JP4160741B2 - Bogie steered rail vehicle - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a cart-operated railway vehicle that rotates a bogie cart with respect to a vehicle body. In particular, the present invention relates to a bogie-steered railcar having advantages such as being able to realize a fail-safe function at the time of failure with a simple structure.
[0002]
[Background Art and Problems to be Solved by the Invention]
In general, a steering carriage in a railway vehicle steers (changes the angle) the front and rear wheel shafts of one carriage with respect to the carriage. It is possible to reduce the attack angle with respect to the track of the wheel by steering so that the wheel axis is directed toward the center of the curved track when passing through the curved track of the vehicle. If the attack angle is reduced, the lateral pressure acting on the vehicle when passing through a curved track can be reduced, the derailment coefficient Q / P (lateral pressure (Q) ÷ wheel load (P)) of the vehicle is lowered, and the wheel is rubbed against the rail. Noise (squeal noise) can be reduced.
[0003]
Most of the current railcar bogies, except for some freight cars, are in a so-called bogie format. One of the typical steering carts applied to such bogie type carts is a link type steering cart.
The link type steering cart has a configuration in which a wheel shaft is rotatable with respect to the cart frame, and a link mechanism is provided between the cart frame and the wheel shaft. The link type steering carriage forcibly rotates the wheel shaft via the link mechanism when the vehicle passes through the curved track so that the wheel shaft follows the curved track. An example of such a link type steering cart is disclosed in JP-A-8-142862.
[0004]
In addition to the above-described link type steering carriage, a hydraulic sealing type induction steering carriage is also known.
The induction steering carriage is provided with a hydraulic cylinder between the carriage frame and the axle box. This guided steering cart drives the hydraulic cylinder to forcibly rotate the wheel shaft with respect to the cart when passing through the curved track of the vehicle, thereby causing the wheels to follow the curved track.
[0005]
The steering mechanism of the above-described link type steering cart and hydraulically sealed guided steering cart is quite complicated and heavy.
An object of the present invention is to provide a bogie-steered railway vehicle having advantages such as a fail-safe function at the time of failure with a simple structure.
[0006]
[Means for Solving the Problems]
  In order to solve the above-mentioned problems, a cart-steered railway vehicle according to the present invention is a railcar comprising: two front and rear bogies; and a vehicle body rotatably supported on the carriage via a center pin. A cart steering mechanism including a pneumatic drive actuator that rotationally drives the cart with respect to the vehicle body around the center pin, and a sensor that detects a rotation angle or an angular velocity between the cart and the vehicle body.And a fail-safe mechanism in which the air pressure of the actuator is released to the atmosphere at the time of failureAnd the actuator generates a rotational driving force corresponding to the rotation angle or the like.And the controller that controls the actuator determines that the controller is malfunctioning when the command operation direction to the actuator is different from the actual rotation angle, and operates the fail-safe mechanism.It is characterized by.
  In this case, for example, in a bolsterless trolley using a diaphragm type air spring, the restoring force of the air spring (trolley turning resistance) is canceled by the driving force of the actuator, and the lateral pressure of the vehicle body when passing through a sharply curved track is reduced. be able to. In a line section where a sharp curve is interposed, steering according to the curvature can be performed each time the sensor detects the sharp curve.
[0007]
The present invention differs from the conventional method of forcibly turning the wheel shaft with respect to the carriage frame as in the case of the conventional steering carriage, and the carriage is moved around the center pin with respect to the vehicle body by the operation of the pneumatic drive actuator of the carriage steering mechanism. To rotate. At this time, the air pressure of the actuator plays a role of supporting the rotation performance inherent to the bogie.
The pneumatic drive actuator has an advantage that it can be relatively easily added and remodeled with respect to a cart that does not have special special equipment, for example, in addition to a cart yaw damper of an existing vehicle.
[0008]
In addition to the steering cart, a cart steering called a radial cart is also known, but the present invention is different from this type of steering. Alternatively, in order to make use of the original turning ability of the wheel shaft, there are some which have a relatively flexible support state of the front and rear of the axle box, etc., but by adding this method in the bogie truck, Further improvement in turning performance can be achieved.
[0009]
In the bogie-steered railcar of the present invention, the actuator can cancel the rotational resistance applied between the bogie and the vehicle body on a curved track. In this case, by canceling the rotational resistance applied between the carriage and the vehicle body, the carriage turning lateral pressure when the vehicle passes through the sharp curve portion can be reduced, and stable traveling performance can be realized.
[0010]
  In addition, the bogie-steered railway vehicle of the present invention further includes a fail-safe mechanism that releases the air pressure of the actuator to the atmosphere when a failure occurs.It is characterized by that.In this case, when the air pressure of the actuator is released to the atmosphere at the time of failure, the state becomes the same as when the cart steering mechanism is not mounted, and a fail-safe function can be realized.
[0012]
Further, in the bogie-steered railway vehicle of the present invention, the driving force of the actuator can be increased during low-speed traveling corresponding to the speed of the railway vehicle.
When the railway vehicle runs on a curved track with a cant (bank) at a low speed, centrifugal force does not act so much, so that the center of gravity of the railway vehicle moves to the inner track and the derailment coefficient of the outer track increases. In such a case, if the driving force of the actuator is increased in response to the low speed of the vehicle, the lateral pressure of the outer gauge side wheel can be reduced and the safety during low-speed traveling can be improved.
[0013]
In this way, by controlling the driving force of the actuator according to the rotation angle, angular velocity, or traveling speed of the vehicle, the lateral pressure of the vehicle is reduced to improve safety, and the vehicle passes through the curved track. Speed can be increased. Furthermore, since the curved track running performance of the vehicle is stabilized, it is possible to expect an effect of reducing wear of wheel flanges and rails and an effect of reducing squeal noise.
[0014]
  Furthermore, in the bogie steering type railway vehicle of the present invention,,in frontThe controller that controls the actuator determines that it is malfunctioning when the command operation direction to the actuator is different from the actual rotation angle, and activates the fail-safe mechanism.It is characterized by that.In this case, an actuator malfunction check function can be provided, and the fail-safe mechanism can be appropriately operated.
[0015]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[First embodiment]
FIG. 1 is a side view showing a carriage part of a carriage steering type railway vehicle according to a first embodiment of the present invention.
FIG. 2 is a perspective view showing a pneumatic drive actuator (left and right individual state) of the bogie steering mechanism of the bogie steered railway vehicle. (A) is the figure which has arrange | positioned the cylinder main body on the right side, and a rod on the left side, (B) is the figure which has arrange | positioned the cylinder main body on the left side and a rod on the right side.
FIG. 3 is a perspective view showing a pneumatic drive actuator (left-right coupled state) of the bogie steering mechanism of the bogie steered railway vehicle.
In the following description, unless otherwise specified, the longitudinal direction of the rail (traveling direction of the vehicle) is the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction, and the direction perpendicular to the track surface is the up-down direction. Call.
[0016]
The railcar shown in FIG. 1 includes a vehicle body 10. A center pin 14 is fixed to the lower surface of the vehicle body 10 via a bracket 12. The center pin 14 is suspended from the lower surface of the vehicle body 10. The center pin 14 is rotatably fitted to the central portion of the bogie bogie 11 (hereinafter simply referred to as a bogie). Anchors 28 extending downward from the lower surface of the vehicle body are provided on the left and right sides of the vehicle body 10. A universal joint at the end of the actuator 20 described later is attached to the lower ends of the left and right anchors 28.
[0017]
The carriage 11 includes a carriage frame 13. A pair of wheel shafts 17 each including a wheel 15 and an axle 16 are incorporated in front and rear of the lower portion of the carriage frame 13. The wheels 15 are fixed by being press-fitted on both sides of the axle 16. On both outer sides of the wheels 15, axle boxes 18 are fitted on both ends of the axle 16. A shaft spring 19 is attached between the carriage frame 13 and the upper surface of each axle box 18.
[0018]
Pneumatic drive actuators 20 (hereinafter simply referred to as actuators) are respectively disposed on the left and right side surfaces of the carriage frame 13 in the width direction. The left and right actuators 20 are arranged symmetrically with respect to the left and right points about the center pin 14 (only the left side actuator 20 is shown in FIG. 1). The actuator 20 of the present embodiment includes a cylinder chamber 21 and a piston rod 23 as shown in FIG. 2 and FIG. The inside of the cylinder chamber 21 is partitioned into two air chambers 21 </ b> A and 21 </ b> B by a disk 24 at the tip of the piston rod 23. On the outer surface of the cylinder chamber 21, two air supply / exhaust ports 21a and 21b are formed corresponding to the air chambers 21A and 21B.
[0019]
A sensor 29 is provided at the rod side end of the cylinder chamber 21. The sensor 29 detects the position of the piston rod 23 with respect to the cylinder chamber 21 (that is, the advance / retreat amount of the piston rod 23), and sends this detection value signal to the controller 33 described later. Joints (universal joints) 25 and 26 are attached to the end face of the cylinder chamber 21 and the end of the piston rod 23, respectively.
[0020]
The actuator 20 has a body-side joint 25 attached to a side surface of the carriage frame 13 and a piston rod-side joint 26 attached to an anchor 28 on the right side surface of the carriage frame 13 (FIG. 2A and FIG. 3). On the other hand, on the left side surface of the bogie frame 13 shown in FIG. 1, the joint 25 on the main body side is attached to the side surface of the bogie frame 13, and the joint 26 on the piston rod side is attached to the anchor 28 (FIG. 2B). And FIG. 3). Therefore, in FIG. 3, when the left and right actuators 20L and 20R contract, the carriage 11 rotates counterclockwise (as viewed from above) with respect to the vehicle body 10, and conversely the left and right actuators 20L and 20R extend. In this case, the carriage 11 rotates clockwise (as viewed from above) with respect to the vehicle body 10.
[0021]
As shown in FIG. 3, in the left and right actuators 20L and 20R, the air supply ports of each air chamber 21A are connected by a connecting pipe 35A, and the air supply ports of each air chamber 21B are connected by a connecting pipe 35B. ing. Supply pipes 36A and 36B are connected to the air chambers 21A and 21B of the right actuator 20R. These supply pipes 36A and 36B are connected to the original air reservoir 31 via an air valve 38 as shown in FIG. The left and right actuators 20L and 20R are multi-chamber air actuators that can individually supply and exhaust air to the air chambers 21A and 21B.
[0022]
As shown in FIG. 1, an original air reservoir 31, a compressor 32, and a controller 33 are attached to the lower surface of the vehicle body 10. As described above, the supply pipes 36 </ b> A and 36 </ b> B are connected to the original air reservoir 31 via the air valve 38. The air valve 38 and the compressor 32 are operated based on the control of the controller 33.
[0023]
The controller 33 calculates the rotation angle of the carriage 11 by comparing the piston rod positions detected by the sensors 29 of the left and right actuators 20L and 20R (see FIGS. 2 and 3). Then, the curvature radius of the curved track is calculated from the calculated rotation angle, and the air valve 38 and the compressor 32 are operated according to the curvature radius to control the supply and exhaust of air from the original air reservoir 31 to the left and right actuators 20L and 20R. .
[0024]
The air supply system accompanying the control of the controller 33 is as follows.
(1) When turning the cart 11 clockwise as seen from above
In this case, the left and right actuators 20L and 20R extend. Therefore, the air valve 38 is switched so that the air chamber 21A supplies air and the air chamber 21B exhausts. At this time, the air in the original air reservoir 31 is supplied from the supply pipe 36A → the air chamber 21A of the right actuator 20R → the connection pipe 35A → the air chamber 21A of the left actuator 20L, and the air in the air chamber 21B is supplied to the connection pipe 35B. And exhausted through the supply pipe 36B.
[0025]
(2) When turning the cart 11 counterclockwise when viewed from above
In this case, contrary to (1), the left and right actuators 20L and 20R contract. Therefore, the air valve 38 is switched so that the air chamber 21B is fed and the air chamber 21A is exhausted. At this time, the air in the original air reservoir 31 is supplied from the supply pipe 36B → the air chamber 21B of the right actuator 20R → the connection pipe 35B → the air chamber 21B of the left actuator 20L, and the air in the air chamber 21A is connected to the connection pipe 35A. And exhausted through the supply pipe 36A.
[0026]
(3) When fail-safe mechanism is activated in case of failure
In this case, after the control of (1) or (2), when the piston rod position detected by the actuator sensor 29 is incorrect, that is, when the commanded operation direction of the actuator and the actual rotation angle of the carriage 11 are different, Judge as operating. Then, the air valve 38 is switched so that the air pressures of the air chambers 21A and 21B of the left and right actuators 20L and 20R are released to the atmosphere. At this time, the carriage 11 is substantially equal to the actuator non-mounted state.
[0027]
Here, as a method of determining and controlling the curved track from the vehicle body side, the following method can be used in addition to the method of calculating the radius of curvature from the detection value of the sensor 29 in the controller 33.
(A) Point information is input to the controller 33 in advance, and an actuator operation command is issued based on the point information. For example, when the vehicle includes a so-called pendulum cart, the pendulum cylinder can be used as an actuator, and the curve detection mechanism for the pendulum can be used as it is.
[0028]
(B) A sensor is arranged on the head carriage of the vehicle, and this sensor detects the approach of the head vehicle on the curved track. Then, after an appropriate time, the actuators of the carriages of the subsequent vehicles are sequentially controlled. In this case, it is preferable that the aforementioned malfunction determination of the actuator is performed in the leading vehicle.
[0029]
(C) The centrifugal force of the vehicle is detected using a gyro, and the left and right actuators are controlled by comparing the centrifugal force. In this case, the height of the air spring that supports the cant (bank) of the curved track and the four front and rear points of the carriage can be detected by another sensor, and the curvature can be determined based on this. As a sensor for detecting the height of the air spring, for example, a “DTJ-A-200” displacement transducer manufactured by KYOWA can be used. This displacement transducer has a measured displacement of 200 mm and an output of 5 mV / V (10000 × 10^-6Strain), non-linearity ± 0.3%, has a scale that directly looks at the amount of displacement, and has excellent temperature characteristics.
[0030]
Next, the operation of the cart-steered railway vehicle having the above configuration will be described.
FIG. 4 is a diagram for explaining the steering force control when the vehicle passes through a curved track. (A) is a figure which shows typically the state which divided | segmented the track | orbit into area AE, (B) is a graph which shows the change of the lateral pressure of an outer track | orbit.
[0031]
The trajectory shown in FIG. 4 (A) is a straight trajectory A → a trajectory that changes from a straight line to a gentle curve (straight → slow trajectory) B → a steeply curved trajectory C → a trajectory that changes from a gentle curve (slow → straight trajectory) Each section of the trajectory E. In this example, the vehicle turns to the left and passes through a curved track.
In the following description, it is assumed that orbital spot information is input to the controller 33 in advance as described in (a) above.
[0032]
・ In case of bolsterless cart
The bogie 11 is given a certain turning resistance with respect to the vehicle body 10. For example, in a bolsterless bogie having a small sliding friction portion between the vehicle body 10 and the bogie 11, a shaking pillow beam is removed and a diaphragm type air spring is provided. ) Is the bogie turning resistance. The restoring force of the air spring plays a role of suppressing the snake action of the carriage 11 in a straight track (sections A and E in FIG. 4A).
[0033]
On the other hand, the bolsterless cart has a restoring force of an air spring when passing through a curvature change point (sections B and D in FIG. 4A) or a sharp curve path (section C in FIG. 4A). Tends to act as a turning resistance of the carriage 11 and acts as an external gauge lateral pressure, and the derailment coefficient Q / P (lateral pressure (Q) ÷ wheel load (P)) tends to increase. Therefore, as shown in FIG. 4 (B), when passing through the curved tracks B to D, the external gauge lateral pressure becomes a circular curve, and the derailment coefficient Q / P increases to cause a situation where the vehicle is likely to derail.
[0034]
Therefore, when traveling between the curved tracks B to D, the controller 20 is controlled by the controller 33 to apply a cart rotational force that cancels the restoring force of the air spring. That is, when the vehicle travels on the left curved curves B to D as shown in FIG. 4A, the air chamber 21B of the left and right actuators 20L and 20R is supplied as shown in (2), and the air chamber 21A is The air valve 38 is switched to exhaust. Then, in the left actuator 20L, the piston rod 23 moves to the left in FIG. 3, and in the right actuator 20R, the piston rod 23 moves to the right in FIG. The operations of both the actuators 20L and 20R act as a force that supports the rotation of the carriage 11 in the counterclockwise direction (viewed from above) with the anchor 28 of the vehicle body 10 as a fulcrum.
[0035]
At this time, the controller 33 gradually increases the air supply amount in the straight → slow trajectory B, increases the air supply amount in the sharp curve trajectory C, and increases the air supply amount in the gentle → straight trajectory D based on the point information inputted in advance. The compressor 32 is operated so as to gradually reduce the air supply amount, and the entrance, passage, and advance of the curved track are continuously controlled. At this time, a turning force corresponding to a change in the lateral pressure is applied to each carriage of each vehicle, and control for ideally bringing the lateral pressure at all points close to zero is performed individually for each vehicle. This control may be performed based on a time difference calculated backward from the speed of the vehicle. By such control, curve passing performance and passing speed can be improved, and the lateral pressure of the vehicle can be reduced to improve safety.
[0036]
When the controller 33 detects a malfunction of the actuator 20, the air pressures of the air chambers 21A and 21B of the left and right actuators 20L and 20R are released to the atmosphere to make it fail-safe as described in (3) above. In this case, since the cart turning force is not applied from the actuator 20, the risk of causing derailment can be reduced.
[0037]
・ Non-bolsterless cart
A non-bolsterless bogie with sliding friction behaves differently from the bolsterless bogie described above. In this case, when the radius of curvature of the curved track changes, the sliding frictional force becomes a bogie turning resistance and is applied to the lateral pressure. It is almost the same regardless. However, a large value of lateral pressure may be generated at the curve entry portion of the straight-to-slow trajectory B along with the sliding frictional force due to the change in curvature.
[0038]
Therefore, in the curve approach portion, the operation of the actuator 20 is controlled by the controller 33 so as to cancel the rotational resistance (sliding frictional force) applied between the vehicle body 10 and the carriage 11. At this time, if the control is started from the front of the curved track based on the point information in the controller 33, the traveling at the curvature changing point in the curved entry portion becomes stable. On the other hand, in the curve advancing portion, the possibility of derailment can be reduced by controlling the operation of the actuator 20 so as to restore the carriage 11.
[0039]
・ Pendulum cart
When the vehicle is provided with a so-called pendulum carriage, the wheel load movement to the outside becomes remarkable due to the movement of the center of gravity of the vehicle body. In this case, it is possible to control to reduce the load on the outer track by increasing the amount of air supplied to the actuator so as not to restore the carriage, but rather inwardly.
[0040]
In addition, when the railway vehicle runs on a curved track with a cant (bank) at low speed, the centrifugal force does not act so much, so the center of gravity of the railway vehicle moves to the inner track and the derailment coefficient of the outer track increases. Occurs. In such a case, the low speed state is detected from the speed of the vehicle, and the amount of air supplied to the actuator corresponding to the outer track is increased. If it carries out like this, the possibility of derailment of an outside track can be reduced and the safety at the time of low-speed driving can be improved.
[0041]
[Second Embodiment]
The second embodiment of the present invention will be described below. The second embodiment is an example of an actuator suitable for a high-speed railway vehicle.
FIG. 5 is a diagram showing an air supply system of an actuator of a cart-steered railway vehicle according to a second embodiment of the present invention.
FIG. 6 is a perspective view showing another example (double-row type) of the actuator. (A) is the figure which has arrange | positioned the cylinder main body on the right side, and a rod on the left side, (B) is the figure which has arrange | positioned the cylinder main body on the left side and a rod on the right side.
FIG. 7 is a perspective view showing another example (different diameter type) of the actuator.
FIG. 8 is a side view showing a bogie part of a bogie-steered railway vehicle according to a second embodiment of the present invention.
[0042]
First, the actuator of FIG. 5 will be described.
The actuator 50 shown in FIG. 5 includes a cylinder chamber 51 and a piston rod 53. The inside of the cylinder chamber 51 is partitioned into two air chambers 51 </ b> A and 51 </ b> B by a disk 54 at the tip of the piston rod 53. A sensor 59 is provided at the rod side end of the main body 51. This sensor 59 detects the position of the piston rod 53 with respect to the main body 51 in the same manner as the sensor 29 of the first embodiment.
[0043]
An oil damper chamber 51 </ b> C is connected to the end surface of the main body 51. The oil damper chamber 51C is provided with a non-operational bypass circuit (including a bypass valve) 52 and a hydraulic pressure sensor 66. Joints (universal joints) 55 and 56 are attached to the end face of the oil damper chamber 51C and the end of the piston rod 53, respectively.
[0044]
Two supply pipes 51a and 51b are connected to the outer surface of the main body 51 in correspondence with the air chambers 51A and 51B. A pressure detector 61 is incorporated in each of the supply pipes 51a and 51b. End portions of both supply pipes 51 a and 51 b are connected to a pressure adjusting device 63. The pressure adjusting device 63 is connected to the control valve 65 through a connection pipe 62. The control valve 65 is connected to the controller 33 and the air supply source MR. The pressure detector 61, the pressure adjusting device 63, and the control valve 65 play the same role as the air valve in the first embodiment. The air supply source MR plays the same role as the original air reservoir 31 and the compressor 32 in the first embodiment.
[0045]
Next, the actuator of FIG. 6 will be described.
The actuator 40 shown in FIG. 6 is a double-row actuator. Inside the main body 41 of the actuator 40, a damper chamber 41A and a cylinder chamber 41B arranged in parallel are formed. The main body 41 incorporates a bifurcated piston rod 43 having rods 43A and 43B corresponding to the damper chamber 41A and the cylinder chamber 41B, respectively. A sensor 49 is provided at the rod side end of the main body 41. This sensor 49 detects the position of the piston rod 43 relative to the main body 41 in the same manner as the sensors 29 and 59 described above. Joints (universal joints) 45 and 46 are attached to the end face of the main body 41 and the base portion of the piston rod 43, respectively.
[0046]
Next, the actuator of FIG. 7 will be described.
An actuator 70 shown in FIG. 7 is a different diameter type actuator. The actuator 70 includes a long cylinder chamber 71 having a large diameter. A small-diameter and short oil damper chamber 72 is concentrically connected to the end surface of the cylinder chamber 71. A piston rod 73 is incorporated in the cylinder chamber 71 and the oil damper chamber 72. The piston rod 73 is provided with a small disk 74a at the tip, and a large disk 73a in the middle. A small disk 74 a is disposed in the oil damper chamber 72, and a large disk 73 a is disposed in the cylinder chamber 71.
[0047]
The inside of the cylinder chamber 71 is divided into two air chambers 71A and 71B by a large disk 73a. A sensor 79 is provided at the end of the cylinder chamber 71 on the piston rod 73 side. The sensor 79 detects the position of the piston rod 73 with respect to the cylinder chamber 71 in the same manner as the sensors 29, 59 and 49 described above. Joints (universal joints) 75 and 76 are attached to the end face of the oil damper chamber 72 and the end of the piston rod 73, respectively.
[0048]
These actuators can be used basically in the same manner as the actuator of the first embodiment. Since each actuator of the second embodiment has an oil damper function, there is an effect that it is possible to suppress the snake behavior and the shaking when the vehicle is traveling at high speed. Note that the steering force is determined by the pressure difference between the left and right air chambers when the carriage is steered. At this time, it is possible to set one to atmospheric pressure and to set both to atmospheric pressure or higher.
[0049]
Further, these actuators are preferably mounted on the left and right side surfaces of the carriage as in the first embodiment, but can be mounted only on one side surface. Alternatively, as in the first embodiment, these actuators are effectively attached between the anchor of the vehicle body and the side surface of the carriage frame, but can also be attached inside the carriage. Alternatively, as shown in FIG. 8, two actuators (the actuator 70 shown in FIG. 7 in FIG. 8) can be mounted on both sides of the anchor 28 of the vehicle body 10.
[0050]
【The invention's effect】
As described above, according to the present invention, it is possible to provide a bogie-steered rail vehicle having advantages such as the ability to realize a fail-safe function at the time of failure.
[Brief description of the drawings]
FIG. 1 is a side view showing a bogie part of a bogie-steered railway vehicle according to a first embodiment of the present invention.
FIG. 2 is a perspective view showing a pneumatic drive actuator (left and right individual state) of a cart steering mechanism of the cart steered rail vehicle. (A) is the figure which has arrange | positioned the cylinder main body on the right side, and a rod on the left side, (B) is the figure which has arrange | positioned the cylinder main body on the left side and a rod on the right side.
FIG. 3 is a perspective view showing a pneumatic drive actuator (left-right coupled state) of a cart steering mechanism of the cart steered rail vehicle.
FIG. 4 is a diagram for explaining steering force control when passing through a curved track of a vehicle. (A) is a figure which shows typically the state which divided | segmented the track | orbit into area AE, (B) is a graph which shows the change of the lateral pressure of an outer track | orbit.
FIG. 5 is a diagram showing an air supply system of an actuator of a cart steering type railway vehicle according to a second embodiment of the present invention.
FIG. 6 is a perspective view showing another example (double row type) of the actuator. (A) is the figure which has arrange | positioned the cylinder main body on the right side, and a rod on the left side, (B) is the figure which has arrange | positioned the cylinder main body on the left side and a rod on the right side.
FIG. 7 is a perspective view showing another example (different diameter type) of the actuator.
FIG. 8 is a side view showing a carriage portion of a carriage steering type railway vehicle according to a second embodiment of the present invention.
[Explanation of symbols]
10 body 11 trolley
12 Bracket 13 Bogie frame
14 Center pin 15 Wheel
16 axle 17 wheel axle
18 axle box 19 axle spring
20 (20L, 20R) Actuator
21 Cylinder chamber 21A, 21B Air chamber
21a, 21b Air supply / exhaust port 23 Piston rod
24 Disc 25, 26 Joint
28 Anchor 29 Sensor
31 original air reservoir 32 Compressor
33 Controller 35A, 35B Connecting pipe
36A, 36B Supply pipe 38 Air valve
40 Actuator
41 Body 41A Damper room
41B Cylinder chamber 43 Piston rod
43A, 43B Rod 45, 46 Joint
49 Sensor
50 Actuator
51 Cylinder chamber 51A, 51B Air chamber
51C Oil damper chamber 51a, 51b Supply pipe
52 Non-operational bypass circuit 53 Piston rod
54 Disc 55, 56 Joint
59 Sensor 61 Pressure detector
62 Connection pipe 63 Pressure regulator
65 Control valve 66 Hydraulic sensor
MR Air supply source
70 Actuator
71 Cylinder chamber 71A, 71B Air chamber
72 Oil damper chamber 73 Piston rod
73a large disk 74a small disk
75, 76 Joint 79 Sensor

Claims (3)

Two front and rear bogies,
A vehicle body rotatably supported on the carriage via a center pin;
A railway vehicle comprising:
A cart steering mechanism including a pneumatic drive actuator for rotating the cart relative to the vehicle body around the center pin;
A sensor for detecting a rotation angle or angular velocity between the carriage and the vehicle body ;
A fail-safe mechanism that releases the air pressure of the actuator to the atmosphere in the event of a failure ,
The actuator, as well as calling the rotational driving force corresponding to the rotational angle or the like,
A bogie-steered railway vehicle characterized in that a controller that controls the actuator determines that a malfunction has occurred when a command operation direction to the actuator differs from an actual rotation angle, and activates the fail-safe mechanism .   2. The bogie-steered railway vehicle according to claim 1, wherein the actuator cancels a rotational resistance applied between the bogie and the vehicle body on a curved track. 3. The bogie-steered railway vehicle according to claim 1 or 2, wherein the driving force of the actuator is increased during low-speed traveling in accordance with the speed of the railway vehicle.

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