EP0390546B1 - Matériel roulant de chemin de fer - Google Patents

Matériel roulant de chemin de fer Download PDF

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Publication number
EP0390546B1
EP0390546B1 EP19900303341 EP90303341A EP0390546B1 EP 0390546 B1 EP0390546 B1 EP 0390546B1 EP 19900303341 EP19900303341 EP 19900303341 EP 90303341 A EP90303341 A EP 90303341A EP 0390546 B1 EP0390546 B1 EP 0390546B1
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EP
European Patent Office
Prior art keywords
control
car body
actuator
posture
truck
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP19900303341
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German (de)
English (en)
Other versions
EP0390546A2 (fr
EP0390546A3 (fr
Inventor
Yoshio Hara
Hitoshi Nagaoka
Motomi Hiraishi
Toshi Yasui
Masao Harada
Katsuuki Tereda
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Hitachi Ltd
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Hitachi Ltd
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Publication date
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Publication of EP0390546A2 publication Critical patent/EP0390546A2/fr
Publication of EP0390546A3 publication Critical patent/EP0390546A3/fr
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Publication of EP0390546B1 publication Critical patent/EP0390546B1/fr
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/14—Side bearings
    • B61F5/144—Side bearings comprising fluid damping devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • the present invention relates to railway rolling stock and, more particularly, to railway rolling stock running on a curved area of a track at a higher speed than a running speed corresponding to a cant of the track.
  • a car body bearing apparatus adopted in conventional rolling stock incorporates various devices in order to improve riding comfort during a high-speed operation.
  • a vibration control device which restrains vertical vibration passing from the track up to a car body through a truck frame.
  • a vibration control device as disclosed for example in Laid-Open Japanese Patent No. 56-17754 is designed to control an actuator mounted alongside of an air spring.
  • a car body tilting apparatus which is designed to tilt the car body to the right or left of the car body when the rolling stock runs at a high speed on a curved track.
  • This car body tilting apparatus supports the car body through rollers, swing bolsters, and air springs.
  • the rolling stock is running on a curved track, there takes place a lateral displacement of the car body between the rollers and the swing bolsters, tilting the car body in a lateral direction of the car body.
  • the aforesaid lateral displacement of the car body between the rollers and the swing bolsters is caused to occur by the operation of the actuator disposed between the rollers and the swing bolsters and an excessive centrifugal force acting on the car body.
  • the car body tilting apparatus functions to tilt the car body in the lateral direction of the car body, thereby reducing the excessive centrifugal force acting on passengers. Accordingly it is possible to improve the riding comfort to the passengers by diminishing the passengers' unpleasantness resulting from the excessive centrifugal force acting on the passengers.
  • the car body tilting apparatus described above has been disclosed for example in Laid-Open Japanese Patent No. 61-108053.
  • a car body tilting apparatus In place of the rollers and the swing bolsters of the car body tilting apparatus, the use of a car body tilting apparatus is also known for tilting the car body by means of hydraulic cylinders disposed between air springs and the car body or the truck.
  • the aforementioned vibration control device is of the constitution that an actuator for restraining car body vibration is disposed off the car springs. Therefore, when this vibration control device is adopted, there shall be provided a space wide enough to mount the air springs and the actuator for vibration control between the car body and the truck. Also, in a rolling stock using the vibration control device, an increased number of equipment are to be mounted between the car body and the truck, consequently requiring much labour and time for manufacture and maintenance work.
  • the car body tilting apparatus having the actuator between the rollers and the swing bolsters, requires a space wide enough to mount the actuator. Furthermore, this car body tilting apparatus, like the vibration control device, requires much labour and time for manufacture and maintenance work because of an increased number of equipment disposed between the truck and the car body. Furthermore, the car body tilting apparatus, provided with the rollers, swing bolsters and air springs disposed vertically in line, will become long in the vertical direction. Rolling stock equipped with the car body tilting apparatus, therefore, is required to be extended in the longitudinal direction of the truck itself in order to provide a space for mounting the car body bearing apparatus, resulting in increased size and weight.
  • a feature of the present invention resides in that, in rolling stock comprising a truck, a car body, a spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining vertical vibration of the car body, and a posture control means for controlling the posture of the car body, there have been mounted an actuator for vibration control constituting the aforesaid vibration control means, and an actuator for posture control constituting the aforesaid posture control means within a range corresponding to the space delimited by the mounting range of one single of said spring means.
  • Another feature of the present invention is that, in the rolling stock comprising a truck, a car body, spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining vertical vibration of the car body, and a posture control means for controlling the posture of the car body, there have been mounted a vibration control actuator constituting the aforesaid vibration control means, and a posture control actuator constituting the aforesaid posture control means between the spring means and the truck of the car body.
  • the mounting area of the car body bearing apparatus can be reduced by installing the vibration control actuator and the posture control actuator within a range corresponding to the space delimited by the mounting range of one single of said spring means.
  • the posture control means is capable of restraining the longitudinal tilt of the car body.
  • the rolling stock disclosed in the present invention has a function to restrain the longitudinal tilt of the car body in addition to the function for restraining the car body vibration and the function for decreasing the excessive centrifugal force acting upon passengers. Therefore, according to the present invention, riding comfort can be improved.
  • a truck 2 runs on the track 1.
  • the truck 2 consists of a truck frame 2a, axle springs 2b and wheelsets 2c.
  • the truck 2 is provided with a car body bearing apparatus 3 laterally mounted on both sides.
  • a car body 4 is supported on the truck 2 through the car body bearing apparatus 3.
  • Major members constituting the car body bearing apparatus 3 include an actuator 5 for posture control, an actuator 6 for vibration control, and air springs 7.
  • the actuator 5 for posture control is constituted of a cylinder 5a and a piston 5b.
  • the cylinder 5a is vertically mounted on the truck frame 2a in the axial direction of the cylinder 5a.
  • the piston 5b slides inside of the cylinder 5a.
  • a fluid chamber of airtight construction Between the side walls of the cylinder 5a and the piston 5b is formed a fluid chamber of airtight construction.
  • the fluid chamber between the cylinder 5a and the piston 5b is divided into two chambers by a flange 5c which extends from the side wall of the piston 5b to the side wall of the cylinder 5a. That is, the fluid chamber is separated into a fluid chamber 16a and a fluid chamber 16b.
  • the piston 5b is moved with a control fluid supplied to the fluid chamber 16a or 16b.
  • the piston 5b is generally formed in a cylindrical form, serving also as a cylinder 6a of the actuator 6 for vibration control. Therefore, the actuator 6 for vibration control is constituted of a cylinder 6a formed inside of the piston 5b and a piston 6b.
  • the cylinder 6a is formed near one end of the piston 5b.
  • Between the side walls of the cylinder 6a and the piston 6b is formed a fluid chamber of airtight construction.
  • the fluid chamber between the cylinder 6a and the piston 6b is separated into two parts by the flange 6c extending from the side wall of the piston 6b to the side wall of the cylinder 6a. That is, the fluid chamber is separated into a fluid chamber 17a and a fluid chamber 17b.
  • the fluid chamber 17a or the fluid chamber 17b is supplied with a control fluid, the piston 6b being operated.
  • This piston 6b is formed in a cylindrical shape with its one end opening while the other end closed.
  • a fluid seal 10 In the sliding part between the cylinder 5a and the piston 5b and between the cylinder 6a and the piston 6b is adopted a fluid seal 10.
  • a bearing In the sliding part between the cylinder 5a and the piston 5b and between the cylinder 6a and the piston 6b is adopted a fluid seal 10.
  • the axial center position of the actuator 5 for posture control and that of the actuator 6 for vibration control coincide within the horizontal plane, and they operate in a vertical direction.
  • the actuator 5 for posture control has a larger diameter than the actuator 6 for vibration control.
  • the operation stroke of the actuator for posture control will become about a maximum ⁇ 110 mm when for example the car body width is 2600 mm and the maximum inclination angle is 5 degrees.
  • the operation stroke of the actuator for vibration control is generally about a maximum ⁇ 25 mm.
  • the air spring 7 is disposed between the top end of the piston 5b and the lower surface of the car body 4.
  • the air spring 7 is a spring means which elastically supports the car body 4 on the truck 2.
  • the air spring 7 is constituted of a lower plate 7a, an upper plate 7b and a diaphragm 7c connecting these plates.
  • the upper plate 7b is connected to a seat 12 provided on the lower surface of the car body 4.
  • the upper plate 7b is mounted on the seat 12 for positioning.
  • the lower plate 7a is connected to the top end of the piston 5b.
  • the air chamber 18 is formed by the lower plate 7a, the upper plate 7b and the diaphragm 7c.
  • the lower plate 7a is mounted in the top end section of the piston 5b.
  • the upper plate 7b is mounted on the lower surface of the car body 4.
  • the height of the air spring 7 is always kept fixed by a height control valve 19 for air spring.
  • the height control valve 19 for air spring is operated by the time constant of the order of 3 seconds.
  • a flexible and elastic diaphragm 14 is smaller in diameter than the aforementioned diaphragm 7c and disposed at the axial center position of the air spring 7.
  • In the air spring 7 is formed a through part 15 by the diaphragm 14.
  • the piston 6b is connected to the lower surface of the car body 4 by a rod 8.
  • a connecting piece 13 which permits the relative horizontal displacement of the car body and the piston 6b.
  • the connecting piece 13 employed is for example a swivel bearing or an universal joint. Allowing the relative horizontal displacement of the car body 4 and the truck 2, the rod 8 and the connecting piece 13 transmit the control power of the piston 6b to the car body 4.
  • the actuator 5 for posture control and the actuator 6 for vibration control are disposed within the mounting range of the air spring 7 in the horizontal plane. Namely, the actuator 5 for posture control and the actuator 6 for vibration control are disposed within a range in which the lower plate 7a of the air spring 7 and the truck frame 2a face each other. Furthermore, the axial center position of the air spring 7 and that of the actuator 5 for posture control and the actuator 6 for vibration control coincide within the horizontal plane.
  • a control fluid of oil is supplied from a fluid supply source 31 through a control valve 21 for posture control.
  • the actuator 6 for vibration control is supplied with the control fluid of oil from the fluid supply source 31 through a control valve 20 for vibration control.
  • pipes 20a, 20b are connected.
  • the control valve 21 for posture control is mounted on the piston 5b.
  • the control valve 20 for vibration control is mounted on the piston 6b.
  • a vertical vibrational accelerometer 22 which detects the vertical vibrational acceleration of the car body 4 is mounted on the car body 4.
  • This vertical vibrational accelerometer 22 is disposed correspondingly to the car body bearing apparatus 3 installed in four places of the car body 4, to detect the vertical vibrational acceleration of the order of 0.7 to 10 Hz in the car body 4 and outputs to the control circuit 28 for vibration control.
  • the longitudinal tilt sensor 23 functions to detect a part of gravity on the floor of the car body 4 in the longitudinal direction of the car body when the car body 4 has tilted longitudinally, outputting to the control circuit 27 for posture control.
  • the longitudinal tilt sensor 23 consists of an accelerometer which detects only a low-frequency component below about 0.7 Hz and is mounted on the car body 4.
  • a displacement sensor 24 detects a relative displacement of slowly changing about 0.7 Hz or less of the piston 5b and the piston 6b and outputs to the control circuit 28 for vibration control.
  • the displacement sensor 24 is connected to the piston 5b and the piston 6b.
  • a displacement sensor 25 functions to detect a slowly varying relative displacement of about 0.7 Hz or less of the cylinder 5a and the piston 5b, outputting to the control circuit 27 for posture control.
  • This displacement sensor 25 is connected to the cylinder 5a and the piston 5b.
  • a displacement target generator 26 for posture control functions to output a control command value, or a target displacement h for posture control, necessary for posture control when the car body makes a lateral tilt.
  • This displacement target generator 26 for posture control retains information such as a distance from a reference point to a curved track, curvature, cant, and length of each curved track of a railway line.
  • the displacement target generator 26 for posture control functions to select a necessary information as to the curved track from a distance run by the rolling stock, computing and outputting the posture control target displacement h on the basis of the information inputted and a running speed of the rolling stock at that time.
  • the control circuit 27 for posture control computes a control signal value on the basis of a difference of the target displacement h for posture control and the output of a displacement sensor 25, and the output of the longitudinal tilt sensor 23, then outputs the control signal value to the control valve 21 for posture control.
  • the control circuit 28 for vibration control receives signals outputted from the vertical vibration accelerometer 22 and the displacement sensor 24. This control circuit 28 adjusts the input phase of the vertical vibrational accelerometer 22 such that, of the pressure working on the piston 6b, an about 0.7 to 10 Hz pressure will advance about 100 degress over the input from the vertical vibrational accelerometer 22. Also, the control circuit 28 for vibration control adds the time constant of about 3 seconds throughout the frequency range of about 0.7 Hz and less to the input signal from the displacement sensor 24. Furthermore, the control circuit 28 outputs a control signal value added with a result of the aforementioned two computation, to the control value 20 for vibration control.
  • the control device 29 for posture control is composed of the displacement target generator 26 for posture control, the displacement sensor 25, the longitudinal tilt sensor 23, the control circuit 27 for posture control, and the control valve 21 for posture control.
  • the control device 30 for vibration control is composed of the vertical vibrational accelerometer 22, the displacement sensor 24, the control circuit 28 for vibration control, and the control valve 20 for vibration control.
  • An air source 33 supplies compressed air to the air spring 7 through the air spring height control valve 19.
  • the car body bearing apparatus 3 is disposed one on either side of the upper part of the truck 2 as shown in Figs. 2 and 3. Accordingly, the car body 4 is supported on two trucks 2 through four sets of car body bearing apparatus 3. To the four sets of car body bearing apparatus 3 are connected the control device 29 for posture control and the control device 30 for vibration control. Usually, the control device 29 for posture control and the control device 30 for vibration control are mounted on the car body 4. A fluid supply source 31 also is mounted on the car body 4, supplying the control fluid to each actuator of the four sets of car body bearing apparatus 3.
  • the vibration control means is composed of the actuator 6 for vibration control, the control device 30 for vibration control, and the fluid supply source 31.
  • the posture control means is composed of the actuator 5 for posture control, the control device 29 for posture control and the fluid supply source 31.
  • the operation of the rolling stock will be explained.
  • the centrifugal force Fy acts on passengers.
  • controls described below are performed in order to reduce excessive centrifugal force ( Fy-W ⁇ ) due to the centrifugal force Fy.
  • the target displacement h for posture control is outputted from the displacement target generator 26 for posture control, and a difference between the target displacement h for posture control and the output of the displacement sensor 25 is inputted to the control circuit 27 for posture control.
  • This control circuit 27 functions to compute the control input, outputting the control signal value to the control valve 21 for posture control.
  • control valve 21 for posture control is operated by the control signal value outputted from the control circuit 27 for posture control.
  • the control valve 21 for posture control controls the control fluid supplied from the control fluid supply source 31 to the actuator 5 for posture control by means of the control signal value.
  • the control valve 21 for posture control changes the amount of control fluid between the fluid chamber 16a and the fluid chamber 16b of the actuator 5 for posture control.
  • the piston 5b of the actuator 5 for posture control operates slowly, while supporting the load of the car body 4, with a response of 0.7 Hz or less, by changing the amount of control fluid between the fluid chamber 16a and the fluid chamber 16b.
  • the actuators 5 for posture control which support the car body 4
  • the actuators 5 for posture control located on the outer side of the curved track expand, while the actuators 5 for posture control located on the inner side of the curved track contract. Therefore, the car body 4 tilts inwardly of the curved track, thereby reducing the excessive centrifugal force ( Fy - W . ⁇ ) acting on the passengers.
  • the tilting condition of the car body 4 will be explained in detail.
  • the relative displacement ⁇ Z 1 of the piston 5a of the actuator 5 for posture control is increased on the + side by the control valve 21 for posture control, therefore raising the car body 4.
  • the relative displacement ⁇ Z 1 of the piston 5 of the actuator 5 for posture control is decreased in the reverse direction of ⁇ Z 1 by the control valve 21 for posture control, thus lowering the car body 4. Therefore, the car body 4 tilts inwardly of a curve.
  • the angle ⁇ of the car body 4 increases and a difference between the centrifugal force Fy and the gravitational force W x the angle ⁇ approaches zero, thereby enabling a decrease in the excessive centrifugal force the passengers feel.
  • the car body 4 can be tilted by increasing the relative displacement ⁇ Z 1 of the piston 5a of the car body bearing apparatus 3 on the outer side of the curved track twice as large as the above-described value towards the + side and leaving at zero the relative displacement ⁇ Z 1 of the piston 5a of the car body bearing apparatus 3 on the inner side of the curved track.
  • the control of the longitudinal tilt of the car body 4 of the rolling stock when the car body receives the pitching moment M ⁇ due to air force will be explained.
  • the conrtol device 29 for posture control when the output from the longitudinal tilt sensor 23 is fed back to the control circuit 27 for posture control, a control signal value is calculated by the control circuit 27 for posture control.
  • the control valve 21 for posture control is operated by the control signal value outputted from the control circuit 27 for posture control, thereby controlling, similarly as described above, the displacement of the piston 5a of the actuator 5 for posture control.
  • the arrow G indicates the direction of travel of the rolling stock.
  • the axle spring 2b of each truck 2 are deflected by the pitching moment M ⁇ .
  • the truck 2 at the front in the direction of travel lowers, while the truck 2 at the rear in the direction of travel rises, resulting in the occurrence of a displacement difference ht. Accordingly the car body 4 tilts forwardly as indicated by a broken line.
  • the relative displacement ⁇ Z 1 of the piston 5, in the car body bearing apparatus of the truck 2 at the front in the direction of travel gradually increases by about several ten millimeters, whereas, in the truck 2 at the rear in the direction of travel, the relative displacement ⁇ Z 1 of the piston 5a decreases by about several ten millimeters.
  • the car body 4 is kept level as indicated by a full line, bringing the quasi-static longitudinal acceleration the passengers feel, close to zero and accordingly reducing the longitudinal acceleration.
  • the air spring 7 is controlled at a slow rate at a time constant of about 3 seconds at a fixed level of a range by the air spring height control valve 19. Therefore, the car body 4 supported by the air springs 7 on the actuator 5 for posture control is displaced nearly as much as the actuator 5 for posture control. That is, the actuator 5 for posture control will not be affected by the air spring 7 and also the posture control capacity of the actuator 5 for posture control will not be varied by the air spring 7.
  • the vibration control of the rolling stock will be explained.
  • the output of the vertical vibrational accelerometer 22 that has detected 0.7 to 10 Hz components of vibration is fed back to the control circuit 28 for vibration control.
  • the control circuit 28 for vibration control calculates a control signal value by an input supplied from the vertical vibrational accelerometer 22, which outputs the control signal value to the control valve 20 for vibration control.
  • the control valve 20 for vibration control is operated by the control signal value fed from the control circuit 28 for vibration control.
  • This control valve 20 for vibration control controls the control fluid supplied from the fluid supply source 31 to the actuator 6 for vibration control.
  • the control valve 20 for vibration control functions to control the operation of the piston 6b by changing the pressure between the fluid chamber 17a and the fluid chamber 17b of the actuator 6 for vibration control.
  • the control valve 20 for vibration control operates the piston 6b for about ⁇ 25 max.
  • the piston 6b is disposed in parallel with the air spring 7.
  • the control power of the piston 6b is led about 100 degrees in phase to cacel an inertial force caused by the vibrational acceleration of the car body 4, being transmitted to the car body 4.
  • the vibrational acceleration of the car body 4, therefore, can be decreased.
  • the mean displacement of the piston 6b is small, but there occur a long-period drift of the piston 6b.
  • the output of the displacement sensor 24 must be fed back to the control circuit 28 for vibration control. Then, the control circuit 28 for vibration control slowly controls the mean displacement of the piston 6b at the time constant of about 3 seconds, thereby eliminating the displacement drift of the piston 6b.
  • the control power of the piston 6b is less than that of the piston 5b because the actuator 6 for vibration control is disposed parallelly with the air spring 7. Namely, the control power of the piston 6b, controlling only the vibration component of the car body 4 which is smaller than the weight of the car body 4, is less than the control power of the piston 5b.
  • each control can be done smoothly because the frequency range of the control system is divided to prevent interference with each other.
  • the actuators 5 and 6 for posture and vibration controls are disposed within the mounting range of the air spring 7 in a horizontal plane. Therefore it is possible to make narrow the space for mounting the actuators 5 and 6 as compared with conventional rolling stock in which the actuators are mounted apart from the air spring. Because the air spring 7, the actuator 5 for posture control and the actuator 6 for vibration control are vertically arranged in a line, a horizontal space for mounting these actuators may be narrow. And accordingly, it is possible to make smaller the whole body of the car body bearing apparatus 3 which supports the car body 4 on the truck 2, thereby preventing the use of a large-sized truck 2 and accomplishing the reduction of weight of the rolling stock.
  • the piston 5b and the cylinder 6a can be constituted of one member. This is particularly effective in forming both the actuator 5 for posture control and the actuator 6 for vibration control into one body. Also, because the axial center axes of the actuator 5 for posture control and the actuator 6 for vibration control coincide with the center axis of the air spring 7, the posture control force and the vibration control force will never cause an unnecessary moment to occur.
  • the air spring 7 and the rod 8 of the car body bearing apparatus 3 are connected to the car body 4, and the actuator 5 for posture control is mounted on the truck frame 2a.
  • the car body bearing apparatus 3, if reversed in arrangement, can achieve the same effect as described above. That is, the air spring 7 and the rod 8 of the car body bearing apparatus 3 are connected to the truck frame 2a and can properly function if the actuator 5 for posture control is mounted on the car body 4. In the rolling stock of such a constitution, however, the mounting position of the air spring 7 in the vertical direction is removed downwardly from the centroid position of the car body 4. Therefore, although a consideration is required to be taken for the stabilization of the car body 4, no problem in particular will occur because the car body 4 is posture-controlled by means of the actuator 5 for posture control.
  • the piston 6b of the car body bearing apparatus 3 is connected to the car body 4 through the rod 8 and a couple of connecting pieces 13.
  • the rod 8 is disposed through a through part 15 of the air spring 7, and therefore it is not necessary to provide a space for mounting the rod 8 around the air spring 7.
  • the car body bearing apparatus can be made smaller in size by increasing the fluid pressure, thereby enabling the reduction of weight of the car body bearing apparatus 3 and an improvement in controllability.
  • the car body bearing apparatus 3 is best suited as a car body bearing apparatus of a high-speed vehicle such as a levitated-type vehicle which is required to be extremely light in weight. Furthermore, since the control valve 20 for vibration control, the displacement sensor 24, the control valve 21 for posture control, and the displacement sensor 25 are mounted inside of the car body bearing apparatus 3, the car body bearing apparatus 3 has such an advantage as good environmental resistance to rain, oil and snow.
  • the pipes 20a and 21a to be connected between the control valve 20 for vibration control and the actuator 6 for vibration control and between the control valve 21 for posture control and the actuator 5 for posture control can be made shorter. The use of the short pipes 20a and 21a in which the control fluid pressure frequently changes while passing therethrough can prevent the delay of operation of the actuators 5 and 6.
  • the fluid chambers 17c and 17b of the actuator 6 for vibration control are connected by a pipe in which a throttle and a solenoid valve are inserted, such that, in the event of some abnormality in the vibration control system, these fluid chambers 17a and 17b communicate with each other through the throttle, thereby enabling the use of the actuator 6 for vibration control as a damper.
  • the control fluid in the actuators 5 for posture control mounted on both the right and left sides of the car body 4 may be returned simultaneously into the fluid reservoir constituting the control fluid supply source 31.
  • the longitudinal tilt of the car body 4 can be controlled by inputting a signal from the longitudinal tilt sensor 23 mounted on the car body, into the control circuit 27 for posture control.
  • the posture control apparatus of a conventional rolling stock primarily functions to control the lateral tilt of the car body, not to control the lateral and longitudinal tilt of the car body as in the case of the first embodiment.
  • the function of the first embodiment as described above is specially effective in a magnetic levitated train running at a high speed.
  • the second embodiment is a modification of the control circuit 29 for posture control according to the first embodiment changed only in construction.
  • the control device 29A for posture control of the first embodiment is provided with a car body lateral accelerometer 34 which detects the excessive centrifugal acceleration (Fy - W . ⁇ )/W of the car body in place of the displacement target value generator 26 and the displacement sensor 25 of the first embodiment.
  • the excessive centrifugal acceleration of the car body 4 is fed back to the posture control system.
  • the tilt of the car body 4 delays from the point of time when the excessive centrifugal force acts on the car body 4.
  • this embodiment is suitable to the rolling stock in which the excessive centrifugal force works at a slow rate as in the case of a long relaxation curve or when the rolling stock travels at a low speed.
  • posture control is done such that the excessive centrifugal acceleration acting on the car body 4 will become zero.
  • this embodiment does not require the displacement target generator 26 for posture control and the displacement sensor 25 both employed in the aforementioned first embodiment, and uses the lateral accelerometer 34. Because of such a constitution, the construction of the rolling stock can be simplified.
  • the numerals used in the first embodiment and those used in this third embodiment denote the same members. Differences in the construction of this embodimet from the first embodiment are the construction of connection between the air spring 7 and the car body 4 and the construction of connection between the piston 6b of the actuator 6 for vibration control and the upper plate 7b of the air spring 7. That is, the upper plate 7b of the air spring 7 supports the car body 4 through a horizontally elastic piece 9.
  • the horizontally elastic piece 9 is constituted of a laminated rubber part produced for example by alternately laminating rubber plates and metal plates and bonding them by vulcanization.
  • This horizontally elastic piece 9 is designed to have a little spring costant in a direction parallel with the metal plate, that is, in the horizontal direction, and a great spring constant in a direction rectangular to the metal plate, that is, in the perpendicular direction.
  • the horizontally elastic piece 9 has a function to allow the horizontal displacement of the truck 2 and the car body 4 and a function to recover the truck 2 and the car body 4 from a horizontal displacement.
  • the piston 6b of the actuator 6 for vibration control is fixed directly on the upper plate 7b of the air spring 7. Namely, as the horizontally elastic piece 9 permits the horizontal displacement of the truck 2 and the car body 4, the piston 6b can be fixed directly to the upper plate 7b.
  • This embodiment has the same functions and effect as the first embodiment. Furthermore, this embodiment does not require the rod 8 and the diaphragm 14, and therefore can be made simple in constitution as compared with the first embodiment. Further, this embodiment, having the horizontally elastic piece 9, has the advantage that structural rigidity in the horizontal direction can be selected.
  • Fig. 9 the same numerals as those used in the first embodiment indicate the same members.
  • a difference in the constitution of the present embodiment from that of the first embodiment is that a coil spring 11 is employed in place of the air spring 7. In this embodiment, therefore, the air spring height control valve 19 is also not needed. Excepting the coil spring 11, the constitution of this embodiment is the same as that of the first embodiment. Also, this embodiment has the same functions and effect and furthermore since the air spring height control valve 19 and the diaphragm 14 are not required, its construction is simple. Besides, since no air spring is employed, no air leakage will occur in this embodiment. Consequently, it is possible to make the whole body of the car body bearing apparatus inexpensive and maintenance-free.
  • the present invention it is possible to prevent a change in the height of the car body 4 caused by variation in the number of passengers, because of the use of the coil springs 11. That is, the amount of deflection of the coil spring 11 is detected by the displacement sensor 24, and the actuator 5 for posture control is operated on the basis of a result of this detection. As the amount of deflection of the coil spring 11 can be corrected by the actuator 5 for posture control, the car body 4 can be kept at a fixed level.
  • Fig. 10 the same numerals as those used in the first embodiment indicate the same members.
  • a difference in the construction of this embodiment from the first embodiment resides in that the vertical vibrational accelerometer 22 and the longitudinal tilt sensor 23 are built in the air spring 7.
  • the vertical vibrational accelerometer 22 and the longitudinal tilt sensor 23 are mounted on the upper plate 7b of the air spring 7.
  • the upper plate 7b is mounted on the lower surface of the car body 4 and functions similarly as the car body 4. Therefore, vertical vibration and longitudinal tilt of the car body can easily be detected by the vertical vibrational accelerometer 22 and the longitudinal tilt sensor 23 mounted on the upper plate 7b.
  • the car body bearing apparatus 3 can easily be mounted on the car body 4 and the truck 2.
  • oil is used as the control fluid supplied to the actuator 6 for vibration control and the actuator 5 for posture control.
  • the use of air as the control fluid is permitted.
  • the air is used in place of the oil for the control fluid, there is no problem of stain by oil leaks, thereby enabling to improve the maintainability and reliability of the car body bearing apparatus including the control system.
  • the present invention it is possible to use air as the control fluid to be supplied to the actuator 6 for vibration control and oil as the control fluid to be supplied to the actuator 5 for posture control. In this case, the maintainability and reliability of the vibration control system can be improved when not so quick response is required. Only the posture control system can meet a demand for quick response.
  • the car body bearing apparatus having a function to restrain car body vibration and a function to reduce the excessive centrifugal force acting on the passengers, thereby reducing the weight of the whole body of the rolling stock.
  • the longitudinal tilt of the car body can be restrained in addition to the reduction of the weight of the whole body of the rolling stock.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)

Claims (13)

  1. Matériel roulant comprenant une caisse (4) de wagon, un bogie (2), des moyens formant ressorts (7, 11) qui sont disposés entre ledit bogie (2) et ladite caisse (4) de wagon et supportent ladite caisse (4) de wagon sur ledit bogie (2), un moyen antivibrations (6, 30, 31) qui empêche les vibrations verticales de ladite caisse (4) de wagon, et un moyen (5, 29, 29A, 31) de commande de position qui commande la position de la caisse (4) de wagon, caractérisé en ce qu'un actionneur (6) empêchant les vibrations, qui constitue ledit moyen antivibrations (6, 30, 31), et un actionneur (5) de commande de position qui constitue ledit moyen (5, 29, 29A, 31) de commande de position sont disposés dans des limites correspondant à l'espace délimité par les limites de montage d'un seul desdits moyens formant ressorts (7, 11).
  2. Matériel roulant selon la revendication 1, dans lequel un axe central s'étendant dans la direction de fonctionnement dudit actionneur antivibrations (6) et un axe central s'étendant dans la direction de fonctionnement dudit actionneur (5) de commande de position sont alignés.
  3. Matériel roulant selon la revendication 2, dans lequel un cylindre (6a) constituant ledit actionneur antivibrations (6) est formé dans un piston (5b) dudit actionneur (5) de commande de position.
  4. Matériel roulant selon les revendications 1 et 2, dans lequel ledit axe central s'étendant dans la direction de fonctionnement dudit actionneur antivibrations (6) et ledit axe central s'étendant dans la direction de fonctionnement dudit actionneur (5) de commande de position sont disposés en position centrale dans la direction horizontale desdits moyens formant ressorts (7, 11).
  5. Matériel roulant selon l'une quelconque des revendications 1 à 4, dans lequel une première extrémité dudit actionneur antivibrations (6) est reliée audit bogie (2) ou à ladite caisse (4) de wagon par l'intermédiaire desdits moyens formant ressorts (7, 11), et l'autre extrémité dudit actionneur antivibrations (6) est reliée audit actionneur (5) de commande de position, et aussi une première extrémité dudit actionneur (5) de commande de position est montée sur lesdits moyens formant ressorts (7, 11) et l'autre extrémité dudit actionneur (5) de commande de position est montée sur une caisse (4) de wagon ou un bogie (2) non relié auxdits moyens formant ressorts (7, 11).
  6. Matériel roulant selon la revendication 5, dans lequel ledit moyen formant ressort est un ressort (7) à air qui permet le déplacement horizontal relatif dudit bogie (2) et de ladite caisse (4) de wagon, ledit ressort (7) à air étant pourvu d'une partie traversant (15) en position centrale dans un plan horizontal, ledit actionneur antivibrations (6) est relié audit bogie (2) ou à ladite caisse (4) de wagon par ladite partie traversante (15), et ledit actionneur antivibrations (6) est relié audit bogie (2) ou à ladite caisse (4) de wagon par une pièce d'accouplement (13) qui permet un déplacement horizontal relatif dudit bogie (2) et de ladite caisse (4) de wagon.
  7. Matériel roulant selon la revendication 5, dans lequel ledit moyen formant ressort est un ressort hélicoïdal (11), ledit actionneur antivibrations (6) est relié audit bogie (2) ou à ladite caisse (4) de wagon par l'axe central dudit ressort hélicoïdal (11), et ledit actionneur antivibrations (6) est relié audit bogie (2) ou à ladite caisse (4) de wagon par une pièce d'accouplement (13) qui permet le déplacement horizontal relatif dudit bogie (2) et de ladite caisse (4) de wagon.
  8. Matériel roulant selon l'une quelconque des revendications 1 à 4, dans lequel ledit moyen formant ressort (7) a entre ledit bogie (2) et ladite caisse (4) de wagon une partie élastique horizontalement (9) qui permet un déplacement relatif dudit bogie (2) et de ladite caisse (4) de wagon dans la direction horizontale, une première extrémité dudit actionneur antivibrations (6) est reliée à ladite partie élastique horizontalement (9) par ledit moyen formant ressort (7), et en outre l'autre extrémité dudit actionneur antivibrations (6) est reliée audit actionneur (5) de commande de position, et une première extrémité dudit actionneur (5) de commande de position est montée sur ledit moyen formant ressort (7) et l'autre extrémité dudit actionneur (5) de commande de position est montée sur ladite caisse (4) de wagon ou sur ledit bogie (2) auquel ledit moyen formant ressort (7) n'est pas relié.
  9. Matériel roulant selon l'une quelconque des revendications 1 à 4, dans lequel l'extrémité supérieure desdits moyens formant ressorts (7,11) est montée sur ladite caisse (4) de wagon, une première extrémité dudit actionneur antivibrations (6) est reliée à ladite caisse (4) de wagon par lesdits moyens formant ressorts (7, 11), l'autre extrémité dudit actionneur antivibrations (6) est reliée audit actionneur (5) de commande de position, une première extrémité dudit actionneur (5) de commande de position est montée à l'extrémité inférieure desdits moyens formant ressorts (7, 11), et l'autre extrémité dudit actionneur (5) de commande de position est montée sur ledit bogie (2).
  10. Matériel roulant selon la revendication 1, dans lequel ledit moyen antivibrations comporte un circuit antivibrations (30), et une soupape antivibrations (20) constituant ledit circuit antivibrations (30) est montée sur un piston (6b) constituant ledit actionneur antivibrations (6).
  11. Matériel roulant selon la revendication 1, dans lequel ledit moyen de commande de position possède un circuit (29) de commande de position, et une soupape (2) de commande de position qui constitue ledit circuit (29) de commande de position est installée dans un piston (5b) constituant ledit actionneur (5) de commande de position.
  12. Matériel roulant selon la revendication 1, dans lequel un circuit (29) de commande de position qui constitue ledit moyen de commande de position comporte un détecteur (23) d'inclinaison longitudinale qui détecte l'ampleur d'inclinaison longitudinale de ladite caisse (4) de wagon, et un circuit de réinjection qui réinjecte un résultat de détection par ledit détecteur (23) d'inclinaison longitudinale.
  13. Matériel roulant selon la revendication 1, dans lequel ledit moyen antivibrations comporte un circuit antivibrations (30), ledit moyen de commande de position comporte un circuit (29) de commande de position, et un accéléromètre vertical (22) de vibrations constituant ledit circuit antivibrations (29) et ledit détecteur (23) d'inclinaison longitudinale constituant ledit circuit (29) de commande de position sont montés sur la lame supérieure (7b) dudit moyen formant ressort (7).
EP19900303341 1989-03-31 1990-03-29 Matériel roulant de chemin de fer Expired - Lifetime EP0390546B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP7826489 1989-03-31
JP78264/89 1989-03-31

Publications (3)

Publication Number Publication Date
EP0390546A2 EP0390546A2 (fr) 1990-10-03
EP0390546A3 EP0390546A3 (fr) 1991-11-13
EP0390546B1 true EP0390546B1 (fr) 1996-12-27

Family

ID=13657123

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Application Number Title Priority Date Filing Date
EP19900303341 Expired - Lifetime EP0390546B1 (fr) 1989-03-31 1990-03-29 Matériel roulant de chemin de fer

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EP (1) EP0390546B1 (fr)
DE (1) DE69029482T2 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4137869C1 (fr) * 1991-11-11 1993-04-01 Mannesmann Ag, 4000 Duesseldorf, De
US8079310B2 (en) * 2009-11-25 2011-12-20 LTK Consulting Services, Inc. Vertical position compensating device for a vehicle
CN115818084B (zh) * 2022-12-09 2023-11-17 无锡弘宜智能科技股份有限公司 一种物流仓储的长距离穿梭车

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1455159A1 (de) * 1964-11-05 1969-03-27 Maschf Augsburg Nuernberg Ag Regelbare Gasfederung bei seitenbeweglichen Baelgen
US4041878A (en) * 1975-04-11 1977-08-16 Patentes Talgo, S.A. Speed and track curvature suspension control system
JPS5511954A (en) * 1978-07-14 1980-01-28 Hitachi Ltd Method and device for controlling vibration of vehicle
JPS61275053A (ja) * 1985-05-31 1986-12-05 財団法人鉄道総合技術研究所 車両の振動制御装置
JPH06104450B2 (ja) * 1986-01-29 1994-12-21 財団法人鉄道総合技術研究所 車両の振動制御装置
IT1216147B (it) * 1988-03-18 1990-02-22 Socimi Dispositivo per il controllo delle sollecitazioni dinamiche trasmesse dalla superficie di rotolamento alla cassa di un veicolo, in particolare un veicolo ferrotramviario.

Also Published As

Publication number Publication date
EP0390546A2 (fr) 1990-10-03
DE69029482T2 (de) 1997-08-07
DE69029482D1 (de) 1997-02-06
EP0390546A3 (fr) 1991-11-13

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