JP2017081278A - Railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve ride comfort of a railroad vehicle when an air spring supporting a vehicle body of the railroad vehicle is punctured.SOLUTION: A solenoid valve 42 is equipped, which switches a supply destination of air of an air reservoir 45 between an upper air spring 30A and a lower air spring 30B. Therefore, when the upper air spring 30A or the lower air spring 30B in an expansion state is punctured, air can be supplied to the upper air spring 30A or the lower air spring 30B in a contraction state. In that case, the upper air spring 30A and the lower air spring 30B are formed in the same configuration, each spring coefficient becomes generally the same, and ride comfort of a railroad vehicle 1 after the puncture of the upper air spring 30A or the lower air spring 30B can be maintained generally as the same as that before the puncture. Therefore, as compared with a conventional air spring, the ride comfort of the railroad vehicle 1 after the puncture can be improved.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a railway vehicle, and more particularly, to a railway vehicle that can improve riding comfort when an air spring that supports a vehicle body of the railway vehicle is punctured.

  In case the air spring is punctured, for example, as in Patent Document 1 or Patent Document 2, a main diaphragm and a sub-diaphragm are provided in the air spring, and the vehicle body is normally supported by the main diaphragm, and the main diaphragm is punctured. Is known for supporting the vehicle body with a sub-diaphragm.

Japanese Patent Laid-Open No. 08-028618 (for example, FIG. 1) JP 2008-304000 A (for example, FIG. 1)

  However, the sub-diaphragm of the air spring of Patent Document 1 or 2 described above is provided as a spare for the main diaphragm, and has an effective pressure receiving area and a volume smaller than that of the main diaphragm. That is, the spring constant of the sub diaphragm is larger than that of the main diaphragm. Therefore, when the main diaphragm of the air spring supporting the vehicle body is punctured, there is a problem that the riding comfort of the railway vehicle after puncture is worse than before puncture.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a railway vehicle that can improve the riding comfort after puncture of an air spring that supports the vehicle body of the railway vehicle. .

  In order to achieve this object, the railway vehicle according to claim 1 supplies a carriage having wheels, an upper air spring and a lower air spring that are vertically stacked on the carriage, and supplies the upper air spring and the lower air spring. An air reservoir for storing air for the storage, switching means for switching a supply destination of the air to the upper air spring or the lower air spring, and the carriage supported by the carriage via the upper air spring and the lower air spring. The upper air spring and the lower air spring are set to have the same spring constant.

  The railway vehicle according to claim 2 is the railway vehicle according to claim 1, wherein each of the upper air spring and the lower air spring is formed in the same configuration.

  The railway vehicle according to claim 3 is the railway vehicle according to claim 1 or 2, further comprising exhaust means for exhausting air from the upper air spring or the lower air spring, and the exhaust means is connected to the air reservoir. The air of the upper air spring or the lower air spring that has not been exhausted is exhausted.

  The railway vehicle according to claim 4 is the railway vehicle according to claim 3, further comprising pressure reducing means connected to the upper air spring or the lower air spring via the exhaust means, the upper air spring being The lower air spring comprising: one member; an upper second member disposed opposite to the upper first member; and an upper diaphragm that connects the upper first member and the upper second member to form an upper air chamber. Comprises a lower first member, a lower second member disposed opposite to the lower first member, and a lower diaphragm that connects the lower first member and the lower second member to form a lower air chamber, When the air of the upper air spring is exhausted by the exhaust means, the pressure reducing means has a pressure of the upper air chamber at least higher than atmospheric pressure, and the upper first member and the The pressure is reduced to a pressure lower than the pressure at which the upper second member is separated. When the air of the lower air spring is exhausted by the exhaust means, the pressure of the lower air chamber is at least higher than atmospheric pressure, and the lower first member and the lower second member The pressure is reduced to a pressure lower than the pressure at which the two are separated.

  The railway vehicle according to claim 5 is the railway vehicle according to any one of claims 1 to 4, further comprising detection means for detecting a pressure of the upper air spring or the lower air spring, wherein the detection means is the air It is connected between the dead and the switching means.

  According to a sixth aspect of the present invention, in the railway vehicle according to the fifth aspect, a plurality of the detection means are connected between the air reservoir and the switching means.

  The railway vehicle according to claim 7 is the railway vehicle according to any one of claims 1 to 6, wherein a plurality of the switching means are connected between the air reservoir, the upper air spring, and the lower air spring. The

  According to the railway vehicle of claim 1, since the switching means for switching the supply destination of the air supply to the upper air spring or the lower air spring is provided, when the upper air spring or the lower air spring in the expanded state is punctured, Air can be supplied to the upper air spring or the lower air spring in the contracted state. In this case, since the spring constant of each of the upper air spring and the lower air spring is set to be substantially the same, the riding comfort of the railway vehicle after the puncture of the upper air spring or the lower air spring should be maintained substantially the same as before the puncture. Can do. Therefore, compared with the conventional air spring, there is an effect that the riding comfort of the railway vehicle after puncture can be improved.

  Note that “substantially the same” is intended to allow variation in manufacturing process, material, and measurement. Specifically, “substantially the same” is defined as a range of ± 15%. The same applies to the following description.

  According to the railway vehicle of the second aspect, in addition to the effect produced by the railway vehicle of the first aspect, the upper air spring and the lower air spring are formed in the same configuration. That is, since the effective pressure receiving area and volume of each piece are substantially the same and the spring constant is also substantially the same, the riding comfort of the railway vehicle after the puncture of the upper air spring or the lower air spring can be maintained substantially the same as before the puncture. it can. Therefore, compared with the conventional air spring, there is an effect that the riding comfort of the railway vehicle after puncture can be further improved.

  Moreover, since each of the upper air spring and the lower air spring is formed in the same configuration, the number of parts can be reduced, and the manufacturing cost of the railway vehicle can be suppressed.

  According to the railway vehicle of the third aspect, in addition to the effect achieved by the railway vehicle according to the first or second aspect, the railway vehicle includes exhaust means for exhausting the air of the upper air spring or the lower air spring not connected to the air reservoir. Therefore, by switching the supply destination of the reservoir air to the upper air spring or the lower air spring by the switching means, the upper air spring expands and the lower air spring contracts, and the upper air spring contracts and the lower air spring contracts. The state in which the spring is expanded can be switched alternately. That is, it is possible to suppress the state in which either the upper air spring or the lower air spring is always expanded or contracted, and the upper air spring and the lower air spring can be used so that the degree of deterioration becomes equal. Therefore, there is an effect that durability of the upper air spring and the lower air spring is improved.

  According to the railway vehicle of the fourth aspect, in addition to the effect achieved by the railway vehicle according to the third aspect, the decompression means connected to the upper air spring or the lower air spring via the exhaust means uses the air of the upper air spring. When exhausting by the exhaust means, the pressure of the upper air chamber is reduced to a pressure that is at least higher than atmospheric pressure and lower than the pressure at which the upper first member and the upper second member are separated from each other. When the air of the lower air spring is exhausted by the exhaust means, the pressure of the lower air chamber is at least higher than the atmospheric pressure, and the pressure at which the lower first member and the lower second member are separated from each other Therefore, even if the upper air spring or the lower air spring is exhausted from the expanded state and contracted, the above pressure is maintained in the upper air chamber or the lower air chamber. Thereby, even if the upper air spring or the lower air spring is in a contracted state, it is possible to prevent the upper diaphragm or the lower diaphragm from wrinkling. Therefore, there is an effect that deterioration of the upper diaphragm and the lower diaphragm is suppressed, and durability of the upper air spring and the lower air spring is improved.

  According to the railway vehicle of the fifth aspect, in addition to the effect produced by the railway vehicle according to any one of the first to fourth aspects, the detection means for detecting the pressure of the upper air spring and the lower air spring is switched to the air reservoir. Since it is connected between the means, it is possible to detect pressure changes in both the upper air spring and the lower air spring. Therefore, in order to detect puncture of the upper air spring and the lower air spring, it is not necessary to provide a detecting means for each of the upper air spring and the lower air spring, and the number of parts is reduced, so that the manufacturing cost of the railway vehicle can be suppressed. There is an effect.

  In addition, since the detecting means is connected between the reservoir and the switching means, when the supply destination of the reservoir is switched to the upper air spring or the lower air spring, a temporary pressure drop is detected by the detecting means. Is done. If this temporary pressure drop is not detected, it is possible to detect that the switching means is not operating.

  According to the railway vehicle of the sixth aspect, in addition to the effect achieved by the railway vehicle according to the fifth aspect, a plurality of detection means are connected between the air reservoir and the switching means. Even if the pressure cannot be detected, there is an effect that the puncture of the upper air spring and the lower air spring can be detected by other detection means.

  According to the railway vehicle of claim 7, in addition to the effect achieved by the railway vehicle according to any of claims 1 to 6, a plurality of switching means are provided between the air reservoir, the upper air spring, and the lower air spring. Therefore, even if one switching means stops operating, there is an effect that the supply destination of the air for the air can be switched to the upper air spring or the lower air spring by the other switching means.

(A) is a side view of the railway vehicle in one Embodiment of this invention, (b) is a cross-sectional schematic diagram of the railway vehicle in the Ib-Ib line | wire of (a). (A) is side sectional drawing of an upper air spring (lower air spring), (b) is an exploded side view of an air spring unit. (A) is a schematic diagram which shows the state which connected the air pressure control system to the air spring unit, (b) is the air spring unit and air pressure control system which show the state which switched the leveling valve from the state of (a). It is a schematic diagram. (A) is a schematic diagram of an air spring unit and a pneumatic control system showing a state where the solenoid valve is switched from the state of FIG. 3 (b), and (b) is a switch of the solenoid valve from the state of (a). It is a schematic diagram of the air spring unit and air pressure control system which show a state. (A) is a schematic diagram of an air spring unit and a pneumatic control system showing a state immediately after the upper air spring is punctured in a state where the upper air spring is used, and (b) is a diagram from the state of (a). It is a schematic diagram of an air spring unit and a pneumatic control system showing a state in which a solenoid valve and a leveling valve are switched.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. First, the overall configuration of the railway vehicle 1 will be described with reference to FIG.

  Fig.1 (a) is a side view of the railway vehicle 1 in one Embodiment of this invention, FIG.1 (b) is a cross-sectional schematic diagram of the railway vehicle 1 in the Ib-Ib line | wire of Fig.1 (a). . In FIG. 1 (b), a part of the railway vehicle 1 is schematically illustrated and hatching is omitted.

  As shown in FIGS. 1 (a) and 1 (b), a railway vehicle 1 includes a vehicle body 10 that accommodates passengers, and two locations before and after the rail direction of the vehicle body 10 (the left-right direction in FIG. 1 (a)). And the air spring unit (the upper air spring 30A and the lower air spring 30B) disposed between the vehicle body 10 and the carriage 20 are mainly provided.

  The carriage 20 mainly includes a wheel 21 that rolls on a rail 101 laid on the roadbed 100, an axle box (not shown) that supports the wheel 21, and a carriage frame 22.

  In the air spring unit, an upper air spring 30A and a lower air spring 30B are stacked in series in the vertical direction, and are arranged at two locations in the sleeper direction of the carriage 20 (the left-right direction in FIG. 1B). It is supported by the carriage 20 via

  The railway vehicle 1 can maintain the horizontal state of the vehicle body 10 by adjusting the height of the air spring unit. In addition, passengers can get on and off safely by eliminating the step between the entrance and exit of the railway vehicle 1 and the platform when arriving at the platform. By adjusting the height to another height, the vehicle body 10 can be tilted to improve the riding comfort and the passing speed when passing the curve.

  Next, a detailed configuration of the lower air spring 30B (upper air spring 30A) will be described with reference to FIG. FIG. 2A is a side sectional view of the lower air spring 30B (upper air spring 30A). In the following description, the axis of the lower air spring 30B is referred to as an axis O. Further, the lower air spring 30B in FIG. 2 (a) has a cross section cut by a plane including the axis O of the lower air spring 30B, and the same applies to FIGS. 2 (b), 3, 4 and 5. Illustrated.

  Further, for convenience of explanation, the upper air spring 30A and the lower air spring 30B are given different names depending on the positions where they are arranged, but the upper air spring 30A and the lower air spring 30B are formed as the same air spring. Therefore, the upper air spring 30A is assigned the same reference numeral as the lower air spring 30B, and the description thereof is omitted. Further, the upper air spring 30A and the lower air spring 30B are formed in the same configuration, and the effective pressure receiving area and the volume of each individual are substantially the same. Therefore, the individual spring constants are also substantially the same within the range of tolerance at the time of manufacture. .

  As shown in FIG. 2A, the lower air spring 30B (upper air spring 30A) is an air spring for absorbing vibration during travel of the railway vehicle 1, and includes a first member 31 and a first member thereof. The first member 32 mainly includes a second member 32, a diaphragm 33 that connects the first member 31 and the second member 32, and an air chamber 34 formed by the diaphragm 33.

  The first member 31 is a part where the upper air spring 30A and the lower air spring 30B come into contact with each other when the upper air spring 30A and the lower air spring 30B are disposed between the vehicle body 10 and the carriage 20; A stopper rubber 31a formed on the surface of the air chamber 34, a flat surface portion 31b opposite to the surface on which the stopper rubber 31a is formed, and a substantially central portion of the flat surface portion 31b. And a recess 31c.

  The stopper rubber 31a is a stopper rubber for restricting relative displacement between the first member 31 and the second member 32 in the axis O direction (the vertical direction in FIG. 2A). It is formed on the surface on the chamber 34 side.

  The plane portion 31b is a surface on which the upper air spring 30A and the lower air spring 30B abut when the upper air spring 30A and the lower air spring 30B are stacked in series in the vertical direction, and the surface on which the stopper rubber 31a is formed is an axis. A surface opposite to the O direction is formed. In addition, a recess 31c is formed in a substantially central portion of the flat portion 31b.

  The recess 31c is a recess formed so as to be able to be fitted to a fixing member 35 to be described later, and is formed in a circular shape when viewed from the axis O direction on the flat surface part 31b. It is formed in a cross-sectional trapezoid shape that decreases in diameter toward the 34 side.

  The second member 32 is a portion that comes into contact with the vehicle body 10 or the carriage 20 when the upper air spring 30A and the lower air spring 30B are disposed between the vehicle body 10 and the carriage 20, and the first member 31 and the axis O direction. It is arrange | positioned facing. The second member 32 mainly includes a contact portion 32a and an air supply / exhaust port 32b that protrudes from a substantially central portion of the contact portion 32a.

  The abutting portion 32a is formed so that the surface on the air chamber 34 side can abut on the stopper rubber 31a, and the surface on the air chamber 34 side and the surface opposite to the axis O direction abut on the vehicle body 10 and the carriage 20. Formed possible. When the surface of the contact portion 32a on the air chamber 34 side and the stopper rubber 31a contact each other, relative displacement in the axis O direction between the first member 31 and the second member 32 can be restricted. Thereby, the minimum height of the lower air spring 30B is prescribed | regulated.

  Further, when the lower air spring 30B is used in a contracted state, the first member 31 and the second member 32 come into contact with each other via the stopper rubber 31a, so that the first member 31 or the second member 32 is in the horizontal direction ( The displacement in the direction perpendicular to the axis O) can be restricted by the frictional force and deflection of the stopper rubber 31a, and the wear on the contact surface of the contact portion 32a can be suppressed.

  The air supply / exhaust port 32b is a cylindrical member for supplying and exhausting air in an air chamber 34, which will be described later, and is formed so as to connect the air chamber 34 and the outside at a substantially central portion of the contact portion 32a.

  The diaphragm 33 is a rubber film that expands and contracts when the lower air spring 30 </ b> B supplies and exhausts air, and is formed so as to connect the first member 31 and the second member 32. Thereby, an air chamber 34 is formed between the first member 31 and the second member 32.

  The air chamber 34 is a space for holding the air supplied to the lower air spring 30B, and the diaphragm 33 expands and contracts by supplying and exhausting air through the air supply / exhaust port 32b.

  The stopper rubber 31a, the flat surface portion 31b, the concave portion 31c, the abutting portion 32a, the air supply / exhaust port 32b, and the diaphragm 33 are formed in an axisymmetric disk shape with respect to the axis O, but the explanation thereof is omitted. Further, in the present embodiment, the diaphragm 33 is formed in the shape of FIG. 2A in the shape of a disk symmetrical with respect to the axis O, and the horizontal spring constant of the lower air spring 30B is the horizontal direction. Constant in all directions.

  Next, an air spring unit in which the upper air spring 30A and the lower air spring 30B are stacked in series in the vertical direction will be described with reference to FIG. FIG. 2B is an exploded side view of the air spring unit.

  As shown in FIG. 2B, in the present embodiment, the upper air spring 30A and the lower air spring 30B are reversed, and the plane portions 31b are opposed to each other and are stacked in series. When the plane portions 31b of the upper air spring 30A and the lower air spring 30B come into contact with each other, a space is formed by the concave portions 31c that are vertically opposed to each other.

  The fixing member 35 is formed in the same shape as the space formed by the recessed portions 31c that are vertically opposed to each other. Thereby, the displacement of the horizontal direction (direction perpendicular to the axis O) of the upper air spring 30A and the lower air spring 30B can be regulated by fitting the fixing member 35 into the recess 31c. Therefore, when the upper air spring 30A and the lower air spring 30B are stacked in series in the vertical direction, there is no need to fix the flat portions 31b by screwing or welding, so the process of stacking the upper air spring 30A and the lower air spring 30B is simplified. Can be Therefore, the manufacturing cost of the railway vehicle 1 can be suppressed.

  Here, in order to overlap the air springs in the vertical direction, for example, when a concave portion is formed in the flat portion of the upper air spring and a convex portion that can be fitted to the concave portion is formed in the lower air spring, The air spring is formed in a different configuration, and the number of parts increases. On the other hand, if both the concave portion and the convex portion are provided in each flat portion of the upper air spring and the lower air spring, the flat portion (the concave portion and the convex portion) is formed because the two portions of the flat portion must be processed. The man-hour for increasing. In addition, when the plane portions are fixed by welding, it is difficult to replace only one of the air springs when it is necessary to replace either the upper air spring or the lower air spring.

  On the other hand, in this embodiment, since the recessed part 31c is formed in the plane part 31b of the upper air spring 30A and the lower air spring 30B, the plane part 31b is made to oppose and the fixing member 35 is fitted to the recessed part 31c. By doing so, the upper air spring 30A and the lower air spring 30B can be stacked vertically in series. Therefore, it becomes possible to form the plane part 31b (concave part 31c) of the upper air spring 30A and the lower air spring 30B in the same shape, and the number of parts is reduced. Moreover, since it is only necessary to form the concave portion 31c at one place on the flat portion 31b, the number of steps for processing the flat portion 31b (the concave portion 31c) can be minimized. Therefore, the manufacturing cost of the railway vehicle 1 can be suppressed.

  Further, since only the fixing member 35 is fitted into the recess 31c, the upper air spring 30A, the lower air spring 30B, or the fixing member 35 can be easily removed. Therefore, when either the upper air spring 30A or the lower air spring 30B needs to be replaced, only one of the upper air spring 30A or the lower air spring 30B can be easily replaced.

  Furthermore, since the diameters of the upper and lower surfaces (the upper surface and the lower surface in FIG. 2B) of the fixing member 35 in the axis O direction are smaller than the diameter of the opening portion of the recess 31c, the upper air Positioning when stacking the spring 30A and the lower air spring 30B is facilitated. Therefore, the process of overlapping the upper air spring 30A and the lower air spring 30B and disposing them between the vehicle body 10 and the carriage 20 is simplified, and the manufacturing cost of the railway vehicle 1 can be suppressed.

  Note that the air spring unit has a contact portion 32a of each of the upper air spring 30A and the lower air spring 30B in contact with the vehicle body 10 or the carriage 20 and is sandwiched between the vehicle body 10 and the carriage 20 so that the weight of the vehicle body 10 is increased. Fixed.

  Next, the air pressure control system 40 that controls the pressure of the air supplied to the air spring unit will be described with reference to FIG. FIG. 3A is a schematic diagram showing a state in which the air pressure control system 40 is connected to the air spring unit. FIG. 3A shows a state before use immediately after the air spring unit is disposed between the vehicle body 10 and the carriage 20.

  3A, the downstream side pipe 41, the upstream side pipe 43, the air reservoir 45, and the controller 48 of the pneumatic control system 40 are schematically illustrated, and the electromagnetic valve 42, the leveling valve 44, and the pressure reducing valve 46 are illustrated. , And the pressure switch 47 are indicated by circuit symbols, and are also shown in FIGS. 3 (b), 4 and 5.

  In the air pressure control system 40, the air reservoir 45 side is defined as the upstream side, and the air spring unit side is defined as the downstream side.

  As shown in FIG. 3 (a), the air pressure control system 40 includes a downstream pipe 41 connecting the air spring unit and the downstream side of the electromagnetic valve 42 (the lower side of FIG. 3 (a)), the upper air spring 30A, An electromagnetic valve 42 for switching supply / exhaust of the lower air spring 30B, an upstream pipe 43 connected to the upstream side (the upper side in FIG. 3A) of the electromagnetic valve 42, and the electromagnetic valve 42 via the upstream pipe 43. Connected to the leveling valve 44, the air reservoir 45 connected to the upstream side of the leveling valve 44, the pressure reducing valve 46 connected to the electromagnetic valve 42 via the upstream side pipe 43, and the upstream side pipe 43. The pressure switch 47 that detects the pressure of the upper air spring 30 </ b> A and the lower air spring 30 </ b> B and the controller 48 that controls the electromagnetic valve 42 based on the detection result of the pressure switch 47 are mainly provided.

  The downstream side pipe 41 is an air flow path connecting the upper air spring 30A and the lower air spring 30B and the electromagnetic valve 42, and one port on the downstream side of the air supply / exhaust port 32b of the upper air spring 30A and the electromagnetic valve 42. And a second downstream side pipe 41b that connects the other port on the downstream side of the solenoid valve 42 and the air supply / exhaust port 32b of the lower air spring 30B.

  The electromagnetic valve 42 is a switching valve for switching supply / exhaust of the upper air spring 30A and the lower air spring 30B. The solenoid valve 42 is connected to one upstream port and one downstream port, the first flow path 42a connecting the other upstream port and the other downstream port, and one upstream side. And a second flow path 42b that connects the other port on the downstream side and the other port on the downstream side and the other port on the downstream side. Further, the electromagnetic valve 42 connects the upstream port and the downstream port in a bidirectional flow.

  In the following description, the state in which the first flow path 42a connects the upstream port and the downstream port of the electromagnetic valve 42 is referred to as a first position, and the second flow path 42b is upstream of the electromagnetic valve 42. A state where the side port and the downstream port are connected is referred to as a second position.

  The upstream pipe 43 is an air flow path that connects the electromagnetic valve 42, the leveling valve 44, and the pressure reducing valve 46, and connects one port on the upstream side of the electromagnetic valve 42 and the downstream port of the leveling valve 44. A supply pipe 43a and a pressure reducing pipe 43b that connects the other port on the upstream side of the electromagnetic valve 42 and the pressure reducing valve 46 are mainly provided.

  The leveling valve 44 is an adjustment valve that adjusts the pressure of air supplied from an air reservoir 45, which will be described later, and is connected to one port on the upstream side of the electromagnetic valve 42 via a supply pipe 43a. A supply portion 44a for connecting the upstream port and the downstream port with a check valve, a valve closing portion 44b for closing both the upstream port and the downstream port of the leveling valve 44, and a leveling valve 44 mainly includes an exhaust part 44c that exhausts air from the downstream port to the upstream port.

  The air reservoir 45 is an air tank for storing compressed air, and is connected to a port on the upstream side of the leveling valve 44. The air reservoir 45 is supplied with air by a compressor (not shown), so that a constant air pressure is maintained in the tank.

  As a result, the upper air spring 30A or the lower air spring 30B connected to the leveling valve 44 via the downstream pipe 41, the electromagnetic valve 42, and the supply pipe 43a is supplied from the air reservoir 45 when connected to the supply unit 44a. When air of a predetermined pressure is supplied to the chamber 34 and connected to the valve closing portion 44b, the valve is closed and the air in the air chamber 34 is retained, and when connected to the exhaust portion 44c, the air in the air chamber 34 is Exhausted.

  Accordingly, the leveling valve 44 switches from the air reservoir 45 to the upper air by switching the upstream port and the downstream port of the leveling valve 44 to the state where the supply port 44a, the valve closing portion 44b, or the exhaust portion 44c are connected. It is possible to adjust the pressure of the air supplied to the spring 30A or the lower air spring 30B and control the height of the upper air spring 30A or the lower air spring 30B to be a predetermined height.

  The pressure reducing valve 46 is a valve for reducing the pressure of the air chamber 34 of the upper air spring 30A or the lower air spring 30B, and is connected to the other port on the upstream side of the electromagnetic valve 42 via the pressure reducing pipe 43b. As a result, the upper air spring 30A or the lower air spring 30B connected to the pressure reducing valve 46 via the downstream side pipe 41, the electromagnetic valve 42, and the pressure reducing pipe 43b allows the air in the air chamber 34 to be exhausted and the air chamber 34 to be discharged. Is reduced to a predetermined pressure by the pressure reducing valve 46.

  The pressure switch 47 is a sensor for detecting a puncture of the upper air spring 30A and the lower air spring 30B, and is connected to the supply pipe 43a. By detecting that the pressure switch 47 is connected between the solenoid valve 42 and the leveling valve 44, the pressure switch 47 detects the pressure change (puncture) of both the upper air spring 30A and the lower air spring 30B. Can do. Therefore, the number of parts for detecting the puncture of the upper air spring 30A and the lower air spring 30B is reduced, and the manufacturing cost of the railway vehicle 1 can be suppressed.

  The controller 48 controls the switching of the electromagnetic valve 42 according to the detection result of the pressure switch 47, and when the pressure drop detected by the pressure switch 47 exceeds a predetermined threshold, the upper air spring 30A. Or it judges that lower air spring 30B was punctured, and performs control which switches electromagnetic valve 42. FIG.

  Next, with reference to FIG. 3B and FIG. 4A, a method for making the air spring unit usable will be described. FIG. 3B is a schematic diagram of the air spring unit and the air pressure control system 40 showing a state in which the leveling valve 44 is switched from the state of FIG. FIG. 4A is a schematic diagram of the air spring unit and the air pressure control system 40 showing a state in which the electromagnetic valve 42 is switched from the state of FIG.

  As shown in FIG. 3B, when the state shown in FIG. 3A is switched to the state where the upstream port and the downstream port of the leveling valve 44 are connected by the supply unit 44a, the first downstream pipe The upper air spring 30A connected to the supply unit 44a via the first flow path 42a of the electromagnetic valve 42 and the supply pipe 43a is in an expanded state when air is supplied from the air reservoir 45 to the air chamber 34. .

  On the other hand, the lower air spring 30B connected to the pressure reducing valve 46 via the second downstream side pipe 41b, the first flow path 42a of the electromagnetic valve 42 and the pressure reducing pipe 43b is in a contracted state.

  4A, when the electromagnetic valve 42 is switched to the second position by the controller 48 from the state of FIG. 3B, the first downstream pipe 41a, the second flow path 42b of the electromagnetic valve 42, and In the expanded upper air spring 30A connected to the pressure reducing valve 46 via the pressure reducing pipe 43b, the air in the air chamber 34 is exhausted and the pressure in the air chamber 34 is reduced to a predetermined pressure by the pressure reducing valve 46. It becomes a contracted state.

  In contrast, the lower air spring 30B in a contracted state connected to the supply portion 44a via the second downstream pipe 41b, the second flow path 42b of the electromagnetic valve 42, and the supply pipe 43a is connected from the air reservoir 45 to the air chamber. When the air is supplied to 34, the state is expanded.

  Here, since the upper air spring 30A in FIG. 3A is in a state before use, the pressure of the air chamber 34 of the upper air spring 30A is substantially the same as the atmospheric pressure. In this case, as shown in FIG. 3 (a), the diaphragm 33 of the upper air spring 30A in the contracted state is wrinkled by bending due to its own weight, and when this state continues for a long time, the deterioration of the diaphragm 33 is accelerated.

  In contrast, in the present embodiment, as described above, the pressure reducing valve 46 reduces the pressure of the air chamber 34 to a predetermined pressure when exhausting the air of the upper air spring 30A and the lower air spring 30B. Specifically, for example, when the air of the upper air spring 30A is exhausted, the pressure of the air chamber 34 of the upper air spring 30A is at least higher than the atmospheric pressure, and the upper air spring 30A has a first pressure. The pressure is reduced to a pressure lower than the pressure at which the first member 31 (stopper rubber 31a) and the second member 32 (contact portion 32a) of the upper air spring 30A are separated. Further, when the air of the lower air spring 30B is exhausted, the air chamber 34 of the lower air spring 30B is decompressed to the same pressure.

  In this case, even if the upper air spring 30A and the lower air spring 30B are exhausted from the expanded state and contracted, the above pressure is held in the air chamber 34. Thereby, even if the upper air spring 30A or the lower air spring 30B is in a contracted state, the diaphragm 33 can be prevented from wrinkling. Therefore, the deterioration of the diaphragm 33 is suppressed, and the durability of the upper air spring 30A and the lower air spring 30B is improved.

  4A, that is, either the upper air spring 30A or the lower air spring 30B is in an expanded state, and the upper air spring 30A or the lower air spring 30B in a contracted state is wrinkled on the diaphragm 33. The state in which the pressure is not maintained is set to the usable state of the air spring unit, and the operation of the railway vehicle 1 is started.

  Next, a method of using the air spring unit will be described with reference to FIGS. 4 (a) and 4 (b). FIG. 4B is a schematic diagram of the air spring unit and the air pressure control system 40 showing a state in which the electromagnetic valve 42 is switched from the state of FIG.

  As shown in FIG. 4B, when the electromagnetic valve 42 is switched to the first position by the controller 48 from the state of FIG. 4A, the first downstream pipe 41a, the first flow path 42a of the electromagnetic valve 42, and The contracted upper air spring 30 </ b> A connected to the supply unit 44 a via the supply pipe 43 a is in an expanded state when air is supplied from the air reservoir 45 to the air chamber 34.

  On the other hand, the expanded lower air spring 30B connected to the pressure reducing valve 46 through the second downstream side pipe 41b, the first flow path 42a of the electromagnetic valve 42 and the pressure reducing pipe 43b has air from the air chamber 34. While being evacuated, the pressure in the air chamber 34 is reduced to a predetermined pressure by the pressure reducing valve 46 and is brought into a contracted state.

  As described above, the electromagnetic valve 42 is alternately switched between the first position and the second position, and the states shown in FIGS. 4A and 4B are alternately changed, whereby the upper air spring 30A expands and the lower air The state in which the spring 30B contracts and the state in which the upper air spring 30A contracts and the lower air spring 30B expands can be switched alternately. That is, it is possible to suppress the state where either the upper air spring 30A or the lower air spring 30B is always expanded or contracted, and the upper air spring 30A and the lower air spring 30B can be used so that the degree of deterioration is uniform. it can. Therefore, the durability of the upper air spring 30A and the lower air spring 30B is improved.

  Here, in the present embodiment, the controller 48 performs control to switch the electromagnetic valve 42 in conjunction with a switch (not shown) that detects the traveling direction of the railway vehicle 1. As a result, for example, the upper air spring 30A can be used on the forward path of the railcar 1, and the lower air spring 30B can be used on the return path, and the deterioration degree of the upper air spring 30A and the lower air spring 30B can be made closer to each other. Can do.

  In addition, a switch for detecting the traveling direction of the railway vehicle 1 has conventionally been used to switch the driver's cab to the first driver's cab when the traveling direction of the railway vehicle 1 is switched or to switch the guidance broadcasting in the vehicle. It is what is installed. Therefore, it is not necessary to newly provide a sensor for detecting the usage frequency of the upper air spring 30A and the lower air spring 30B, and the manufacturing cost of the railway vehicle 1 can be suppressed.

  Furthermore, as described above, each of the upper air spring 30A and the lower air spring 30B is formed in the same configuration, the spring constant of each individual is substantially the same, and the electromagnetic valve 42 includes the upper air spring 30A or the lower air spring. 30B is connected to the air reservoir 45 or the pressure reducing valve 46. Thereby, the transition from the expanded state of the upper air spring 30A to the contracted state and the transition of the lower air spring 30B from the contracted state to the expanded state can be performed simultaneously.

  That is, the air spring used in a state where the height and riding comfort of the railway vehicle 1 are kept constant can be switched to the upper air spring 30A or the lower air spring 30B. Therefore, it is possible to switch the air spring to be used to the upper air spring 30 </ b> A or the lower air spring 30 </ b> B even during travel of the railway vehicle 1 or passengers getting on and off.

  In particular, when the air spring used in the forward path and the return path of the railway vehicle 1 is switched to the upper air spring 30A or the lower air spring 30B as in the present embodiment, the railway vehicle 1 arrives at a turn-around station between the forward path and the return path. By switching the air spring used when the passenger is getting on and off, the operation on the return path becomes possible as soon as the passenger gets on and off. Therefore, the delay of the departure time of the rail vehicle 1 by switching the air spring to be used can be suppressed.

  Further, when the electromagnetic valve 42 is switched and the air spring to be used is switched to the upper air spring 30A or the lower air spring 30B, a temporary pressure drop is detected by the pressure switch 47 immediately after the electromagnetic valve 42 is switched. Therefore, if the temporary pressure drop is not detected even when the electromagnetic valve 42 is switched, the controller 48 can determine that the electromagnetic valve 42 is not operating.

  Next, a case where the upper air spring 30A in an expanded state is punctured will be described with reference to FIGS. 5 (a) and 5 (b).

  FIG. 5A is a schematic diagram of the air spring unit and the air pressure control system 40 showing a state immediately after the upper air spring 30A is punctured while the upper air spring 30A is used, and FIG. FIG. 6 is a schematic diagram of an air spring unit and an air pressure control system 40 showing a state where the solenoid valve 42 and the leveling valve 44 are switched from the state of FIG.

  As shown in FIG. 5A, when the upper air spring 30A in the expanded state is punctured, the pressure drop is detected by the pressure switch 47 connected to the supply pipe 43a. When this pressure drop exceeds a predetermined threshold, the controller 48 determines that the upper air spring 30A is punctured and switches the electromagnetic valve 42 from the first position to the second position.

  Therefore, as shown in FIG. 5B, even when the upper air spring 30A is punctured, the controller 48 switches the electromagnetic valve 42 from the first position to the second position, so that the lower air spring in the contracted state. Air can be supplied to 30B.

  In this case, as described above, the upper air spring 30A and the lower air spring 30B are formed in the same configuration, and the spring constants of the individual air springs 30A are substantially the same. Ride comfort can be maintained substantially the same as before puncture. Therefore, compared with the conventional air spring, the riding comfort of the railway vehicle 1 after puncture can be improved.

  Further, since the spring constants of the individual members are substantially the same, after the puncture of the upper air spring 30A, the air having the same pressure as the air pressure supplied to the upper air spring 30A before the puncture is contracted. , The height of the railway vehicle 1 can be kept constant before and after the puncture.

  Although the present invention has been described based on the above embodiment, the present invention is not limited to the above embodiment, and various modifications can be easily made without departing from the spirit of the present invention. It can be guessed.

  In the above embodiment, the case where the rail vehicle 1 is the leading vehicle has been described, but the present invention is not necessarily limited to this, and may be, for example, an intermediate vehicle.

  In the above embodiment, the case where the upper air spring 30A and the lower air spring 30B formed in the same configuration are stacked in series in the upper and lower directions has been described. However, the present invention is not necessarily limited to this, and for example, formed in the same configuration. When the air springs that are not to be stacked are stacked, at least the air springs whose spring constants are set to be substantially the same may be stacked.

  Moreover, although the said embodiment demonstrated the case where plane part 31b of 30 A of upper air springs and the lower air spring 30B contact | abut, and it piles up and down in series, it is not necessarily restricted to this, For example, an air supply / exhaust port 32b is formed without protruding from the contact portion 32a, or the air supply / exhaust port 32b is provided on the horizontal direction (direction perpendicular to the axis O) side of the upper air spring 30A and the lower air spring 30B, and the first member A flat portion may be provided on both 31 and the second member 32 to overlap. In this case, three or more air springs can be stacked.

  Moreover, although the said embodiment demonstrated the case where the displacement to the horizontal direction of the 1st member 31 or the 2nd member 32 was controlled by the frictional force and bending of the stopper rubber 31a, it is not necessarily restricted to this, For example, The first member 31 and the second member 32 are provided with concavities and convexities that can be fitted to the air chamber 34 side, and the horizontal displacement of the first member 31 or the second member 32 is regulated by fitting the concavities and convexities. It may be configured. In this case, the horizontal displacement of the first member 31 or the second member 32 can be reliably regulated, and the durability of the stopper rubber 31a is improved. In addition, a configuration in which the concave width is formed larger than the convex width, or a configuration in which the concave and convex portions are each formed in a conical shape may be used. Even when the upper air spring 30 </ b> A (lower air spring 30 </ b> B) is punctured in the displaced state, the unevenness can be fitted. In particular, if the concavity and convexity are formed in a conical shape with the axis O as the apex, the first member 31 and the second member 32 can be reliably fitted around the axis O.

  In the above-described embodiment, the case where the fixing member 35 is fitted in the recess 31c and the upper air spring 30A and the lower air spring 30B are stacked in series in the vertical direction has been described. However, the present invention is not necessarily limited thereto. A concave portion 31c is formed on one flat surface portion 31b of the air spring 30A and the lower air spring 30B, a convex portion that can be fitted to the concave portion 31c is formed on the other flat surface portion 31b, and the concave portion 31c and the convex portion are fitted. May be combined and overlapped. Moreover, you may fix the plane parts 31b by screwing or welding.

  In the above embodiment, the case where the concave portion 31c and the fixing member 35 are formed in a circular shape when viewed in the axis O direction has been described. However, the present invention is not necessarily limited thereto. You may form in the shape of a polygon in direction view. In this case, it is possible to reliably prevent the upper air spring 30A and the lower air spring 30B from rotating and being displaced.

  Moreover, although the said embodiment demonstrated the case where the pressure reducing valve 46 was connected to the other port of the upstream of the solenoid valve 42, it is not necessarily restricted to this, For example, the pressure reducing pipe 43b and the pressure reducing valve 46 are connected. In this case, the second flow path 42b may be configured to connect at least one port on the upstream side of the electromagnetic valve 42 and the other port on the downstream side in a bidirectional flow, In this configuration, the upper air spring 30A is used until it is punctured, and when it is punctured, it may be switched to the lower air spring 30B.

  When the pressure reducing pipe 43b and the pressure reducing valve 46 are not provided, the first flow path 42a is configured to close the other port on the upstream side or the other port on the downstream side of the electromagnetic valve 42 or open to the atmosphere. May be. Moreover, the structure which does not have only the pressure-reduction valve 46 may be sufficient.

  In the above embodiment, the controller 48 controls the electromagnetic valve 42 in conjunction with a switch that detects the traveling direction of the railway vehicle 1, uses the upper air spring 30 </ b> A on the forward path of the railway vehicle 1, and lower air spring on the return path. Although the case where the deterioration degree of the upper air spring 30A and the lower air spring 30B is made to approach evenly by using 30B has been described, it is not necessarily limited to this, for example, the upper air spring 30A and the lower air spring 30B. The electromagnetic valve 42 may be switched when the usage time or the travel distance of the railway vehicle 1 exceeds a predetermined threshold.

  Further, depending on the operating section of the railway vehicle 1, there may be a case where a difference occurs in the load applied between the upper air spring 30A and the lower air spring 30B. In this case, an accelerometer is installed and the total amount of vibration applied to the upper air spring 30A and the lower air spring 30B is totaled, or the total amount of change in the internal pressure at the pressure switch 47 is totalized. The air spring to be used when the result exceeds a predetermined threshold value may be switched to the upper air spring 30A or the lower air spring 30B. Thereby, even when there is a difference in the load applied between the upper air spring 30 </ b> A and the lower air spring 30 </ b> B, the degree of deterioration can be made closer to equal.

  In the above embodiment, the case where one electromagnetic valve 42 is connected between the upper air spring 30A and the lower air spring 30B and the leveling valve 44 has been described. However, the present invention is not necessarily limited to this. A plurality of solenoid valves 42 may be connected in series between the downstream pipe 41 and the upstream pipe 43. In this case, if any one of the solenoid valves 42 is controlled to be switched by the controller 48, and the pressure switch 47 does not detect a temporary pressure change even if the switching control is performed, the solenoid valve 42 What is necessary is just to control that it judges that it is not operate | moving and switches any other one solenoid valve 42. FIG. Thereby, even if one solenoid valve 42 does not operate, the air supply destination of the air reservoir 45 can be switched to the upper air spring 30A or the lower air spring 30B by the other solenoid valves 42.

  Moreover, although the case where the pressure switch 47 detects the pressure of the upper air spring 30A or the lower air spring 30B has been described in the above embodiment, the present invention is not necessarily limited to this. For example, the upper air spring 30A or the lower air spring A brake control pressure gauge that controls the braking force of the railway vehicle 1 from the pressure of 30B may be used. In this case, since it is not necessary to separately provide components for detecting the pressure of the upper air spring 30A and the lower air spring 30B, the manufacturing cost of the railway vehicle 1 can be suppressed.

  In the above embodiment, the case where one pressure switch 47 is connected to the supply pipe 43a has been described. However, the present invention is not limited to this. For example, a plurality of pressure switches 47 are connected to the supply pipe 43a. It is also possible to use a configuration. In this case, it may be determined that a puncture is detected when a predetermined pressure drop is detected in any one of the plurality of pressure switches 47, and the electromagnetic valve 42 is switched. Thus, even when one pressure switch cannot detect pressure, the other pressure switch 47 can detect the puncture of the upper air spring 30A and the lower air spring 30B and switch the air spring to be used.

  Moreover, although the structure which connects an air spring unit and the air supply system 40 was demonstrated in the said embodiment, it is not necessarily restricted to this, For example, it is called patent 4762117 (henceforth "patent document 3"). ) And the air spring unit of the present application can be combined. In this case, a branch point is provided on the upstream side of the supply pipe 43a of the present application, and each branch is connected to the downstream side of the first solenoid valve 10 and the second solenoid valve 15 of Patent Document 3, so that the upper air spring 30A. Even when either of the lower air springs 30B is punctured, the function of the vehicle height control mechanism of Patent Document 3 can be maintained.

DESCRIPTION OF SYMBOLS 1 Railcar 10 Car body 20 Bogie 21 Wheel 30A Upper air spring 30B Lower air spring 31 First member (upper first member, lower first member)
32 Second member (upper second member, lower second member)
33 Diaphragm (Upper diaphragm, Lower diaphragm)
34 Air chamber (upper air chamber, lower air chamber)
42 Solenoid valve (switching means)
45 Air reservoir 46 Pressure reducing valve (exhaust means, pressure reducing means)
47 Pressure switch (detection means)

Claims (7)

A carriage having wheels, an upper air spring and a lower air spring stacked in series on the carriage, an air reservoir for storing air to be supplied to the upper air spring and the lower air spring, and the air of the air reservoir In a railway vehicle comprising switching means for switching a supply destination to the upper air spring or the lower air spring, and a vehicle body supported by the carriage via the upper air spring and the lower air spring,
The upper air spring and the lower air spring are set so that the spring constants of the individual members are substantially the same.   The railway vehicle according to claim 1, wherein each of the upper air spring and the lower air spring is formed in the same configuration. An exhaust means for exhausting air from the upper air spring or the lower air spring;
The railway vehicle according to claim 1 or 2, wherein the exhaust means exhausts air of the upper air spring or the lower air spring not connected to the air reservoir. Pressure reducing means connected to the upper air spring or the lower air spring via the exhaust means;
The upper air spring includes an upper first member, an upper second member disposed opposite to the upper first member, and an upper diaphragm that connects the upper first member and the upper second member to form an upper air chamber. And
The lower air spring includes a lower first member, a lower second member disposed opposite to the lower first member, and a lower diaphragm that connects the lower first member and the lower second member to form a lower air chamber. And
The decompression means includes
When the air of the upper air spring is exhausted by the exhaust means, the pressure of the upper air chamber is at least higher than atmospheric pressure, and the upper first member and the upper second member Reduced to a pressure lower than the pressure at which the
When the air of the lower air spring is exhausted by the exhaust means, the pressure of the lower air chamber is at least higher than atmospheric pressure, and the lower first member and the lower second member 4. The railway vehicle according to claim 3, wherein the pressure is reduced to a pressure lower than the pressure at which the two are separated. Detecting means for detecting the pressure of the upper air spring or the lower air spring;
The railway vehicle according to any one of claims 1 to 4, wherein the detecting means is connected between the air reservoir and the switching means.   The railway vehicle according to claim 5, wherein a plurality of the detecting means are connected between the air reservoir and the switching means. The railway vehicle according to any one of claims 1 to 6, wherein a plurality of the switching means are connected between the air reservoir and the upper and lower air springs.

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