WO2005007480A1 - 自己操舵台車及びこの自己操舵台車を適用した鉄道車両 - Google Patents
自己操舵台車及びこの自己操舵台車を適用した鉄道車両 Download PDFInfo
- Publication number
- WO2005007480A1 WO2005007480A1 PCT/JP2004/010018 JP2004010018W WO2005007480A1 WO 2005007480 A1 WO2005007480 A1 WO 2005007480A1 JP 2004010018 W JP2004010018 W JP 2004010018W WO 2005007480 A1 WO2005007480 A1 WO 2005007480A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- steering
- self
- floor
- active
- bogie
- Prior art date
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/38—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
Definitions
- the present invention relates to a bogie having a pair of left and right wheel sets (axles and wheels) supported on a bogie frame so as to be independently rotatable.
- a bogie for supporting a railway vehicle a single shaft is rotatably supported on a bogie frame, and left and right wheels are mounted on this single shaft.
- an independently rotatable bogie equipped with a wheel set consisting of wheels hereinafter also referred to as a single-wheel independent rotary steering bogie.
- a railway vehicle is required to have a curve passing performance and running stability, and the curve passing performance is exhibited by a self-steering function based on a gradient of a tread of a wheel.
- This self-steering function can be enhanced by freeing the turning movement of the wheelset (jowing). However, if the turning movement of the wheelset is made free, self-excited snake action occurs and the running stability is impaired.
- the one-wheel independent rotation steering bogie has a high self-steering function because the left and right axles rotate independently.It can respond to sharp curves, premises or loop lines, and is advantageous under low floors because the axle is not installed in the width direction. High utility value in urban areas and special sections.
- Tokubi 1 Fritz Fredench, Possioilities as yet unknown or unused regarding the wheel / rail tracking mechanism, Development of modern rolling stock running gear, Rail International, Novennber 1985, p33
- Patent Document 1 JP-A-2002-328653
- the one-wheel independent rotation steering bogie is based on a structure in which the left and right axles rotate independently, it is inferior in attenuating the vibration of the snake action frequency, and thus is not suitable for high-speed traveling (running stability). I have.
- the limit self-steering property decreases when the speed is increased, it is applied only to low-speed vehicles.
- Patent Document 1 having a passive function and an active function, since it is a single-axle bogie having an axle, the curve turning ability is limited and the critical speed of snake motion is low. There are issues.
- the present invention has been made to solve the problem of the single-wheel independent rotation steering bogie, that is, the problem of not being applied to medium-speed and high-speed vehicles, but being applied only to low-speed vehicles.
- a self-steering bogie is connected between a pair of left and right wheel sets that are independently rotatably supported by a bogie frame and a pair of left and right wheel sets for steering these wheel sets.
- the configuration includes a steering link and an active steering damper provided between the steering link and the bogie frame.
- the active steering damper has an active function to steer the axle according to the relaxation curve and a passive function to improve high-speed running stability and steady curve passing performance.
- the active steering damper acts as a rigid body against the vibration of the snake action frequency and exerts a damper action against the passage of a steady curve.
- a direct-acting damper provided with a DC motor and a ball screw mechanism rotated by the DC motor, or a rotary-type damper may be used.
- the present invention includes a railway vehicle provided with the above-described self-steering trolley at least before and after the vehicle.
- a bogie different from the front and rear self-steering bogies at the intermediate position of the front and rear self-steering bogies or at a position closer to one of the front and rear self-steering bogies, it is also effective for two-story railway vehicles.
- a truck different from the front and rear self-steering trucks may be applied to a normal vehicle.
- the self-steering bogie according to the present invention may be provided before and after the vehicle. Meanwhile, 2 stories In the case of railway vehicles, there is a need to increase the length of the vehicle because there is a dead space on the stairs. However, increasing the length of the vehicle will increase the weight of the vehicle due to its rigidity. In such a case, by arranging the single-axle bogie unit near the center, the weight of the vehicle body can be significantly reduced while preventing a decrease in rigidity.
- Some two-story vehicles have a structure in which a floor for entering and exiting a platform is located at an intermediate height between the first floor and the second floor.
- the entry / exit floor is provided at a position shifted to the left or right, and a connection passage with the first floor of another vehicle to be connected uses the space between the left and right wheel axles of the self-steering bogie.
- a connecting passage to the second floor of the other vehicle to be connected is provided at a position opposite to the left and right side of the entrance floor.
- Fig. 15 is a diagram showing the attack angle and the amount of lateral displacement of the straight portion, the gentle bend, and the steady curve portion when no active steering damper is provided
- Fig. 16 shows the active steering damper.
- FIG. 9 is a diagram illustrating an attack angle and a left-right displacement amount of a straight line portion, a relaxation curved tip portion, and a steady curve portion when provided.
- FIG. 1 is a plan view of a self-steering trolley according to the present invention.
- FIG. 2 (a) is a cross-sectional view of the direct-acting active steering damper, and (b) is a schematic diagram illustrating the functions of the direct-acting active steering damper.
- FIG. 3 is a plan view of a self-steering trolley according to another embodiment.
- FIG. 5 is a side view of another embodiment shown in FIG.
- FIG. 6 is a plan view of a self-steering trolley according to another embodiment.
- FIG. 7 is a plan view of a railway vehicle to which the self-steering bogie according to the present invention is applied.
- FIG. 10 A side view of a railway vehicle according to another embodiment.
- FIG. 11 is a side view of a railway vehicle according to another embodiment.
- FIG. 12 is a side view of a connecting portion of a two-story railway vehicle to which the self-steering bogie according to the present invention is applied.
- FIG. 13 is a partially cutaway plan view of the connecting portion.
- FIG. 14 A view in the direction of arrows A—A in FIG.
- FIG. 1 is a plan view of a self-steering bogie according to the present invention
- FIG. 2 (a) is a cross-sectional view of a direct-acting active 'steering' damper
- FIG. 2 (a) is a cross-sectional view of a direct-acting active 'steering' damper
- FIG. 2 (b) is a schematic diagram illustrating functions of a direct-acting active 'steering' damper.
- the self-steering bogie supports a pair of left and right wheel shafts 2 and 2 so as to be independently rotatable on a bogie frame 1 having a U shape in plan view.
- the wheel shaft 2 is composed of a shaft 4 rotatably supported by a shaft box 3 and wheels 5 attached to the shaft 4, and the shaft box 3 is rotatably supported on a bogie frame 1 in a horizontal plane.
- 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.
- a direct-acting active steering damper 10 is installed between them.
- the active steering damper 10 has a piston 11 slidably mounted 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. At the ends of the cylinder 11 and the piston 12, a connection 17 is provided. A rubber bush 18 is fitted in 17.
- the active steering damper 10 drives a DC motor 13 to rotate a ball screw 15, and a nut 16 screwed with the ball screw 15 is screwed forward, so that the entire body expands and contracts.
- the axle 2 is steered via.
- This steering is performed by the active function of the active 'steering damper 10.
- This active function eliminates the response delay of the self-steering operation from the linear force relaxation curve to the steady curve.
- Active control requires track curvature information, but this information can be easily obtained by using a vehicle position detection system and a track table that have been put into practical use for pendulum vehicle control.
- the active 'steering' damper 10 also has a noisy function.
- This passive function is a function that acts as a rigid body against vibrations at the snake action frequency that occurs during straight running, etc., and exhibits a buffering action as a non-rigid body against vibrations at other frequencies.
- the high-speed running property and the passing property in a steady curve part are improved.
- This passive mechanism can be realized by a DC motor control system.
- FIG. 3 is a plan view of a self-steering trolley according to another embodiment.
- an electromagnetic damper (electric actuator) is used as the active steering damper 10.
- the active mechanism and the passive mechanism are connected in series, and a general actuator other than the electric actuator is used for the active mechanism.
- FIG. 4 is a plan view of another embodiment to which a rotary type active steering damper is applied.
- FIG. 5 is a side view of another embodiment shown in FIG.
- a rotary active steering damper 20 is arranged above the wheel set 2 and the wheel set 2 is steered via the steering link 6 as described above.
- FIG. 6 is a plan view of a self-steering trolley according to another embodiment.
- a rotary active “steering” damper 20 is used instead of using the mechanical steering link 6, .
- 20 are arranged above both wheel sets 2, and the left and right active 'steering' dampers 20, 20 are electrically linked, thereby omitting the front and rear members 7 and the lateral members 9.
- FIG. 7 is a plan view of a railway vehicle to which the self-steering bogie according to the present invention is applied
- FIG. FIG. 9 is a front view of a railway vehicle to which the self-steering trolley is applied
- FIG. 9 is a front view of the railway vehicle to which the self-steering trolley is applied.
- a bogie frame 1 of a self-steering bogie is connected to a bracket 31 of the vehicle body, and dampers 32, 32 between the bogie frame 1 and the vehicle body to absorb left-right vibration. Dampers 33, 33 for absorbing vertical vibrations are arranged.
- a towing link 34 is provided between the bogie frame 1 and the bracket 31 of the vehicle body, and the bogie frame 1 is fixed.
- FIGS. 10 and 11 are side views of a railway vehicle according to another embodiment.
- another self-steering vehicle is arranged at an intermediate position in the longitudinal direction of the vehicle 30. are doing .
- three trolleys it is possible to sufficiently withstand the load even when applied to a two-story vehicle or the like. In this case, there is no need to add an active 'steering' damper to the central self-steering bogie.
- the position of the intermediate cart is preferably the center between the front and rear carts. In this position, a complicated steering mechanism that does not require wheel steering can be omitted. However, it must be able to move freely in the left-right direction, and such a displacement mechanism can be easily realized by a bogie supported by a linear slide or a bogie supported by a link mechanism. As described above, the intermediate bogie has a structure that can be freely displaced to the left and right in principle. However, in order to further improve the vibration characteristics and running stability of the vehicle, a passive damper or the invention of the present invention is required for lateral displacement. It is also possible to incorporate active mechanisms.
- the position of the intermediate bogie need not necessarily be at the center of the car body, but it can be shifted from the center for the purpose of improving the weight balance and axle load balance of the car body and improving the degree of freedom in arranging equipment under the floor.
- measures to add a jowing mechanism in cooperation with the left and right displacement mechanisms for example, an arcuate guide slide or an asymmetric link mechanism are required.
- FIG. 12 is a side view of a connecting portion of a two-story railway vehicle to which the self-steering bogie according to the present invention is applied
- FIG. 11 is a plan view of the connecting portion
- FIG. 12 the first floor 101 and the second floor 102 of the two-story vehicles 100 and 100 to be connected are shown in FIG.
- An access floor 103 for access to the platform and an access door 104 are provided at the height.
- the entry / exit floor 103 is located at one of the left and right sides, that is, approximately half the width of the vehicle.
- a first-floor passage 107 and a second-floor passage 108 are provided at the connecting portion of the vehicles 100, 100.
- the first floor passage 107 can connect the first floor 101 of the vehicles 100, 100 without steps such as stairs by utilizing the space between the wheel sets 2 and 2 of the self-steering trolley.
- conventional two-story vehicles have a platform height of about lm, so if the floor of the first floor is above the bogie, the floor of the first floor will be strong against stairs to move to the next vehicle.
- the configuration according to the present invention eliminates the need to go up and down stairs and improves the method of configuring a two-story vehicle.
- the front and rear doors 104 provided before and after each vehicle are pointed in plan view. For example, when the front door 104 is set to the right side, the rear door 104 is set to the left side. It is more advantageous.
- the second floor passage 108 leaves the second floor 102 opposite to the entrance floor 103 in order to avoid interference with the entrance floor 103.
- One seat is omitted, and this part is used as a passage.
- the vehicle By not providing stairs and the like on the first-floor passage 107 and the second-floor passage 108, the vehicle can be easily moved, and travel bags with casters and sales vehicles can also pass.
- the two-story railway vehicle to which the self-steering bogie according to the present invention is applied has been described.
- the structure shown in FIGS. It has a walk-through effect by eliminating the obstacles such as stairs.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Handcart (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04747484A EP1652746A4 (en) | 2003-07-16 | 2004-07-14 | SELF-HELPING AXLE AND WAGON USING THE SAME |
JP2005511830A JP4562655B2 (ja) | 2003-07-16 | 2004-07-14 | 自己操舵台車及びこの自己操舵台車を適用した鉄道車両 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2003-197912 | 2003-07-16 | ||
JP2003197912 | 2003-07-16 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2005007480A1 true WO2005007480A1 (ja) | 2005-01-27 |
Family
ID=34074358
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2004/010018 WO2005007480A1 (ja) | 2003-07-16 | 2004-07-14 | 自己操舵台車及びこの自己操舵台車を適用した鉄道車両 |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1652746A4 (ja) |
JP (1) | JP4562655B2 (ja) |
WO (1) | WO2005007480A1 (ja) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2007196933A (ja) * | 2006-01-30 | 2007-08-09 | Univ Of Tokyo | 車上分岐システム |
WO2008053572A1 (fr) * | 2006-11-01 | 2008-05-08 | Mitsubishi Heavy Industries, Ltd. | Système de circulation de type rails |
JPWO2006075756A1 (ja) * | 2005-01-17 | 2008-06-12 | 国立大学法人 東京大学 | 自己操舵台車 |
JP2009545474A (ja) * | 2006-07-12 | 2009-12-24 | ウニヴェルジテート・パーダーボルン | レール車両 |
CN102476640A (zh) * | 2010-11-26 | 2012-05-30 | 南车成都机车车辆有限公司 | 构架小车 |
Families Citing this family (6)
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EP2184214B1 (en) * | 2007-07-30 | 2017-04-05 | The University of Tokyo | Self-steering platform car |
EP2371656A1 (de) * | 2010-03-29 | 2011-10-05 | Siemens AG Österreich | Schienenfahrzeug mit variabler Achsgeometrie |
GB2486272A (en) * | 2010-12-10 | 2012-06-13 | Tram Res Ltd | Tram section with steerable wheels |
CN108001475A (zh) * | 2016-10-31 | 2018-05-08 | 中车大同电力机车有限公司 | 一种机车径向转向架机构及铁路机车转向架 |
CN108515978B (zh) * | 2018-03-05 | 2019-09-24 | 泉州台商投资区久协机械科技有限公司 | 一种火车上使用的行走机构 |
CN108423024B (zh) * | 2018-03-05 | 2019-06-07 | 山西友和信达项目管理咨询有限公司 | 一种火车上使用的防震行走机构 |
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JPS4846014A (ja) * | 1971-10-09 | 1973-06-30 | ||
EP0295462A1 (de) * | 1987-05-30 | 1988-12-21 | Linke-Hofmann-Busch Waggon-Fahrzeug- Maschinen GmbH | Fahrwerk für Schienenfahrzeuge |
JPH0234465A (ja) * | 1988-07-26 | 1990-02-05 | Railway Technical Res Inst | 鉄道車両用独立車輪付操舵台車 |
JPH03258655A (ja) * | 1990-03-06 | 1991-11-18 | Railway Technical Res Inst | 輪軸ヨー角制御装置付鉄道用車両 |
JPH06344905A (ja) * | 1993-04-12 | 1994-12-20 | Kawasaki Heavy Ind Ltd | 二階建て車両の空調系構造 |
JPH11509808A (ja) * | 1996-12-04 | 1999-08-31 | アーベーベー・ダイムラー―ベンツ・トランスポルタツイオーン(テクノロジー)・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | 軌条車両の車体の折れ角度に影響を与える方法およびこの方法を実施する軌条車両 |
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2004
- 2004-07-14 EP EP04747484A patent/EP1652746A4/en not_active Withdrawn
- 2004-07-14 WO PCT/JP2004/010018 patent/WO2005007480A1/ja active Application Filing
- 2004-07-14 JP JP2005511830A patent/JP4562655B2/ja not_active Expired - Lifetime
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JPH0234465A (ja) * | 1988-07-26 | 1990-02-05 | Railway Technical Res Inst | 鉄道車両用独立車輪付操舵台車 |
JPH03258655A (ja) * | 1990-03-06 | 1991-11-18 | Railway Technical Res Inst | 輪軸ヨー角制御装置付鉄道用車両 |
JPH06344905A (ja) * | 1993-04-12 | 1994-12-20 | Kawasaki Heavy Ind Ltd | 二階建て車両の空調系構造 |
JPH11509808A (ja) * | 1996-12-04 | 1999-08-31 | アーベーベー・ダイムラー―ベンツ・トランスポルタツイオーン(テクノロジー)・ゲゼルシャフト・ミト・ベシュレンクテル・ハフツング | 軌条車両の車体の折れ角度に影響を与える方法およびこの方法を実施する軌条車両 |
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JP2002302038A (ja) * | 2001-01-31 | 2002-10-15 | Kawasaki Heavy Ind Ltd | 鉄道車両用一軸台車 |
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Cited By (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPWO2006075756A1 (ja) * | 2005-01-17 | 2008-06-12 | 国立大学法人 東京大学 | 自己操舵台車 |
JP5200242B2 (ja) * | 2005-01-17 | 2013-06-05 | 国立大学法人 東京大学 | 自己操舵台車 |
JP2007196933A (ja) * | 2006-01-30 | 2007-08-09 | Univ Of Tokyo | 車上分岐システム |
JP2009545474A (ja) * | 2006-07-12 | 2009-12-24 | ウニヴェルジテート・パーダーボルン | レール車両 |
WO2008053572A1 (fr) * | 2006-11-01 | 2008-05-08 | Mitsubishi Heavy Industries, Ltd. | Système de circulation de type rails |
US8234022B2 (en) | 2006-11-01 | 2012-07-31 | Mitsubishi Heavy Industries, Ltd. | Track transportation system |
CN102476640A (zh) * | 2010-11-26 | 2012-05-30 | 南车成都机车车辆有限公司 | 构架小车 |
Also Published As
Publication number | Publication date |
---|---|
JPWO2005007480A1 (ja) | 2006-11-24 |
JP4562655B2 (ja) | 2010-10-13 |
EP1652746A4 (en) | 2008-11-26 |
EP1652746A1 (en) | 2006-05-03 |
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