JP2004025935A

JP2004025935A - Articulation structure of railway vehicle

Info

Publication number: JP2004025935A
Application number: JP2002181932A
Authority: JP
Inventors: Hiroshi Niimura; 新村　浩; Nobuyuki Okada; 岡田　信之; Yasuhiko Tanigawa; 谷川　安彦
Original assignee: Nippon Sharyo Ltd
Current assignee: Nippon Sharyo Ltd
Priority date: 2002-06-21
Filing date: 2002-06-21
Publication date: 2004-01-29
Anticipated expiration: 2022-06-21
Also published as: JP3844453B2

Abstract

<P>PROBLEM TO BE SOLVED: To reduce outside rail lateral force and a derailment coefficient during passage of a curved rail track even when articulated vehicles run in either direction and to enhance running performance on curved rail tracks. <P>SOLUTION: One 10 of the vehicles is supported through a bolster 14 which is supported by air springs 13, 13 disposed left and right on a central portion of an articulated bogie 12. The other vehicle 11 is articulated through a center plate 15 and a connection beam 17. The bolster 14 and the one vehicle 11 are connected through a damper 21, and the bolster 14 and the other vehicle 11 are connected through a damper 23. During passage of the curved rail track, the damper of the vehicle staying ahead in a running direction is kept in a fixed condition and the damper of the vehicle staying behind in the running direction is kept in a movable condition. <P>COPYRIGHT: (C)2004,JPO

Description

【０００１】
【発明の属する技術分野】
本発明は、一方の車両と他方の車両との間に、両車両に共有される連接台車を有する鉄道車両の連接構造に関する。
【０００２】
【従来の技術】
従来より一部の鉄道車両で採用されている連接構造として、連接台車がその中央部左右に配置された空気バネで支持する枕梁を有し、該枕梁の球面心皿を介して一方の車両と他方の車両とを連接するボルスタ構造や、例えば、特開昭５７−４４５６３号公報に示されるように、連接台車の中央部左右に配置された空気バネにて一方の車両を直接支持し、この支持された車両に心皿体を乗せ、該心皿体に他方の車両を回動自在に連結するボルスタレス構造が知られている。
【０００３】
【発明が解決しようとする課題】
通常の鉄道車両の運用は折り返し運転をする場合が圧倒的に多いが、このような折り返し運転をする場合に、ボルスタ構造の連接車両は、図２０，２１に示されるように、どちらを向いて走行しても、曲線路１を走行するときの外軌横圧Ａや脱線係数ａは同じである。
【０００４】
一方、ボルスタレス構造の連接車両では、図１８に示されるように、曲線路１の走行時に、連接台車２の空気バネ３，３にて支持された一方の車両４が前方側で走行する場合は、連接台車２が一方の車両４に追随するから、輪軸５，５とレールの台車の旋回抵抗モーメントは小さくなる。したがって、この場合は、図２０，２１に示されるように、外軌横圧Ｂ及び脱線係数ｂは、ボルスタ構造の場合よりも低くなり、曲線路走行性能は向上する。また、車輪とレールのキシリ音が低減され、沿線への騒音の影響が小さい車両にできる。
【０００５】
しかし、図１９に示されるように、空気バネ３，３にて支持された一方の車両４が後位側になって走行する場合は、一方の車両４が他方の車両６に回動自在に連結されているので曲線路に沿って走行するものの、連接台車２が、空気バネの前後方向の変位と剛性により、一方の車両４に追随する方向にモーメントを受けることから、連接台車２のレールに対する旋回抵抗モーメントが大きくなる。したがって、図２０，２１に示されるように、外軌横圧Ｃ及び脱線係数ｃが、上述のボルスタ構造の場合よりも高くなり曲線路走行性能が低下する。
【０００６】
そこで本発明は、どちらの方向に走行しても、曲線路通過時の外軌横圧及び脱線係数を低下させ、曲線路走行性能を向上させた鉄道車両の連接構造を提供することを目的としている。
【０００７】
【課題を解決するための手段】
本発明の第１の手段は、２両の車両間に配置される連接台車の中央部左右に配置された空気バネにて枕梁を支持し、該枕梁の心皿に一方の車両を支持し、該一方の車両を介して他方の車両を支持する鉄道車両の連接構造において、前記枕梁と前記一方の車両及び前記枕梁と前記他方の車両とをそれぞれダンパを介して結合し、該ダンパを可動状態と固定状態とに切換可能としたことを特徴としている。前記枕梁は、前記２両の車両のいずれか一方の車両端部下方に配置されている構成と、前記２両の車両の中間に配置されている構成とがある。
【０００８】
また、第２の手段は、２両の車両間に配置される連接台車の中央部左右に配置された空気バネにて旋回フレームを支持し、前記連接台車中央の心皿に一方の車両を支持し、該一方の車両を介して他方の車両を支持する鉄道車両の連接構造において、前記旋回フレームと前記一方の車両及び前記旋回フレームと前記他方の車両とをそれぞれダンパを介して結合し、該ダンパを可動状態と固定状態とに切換可能としたことを特徴としている。また、前記旋回フレーム上部にパンタグラフを載置することができる。
【０００９】
両手段において、前記ダンパは、走行時進行方向前側となる車両と前記枕梁とを結合するダンパが固定状態で、進行方向後側となる車両と前記枕梁とを結合するダンパが可動状態であることを特徴としている。
【００１０】
【発明の実施の形態】
以下、本発明を図面に示される実施形態例に基づいて説明する。図１乃至図５は本発明の第１実施形態例を示すもので、一方の車両１０と他方の車両１１との間に配置された連接台車１２は、台車中央部左右に配置された空気バネ１３，１３にて枕梁１４を支持している。該枕梁１４は、一方の車両１０の端部下方に配置され、枕梁１４の車体幅方向中央部の心皿１５に、一方の車両１０の連結梁１６と他方の車両１１の連結梁１７とを回動自在に連結して、両車両１１，１２を連接している。
【００１１】
前記一方の車両１０は、車体下部左右に垂設したブラケット１８に、連接台車１２の台車枠１９に結合される台車枠ダンパ２０と、前記枕梁１４に結合されるダンパ２１とをそれぞれ設けている。前記他方の車両１１は、車体下部左右に垂設したブラケット２２に、前記枕梁１４に結合されるダンパ２３をそれぞれ設けている。すなわち、図２に示されるように、一方の車両１０は、左右２本のダンパ２１，２１を介して、他方の車両１１は、左右２本のダンパ２３，２３を介してそれぞれ枕梁１４と結合される。
【００１２】
前記各ダンパ２１，２３は、図３に示される同一構成の流体圧回路２４を有している。この流体圧回路２４をダンパ２１について説明すると、ダンパ２１のシリンダ２１ａ内には、ピストン２１ｂを挟んでロッド側室２１ｃとボトム側室２１ｄとが形成されている。ロッド側室２１ｃとボトム側室２１ｄとは、連通油路２４ａと、リリーフ油路２４ｂと、ロッド側室２１ｃからタンク２４ｃへの戻り油路２４ｄと、ボトム側室２１ｄからタンク２４ｃへの戻り油路２４ｅとを有している。連通油路２４ａには、ロッド側室２１ｃ側に調圧弁２４ｆが、ボトム側室２１ｄに調圧弁２４ｇがそれぞれ設けられている。リリーフ油路２４ｂには、油路２４ｈに高圧リリーフ弁２４ｉが、油路２４ｊに高圧リリーフ弁２４ｋがそれぞれ設けられている。戻り油路２４ｄにはチェック弁２４ｍが、戻り油路２４ｅにはチェック弁２４ｎがそれぞれ設けられている。また、連通油路２４ａからは三方切換弁２４ｏのＰポートへの油路２４ｐが、戻り油路２４ｅからは三方切換弁２４ｏのＡポートへの油路２４ｑがそれぞれ分岐している。さらに、三方切換弁２４ｏのＴポートとシリンダ２１ａの中立位置とは油路２４ｒで連結されている。
【００１３】
この流体圧回路２４は、ダンパ２１を可動状態にする場合は、三方切換弁２４ｏをｅブロックの位置とする。この状態でピストン２１ｂが中立位置から伸び方向へ移動すると、ロッド側室２１ｃから出た流体は調圧弁２４ｆを通り減衰力を発生する。その後連通油路２４ａを通り、Ｐポートへの油路２４ｐ、三方切換弁２４ｏ、Ａポートへの油路２４ｑ、戻り油路２４ｅを経てボトム側室２１ｄに流れる。ロッド側室２１ｃとボトム側室２１ｄとの断面積差によるボトム側室２１ｄの不足流体量は、戻り油路２４ｅのチェック弁２４ｎが開いてタンク２４ｃより吸入される。なお、ピストン２１ｂの移動速度が例えば２ｃｍ／ｓ以上となった場合には、油路２４ｊの高圧リリーフ弁２４ｋが開いて流体が流れ、ダンパ力を頭打ちにする。ピストン２１ｂが中立位置から縮み方向へ移動すると、ボトム側室２１ｄから出た流体は調圧弁２４ｇを通り減衰力を発生する。その後連通油路２４ａを通り、Ｐポートへの油路２４ｐ、三方切換弁２４ｏ、Ａポートへの油路２４ｑ、戻り油路２４ｅを経てロッド側室２１ｃに流れる。同時にロッド側室２１ｃには、タンク２４ｃからの流体がチェック弁２４ｍが開いた戻り油路２４ｄ通って吸入される。ピストン２１ｂの移動速度が例えば２ｃｍ／ｓ以上となった場合には、油路２４ｈの高圧リリーフ弁２４ｉが開いて流体が流れ、ダンパ力を頭打ちにする。
【００１４】
次に、ダンパ２１を固定状態にする場合は、三方切換弁２４ｏをｄブロックの位置とする。この状態でピストン２１ｂが中立位置から伸び方向へ移動すると、ロッド側室２１ｃから出た流体は調圧弁２４ｆを通りその後連通油路２４ａを通り、Ｐポートへの油路２４ｐから三方切換弁２４ｏに達するが、閉じポートであるため結局流体は流れない。ピストン２１ｂの移動荷重が例えば２トンを越えた場合には、油路２４ｊの高圧リリーフ弁２４ｋが開いて流体が流れ、ダンパ力を頭打ちにする。また、ピストン２１ｂが中立位置から縮み方向へ移動すると、ボトム側室２１ｄから出た流体は調圧弁２４ｇを通り、その後連通油路２４ａを通り、Ｐポートへの油路２４ｐから三方切換弁２４ｏに達するが、閉じポートであるため結局流体は流れない。ピストン２１ｂの移動荷重が例えば２トンを越えた場合には、油路２４ｈの高圧リリーフ弁２４ｉが開いて流体が流れ、ダンパ力を頭打ちにする。
【００１５】
また、縮み方向へ移動したピストン２１ｂが中立位置を目指して伸び方向へ移動する場合、ロッド側室２１ｃの流体は油路２４ｒを通り、三方切換弁２４ｏのＴポートからＡポートを経てタンク２４ｃへ流れ、無負荷にてピストン２１ｂが速やかに中立位置に移動する。同時にタンク２４ｃからボトム側室２１ｄに流体が吸入される。伸び方向へ移動したピストン２１ｂが中立位置を目指して縮み方向へ移動する場合も、ボトム側室２１ｄの流体は油路２４ｒを通り、三方切換弁２４ｏのＴポートからＡポートを経てタンク２４ｃへ流れ、無負荷にてピストン２１ｂが速やかに中立位置に移動する。同時にタンク２４ｃからロッド側室２１ｃに流体が吸入される。
【００１６】
このように構成することにより、一方の車両１０が前位側になって曲線路を走行する場合は、運転席からの各三方切換弁２４ｏの操作により、一方の車両１０の各ダンパ２１を固定状態にし、他方の車両１１の各ダンパ２３を可動状態にすることによって、連接台車１２が一方の車両１０に追随して走行するから、連接台車１２の旋回抵抗モーメントは小さく、図４，５に示されるように、外軌横圧Ｂ及び脱線係数ｂは、ボルスタ構造の連接車両の外軌横圧Ａや脱線係数ａよりも低くなる。
【００１７】
一方、折り返し運転により、上記とは逆に一方の車両１０が後位側になって曲線路を走行する場合は、他方の車両１１の各ダンパ２３を固定状態にし、一方の車両１０の各ダンパ２１を可動状態にすることによって、連接台車１２は、前位側となる他方の車両１１に追随して走行するから、連接台車１２の旋回抵抗モーメントは、一方の車両１０が前位側になって曲線路を走行する場合と同様に、外軌横圧Ｂ及び脱線係数ｂは、ボルスタ構造の連接車両の外軌横圧Ａや脱線係数ａよりも低くなる。
【００１８】
したがって、走行前の切換操作により、どちらの方向に走行しても、曲線路通過時の外軌横圧Ｂ及び脱線係数ｂをボルスタ構造の連接車両の外軌横圧Ａや脱線係数ａよりも低くできるから、曲線路走行性能を向上させることができる。
【００１９】
なお、ダンパ２１，２３は、上記の配置に拘わらず、例えば、図６に示される第２配置例のように、１本のダンパ２１，２３を対角線に配置した構成や、図７に示される第３配置例のように、１本のダンパ２１，２３を対角線に配置するとともに、一方の車両１０と他方の車両１１との間を左右の車体間ダンパ２６，２６で結合する構成や、図８に示される第４配置例のように、１本のダンパ２１，２３を一方の車両１０と他方の車両１１の一側に配置する構成でも良い。
【００２０】
また、上述の各配置例において、左右４本配置したダンパ２１，２３のうち、例えばダンパ２１の１本をダンパ兼アクチュエータに、残りの３本をロック機構付きダンパにする構成や、対角線に配置したダンパ２１，２３の１本例えばダンパ２１をダンパ兼アクチュエータに、残りの１本をロック機構付きダンパにする構成や、一側に配置したダンパ２１，２３の１本例えばダンパ２１をダンパ兼アクチュエータに、残りの１本をロック機構付きダンパにする構成でも良い。なお、ダンパ兼アクチュエータは、終着駅で車両が折り返して進行方向が変わる際に、ダンパのロッドが望ましい位置（通常は中央と思われる）にない場合に、その位置に戻すためにアクチュエータを作動させる。
【００２１】
前記ダンパ兼アクチュエータは、図９に示されるように、前記ダンパ２１の流体圧回路２４のタンク２４ｃへの戻り油路２４ｅを伸ばしてポンプ２４ｓを設け、該ポンプ２４ｓの吐出口に分流弁２４ｔを接続して、分流弁２４ｔからの油路２４ｕを連通油路２４ａに設けられた調圧弁２４ｇのボトム側室２１ｄ側に、油路２４ｖを調圧弁２４ｇのタンク２４ｃ側にそれぞれチェック弁２４ｗ，２４ｘを介して接続した構成である。このダンパ兼アクチュエータは、三方切換弁２４ｏをｄブロックの位置にした状態で、ポンプ２４ｓを作動させると、油路２４ｕ，２４ｖを通ってロッド側室２１ｃとボトム側室２１ｄとに同量の油が流れ込む。仮に、ピストン２１ｂが伸びていた場合には、ボトム側室２１ｄの油は油路２４ｒを通りタンク２４ｃへ戻る。ロッド側室２１ｃの油は行き場がないのでピストン２１ｂを縮み側へ移動させ、中立位置検知リミットスイッチ２４ｙがピストン２１ｂが中立位置に達したことを検知するとポンプ２４ｓを停止させる。ピストン２１ｂが縮んでいた場合は、ロッド側室２１ｃの油がタンク２４ｃへ戻り、ボトム側室２１ｄの油がピストン２１ｂを伸び側へ移動させる。
【００２２】
図１０及び図１１は本発明の第２実施形態例を示すもので、前記第１実施形態例と同一要素には同一の符号を付して説明する。本実施形態例は、門型フレーム３０を上部に備えた枕梁１４を一方の車両１０と他方の車両１１の中間に配置し、枕梁１４の心皿１５に、一方の車両１０の連結梁１６と他方の車両１１の連結梁１７とを回動自在に連結し、門型フレーム３０の上部と一方の車両１０の上部とをゴムブッシュ３１で連結している。
【００２３】
そして、前記第１実施形態例と同様に、一方の車両１０のブラケット１８に設けた台車枠ダンパ１９を連接台車１２の台車枠２０に、ダンパ２１を枕梁１４にそれぞれ結合し、他方の車両１１のブラケット２２に設けたダンパ２３を枕梁１４に結合している。
【００２４】
この構成でも、前記第１実施形態例と同様に、前位側となる車両のダンパを固定状態に、後位側となる車両のダンパを可動状態とすることにより、どちらの方向に走行しても、曲線路通過時の外軌横圧及び脱線係数を低下させることができ、また、客室内の振動が低減されるため、乗り心地を向上させることができる。
【００２５】
また、ダンパ２１，２３の配置は、前記第１実施形態例と同様に、図１１に示される第５配置例の左右４本の配置の外に、図１２に示される第６配置例の１本のダンパ２１，２３を対角線に配置した構成や、図１３に示される第７配置例の１本のダンパ２１，２３を対角線に配置するとともに、一方の車両１０と他方の車両１１との間を左右の車体間ダンパ２６，２６で結合する構成や、図１４に示される第８配置例の１本のダンパ２１，２３を一方の車両１０と他方の車両１１の一側に配置する構成でも良く、さらに、前記第１実施形態例と同様に、左右４本配置したダンパ２１，２３のうち、例えばダンパ２１の１本をダンパ兼アクチュエータに、残りの３本をロック機構付きダンパにする構成や、対角線に配置したダンパ２１，２３の１本例えばダンパ２１をダンパ兼アクチュエータに、残りの１本をロック機構付きダンパにする構成や、一側に配置したダンパ２１，２３の１本例えばダンパ２１をダンパ兼アクチュエータに、残りの１本をロック機構付きダンパにする構成でも良い。
【００２６】
図１５乃至図１７は本発明の第３実施形態例を示すもので、本実施形態例は、連接台車１２の中央部左右にバネ支持座３１，３１を設け、該バネ支持座３１，３１の上に空気バネ１３，１３を配置し、一方の車両１０と他方の車両１１との間に配置した旋回フレーム３２を、一般的な車両よりは高い位置で空気バネ１３，１３にて旋回フレーム３２を支持した連接車両である。
【００２７】
該旋回フレーム３２は、下部フレーム３２ａの中央部を貫通して連接台車１２の中央部の心皿３２に挿入される一方の車両１０の下部に設けた連結ピン３３と、上部フレーム３２ｂの中央部に挿入される一方の車両１０の上部に設けた支持ピン３４とで旋回可能に支持されており、該旋回フレーム３２の上部にパンタグラフ３５が載置されている。他方の車両１１は、前記連結ピン３３上部の球面継ぎ手３６に連結梁１７を回動自在に連結されている。
【００２８】
旋回フレーム３２は、一方の車両１０とは下部フレーム３２ａの側方で前記ダンパ２１で、他方の車両１１とは下部フレーム３２ａの側方で前記ダンパ２３でそれぞれ結合されている。
【００２９】
この構成でも、走行方向前方となる例えば一方の車両１０のダンパ２１を固定状態に、走行方向後方となる例えば他方の車両１１のダンパ２３を可動状態にすることにより、前記各実施形態例と同様に、曲線路通過時の外軌横圧Ｂ及び脱線係数ｂをボルスタ構造の連接車両の外軌横圧Ａや脱線係数ａよりも低くできるから、曲線路走行性能を向上させることができる。また、旋回フレーム３２と車両１０，１１とが柔接合構造となることにより、旋回フレーム３２が連接台車１２と車両１０，１１の中間質量体として機能するため、自由度が１個増加し、旋回フレーム３２の固有振動数域以外の振動伝達率が大幅に低減するので、乗り心地を向上させることができる。
【００３０】
【発明の効果】
以上説明したように、本発明の鉄道車両の連接構造は、曲線路通過時に、走行方向前方となる車両のダンパを固定状態に、走行方向後方となる車両のダンパを可動状態とすることにより、どちらの方向に走行しても、曲線路通過時の外軌横圧及び脱線係数をボルスタ構造の連接車両の外軌横圧や脱線係数よりも低くできるから、曲線路走行性能を向上させることができる。
【図面の簡単な説明】
【図１】第１実施形態例の連接構造を示す要部の側面図
【図２】同じくダンパの配置を示す平面図
【図３】同じくダンパの油圧回路図
【図４】同じく外軌横圧を示すグラフ図
【図５】同じく脱線係数を示すグラフ図
【図６】ダンパの第２配置例を示す平面図
【図７】ダンパの第３配置例を示す平面図
【図８】ダンパの第４配置例を示す平面図
【図９】ダンパ兼アクチュエータの油圧回路図
【図１０】第２実施形態例の連接構造を示す要部の側面図
【図１１】同じくダンパの配置を示す平面図
【図１２】ダンパの第６配置例を示す平面図
【図１３】ダンパの第７配置例を示す平面図
【図１４】ダンパの第８配置例を示す平面図
【図１５】第３実施形態例の連接構造を示す要部の側面図
【図１６】同じく平面図
【図１７】一方の車両に支持された旋回フレームの正面図
【図１８】従来のボルスタレス構造を採用した連接車両の曲線路走行時における台車の動きと輪軸とレールの台車の旋回抵抗モーメントを示す平面図
【図１９】従来のボルスタレス構造を採用した連接車両の折り返し運行の曲線路走行時における台車の動きと輪軸とレールの台車の旋回抵抗モーメントを示す平面図
【図２０】従来の連接構造の外軌横圧を示すグラフ図
【図２１】同じく脱線係数を示すグラフ図
【符号の説明】
１０…一方の車両、１１…他方の車両、１２…連接台車、１３…空気バネ、１４…枕梁、１５…心皿、２１，２３…ダンパ、２４…流体圧回路、３０…門型フレーム、３２…旋回フレーム[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a connecting structure of a railway vehicle having a connecting bogie between one vehicle and the other vehicle, which is shared by both vehicles.
[0002]
[Prior art]
As an articulated structure conventionally employed in some railway vehicles, an articulated bogie has a bolster supported by air springs arranged on the left and right of its central portion, and one of the pillows is provided via a spherical center plate of the pillow. One of the vehicles is directly supported by a bolster structure connecting the vehicle and the other vehicle, or air springs disposed on the left and right of the center of the connecting bogie as shown in, for example, JP-A-57-44563. There is known a bolsterless structure in which a heart plate is placed on the supported vehicle and the other vehicle is rotatably connected to the heart plate.
[0003]
[Problems to be solved by the invention]
The usual operation of railway vehicles is overwhelmingly the case of turning back, but in such a case, the connecting vehicle having the bolster structure faces in either direction as shown in FIGS. Even when the vehicle travels, the outer rail lateral pressure A and the derailment coefficient a when traveling on the curved road 1 are the same.
[0004]
On the other hand, in the articulated vehicle having the bolsterless structure, as shown in FIG. 18, when the vehicle 4 supported by the air springs 3 and 3 of the articulated bogie 2 travels on the front side during traveling on the curved road 1. Since the connecting truck 2 follows the one vehicle 4, the turning resistance moment of the bogie between the wheel sets 5, 5 and the rail is reduced. Therefore, in this case, as shown in FIGS. 20 and 21, the outer rail lateral pressure B and the derailment coefficient b are lower than in the case of the bolster structure, and the curved road running performance is improved. In addition, the creaking noise of the wheels and rails is reduced, and the vehicle is less affected by the noise on the roadside.
[0005]
However, as shown in FIG. 19, when one vehicle 4 supported by the air springs 3 and 3 runs rearward, the one vehicle 4 is rotatable with respect to the other vehicle 6. Although connected, the vehicle travels along a curved road, but the connecting vehicle 2 receives a moment in a direction following the one vehicle 4 due to the longitudinal displacement and rigidity of the air spring. The turning resistance moment with respect to is increased. Therefore, as shown in FIGS. 20 and 21, the outer rail lateral pressure C and the derailment coefficient c are higher than in the case of the above-mentioned bolster structure, and the curved road running performance is reduced.
[0006]
Therefore, the present invention has an object to provide an articulated structure of a railway vehicle in which the outer rail lateral pressure and the derailment coefficient when passing through a curved road are reduced and the traveling performance on a curved road is improved, regardless of which direction the vehicle travels. I have.
[0007]
[Means for Solving the Problems]
According to a first aspect of the present invention, a pillow is supported by air springs disposed on the left and right of a central portion of a connecting bogie disposed between two vehicles, and one of the vehicles is supported on a center plate of the pillow. And in the articulated structure of a railway vehicle supporting the other vehicle via the one vehicle, the bolster beam and the one vehicle and the bolster beam and the other vehicle are respectively coupled via a damper, It is characterized in that the damper can be switched between a movable state and a fixed state. There is a configuration in which the bolster is disposed below a vehicle end portion of one of the two vehicles, and a configuration in which the bolster is disposed in the middle of the two vehicles.
[0008]
The second means supports the revolving frame with air springs disposed on the left and right of a central portion of the connecting vehicle disposed between the two vehicles, and supports one vehicle on a center plate at the center of the connecting vehicle. And in the articulated structure of a railway vehicle supporting the other vehicle via the one vehicle, the turning frame and the one vehicle and the turning frame and the other vehicle are respectively coupled via a damper, It is characterized in that the damper can be switched between a movable state and a fixed state. Further, a pantograph can be mounted on the upper part of the turning frame.
[0009]
In both means, the damper is configured such that a damper that couples the vehicle and the bolster to the front side in the traveling direction during traveling is in a fixed state, and a damper that couples the vehicle and the bolster to the rear side in the traveling direction is movable. It is characterized by having.
[0010]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described based on embodiments shown in the drawings. FIGS. 1 to 5 show a first embodiment of the present invention, in which an articulated truck 12 arranged between one vehicle 10 and the other vehicle 11 has air springs arranged on the left and right of the center of the truck. Pillows 14 are supported at 13,13. The bolster 14 is disposed below an end of one vehicle 10, and a connecting beam 16 of one vehicle 10 and a connecting beam 17 of the other vehicle 11 are provided on a center plate 15 at the center in the vehicle width direction of the pillow 14. Are connected rotatably, and both vehicles 11 and 12 are connected.
[0011]
The one vehicle 10 is provided with a bogie frame damper 20 connected to a bogie frame 19 of the connecting bogie 12 and a damper 21 connected to the bolster 14, respectively, on brackets 18 vertically provided on the lower left and right sides of the vehicle body. I have. The other vehicle 11 is provided with a damper 23 coupled to the bolster 14 on a bracket 22 vertically suspended from the lower left and right sides of the vehicle body. That is, as shown in FIG. 2, one vehicle 10 is connected to the bolster 14 via two left and right dampers 23 and 23, and the other vehicle 11 is connected to the bolster 14 via two right and left dampers 23 and 23. Be combined.
[0012]
Each of the dampers 21 and 23 has a fluid pressure circuit 24 having the same configuration as shown in FIG. The fluid pressure circuit 24 will be described with respect to the damper 21. In the cylinder 21a of the damper 21, a rod-side chamber 21c and a bottom-side chamber 21d are formed with a piston 21b interposed therebetween. The rod side chamber 21c and the bottom side chamber 21d communicate with each other through a communication oil path 24a, a relief oil path 24b, a return oil path 24d from the rod side chamber 21c to the tank 24c, and a return oil path 24e from the bottom side chamber 21d to the tank 24c. Have. The communication oil passage 24a is provided with a pressure regulating valve 24f on the rod side chamber 21c side and a pressure regulating valve 24g on the bottom side chamber 21d. In the relief oil passage 24b, a high-pressure relief valve 24i is provided in the oil passage 24h, and a high-pressure relief valve 24k is provided in the oil passage 24j. The return oil passage 24d is provided with a check valve 24m, and the return oil passage 24e is provided with a check valve 24n. Also, an oil passage 24p from the communication oil passage 24a to the P port of the three-way switching valve 24o, and an oil passage 24q from the return oil passage 24e to the A port of the three-way switching valve 24o. Further, the T port of the three-way switching valve 24o and the neutral position of the cylinder 21a are connected by an oil passage 24r.
[0013]
In order to make the damper 21 movable, the fluid pressure circuit 24 sets the three-way switching valve 24o to the position of the e block. When the piston 21b moves in the extending direction from the neutral position in this state, the fluid that has flowed out of the rod-side chamber 21c passes through the pressure regulating valve 24f to generate a damping force. Thereafter, the oil flows through the communication oil passage 24a, flows through the oil passage 24p to the P port, the three-way switching valve 24o, the oil passage 24q to the A port, and the return oil passage 24e, and flows to the bottom side chamber 21d. The insufficient amount of fluid in the bottom side chamber 21d due to the difference in cross-sectional area between the rod side chamber 21c and the bottom side chamber 21d is sucked from the tank 24c by opening the check valve 24n of the return oil passage 24e. When the moving speed of the piston 21b becomes, for example, 2 cm / s or more, the high-pressure relief valve 24k of the oil passage 24j is opened, the fluid flows, and the damping force is stopped. When the piston 21b moves from the neutral position in the contracting direction, the fluid that has flowed out of the bottom chamber 21d passes through the pressure regulating valve 24g and generates a damping force. Thereafter, the oil flows through the communication oil passage 24a, flows through the oil passage 24p to the P port, the three-way switching valve 24o, the oil passage 24q to the A port, and the return oil passage 24e, and flows into the rod side chamber 21c. At the same time, fluid from the tank 24c is sucked into the rod side chamber 21c through the return oil passage 24d with the check valve 24m opened. When the moving speed of the piston 21b becomes, for example, 2 cm / s or more, the high-pressure relief valve 24i of the oil passage 24h is opened, the fluid flows, and the damper force reaches a peak.
[0014]
Next, when setting the damper 21 in the fixed state, the three-way switching valve 24o is set to the position of the d block. When the piston 21b moves in the extending direction from the neutral position in this state, the fluid that has flowed out of the rod side chamber 21c passes through the pressure regulating valve 24f, then passes through the communication oil passage 24a, and reaches the three-way switching valve 24o from the oil passage 24p to the P port. However, since it is a closed port, no fluid flows after all. When the moving load of the piston 21b exceeds, for example, 2 tons, the high-pressure relief valve 24k of the oil passage 24j is opened and the fluid flows, and the damper force reaches a peak. When the piston 21b moves from the neutral position in the contracting direction, the fluid that has flowed out of the bottom chamber 21d passes through the pressure regulating valve 24g, then passes through the communication oil passage 24a, and reaches the three-way switching valve 24o from the oil passage 24p to the P port. However, since it is a closed port, no fluid flows after all. When the moving load of the piston 21b exceeds, for example, 2 tons, the high-pressure relief valve 24i of the oil passage 24h opens to allow the fluid to flow, and the damper force reaches a peak.
[0015]
When the piston 21b that has moved in the contracting direction moves in the extending direction toward the neutral position, the fluid in the rod side chamber 21c flows through the oil passage 24r, flows from the T port of the three-way switching valve 24o to the tank 24c through the A port, and the A port. , The piston 21b quickly moves to the neutral position with no load. At the same time, fluid is sucked from the tank 24c into the bottom chamber 21d. Even when the piston 21b that has moved in the extension direction moves in the contraction direction toward the neutral position, the fluid in the bottom chamber 21d flows through the oil passage 24r, flows from the T port of the three-way switching valve 24o to the tank 24c through the A port, With no load, the piston 21b quickly moves to the neutral position. At the same time, fluid is sucked from the tank 24c into the rod side chamber 21c.
[0016]
With this configuration, when one of the vehicles 10 runs on a curved road with the vehicle in the forward position, the respective dampers 21 of the one vehicle 10 are fixed by operating the three-way switching valves 24o from the driver's seat. By turning the damper 23 of the other vehicle 11 into the movable state, the connecting vehicle 12 runs following the one vehicle 10, so that the turning resistance moment of the connecting vehicle 12 is small. As shown, the outer rail lateral pressure B and the derailment coefficient b are lower than the outer rail lateral pressure A and the derailment coefficient a of the connected vehicle having the bolster structure.
[0017]
On the other hand, in the case where one of the vehicles 10 is on the rear side and travels on a curved road due to the turnback operation, the dampers 23 of the other vehicle 11 are fixed, and the respective dampers 23 of the one vehicle 10 are fixed. Since the connecting vehicle 12 travels following the other vehicle 11 on the front side by setting the movable state of the vehicle 21, the turning resistance moment of the connecting vehicle 12 becomes one vehicle 10 on the front side. Similarly to the case where the vehicle travels on a curved road, the outer rail lateral pressure B and the derailment coefficient b are lower than the outer rail lateral pressure A and the derailment coefficient a of the connected vehicle having the bolster structure.
[0018]
Therefore, no matter which direction the vehicle travels by the switching operation before traveling, the outer rail lateral pressure B and the derailment coefficient b when passing through a curved road are higher than the outer rail lateral pressure A and the derailment coefficient a of the connected vehicle having the bolster structure. Since it can be lowered, the curved road traveling performance can be improved.
[0019]
Regardless of the above arrangement, for example, the dampers 21 and 23 have a configuration in which one damper 21 and 23 are arranged diagonally, as shown in a second arrangement example shown in FIG. 6, or shown in FIG. As in the third arrangement example, one damper 21, 23 is arranged diagonally, and one vehicle 10 and the other vehicle 11 are connected by left and right inter-vehicle dampers 26, 26. As in the fourth arrangement example shown in FIG. 8, one damper 21 or 23 may be arranged on one side of one vehicle 10 and the other vehicle 11.
[0020]
In each of the arrangement examples described above, of the four dampers 21 and 23 arranged on the left and right, for example, one of the dampers 21 is used as a damper / actuator, and the remaining three are used as dampers with a lock mechanism, or arranged diagonally. One of the dampers 21 and 23, for example, the damper 21 is used as a damper / actuator, and the remaining one is used as a damper with a lock mechanism. One of the dampers 21, 23, for example, the damper 21 is used as a damper / actuator. Alternatively, the remaining one may be a damper with a lock mechanism. The damper / actuator operates the actuator to return the damper rod to the desired position (usually considered to be the center) when the vehicle turns back and changes the traveling direction at the terminal station, and the rod is not at the desired position (usually considered to be the center). .
[0021]
As shown in FIG. 9, the damper / actuator extends a return oil passage 24e to the tank 24c of the fluid pressure circuit 24 of the damper 21 to provide a pump 24s, and a diversion valve 24t is provided at a discharge port of the pump 24s. The oil passage 24u from the flow dividing valve 24t is connected to the bottom chamber 21d side of the pressure regulating valve 24g provided in the communication oil passage 24a, and the oil passage 24v is connected to the check valve 24w, 24x on the tank 24c side of the pressure regulating valve 24g. It is a configuration connected via the In this damper / actuator, when the pump 24s is operated with the three-way switching valve 24o at the d-block position, the same amount of oil flows into the rod side chamber 21c and the bottom side chamber 21d through the oil passages 24u and 24v. . If the piston 21b is extended, the oil in the bottom chamber 21d returns to the tank 24c through the oil passage 24r. Since the oil in the rod side chamber 21c has no place to go, the piston 21b is moved to the contraction side, and when the neutral position detection limit switch 24y detects that the piston 21b has reached the neutral position, the pump 24s is stopped. When the piston 21b is contracted, the oil in the rod-side chamber 21c returns to the tank 24c, and the oil in the bottom-side chamber 21d moves the piston 21b to the extension side.
[0022]
10 and 11 show a second embodiment of the present invention. The same elements as those in the first embodiment are denoted by the same reference numerals and described. In the present embodiment, a pillow 14 having a gate-shaped frame 30 provided at an upper portion is arranged between one vehicle 10 and the other vehicle 11, and a connecting beam of one vehicle 10 is attached to a center plate 15 of the pillow 14. 16 and the connecting beam 17 of the other vehicle 11 are rotatably connected, and the upper part of the portal frame 30 and the upper part of one vehicle 10 are connected by a rubber bush 31.
[0023]
Then, similarly to the first embodiment, the bogie frame damper 19 provided on the bracket 18 of the one vehicle 10 is connected to the bogie frame 20 of the connecting bogie 12 and the damper 21 is connected to the bolster 14, respectively. A damper 23 provided on the eleventh bracket 22 is connected to the bolster 14.
[0024]
In this configuration, as in the first embodiment, the vehicle is driven in either direction by setting the damper of the vehicle on the front side in a fixed state and the damper of the vehicle on the rear side in a movable state. Also, it is possible to reduce the outer rail lateral pressure and the derailment coefficient when passing through a curved road, and to reduce the vibration in the cabin, thereby improving the riding comfort.
[0025]
The arrangement of the dampers 21 and 23 is the same as that of the first embodiment, except for the four arrangements on the left and right of the fifth arrangement shown in FIG. 11 and the arrangement of the sixth arrangement shown in FIG. A configuration in which the dampers 21 and 23 are arranged diagonally, and a configuration in which one damper 21 and 23 in the seventh arrangement example shown in FIG. 13 are arranged diagonally, and between the one vehicle 10 and the other vehicle 11 Are connected by left and right vehicle dampers 26, 26, or one damper 21, 23 of the eighth arrangement example shown in FIG. 14 is arranged on one side of one vehicle 10 and the other vehicle 11. Further, similarly to the first embodiment, of the four dampers 21 and 23 arranged on the left and right sides, for example, one of the dampers 21 is a damper / actuator and the remaining three are dampers with a lock mechanism. And the dampers 21 and 23 arranged diagonally For example, the damper 21 may be used as a damper / actuator and the remaining one may be used as a damper with a lock mechanism, or one of the dampers 21 and 23 disposed on one side, for example, the damper 21 may be used as a damper / actuator and the remaining one may be used as a damper / actuator. A configuration in which a damper with a lock mechanism is used may be used.
[0026]
FIGS. 15 to 17 show a third embodiment of the present invention. In this embodiment, spring support seats 31 are provided on the left and right of a central portion of a connecting vehicle 12, and the spring support seats 31 are provided. The air springs 13, 13 are disposed on the upper side, and the turning frame 32 disposed between one vehicle 10 and the other vehicle 11 is turned at a higher position than a general vehicle by the air springs 13, 13. It is an articulated vehicle that supports.
[0027]
The turning frame 32 penetrates the center of the lower frame 32a and is inserted into the center plate 32 at the center of the articulated bogie 12. The connecting pin 33 is provided at the lower part of one of the vehicles 10, and the center of the upper frame 32b. The vehicle is rotatably supported by a support pin 34 provided on an upper part of one vehicle 10 inserted into the vehicle 10, and a pantograph 35 is mounted on the upper part of the revolving frame 32. In the other vehicle 11, the connecting beam 17 is rotatably connected to the spherical joint 36 above the connecting pin 33.
[0028]
The turning frame 32 is connected to one vehicle 10 by the damper 21 on the side of the lower frame 32a, and is connected to the other vehicle 11 by the damper 23 on the side of the lower frame 32a.
[0029]
Also in this configuration, the damper 21 of one vehicle 10 that is located forward in the traveling direction is fixed, and the damper 23 of the other vehicle 11 that is located backward in the traveling direction is movable, for example. In addition, since the outer rail lateral pressure B and the derailment coefficient b when passing through a curved road can be made lower than the outer rail lateral pressure A and the derailment coefficient a of the bolster-structured connected vehicle, the curved road traveling performance can be improved. Further, since the turning frame 32 and the vehicles 10 and 11 have a flexible joint structure, the turning frame 32 functions as an intermediate mass body between the connecting vehicle 12 and the vehicles 10 and 11, so that the degree of freedom is increased by one and the turning is performed. Since the vibration transmissibility of the frame 32 other than the natural frequency range is significantly reduced, the riding comfort can be improved.
[0030]
【The invention's effect】
As described above, the articulated structure of a railway vehicle according to the present invention is configured such that, when passing through a curved road, the damper of the vehicle that is ahead in the traveling direction is fixed, and the damper of the vehicle that is backward in the traveling direction is movable, Regardless of which direction you travel, the outer rail lateral pressure and derailment coefficient when passing through a curved road can be lower than the outer rail lateral pressure and derailment coefficient of a connected vehicle with a bolster structure, so that it is possible to improve curved road traveling performance. it can.
[Brief description of the drawings]
FIG. 1 is a side view of a main part showing a connection structure of a first embodiment example. FIG. 2 is a plan view showing the arrangement of a damper. FIG. 3 is a hydraulic circuit diagram of the damper. FIG. FIG. 5 is a graph showing the derailment coefficient similarly. FIG. 6 is a plan view showing a second arrangement example of the damper. FIG. 7 is a plan view showing a third arrangement example of the damper. FIG. FIG. 9 is a hydraulic circuit diagram of a damper / actuator. FIG. 10 is a side view of a main part showing a connecting structure according to a second embodiment. FIG. 11 is a plan view showing an arrangement of the damper. 12 is a plan view showing a sixth arrangement example of the damper. FIG. 13 is a plan view showing a seventh arrangement example of the damper. FIG. 14 is a plan view showing an eighth arrangement example of the damper. FIG. 15 is a third embodiment. FIG. 16 is a plan view of the same part showing the connection structure of FIG. 17. FIG. FIG. 18 is a front view of a turning frame. FIG. 18 is a plan view showing movement of a bogie and a turning resistance moment of a bogie of a wheel set and a rail when traveling on a curved road of an articulated vehicle employing a conventional bolsterless structure. FIG. 20 is a plan view showing the movement of the bogie and the turning resistance moment of the bogie between the wheel set and the rail when the adopted articulated vehicle is traveling on a curved road in a turnback operation. FIG. 20 is a graph showing the outer rail lateral pressure of the conventional articulated structure. ] A graph showing the derailment coefficient [Explanation of symbols]
DESCRIPTION OF SYMBOLS 10 ... One vehicle, 11 ... The other vehicle, 12 ... Connecting truck, 13 ... Air spring, 14 ... Pillow beam, 15 ... Heart plate, 21, 23 ... Damper, 24 ... Fluid pressure circuit, 30 ... Portal frame, 32 ... Swirl frame

Claims

The pillows are supported by air springs disposed on the left and right sides of the central portion of the connecting bogie disposed between the two vehicles, and one of the vehicles is supported on the center plate of the pillows, and the other is connected via the one vehicle. In the articulated structure of a railway vehicle supporting the other vehicle, the bolster beam and the one vehicle and the bolster beam and the other vehicle are respectively coupled via dampers, and the dampers are moved into a movable state and a fixed state. A connection structure for railway vehicles, wherein the connection is switchable.

The articulated structure for a railway vehicle according to claim 1, wherein the bolster is disposed below a vehicle end of one of the two vehicles.

The articulated structure for a railway vehicle according to claim 1, wherein the bolster is disposed between the two vehicles.

The turning frame is supported by air springs disposed on the left and right of the central portion of the connecting vehicle disposed between the two vehicles, and one of the vehicles is supported on the center plate in the center of the connecting vehicle, and the other vehicle is interposed. In the articulated structure of a railway vehicle supporting the other vehicle, the turning frame and the one vehicle and the turning frame and the other vehicle are respectively connected via dampers, and the damper is moved between a movable state and a fixed state. A connection structure for a railway vehicle, characterized in that it can be switched to another.

The articulated structure for a railway vehicle according to claim 4, wherein a pantograph is mounted on the upper part of the turning frame.

The damper is characterized in that a damper that connects the vehicle on the front side in the traveling direction and the pillow beam during traveling is in a fixed state, and a damper that connects the vehicle on the rear side in the traveling direction and the pillow beam is in a movable state. The railcar connection structure according to any one of claims 1 to 5, wherein