JP2007253679A - Inter-body stabilizing device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a running stabilizing device for the inter-body relation of vehicles capable of enhancing the running stability and riding comfort of each vehicle by reducing the through-load of wheel generated when the body twists owing to the cant at the time of passing a curve, and by reducing the rolling oscillation at the time of running straight. <P>SOLUTION: The running stabilizing device for the inter-body relation of vehicles is structured so that the lower parts of adjoining vehicle bodies 2 and 3 are connected with a lower part connecting means 16 furnished with spherical bearings 18 and 20, and that vibration control devices 7 and 7' holding neutrality in the normal condition and able to expand and contract in the vertical direction of the two sides between the end faces of the bodies 2 and 3 are interposed in such a manner as straddling the bodies 2 and 3, whereby a twist of any of the bodies when a relative angular displacement of the two bodies 2 and 3 is generated during running is relieved and absorbed by the vibration control devices 7 and 7'. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to an inter-vehicle travel stabilization device applied to a railway vehicle such as a train.

  Some conventional railway vehicles, particularly trams, collect a plurality of wheel shafts as a carriage and support the vehicle body with the carriage. The arrangement / configuration is generally one vehicle with two carriages, but some vehicles have a vehicle organization that supports one vehicle body with two carriages, such as two vehicle bodies, three vehicles, and three vehicle bodies with four vehicles. . In recent years, LRT (Light Rail Transit) vehicles and LRV (Light Rail Vehicle) vehicles have floating bodies that are not equipped with a bogie, such as a 5-car body, 3-car body, and a 2-car body, in order to reduce the floor. There are vehicle formations with one vehicle body, such as a vehicle organization having a vehicle body, and two vehicle bodies, two vehicles, and three vehicle bodies, and these have become diversified.

  By the way, in the vehicle organization having the floating vehicle body and the vehicle organization of one vehicle and one vehicle, the vehicle body is likely to be unstable due to the structure, so that the connecting structure between the vehicle bodies ensures the running stability of the vehicle. It is an important point. Conventionally, the connecting portion between adjacent vehicle bodies has a connecting structure in which the lower side and the upper side are both restrained by a connecting device such as a pin joint.

  As a prior art related to this type of connecting structure, for example, connecting means for connecting with a pin joint as a connecting part at the upper part of a vehicle body in a three-body two-car type vehicle formation has been proposed (see, for example, Patent Document 1). .

  However, in the above-mentioned vehicle body connection structure in the above-mentioned vehicle organization in which the connection part of the upper part of the vehicle body is connected by a pin joint, when the vehicle body tries to roll relatively, the vehicle body cannot only roll relatively. There is also a problem that pitching cannot be performed. Further, if the vehicle body cannot be rolled, as the number of vehicle formations increases as in the case of a 5-carriage 3-carriage vehicle, the vehicle cannot follow the curve when passing the curve, which may hinder vehicle travel. By the way, the difference in height between the inner and outer gauges where the rail outside the curve is set higher than the rail inside the curve is called Kant, but this cant gradually increases in the relaxation curve section, and the vehicle passes through the curve. As a result, a torsional moment is generated between the vehicle bodies. In addition, when the upper side between adjacent vehicle bodies is connected with rigidity in the left-right direction like a pin joint, a large acting force is generated at the connection portion on the upper side of the vehicle body, and the vehicle body is twisted. Therefore, there is a problem that the wheel load loss increases. On the other hand, if the upper parts of adjacent vehicle bodies are not connected, the vehicle can travel smoothly on a curve, but the vehicle body tends to become unstable because of the relative rolling motion during linear travel, and the vehicle travels. Stability and ride comfort are issues.

Therefore, it is possible to reduce wheel load loss that occurs when the vehicle body is twisted by a cant when passing a curve, and to pass the curve safely and smoothly, to reduce rolling vibration during straight running, and to improve driving stability and ride comfort. As a vehicle-to-vehicle running stabilization device that can be improved, a vibration damping device that is normally neutral and can be extended and contracted is attached to the upper part between adjacent vehicle bodies along the vehicle body width direction. A vehicle body stabilization device between vehicles is proposed in which the upper parts are connected to each other via a vibration damping device and absorb the acting force in the vehicle width direction of the vehicle body upper part generated during traveling by the vibration damping device. (For example, refer to Patent Document 2).
JP 2003-48539 A JP 2005-289297 A

  The above-described vehicle body stabilization device described in Patent Document 2 has the following disadvantages. That is, in paragraph 0017 of Patent Document 2, “The damping device 7 of the first embodiment generates a damping force such as an oil damper or an air damper (fluid pressure damper) having a piston 14a and a cylinder 14b as shown in FIG. The mechanism 14, the coil spring (biasing spring) 15 having a rigid force provided in parallel so as to cover the periphery of the damping force generating mechanism 14, and the periphery of the damping force generating mechanism 14 and the coil spring 15 are covered. The cover 16 has a structure that can be expanded and contracted, and the cover 16 is configured such that the cylindrical small-diameter portion 16a can enter and exit the cylindrical large-diameter portion 16b. " Accordingly, the structure of the vibration damping device shown in FIG. 5 was confirmed. As a result, the coil spring 15 was normally extended to the maximum length, and the coil spring 15 was restrained by the cylindrical cover in the extending direction. Cannot be generated. On the other hand, the compression direction is a structure that exerts an urging force that the coil spring 15 opposes. In other words, the vibration damping device 7 is not configured to be neutrally held in a normal state (no load state).

  For this reason, for example, when the vibration damping device 7 shown in FIG. 5 is attached across the upper width direction of adjacent vehicle bodies as shown in FIGS. 8 and 9 of Patent Document 2, the vehicle body is attached only in one direction in the vehicle width direction. The vibration damping device 7 does not function in the opposite direction. In addition, when the pair of vibration damping devices 7 and 7 are mounted so as to face each other as shown in FIG. 10 of Patent Document 2, the vehicle body receives a biasing force from the coil spring 15 in both directions in the vehicle width direction and cant when passing the curve. As a result, there is an effect of reducing wheel load loss caused by twisting the vehicle body or reducing rolling vibration during straight running. However, it is necessary to carry out the state in which the coil springs 15 on both sides are compressed when attaching the vibration damping devices 7 and 7 on both sides.

  The present invention has been made in view of the above-described points, and reduces wheel load loss caused by the vehicle body being twisted by a cant at the time of passing through a curve, reduces rolling vibration during straight running, and improves vehicle running stability. Another object of the present invention is to provide a vehicle-to-vehicle traveling stabilization device that can improve the ride comfort.

  In order to achieve the above object, a vehicle body stabilizing device between vehicles according to the present invention connects lower portions of adjacent vehicle bodies via lower connecting means, and between the adjacent vehicle body end faces in the upper vehicle width direction. Alternatively, at least one side portion (or both side portions) is provided with a vibration damping device that is neutral in a normal state and stretchable between the vehicle bodies in the vertical direction, and between the vehicle bodies generated during traveling by the vibration damping device. The present invention is characterized in that the torsion of the vehicle body when the relative angular displacement occurs is relaxed and absorbed.

  According to the vehicle body stabilization device between vehicles having the above-described configuration, a vibration damping device that maintains a neutral position in a normal state and can be expanded and contracted is provided along the vehicle body width direction or the vertical direction at an upper part or a side part between adjacent vehicle bodies. Between the vehicle bodies that are interposed between the vehicle bodies, and thus the upper or side portions between adjacent vehicle bodies are connected to each other via the vibration damping device, and are generated mutually during traveling by the vibration damping device. The acting force in the vehicle width direction of the upper part or the vertical direction of the side part is absorbed. Therefore, in addition to being able to reduce rolling vibration, pitching vibration and yawing vibration of the vehicle body during straight running, it is possible to smoothly pass through the curve during curved running, to prevent wheel slipping, and to improve running stability and ride comfort. Can be planned.

  According to a second aspect of the present invention, the vibration damping device includes a fluid pressure damper and a compression spring arranged in parallel or in series. The compression spring is pre-compressed and displaced in the compression direction. It can be set as the structure which produces urging | biasing force.

  With this configuration, it is possible to provide the damping device with an acting force in the upper vehicle width direction or in the vertical direction between the adjacent vehicle bodies simply by providing at least one vibration damping device between the adjacent vehicle bodies. Absorbed. In addition, since any acting force acts in the direction of compressing the spring and is absorbed by an increase in the compressive force of the spring, the load on the spring is small. In addition, when a pair of vibration control devices are opposed to each other and mounted between the upper parts of the vehicle body, for example, it is not necessary to compress the vibration control devices on both sides against the springs at the same time.

  According to a third aspect of the present invention, both ends of the vibration damping device can be pivotably attached to an upper portion or at least one side portion of the vehicle body end surface via a spherical joint.

  With this configuration, the acting force generated by the relative displacement between the vehicle bodies is transmitted to the vibration damping device without difficulty, and the vibration damping device is expanded or compressed, and the relative compression is always increased by slightly increasing the compression force of the spring. Since the torsion of the vehicle body due to is reduced, the burden on the vehicle body is reduced.

  According to a fourth aspect of the present invention, the lower connecting means of the adjacent vehicle bodies is constituted by a pair of spherical joints which are attached to the lower portions of the vehicle bodies facing the lower portions of the vehicle bodies and are fitted to each other. it can.

  By configuring in this way, it is possible to generate a force corresponding to rolling, which is a relative angular displacement due to rocking in the width direction between the vehicle bodies, or pitching, which is a displacement in the vertical direction. Do not put a burden on the car body.

  Since the vehicle body travel stabilization device according to the present invention has the above-described configuration, the following excellent effects are produced. That is, the lower parts of the adjacent vehicle bodies are connected by the lower connecting means having a spherical bearing, and the neutral state is maintained in the normal state in the upper vehicle width direction or the vertical direction of at least one side between the adjacent vehicle body end faces. A telescopic vibration damping device is interposed between the vehicle bodies, and the vibration damping device absorbs the torsion of the vehicle body when a relative angular displacement between the vehicle bodies occurs during travel. Torsional angular displacement mitigates the generation of unreasonable forces between vehicles, reduces swinging and vibration such as the connected vehicle rolling and pitching during straight running, and smoothing during curving It is possible to pass the curve to improve the running stability and ride comfort.

  DESCRIPTION OF EMBODIMENTS Hereinafter, an embodiment of a vehicle body travel stabilization device according to the present invention will be described with reference to the drawings.

  FIG. 1 is a perspective view schematically showing a vehicle formation provided with an inter-vehicle travel stabilization device according to a first embodiment of the present invention, and FIG. 2 is an illustration of a three-body two-carriage equipped with the inter-vehicle travel stabilization device of FIG. FIG. 3 is a side view showing an example of a vehicle organization, FIG. 3 is a cross-sectional view showing a structural example of a vibration damping device of the inter-vehicle traveling stabilization device according to the first embodiment of the present invention, and FIG. 4 shows the spring characteristics of the vibration damping device of FIG. FIG. FIG. 5 is a cross-sectional view showing a state in which the upper and lower ends of the vibration damping device of the inter-vehicle traveling stabilization device according to the first embodiment of the present invention are pivotably attached to one side of the vehicle body via a universal joint. A part of the vibration device is omitted. 6 is a cross-sectional view showing a structural example of the lower connecting means between the vehicle bodies according to the first embodiment of the present invention, and FIG. 7 is a plan view showing a structural example of the upper connecting means between the vehicle bodies according to the first embodiment of the present invention. is there. FIG. 8 is an end view showing a state in which the vibration damping device is interposed on both side portions between the vehicle bodies of the traveling stabilization system between vehicle bodies according to the first embodiment of the present invention. ) Represents a rolling state.

  As shown in FIGS. 1 and 2, an inter-vehicle travel stabilization device 1 according to a first embodiment of the present invention includes an upper portion 1 between a vehicle body 3 of a leading vehicle and a vehicle body 2 of an intermediate vehicle in a three-body two-vehicle vehicle formation. It is applied to the place. This vehicle organization is composed of a vehicle body 3 of the leading vehicle, a vehicle body 2 of the intermediate vehicle, and a vehicle body 4 of the rear vehicle, and each of the vehicle bodies 3 and 4 of the front and rear parts is provided with a carriage unit 5, respectively. The intermediate vehicle is a floating vehicle body 2.

  The inter-vehicle travel stabilization device 1 includes a vibration damping device 7 that is maintained in a neutral position in a normal state and can be expanded and contracted and has a damper 12 (see FIG. 3) having an appropriate damping force. As shown in FIGS. 1, 2, and 8, the vibration damping device 7 is attached in the vertical direction (vehicle body height direction) on both side portions between the adjacent intermediate vehicle body 2 and the leading vehicle body 3. . That is, since both side portions of the adjacent intermediate vehicle body 2 and the leading vehicle body 3 are connected to each other via a pair of left and right vibration damping devices 7 and 7 ', the intermediate vehicle body 2 and the leading vehicle body generated during traveling are connected. The relative acting force (mainly rolling and pitching) between the three in the vehicle width direction and the vertical direction is configured to be absorbed by the pair of vibration damping devices 7 and 7 '.

  Specifically, as shown in FIG. 5, support brackets 8, 8 ′ protrude from the upper one side and the lower other side of the leading vehicle body 3 toward the rear, and the lower one side and the upper portion of the intermediate vehicle body 2. Support brackets 9 and 9 'project forward from the other side, and one end 7a of the vibration damping device 7 is pivotally connected to the tip of the support bracket 8 of the front vehicle body 3 via the universal joint 10, The other end 7b is pivotally connected to the tip of the support bracket 9 of the intermediate vehicle body 2 via the universal joint 10, and the one end mounting portion 7a of the vibration damping device 7 'is the tip of the support bracket 8' of the leading vehicle body 3. The other end mounting portion 7b is connected to the tip of the support bracket 9 'of the intermediate vehicle body 2 via the universal joint 10 so as to be capable of turning. In this example, the both end mounting portions 7a and 7b of the vibration damping devices 7 and 7 'are pivotally connected to the support brackets 8 and 8' and 9 and 9 'via the ball joint 10, as shown in FIG. Has been. Each universal joint 10 has a structure in which a convex sphere 10a and a concave spherical receiving seat 10b are rotatably connected in all directions, and one (the convex sphere 10a in this example) is a support bracket 8, 8 ', 9 -It is integrally fixed to the tip of 9 ', and the other (concave spherical receiving seat 10b) is integrally fixed to the mounting portions 7a, 7b of the vibration damping devices 7, 7', respectively.

  Further, in the present embodiment, as shown in FIG. 3, each of the vibration damping devices 7 and 7 ′ includes an air damper or an oil damper with an orifice (hereinafter referred to as a fluid pressure damper) having a piston rod 12a and a cylinder 12c integrally provided with a piston 12b. 12) and a coil spring 13 which is compressed around the middle portion in the longitudinal direction of the fluid pressure damper 12, and a stopper 12d and a stopper 12e are disposed near both longitudinal ends of the cylinder 12d of the fluid pressure damper 12. Each projectes outward. Further, the fluid pressure damper 12 and the coil spring 13 are inserted into a cylindrical cover 14 whose one end (the right side in FIG. 3) is opened so that the right end portion of the fluid pressure damper 12 can protrude. Stoppers 14a and 14b are projected inwardly at the middle position of the peripheral wall near one end (right side) and the other end (left side) in the longitudinal direction. Stopper rings 13a and 13b which are located on both sides of the coil spring 13 and slide along the longitudinal direction of the cylinder 12c of the fluid pressure damper 12 are engaged with both stoppers 14a and 14b. With this configuration, the vibration damping devices 7 and 7 ′ are held in the neutral position in a normal state (see FIG. 3A), the fluid pressure damper 12 is damped and compressed during compression (see FIG. 3B), and the coil spring. 13 is compressed against the spring force, and when it is extended (see FIG. 3C), the fluid pressure damper 12 is damped and extended, and the coil spring 13 is compressed against the spring force. With this configuration, as shown in FIG. 4, the coil spring 13 is held in the neutral (0) position by the precompression force, and is proportional to the spring coefficient of the coil spring 13 with respect to the external force in the extension direction and the compression direction. It takes effect.

  Now, the lower parts of the adjacent intermediate vehicle body 2 and the front and rear vehicle bodies 3 and 4 are, as shown in FIGS. Are connected to each other. The lower connecting means 16 are respectively attached to the lower portions between the adjacent intermediate vehicle body 2 and the front vehicle body 3 and between the intermediate vehicle body 2 and the rear vehicle body 4, and support intermediates 2 are respectively provided at lower portions of the front and rear surfaces of the intermediate vehicle body 2. And a downward concave hemispherical body 18 attached to the rear lower portion of the front vehicle body 3 and a lower front surface of the rear vehicle body 4 via a support stay 19. The pair of hemispherical bodies 18 and 20 are formed in a concavo-convex shape that fits in a mutually rotatable manner, and the hemispherical bodies 18 and 20 are rotatable and slidable with respect to each other in a state where they are fitted up and down. Articulated.

  Moreover, the upper part between the adjacent intermediate vehicle body 2 and the rear vehicle body 4 is mutually connected by the upper connection means 21 which can turn as shown in FIG.1, FIG.2. As shown in FIG. 7, the upper connecting means 21 has support rods 23 and 24 projecting from the center of one vehicle body to the center of the other vehicle body, and the front ends of both support rods 23 and 24 are cross-shaped. It is connected via a pin joint 22 having a pin 22a so as to be able to turn.

  In the vehicle formation (FIGS. 1 and 2) provided with the inter-vehicle traveling stabilization device 1 of this embodiment, the vehicle during linear traveling vibrates mainly due to an irregular track. For example, vertical vibration due to the height difference of the track, pitching vibration, rolling vibration caused by canting and centrifugal force during curve traveling, yawing vibration, and the like. Since the lower parts of the intermediate body 2 and the front and rear bodies 3 and 4 are connected by the lower connecting means 16, the lower connecting means 16 becomes the rolling center in rolling vibration. At this time, a reaction force (resistance force) and a damping force for relaxing and absorbing the rolling action are generated by the expansion and contraction of the damping devices 7 and 7 ′ interposed between the both side portions of the intermediate body 2 and the front body 3. Therefore, rolling vibration is reduced and vibrations of the intermediate vehicle body 2 and the head vehicle body 3 are suppressed. In addition, since the vibration damping devices 7 and 7 ′ of the present embodiment are interposed along the vertical (height) direction of the vehicle body, they are mainly effective in reducing rolling vibration and pitching vibration. Since both sides of the end face of the vehicle body are provided in parallel at the same position in the vertical direction, it is also effective for jogging vibration coupled to rolling.

  Further, in the above three-body two-car train formation (see FIGS. 1 and 2) provided with the inter-vehicle travel stabilization device 1 of the present embodiment (see FIGS. 1 and 2), the vehicle body 2 and the vehicle body 3 follow the degree of inclination of the cant during curve traveling. Furthermore, vibration is suppressed while allowing a certain degree of rolling. In other words, the cant is provided in the curved portion of the track so that the outer track is higher than the inner track, and this causes twisting of the vehicle bodies 2 and 3, so the upper and lower connecting portions between the vehicle bodies 2 and 3 are Try to move relatively. For example, if adjacent vehicle bodies are constrained at the top, relative angular displacement between the vehicle bodies 2 and 3 is not possible due to the forced torsion of the vehicle bodies, so that the curves cannot be smoothly passed. On the other hand, in the inter-vehicle travel stabilization device 1 of the present embodiment, the vehicle body 2 by torsion is caused by the expansion and contraction of the vibration damping devices 7 and 7 'interposed between the intermediate vehicle body 2 and the front vehicle body 3. -Since a relative angular displacement of 3 is allowed, the curve can be smoothly passed. Further, the various vibrations of the vehicle bodies 2 and 3 are reduced by the damping force effect of the dampers 12 of the vibration damping devices 7 and 7 ', and the riding comfort is improved. On the other hand, the intermediate vehicle body 2 and the rear vehicle body 4 are connected to each other by connecting means 16 and 21 that can turn the upper and lower parts, and the intermediate vehicle body 2 is a floating vehicle body without a carriage. -4 operates almost integrally.

  FIG. 9: is a front view which shows the state with the damping device interposed in the one side part between vehicle bodies of the traveling stabilization apparatus between vehicle bodies concerning Example 2 of this invention, (a) is a stationary state, (b ) Represents a rolling state.

  The vehicle body stabilization device 1-1 of the present embodiment is different from the device 1 of the first embodiment in that one vibration damping device 7 is interposed across one side portion of the vehicle body end surface. One end of the vibration damping device 7 is attached to one side upper part of one vehicle body end face, and the other end is attached to the same side lower part of the opposite car body end face via a universal joint 10 so as to be able to turn in all directions. . Further, the lower part between the vehicle bodies is connected by the lower connecting means 16 shown in FIG. Also in the case of this example, the adjacent vehicle bodies during running due to running on a curved road or irregular trajectory may cause rolling or pitching around the center of the spherical bearing of the lower connecting means 16. The vibration damping device 7 arranged in the direction absorbs and relaxes rolling vibration and pitching vibration. Since other configurations are the same as those of the apparatus 1 of the first embodiment, common members are denoted by the same reference numerals in FIG.

  FIG. 10 is a front view showing a state in which the vibration damping device is interposed in the upper portion between the vehicle bodies of the inter-vehicle traveling stabilization device according to the second embodiment of the present invention, where (a) shows a stationary state, (b) Represents a rolling state.

  The vehicle body stabilizing device 1-2 of the present embodiment is different from the device 1 of the first embodiment in that one vibration damping device 7 is interposed between the upper portions of the vehicle body end faces along the vehicle width direction. It is. One end of the vibration damping device 7 is attached to one end face of the vehicle body, and the other end is attached to the opposite end face of the vehicle body via a universal joint 10 so as to be able to turn in all directions. Further, the lower part between the vehicle bodies is connected by the lower connecting means 16 shown in FIG. In the case of this example, the vehicle bodies adjacent to each other during traveling due to traveling on a curved road or an irregular track cause rolling or pitching around the center of the spherical bearings 18 and 20 of the lower connecting means 16. The vibration damping device 7 arranged in the vehicle width direction absorbs and relaxes rolling vibration and pitching vibration. Since other configurations are common to the apparatus 1 of the first embodiment, common members are denoted by the same reference numerals in FIG. 10 and description thereof is omitted.

  FIG. 11 is a cross-sectional view showing another embodiment of the vibration damping device. In this example, the damper is not integrally provided. Therefore, the dampers are installed in parallel as necessary.

  In the vibration damping device 7-1 of this example, a pair of spring cases 32 and 32 having both ends 32a and 32b are abutted together and loaded in a cylindrical cover 31 having one end 31b opened, and the mandrel 33 is mounted. One end protrudes from the opening 31 b of the cylindrical cover 31 and is inserted into the spring case 32. The mandrel 33 is integrally provided with an attachment ring 35 at the outer end, and a locking ring 33a is projected outwardly in the radial direction slightly closer to the inner end than the intermediate position in the axial direction. Further, an attachment ring 34 (reference numeral 7 a in FIG. 3) corresponding to the attachment ring 35 (reference numeral 7 b in FIG. 3) of the mandrel 33 is integrally projected on the other end of the cylindrical cover 31. In each spring case 32, a pair of coil springs 37 are mounted around the mandrel 33 with a locking ring 33 a interposed therebetween, and stopper rings 37 a and 37 b move along the mandrel 33 at both ends of each coil spring 37. It is freely inserted. The stopper rings 37a and 37b engage with both end openings 32a and 32b of the spring case 32, and the outer diameter of the locking ring 33a of the mandrel 33 is set slightly smaller than the inner diameter of the opening 32a on the inner side of the spring case 32. Is inserted. In FIG. 11, reference numeral 31 a denotes a locking step, which protrudes inward toward the end opposite to the opening 31 b on the inner peripheral surface of the cylindrical cover 31, and engages one end of the spring case 32 on the right side of the drawing. Stopped.

  With the above configuration, the vibration damping device 7-1 is normally balanced by the two pre-compressed coil springs 37 as shown in FIG. On the other hand, when the vibration damping device 7-1 is compressed as shown in FIG. 11B, the coil spring 37 on the right side of the drawing is compressed to generate a drag (spring force) in the anti-compression direction. On the other hand, when the vibration damping device 7-1 is extended, the left coil spring 37 is compressed as shown in FIG. 11C, and a drag force in the anti-extension direction is generated. FIG. 4 is a diagram showing the spring characteristics of the vibration damping device 7, but the spring characteristics of the vibration damping device 7-1 of this example are the same as those of the vibration damping device 7. As shown in FIG. The spring 37 is held in the neutral (0) position by the precompression force, and an effect proportional to the spring coefficient of each coil spring 37 is generated with respect to the external force in the extension direction and the compression direction. The vibration damping device 7-1 of this example can omit the two spring cases 32 by making the stopper ring 37b at one end of the coil spring 37 have an outer diameter that engages with the locking step 31a. .

  FIG. 12 is a cross-sectional view showing a third embodiment of the vibration damping device. In this example, the damper is not integrally provided. Therefore, the dampers are installed in parallel as necessary.

  In the vibration damping device 7-2 of this example, in the cylindrical cover 41 having one end 41b open, a ring-shaped locking piece 41a projects inwardly on the inner periphery in the vicinity of the other end, and the mandrel 43 is a cylindrical cover. One end is protruded from the opening 41b of 41 and is inserted. The mandrel 43 is integrally provided with an attachment ring 45 at the outer end, and a locking ring 43a projects radially outward from the intermediate position in the axial direction. In addition, an attachment ring 44 corresponding to the attachment ring 45 of the mandrel 43 is integrally projected at the other end of the cylindrical cover 41. In the cylindrical cover 41, a pair of coil springs 47 are mounted around the mandrel 43 with a locking ring 43a interposed therebetween. Each coil spring 47 is loaded so as to abut each other in a pre-compressed state and cancel out the spring force.

  With the above configuration, the vibration damping device 7-2 is normally balanced by the two pre-compressed coil springs 47 as shown in FIG. On the other hand, when the vibration damping device 7-2 is compressed as shown in FIG. 12B, a reaction force is generated until the coil spring 47 on the left side of the drawing expands and exceeds the natural length, and the coil spring 47 has a natural length. Becomes zero spring force. On the other hand, the coil spring 47 on the right side of the figure is compressed and generates a drag (spring force) in the anti-compression direction. Conversely, when the damping device 7-2 is extended, the right coil spring 47 is extended as shown in FIG. 12C, and the left coil spring 47 is compressed to generate a drag force in the anti-compression direction. . FIG. 13 is a diagram showing the spring characteristics of the vibration damping device 7-2, which is normally held at the neutral (0) position by the pre-compression force of the two coil springs 47, and is predetermined with respect to external forces in the extension direction and the compression direction. Until the length is compressed or extended, a spring force proportional to a spring coefficient twice as large as that of each coil spring 47 is generated. When a predetermined length is exceeded, an effect proportional to the spring coefficient of one coil spring 47 is generated. .

  FIG. 14 is a side view schematically showing a vehicle organization of a five-body three-wheeled vehicle to which the vibration damping devices 7 and 7 ′ of the inter-vehicle traveling stabilization device 1 according to the first embodiment of the present invention are attached, and FIG. FIG. 16 is a side view schematically showing the formation of a three-body three-wheeled vehicle to which the vibration damping devices 7 and 7 ′ of the inter-vehicle traveling stabilization device 1 are attached. FIG. It is a side view which shows roughly the 3 body vehicle organization of the articulated carriage to which 7 * 7 'was attached. As shown in FIGS. 14-16, between the vehicle body 53 * 54 which adjoins the intermediate vehicle body 52, the damping devices 7 and 7 'are interposed in the up-down direction between the both sides of the vehicle body end surface. 14 and 15, the lower part is connected by the lower connecting means 16, but in the case of FIG. 16, it is connected by the connecting cart 6. In any case, the intermediate vehicle body 52 and the adjacent vehicle bodies 53 and 54 are allowed to roll, pitch and yaw each other. In the case of the vehicle composition shown in FIG. 14, the lower body connecting means 15 is connected to the lower part of the vehicle body 53 and the front vehicle body 51 and the vehicle body 54 and the rear vehicle body 55, and the vehicle bodies 53 and 54 are floating vehicle bodies. .

  In each of the knitted vehicles shown in FIGS. 14 to 16, the vibration damping devices 7 and 7 ′ of the vehicle body stabilizing device 1 exhibit a vibration damping function as in the knitted vehicles of FIGS. 1 and 2, and rolling vibration and pitching vibration. In addition, it absorbs and relaxes yawing vibration coupled to rolling vibration.

  FIG. 17 is a side view schematically showing a vehicle organization of a five-body three-wheeled vehicle to which the vibration damping device 7 of the inter-vehicle traveling stabilization device 1-1 according to the second embodiment of the present invention is attached, and FIG. FIG. 19 is a side view schematically showing a vehicle formation of a three-body three-wheeled vehicle to which the vibration damping device 7 of the inter-vehicle travel stabilization device 1-1 is attached. FIG. 19 is also a vibration damping device of the inter-vehicle travel stabilization device 1-1. It is a side view which shows roughly the 3 body vehicle organization of the articulated cart to which 7 is attached. In each knitted vehicle shown in FIGS. 17 to 19, the vibration damping device 7 ′ of the vehicle body stabilizing device 1-1 exhibits a vibration damping function as in the knitted vehicle of FIGS. 14 to 16, and generates rolling vibration and yawing vibration. Absorb absorption.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view schematically showing a vehicle knitting provided with an inter-vehicle travel stabilization device according to Embodiment 1 of the present invention. It is a side view which shows the example of vehicle organization of 3 vehicle body 2 trolley | bogies provided with the traveling stabilization apparatus between vehicle bodies of FIG. It is sectional drawing which shows the structural example of the damping device of the traveling stabilization apparatus between vehicle bodies concerning Example 1 of this invention. It is a diagram which shows the spring characteristic of the damping device. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a cross-sectional view showing a state in which upper and lower ends of a vibration damping device of an inter-vehicle running stabilization device according to a first embodiment of the present invention are turnably mounted between one side of a vehicle body via a universal joint. Is partially omitted. It is sectional drawing which shows the structural example of the lower connection means between the vehicle bodies concerning Example 1 of this invention. It is a figure which shows the structural example of the upper connection means of the connection part of the side which is not providing the traveling stabilization apparatus between vehicle bodies concerning Example 1 of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is an end elevation which shows the state by which the damping device was installed in the both sides between vehicle bodies of the traveling stabilization apparatus between vehicle bodies concerning Example 1 of this invention, (a) is a stationary state, (b) is rolling. Represents a state. The end view which shows the state by which the damping device was installed in the one side part between vehicle bodies of the traveling stabilization apparatus between the vehicle bodies concerning Example 2 of this invention, (a) is a stationary state, (b) is rolling. Represents a state. The end view which shows the state by which the damping device was interposed in the upper part between vehicle bodies of the traveling stabilization apparatus between the vehicle bodies concerning Example 3 of this invention, (a) is a stationary state, (b) is a rolling state. Represents. It is sectional drawing which shows the Example from which a damping device differs, In the case of this example, it is not equipped with the damper integrally. It is sectional drawing which shows 3rd Example of a damping device, and the damper is not integrally provided also in this example. It is a diagram which shows the spring characteristic of the damping device 7-2. It is a side view which shows roughly the vehicle organization of 5 body 3 bogies to which the damping device 7 * 7 'of the vehicle body travel stabilization apparatus 1 concerning Example 1 of this invention was attached. Similarly, it is a side view schematically showing a vehicle formation of a three-body three-wheeled vehicle to which the vibration damping devices 7, 7 ′ of the inter-vehicle body stabilizing device 1 are attached. Similarly, it is a side view schematically showing a three-body vehicle formation of an articulated carriage to which vibration damping devices 7 and 7 ′ of the inter-vehicle traveling stabilization device 1 are attached. It is a side view which shows roughly the vehicle organization of the 5 body 3 bogie with which the damping device 7 of the traveling stabilization apparatus 1-1 concerning the Example 3 of this invention was attached. Similarly, it is a side view schematically showing a vehicle organization of a three-body three-wheeled vehicle to which a vibration damping device 7 of the inter-vehicle body stabilizing device 1-1 is attached. Similarly, it is a side view schematically showing a three-body vehicle formation of an articulated carriage to which the vibration damping device 7 of the inter-vehicle traveling stabilization device 1-1 is attached.

Explanation of symbols

1.1-1.1-2 Travel Stabilization Device Between Vehicles 2-4 Car Body 5 Carriage Unit 6 Articulated Car 7, 7 ', 7-1, 7-2 Vibration Control Device 8, 8', 9, 9 ' Bracket 10 Universal joint 10a Convex sphere 10b Concave spherical seat 12 Fluid pressure damper 13 Coil spring (compression spring)
13a and 13b Stopper ring 14 Cylindrical cover 16 Lower connecting means 18 and 20 Spherical bearing 21 Upper connecting means 22 Pin joint 31 and 41 Cylindrical cover 32 Spring case 33 and 43 Mandrel 33a43a Locking ring 37 and 47 Coil spring

Claims (4)

  The lower part of the adjacent vehicle body is connected via the lower connecting means, and the vibration control system is capable of extending and contracting in the normal state in the upper vehicle width direction or the vertical direction of at least one side between the adjacent vehicle body end surfaces. A vehicle is installed between the vehicle bodies to reduce and absorb the torsion of the vehicle when the relative angular displacement between the vehicle bodies is generated by the vibration control device. Device.   The vibration damping device includes a fluid pressure damper and a compression spring arranged in parallel or in series. The compression spring is pre-compressed and is displaced in the compression direction to generate a biasing force. The vehicle body travel stabilization apparatus according to claim 1, wherein   3. Stabilization of vehicle-to-vehicle travel according to claim 1, wherein both ends of the vibration damping device are pivotally attached to an upper portion or at least one side portion of the vehicle body end surface via a spherical shaft joint. apparatus.   2. The lower connecting means between adjacent vehicle bodies is constituted by a pair of spherical joints which are attached to the lower portions of the vehicle bodies facing the lower portions of the vehicle bodies and are fitted to each other. The traveling stabilization apparatus between the vehicle bodies of any one of -3.

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