JP2011201477A - Railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railroad vehicle which is improved in traveling stability when an abnormal condition such as an earthquake is caused without influencing on performance in ordinary operation.SOLUTION: This railroad vehicle 1 includes a vehicle body 10, a bogie frame 21 installed in a lower part of the vehicle body via an elastic element 22, a vertical motion damper 30 arranged between the bogie frame and the vehicle body and generating a damping force in response to a relative speed in the vertical direction between the bogie frame and the vehicle body, and vertical motion damper operation switching means 38 and 40 for generating the damping force in the vertical motion damper when a relative position enters into a predetermined abnormal range by restricting the generation of the damping force by the vertical motion damper when the relative position to the vehicle body of the bogie frame exists in a predetermined ordinary range.

Description

  The present invention relates to a railway vehicle having improved running stability when an abnormality such as an earthquake occurs.

In general bogie-type railway vehicles, a carriage having a plurality of wheel shafts is attached to the front and rear of the lower part of the vehicle body via spring elements such as pillow springs.
In addition, it is known to provide a vertical motion damper that generates a damping force in accordance with the relative speed between the vehicle body and the carriage frame in parallel with such a pillow spring.

  For example, Patent Document 1 describes a vehicular vibration damping device in which a damping force variable type vertical motion damper is provided on the left and right sides of a carriage frame, and the damping force of the left and right vertical motion dampers is controlled according to the inclination of the vehicle body. ing.

JP 2000-264205 A

It is known that the damping force of the vertical motion damper provided between the vehicle body and the bogie frame affects the running stability when the bogie is vibrated up and down due to, for example, an irregular track or an earthquake.
When the damping force of the vertical motion damper is increased, it is effective against vibrations with a relatively low frequency and large amplitude that may occur due to earthquakes, etc. On the other hand, the running stability may be worse than when the damping force is small.
In view of the above-described problems, an object of the present invention is to provide a railway vehicle that has improved traveling stability when an abnormality such as an earthquake occurs without affecting the performance during normal operation.

The railway vehicle of the present invention that solves the above-described problems includes a vehicle body, a carriage frame that is attached to a lower portion of the vehicle body via an elastic element, and the carriage frame and the vehicle body that are provided between the carriage frame and the vehicle body. And a vertical motion damper that generates a damping force according to a relative speed in the vertical direction, and when the relative position of the carriage frame to the vehicle body is within a predetermined normal range, the damping force generation by the vertical motion damper is limited, And a vertical motion damper operation switching means for generating a damping force in the vertical motion damper when the relative position enters a predetermined abnormal range.
According to the present invention, when the relative position of the bogie frame with respect to the vehicle body is in the normal range, the generation of damping force by the vertical movement damper is limited, so that the running stability during normal running is not adversely affected. In addition, when the relative position enters the abnormal range, the vertical motion damper generates a damping force to ensure the vehicle's running stability even when the bogie frame is vibrated with a large amplitude due to an earthquake or the like. Derailment can be prevented.

In the present invention, the abnormal range may be set based on a relative displacement amount between the vehicle body and the bogie frame assumed when an earthquake occurs.
According to this, when an earthquake occurs, it is possible to reliably generate a damping force in the vertical motion damper and effectively prevent derailment and the like.

In the present invention, the vertical movement damper operation switching means includes a first flow path that passes through a damping force generation mechanism and a second flow path that bypasses the damping force generation mechanism through the flow path of the working fluid of the vertical movement damper. It can be set as the structure switched between flow paths.
According to this, when the relative displacement of the bogie frame with respect to the vehicle body enters an abnormal range, the above-described effect is obtained by switching the flow path of the working fluid of the vertical movement damper from the second flow path to the first flow path. Can be demonstrated reliably. In addition, after an abnormal situation such as an earthquake has converged, the normal state can be restored by switching to the second flow path again.

In the present invention, a first member provided on the vertical motion damper side at a connection portion between the vertical motion damper and the vehicle body or the truck frame, and a second member provided on the vehicle body or the truck frame side. When the relative position of the member and the carriage frame to the vehicle body is within a predetermined normal range, the relative displacement between the first member and the second member is allowed, and the relative position is within a predetermined abnormal range. When it enters, it can be set as the structure which provided the lock mechanism which locks the said 1st member and the said 2nd member.
According to this, the above-described effect can be exhibited only by the mechanical configuration without performing control, and the device configuration can be simplified.

  As described above, according to the present invention, it is possible to provide a railway vehicle having improved traveling stability when an abnormality such as an earthquake occurs without affecting the performance during normal operation.

1 is a schematic side view of a first embodiment of a railway vehicle to which the present invention is applied. It is a schematic diagram which shows the oil-path structure of the vertical motion damper in the rail vehicle of 1st Embodiment, Comprising: The state at the time of normal is shown. It is a schematic diagram which shows the oil path structure of the vertical motion damper in the rail vehicle of 1st Embodiment, Comprising: The state at the time of the occurrence of an earthquake is shown. It is a flowchart which shows control of the vertical motion damper in the rail vehicle of 1st Embodiment. It is a graph which shows the correlation with the damping force of a vertical motion damper, and the running stability of a railway vehicle. It is a schematic diagram which shows the structure of the vertical motion damper in 2nd Embodiment of the railway vehicle to which this invention is applied.

Hereinafter, first and second embodiments of a railway vehicle to which the present invention is applied will be described with reference to the drawings.
<First Embodiment>
FIG. 1 is a schematic side view of the railway vehicle according to the first embodiment.
The railway vehicle 1 is, for example, a bogie type passenger car such as a train. The railway vehicle 1 includes a vehicle body 10 and a carriage 20.
The vehicle body 10 is a portion on which an occupant or the like is loaded, and is composed of a basic structure such as a structure, an interior, and various fittings. The vehicle body 10 is formed as a substantially hexahedron.
Further, below the floor of the vehicle body 10 are provided a bracket 11 which is a vehicle body side mounting portion of a yaw damper 28 which will be described later, and a bracket 12 which is a vehicle body side mounting portion of the vertical motion damper 30.

The carriage 20 is a running device attached to the lower part of the vehicle body 10 and includes a carriage frame 21, a pillow spring 22, a wheel shaft 23, a shaft box 24, a shaft beam 25, a shaft spring 26, a shaft damper 27, a yaw damper 28, and the like. It is configured.
The carts 20 are respectively provided at lower portions of both end portions in the traveling direction of the vehicle body 10.

The carriage frame 21 is a main structural member constituting the carriage 20. The carriage frame 21 is constituted by, for example, side beams provided on the left and right and extending in the front-rear direction, horizontal beams connecting the left and right side beams at the center, end beams connecting the front and rear end portions, and the like.
The bogie frame 21 can turn (provide a bogie angle) about the vertical axis with respect to the vehicle body 10.
The pillow spring 22 is a shock-absorbing spring provided between the horizontal beam of the carriage frame 21 and the lower portion of the vehicle body 10, and includes a spring element such as an air spring.

The wheel shaft 23 is a part assembled by press-fitting two wheels, a gear, a brake disk, and the like into the axle. For example, two wheel shafts 23 are provided for each carriage.
The axle box 24 supports both ends of the axle of the wheel axle 23 so as to be rotatable. The axle box 24 includes a bearing that supports the axle, an axle box body that accommodates the bearing, a lubrication device, and the like.
The shaft beam 25 is a swing arm-like member that supports the axle box 24 so as to be swingable with respect to the carriage frame 21 and is formed in a beam shape extending substantially along the traveling direction of the vehicle. One end of the shaft beam 25 is rotatably connected to a bracket 21 a formed at the lower portion of the carriage frame 21. The other end of the shaft beam 25 is fixed to the shaft box body of the shaft box 24.

  The shaft spring 26 is a spring element that is provided between the carriage frame 21 and the shaft box 24 and supports a load in the vertical direction. The upper end portion of the shaft spring 26 is supported by a spring receiving portion formed on the carriage frame 21. The lower end portion of the shaft spring 26 is supported by the upper portion of the shaft box 24. The shaft spring 26 expands and contracts according to the swinging of the shaft box 24 and the shaft beam 25 with respect to the carriage frame 21.

The shaft damper 27 is a hydraulic shock absorber provided between the carriage frame 21 and the shaft box 24 adjacent to the shaft spring 26. The shaft damper 27 is disposed substantially vertically in the rod axis direction (stretching direction). The shaft damper 27 expands and contracts according to the swinging of the axle box 24 and the shaft beam 25 with respect to the carriage frame 21 and generates a damping force according to the extension / contraction speed.
The upper end portion of the shaft damper 27 is supported by a bracket 21 b formed to protrude from the side beam of the carriage frame 21. Further, the lower end portion of the shaft damper 27 is supported by a bracket 24 a formed to protrude from the shaft box body of the shaft box 24.

  The yaw damper 28 is a hydraulic shock absorber that generates a resistance force (attenuating force) according to the turning angular velocity and prevents the snake behavior when the carriage frame 21 turns relative to the vehicle body 10. The yaw damper 28 is adjacent to the side beam of the carriage frame 21 and is disposed substantially along the traveling direction of the vehicle 1. The end of the yaw damper 28 on the vehicle body 10 side is connected to the bracket 11 via an elastic body mount. On the other hand, the end of the yaw damper 28 on the cart frame 21 side is connected to a bracket 21c provided protruding from the side surface of the cart frame 21 via an elastic body mount.

A vertical motion damper 30 is provided between the vehicle body 10 and the carriage frame 21 of the carriage 20.
The vertical motion dampers 30 are respectively provided on the left and right side portions of the carriage frame 21 and are arranged with the rod axis direction (extension / contraction direction) substantially along the vertical direction.
The upper end portion and the lower end portion of the vertical motion damper 30 are attached to the side surfaces of the side beams of the bracket 12 and the carriage frame 21 via, for example, a vibration-proof shock absorbing rubber.
The vertical motion damper 30 is a hydraulic shock absorber that generates a damping force in accordance with the vertical speed of the carriage frame 21 relative to the vehicle body 10.
Further, the vertical motion damper 30 can select a state in which the damping force is not substantially generated and a state in which the damping force is generated by switching the flow path of the damper oil that is the working fluid.

As shown in FIGS. 2 and 3, the vertical movement damper 30 includes a cylinder 31, a piston 32, and a rod 33.
The cylinder 31 is a cylindrical container in which damper oil that is a working fluid is sealed.
The inside of the cylinder 31 is partitioned from the piston 32 into a first chamber 31a on the rod 33 side and a second chamber 31b on the non-rod side.
Further, an attachment portion 31 c that is attached to the bracket 12 on the vehicle body 10 side is provided at the end portion of the cylinder 31.

  The piston 32 is inserted on the inner diameter side of the cylinder 31 and is movable along the axial direction of the cylinder 31. The piston 32 partitions the first chamber 31a and the second chamber 31b described above, and is provided with a flow path 32a with a check valve that allows the damper oil to flow from the second chamber 31b to the first chamber 31a.

The rod 33 is a columnar member that is fixed to the piston 32 and protrudes from one end side of the cylinder 31.
An attachment portion 33 a that is attached to the carriage frame 21 is provided at an end portion of the rod 33.

The cylinder 31 is connected to a pipe 34 for discharging damper oil from the first chamber 31a.
The cylinder 31 is connected with a pipe 35 for returning damper oil to the second chamber 31b. A check valve 35 a that allows damper oil to pass only from the pipe 35 side to the cylinder 31 side is provided at a connection portion between the pipe 35 and the cylinder 31.
The pipe 34 and the pipe 35 are connected by a pipe 36.

An orifice 37 is provided at an intermediate portion of the pipe 36. The orifice 37 is a throttle portion that generates a damping force by a fluid resistance when the damper oil passes through.
A solenoid valve 38 that can be opened and closed by a solenoid is provided upstream of the orifice 37 of the pipe 36 (on the pipe 34 side).
The pipes 34, 35, and 36 constitute a damping force generation circuit for the vertical movement damper 30 in cooperation.

Further, the pipe 34 and the pipe 35 are also connected by a bypass pipe 39. A check valve 39 a that allows damper oil to pass only from the bypass pipe 39 side to the pipe 35 side is provided at a connection portion of the bypass pipe 39 with the pipe 35.
A solenoid valve 40 that switches communication and blocking of the bypass pipe 39 is provided at an intermediate portion of the bypass pipe 39.

The vertical motion damper 30 is provided with a stroke sensor (not shown) that detects the relative position of the piston 32 with respect to the cylinder 31. This relative position changes according to the relative displacement in the vertical direction between the vehicle body 10 and the carriage frame 21.
The output of the stroke sensor is input to a damper control unit (not shown).
The damper control unit determines whether the relative position of the piston 32 with respect to the cylinder 31 is a preset normal range or an abnormal range, and switches between opening and closing of the solenoid valves 38 and 40 according to the determination result.

Here, the normal range is a range that the piston 32 can take with respect to the cylinder 31 during normal operation of the railway vehicle 1.
The abnormal range is an area exceeding the upper limit and lower limit of the normal range. When the piston 32 takes such a relative position with respect to the cylinder 31, an abnormal state such as a large earthquake occurs. Is considered to be.
In the first embodiment, for example, when the relative rise amount of the vehicle body 10 with respect to the bogie frame 21 with respect to the stationary state of the railway vehicle 1 exceeds 80 mm, it is determined that it is within the abnormal range.

In the normal state shown in FIG. 2, the solenoid valve 38 is closed and the solenoid valve 40 is opened.
In this case, when the piston 32 strokes to the extension side, the damper oil flows from the first chamber 31a side of the cylinder 31 to the second chamber 31b side through the bypass pipe 39 and does not pass through the orifice 37. The dynamic damper 30 does not substantially generate a damping force.

On the other hand, in an abnormal state such as the occurrence of an earthquake shown in FIG. 3, the solenoid valve 38 is opened and the solenoid valve 40 is closed.
In this case, when the piston 32 is stroked to the expansion side, the damper oil passes through the orifice 37 via the pipe 36, so that the damper damping force generation circuit is opened, and the vertical movement damper 30 is Generates a damping force according to the speed.

FIG. 4 is a flowchart showing the control of the vertical motion damper 30 in the first embodiment.
Hereinafter, the steps will be described step by step.

<Step S01: Measurement of damper piston displacement>
The damper control unit detects the relative displacement of the piston 32 with respect to the cylinder 31 based on the output of the stroke sensor.
Thereafter, the process proceeds to step S02.

<Step S02: Abnormality detection determination>
The damper control unit determines whether the relative displacement of the piston 32 with respect to the cylinder 31 is within the normal range or the abnormal range. If it is within the normal range, the process returns to step S01 and the subsequent processing is repeated. On the other hand, if it is within the abnormal range, the process proceeds to step S03.

<Step S03: Opening of damper damping force generation circuit>
The damper control unit opens the solenoid valve 38 and closes the solenoid valve 40 to open the damper damping force generation circuit.
Thereafter, the process proceeds to step S04.

<Step S04: Damper Piston Displacement Measurement>
The damper control unit detects the relative displacement of the piston 32 with respect to the cylinder 31 based on the output of the stroke sensor.
Thereafter, the process proceeds to step S05.

<Step S05: Abnormal termination determination>
For example, when the relative displacement of the piston 32 with respect to the cylinder 31 is within a predetermined range over a predetermined period, the damper control unit proceeds to step S06, and otherwise returns to step S03 to repeat the subsequent processing.
For example, when the state where the relative displacement is 60 mm or less continues for 3 seconds or more, the end of the abnormality can be determined.

<Step S06: Damper Damping Force Generation Circuit Open>
The damper control unit closes the solenoid valve 38, opens the solenoid valve 40, and closes the damper damping force generation circuit (bypass state).
Thereafter, the process returns to step S01 and the subsequent processing is repeated.

FIG. 5 is a graph showing the limit given to the travel safety limit by damping of the pillow spring when, for example, a Shinkansen vehicle is traveled at 350 km / h.
In FIG. 5, the horizontal axis indicates the excitation frequency, and the vertical axis indicates the travel safety limit amplitude.
Further, in FIG. 5, standard damping force data is indicated by a solid line, and data obtained by doubling the vertical damping coefficient is indicated by a dotted line.

As shown in FIG. 5, when the vertical damping coefficient is increased and the damping force is increased, for example, in a low frequency region of 0.6 Hz or less, the driving safety limit amplitude is increased, and driving stability is improved, thereby preventing derailment and the like. Can be seen to increase.
However, it can be seen that, for example, in the high frequency region of 1 Hz or more, the traveling safety limit amplitude is lower than that in the case of the standard damping force. Such small-amplitude vibrations in the frequency domain can be input during normal travel of the railway vehicle 1.

  On the other hand, according to the first embodiment, the vertical motion damper 30 does not substantially generate a damping force in a normal state, and is attenuated only when the relative displacement of the carriage frame 21 with respect to the vehicle body 10 falls within a predetermined abnormal range. By adopting a configuration that generates a force, it is possible to improve running stability at the time of an abnormality such as an earthquake and to prevent derailment without affecting the running stability at the time of normal running.

Second Embodiment
Next, a second embodiment of the railway vehicle to which the present invention is applied will be described.
In addition, about the location substantially the same as 1st Embodiment mentioned above, the same code | symbol is attached | subjected and description is abbreviate | omitted and a difference is mainly demonstrated.

The railway vehicle according to the second embodiment is provided with a vertical motion damper 50 described below instead of the vertical motion damper 30 according to the first embodiment.
As shown in FIG. 6, the vertical motion damper 50 includes a shaft 51 and a lock member 52 at a connection portion with the bracket 12 on the vehicle body 10 side. The bracket 12 includes a claw portion 13 that engages with the lock member 52.
The vertical motion damper 50 does not have a mechanism for changing the presence or absence of the damping force by changing the oil passage like the vertical motion damper 30 of the first embodiment, and always generates a damping force during the stroke between the cylinder and the piston. It is supposed to be.

The shaft 51 is a columnar member that protrudes upward from the upper end portion of the damper 50.
The shaft 51 is inserted into an opening 12 a provided in the bracket 12.
The lock member 52 is a member fixed to the upper end portion of the shaft 51 and is formed in a disk shape having a larger outer diameter than the shaft 51.
On the outer peripheral surface portion of the lock member 52, a groove portion 52a into which the claw portion 13 is inserted and engaged is formed. The cross-sectional shape of the groove 52a is adapted to the shape of the tip of the claw 13.

The claw portion 13 is disposed so as to protrude from the inner peripheral edge portion of the opening 12 a of the bracket 12 toward the shaft 51. The claw portion 13 is urged by a spring 13a, and the tip end portion is in pressure contact with the outer peripheral surface of the shaft 51 in a normal state.
In addition, an obliquely cut slope portion is formed on the upper surface of the tip portion of the claw portion 13.

Normally, even if the bogie frame 21 is relatively displaced in the vertical direction with respect to the vehicle body 10, the tip of the claw portion 13 slides with respect to the outer peripheral surface of the shaft 51. In addition, the vertical motion damper 50 does not make a stroke and does not generate a damping force.
The vertical movement damper 50 has an initial position holding means (not shown) that holds the initial position by preventing the shaft 51 from being lowered by its own weight in a normal state where the claw portion 13 is not engaged with the lock member 52. Is provided. The initial position holding means includes, for example, a spring that urges the shaft 51 from the lower side to prevent the lowering.

On the other hand, for example, when the vehicle body 10 is raised by 80 mm or more with respect to the carriage frame 21, the lower surface portion of the lock member 52 pushes the slope portion of the claw portion 13 and brackets the claw portion 13 in a direction away from the shaft 51. Push into 12 When the groove portion 52a of the lock member 52 and the claw portion 13 have the same height, the claw portion 13 is inserted into the groove portion 52a by the pressing force of the spring 13a, and the lock member 52 is inserted into the bracket by the claw portion 13. 12 is restrained in the vertical direction.
Thereafter, when the vehicle body 10 is displaced relative to the bogie frame 21 in the vertical direction, the vertical movement damper 50 strokes and generates a damping force.

According to the second embodiment described above, in addition to the effects substantially similar to those of the first embodiment described above, the above-described effects are exhibited only by the mechanical configuration without performing electrical and electronic control. It is possible to simplify the apparatus configuration.
Further, by providing the initial position holding means on the shaft 51, the shaft 51 is prevented from being lowered by its own weight, and the relative displacement between the vehicle body 10 and the bogie frame 21 where the vertical motion damper 50 starts to operate becomes uncertain. Can be prevented.

(Other embodiments)
In addition, this invention is not limited only to above-described embodiment, Various application and deformation | transformation can be considered.
For example, the form and configuration of the vehicle body and the carriage can be changed as appropriate.
Further, the position where the vertical movement damper is attached, the number, etc. are not limited to the configuration of each embodiment.
In the first embodiment, the state in which the damping force is generated and the state in which the damping force is not generated are switched. However, the present invention is not limited to this, and the configuration may be such that the magnitude of the damping force is switched. .
Further, the arrangement and configuration of the oil passage as in the first embodiment and the shape and structure of the mechanical switch as in the second embodiment can be changed as appropriate.

DESCRIPTION OF SYMBOLS 1 Railcar 10 Car body 11 Bracket 12 Bracket 12a Opening 13 Claw part 13a Spring 20 Bogie 21 Bogie frame 21a Bracket 21b Bracket 21c Bracket 22 Pillow spring 23 Wheel shaft 24 Shaft box 24a Bracket 25 Shaft beam 26 Shaft spring 27 Shaft damper 28 Yaw damper 30 Yaw damper 28 Dynamic damper 31 Cylinder 31a 1st chamber 31b 2nd chamber 31c Mounting part 32 Piston 32a Flow path 33 Rod 34 Piping 35 Piping 35a Check valve 36 Piping 37 Orifice 38 Solenoid valve 39 Bypass piping 40 Solenoid valve 50 Vertical motion damper 51 Shaft 52 Lock member 52a Groove

Claims (4)

The car body,
A bogie frame attached to the lower portion of the vehicle body via an elastic element;
A vertical motion damper that is provided between the bogie frame and the vehicle body and generates a damping force according to a relative speed in the vertical direction between the bogie frame and the vehicle body;
When the relative position of the carriage frame with respect to the vehicle body is within a predetermined normal range, the generation of a damping force by the vertical motion damper is limited, and when the relative position enters a predetermined abnormal range, the damping force is applied to the vertical motion damper. And a vertical motion damper operation switching means for generating a railway vehicle. The railway vehicle according to claim 1, wherein the abnormal range is set based on a relative displacement amount between the vehicle body and the bogie frame assumed when an earthquake occurs. The vertical movement damper operation switching means includes: a first flow path that passes through a damping force generation mechanism; and a second flow path that bypasses the damping force generation mechanism. The railway vehicle according to claim 1, wherein the railway vehicle is switched between. A first member provided on the vertical motion damper side at a connection point between the vertical motion damper and the vehicle body or the carriage frame; a second member provided on the vehicle body or the truck frame side; When the relative position of the carriage frame with respect to the vehicle body is within a predetermined normal range, the relative displacement between the first member and the second member is allowed, and the relative position is within a predetermined abnormal range. The railway vehicle according to claim 1 or 2, further comprising a lock mechanism that locks the first member and the second member.

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