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

Self-steering cart and railway vehicle to which the self-steering cart is applied Download PDF

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JPWO2005007480A1
JPWO2005007480A1 JP2005511830A JP2005511830A JPWO2005007480A1 JP WO2005007480 A1 JPWO2005007480 A1 JP WO2005007480A1 JP 2005511830 A JP2005511830 A JP 2005511830A JP 2005511830 A JP2005511830 A JP 2005511830A JP WO2005007480 A1 JPWO2005007480 A1 JP WO2005007480A1
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JP4562655B2 (en
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須田　義大
義大 須田
洋平 道辻
洋平 道辻
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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D1/00—Carriages for ordinary railway passenger traffic
    • B61D1/06—Carriages for ordinary railway passenger traffic with multiple deck arrangement
    • 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

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

Abstract

【課題】 走行安定性と曲線通過性能を向上させた自己操舵台車とこの自己操舵台車適用した鉄道車両を提供する。【解決手段】 アクティブ・ステアリング・ダンパー１０は、ＤＣモータ１３を駆動しボールネジ１５を回転させ、このボールネジ１５と螺合するナット１６を螺進させることで全体が伸縮動し、これによってステアリングリンク６を介して輪軸２が操舵される。この操舵はアクティブ・ステアリング・ダンパー１０が有するアクティブ機能によって行われる。このアクティブ機能は直線から緩和曲線を経て定常曲線にいたる過程での自己操舵動作の応答遅れを解消する。また、アクティブ・ステアリング・ダンパー１０は、パッシブ機能も有する。このパッシブ機能は直線走行時などに発生する蛇行動周波数の振動に対しては剛体として作用し、それ以外の周波数の振動に対しては非剛体として緩衝作用を発揮する機能であり、直線での高速走行性と定常曲線部での通過性が向上する。PROBLEM TO BE SOLVED: To provide a self-steering carriage with improved traveling stability and curve passing performance and a railway vehicle to which the self-steering truck is applied. An active steering damper (10) is driven by a DC motor (13) to rotate a ball screw (15), and a nut (16) screwed with the ball screw (15) is caused to expand and contract as a whole, whereby a steering link (6) is driven. The wheel shaft 2 is steered via This steering is performed by an active function of the active steering damper 10. This active function eliminates the response delay of the self-steering operation in the process from the straight line through the relaxation curve to the steady curve. The active steering damper 10 also has a passive function. This passive function acts as a rigid body for vibrations of the snake action frequency that occurs during straight running, etc., and exhibits a buffering action as a non-rigid body for vibrations at other frequencies. High speed travelability and passability at the steady curve portion are improved.

Description

本発明は、左右一対の輪軸（車軸と車輪）を独立回転可能にボギーフレームに支持した台車に関する。  The present invention relates to a carriage in which a pair of left and right wheel shafts (axle and wheel) are supported on a bogie frame so as to be independently rotatable.

鉄道車両を支持する台車としては、１本の軸をボギーフレームに回転自在に支承し、この１本の軸に左右の車輪を取付けた１軸台車と、ボギーフレームの左右に車軸と車輪とからなる輪軸を取付けた独立回転可能な台車（以下、一輪独立回転操舵台車とも称する）とがある。  As a bogie for supporting a railway vehicle, a single shaft is rotatably supported on a bogie frame, and left and right wheels are attached to the single shaft, and an axle and wheels on the left and right sides of the bogie frame. There is a cart that can be rotated independently (hereinafter also referred to as a single-wheel independent rotating steering cart).

鉄道車両にあっては、曲線通過性能と走行安定性が要求され、曲線通過性能は車輪の踏面勾配に基づく自己操舵機能により発揮される。この自己操舵機能を高めるには輪軸の旋回動（ヨーイング）を自由にすれば達成されるが、輪軸の旋回動を自由にすると自励振動である蛇行動が発生し走行安定性を阻害する。
一輪独立回転操舵台車は左右の輪軸が独立回転するため自己操舵機能が高く、急曲線、構内或いはループ線などに対応でき、また車軸が幅方向に架設されていないため低床下に有利であり、都市部や特殊な区間における利用価値が高い。（非特許文献１）Railway vehicles are required to have curve-passing performance and running stability, and the curve-passing performance is exhibited by a self-steering function based on the tread gradient of the wheels. The self-steering function can be enhanced by freeing the turning movement (yawing) of the wheel shaft. However, if the turning movement of the wheel shaft is made free, a snake action which is a self-excited vibration is generated and the running stability is hindered.
The single wheel independent rotating steering cart has a high self-steering function because the left and right wheel shafts rotate independently, and can cope with sharp curves, campuses, loop lines, etc., and because the axle is not installed in the width direction, it is advantageous under a low floor, High utility value in urban areas and special sections. (Non-Patent Document 1)

また、パッシブ機能による走行安定性の確保とアクティブ機能による補助制御について記載された台車枠アクティブ操舵台車が提案されている。
（特許文献１）
Ｆｒｉｔｚ Ｆｒｅｄｅｒｉｃｈ，Ｐｏｓｓｉｂｉｌｉｔｉｅｓ ａｓ ｙｅｔ ｕｎｋｎｏｗｎ ｏｒ ｕｎｕｓｅｄ ｒｅｇａｒｄｉｎｇ ｔｈｅ ｗｈｅｅｌ／ｒａｉｌ ｔｒａｃｋｉｎｇ ｍｅｃｈａｎｉｓｍ，Ｄｅｖｅｌｏｐｍｅｎｔ ｏｆ ｍｏｄｅｒｎ ｒｏｌｌｉｎｇ ｓｔｏｃｋ ｒｕｎｎｉｎｇ ｇｅａｒ，Ｒａｉｌ Ｉｎｔｅｒｎａｔｉｏｎａｌ，Ｎｏｖｅｎｎｂｅｒ １９８５，ｐ３３ 特開２００２−３２８６５３ In addition, a bogie frame active steering bogie is described in which traveling stability is secured by a passive function and auxiliary control by an active function is described.
(Patent Document 1)
Fritz Frederich, Possibilities as yet unknown or unregulated regging the wheel / rail tracking mechanism, Development of modern rolling, 1987. JP 2002-328653 A

一輪独立回転操舵台車は左右の輪軸が独立回転する構造を基本としているため、蛇行動周波数の振動を減衰せしめる点で劣り、このため高速走行（走行安定性）には不向きとされている。また、速度を上げると限界自己操舵性が低下するため、専ら低速車両にしか適用されていない。  Since the single wheel independent rotating steering carriage is based on a structure in which the left and right wheel shafts rotate independently, it is inferior in that it attenuates the vibration of the snake action frequency, and is therefore unsuitable for high speed running (running stability). Further, since the limit self-steering property is lowered when the speed is increased, it is applied only to low-speed vehicles.

またパッシブ機能とアクティブ機能を備えた特許文献１に開示されたものにあっては、車軸を有する１軸台車であるため、曲線旋回能に限界があり、蛇行動臨界速度が低いという課題がある。  Moreover, in what was disclosed by patent document 1 provided with the passive function and the active function, since it is a uniaxial trolley | bogie which has an axle, there exists a subject that a curve turning ability has a limit and a snake action critical speed is low. .

本発明は一輪独立回転操舵台車が抱える課題、即ち中速、高速車両には適用されず、専ら低速車両にしか適用されないという課題を解決することを目的としてなしたものである。  The object of the present invention is to solve the problem of the single-wheel independent rotating steering carriage, that is, the problem that it is not applied only to medium-speed and high-speed vehicles but exclusively to low-speed vehicles.

上記課題を達成するため本発明に係る自己操舵台車は、ボギーフレームに独立回転可能に支持される左右一対の輪軸と、これら輪軸を操舵すべく左右一対の輪軸間に連結されるステアリングリンクと、このステアリングリンクと前記ボギーフレームとの間に設けられるアクティブ・ステアリング・ダンパーとを備えた構成とした。
ここで、アクティブ・ステアリング・ダンパーは緩和曲線に合わせて輪軸を操舵するアクティブ機能と、高速走行安定性及び定常曲線通過性向上を図るパッシブ機能を有する。In order to achieve the above object, a self-steering cart according to the present invention includes a pair of left and right wheel shafts supported by a bogie frame so as to be independently rotatable, and a steering link connected between the pair of left and right wheel shafts to steer these wheel shafts. An active steering damper is provided between the steering link and the bogie frame.
Here, the active steering damper has an active function of steering the wheel shaft in accordance with a relaxation curve, and a passive function of improving high-speed running stability and steady curve passing performance.

前記アクティブ・ステアリング・ダンパーは蛇行動周波数の振動に対しては剛体として作用し、また定常曲線通過に対してはダンパー作用を発揮するものが好適である。具体的な構成の一例としては、ＤＣモータとこのＤＣモータによって回転せしめられるボールネジ機構を備えた直動型のダンパー、或いは回転型のいずれでもよい。  It is preferable that the active steering damper functions as a rigid body with respect to vibrations having a snake action frequency and exhibits a damper action with respect to passing through a steady curve. As an example of a specific configuration, either a direct acting type damper provided with a DC motor and a ball screw mechanism rotated by the DC motor, or a rotating type may be used.

本発明は、前記した自己操舵台車を少なくとも車両の前後に設けた鉄道車両を含む。また、前後の自己操舵台車とは別の台車を、前後の自己操舵台車の中間位置またはいずれか一方に寄った位置に設けることで、２階建て鉄道車両にも有効となる。勿論、通常の車両に前後の自己操舵台車とは別の台車を適用してもよい。
即ち、メンテナンスや既存車両との共用から、車体長を従来標準の２０ｍ車両とする場合には、本発明に係る自己操舵台車を車両の前後に設ければよい。一方、２階建て鉄道車両の場合には階段のデッドスペースがあるため、車体長を長くしたいとの要望があるが、車体を長くすると剛性確保のため車体重量増大につながる。このような場合に中間付近に１軸台車ユニットを配置することで剛性低下を防ぎつつ車体重量の大幅な軽量化が図れる。The present invention includes a railway vehicle in which the above-described self-steering carriage is provided at least before and after the vehicle. Further, by providing a carriage different from the front and rear self-steering carriages at a position close to either one of the front and rear self-steering carriages or one of them, it is effective for a two-story railway vehicle. Of course, a carriage different from the front and rear self-steering carriages may be applied to a normal vehicle.
In other words, when the vehicle body length is a conventional standard 20 m vehicle for maintenance or sharing with existing vehicles, the self-steering cart according to the present invention may be provided before and after the vehicle. On the other hand, in the case of a two-story railway vehicle, there is a staircase dead space, so there is a demand to increase the vehicle body length. However, if the vehicle body is lengthened, the vehicle body weight increases to ensure rigidity. In such a case, by arranging the single-shaft truck unit near the middle, it is possible to significantly reduce the weight of the vehicle body while preventing a decrease in rigidity.

２階建て車両（例えば新幹線）には、１階フロアと２階フロアとの中間高さにプラットフォームとの出入用フロアが位置する構造のものがある。この場合には、前記出入用フロアを左右いずれかに寄った位置に設け、また連結される他の車両の１階フロアとの連結通路を前記自己操舵台車の左右の輪軸間のスペースを利用して設ける。また、連結される他の車両の２階フロアとの連結通路を前記出入用フロアとは逆の左右いずれかに寄った位置に設ける。このような構造とすることで隣接する車両への移動が階段を用いることなくウォークスルータイプとなるので、高齢者や身体障害者にも極めて有利になる。  Some two-story vehicles (for example, the Shinkansen) have a structure in which a floor for entering and exiting the platform is located at an intermediate height between the first floor and the second floor. In this case, the entrance / exit floor is provided at a position on either the left or right side, and a connection passage with the first floor of another vehicle to be connected is used by using the space between the left and right axles of the self-steering carriage. Provide. Further, a connecting passage with the second floor of another vehicle to be connected is provided at a position on either the left or right opposite to the entrance / exit floor. By adopting such a structure, movement to an adjacent vehicle becomes a walk-through type without using stairs, which is extremely advantageous for elderly people and persons with physical disabilities.

図１５はアクティブ・ステアリング・ダンパーを設けない場合の、直線部、緩和曲先部及び定常曲線部のアタック角と左右変位量を示した図、図１６はアクティブ・ステアリング・ダンパーを設けた場合の、直線部、緩和曲先部及び定常曲線部のアタック角と左右変位量を示した図である。
これらの図から、自己操舵台車にアクティブ機能とパッシブ機能を有するアクティブ・ステアリング・ダンパーを付加することで、緩和曲線に対する操舵性が向上するだけでなく、高速直線走行の安定性および定常曲線での通過性が向上することがわかる。FIG. 15 is a diagram showing the attack angle and the amount of lateral displacement of the straight line portion, the relaxation curve tip portion, and the steady curve portion when the active steering damper is not provided, and FIG. 16 is the case when the active steering damper is provided. It is the figure which showed the attack angle and the amount of left-right displacement of a straight part, a relaxation curve point part, and a steady curve part.
From these figures, by adding an active steering damper with active and passive functions to the self-steering cart, not only the steering performance against the relaxation curve is improved, but also the stability of the high-speed straight running and the steady curve It can be seen that the passability is improved.

本発明に係る自己操舵台車の平面図The top view of the self-steering cart according to the present invention （ａ）は直動型アクティブ・ステアリング・ダンパーの断面図、（ｂ）は直動型アクティブ・ステアリング・ダンパーの機能を説明した模式図(A) is a cross-sectional view of a direct acting active steering damper, and (b) is a schematic diagram illustrating the function of the direct acting active steering damper. 別実施例に係る自己操舵台車の平面図Plan view of a self-steering cart according to another embodiment 回転型アクティブ・ステアリング・ダンパーを適用した別実施例の平面図Plan view of another embodiment applying a rotary active steering damper 図４に示した別実施例の側面図Side view of another embodiment shown in FIG. 別実施例に係る自己操舵台車の平面図Plan view of a self-steering cart according to another embodiment 本発明に係る自己操舵台車を適用した鉄道車両の平面図The top view of the rail vehicle which applied the self-steering cart which concerns on this invention 同自己操舵台車を適用した鉄道車両の側面図Side view of a railway vehicle using the self-steering carriage 同自己操舵台車を適用した鉄道車両の正面図Front view of a railway vehicle applying the self-steering carriage 別実施例に係る鉄道車両の側面図Side view of a railway vehicle according to another embodiment 別実施例に係る鉄道車両の側面図Side view of a railway vehicle according to another embodiment 本発明に係る自己操舵台車を適用した２階建鉄道車両の連結部の側面図The side view of the connection part of the two-storied railway vehicle which applied the self-steering cart which concerns on this invention 同連結部の一部切欠平面図Partial cutaway plan view of the connecting part 図１２のＡ−Ａ方向矢視図AA arrow view of FIG. アクティブ・ステアリング・ダンパーを設けない場合の、直線部、緩和曲先部及び定常曲線部のアタック角と左右変位量を示した図The figure which showed the attack angle and the amount of right-and-left displacement of a straight part, a relaxation curve point part, and a steady curve part when there is no active steering damper アクティブ・ステアリング・ダンパーを設けた場合の、直線部、緩和曲先部及び定常曲線部のアタック角と左右変位量を示した図The figure which showed the attack angle and the amount of right-and-left displacement of a straight part, a relaxation curve point part, and a steady curve part when an active steering damper is provided

以下に本発明の実施の形態を添付図面に基づいて説明する。図１は本発明に係る自己操舵台車の平面図、図２（ａ）は直動型アクティブ・ステアリング・ダンパーの断面図、（ｂ）は直動型アクティブ・ステアリング・ダンパーの機能を説明した模式図である。  Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a plan view of a self-steering cart according to the present invention, FIG. 2A is a cross-sectional view of a direct acting active steering damper, and FIG. 1B is a schematic diagram illustrating the function of the direct acting active steering damper. FIG.

自己操舵台車は平面視でコ字状をなすボギーフレーム１に左右一対の輪軸２，２を独立回転可能に支持している。ここで輪軸２は軸箱３に回転自在に支持される軸４とこの軸４に取付けられる車輪５から構成され、前記軸箱３はボギーフレーム１に水平面内で回転自在に支持されている。  The self-steering carriage supports a pair of left and right wheel shafts 2 and 2 on a bogie frame 1 having a U-shape in plan view so as to be independently rotatable. Here, the wheel shaft 2 includes a shaft 4 rotatably supported by the shaft box 3 and a wheel 5 attached to the shaft 4, and the shaft box 3 is supported by the bogie frame 1 so as to be rotatable in a horizontal plane.

また前記輪軸２，２間はステアリングリンク６にて連結されている。ステアリングリンク６は軸箱３から前方（後方）に延びる前後メンバー７，７とこれら前後メンバー７，７間にピン８を介して連結される横メンバー９からなり、横メンバー９とボギーフレーム１間に直動型のアクティブ・ステアリング・ダンパー１０を架設している。  The wheel shafts 2 and 2 are connected by a steering link 6. The steering link 6 includes front and rear members 7 and 7 extending forward (rearward) from the axle box 3 and a horizontal member 9 connected between the front and rear members 7 and 7 via a pin 8, and between the horizontal member 9 and the bogie frame 1. A direct-acting active steering damper 10 is installed on the side.

アクティブ・ステアリング・ダンパー１０はシリンダ１１内にピストン１２が摺動自在に挿着され、シリンダ１１内にはＤＣモータ１３、減速ギヤ１４、ボールネジ１５、ナット１６が組み込まれ、またシリンダ１１とピストン１２の端部には連結部１７が設けられ、この連結部１７内にはラバーブッシュ１８が嵌め込まれている。  In the active steering damper 10, a piston 12 is slidably inserted in a cylinder 11, and a DC motor 13, a reduction gear 14, a ball screw 15, and a nut 16 are incorporated in the cylinder 11. A connecting portion 17 is provided at the end portion of which the rubber bush 18 is fitted into the connecting portion 17.

アクティブ・ステアリング・ダンパー１０は、ＤＣモータ１３を駆動しボールネジ１５を回転させ、このボールネジ１５と螺合するナット１６を螺進させることで全体が伸縮動し、これによってステアリングリンク６を介して輪軸２が操舵される。この操舵はアクティブ・ステアリング・ダンパー１０が有するアクティブ機能によって行われる。このアクティブ機能は直線から緩和曲線を経て定常曲線にいたる過程での自己操舵動作の応答遅れを解消する。アクティブ制御を行うに当たっては、軌道曲率情報が必要であるが、この情報は振り子車両の制御などで実用化している車両位置検出システムと軌道のテーブルを用いれば容易に取得可能である。The active steering damper 10 drives the DC motor 13 to rotate the ball screw 15, and the nut 16 engaged with the ball screw 15 is screwed to expand and contract as a whole, thereby the wheel shaft via the steering link 6. 2 is steered. This steering is performed by an active function of the active steering damper 10. This active function eliminates the response delay of the self-steering operation in the process from the straight line through the relaxation curve to the steady curve. In performing active control, track curvature information is required, but this information can be easily obtained by using a vehicle position detection system and track table that have been put to practical use in control of a pendulum vehicle.

また図２（ｂ）に示すように、アクティブ・ステアリング・ダンパー１０は、パッシブ機能も有する。このパッシブ機能は直線走行時などに発生する蛇行動周波数の振動に対しては剛体として作用し、それ以外の周波数の振動に対しては非剛体として緩衝作用を発揮する機能であり、直線での高速走行性と定常曲線部での通過性が向上する。このパッシブ機構はＤＣモータの制御系で実現することができる。Further, as shown in FIG. 2B, the active steering damper 10 also has a passive function. This passive function acts as a rigid body for vibrations of the snake action frequency that occurs during straight running, etc., and exhibits a buffering action as a non-rigid body for vibrations at other frequencies. High speed travelability and passability at the steady curve portion are improved. This passive mechanism can be realized by a DC motor control system.

図３は別実施例に係る自己操舵台車の平面図であり、前記実施例にあってはアクティブ・ステアリング・ダンパー１０として電磁ダンパー（電動アクチュエータ）を用いたが、この実施例にあってはアクティブ機構とパッシブ機構とを直列にするとともに電動アクチュエータ以外の一般的なアクチュエータをアクティブ機構に用いている。  FIG. 3 is a plan view of a self-steering cart according to another embodiment. In the above-described embodiment, an electromagnetic damper (electric actuator) is used as the active steering damper 10. A mechanism and a passive mechanism are connected in series, and a general actuator other than an electric actuator is used as an active mechanism.

図４は回転型のアクティブ・ステアリング・ダンパーを適用した別実施例の平面図、図５は図４に示した別実施例の側面図であり、この実施例にあっては一方の輪軸２の上方に回転型のアクティブ・ステアリング・ダンパー２０を配置し、前記同様、ステアリングリンク６を介して輪軸２を操舵する。  FIG. 4 is a plan view of another embodiment to which a rotary type active steering damper is applied, and FIG. 5 is a side view of the other embodiment shown in FIG. A rotary active steering damper 20 is disposed above, and the wheel shaft 2 is steered via the steering link 6 as described above.

図６は別実施例に係る自己操舵台車の平面図であり、この実施例にあっては、メカニカルなステアリングリンク６を用いる代わりに、回転型のアクティブ・ステアリング・ダンパー２０，２０を両方の輪軸２の上方に配置し、左右のアクティブ・ステアリング・ダンパー２０，２０を電気的に連動せしめることで、前後メンバー７及び横メンバー９を省略している。  FIG. 6 is a plan view of a self-steering cart according to another embodiment. In this embodiment, instead of using the mechanical steering link 6, the rotary active steering dampers 20 and 20 are connected to both axles. The front and rear members 7 and the side members 9 are omitted by arranging the left and right active steering dampers 20 and 20 electrically connected to each other.

図７は本発明に係る自己操舵台車を適用した鉄道車両の平面図、図８は同自己操舵台車を適用した鉄道車両の側面図、図９は同自己操舵台車を適用した鉄道車両の正面図であり、この鉄道車両にあっては車両３０の前後に自己操舵台車を配置している。  7 is a plan view of a railway vehicle to which the self-steering carriage according to the present invention is applied, FIG. 8 is a side view of the railway vehicle to which the self-steering carriage is applied, and FIG. 9 is a front view of the railway vehicle to which the self-steering carriage is applied. In this railway vehicle, self-steering carriages are arranged before and after the vehicle 30.

この車両３０にあっては、車体のブラケット３１に自己操舵台車のボギーフレーム１を連結し、このボギーフレーム１と車体との間に左右方向の振動を吸収するダンパー３２，３２および上下方向の振動を吸収するダンパー３３，３３を配置している。
また、ボギーフレーム１と車体のブラケット３１との間には牽引リンク３４を設け、ボギーフレーム１のヨーを固定している。In this vehicle 30, a bogie frame 1 of a self-steering carriage is connected to a bracket 31 of a vehicle body, dampers 32 and 32 that absorb vibrations in the horizontal direction between the bogie frame 1 and the vehicle body, and vibrations in the vertical direction. Are disposed.
A traction link 34 is provided between the bogie frame 1 and the bracket 31 of the vehicle body to fix the yaw of the bogie frame 1.

図１０及び図１１は別実施例に係る鉄道車両の側面図であり、図１０に示す鉄道車両にあっては、別の自己操舵台車を車両３０の前後方向の中間位置に配置している。このように、３台の台車を用いることで、２階建車両などに適用しても十分に荷重に耐えることができる。尚、この場合中央の自己操舵台車にはアクティブ・ステアリング・ダンパーを付加しなくてもよい。  10 and 11 are side views of a railway vehicle according to another embodiment. In the railway vehicle shown in FIG. 10, another self-steering carriage is disposed at an intermediate position in the front-rear direction of the vehicle 30. Thus, even if it applies to a two-story vehicle etc., it can endure a load enough by using three carts. In this case, it is not necessary to add an active steering damper to the central self-steering carriage.

中間台車の位置としては、前後の台車間の中心が好ましい。この位置にすることで、車輪操舵の必要がなく、複雑な操舵機構を省略できる。ただし左右方向には自在に動けるようにしなければならず、このような変位機構の例としてリニアスライドによる台車支持や、リンク機構を用いた台車支持で容易に実現可能である。このように、中間台車は原則として左右に自在に変位可能な構造であるが、車両の更なる振動特性、走行安定性向上を図るため、左右変位に対してパッシブダンパや本発明のアクティブ機構を組み込むことも可能である。
また、中間台車の位置は必ずしも車体中心である必要はなく、車体の重量バランス、軸重バランス、さらには床下機器配置の自由度向上を図るという目的から、中心よりずらした配置も可能である。ただし、この場合、左右の変位機構と連携したヨーイング機構を付加する対処、例えば、円弧状ガイドスライドや非対称リンク機構が必要である。As the position of the intermediate carriage, the center between the front and rear carriages is preferable. By setting this position, there is no need for wheel steering, and a complicated steering mechanism can be omitted. However, it must be able to move freely in the left-right direction, and as an example of such a displacement mechanism, it can be easily realized by a carriage support using a linear slide or a carriage support using a link mechanism. Thus, in principle, the intermediate carriage is a structure that can be freely displaced to the left and right, but in order to further improve the vibration characteristics and running stability of the vehicle, a passive damper or the active mechanism of the present invention is used against the lateral displacement. It can also be incorporated.
Further, the position of the intermediate carriage is not necessarily centered on the vehicle body, and it is possible to displace the vehicle from the center for the purpose of improving the flexibility of the vehicle body weight balance, the axle load balance, and further, the arrangement of the underfloor equipment. However, in this case, a countermeasure for adding a yawing mechanism in cooperation with the left and right displacement mechanisms, for example, an arcuate guide slide or an asymmetric link mechanism is required.

図１２は本発明に係る自己操舵台車を適用した２階建鉄道車両の連結部の側面図、図１１は同連結部の平面図、図１３は図１２のＡ−Ａ方向矢視図であり、この実施例にあっては、連結される２階建車両１００，１００の１階フロア１０１と２階フロア１０２との中間高さにプラットフォームとの出入用フロア１０３と出入用ドア１０４が設けられている。  12 is a side view of a connecting portion of a two-story railway vehicle to which a self-steering carriage according to the present invention is applied, FIG. 11 is a plan view of the connecting portion, and FIG. 13 is a view taken in the direction of arrows AA in FIG. In this embodiment, the platform floor 103 and the platform door 104 are provided at an intermediate height between the first floor 101 and the second floor 102 of the two-story vehicles 100 and 100 to be connected. ing.

前記出入用フロア１０３は左右いずれかに寄った位置、即ち車両の幅の略半分程度の幅とされ、この出入用フロア１０３から１階フロア１０１への階段１０５と２階フロア１０２への階段１０６が設けられている。  The entrance / exit floor 103 is located on either the left or right side, that is, approximately half the width of the vehicle. The staircase 105 from the entrance / exit floor 103 to the first floor 101 and the staircase 106 to the second floor 102 are provided. Is provided.

一方、車両１００，１００の連結部には１階通路１０７と２階通路１０８が設けられている。１階通路１０７は自己操舵台車の輪軸２，２間のスペースを利用することで、階段などの段差なく車両１００，１００の１階フロア１０１をつなげることができる。
即ち、従来の２階建車両は、ホームの高さが１ｍ程度あるため、台車上方に１階の床面がくるようにすると、１階の床面では隣の車両への移動に階段を強いられるが、本発明の如く構成することで階段を上り下りする必要がなくなり、２階建車両の構成方法が改善される。また、車両毎に設ける前後の出入用ドア１０４の箇所を平面視で点対象、例えば前方の出入用ドア１０４を右側とした場合には後方の出入用ドア１０４を左側ととすることで、レイアウト上有利となる。On the other hand, a first-floor passage 107 and a second-floor passage 108 are provided at the connecting portion of the vehicles 100, 100. By using the space between the wheel shafts 2 and 2 of the self-steering carriage, the first floor passage 107 can connect the first floor 101 of the vehicles 100 and 100 without steps such as stairs.
That is, since the conventional two-story vehicle has a platform height of about 1 m, if the floor of the first floor comes above the carriage, the first floor has a strong stairs to move to the next vehicle. However, by configuring as in the present invention, it is not necessary to go up and down stairs, and the method of configuring a two-story vehicle is improved. Further, the location of the front / rear door 104 provided for each vehicle is pointed in plan view, for example, when the front door 104 is on the right side, the rear door 104 is on the left side, so that the layout This is advantageous.

また、２階通路１０８は出入用フロア１０３との干渉を避けるため、出入用フロア１０３と反対側の２階フロア１０２を残し、この部分に通路を確保するために、二連座席の一方の座席を省き、この部分を通路としている。
このように、１階通路１０７および２階通路１０８に階段などを設けないことで、簡単に車両の移動が可能になり、またキャスター付きの旅行バッグや販売車なども通過することができる。In order to avoid interference with the entrance / exit floor 103, the second-floor passage 108 leaves the second-floor floor 102 opposite to the entrance / exit floor 103, and in order to secure a passage in this portion, one seat of the double seats is provided. This part is used as a passage.
Thus, by not providing stairs or the like in the first-floor passage 107 and the second-floor passage 108, the vehicle can be easily moved, and a travel bag with a caster or a sales vehicle can also pass.

尚、図示例では本発明に係る自己操舵台車を適用した２階建鉄道車両として説明したが、台車の構造と切り離して、図１２〜図１４に示す構造とすることで、接続車両への移動を階段などの障害物無くして、ウォークスルー効果を発揮する。  In the illustrated example, the two-story railway vehicle to which the self-steering carriage according to the present invention is applied has been described. However, the structure shown in FIGS. Eliminates obstacles such as stairs and demonstrates a walk-through effect.

Claims (7)

ボギーフレームに独立回転可能に支持される左右一対の輪軸と、これら輪軸を操舵すべく左右一対の輪軸間に連結されるステアリングリンクと、このステアリングリンクと前記ボギーフレームとの間に設けられるアクティブ・ステアリング・ダンパーとを備えた自己操舵台車。A pair of left and right wheel shafts supported by a bogie frame so as to be independently rotatable, a steering link connected between the pair of left and right wheel shafts to steer these wheel shafts, and an active gear provided between the steering link and the bogie frame. A self-steering cart with a steering damper. 請求項１に記載の自己操舵台車において、前記アクティブ・ステアリング・ダンパーは、蛇行動周波数の振動に対しては剛体として作用し、また定常曲線通過に対しては駆動源を制御することでダンパー作用を発揮することを特徴とする自己操舵台車。2. The self-steering trolley according to claim 1, wherein the active steering damper acts as a rigid body with respect to vibration of a snake action frequency, and controls a driving source with respect to passing through a steady curve. A self-steering cart characterized by 請求項１または請求項２に記載の自己操舵台車において、前記アクティブ・ステアリング・ダンパーは、直動型または回転型のいずれかとしたことを特徴とする自己操舵台車。3. The self-steering cart according to claim 1, wherein the active steering damper is either a direct acting type or a rotary type. 請求項１乃至請求項３に記載の自己操舵台車を少なくとも車両の前後に設けることを特徴とする鉄道車両。A railway vehicle comprising the self-steering carriage according to claim 1 at least before and after the vehicle. 請求項４に記載の鉄道車両において、前記前後の自己操舵台車とは別の台車を、前後の自己操舵台車の中間位置またはいずれか一方に寄った位置に設けることを特徴とする鉄道車両。The railway vehicle according to claim 4, wherein a carriage different from the front and rear self-steering carriages is provided at a position close to an intermediate position or one of the front and rear self-steering carriages. 請求項４または５に記載の鉄道車両において、この車両は２階建とし、１階フロアと２階フロアとの中間高さで左右いずれかに寄った位置にプラットフォームとの出入用フロアが設けられ、また連結される他の車両の１階フロアとの連結通路が前記自己操舵台車の左右の輪軸間のスペースを利用して設けられていることを特徴とする鉄道車両。6. The railway vehicle according to claim 4 or 5, wherein the vehicle has a two-story structure, and a floor for entering and exiting the platform is provided at a position close to the left or right at an intermediate height between the first floor and the second floor. In addition, the railway vehicle is characterized in that a connection passage to the first floor of another vehicle to be connected is provided using a space between the left and right wheel shafts of the self-steering carriage. 請求項４または５に記載の鉄道車両において、この車両は２階建とし、１階フロアと２階フロアとの中間高さで左右いずれかに寄った位置にプラットフォームとの出入用フロアが設けられ、また連結される他の車両の２階フロアとの連結通路が前記出入用フロアとは逆の左右いずれかに寄った位置に設けられていることを特徴とする鉄道車両。6. The railway vehicle according to claim 4 or 5, wherein the vehicle has a two-story structure, and a floor for entering and exiting the platform is provided at a position close to the left or right at an intermediate height between the first floor and the second floor. In addition, the railway vehicle is characterized in that a connecting passage to the second floor of another vehicle to be connected is provided at a position on either the right or left opposite to the entrance / exit floor.
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JP2004161115A (en) * 2002-11-12 2004-06-10 National Traffic Safety & Environment Laboratory Rolling stock having truck frame turning device

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JP4562655B2 (en) 2010-10-13
EP1652746A4 (en) 2008-11-26
WO2005007480A1 (en) 2005-01-27
EP1652746A1 (en) 2006-05-03

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