JP2015074419A - Yaw damper device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a yaw damper device for improving safety in earthquake.SOLUTION: Yaw damper devices 30 provided between a vehicle body 10 of a railway vehicle and a bogie frame 21 installed so that a bogie angle can be imparted to the vehicle body, are provided between right and left side parts 21a of the bogie frame 21 and the vehicle body 10, respectively. Each yaw damper device 30: includes a first hydraulic shock absorber 31 and a second hydraulic shock absorber 32 arranged substantially along a vehicle front-back direction so as to generate a damping force by that one of them extends and the another of them shortens in response to turning around the vertical axis of the bogie frame; and is constituted so that an installation span between a bogie frame side installation place 33 and a vehicle body side installation place 34, and an installation span between the bogie frame side installation place 33 and a vehicle body side installation place 35 become substantially equal.

Description

  The present invention relates to a yaw damper device that is provided between a vehicle body of a railway vehicle and a bogie, and generates a damping force (damping force) according to the rotation of the bogie frame in the yaw direction. Concerning improved ones.

A general railway vehicle is configured by attaching a bogie truck that can be rotated around a vertical axis (a bogie angle can be given) to the lower portion of the vehicle body.
The bogie bogie is configured by attaching, for example, two axles to a bogie frame, which is a structural part constituting the bogie main body, via a primary spring system such as a shaft box support device, a shaft spring, and a shaft damper.
The bogie frame is attached to the vehicle body via a secondary spring system such as a pillow spring or a traction device.

The yaw damper device is vibration damping means provided between the vehicle body and the bogie frame in order to prevent the bogie frame from vibrating in the yaw direction and causing snake behavior to improve the high-speed running performance of the railway vehicle.
For example, in Patent Document 1, when a hydraulic shock absorber is disposed between brackets provided on the side of the carriage frame and the vehicle body and spaced apart in the front-rear direction, the carriage frame rotates in the yaw direction with respect to the vehicle body. A yaw damper device that generates damping force (damping force) is described.
Further, Non-Patent Document 1 describes a configuration in which a pair of hydraulic shock absorbers each having the other end attached to the vehicle body and having different attachment lengths are provided before and after the bracket provided on the carriage frame.

JP 7-208531 A

Mamoru Tanaka, Kenjiro Uebayashi, Akihiko Torii, Masayuki Ueno “Overview of JR Tokai 923 Shinkansen Electric Trajectory Comprehensive Test Vehicle” Japan Railway Vehicle Industry Association, Vehicle Technology No.221, published in March 2001

In the railway vehicle having the bogie and the yaw damper device as described above, when the earthquake occurs, the vehicle body may roll greatly due to the vibration from the track.
In such a case, the stroke in the direction in which the vehicle body descends with respect to the carriage frame is regulated by a stopper or the like, while the stroke in the direction in which the vehicle body rises with respect to the carriage frame is relatively large with respect to the stroke in the downward direction. For this reason, the vehicle body does not swing around a predetermined roll axis, but exhibits a roll behavior in which the left and right are alternately raised.
When such a roll behavior occurs, in the above-described conventional yaw damper device, the left and right dampers have a larger stroke than the other damper, resulting in an unbalance of the damping force generated by the left and right dampers. There is a concern that a yaw moment that rotates the bogie frame about the vertical axis with respect to the vehicle body is generated, and the bogie is turned in the yaw direction to reduce traveling safety.
In view of the above-described problems, an object of the present invention is to provide a yaw damper device with improved safety during an earthquake.

The present invention solves the above-described problems by means described below.
The invention according to claim 1 is a yaw damper device provided between a vehicle body of a railway vehicle and a carriage frame attached to the vehicle body so as to be able to give a bogie angle, the left and right side portions of the carriage frame, the vehicle body, The first is disposed substantially along the vehicle front-rear direction so that one of the two is extended and the other is shortened to generate a damping force according to the rotation of the carriage frame about the vertical axis with respect to the vehicle body. And a mounting span between the mounting position on the cart frame side and the mounting position on the vehicle body side of the first hydraulic shock absorber and the second hydraulic shock absorber. Is a yaw damper device characterized in that they are substantially equal.
According to the present invention, when a roll behavior occurs such that the left and right sides of the vehicle body alternately rise during an earthquake, the yaw direction due to the damping force generated by the first hydraulic shock absorber and the second hydraulic shock absorber is generated. Moments are canceled with each other, the bogie frame can be prevented from rotating in the yaw direction, and traveling safety can be improved.
Furthermore, since the damping force generated in the vertical direction is also increased, it is possible to further improve the traveling safety by suppressing the roll behavior.

In the invention according to claim 2, the first hydraulic shock absorber and the second hydraulic shock absorber have substantially the same damping force generation characteristics and are disposed substantially symmetrically in the vehicle longitudinal direction. The yaw damper device according to claim 1.
According to this, the effect mentioned above can be acquired more reliably.

In the invention according to claim 3, the side frame of the bogie frame has a bogie frame side bracket provided at a central portion in the front-rear direction, and the first hydraulic shock absorber and the second hydraulic shock absorber The mounting location on the trolley frame side is provided on the trolley frame side bracket, and the mounting location on the vehicle body side is provided on a vehicle body side bracket provided before and after the trolley frame side bracket, respectively. A yaw damper device according to claim 2.
According to this, since it is only necessary to provide the left and right independent brackets on the carriage frame, the structure can be simplified and the present invention can be easily applied to an existing carriage.

The invention according to claim 4 is characterized in that the first hydraulic shock absorber and the second hydraulic shock absorber are uniflow type hydraulic shock absorbers. It is the yo-yo damper apparatus described in 1.
According to the present invention, even when a uniflow type hydraulic shock absorber having different damping force generation characteristics on the expansion side and the contraction side is used, the damping force acting between the carriage frame and the vehicle body is the first hydraulic pressure. Since this is the sum of the damping forces generated by the shock absorber and the second hydraulic shock absorber, there is no occurrence of unbalanced damping forces on the left and right sides of the carriage frame.
For this reason, even if it is a comparatively cheap uniflow type hydraulic shock absorber, the running performance is not affected, and the yaw damper device of the present invention can be provided at a low cost.

The invention according to claim 5 is a bi-flow type hydraulic shock absorber in which the first hydraulic shock absorber and the second hydraulic shock absorber generate substantially the same damping force when extended and shortened, The damping force detection means for detecting damping forces generated by the first hydraulic shock absorber and the second hydraulic shock absorber are respectively compared with the damping forces of the first hydraulic shock absorber and the second hydraulic shock absorber. 4. The yaw damper device according to claim 1, further comprising a failure detection unit configured to detect a failure. 5.
The biflow type hydraulic shock absorber has substantially the same damping force generation characteristics on the expansion side and the contraction side.
Therefore, when normal, when one of the first hydraulic shock absorber and the second hydraulic shock absorber strokes on the expansion side and the other on the compression side, the damping force generated by each hydraulic shock absorber is substantially equal. However, an imbalance occurs when one of the hydraulic shock absorbers fails.
According to the present invention, it is possible to detect a failure of the hydraulic shock absorber by monitoring and comparing the damping force of each hydraulic shock absorber.

  As described above, according to the present invention, it is possible to provide a yaw damper device with improved safety during an earthquake.

1 is a schematic two-side view of a railway vehicle carriage provided with an embodiment of a yaw damper device to which the present invention is applied. It is a schematic two-view figure of the bogie for rail vehicles provided with the yaw damper apparatus which is a comparative example of this invention. It is a graph which shows an example of the correlation with the excitation frequency and safety limit amplitude in the yaw damper apparatus of embodiment and a comparative example. It is a graph which shows the other example of the correlation with the excitation frequency and safety limit amplitude in the yaw damper apparatus of embodiment and a comparative example.

Hereinafter, embodiments of a yaw damper device to which the present invention is applied will be described.
FIG. 1 is a schematic two-side view of a railway vehicle carriage provided with the yaw damper device of the embodiment.
Fig.1 (a) is the side view seen from the vehicle width direction (sleeper direction), FIG.1 (b) is the top view seen from upper direction. (Same in FIG. 2)
The yaw damper device of the embodiment is provided in a railway vehicle such as a passenger train for high-speed travel.
The railway vehicle includes a pair of two-axis bogies on the front and rear of the vehicle body.

As shown in FIG. 1, the railway vehicle 1 includes a vehicle body 10, a carriage 20, a yaw damper device 30, and the like.
The vehicle body 10 is substantially constructed by standing a side frame and a side frame upward from the side edge of the underframe, which is a structural member provided on the floor, and a front frame, and closing the upper part with a roof frame. It is formed in a hexahedral shape.

The cart 20 includes a cart frame 21, a wheel shaft 22, a shaft box 23, a shaft spring 24, a pillow spring 25, a traction device 26, and the like.
The carriage frame 21 is a structural member that constitutes the main body of the carriage 20.
The carriage frame 21 has a side beam 21a, a horizontal beam 21b, and the like.
The side beam 21a is a beam-like member that is provided on the left and right sides of the carriage frame 21 and is disposed substantially along the vehicle front-rear direction (rail direction).
The lateral beam 21b is a beam-like member disposed substantially along the vehicle width direction (sleeper direction) so as to connect the center portions of the left and right side beams 21a in the front-rear direction.
For example, a pair of lateral beams 21b are provided apart from each other in the front-rear direction.

The wheel shaft 22 is configured by attaching left and right wheels to both ends of an axle.
A pair of wheel shafts 22 is provided on the front and rear of the carriage 20.
The shaft box 23 includes a bearing that rotatably supports journal portions formed at both ends of the wheel shaft 22 and a lubricating device thereof.
The axle box 23 is attached to the side beam 21a of the carriage frame 21 via an axle box support device (not shown) so as to be displaceable up and down and back and forth within a predetermined range.
The shaft spring 24 is a primary spring provided between the side beam 21 a of the carriage frame 21 and the shaft box 23.
The shaft spring 24 is, for example, a compression coil spring disposed substantially along the vertical direction.

The pillow spring 25 is a secondary spring provided between the upper part in the center part in the front-rear direction of the side beam 21a of the carriage frame 21 and the lower part of the vehicle body.
The pillow spring 25 includes an air spring configured by filling compressed air into an elastic container such as rubber, for example.
The pillow springs 25 are respectively provided on the upper portions of the left and right side beams 21a.
The traction device 26 is provided between the intermediate portion of the horizontal beam 21 b of the carriage frame 21 and the vehicle body 10, and transmits force in the front-rear direction between the vehicle body 10 and the carriage frame 21.

The yaw damper device 30 generates a damping force (damping force) according to the rotation of the carriage frame 21 around the vertical axis (yaw direction) with respect to the vehicle body 10, and suppresses the carriage frame 21 from vibrating in the yaw direction. It is.
The yaw damper device 30 is provided substantially symmetrically on the left and right of the carriage frame 20.
The yaw damper device 30 includes a first damper 31, a second damper 32, a carriage frame side bracket 33, a vehicle body side first bracket 34, a vehicle body side second bracket 35, and the like.

The first damper 31 and the second damper 32 are hydraulic shock absorbers (hydraulic dampers) respectively disposed on the outer side in the vehicle width direction of the side beam 21a of the carriage frame 21, and are relative speeds (stretching speeds) of the piston rod to the cylinder. A damping force (damping force) is generated according to
The first damper 31 and the second damper 32 have substantially the same damping force generation characteristics and are disposed substantially symmetrically in the front-rear direction.
It is preferable that the first damper 31 and the second damper 32 have substantially common specifications.
The first damper 31 and the second damper 32 are horizontally arranged so that the rod axis direction is on a straight line along the vehicle longitudinal direction in the neutral state.
The carriage frame side bracket 33 is formed so as to protrude from the side surface on the outer side in the vehicle width direction at the center portion in the front-rear direction of the side beam 21a.
The end of the first damper 31 on the second damper 32 side and the end of the second damper 32 on the first damper 31 side are connected to the carriage frame side bracket 33, respectively.
The vehicle body side first bracket 34 and the vehicle body side second bracket 35 are formed to protrude downward from the lower portion of the vehicle body 10, and are end portions of the first damper 31 and the second damper 32 on the opposite side to the carriage frame side bracket 33. Are connected.
In the embodiment, the cylinder side of the first damper 31 and the second damper 32 is attached to the carriage frame side bracket 33 side, and the piston rod side is attached to the vehicle body side brackets 34 and 35 side.

The distance (mounting span) between the brackets on the vehicle body side and the carriage frame side to which both ends of the first damper 31 and the second damper 32 are attached is such that the carriage frame 21 is rotated in the yaw direction with respect to the vehicle body 10. It is set to be substantially equal in a neutral state (straight running state).
With such a configuration, the strokes of the first damper 31 and the second damper 32 due to the roll behavior of the vehicle body 10 with respect to the carriage frame 21 are substantially the same even in the roll behavior in which the left and right of the vehicle body 10 are alternately raised by an earthquake or the like. Is equal to

Here, although the first damper 31 and the second damper 32 are relatively inexpensive, uniflow type hydraulic shock absorbers having different damping force generation characteristics on the expansion side and the contraction side can be used.
Although the uniflow type hydraulic shock absorber is rarely used in a yaw damper device in the present embodiment, in the present embodiment, the structure described above does not cause an unbalance of the damping force on the left and right of the carriage frame 21. By using the type, it is possible to suppress an increase in cost for a general yaw damper device. (By doubling the number of dampers, it is possible to simply prevent the cost from doubling.)

Further, as the first damper 31 and the second damper 32, a biflow type hydraulic shock absorber having substantially the same (symmetric) damping force generation characteristics on the expansion side and the contraction side can be used.
In this case, the damping force generated when one of the first damper 31 and the second damper 32 is extended and the other is contracted is substantially equal when each damper is normal.
On the other hand, when one of the dampers fails, an imbalance occurs in the damping force generated by the first damper 31 and the second damper 32.
Therefore, in such a case, it is possible to perform a failure diagnosis of the damper by providing a load sensor such as a load cell for detecting the generated damping force of each of the dampers 31 and 32 and a failure detecting means for comparing the output thereof. Is possible.

Next, the effect of the above-described embodiment will be described in comparison with a comparative example of the present invention described below.
In the comparative example, portions that are substantially the same as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
FIG. 2 is a schematic two-side view of a railway vehicle carriage provided with a yaw damper device of a comparative example.
The yaw damper device 40 of the comparative example is different from the yaw damper device 30 of the embodiment in that only one damper is arranged on the left and right of the carriage frame 21.
The yaw damper device 40 is configured substantially symmetrically by connecting the front and rear of a damper 41 disposed substantially along the vehicle longitudinal direction to a carriage frame side bracket 42 and a vehicle body side bracket 43.
In such a configuration, when a roll behavior occurs such that the left and right of the vehicle body 10 alternately rise due to an earthquake or the like, the strokes of the left and right dampers 41 are unbalanced, and as a result, the damping force is also unbalanced on the left and right. .
At this time, the difference between the damping forces of the left and right dampers 41 may cause a yaw moment that rotates the carriage frame 21 relative to the vehicle body 10 to cause the carriage 20 to rotate in the yaw direction.

Hereinafter, the track excitation frequency when the configuration of the present embodiment and the configuration of the comparative example are applied to a standard-gauge railway vehicle (corresponding to a Japanese Shinkansen) and a narrow-gauge railroad vehicle (corresponding to a Japanese conventional limited express), respectively. The simulation result of the safety limit amplitude with respect to will be described.
The safety limit amplitude is the upper limit trajectory left / right amplitude that is considered to have a sufficiently low possibility that the vehicle will derail.
FIG. 3 shows simulation results for a standard gauge railway vehicle, and FIG. 4 shows a simulation result for a narrow gauge railway vehicle. The horizontal axis indicates the excitation frequency and the vertical axis indicates the safety limit amplitude.
As shown in FIGS. 3 and 4, according to the present embodiment, a significant improvement effect of the safety limit amplitude is recognized in the frequency band of 0.5 to 1.5 Hz with respect to the comparative example.

  As described above, according to the present embodiment, the yaw damper device 30 is configured to have the first damper 31 and the second damper 32 that are provided symmetrically in the front-rear direction and have the same mounting span. Even when a roll behavior occurs in which the left and right sides of the vehicle body 10 are alternately raised, the yaw moment generated by the damping force generated by the first damper 31 and the second damper 32 is canceled mutually, and each damper The bogie frame 21 does not rotate with respect to the vehicle body 10 due to the damping force, and the traveling safety of the railway vehicle 1 can be improved.

(Other embodiments)
In addition, this invention is not limited only to each embodiment mentioned above, A various application and deformation | transformation can be considered.
For example, the arrangement of each damper and bracket in the embodiment is an example, and can be changed as appropriate.
For example, in the embodiment, the first damper and the second damper are arranged substantially in a straight line, connected to the bogie frame at the center, and connected to the vehicle body at both ends, but the first damper and the second damper You may make it connect with a vehicle body in a center part, and connect with a trolley | bogie frame at both ends.
Moreover, it may replace with the structure which arrange | positions each damper on a straight line, and you may arrange | position offset in the up-down direction and the vehicle width direction.

DESCRIPTION OF SYMBOLS 1 Railcar 10 Car body 20 Bogie 21 Bogie frame 21a Side beam 21b Side beam 22 Wheel shaft 23 Shaft box 24 Shaft spring 25 Pillow spring 26 Pulling device 30 Yaw damper device (embodiment) 31 First damper 32 Second damper 33 Cart frame side bracket
34 Car body side first bracket 35 Car body side second bracket 40 Yaw damper device (comparative example) 41 Damper 42 Dolly frame side bracket 43 Car body side bracket

Claims (5)

A yaw damper device provided between a vehicle body of a railway vehicle and a bogie frame attached so as to be able to give a bogie angle to the vehicle body,
The vehicle is provided between the left and right side portions of the bogie frame and the vehicle body, and one vehicle is extended and the other is shortened to generate a damping force in response to the rotation of the bogie frame around the vertical axis with respect to the vehicle body. A first hydraulic shock absorber and a second hydraulic shock absorber disposed substantially along the front-rear direction;
A yaw damper characterized in that the mounting span between the mounting position on the cart frame side and the mounting position on the vehicle body side of the first hydraulic shock absorber and the second hydraulic shock absorber is substantially equal. apparatus. The first hydraulic shock absorber and the second hydraulic shock absorber have substantially the same damping force generation characteristics and are disposed substantially symmetrically in the vehicle longitudinal direction. The described yo-yo damper device. The side frame of the bogie frame has a bogie frame side bracket provided at the center in the front-rear direction,
The mounting positions on the cart frame side of the first hydraulic shock absorber and the second hydraulic shock absorber are provided on the cart frame side bracket, and the mounting points on the vehicle body side are provided on the front and rear of the cart frame side bracket, respectively. The yaw damper device according to claim 1 or 2, wherein the yaw damper device is provided on a vehicle body side bracket. The yaw damper device according to any one of claims 1 to 3, wherein the first hydraulic shock absorber and the second hydraulic shock absorber are uniflow type hydraulic shock absorbers. The first hydraulic shock absorber and the second hydraulic shock absorber are biflow type hydraulic shock absorbers that generate substantially the same damping force when extended and shortened,
Damping force detecting means for respectively detecting the damping force generated by the first hydraulic shock absorber and the second hydraulic shock absorber;
4. The apparatus according to claim 1, further comprising a failure detection unit that detects a failure by comparing damping forces of the first hydraulic shock absorber and the second hydraulic shock absorber. 5. The yo-yo damper device described in 1.

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