の実施例で２軸独立車輪電動台車の
構成を示す側面図であり、図７は図６のＢ−Ｂ断面を示
す断面図であり、図８は本発明の請求項１における鉄道
車両用独立車輪動力台車の実施例で操舵制御開始前の２
軸独立車輪電動台車の動作を示す説明図であり、図９は
本発明の請求項１における鉄道車両用独立車輪動力台車
の実施例で操舵制御開始後の２軸独立車輪電動台車の動
作を示す説明図である。ここで、１ａ，１ｂ，１ｃはセ
ンサ、２ａ，２ｂ，２ｃは電動機外側回転子、３ａ，３
ｂ，３ｃ，３ｄは車輪、４ａ，４ｃは固定軸、５ａ，５
ｂ，５ｃは軸バネ、６ａ，６ｂ，６ｃは軸バネ受皿、７
ａ，７ｂはレール、８ａ，８ｂは車輪軸受、９ａ，９ｂ
は電動機外側回転子軸受、１０ａ，１０ｂは電動機固定
子、１１は車体、１２は制御装置、１３は車輪回転方
向、１４はレールの接線、１５はレールの法線、１６は
列車進行方向、１７ａ，１７ｂは電動機、１８は台車回
転方向、１９は台車枠、２０ａ，２０ｂは枕バネ、２１
ａは枕バネ受皿、２２は固定軸中心ピン、２３は台車枠
中心ピン、２４は主幹制御器、２５は回転数差演算部、
２６はゲイン乗算部である。FIG . 6 is a side view showing a configuration of a two-axis independent wheel electric bogie in an embodiment of the independent wheel powered bogie for a railway vehicle according to claim 1 of the present invention, and FIG. 7 is a sectional view taken along the line BB of FIG. FIG. 8 is a sectional view showing an embodiment of the independent wheel power bogie for a railway vehicle according to claim 1 of the present invention.
FIG. 9 is an explanatory view showing the operation of the electric vehicle with the independent shaft wheel, and FIG. 9 shows the operation of the electric vehicle with the independent two-wheel vehicle after the start of the steering control in the embodiment of the independent wheel powered vehicle for the railway vehicle according to claim 1 of the present invention. FIG. Here, 1a, 1b, 1c are sensors, 2a, 2b, 2c are motor outer rotors, 3a, 3
b, 3c, 3d are wheels, 4a, 4c are fixed shafts, 5a, 5
b and 5c are shaft springs, 6a, 6b and 6c are shaft spring trays, 7
a and 7b are rails, 8a and 8b are wheel bearings, 9a and 9b
Is a motor outer rotor bearing, 10a and 10b are motor stators, 11 is a vehicle body, 12 is a control device, 13 is a wheel rotation direction, 14 is a tangential line of a rail, 15 is a normal line of a rail, 16 is a train traveling direction, 17a , 17b are electric motors, 18 is a bogie rotation direction, 19 is a bogie frame, 20a and 20b are pillow springs, 21
a is a pillow spring tray, 22 is a fixed shaft center pin, 23 is a bogie frame center pin, 24 is a master controller, 25 is a rotation speed difference calculator,
26 is a gain multiplication unit.
【００２６】本実施例は車輪３ａを含む固定軸４ａと、
車輪３ｃ含む固定軸４ｃの２軸分の車輪を有し、固定軸
４ａにて軸バネ５ａと軸バネ受皿６ａを、固定軸４ｃに
て軸バネ５ｃと軸バネ受皿６ｃをそれぞれ介して台車枠
１９を支持し、その台車枠１９にて枕バネ２０ａ，２０
ｃを介して車体１１に対して台車枠中心ピン２３を中心
に地上と水平な面内で回転可能な構造で車体１１を支持
する構造を有する２軸独立車輪電動台車において、１軸
独立車輪電動台車の実施例と同様の構造で、電動機固定
子１０ａ，１０ｂ、電動機外側回転子２ａ，２ｂをそれ
ぞれ有する電動機を用いた２軸独立車輪電動台車であ
り、車輪３ａ，３ｂは車輪軸受８ａ，８ｂにて、電動機
外側回転子２ａ，２ｂは電動機外側回転子軸受９ａ，９
ｂにて、それぞれ固定軸４ａに支持され、車輪３ａ，３
ｂは電動機外側回転子２ａ，２ｂと一体となって、固定
軸４ａを中心に回転する。また、車輪３ｃを含む固定軸
４ｃについても同様の構造を有する。This embodiment has a fixed shaft 4a including wheels 3a,
It has wheels two axes of the fixed shaft 4c including wheels 3c, the axial spring 5a and the shaft spring pan 6a at a fixed shaft 4a, via respective axial spring 5 c and the shaft spring receiving plate 6 c in the fixed shaft 4 c The trolley frame 19 is supported by the trolley frame 19, and the pillow springs 20a, 20
a two-axis independent wheel electric bogie having a structure for supporting the vehicle body 11 with a structure rotatable about the bogie frame center pin 23 in the plane parallel to the ground with respect to the vehicle body 11 through the c. This is a two-axis independent wheel electric bogie using a motor having a motor stator 10a, 10b and a motor outer rotor 2a, 2b, respectively, having the same structure as that of the bogie embodiment, and the wheels 3a, 3b having wheel bearings 8a, 8b. , The motor outer rotors 2a, 2b are connected to the motor outer rotor bearings 9a, 9 respectively.
b, the wheels 3a, 3
b rotates integrally with the motor outer rotors 2a and 2b about the fixed shaft 4a. The fixed shaft 4c including the wheel 3c has the same structure.
【００２７】さらに、車輪３ａ，３ｂを含む固定軸４ａ
は固定軸４ａの中央を中心に台車枠１９に固定軸中心ピ
ン２２を中心として水平面内における回転自由度を有
し、軸バネ受皿６ａ，６ｂはそれぞれ台車枠１９の支持
のみ行い、台車枠１９に対して固定されていない。Further, a fixed shaft 4a including wheels 3a, 3b
Has a freedom of rotation in a horizontal plane about a fixed shaft center pin 22 on a bogie frame 19 about the center of the fixed shaft 4a. The shaft spring trays 6a and 6b only support the bogie frame 19, respectively. Not fixed against.
【００２８】各固定軸毎の各センサの取り付けの様態お
よび機能については１軸独立車輪電動台車の実施例と同
様である。The manner and function of mounting each sensor for each fixed axis is the same as in the embodiment of the single-axis independent wheel electric bogie.
【００２９】操舵制御開始前の２軸独立車輪電動台車の
動作において車両が列車進行方向１６の向きに進行しな
がら、車輪３ａ，３ｂが曲線区間のレール７ａ，７ｂに
さしかかったとき、車輪回転方向１３とレールの接線１
４の間には相対角度が生じ、左右の車輪３ａ，３ｂが同
時にレールの法線１５の方向、（左右方向）に偏ること
があるが、左右で回転数の異なる独立車輪構造に起因し
て車輪３ａ，３ｂには曲線通過のための操舵力は発生し
ない。When the wheels 3a, 3b approach the rails 7a, 7b in the curved section while the vehicle is traveling in the train traveling direction 16 in the operation of the two-axis independent wheel electric bogie before the start of the steering control, the wheel rotation direction 13 and rail tangent 1
4, there is a relative angle, and the left and right wheels 3a, 3b may be simultaneously deviated in the direction of the normal line 15 of the rail (left-right direction). No steering force is generated on the wheels 3a and 3b for passing through the curve.
【００３０】このとき、センサ１ａは車輪３ａの回転数
を、センサ１ｂは車輪３ｂの回転数をそれぞれ検出し、
その検出情報は制御装置内の回転数差演算部２５に取り
込まれ、車輪３ａの回転数と車輪３ｂの回転数の差を演
算し、その演算結果はゲイン乗算部２６にてゲインを乗
じて、電動機１７ａおよび電動機１７ｂに与えるトルク
の差に相当するトルク差制御電流を演算し、車輪３ａと
一体となった電動機１７ａのトルクが増えるよう、主幹
制御器２４から出力される駆動電流にトルク差電流を加
え、車輪３ｂと一体となった電動機１７ｂのトルクが減
るよう、主幹制御器２４から出力される駆動電流にトル
ク差電流を加えるというトルク制御手段により電動機１
７ａおよび電動機１７ｂのトルクをそれぞれ制御する。At this time, the sensor 1a detects the rotation speed of the wheel 3a, and the sensor 1b detects the rotation speed of the wheel 3b.
The detection information is taken into a rotation speed difference calculation unit 25 in the control device, and the difference between the rotation speed of the wheel 3a and the rotation speed of the wheel 3b is calculated. The calculation result is multiplied by a gain in a gain multiplication unit 26. A torque difference control current corresponding to the difference between the torques applied to the electric motors 17a and 17b is calculated, and the driving current output from the main controller 24 is increased so that the torque of the electric motor 17a integrated with the wheels 3a increases. It was added, so that the torque of the electric motor 17b became wheels 3b integrally decreases, the electric motor 1 by the torque control means of Ru added torque difference current to the driving current output from the master controller 24
7a and the torque of the electric motor 17b are respectively controlled.
【００３１】すると、操舵制御開始後の２軸独立車輪電
動台車の動作において、車輪３ａがレール７ａから列車
進行方向１６の向きに受ける反力と車輪３ｂがレール７
ｂから列車進行方向１６と逆の向きに受ける反力の差に
よって、車輪３ａ，車輪３ｂ，固定軸４ａ等を含む輪軸
系は、固定軸４ａを含む地上と平行な面内の固定軸４ａ
の中心回り、台車回転方向１８の方向に回転モーメント
（ヨーイングモーメント）が発生し、輪軸系の操舵が行
われる。すると、車輪回転方向１３とレールの接線１４
の間に生じていた相対角度は小さくなり、ついには、車
輪回転方向１３とレールの接線１４の間に生じていた角
度は０すなわち固定軸４ａの方向とレールの法線１５の
方向は一致し、車輪３ａ，３ｂの曲線走行に伴って生じ
る回転数の差に応じてヨーイングトルクを発し続ける事
で、固定軸４ａはレールの法線１５の向きと一致した状
態で、曲線を滑らかに通過する。Then, in the operation of the two-axle independent wheel electric bogie after the start of the steering control, the reaction force that the wheel 3a receives from the rail 7a in the train traveling direction 16 and the wheel 3b become the rail 7
The wheelset system including the wheels 3a, 3b, the fixed shaft 4a, etc., by the difference in the reaction force received in the direction opposite to the train traveling direction 16 from the train b, the fixed shaft 4a in a plane parallel to the ground including the fixed shaft 4a.
, A rotation moment (yawing moment) is generated in the bogie rotation direction 18 to steer the wheelset system. Then, the wheel rotation direction 13 and the tangent line 14 of the rail
The angle formed between the wheel rotation direction 13 and the tangent 14 of the rail eventually becomes zero, that is, the direction of the fixed shaft 4a coincides with the direction of the normal 15 to the rail. The fixed shaft 4a smoothly passes through the curve in a state in which the fixed shaft 4a coincides with the direction of the normal line 15 of the rail by continuously generating the yawing torque according to the difference in the number of rotations caused by the curve running of the wheels 3a and 3b. .
【００３２】台車枠１９の有する、車輪３ｃ，３ｄを含
む固定軸４ｃについても前記と同様な動作を行い、また
車体１１の有するもう一方の台車の各軸についても前記
と同様の動作を行う。The same operation as described above is performed for the fixed shaft 4c including the wheels 3c and 3d of the bogie frame 19, and the same operation is performed for each axis of the other bogie included in the vehicle body 11.
【００３３】また、直線部で生じる左右のレール頭頂面
における車輪の左右方向偏位も曲線走行時と同様な動作
により是正することが可能である。実施例では１軸独立
車輪電動台車と２軸独立車輪電動台車の例で説明した
が、３軸独立車輪電動台車またはそれ以上の軸数を持つ
独立車輪電動台車についても同様である。Further, the lateral deviation of the wheels on the left and right rail top surfaces generated in the linear portion can be corrected by the same operation as in the curve running. In the embodiment, the description has been given of the example of the one-axis independent wheel electric bogie and the two-axis independent wheel electric bogie. However, the same applies to the three-axis independent wheel electric bogie or the independent wheel electric bogie having more axes.
【００３４】[0034]
【発明の効果】以上説明したように、本発明の独立車輪
動力台車の効果は車輪の回転方向と曲線の接線方向の相
対角度をなくすために特別な操舵装置を設けることな
く、左右の車輪に発生するトルク差を利用して台車の操
舵を行うので、操舵のための特別な操舵装置を必要とせ
ずに車輪の操舵および独立車輪に固有の問題である車輪
がレールに対して左右方向に偏位した場合、左右の車輪
が別個に回転することによって生じる、その復原力が働
かないことを補えるという利点がある。また、車輪にト
ルクを発生させる原動機としては、電動機，内燃機等を
用いることも可能である。As described above, the effect of the independent wheel power bogie of the present invention is that the left and right wheels are provided without a special steering device for eliminating the relative angle between the rotational direction of the wheels and the tangential direction of the curve. Since the bogie is steered by using the generated torque difference, the wheels, which are problems inherent to the steering of the wheels and the independent wheels, do not need to be provided with a special steering device for steering, and the wheels are deviated in the left-right direction with respect to the rail. In this case, there is an advantage in that the stability of the right and left wheels, which is caused by the separate rotation of the wheels, does not work. Further, an electric motor, an internal combustion engine, or the like can be used as a prime mover that generates torque on wheels.
【図１】本発明の請求項１における鉄道車両用独立車輪
動力台車の実施例で１軸独立車輪電動台車の構成を示す
側面図である。FIG. 1 is a side view showing a configuration of a one-axis independent wheel electric bogie in an embodiment of an independent wheel powered bogie for a railway vehicle according to claim 1 of the present invention.
【図２】図１のＡ−Ａ断面を示す断面図である。FIG. 2 is a sectional view showing an AA section in FIG. 1;
【図３】本発明の請求項１における鉄道車両用独立車輪
動力台車の実施例で操舵制御開始前の１軸独立車輪電動
台車の動作を示す説明図である。FIG. 3 is an explanatory view showing the operation of the one-axis independent wheel electric bogie before starting the steering control in the embodiment of the independent wheel powered bogie for railway vehicles according to claim 1 of the present invention.
【図４】本発明の請求項１における鉄道車両用独立車輪
動力台車の実施例で操舵制御開始後の１軸独立車輪電動
台車の動作を示す説明図である。FIG. 4 is an explanatory view showing the operation of the one-axis independent wheel electric bogie after starting the steering control in the embodiment of the independent wheel powered bogie for railway vehicles according to claim 1 of the present invention.
【図５】操舵制御時の制御ブロックの構成を示す説明図
である。FIG. 5 is an explanatory diagram showing a configuration of a control block at the time of steering control.
【図６】本発明の請求項１における鉄道車両用独立車輪
動力台車の実施例で２軸独立車輪電動台車の構成を示す
側面図である。FIG. 6 is a side view showing a configuration of a two-axis independent wheel electric bogie in the embodiment of the independent wheel powered bogie for a railway vehicle according to claim 1 of the present invention.
【図７】図６のＢ−Ｂ断面を示す断面図である。FIG. 7 is a sectional view showing a BB section of FIG. 6;
【図８】本発明の請求項１における鉄道車両用独立車輪
動力台車の実施例で操舵制御開始前の２軸独立車輪電動
台車の動作を示す説明図である。FIG. 8 is an explanatory view showing the operation of the two-axis independent wheel electric bogie before starting the steering control in the embodiment of the independent wheel powered bogie for railway vehicles according to claim 1 of the present invention.
【図９】本発明の請求項１における鉄道車両用独立車輪
動力台車の実施例で操舵制御開始後の２軸独立車輪電動
台車の動作を示す説明図である。FIG. 9 is an explanatory view showing the operation of the two-axis independent wheel electric bogie after starting the steering control in the embodiment of the independent wheel powered bogie for a railway vehicle according to claim 1 of the present invention.
１ａ，１ｂ，１ｃ センサ ２ａ，２ｂ，２ｃ 電動機外側回転子 ３ａ，３ｂ，３ｃ，３ｄ 車輪 ４，４ａ，４ｃ 固定軸 ５ａ，５ｂ，５ｃ 軸バネ ６ａ，６ｂ，６ｃ 軸バネ受皿 ７ａ，７ｂ レール ８ａ，８ｂ 車輪軸受 ９ａ，９ｂ 電動機外側回転子軸受 １０ａ，１０ｂ 電動機固定子 １１ 車体 １２ 制御装置 １３ 車輪回転方向 １４ レールの接線 １５ レールの法線 １６ 列車進行方向 １７ａ，１７ｂ 電動機 １８ 台車回転方向 １９ 台車枠 ２０ａ，２０ｂ 枕バネ ２１ａ 枕バネ受皿 ２２ 固定軸中心ピン ２３ 台車枠中心ピン ２４ 主幹制御器 ２５ 回転数差演算部 ２６ ゲイン乗算部1a, 1b, 1c Sensor 2a, 2b, 2c Motor outside rotor 3a, 3b, 3c, 3d Wheel 4, 4a, 4c Fixed shaft 5a, 5b, 5c Shaft spring 6a, 6b, 6c Shaft spring tray 7a, 7b Rail 8a , 8b Wheel bearings 9a, 9b Motor outer rotor bearings 10a, 10b Motor stator 11 Body 12 Control device 13 Wheel rotation direction 14 Rail tangents 15 Rail normal 16 Train traveling direction 17a, 17b Motor 18 bogie rotation direction 19 bogie Frames 20a, 20b Pillow springs 21a Pillow spring trays 22 Fixed shaft center pin 23 Bogie frame center pin 24 Master controller 25 Revolution speed difference calculator 26 Gain multiplication unit
───────────────────────────────────────────────────── フロントページの続き (56)参考文献 特開 平２−34465（ＪＰ，Ａ) 特開 昭63−301165（ＪＰ，Ａ) 特開 昭61−129361（ＪＰ，Ａ) 特開 昭56−86858（ＪＰ，Ａ) 特開 平６−92229（ＪＰ，Ａ) 実開 平３−106208（ＪＰ，Ｕ) 実開 昭62−187967（ＪＰ，Ｕ) (58)調査した分野(Int.Cl.7，ＤＢ名) B61F 5/44 ──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-2-34465 (JP, A) JP-A-63-301165 (JP, A) JP-A-61-129361 (JP, A) JP-A-56-301 86858 (JP, A) JP-A-6-92229 (JP, A) JP-A-3-106208 (JP, U) JP-A-62-187967 (JP, U) (58) Fields investigated (Int. Cl. 7 , DB name) B61F 5/44
Claims (1)
走行時に左右の車輪が固定軸とは独立して回転すること
のできる独立車輪と、左右の車輪を駆動するための原動
機と、左右の車輪の回転数を検出する回転数検出手段
と、回転数演算部とゲイン乗算部とトルク制御手段から
なる制御装置とを有し、走行時に該独立車輪の回転方向
が常に線路の接線方向と一致するように、左右の車輪を
一対とする車軸を車体に対して旋回可能な構造で取り付
け、左右の車輪の回転数を該回転数検出手段で検出し、
検出した左右の車輪の回転数を該回転数演算部で回転数
差を求め、求めた回転数差に基づいて、左右の車輪を駆
動するための原動機の間のトルク差を該ゲイン乗算部で
計算し、左右の車輪を駆動するための原動機を該トルク
制御手段でトルク制御することを特徴とする鉄道車両用
独立車輪動力台車。1. An independent wheel powered bogie for a railway vehicle,
Independent wheels that allow the left and right wheels to rotate independently of the fixed shaft during traveling, a prime mover for driving the left and right wheels, and rotation speed detection means for detecting the rotation speed of the left and right wheels
And a control device including a rotation speed calculation unit, a gain multiplication unit, and a torque control unit , and the left and right wheels are paired so that the rotation direction of the independent wheel always coincides with the tangential direction of the track during traveling. The axle is attached with a structure that can turn with respect to the vehicle body, the rotation speed of the left and right wheels is detected by the rotation speed detection means ,
The rotational speed of the detected left and right wheels is determined by the rotational speed calculating unit to determine the rotational speed difference, and based on the determined rotational speed difference, the torque difference between the prime movers for driving the left and right wheels is calculated by the gain multiplying unit. Calculate and torque the prime mover to drive the left and right wheels
An independent wheel powered bogie for a railway vehicle , wherein torque control is performed by control means .
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP07478495A JP3176247B2 (en) | 1995-03-31 | 1995-03-31 | Independent wheel powered bogie for railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP07478495A JP3176247B2 (en) | 1995-03-31 | 1995-03-31 | Independent wheel powered bogie for railway vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH08268277A JPH08268277A (en) | 1996-10-15 |
| JP3176247B2 true JP3176247B2 (en) | 2001-06-11 |
Family
ID=13557272
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP07478495A Expired - Fee Related JP3176247B2 (en) | 1995-03-31 | 1995-03-31 | Independent wheel powered bogie for railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3176247B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5777573B2 (en) * | 2012-06-13 | 2015-09-09 | 近畿車輌株式会社 | Pantograph support device |
| EP3452355B1 (en) * | 2016-05-06 | 2021-03-17 | Bulk Ore Shuttle System Pty Ltd | Rail transport system |
| CN110155113B (en) * | 2019-05-29 | 2024-03-08 | 中国铁建重工集团股份有限公司 | Monorail running gear and monorail vehicle |
| GB2591809B (en) * | 2020-02-10 | 2022-02-23 | Stored Energy Tech Limited | A method, apparatus, computer program and system for controlling a wheel of a rail mounted vehicle |
-
1995
- 1995-03-31 JP JP07478495A patent/JP3176247B2/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| JPH08268277A (en) | 1996-10-15 |
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