JP2006044425A - Anti-rolling device of railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an anti-rolling device of a railroad vehicle capable of reducing the vertical vibration and the elastic vibration of a railroad vehicle body, ensuring the roll rigidity of the railroad vehicle body, reducing the energy required for inclining the railroad vehicle body during the high-speed traveling on a curve, and obtaining the excellent railroad vehicle body inclination performance. <P>SOLUTION: Non-linearity is given to a vertical direction link part of a regular anti-rolling device. For example, the anti-rolling device is not operated during the inclination of a railroad vehicle body during the high-speed traveling on a curve by using a damping force changing damper 21 for the vertical direction link, and the roll rigidity is given to the railroad vehicle body otherwise. The ride quality in the roll direction is improved by reducing the vertical rigidity of a pneumatic spring and the shaft spring, ensuring the excellent vertical ride quality, and increasing the railroad vehicle body roll rigidity, and the excellent railroad vehicle body inclination performance can be obtained by reducing the energy required in the railroad vehicle body inclination during the high-speed passing on the curve. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a railcar bogie, and in particular, the roll rigidity of a vehicle body is reduced due to the fact that the vertical rigidity of an air spring is set small in order to improve the vertical ride comfort, so that the roll rigidity is ensured. The present invention relates to an anti-rolling device installed in a vehicle.

  By reducing the vertical spring stiffness and the vertical stiffness of the shaft spring against the vertical vibration of the vehicle body caused by the deviation of the track, especially the primary bending vibration of the vehicle body that has become a problem with the recent increase in vehicle speed. It is known that the ride quality can be improved.

  However, if the above is set to a small value, the rigidity of the vehicle body in the roll direction will decrease, and if the vehicle travels at a high speed or a large wind load is applied, the roll displacement of the vehicle body will increase and this will deteriorate the riding comfort. Since there is an off relationship, the conventional technology has taken a measure of determining the vertical stiffness of the air spring in consideration of both the vertical ride comfort and the ride comfort in the roll direction.

  In order to solve the above problem, an anti-rolling device that moves without resistance to the vertical vibration of the vehicle body and acts as a resistance only to the movement of the vehicle body in the roll direction is often installed. As shown in Patent Document 1 and Patent Document 2, it is possible to improve the roll rigidity of the vehicle body and to design both the ride comfort in the vertical direction and the ride comfort in the roll direction to appropriate values.

However, with the recent improvement in traveling speed, when the vehicle has adopted a vehicle body tilt method that reduces the excess centrifugal acceleration on the left and right by tilting the vehicle body to the inside of the curve when passing the curve, when an anti-rolling device is installed The roll rigidity of the anti-rolling device becomes a resistance of the vehicle body inclination, and there is a problem that the energy consumed for the vehicle body inclination is increased.
JP-A-6-247300 JP 2002-46603

  As the speed of vehicles increases, there is an increasing demand for reductions in vertical and elastic vibrations of the vehicle body due to track irregularities. To achieve this, it is necessary to reduce the vertical stiffness of the air spring and the vertical stiffness of the shaft spring. is there.

On the other hand, since the reduction in the vertical rigidity also reduces the roll rigidity of the vehicle body, roll rigidity is applied by an anti-rolling device to compensate for this.
In high-speed vehicles, a vehicle body tilting device is required to improve the curve passing speed. However, in vehicles equipped with the anti-rolling device, it is necessary to incline the vehicle body against the roll rigidity of the anti-rolling device. In reality, the energy required for the tilting increases, and for example, a large output is required for the actuator and a large amount of air consumption is required.

  However, the actuator mounting space in the bogie and the compressor mounting space under the vehicle body floor are limited, and this is a major issue in achieving both the three aspects of ensuring vertical riding comfort, securing roll rigidity, and ensuring vehicle body tilting performance. ing.

  The present invention provides an anti-rolling device that ensures the roll rigidity of a vehicle body while ensuring good vertical riding comfort and does not hinder the vehicle body tilt performance.

  The purpose is to provide a non-linearity in the torsional rigidity of the anti-rolling device, so that the anti-rolling device does not operate within the operating range of the vehicle tilting device, and in other cases, for example, when the vehicle passes the curve in the vehicle tilting non-operating state. This can be realized by using an anti-rolling device having a large torsional rigidity only when a large lateral load such as a large excess centrifugal acceleration or a wind load is generated.

  According to the present invention, it is possible to secure a good ride comfort with respect to the vertical vibration of the vehicle body due to factors such as an irregular track and the elastic vibration of the vehicle body, and also ensure the rigidity in the roll direction to maintain the ride comfort in the roll direction and driving safety. On the other hand, it is possible to provide a railcar bogie that consumes less energy when the vehicle body is tilted to improve the curve passing speed and can obtain a favorable vehicle body tilt performance.

Embodiments of the present invention will be described below with reference to FIGS.
FIG. 1 is an explanatory diagram showing the configuration and operation of a normal anti-rolling apparatus.
The vehicle body 11 is supported on the carriage frame 14 by air springs 12 and 13. A torsion bar 15 is mounted on the vehicle body 11 or the bogie frame 12 in the direction of sleepers so that both ends can be freely rotated.

  A torsion spring arm 16 is attached to both ends of the torsion bar 15 by means of spline, press fitting or the like in the rail direction, and the other end is connected to a vertical link 17 via a spherical bearing that can rotate freely in the rail direction and sleeper direction. And fastened to the carriage frame 12 or the vehicle body 11.

  In this case, since the torsion bar 15 is not twisted with respect to the displacement of the vehicle body in the pure vertical direction, the movement is not hindered, and only when the vehicle body is displaced in the roll direction with respect to the carriage. Torsion is generated in the torsion bar 15, and the roll rigidity of the vehicle body is generated by the resistance.

  However, since the anti-rolling device becomes a resistance of the vehicle body inclination in a system in which the vehicle body is inclined with respect to the carriage to improve the curve passing speed, the output of the actuator is increased, for example, in order to obtain a necessary vehicle body inclination angle. In other words, the air consumption will increase and the number of compressors will be increased.

  In order to solve the above problem, FIG. 2 shows that the anti-rolling device does not act during the operation of the vehicle body tilt command device for improving the curve passing speed, and otherwise the torsional rigidity of the anti-rolling device is large. This is an embodiment of an anti-rolling device.

  In this embodiment, the damping force switching damper 21 is used for the vertical link in the conventional anti-rolling device. The damping force switching damper 21 has, for example, an upper oil chamber and a lower oil chamber inside, and a flow path valve that can be opened and closed between them.

  In the present embodiment, the flow path valve between the upper oil chamber and the lower oil chamber of the damping force switching damper 21 is closed except in a section where the curved high speed traveling is performed due to the vehicle body inclination. It functions as a vertical link in the anti-rolling device.

  On the other hand, when a curved high-speed traveling is performed by vehicle body inclination, an upper oil chamber and a lower oil chamber provided in the damping force switching damper 21 are received by receiving a control start signal from the vehicle body inclination command device 30. The flow path valve between is configured to be opened. By this operation, the damping force switching damper 21 can freely expand and contract, and the torsional rigidity of the anti-rolling device does not occur.

  By doing so, it is possible to reduce the required energy when the vehicle body is tilted, and to secure the required vehicle body roll rigidity at other times.

  When the vehicle passes the curve and the vehicle body tilt control is completed, the damping force is received by receiving the control end signal from the vehicle body tilt command device 30 and the neutral position signal of the stroke sensor 22 provided in the damping force switching damper 21. The flow path valve between the upper oil chamber and the lower oil chamber of the switching damper 21 is closed, and the torsional rigidity of the anti-rolling device is restored.

  An appropriate damping force may be applied to the damping force switching damper 21 of the anti-rolling device other than during the vehicle body tilting operation. The damping force for the vibration in the roll direction of the vehicle body is generated by a restriction inside the air spring, but this damping force is usually determined mainly from the vertical vibration characteristics.

  In the present invention, since the damping force switching damper 21 is installed in the anti-rolling device, it is possible to set the optimum damping force against vibration in the pure roll direction.

  Even in this case, it is preferable to increase the damping force at all times and reduce the damping force only when a tilt command signal to the vehicle body tilting device based on a point detection signal, a vehicle speed signal, or the like is received.

  In this way, when the body tilting device does not function due to some abnormality, the damping force switching damper has a large damping force, and thus the body roll rigidity also increases. Can secure high roll rigidity and maintain sufficient running safety.

Explanatory drawing of a normal anti-rolling device. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram of an anti-rolling apparatus according to an embodiment of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Car body, 12, 13 ... Air spring, 14 ... Bogie frame, 15 ... Torsion bar, 16 ... Torsion spring arm, 17 ... Vertical link, 21 ... Damping force switching damper, 22 ... Stroke sensor, 30 ... Car body inclination command apparatus.

Claims (2)

  An anti-rolling device for a rolling stock for a railway vehicle, wherein the torsion spring characteristic of the anti-rolling device has a non-linear characteristic.   The anti-rolling device for a railway vehicle carriage according to claim 1, wherein the anti-rolling device does not act and the non-operating range of the car body tilting device is within the operating range of the car body tilting device for improving the curve passing speed. In this case, the anti-rolling device includes means for generating torsional rigidity of the anti-rolling device.

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