JPH0811533B2 - Steering device for 2-axle bogie - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a steering device for a two-axle bogie of a railway vehicle.

(Prior Art and Problems) Conventionally, a general two-axle bogie has an axle box 31 at both ends of an axle 30 as shown in FIG. 11 (A), and an axle provided on the axle box 31. The bogie frame 33 is supported by the spring 32 (primary suspension spring).

Further, a secondary suspension device 34 is provided on the bogie frame 33, and the axle box 31 is supported to the bogie frame 33 by an axle box supporting device such as an axle box guard 35 so as to restrain movement in the front-rear and left-right directions. To be done. Further, in the electric bogie, the driving electric motor 36 mounted on the bogie frame 33 and the driving gear device 37 provided on the axle 30 are connected by a driving flexible shaft coupling 38.

As described above, since the trolley is composed of many parts, it is desired to simplify the trolley body by reducing the number of components from the viewpoint of manufacturing and maintenance.

Further, in a general two-axle bogie in which the axles 30 are held in parallel by the bogie frame 33 as described above, as shown in FIG. 11 (B), there is a distance (axle distance) L between the axles. , When traveling on a curved road of radius R, the wheels do not match the direction of the curved road,
It will have an angle of at least L / 2R.

Therefore, when traveling on a curved road with a particularly small radius, slippage occurs between the wheel and the rail, and a large lateral pressure and a squeaking noise are generated.

As a result, both the wheels and the rails are worn, the life is short, and a large lateral pressure causes a risk of derailment.

Many proposals have been made to solve these problems, and examples thereof include Japanese Utility Model Laid-Open No. 196370/1984 and Japanese Patent Laid-Open No. 59-196370.
There is a publication of -209958, and their plan views are shown in Figs.
Shown in the figure.

Both of these have a structure in which the axle can rotate horizontally around the pivot points P _a and P _b, that is, the axle can be steered, but the axle boxes 40a and 40b and the bogie frame 41 are provided at both ends of the wheels. However, a spring (not shown) is interposed between them, and the constituent parts thereof are no different from those of the general two-axis cart shown in FIG. 11 (A).

Further, in FIG. 13, the steering amounts are made equal by the arm 42 and the rod 43, and the dynamic stabilization of the steering movement is accelerated by the attenuator 44.

Furthermore, as an example of equalizing the steering amount,
There is Japanese Patent No. 66859, and its plan view is shown in FIG.

That is, the left and right axle boxes 40 are shown with the spring and bogie frames omitted.
A connecting beam 45 for connecting a and 40b is provided, and the connecting beam 45 is connected to X
Are connected by a link 46 arranged in the shape of
Similar to the one shown in Fig. 13, the two axles are equal in amount and rotate horizontally in opposite directions to take the steering.

In each of the above examples, there are many constituent parts of the entire bogie including the suspension structure, and it cannot be said that the structure is simple.

(Objective) The present invention solves a conventional problem in which some devices are added to a general trolley to make the trolley have a steering function, and the conventional trolley is more complicated than the conventional trolley. It is an object of the present invention to provide a steering apparatus for a two-axle bogie, which has a steering function as well as a simple structure of the entire bogie.

(Means for Solving the Problems) In order to achieve the above object, the two-axle steering device of the present invention supports two axles each having wheels on the left and right sides by a main bearing that is internally mounted in a primary suspension member. However, the primary suspension member can be vertically displaced with respect to the lower side of the intermediate member that is disposed between the two axles and supports the vehicle body, and the displacement in the left and right directions for steering each axle is also possible. And a spring is provided between the primary suspension member and the upper side of the intermediate member.
At least one of the pivot points of the next suspension member and the intermediate member has a structure that allows rolling displacement of the axle, and the central portion of the lever is pivotally attached to one side of the intermediate member, and both end portions are equidistant from the central portion. One end of a rod and one end of a hydraulic cylinder, and one end of a rod is pivotally attached, and the other ends of both rods are pivotally attached to the primary suspension members so as to equalize the steering amounts of the two axles. Section and the end of the piston rod of the hydraulic cylinder are connected to both primary suspension members, and the two ports of the hydraulic cylinder are connected to the hydraulic line and the return line via valves to join the steering of the two axles. And a set of devices for applying pressure.

(Operation) When the primary suspension member is displaced about a pivotal point where rolling displacement with the intermediate member is possible as a fulcrum, the spring provided between the primary suspension member and the intermediate member is compressed.
It is curved with one arc radius corresponding to the fact that both ends of the spring are not parallel, and the radius of curvature is large as a curvature that takes the angle formed by both ends of the spring, and it is the most natural natural curvature. .

Further, since the pivot point is configured to be displaceable in the up-down direction and the left-right direction, it is possible to deal with irregularities in the plane of the track and to carry out steering.

In addition, the steering amount of the two axles is equalized by one set of link device and one set of device for applying a pressing force to the steering, and a good steering function is given, and a forcing force or a restraining force is given to the steering. You can

(Example) The Example of this invention is described with reference to drawings.

FIG. 1 shows a basic embodiment of the present invention. In the figure, an axle 2 having wheels 1 on the left and right is internally mounted on a primary suspension member 4 having a main bearing 3 for supporting a load applied to the axle 2. Has been done.

5 is a drive electric motor arranged between the above-mentioned two axles 2.
12 is an intermediate member that is a secondary suspension member that mainly supports 12 and that supports the vehicle body through the vehicle body support spring 8 on the upper portion.
On the lower side in front of and behind, the pivot points 6a and 6b for pivotally attaching the tip of the arm 10 provided on the primary suspension member 4 are provided to enable the primary suspension member 4 to move up and down with respect to the intermediate member. .

At least one of the pivot points 6a and 6b has a structure that allows displacement of the axle 2 in the rolling direction and lateral displacement for steering as shown in FIGS. 3 (A) and 3 (B).

Further, a spring 7 as a cushioning material is inserted between the upper and lower sides of the intermediate member 5 and the arm 9 provided on the primary suspension member 4.

In addition, the intermediate member 5 has a body suspension spring 8 that is a secondary suspension.
Is provided.

Further, the primary suspension member 4 is provided with a drive gear device 13,
The drive gear unit 13 and the drive motor 12 are connected by a flexible shaft joint 14 shown in FIG.

Thus, the actual track has irregularities in the plane, and it is necessary for the trolley traveling on it to have a structure in which each wheel 1 does not separate from the rail despite the irregularity.

FIG. 2 is a schematic diagram thereof, in which the solid line shows a state where there is no irregularity in the track plane, the axle 2 having wheels 1 at both ends is horizontal,
There is no relative displacement in the rolling direction between the two axles 2,
Each primary suspension member 4 supporting the axle 2 is also horizontal.

The dotted line shows the state in which each wheel 1 is in contact with the rail even when there is a plane irregularity in the track, the primary suspension member 4 in front is relatively rotated in the direction of arrow A, and the wheel 1 on the left side is indicated by arrow B. In the upward direction, the right wheel 1 is displaced downward in the arrow C, respectively.

Therefore, as described above, it is clear that at least one of the primary suspension members 4 is required to have a structure that allows displacement in the vertical direction as well as displacement in the rolling direction at the pivot points 6a and 6b.

FIG. 3 (A) is an exploded perspective view of the embodiment, and
The rod body 60 formed at the tip of the arm 10 of the next suspension member 4 is inserted into the round hole of the cross body 61 to allow the displacement in the rolling direction,
The nut 62 for stopping the axial escape is screwed.

Cylindrical pin portions 61a projecting from both sides of the cross body 61 are fitted into the round holes of the two brackets 63, so that the primary suspension member 4 can be displaced in the vertical direction.

By adopting such a structure, it is possible to obtain a joint that enables the displacement of the primary suspension member 4 in the vertical direction and the displacement in the rolling direction.

Further, FIG. 3B shows an embodiment of a general ball joint as an alternative to FIG. 3A, in which both ends of a shaft having a spherical surface 90 are fitted and fixed in round holes of the bracket 63, and the primary Arm 10 of suspension member 4
The bearing 91 of the spherical surface 90 is provided in the above to perform the vertical displacement of the primary suspension member 4, the displacement in the rolling direction and the lateral displacement for steering the axle for the cooperative operation of the spherical surface 90 and the bearing 91. is there.

Next, an embodiment of a flexible shaft coupling for transmitting power together with the action of primary suspension will be described with reference to FIG.

FIG. 4 (A) shows a flexible shaft coupling 53 (reference numeral 14 in FIG. 1) called a gear type shaft coupling utilizing the engagement of an internal gear and an external gear.
The shaft joint 53 is for connecting the drive motor 12 which is a component of the intermediate member 5 and the drive gear device 13 provided in the primary suspension member 4 to transmit power, and the shaft joint 53 It shows a state where the output axes match and are in a straight line.

Inflection points 53a and 53b of the shaft coupling 53 are perpendicular to the pivot point 6a by the line Z-
They are arranged so that they are equidistant from Z by l / 2.

Reference numeral 53c denotes an internal gear, which serves as an external gear 54 fitted to the input shaft of the drive gear device 13 and an output shaft of the drive motor 12 in accordance with a change in the relative position between the primary suspension member 4 and the intermediate member 5. The structure is such that the meshing position of the fitted external gear 55 changes.

FIG. 4 (B) shows the primary suspension member 4 from the state of FIG.
FIG. 4 (A) is a partial cross-sectional side view showing a state in which the flexure δ ₁ is generated on the shaft. The broken line shows the same state as in FIG. It shows a state in which the member 4 draws an arc of radius r around the pivot point 6a with the intermediate member 5 from the broken line state and rises by the amount δ ₁ .

The spring 7 is compressed from the length h ₁ to h ₂ by a flexure δ ₂ , and the sizes of the flexures δ ₁ and δ ₂ are close to 1: 1 in the figure, and the spring 7 is shown in FIG. 11 (A). By arranging a coil spring or rubber spring having a load and a spring constant almost equal to those of the rubber spring shaft 32 arranged on the axle box 31 of the trolley, a sufficient cushioning capacity can be obtained as a primary suspension similar to that of the trolley. It can be provided with a sufficient space for arranging such a spring 7 due to the construction of the carriage.

Although the above description has been made assuming that the primary suspension member 4 is raised with respect to the intermediate member 5, this is relative,
Since the primary suspension member 4 is supported by the rail via the axle 2, it actually means that the intermediate member 5 is bent by δ _{1 and} descends with respect to the rail.

In the solid line state of FIG. 4 (A), the shaft coupling 53 has refraction points 53a and 53b.
Refraction at two points of the external gear 54,
Since the tip of each external gear is rounded at the position where 55 exists, refraction is possible at this position.

In the state of FIG. 4 (A), the position of the shaft coupling 53 is at the inflection points 53a, 53.
Since b is at an equal distance of l / 2, when the solid line state of FIG. 4 (B) is reached, the shaft coupling 53 slides with the internal gear 53c, and the interval between the refraction points 53a and 53b becomes shorter.

At this time, when a perpendicular line is drawn from the pivot point 6a with respect to the center line of the shaft joint 53, the refraction points 53a and 53b of the shaft joint 53 are located at positions equal to l '/ 2, respectively, and the refraction points are symmetrical and the refraction angle is α _a , α
_b has the same value.

The fact that the refraction angles are equal means that the angle α formed by the intermediate member 5 and the primary suspension member 4 is shared by the two parts in the form of α _a = α _b = α / 2, and the one refraction angle is Minimize the corners, ie
This means that the amount of sliding of the tooth surfaces of the internal gear 53c and the external gears 54, 55 has been minimized.

Gear type shaft couplings are published by the Japan Society of Mechanical Engineers, "Practical Handbook"
It is publicly known on pages 359 to 360, etc., and even if it is used alone, it has basically a constant velocity because it meshes with many gears.

In this embodiment, the spring 7 is horizontal in the solid line state and
It is arranged so that the center of the spring length h ₁ is located on the perpendicular line ZZ from 6a.

That is, both end surfaces of the spring 7 are equal to each other at h _1/2 .

In such an arrangement, when the spring 7 bends from the length h ₁ to h ₂ and is compressed by δ ₂ , the axial center X of the spring 7 from the pivot point 6a.
Both ends of the perpendicular line Z'-Z 'and spring 7 against -X coincides with the center of the spring length h ₂ as indicated by h _2/2.

This means that the spring 7 is compressed so that both end surfaces thereof are parallel to each other in a horizontal direction, and the spring 7 is curved with a single arc radius R. As a result, it has the advantage that it has the largest radius of curvature of any curve and is the most natural natural bending condition.

Next, regarding the steering effect of the axle on a curved road,
A description will be given with reference to FIGS.

Generally, wheels for railways have a slope on the tread, and when an axle composed of two such wheels and an axle is displaced laterally with respect to the center of the track, the tread of the displaced wheel has a large diameter. At the small diameter of the tread surface of the other wheel, which has a ratio to the effective rolling diameter of both wheels. When entering a curved road from a straight road, the axle moves from the running posture on the straight road toward the outer rail of the curved road, deviates from the center of the track, and the diameter of the wheel on the outside of the curved road is large and the diameter of the wheel on the inside. Works small. The state is shown in FIG. 5 (A), and D ₂ > D ₁ . Since the wheels mounted on the same axle rotate in the same way, the wheels on the outside of the curved road advance ahead of the wheels on the inside of the curved road, and this axle steers and the direction of the wheels is the tangential direction of the curved road. Will come to match.

In contrast to the steering action of the axle itself, in the present invention, it is the primary suspension member 4 that regulates the planar position of the axle 2 and pivots this in the left-right direction at the intermediate member 5 and the pivot points 6a, 6b. Since it is pivotally connected as much as possible, each axle 2 is directed in the direction of the center of the curved road without obstructing the steering of the axle 2 as shown in the plan view of FIG. 5 (B) showing the state of the truck on the curved road. Complete a matching steering.

Further, FIG. 6 is a view for explaining the horizontal rotation of the primary suspension member at the time of steering and the action of the flexible shaft joint for power transmission. The same figure shows the operation in the steering state shown in FIG. 5 (B). It is a partial cross-sectional plan view with respect to FIG. 4 (B), and shows only one axle.

As shown in FIG. 6, the intermediate member 5 and the primary suspension member 4 are horizontally rotated at the pivot point 6a and are bent by an angle ψ.

The flexible shaft coupling 53 has the same bending points 53a, 53
Rotate in two places of b.

Since the refraction points 53a and 53b are equidistant from the pivot point 6a by l ″ / 2, the refraction angles are equal to ψ / 2.

Thus, even in the steering operation, the internal gear 53c
And the amount of sliding of the tooth surfaces of the external gears 54, 55 is minimized.

FIG. 7 shows another embodiment of the bogie structure, FIG. 7 (A) is a plan view, and FIG. 7 (B) is a side view.

That is, the drive gear device 13 and the main bearing 3 are built in the primary suspension member 4, and the axle 2 is inside the primary suspension member 4 between the wheels 1 and is not shown.

The primary suspension member 4 is connected to the intermediate member 5 mainly composed of the driving electric motor 12 at the ball joints 70a and 70b at the pivot points 6a and 6b, and the axle 2 is rotated in the vertical and horizontal directions. Is relatively rollable.

The spring 7 has a structure that is easily bent. As shown in FIG. 7C showing a sectional view of the bent state, the spring bearings 93 and 94 are provided outside the rubber spring 92, and the rubber bearings 93 are provided inside the spring bearing 93. Bush 95
The spring bearing 94 is fitted into the inner diameter of the rubber bush 95.

The rubber bush 95 has elasticity and does not resist the bending of the spring 92.

Further, the engagement of the spring bearings 93 and 94 via the rubber bush 95 prevents the spring 92 from being largely sheared and deformed in the lateral direction, so that the primary suspension member 4, that is, the axle 2 is located in the lateral direction with respect to the intermediate member 5. It has no resistance to refraction and has the effect of enabling steering of the axle 2.

The driving electric motor 12 and the driving gear device 13 are coupled by a flexible shaft coupling 53 represented by the gear type shaft coupling shown in FIG. 4 to transmit power.

In this embodiment, the center of the flexible shaft coupling 53 is located at a position lower than the center of the axle 2 by the distance F (see FIG. 7 (B)).
This is the case where a hypoid gear is used for the drive gear mechanism 13, and the offset of the pinion appears as the eccentricity of the distance F.

When the drive motor 12 is provided at a high position, the offset of the pinion may be set above the axle line.

A pair of arms 11 are provided on the intermediate member 5 mainly composed of the driving electric motor 12, and a secondary suspension body supporting spring 8 is mounted on the arms 11.

The wheel 1 has a brake disc 72 that rotates together, and a brake caliper 73 that acts so as to sandwich the brake disc 72 to apply a brake is attached to the primary suspension member 4.

FIG. 8 is a plan view showing a state in which the bogie of FIG. 7 is on a curved road, and the axle 2 is steered along the curve as described in FIG.

Therefore, the two axles 2 have an angle Φ and correspond to the angle 2ψ in FIG. 5 (B).

This angle is determined by each axle 2 with respect to the intermediate member 5 as ψ _a and ψ _b.
At the angle of ψ _a + ψ _b = Φ.

Here, when there is no error in the size of each part and the carriage is on one circular curved road, ψ _a = ψ _b .

Further, the vehicle body support spring 8 has a structure in which the upper surface is directly connected to the vehicle body, and the arm 11 supporting the lower surface of the spring 8 is pivoted with respect to the intermediate member 5 so that the spring 8 is not greatly sheared by the rotation of the carriage. It is pivotally attached so as to rotate horizontally at the landing point 11a.

Note that the left and right arms 11 are pivotally connected to each other at a pivot point 11b by a link 85 so that this horizontal rotation amount does not differ between the left and right arms 11.

Next, a pair of link devices that equalize the steering amounts of the two axles and a set of devices that apply pressure to the steering are
Shown in the figure.

FIG. 9 (A) is a plan view of the truck on a straight road, in which the primary suspension member 4 is not bent with respect to the intermediate member 5.

A pair of link devices for equalizing the steering amount of the two axles is composed of the lever 16 and rods 17 and 18. The lever 16 has a ratio of 1: 1 in the illustration, and both axles are reversed when steering. By the direction rotation, the amount becomes 1: 1.

Reference numeral 19 is a bracket that projects from the intermediate member 5 and supports the middle of the lever 16, and rods 17 and 18 connect between the lever 16 and each primary suspension member 4.

The device that applies pressure to the steering is the hydraulic cylinder 21.
End of the hydraulic cylinder 21 and the end of the piston rod connected to the piston 21a of the hydraulic cylinder 21 are connected to both primary suspension members 4 and 4, and the two ports 21b and 21c of the hydraulic cylinder 21 are connected via a valve to the hydraulic line and return. Communicate with the pipeline, put hydraulic pressure in port 21b,
The piston 21a moves to the right by releasing the hydraulic pressure from the port 21c, and the piston 21a moves to the left by moving the hydraulic pressure in and out.

In this way, steering can be forced by controlling the entry and exit of hydraulic pressure.

FIG. 9 (B) is a plan view of the carriage on a curved road, in which the respective primary suspension members 4 are bent at angles ψ _a and ψ _b with respect to the intermediate member 5.

The angle ψ _a = ψ _b is obtained by the device relating the steering amount of each axle, which is composed of the lever 16 and the rods 17 and 18.

In addition, a hydraulic pressure is applied to the port 21c of the hydraulic cylinder 21 of the device that applies a force to steering, and the hydraulic pressure is released from the port 21b to obtain a transitional state from a straight road to a curved road.

Instead of the hydraulic cylinder 21 that generates a forcing force, it is also possible to use a fluid pressure device that generates a restraining force for steering that has substantially the same external shape.

All of these devices may be provided in one trolley, but they may be selected and provided in accordance with the conditions of use of the vehicle, such as speed and curve.

FIG. 1 is a basic embodiment of the present invention equipped with all the above-mentioned devices.

FIG. 10 shows another embodiment of the bogie structure, and shows a case where the two axles are not parallel to each other and have an angle Φ on a curved road.

The body suspension spring 8 which is the secondary suspension has a structure in which the upper surface is directly connected to the vehicle body and the lower surface is placed on the bolster 81, and the center plate 80 is provided directly above the drive motor 12 that is the main constituent of the intermediate member 5. With respect to the bolster 81, the portion from the intermediate member 5 to the wheel 1 can be horizontally rotated.

(Effect) According to the present invention, the vertical suspension pivot point of the primary suspension member with respect to the intermediate member is configured to be rotatable in the left and right directions (for example, a ball joint or the like), so as to deal with the road surface irregularity At the same time, the steering function can be obtained, and the configuration of the entire trolley can be made extremely simple.

The trolley having a simple structure is provided with a set of link devices for equalizing the steering amounts of the two axles and a set of devices for applying a pressing force to the steering, so that the steering function is improved and steering is performed. Can be controlled.

[Brief description of drawings]

FIG. 1 is a perspective view of a basic embodiment of the present invention, and FIG.
A rolling schematic diagram of the next suspension member, FIG. 3 (A) is an exploded perspective view of an embodiment of the rolling joint, FIG. 3 (B) is a perspective view of another embodiment of the rolling joint, and FIG. 4 (A). (B)
Is a partial cross-sectional side view of an embodiment of a flexible shaft coupling for power transmission, FIGS. 5 (A) and 5 (B) are explanatory views of a steering action on a curved road, and FIG. 6 is a horizontal view of a primary suspension member at the time of steering. 7A and 7B show another embodiment of the present invention. FIG. 7A is a plan view, FIG. 7B is a side view, and FIG. FIG. 8 is a cross-sectional view of the primary suspension spring, FIG. 8 is a plan view of the cart when the truck is on a curved road, and FIG. 9 is an embodiment of a device relating to the steering amount of wheels and a device for forcibly imparting steering. FIG. 1A is a plan view of a truck on a straight road,
FIG. 1B is a plan view of a truck on a curved road, FIG. 10 is a perspective view of another embodiment, and FIGS. 11 to 14 are conventional examples. 1 ... Wheel, 2 ... Axle, 3 ... Main bearing, 4 ... Primary suspension member, 5 ... Intermediate member, 6a, 6b ... Pivot point, 7 ... 1
Next suspension spring, 8 ... Vehicle body support spring. 14 …… Flexible shaft coupling, 16 …… Lever, 17,18 …… Rod, 19 …… Bracket, 21 …… Hydraulic cylinder.

Claims (1)

[Claims] 1. Two main axles each having wheels on the left and right sides are supported by main bearings mounted in a primary suspension member, and one is mounted on the lower side of an intermediate member that is disposed between the two axles and supports the vehicle body. The secondary suspension member is vertically displaceable, and is pivotally attached by a joint that can also be displaced laterally for steering the respective axles, and a spring is provided between the primary suspension member and the upper side of the intermediate member. At least one of the pivot points of the primary suspension member and the intermediate member is structured to allow rolling displacement of the axle, and the lever central portion is pivotally attached to one side of the intermediate member at an equal distance from the central portion. One end of each rod is pivotally attached to a certain both ends, and the other ends of both rods are pivotally attached to the above-mentioned primary suspension members, respectively, to form a set of link devices for equalizing the steering amounts of the two axles. , End of hydraulic cylinder & end of piston rod of hydraulic cylinder Is connected to both primary suspension members, and two ports of the hydraulic cylinder are connected to the hydraulic line and the return line via valves to form a set of devices for applying a pressing force to the steering of the two axles. A steering device for a two-axle trolley, which is characterized in that