JPH057222B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Technical Field of the Invention] The present invention relates to a radial bogie that automatically steers in the wheel axis direction when passing through a curved track or the like.

[Technical background of the invention and its problems]

In general, in railway vehicles used in transportation, maneuverability and running stability at high speeds are often contradictory to each other.

In other words, maneuverability here means, in terms of a bogie,
This refers to the curve passing performance of the rail, and running stability during high-speed running corresponds to the stability of meandering behavior.

On the other hand, self-excited vibrations called "snaking" occur in railway vehicles when they run at high speeds. Furthermore, even on a track with almost no deviations, when a certain stability limit speed is exceeded as the running speed increases, the car body and bogie begin to vibrate naturally. In other words, as the traveling speed increases, primary snake behavior (vehicle body snake behavior) occurs in which the vehicle body shakes significantly. Furthermore, as the speed increases, the vibration of the vehicle body subsides, but secondary snake behavior (bogie snake behavior or wheel axle snake behavior) occurs in which the bogie and wheelset vibrate violently.
Although the above-mentioned primary snake behavior can be relatively easily prevented by using a damper that suppresses the left-right movement of the vehicle body, secondary snake behavior may eventually lead to derailment.

The speed at which the above secondary snake behavior occurs (critical speed)
Using the simplest model, can be expressed by the following formula:

Where, b: Half of the gauge γ: Wheel radius λ: Wheel tread slope m: Mass of wheel axle KX: Axle box support rigidity per axle (front-rear direction) KY: Axle box support rigidity per axle (horizontal direction) It is.

Using the above formula, it is possible to grasp a qualitative tendency to increase the critical speed.

In other words, in order to increase the critical speed and run stably without secondary meandering even at high speeds, (1)
Increase the axle box support rigidity. (2) Reduce the slope of the wheel tread. (3) Increase the radius of the wheels. (4) Reduce the mass of the wheels. (5) Widen the gauge (rail).

The following conditions are necessary.

The Shinkansen bogie is a bogie that satisfies these conditions. In this bogie, play that would equivalently lower the axle box support rigidity is minimized, and the wheelset is supported by an axle box support device with sufficient rigidity. or,
The tread slope is also designed to be as small as 1/40. However, this will worsen the curve passing performance, so
The radius of the curve on the main line is extremely large.

Next, considering only the qualitative aspects of the curve passing performance using the simplest model, the above equation (1)
Correspondingly, the steady lateral force generated on the wheels, ignoring the displacement of the car body and bogie frame, can be found by the following formula:

KXKYbγa/2KλR...(2) Here, a: half of the distance between the wheel axles, K: creep coefficient, R: radius of curvature of the raceway, and the other symbols are the same as in equation (1) above.

According to the above equation (2), the following conditions are required in order to pass through the low curve.

That is, (1) lower the axle box support rigidity; (2) Increase the slope of the wheel tread. (3) Reduce the radius of the wheels. (4) Narrow the distance between wheelsets. (5) Narrow the gauge.

Requires conditions such as:

In this way, the conditions for increasing the critical speed and the conditions for curve passing performance described above are completely opposite conditions, and as a result, it is possible to increase the critical speed and lower the lateral force when passing through a curve due to curve passing performance. An important issue in bogie design is where to make compromises.

On the other hand, radial trucks are designed to improve the running performance of the truck using a link mechanism.

That is, as shown in FIG. 11, the radial truck has a pair of front and rear axle boxes at the front and rear of the truck frame a.
b ₁ , b ₂ , c ₁ , c ₂ are provided, and the double shaft boxes b ₁ , b ₂ and c ₁ ,
Each axle e integral with each wheel d is mounted on c ₂ , and the above-mentioned both axle boxes b ₁ , b ₂ and c ₁ , c ₂ and the corner portions a ₁ , a ₂ , a of the above-mentioned bogie underframe a ₃ , a ₄ and each axle box support spring f ₁ , f ₂ , g ₁ ,
g ₂ is interposed, and furthermore, the above-mentioned double shaft boxes b ₁ , b ₂ and c ₁ , c ₂
are connected by cross anchor links h ₁ and h ₂ .

The radial truck having such a configuration is designed to restrain the wheel axle e from moving other than this, without preventing the wheel axle e from moving along the track i.

Furthermore, by using each of the cross anchor links h ₁ and h ₂ of the radial truck described above, curve passing performance is improved. In particular, it has a remarkable effect on curved tracks with small radii where the flanges touch, but when applied to actual bogies, how can the link mechanism be prevented from rattling, and how can the link mechanism be used in electric bogies? Problems include how to incorporate the link mechanism, and how to compensate for the increase in unsprung mass, which is heavier due to the link mechanism.

On the other hand, considering how the above-mentioned radial bogie that allows the bogie to smoothly pass through curved roads can run stably up to high speed range, it is designed as much as possible.
In bogie design, it is important to support the front and rear axles in a bogie in parallel with high-rigidity material, and to support them in the axial direction with a slightly softer rigidity.

On the other hand, by allowing each axle to freely swivel relative to the cart, or by restraining the two axles from moving in a V-shape or H-shape when the two axles mutually swivel, it is possible to There is the above-mentioned radial bogie in which a meandering axis is generated and the meandering action of the meandering axis generates a function of smoothly turning the bogie along the curved path of the rail.

In the case of this radial bogie, the meandering of the wheels is determined by the taper shape of the wheel tread (tire surface) and the gap between the wheel flange and the rail, so the wheels can travel on sharp curves (steep curved roads). In order to make it easier to ride, the wheel's tread taper relative to the rail has a special arc shape, and when the wheel is on a curved track, the wheel is slightly on the outside track side.
Wheelsets have been configured to rotate with a small radius of curvature.

In this way, in addition to making use of the meandering nature of the wheelset itself to make it pass through curves, there is also a method to prevent the collision between the bogie and the car body placed on it that occurs when the bogie enters a curved road. The radius of curvature of the curved road on which the vehicle is traveling is detected from the relative rotation angle (oscillation angle), and the link mechanism connects the center of each wheel axle so that the center line of each wheel axle points normally in the direction of the radius of curvature of the curved road. A new "semi-forced steering system" has been proposed in which the vehicle is restrained by

As shown in FIG. 11, the already proposed radial bogie has a pair of front and rear wheels at the front and rear of the bogie frame a so that the taper of the wheel tread surface (tire surface) produces a meandering motion with an appropriate wavelength. Axle box b ₁ , b ₂ c ₁ ,
c ₂ is provided, and each _{of the} axle boxes b ₁ , b _{2 , c 1} ,
c ₂ , and each of the cross anchor links h ₁ and h ₂ is configured to intersect and connect the axle boxes b ₁ and b ₂ . In addition, here, the above-mentioned wheel set e
The tread surface (tire) of each wheel d is formed with a tapered surface or an arcuate tread surface.

In this way, when the above-mentioned radial bogie runs on a straight path of rails, each wheel axle (axle) e becomes parallel, and the radial bogie moves straight without contacting the flange of each wheel d with the rail i. .

On the other hand, when the radial truck enters a curved road, the leading wheel d of this truck approaches the outer track side of the curved road, but due to the function of the tapered surface or arcuate tread of each wheel d, the outer track wheel d moves forward, while the inner track wheel d lags behind. at the same time,
When the trailing wheel d enters a curved road under normal circumstances, it approaches the inner track side of the curved road, but due to the function of the tapered surface or arcuate tread, the inner track wheel d moves forward. However, the outer track wheel d lags behind. At this time, since the axle boxes b ₁ , b ₂ , c ₁ , c ₂ are mutually restrained by the cross anchor links h ₁ , h ₂ , the amount of advance of the axle boxes b ₁ , c ₂ and Since the backward travel distances of the axle boxes b ₂ and c ₁ are equal, the extension of the center line of the wheel set (axle) e intersects at the center point of the curved road, and each wheel set is connected to the outer track of the rail. Balance is achieved when the wheel diameter approaches the outer track side by the ratio of the radius of curvature between the inner track side and the inner track side until the ratio of the wheel diameters matches. In particular, it is possible to pass through curved roads without the flanges of the wheels coming into contact with the rails. Furthermore, the characteristics of this radial bogie using two-shaft meandering characteristics are stable running up to high speeds, and although there are differences due to the configuration with the cross anchor links h ₁ and h ₂ mentioned above, it has a good track record. It has

In this way, radial bogies can travel on curved roads by utilizing the meandering action of the single wheel shaft alone without mechanically connecting the two wheel shafts mentioned above, and although the stable running speed range is reduced, Structurally,
There are fewer complicated parts, and when used only in a low speed range, it is useful in terms of maintenance and inspection and the cost of the trolley.

However, when the above-mentioned radial bogie has an abnormal discrepancy or a foreign object such as a stone on the rail, and the normal rolling of the wheels is impaired, the axle becomes more difficult than when the axle is connected to two wheels. It can easily turn in an abnormal direction, causing abnormal vibrations or derailment of the vehicle.

On the other hand, technical means that attempt to control the direction of the axle by the turning angle of the bogie relative to the car body,
For example, as shown in Japanese Patent Publication No. 49-32816 and Japanese Patent Publication No. 50-24488, attempts are made to geometrically detect the rotation angle between the car body and the bogie and change the spacing between front and rear, left and right axle boxes. However, this is because the force for steering the wheelset uses the lateral pressure of the wheels.
If the lateral pressure of the wheels becomes large, or if the swing speed of the bogie along the curved road does not necessarily match the time it takes for the wheelset to point to the center of the curved road, it is necessary to install a shock absorbing mechanism. As a result, the structure becomes complicated, and assembly, adjustment, and maintenance inspection become troublesome.

[Purpose of the invention]

The present invention has been made in view of the above-mentioned circumstances, and is provided with a bogie equipped with a wheel axle that runs on rails and on which a car body is mounted. When the angle is judged to be abnormal based on the angle, a semi-forced steering mechanism is used to steer the wheel axis of the bogie to prevent wheel flange wear and derailment, and at the same time improve the safety of the bogie. The present invention provides a steering trolley for the purpose of

[Summary of the invention]

The present invention has a pair of wheel axles that run on a rail, and the pair of wheel axles are connected so as to swing in opposite directions, and are positioned at the front and rear of the radial bogie on which a car body is mounted. Each axle box is provided on each wheel axle, and each axle box and the vehicle body are connected by a link and lever mechanism including means for allowing movement within a predetermined range, and the radical bogie is oscillated. A semi-forced operation mechanism is provided that performs steering using the link and lever mechanism when the difference between the angle and the actual swing angle of the wheel axle is about to exceed the predetermined permissible operating range. This system restricts the orientation of the wheel axles and steers the vehicle to correct its orientation along the track, preventing flange wear and derailment.

[Embodiments of the invention]

Hereinafter, an illustrated embodiment in which the present invention is applied to a linear motor propulsion truck will be described.

In FIGS. 1 to 3, reference numeral 1 denotes a rail, and a linear motor secondary plate 2 is laid in the length direction of the rail. 1, on which railway cars are designed to run. Moreover, a bogie underframe (hereinafter simply referred to as underframe) 3 is provided above the rail 1 and is configured to have a substantially H shape, and this underframe 3 has a pair of side beams 4a A pair of rocking pillow guide pieces 5a, 5b are installed in the middle of each of the rocking pillow guide pieces 5a, 5b, and both ends of the rocking pillow 6 are placed over the respective integral rocking pillow guide pieces 5a, 5b, so as to straddle the both side beams 4a, 4b. Moreover, the pillow springs 7a and 7b are interposed between air springs. Further, a center plate hole 8 is bored in the center of the rocking pillow 6, and a center shaft 9a of a center plate 9, which is integral with the vehicle body, is inserted through the center plate hole 8. There is. Furthermore, the above-mentioned underframe 3
Each axle box 10a, 10b, 11a, 11b is provided via each axle spring 12 at the front and rear end portions of a pair of side beams 4a, 4b constituting a pair of side beams 4a, 4b. Each wheel 1 is attached to 11a and 11b.
Axles 14a and 14b, which are integral with 3a and 13b, are rotatably mounted.

On the other hand, each of the axles 14a and 14b located directly above the linear motor secondary plate 2 is provided with a bearing 15 and a spherical bearing 16, respectively.
A linear motor primary plate 17 is provided on the linear motor secondary plate 2 so as to face each other.
In particular, on this linear motor primary plate 17 where the bearing 15 and the spherical bearing 16 are located, respective brackets 17a and 17b are provided so as to straddle the bearing 15 and the spherical bearing 16, and both brackets 17a , 17b are rotatably connected to the bearing 15 and the spherical bearing 16 by respective rotation center pins 19 and 20.
Further, an ear ring 17c is attached to the upper surface of the linear motor primary plate 17 near the bracket 17b, and a traction link 22 is mounted on the ear ring 17c with a pin. Continuation 22
The other end portion is pivotally attached to the center shaft 9a of the center plate 9 with a pin 23.

On the other hand, as shown in FIG.
0a and 11a are formed with respective ear pieces 10c and 11c facing each other inwardly, and these both ear pieces 10c and 11c are pivotally connected to the underframe 3 with respective pins 24 and 25. Each operating lever 26, 27 attached
is created by each guide pin 28, 29.
It is loosely fitted into the portions 30a and 30b. or,
The above-mentioned underframe 3 where the above-mentioned both ear pieces 10c, 11c are located
An intermediate ram 31 is pivotally mounted in the middle by a pin shaft 32, and at both ends of the intermediate ram 31 are connecting rods 33, 34 which are pivotally connected to the operating rams 26, 27. are each connected. Further, a connecting rod 35 is pivotally attached to one end of the intermediate rod 31, and one end of the connecting rod 35 is connected to the first end.
As shown in the figure, it is connected to a hanging rod 36 that is integral with the vehicle body. In this way, the operating levers 26, 27, the intermediate lever 31, the connecting lever 33,
34 and the connecting rod 35 constitute a semi-forced steering mechanism 37.

Therefore, when traveling on a straight road of the rail 1 and a curved road shown in FIG. 3, the underframe 3 and the vehicle body are
The underframe 3 and the frame body are connected to the center axis 9 of the center plate 9.
The axles 14a, 15a, which are integral with the wheels 13a, 13b, and the underframe are arranged so that the bearing 15 and the spherical Bearing 16
This allows the vehicle to meander freely.

On the other hand, during normal driving, the semi-forced steering mechanism 37 provided between the underframe 3 and the vehicle body 36 freely swings and rotates due to the swing angle detection function provided by the play gaps 30a and 30b. It is designed to meander freely.

That is, when traveling on the curved road shown in FIG. 3, for example, if the center of the bogie 3 is O ₁ and the center of the vehicle body is O ₂ with respect to the center O of the curved road, the vehicle body 36 will move along the curved road. When traveling completely on the road, the extension of the center lines of the wheel sets 14a and 14b is at the center O of the curved road, and the vehicle runs smoothly. In this case, the semi-forced steering mechanism 37 is not operating, and the idle space 3
It is floating within 0a and 30b.

However, for some reason, for example, the flanges of the rail and the vehicle 13a, 13b collide due to irregularities in the rail, or a foreign object on the rail hits, the swing angle of the wheel axle with respect to the bogie may change. When the swing angle becomes abnormal compared to the swing angle, the semi-forced steering mechanism 37 operates to restrict the free swinging motion and free meandering of the underframe 3 and the vehicle body 36, and prevent further movement. It has learned not to swing its head or make snake movements.

Hereinafter, the operation of the present invention will be explained using mathematical formulas.

In FIGS. 1 to 3, each of the wheels 10
Each wheel set 14a, 1 of a, 10b, 11a, 11b
4b can rotate around each rotation center pin 19, 20, so that the above-mentioned rail 1 and each wheel 10a, 10
It travels on the rail while following the shape of the tread (tire) within the range allowed by the play between the flanges b, 11a, and 11b.
When this exceeds a certain limit, it is regulated by the semi-forced steering mechanism 37.

In this case, since the linear motor primary plate 17 restrains the center position of the wheel axles 14a, 14b, each of the axle springs 12 has an appropriate front, rear, left and right spring constant for each of the axle boxes 10a, 10b, 11a. ,1
If 1b is held, there is no particular need for restraint between it and the underframe 3. Furthermore, even if the rail is torsion due to the action of the bearing 15 and the spherical bearing 16 and the parallel flatness of the wheel shafts 14a and 14b is impaired, the spherical bearing 16 allows the linear motor primary plate 17 to be It is designed to prevent it from being twisted.

Further, since the thrust generated by the linear motor primary plate 17 is directly transmitted to the vehicle body 36 integrated with the core plate 9 via the traction rod 22, each axle box 10a,
Transmission in the longitudinal direction between 10b, 11a, 11b and the underframe 3 has become unnecessary. However, since the core plate 9 that transmits the traction force to the vehicle body 36 is fitted into the center of the rocking pillow 6, the both side beams of the underframe 3
The positions of a and 4b are correctly maintained by rocking pillow guide pieces 5a and 5b.

Next, when the bogie and the vehicle body 36 travel on the curved road 1 shown in FIG. 3, in FIG.
The distance from the car body center O ₂ of the hanging rod 36 that is integrated with the car body is A, the distance from the connected position of the connecting rod 35 to the pin shaft 32 with respect to the intermediate lever 31 is B, and each connecting rod 33 and 34 and the intermediate lever 31 to the pin shaft 32 are respectively C, and each connecting rod 33, 34 of each operating lever 26, 27 and the pin 2
The distance at 4 and 25 is D, and each guide pin 2 above
The distance from 8, 29 to each pin 24, 25 is E, the distance from the center O ₁ of the truck to the axle box 11a is F, and the distance from the center O ₁ of the truck to the center O ₂ of the car body 36 is G, and furthermore, both wheel axle 1
The distance between 4a and 14b is 2H, and the radius of the curved road is R. From the center O of this curve, the angle between the center O ₁ of the bogie and the center O ₂ of the car body is θ ₁ , and from the center O of the curve Bogie center O ₁ and each wheel axle 14a,
If the angle between 14b and 14b is θ ₂ , then the following equation holds, so that both wheels
The extension of the center lines of a and 14b coincides with the curve center O of the curved road 1.

In addition, if sinθ ₂ ≒ tanθ ₂ ≒ θ ₂ holds, then sinθ ₁ = G/R ...(1) sinθ ₂ = tanθ ₂ = H/R ...(2) Fsinθ ₂ = Asinθ ₁ ×C /B×E/D …(3) Substituting (1) and (2) into equation (3) above, FH/R=AG/R×C/B×E/D …(4) , Now, if we eliminate R in the above equation (4), we get FH=AG×C/B×E/D...(5).

Furthermore, since A, F, G, and H are dimensions given from the beginning, the other dimensions need only maintain the following relationships.

That is, C/B×E/D=FH/AG...(6) becomes.

Furthermore, the center lines of both wheel shafts 14a and 14b can be directed toward the center of the curved road, regardless of the radius of the curve as expressed by the above equation (6).

However, as a practical matter, a slack is given to a curved road so that the bogie 3 can smoothly pass through the curved road, but in a transitional section where a straight road changes to a curved road, a transition curve and the above-mentioned slack are applied. Depending on how they are attached, each wheel set 14a, 14b and the underframe 3 may not maintain the ideal relationship shown in FIG. 3. For this reason, as shown in FIG. 2, play gaps 30a and 30b are formed in the semi-forced steering mechanism 37 in order to escape the unreasonable stress. Since the wheels are designed to run without contact, the underframe 3 and the vehicle body 36 can swing smoothly and the wheelset's free meandering movement is not restricted. However, if the wheelset swings abnormally, When this occurs, a semi-forced steering mechanism restricts the movement of this wheel axle to ensure safe driving.

That is, each wheel axle 14a, 14b is connected to the wheel 13.
The self-steering mechanism determined by the shape of the treads a and 13b steers the vehicle along the curved road, but the operating levers 26 and 27 are connected to the play spaces 30a and 30b and the guide pins 28 with a slight gap between them. , 29. Therefore, when the two wheel shafts 14a, 14b are running with normal self-steering characteristics, the operating levers 26, 27, the intermediate lever 31, the connecting rods 33, 34, and the connecting rod 3
5, the semi-forced steering mechanism 37 includes:
It runs without any force acting on it. Therefore, an increase in lateral pressure on both wheel shafts 14a and 14b, which is a reaction when the semi-forced steering mechanism 37 is activated, does not occur.

On the other hand, if a foreign object such as a pebble or a misaligned rail collides with either of the wheels 13a, 13b, it will turn in an undesirable direction and the attack angle between the rail 1 and the flanges of the wheels 13a, 13b will change. If it becomes too large, there is a risk of abnormal wear of flanges and rails or derailment.

However, in the present invention, when the wheels 13a, 13b are about to turn in an abnormal direction, each guide pin 2
8 and 29 and the idle gaps 30a and 30b, the semi-forced steering mechanism 37 acts within a certain range, steering the wheels 13a and 13b, and the bogie 3 is easily steered on a straight road or on a straight road. It is designed to run on curved roads.

In other words, when the wheelsets 14a, 14b swing excessively, the semi-forced steering mechanism 37 restrains the wheelset direction and corrects the orientation of the vehicle body 36 in the direction along the track, as described above. There is. This correction force causes the wheel 13 to swing the head of the truck.
The lateral pressure acting on the flanges of wheels 13a and 13b is used to correct the orientation of wheels 13a and 13b, thereby reducing the lateral pressure that actually occurs.

Therefore, the present invention basically correctly corrects the wheel set 14.
When wheels a and 14b are running along the track, even though they are radial bogies, if the wheel axles 14a and 14b try to move away from the correct direction due to the shape or conditions of the abnormal route, the semi-forced steering mechanism 37 automatically It is now possible to drive under regulations.

Although the semi-forced steering mechanism is shown as being disposed only on one side of the underframe in FIGS. 1, 2, and 3, each wheel axle is connected to the rotation center pin 19, relative to the linear motor. Since it is rotatable at 20, it is sufficient to satisfy the condition just by placing it on one side of the underframe, but there is no functional difference even if a semi-forced steering mechanism is placed on both sides of the underframe. This is preferable in terms of improving reliability.

Next, in equation (6), which is the conditional expression for the semi-forced steering mechanism shown in FIG. 3, no problem occurs even if the connecting rods 33, 34 are directly connected to the axle boxes 10a, 11a. In this case, it corresponds to E/D=1, and equation (6) only needs to satisfy C/B=FH/AG.

Next, in another embodiment of the present invention shown in FIG. 4, a semi-forced steering mechanism 37 is provided on an ordinary truck that does not use a linear motor, and each axle box 1
0a, 10b, 11a, 11b, each triangular actuating plate 40 attached to the above-mentioned truck 3 via each connecting rod 38a, 38b, 39a, 39b of the same shape and size.
a, 40b and each operating lever 26', 27',
These three 227' are connected by respective connecting rods 41a and 41b, and have the same function as the above-mentioned embodiment.

On the other hand, another embodiment of the present invention shown in FIG. 5 is a modification of the embodiment shown in FIG. The boxes 10a and 11b are connected by connecting rods 38a and 3
It is connected to both free ends of the ram 42 of the underframe 3 via 9b, and each axle box 10a, 10b, 11a,
11b are connected by respective cross anchor links 43 and 44, and a semi-forced steering mechanism 37 is incorporated in the same way as in the above-mentioned specific example.

On the other hand, another embodiment of the present invention shown in FIGS. 6 and 7 is a modification of the above shown in FIG. The above-mentioned operation ram 27'
It is configured to constrain the.

Next, the embodiment shown in FIGS. 9 and 10 is a modification of the embodiment shown in FIG.
This is for each bearing 10a, 10b, 11a, 11b.
L-shaped connecting frames 43', 44' are provided in the two connecting frames 43', 44', and respective ear pieces 43a', 4
4a' is attached, and these both ear pieces 43a', 44a' are pivotally connected by a support shaft 48, so that both the connecting frames 43', 44' have a cross anchor link function,
A bell crank 50, which is pivotally attached to the truck 3, is connected to the ear piece 44a' via a connecting rod 49, and an idle gap 30b is formed in this bell crank 50, and the free end of the connecting rod 49 is formed in this idle gap 30b. The guide pin 29 provided in the guide pin 29 is engaged with the guide pin 29 provided in the.

Note that the embodiment shown in FIG.
Referring to the diagram, the explanation using mathematical formulas is as follows. Further, the same reference numerals in FIG. 10 are used for the same components as those shown in FIG. 3.

That is, sinθ ₁ = G/R …(1)′ sinθ ₂ ≒ tanθ ₂ = H/R …(2)′ Hsinθ ₂ = Asinθ ₁ ×C′/B′ …(7) In equation (7) Substituting equations (1)' and (2)', HH/R=AG/R×C'/B'...(8) Now, if we eliminate R in equation (8), H ² = AG× C'/B'......(9) Calculating C'/B' here, we get C'/B'=H ² /AG...(10).

Therefore, if C'/B' is selected so as to satisfy equation (10), abnormal stress will not be applied to the semi-forced steering mechanism 37 that constitutes the steering link system, as in the other embodiments described above. Even if the underframe 3 and the vehicle body 36 move freely, the free swinging motion and free snake motion of the underframe 3 and the vehicle body 36 are restrained, so that the vehicle can travel safely.

〔Effect of the invention〕

As described above, according to the present invention, in a radial bogie on which a car body is mounted, a radial bogie is provided with a pair of wheel axles that run on rails, the pair of wheel axles are connected so as to swing in opposite directions, and the vehicle body is mounted on the radial bogie. Each axle box is provided on each wheel axle located at the front and rear of the radial bogie, and each axle box and the vehicle body are connected by a link or lever mechanism including means for allowing movement within a predetermined range, A semi-forced operation mechanism is provided that performs steering by the link and lever mechanism when the difference between the swing angle of the radial truck and the actual swing angle of the wheel axle is about to exceed the predetermined allowable operating range. This semi-forced operation mechanism restricts the orientation of the wheelsets and steers the vehicle body in the direction along the track, which not only prevents flange wear and derailment, but also prevents the bogie from running at high speeds on curved roads. It has excellent effects such as being able to improve reliability and safety.

[Brief explanation of the drawing]

FIG. 1 is a perspective view of a steering truck according to the present invention, FIG. 2 is a plan view showing the steering truck with some parts omitted, and FIG. 3 is a diagram for explaining the operation of the present invention. 4 to 10 are diagrams showing other embodiments of the present invention, and FIG. 11 is a plan view diagrammatically showing a radial truck that has already been proposed. 1... Rail, 3... Underframe, 4a, 4b... Side beam, 6... Rock pillow, 9... Core plate, 10a, 10b,
11a, 11b...Axle box, 12...Axle spring, 13
a, 13b... Wheel, 15... Bearing, 16... Spherical bearing, 19, 20... Rotation center pin,
22... Traction link, 26, 27... Operating lever, 2
8, 29...Guide pin, 30a, 30b...Idle gap, 31...Intermediate lever, 33, 34...Connecting rod, 35...Connecting rod, 37...Semi-forced steering mechanism.

Claims (1)

[Claims] 1. A radial bogie on which a car body is mounted, which is equipped with a pair of wheel axles that run on rails, and which are connected so as to swing in opposite directions. Each axle box is provided on each wheel axle located at the radial bogie, and each axle box and the vehicle body are connected by a link and lever mechanism including means for allowing movement within a predetermined range. It is characterized by comprising a semi-forced operation mechanism that performs steering by the link and lever mechanism when the difference between the swing angle and the actual swing angle of the wheel axle is about to exceed the predetermined allowable operating range. A steering trolley. 2. The steering bogie according to claim 1, wherein a floating gap is formed at the joint of the link and lever mechanism as a means for allowing the semi-forced operation mechanism to operate within a predetermined range. 3. Claim 1, characterized in that, as a means for allowing the semi-forced operation mechanism to operate within a predetermined range, an elastic body is interposed in the link and lever mechanism to urge it to return to its original position. Steering trolley as described.