JP2018012373A - Yaw damper device for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a yaw damper device for a railway vehicle capable of reducing a lateral pressure applied to vehicle wheels when the railway vehicle travels in a transition curve section of a curved railroad.SOLUTION: A yaw damper device 100 of the invention comprises: a yaw damper 1 attached between a vehicle body 3 and each of carriages 4 in a pair; controlling means 2 for switching a damper coefficient of the yaw damper between a first damper coefficient and a second damper coefficient, which is a non-zero value smaller than the first damper coefficient. When the railway vehicle travels in an entrance side transition curve section, the control means switches the damper coefficient of the yaw damper attached to a front side carriage to the second damper coefficient, while switching the damper coefficient of the yaw damper attached to a rear side carriage to the first damper coefficient. When the railway vehicle travels in an exit side transition curve section, the control means switches the damper coefficient of the yaw damper attached to the front side carriage to the first damper coefficient, while switching the damper coefficient of the yaw damper attached to the rear side carriage to the second damper coefficient.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a yaw damper device used in a railway vehicle.

  Conventionally, in a railway vehicle, a yaw damper is sometimes used in order to suppress the snake behavior of a carriage when traveling on a straight track at a high speed. Yaw dampers are installed between the car body and the carriage on the left and right sides of the railway vehicle, and yawing generated by vibration from the track such as irregular tracks and rail joints (a phenomenon in which the carriage rotates and vibrates around the vertical axis with respect to the car body). ) Is quickly attenuated. Therefore, a larger damping force (attenuation coefficient) of the yaw damper is more effective from the viewpoint of stability at high speeds. In general, the damping force of the yaw damper is obtained by multiplying the speed difference between the vehicle body and the carriage by the damping coefficient of the yaw damper.

  On the other hand, in a garage, a station, and an accompanying line or subway line, a curved track with a small curve radius is often installed, and when traveling on such a curved track, there is a gap between the vehicle body and the carriage. Causes a relative rotational displacement around the vertical axis. At this time, it is desirable that the relative rotation angle between the vehicle body and the carriage is an angle determined geometrically in accordance with the curve radius of the traveling curved track. That is, when the wheel turns in the tangential direction of the rail and the so-called attack angle (the relative angle difference between the direction in which the wheel travels and the direction of the track) becomes 0 degrees, the carriage rotates on the curved track. It is in an optimal state in terms of performance.

  However, in reality, the tangential force caused by the frictional force between the wheel and the rail (the creep force acting in the front-rear direction acting between the wheel and the rail), the rotational resistance of the air spring and the rotational resistance of the yaw damper The carriage only rotates to the balance position. That is, the attack angle is not 0 degree. In particular, when a railway vehicle travels along a relaxation curve section connecting a straight section and a circular curve section, the lateral pressure increases due to the increase in the attack angle of the wheel axle, and the wheel load increases due to the twisting of the track. It is known that the risk of getting on and off, for example, increases due to easy removal.

In order to solve the above problems, for example, a yaw damper device described in Patent Document 1 has been proposed.
In order to solve the two conflicting problems of the stability of high-speed traveling on a straight track and the traveling performance of a small-curved track, the yaw damper device described in Patent Document 1 makes the damping force of the yaw damper variable, and the yaw damper The damping force is increased (validated), and the damping force is released (invalidated) when traveling on a small curved track (for example, paragraph 0013 of Patent Document 1).
More specifically, in the yaw damper device described in Patent Document 1, when the railway vehicle enters the relaxation curve section (entrance side relaxation curve section), the control device gives a signal to the electromagnetic valve attached to the yaw damper. Release the damping force of the yaw damper. On the other hand, when the railway vehicle escapes from the relaxation curve section (exit-side relaxation curve section), the control device gives a signal to the electromagnetic valve attached to the yaw damper to recover the damping force of the yaw damper (for example, Patent Document) 1 paragraph 0016).
In other words, in the yaw damper device described in Patent Literature 1, the damping force of the yaw damper is invalidated in the inlet side relaxation curve section, the circular curve section, and the outlet side relaxation curve section, and the damping force of the yaw damper is set in the other straight sections. It can be said that it is effective.

According to the yaw damper device described in Patent Literature 1, when the railway vehicle travels in a straight section, the damping force of the yaw damper is effective, so that stability at high speed travel can be ensured. Further, as in the case of the yaw damper device described in Patent Document 1, when the railway vehicle travels in a circular curve section, the damping force of the yaw damper is invalidated, thereby eliminating the rotational resistance of the yaw damper and making the damping force of the yaw damper effective. Since the attack angle of the wheel shaft can be made smaller than that in the case of doing so, it is considered that the lateral pressure that can be generated on the wheel in the circular curve section can be reduced.
However, according to the knowledge found by the present inventors, even if the damping force of the yaw damper is invalidated when the railway vehicle travels in the relaxation curve section like the yaw damper device described in Patent Document 1, the relaxation curve section However, the lateral pressure generated in the wheel is not necessarily reduced sufficiently. For this reason, there is a problem that it is not possible to eliminate the risk of climbing derailment.

JP 2006-282059 A

  The present invention has been made to solve the above-described problems of the prior art, and is intended for a railway vehicle that can reduce the lateral pressure generated on the wheels when the railway vehicle travels on a relaxation curve section of a curved track. It is an object to provide a yaw damper device.

In order to solve the above-mentioned problems, the present inventors have provided a railway vehicle having a vehicle body and a pair of front and rear trucks connected to the vehicle body, wherein a yaw damper is attached between the vehicle body and each of the pair of carriages. If this railway vehicle travels on a track consisting of an entrance-side straight section, an entrance-side relaxation curve section, a circular curve section, an exit-side relaxation curve section, and an exit-side straight section, it will perform intensive analysis. As a result of repeated studies, the following knowledge was obtained.
(1) When the railway vehicle travels through the entrance relaxation curve section, when the damping force of the yaw damper attached to the rear carriage is invalid or small (when the damping coefficient of the yaw damper is 0 or small), Since the direction of the bogie (the direction in which the wheel of the rear bogie travels) does not follow the direction of the track (the tangential direction of the rail), the outer wheel side of the front wheel shaft of the rear bogie The lateral pressure generated on the wheels is not reduced. In order to reduce this lateral pressure, the damping force (damping coefficient) of the yaw damper attached to the rear carriage is increased in the same way as when traveling in a straight section, and the rear carriage is oriented toward the track. It is only necessary to apply a moment in the direction along the rear to the rear carriage. On the other hand, the damping force (damping coefficient) of the yaw damper attached to the front carriage may remain small.
(2) When the railway vehicle travels in the exit relaxation curve section, if the damping force of the yaw damper attached to the front bogie is invalid or small (when the damping coefficient of the yaw damper is 0 or small), Since the direction (direction in which the wheel of the front carriage travels) does not follow the direction of the track (the tangential direction of the rail), the side generated on the outer-rail side wheel of the front wheel shaft of the front carriage Pressure does not decrease. In order to reduce this lateral pressure, the damping force (damping coefficient) of the yaw damper attached to the front carriage is increased in the same manner as when traveling in a straight section, and the front carriage follows the direction of the track. A moment in such a direction may be applied to the front carriage. On the other hand, the damping force (damping coefficient) of the yaw damper attached to the rear carriage may remain small.

The present invention has been completed based on the above-mentioned findings of the present inventors.
That is, in order to solve the above-described problem, the present invention provides a yaw damper device used in a railway vehicle including a vehicle body and a pair of front and rear trucks coupled to the vehicle body, the vehicle body and the pair of carriages. And a control means for switching and controlling a damping coefficient of the yaw damper between a first damping coefficient and a second damping coefficient smaller than the first damping coefficient and larger than 0. And the control means uses the yaw damper attached to the carriage on the front side as the second damping coefficient when the railway vehicle travels on the entrance side relaxation curve section of the curved track. The damping coefficient of the yaw damper attached to the trolley on the side is set to the first damping coefficient, and when the railway vehicle travels on the exit side relaxation curve section of the curved track, it is attached to the trolley on the front side. The yaw damper device for a railway vehicle is characterized in that the attenuation coefficient of the yaw damper is the first attenuation coefficient, and the attenuation coefficient of the yaw damper attached to the carriage on the rear side is the second attenuation coefficient. I will provide a.

According to the yaw damper device according to the present invention, when the railway vehicle travels on the entrance side relaxation curve section of the curved track, the control means sets the attenuation coefficient of the yaw damper attached to the front carriage to the second attenuation coefficient. On the other hand, the damping coefficient of the yaw damper attached to the rear carriage is set to the first damping coefficient. The first damping coefficient is a normal damping coefficient (the same damping coefficient as that for generating damping force that acts to suppress the snake behavior of the carriage in a straight track, for example, the maximum damping coefficient of the yaw damper). The second attenuation coefficient is a smaller attenuation coefficient (but greater than 0) than the first attenuation coefficient. That is, since a large damping force generated by the first damping coefficient acts on the rear carriage, a moment is applied to the rear carriage so that the direction of the rear carriage follows the direction of the track. Lateral pressure generated on the outer wheel side wheel of the front wheel shaft of the rear carriage is reduced.
Further, when the railway vehicle travels on the exit side relaxation curve section of the curved track, the control means sets the damping coefficient of the yaw damper attached to the front carriage to the first damping coefficient, and attaches to the rear carriage. The attenuation coefficient of the obtained yaw damper is set to the second attenuation coefficient. That is, since a large damping force generated by the first damping coefficient acts on the front carriage, a moment is applied to the front carriage so that the direction of the front carriage follows the direction of the track. The lateral pressure generated in the outer wheel side wheel of the front wheel shaft included in is reduced.
As described above, according to the yaw damper device according to the present invention, it is possible to reduce the lateral pressure generated in the wheels when the railway vehicle travels in the relaxation curve section of the curved track, so that the traveling performance of the curved track is improved. Is possible.
In order to reduce the rotational resistance of the yaw damper when the damping coefficient of the yaw damper is switched to the second damping coefficient, it is preferable to make the second damping coefficient as small as possible with respect to the first damping coefficient. Specifically, when the first attenuation coefficient is set to 1, which is a reference value, the second attenuation coefficient is preferably set to 0.3 or less, which is 30%, and set to 0.2 or less. It is more preferable to set it to 0.1 or less.

  Preferably, when the railway vehicle travels in a circular curve section of a curved track, the control means sets the attenuation coefficient of the yaw damper attached to the front carriage to the second attenuation coefficient, and The damping coefficient of the yaw damper attached to the cart is also set to the second damping coefficient.

  According to the above preferred configuration, when the railway vehicle travels on the circular curve section of the curved track, the control means reduces the attenuation coefficient of the yaw damper attached to each of the front and rear carriages to the second attenuation. In order to obtain a coefficient, a small damping force generated by the second damping coefficient acts on both the front and rear carts. For this reason, as with the yaw damper device described in Patent Document 1, the lateral pressure that can be generated on any wheel of the pair of carriages is reduced.

  Preferably, when the railway vehicle travels on a straight track, the control means sets the damping coefficient of the yaw damper attached to the front carriage to the first damping coefficient and applies to the rear carriage. The damping coefficient of the attached yaw damper is also set to the first damping coefficient.

  According to the above preferred configuration, when the railway vehicle travels on a straight track, a large damping force generated by the first damping coefficient acts on both the front and rear carts. For this reason, yawing is attenuated by a large damping force, so that the stability of the railway vehicle at high speed can be ensured.

In order to switch the damping coefficient of the yaw damper provided in the yaw damper device according to the present invention between the first damping coefficient and the second damping coefficient, it is preferable to employ a yaw damper provided with an orifice whose opening degree can be adjusted.
That is, preferably, the yaw damper includes a piston and a cylinder in which the piston moves, and the inside of the cylinder is partitioned into a first chamber and a second chamber by a tip portion of the piston. The front end portion is provided with an orifice that allows the first chamber and the second chamber to communicate with each other and the opening degree of which can be adjusted, and the control means adjusts the opening degree of the orifice to thereby adjust the yaw damper. The attenuation coefficient is switched between the first attenuation coefficient and the second attenuation coefficient.

  According to the preferable configuration described above, the damping coefficient of the yaw damper can be switched and controlled with a relatively simple configuration.

  According to the yaw damper device according to the present invention, it is possible to reduce the lateral pressure generated in the wheels when the railway vehicle travels along the relaxation curve section of the curved track, so that it is possible to improve the traveling performance of the curved track. For this reason, it is possible to eliminate the risk of getting on the railway vehicle and causing derailment.

It is a mimetic diagram explaining a schematic structure of a yaw damper device for rail vehicles concerning one embodiment of the present invention. It is a schematic diagram which illustrates typically the positional relationship between the vehicle body and carriage of a railway vehicle to which a yaw damper device for a railway vehicle according to an embodiment of the present invention is attached, and a curved track. It is a schematic diagram which illustrates typically the positional relationship of the vehicle body of a railway vehicle with which the yaw damper apparatus of the prior art 1 was attached, a trolley | bogie, and a curved track. It is a schematic diagram which illustrates typically the positional relationship of the vehicle body of a railway vehicle with which the yaw damper apparatus of the prior art 2 was attached, a trolley | bogie, and a curved track. The state of the damping coefficient of the yaw damper included in each of the yaw damper device according to the embodiment of the present invention, the yaw damper device of the prior art 1 and the yaw damper device of the prior art 2 in each section constituting the track on which the railway vehicle travels is summarized. Is. The track conditions and running conditions used when evaluating the lateral pressure by motion analysis are shown. An example of the result of comparing the lateral pressure generated in the wheel obtained by the motion analysis in the case of using the yaw damper device according to the embodiment of the present invention and the case of using the yaw damper device of the prior art 1 is shown. The lateral pressure generated in the wheel obtained by the motion analysis (the front wheel shaft included in the front carriage) when the yaw damper device according to the embodiment of the present invention is used and when the yaw damper device of the prior art 2 is used. An example of the result of comparison of the lateral pressure generated on the wheel on the outer gauge side of the wheel is shown. In the case of using the yaw damper device according to the embodiment of the present invention and the case of using the yaw damper device of the prior art 2, the lateral pressure generated in the wheel obtained by the motion analysis (the front side of the rear carriage is provided) An example of the result of comparing the lateral pressure generated on the wheel on the outer rail side of the wheel shaft is shown.

  Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings as appropriate.

<Configuration and Operation of Yaw Damper Device According to this Embodiment>
FIG. 1 is a schematic diagram illustrating a schematic configuration of a railway vehicle yaw damper device according to an embodiment of the present invention. FIG. 1A is a diagram showing an overall schematic configuration, and FIG. 1B is a cross-sectional view showing the schematic configuration of a yaw damper.
As shown in FIG. 1A, a railway vehicle yaw damper device (hereinafter simply referred to as “yaw damper device”) 100 according to the present embodiment includes a vehicle body 3 and a carriage 4 connected to the vehicle body 3. Used for railway vehicles. In FIG. 1A, only one carriage 4 is shown for convenience, but in reality, a pair of carriages 4 are connected to the vehicle body 3 in the front-rear direction (left and right in FIG. 1).
The carriage 4 includes a pair of front and rear wheel shafts 4 a and 4 b, a carriage frame 4 c, and an air spring 4 d that connects the vehicle body 3 and the carriage frame 4 c and supports the vehicle body 3. Since the above-described components and other components included in the cart 4 are the same as those of a well-known and conventional cart, detailed description thereof is omitted.
The yaw damper device 100 includes a yaw damper 1 attached between the vehicle body 3 and each of the pair of carriages 4 (specifically, the carriage frame 4c), and control means 2 for switching and controlling the attenuation coefficient of the yaw damper 1. I have.

  One yaw damper 1 is attached to each of the left and right sides (the front side and the back side of the sheet of FIG. 1) of each carriage 4. As shown in FIG. 1B, the yaw damper 1 of the present embodiment includes a piston 11 and a cylinder 12 in which the piston 11 moves (moves in the front-rear direction). The inside of the cylinder 12 is partitioned into a first chamber 12a and a second chamber 12b by a tip end portion (end portion on the cylinder 12 side) of the piston 11, and each of the first chamber 12a and the second chamber 12b contains oil or the like. A viscous fluid 13 is enclosed. An orifice 14 is provided at the tip of the piston 11 to communicate the first chamber 12a and the second chamber 12b. In the process in which the yaw damper 1 contracts from the state shown in the upper diagram of FIG. 1B (the piston 11 moves to the first chamber 12a side) and changes to the state shown in the lower diagram of FIG. 1B, the first chamber 12a The pressure of the viscous fluid 13 inside increases, and the viscous fluid 13 in the first chamber 12a passes through the orifice 14 in the direction of the arrow 13a and moves into the second chamber 12b. At this time, due to the viscous resistance of the viscous fluid 13 passing through the orifice 14, a resistance force (damping force) F in the same direction as the moving direction 13 a of the viscous fluid 13 is applied to the piston 11. Conversely, in the process in which the yaw damper 1 extends (the piston 11 moves to the second chamber 12b side), a resistance force (damping force) in the direction opposite to the resistance force F is applied to the piston 11. become.

  As the yaw damper 1 of the present embodiment, a variable attenuation coefficient type yaw damper is used. Specifically, the orifice 14 provided in the piston 11 of the yaw damper 1 is a variable orifice (flow rate adjusting valve) whose opening degree can be adjusted, and the damping coefficient can be obtained by adjusting the opening degree of the orifice 14. The damping force applied to the piston 11 can be adjusted. That is, by making the opening of the orifice 14 relatively small, the viscous resistance of the viscous fluid 13 passing through the orifice 14 increases, so that the damping coefficient becomes relatively large, and the damping force applied to the piston 11 is increased. It becomes relatively large. On the other hand, since the viscous resistance of the viscous fluid 13 passing through the orifice 14 is decreased by relatively increasing the opening degree of the orifice 14, the damping coefficient becomes relatively small, and the damping force applied to the piston 11 is reduced. Relatively small.

The control means 2 is composed of a sequencer or the like attached to the vehicle body 3. The control means 2 transmits a control signal to the orifice 14 (flow rate adjusting valve) provided in the yaw damper 1. The opening degree of the orifice 14 is adjusted by a control signal received from the control means 2.
The control means 2 of this embodiment uses the normal damping coefficient (the same damping coefficient as the damping coefficient for generating a damping force that acts to suppress the serpentine behavior of the carriage 4 in a straight track) as the damping coefficient of the yaw damper 1. Switching control is performed between a certain first attenuation coefficient and a second attenuation coefficient smaller than the first attenuation coefficient and larger than zero. In the present embodiment, an attenuation coefficient (that is, the maximum attenuation coefficient of the yaw damper 1) generated when the opening of the orifice 14 is the minimum value of the adjustment range is set as the first attenuation coefficient, and the opening of the orifice 14 is The attenuation coefficient given when the predetermined value is larger than the minimum value is set as the second attenuation coefficient. Then, when the damping coefficient of the yaw damper 1 is set to the first damping coefficient, the control means 2 transmits a control signal for minimizing the opening degree of the orifice 14 and sets the damping coefficient of the yaw damper 1 to the second damping coefficient. In the case of using a coefficient, a control signal for making the opening degree of the orifice 14 a predetermined value larger than the minimum value is transmitted.

FIG. 2 is a schematic diagram for schematically explaining the positional relationship between the vehicle body 3 and the carriage 4 and the curved track R of the railway vehicle to which the yaw damper device 100 according to the present embodiment is attached. FIG. 2A shows the positional relationship when the railway vehicle runs on the entrance side relaxation curve section of the curved track R, and FIG. 2B shows the position relationship when the railway vehicle runs on the exit side relaxation curve section of the curved track R. Indicates the positional relationship. In FIG. 2, the hatched yaw damper 1 has a first attenuation coefficient, and the unyatched yaw damper 1 has a second attenuation coefficient. The same applies to FIG. 3 described later. In FIG. 4 described later, it means that the damping force of the yaw damper 1 that is not hatched is ineffective (a state in which the damping force does not substantially act, that is, the damping coefficient = 0).
As shown in FIG. 2 (a), when the railway vehicle travels on the inlet side relaxation curve section of the curved track R (the outer track R1, the inner track R2), the control means 2 (not shown in FIG. 2 (a)). ) Sets the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A to the second attenuation coefficient, and sets the attenuation coefficient of the yaw damper 1 attached to the rear carriage 4B to the first attenuation coefficient. Specifically, when the railroad vehicle currently detected by known means (not shown) is input to the control means 2 and the railcar enters the entrance side relaxation curve section, the control is performed. A control signal for setting the opening degree to a predetermined value determined in advance is transmitted from the means 2 to the orifice 14 provided in the yaw damper 1 attached to the front carriage 4A, and the damping coefficient of the yaw damper 1 is set to the first value. 2 Decay coefficient. On the other hand, a control signal for minimizing the opening degree is transmitted from the control means 2 to the orifice 14 provided in the yaw damper 1 attached to the rear carriage 4B, and the damping coefficient of the yaw damper 1 is set to the first value. Set to 1 damping coefficient. In order to set the attenuation coefficient of the yaw damper 1 attached to the rear carriage 4B to the first attenuation coefficient, the direction of the rear carriage 4B (the direction indicated by the arrow 4D in FIG. 2A) is the direction of the track R ( As a result of applying a moment in the direction along the direction indicated by the arrow RD in FIG. 2A (the moment indicated by the white arrow in FIG. 2A) to the rear carriage 4B, the rear side The lateral pressure generated on the wheel 40B on the outer race R1 side of the front wheel shaft 4a included in the cart 4B is reduced.

  On the other hand, as shown in FIG. 2 (b), when the railway vehicle travels on the exit side relaxation curve section of the curved track R, the control means 2 (not shown in FIG. 2 (b)) The attenuation coefficient of the yaw damper 1 attached to the vehicle is set to the first attenuation coefficient, while the attenuation coefficient of the yaw damper 1 attached to the rear carriage 4B is set to the second attenuation coefficient. Specifically, when the railroad vehicle currently traveling by the known means (not shown) is input to the control means 2 and the railcar enters the exit side relaxation curve section, the control is performed. A control signal for minimizing the opening degree is transmitted from the means 2 to the orifice 14 of the yaw damper 1 attached to the front carriage 4A, and the damping coefficient of the yaw damper 1 is set to the first damping coefficient. To do. On the other hand, a control signal for setting the opening degree to a predetermined value determined in advance is transmitted from the control means 2 to the orifice 14 of the yaw damper 1 attached to the rear carriage 4B. The attenuation coefficient is set to the second attenuation coefficient. In order to set the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A to the first attenuation coefficient, the direction of the front carriage 4A (the direction indicated by the arrow 4D in FIG. 2B) is the direction of the track R (FIG. 2). As a result of giving a moment in the direction along the direction indicated by the arrow RD in (b) (the moment indicated by the white arrow in FIG. 2B) to the front cart 4A, the front cart 4A The lateral pressure generated in the wheel 40A on the outer race R1 side of the front wheel shaft 4a provided is reduced.

Although illustration is omitted, when the railway vehicle travels in the circular curve section of the curved track R, the control means 2 sets the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A to the second attenuation coefficient, The attenuation coefficient of the yaw damper 1 attached to the rear carriage 4B is also set to the second attenuation coefficient. As a result, the rotational resistance of the yaw damper 1 is reduced, and the attack angle of the wheel shaft can be made smaller than when the damping coefficient of the yaw damper 1 is set to the first damping coefficient. Lateral pressure that can be generated on any wheel of the carts 4A and 4B can be reduced.
Further, when the railway vehicle travels on a straight track, the control means 2 sets the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A to the first attenuation coefficient, and the yaw damper 1 attached to the rear carriage 4B. The attenuation coefficient is also the first attenuation coefficient. As a result, yawing is attenuated by the damping force generated by the large first damping coefficient of the yaw damper 1 when the railway vehicle travels on a straight track, so that the stability of the railway vehicle at high speeds can be ensured.

  Hereinafter, in order to explain the effect of the yaw damper device 100 according to the present embodiment more specifically, the yaw damper devices of the prior art 1 and the prior art 2 to be compared will be described.

<Operation of Yaw Damper Device of Prior Art 1>
FIG. 3 is a schematic diagram for schematically explaining the positional relationship between the vehicle body 3 and the carriage 4 and the curved track R of the railway vehicle to which the yaw damper device of the prior art 1 is attached. 3A shows the positional relationship when the railway vehicle travels on the entrance side relaxation curve section of the curved track R. FIG. 3B shows the positional relationship when the railway vehicle travels on the exit side relaxation curve section of the curved track R. FIG. Indicates the positional relationship. As the yaw damper device of the prior art 1, the configuration itself is the same as the configuration of the yaw damper device 100 according to the present embodiment (a configuration in which the attenuation coefficient can be switched), but devices having different operations can be employed. Alternatively, it is possible to employ one in which the damping coefficient of the yaw damper 1 is fixed at the first damping coefficient (the damping coefficient cannot be switched).
As shown in FIGS. 3A and 3B, in the related art 1, when the railway vehicle travels on the entrance side relaxation curve section of the curved track R and when traveling on the exit side relaxation curve section. In both cases, the damping coefficient of the yaw damper 1 attached to the front carriage 4A is the first damping coefficient, and the damping coefficient of the yaw damper 1 attached to the rear carriage 4B is also the first damping coefficient. Although illustration is omitted, when the railway vehicle travels on the circular curve section of the curved track R, the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A is the first attenuation coefficient, and the rear The attenuation coefficient of the yaw damper 1 attached to the carriage 4B is also the first attenuation coefficient. Further, when the railway vehicle travels on a straight track, the damping coefficient of the yaw damper 1 attached to the front carriage 4A is the first damping coefficient, and the damping coefficient of the yaw damper 1 attached to the rear carriage 4B. Is also the first attenuation coefficient. That is, in the prior art 1, the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A and the rear carriage 4B is always the first attenuation coefficient in all tracks.

According to the yaw damper device of the prior art 1, as shown in FIG. 3A, when the railway vehicle travels on the entrance side relaxation curve section of the curved track R, the direction of the front carriage 4A (in FIG. 3A) Moment in a direction such that the direction indicated by the arrow 4D is away from the direction of the trajectory R (the direction indicated by the arrow RD in FIG. 3A) (the moment indicated by the white arrow in FIG. 3A). Is applied to the front carriage 4A, the attack angle of the front carriage 4A is increased, and the lateral pressure generated on the outer wheel R1 side wheel 40A of the front wheel shaft 4a of the front carriage 4A is increased.
Further, as shown in FIG. 3B, when the railway vehicle travels on the exit side relaxation curve section of the curved track R, the direction of the rear carriage 4B (the direction indicated by the arrow 4D in FIG. 3B). Moment (direction moment indicated by a white arrow in FIG. 3B) that is away from the direction of the track R (direction indicated by the arrow RD in FIG. 3B) is applied to the rear carriage 4B. As a result, the attack angle of the rear carriage 4B is increased, and the lateral pressure generated on the wheel 40B on the outer race R1 side of the front wheel shaft 4a of the rear carriage 4B is increased.
For this reason, according to the yaw damper device of the prior art 1, for example, the risk of climbing and derailment increases.

<Operation of Yaw Damper Device of Conventional Technology 2>
FIG. 4 is a schematic diagram for schematically explaining the positional relationship between the vehicle body 3 and the carriage 4 and the curved track R of the railway vehicle to which the yaw damper device of the prior art 2 (Patent Document 1) is attached. 4A shows the positional relationship when the railway vehicle travels on the entrance side relaxation curve section of the curved track R, and FIG. 4B shows the case where the railway vehicle travels on the exit side relaxation curve section of the curved track R. FIG. Indicates the positional relationship. As the yaw damper device of the prior art 2, the configuration itself is the same as the configuration of the yaw damper device 100 according to the present embodiment (a configuration in which the attenuation coefficient can be switched), but a device with a different operation can be adopted.
As shown in FIG. 4A and FIG. 4B, in the related art 2, when the railway vehicle travels through the entrance side relaxation curve section of the curved track R and when travels through the exit side relaxation curve section. In both cases, the damping coefficient of the yaw damper 1 attached to the front carriage 4A is set to 0 (the damping force is invalid), and the damping coefficient of the yaw damper 1 attached to the rear carriage 4B is also set to 0. Although illustration is omitted, when the railway vehicle travels on the circular curve section of the curved track R, the damping coefficient of the yaw damper 1 attached to the front carriage 4A is set to 0, and the rear carriage 4B The damping coefficient of the attached yaw damper 1 is also set to zero. That is, in the prior art 2, the attenuation coefficient of the yaw damper 1 attached to the front carriage 4A and the rear carriage 4B is 0 in all the curved tracks R. When the railway vehicle travels on a straight track, the damping coefficient of the yaw damper 1 attached to the front carriage 4A is set to the first damping coefficient, and the damping coefficient of the yaw damper 1 attached to the rear carriage 4B. Is also set to the first attenuation coefficient.

According to the yaw damper device of the prior art 2, as shown in FIG. 4 (a), when the railway vehicle travels on the entrance side relaxation curve section of the curved track R, the direction of the rear carriage 4B (FIG. 4 (a)). As a result, the attack angle of the rear carriage 4B increases as a result of the state in which the direction of the trajectory R does not follow the direction of the track R (the direction indicated by the arrow RD in FIG. 4A). The lateral pressure generated on the wheel 40B on the outer rail R1 side of the front wheel shaft 4a included in the carriage 4B is not reduced.
Further, as shown in FIG. 4B, when the railway vehicle travels on the exit side relaxation curve section of the curved track R, the direction of the front carriage 4A (the direction indicated by the arrow 4D in FIG. 4B) is As a result of the attack angle of the front carriage 4A becoming larger along the direction of the track R (the direction indicated by the arrow RD in FIG. 4B), the outer side of the front wheel shaft 4a of the front carriage 4A is increased. The lateral pressure generated in the wheel 40A on the side of the gauge R1 is not reduced.
For this reason, according to the yaw damper device of the prior art 2, for example, it is not possible to eliminate the danger of climbing derailment.

<Evaluation of Yaw Damper Device According to this Embodiment>
As described above, the operation differs depending on each yaw damper device.
FIG. 5 shows the yaw damper device according to the present embodiment (described as “present invention” in FIG. 5), the yaw damper device of the prior art 1, and the yaw damper device of the prior art 2 in each section constituting the track on which the railway vehicle travels. The state of the attenuation coefficient of the yaw damper 1 included in each (the relative magnitude of the attenuation coefficient) is summarized. In the example shown in FIG. 5, in each yaw damper device, when the first attenuation coefficient is set to 1, which is a reference value, the second attenuation coefficient is set to 0.1, which is 10% of that value.
As can be seen from FIG. 5, when the railway vehicle travels on a straight track (inlet-side straight section and outlet-side straight section), all the yaw dampers 1 of the yaw damper devices have the first damping coefficient. There is no. When the railway vehicle travels on the curved track R (entrance side relaxation curve section, circular curve section and exit side relaxation curve section), the state of the damping coefficient of the yaw damper 1 differs depending on each yaw damper device.

Hereinafter, the result of actually evaluating the lateral pressure generated in the wheel when each yaw damper device is used by the motion analysis will be described. As a model of the railway vehicle that performs the motion analysis, a model in which a pair of front and rear trucks 4 (4A, 4B) is connected to the vehicle body 3 is used regardless of which yaw damper device is used. The motion analysis can be performed using general-purpose mechanism analysis software. For example, a multibody dynamics analysis tool “SIMPACK” manufactured by Simpack Japan Co., Ltd. can be used.
FIG. 6 shows the track condition and the running condition used when the lateral pressure is evaluated by the motion analysis. “Curve radius” shown in FIG. 6 indicates a curve radius in a circular curve section. In “Condition 1” shown in FIG. 6, the radius of the curve in the circular curve section is fixed to 200 m, but the length of the entrance relaxation curve section and the length of the exit relaxation curve section are various values in the range of 18 to 45 m. While changing, the equilibrium speed was set to 40 km / h, and the running speed was changed to various values in the range of 30 to 60 km / h, and the motion analysis was performed. Further, in “Condition 2” shown in FIG. 6, the curve radius in the circular curve section is fixed to 400 m, but the length of the entrance side relaxation curve section and the length of the exit side relaxation curve section are in the range of 9 to 22.5 m. While changing to various values, the equilibrium speed was set to 40 km / h, and the running speed was changed to various values in the range of 30 to 60 km / h to perform motion analysis. Further, in “Condition 3” shown in FIG. 6, the radius of the curve in the circular curve section is fixed to 800 m, but the length of the entrance relaxation curve section and the length of the exit relaxation curve section are 4.6 to 11.5 m. While changing to various values in the range, the equilibrium speed was set to 40 km / h, and the running speed was changed to various values in the range of 30 to 60 km / h for motion analysis.

FIG. 7 shows an example of a result of comparing the lateral pressure generated in the wheel obtained by the motion analysis when the yaw damper device 100 according to the present embodiment is used and when the yaw damper device of the prior art 1 is used. . FIG. 7A shows an example of the lateral pressure generated on the wheel 40A on the outer gauge R1 side of the front wheel shaft 4a of the front carriage 4A, and FIG. 7B shows the front wheel shaft of the rear carriage 4B. An example of the lateral pressure generated in the wheel 40B on the outer rail R1 side of 4a is shown. The result shown in FIG. 7 shows that the condition in which the lateral pressure is the largest among the conditions shown in FIG. 6 (of condition 1, the length of the inlet-side relaxation curve section and the length of the outlet-side relaxation curve section is 18 m, and the traveling speed Is the result obtained at 60 km / h (equilibrium speed +20 km / h).
As can be seen from FIG. 7A, when the yaw damper device of the prior art 1 is used, when the railway vehicle travels on the entrance side relaxation curve section of the curved track R (travel distance is between 100 to 118 m). Whereas the lateral pressure generated on the wheel 40A on the outer rail R1 side of the front wheel shaft 4a of the front carriage 4A is increased, the conventional technique 1 is used when the yaw damper device 100 according to the present embodiment is used. Compared to
Moreover, as can be seen from FIG. 7B, when the yaw damper device of the prior art 1 is used, when the railway vehicle travels on the exit side relaxation curve section of the curved track R (the travel distance is between 318 to 336 m). In the case of using the yaw damper device 100 according to the present embodiment, the lateral pressure generated on the wheel 40B on the outer rail R1 side of the front wheel shaft 4a of the rear carriage 4B is increased. Compared to prior art 1, this is reduced.

FIG. 8 shows the lateral pressure (front side) generated in the wheels obtained by the motion analysis when the yaw damper device 100 according to the present embodiment is used and when the yaw damper device of the prior art 2 (Patent Document 1) is used. An example of the result of comparing the lateral pressure generated on the wheel 40A on the outer rail R1 side of the front wheel shaft 4a included in the carriage 4A is shown. FIG. 8 (a) expands the lateral pressure generated in the entire track, and FIG. 8 (b) expands the lateral pressure generated when traveling in the outlet side relaxation curve section (the portion surrounded by the broken line in FIG. 8 (a)). Show. The results shown in FIG. 8 show that the condition in which the lateral pressure is the largest among the conditions shown in FIG. 6 (in Condition 1, the length of the inlet side relaxation curve section and the length of the outlet side relaxation curve section is 18 m, and the traveling speed Is the result obtained at 60 km / h (equilibrium speed +20 km / h).
As can be seen from FIG. 8, when the yaw damper device 100 according to the present embodiment is used, when the railway vehicle travels on the exit side relaxation curve section of the curved track R (traveling distance is between 318 to 336 m), The lateral pressure generated on the wheel 40A on the outer rail R1 side of the front wheel shaft 4a included in the front carriage 4A is reduced as compared with the case where the yaw damper device of the prior art 2 is used.

FIG. 9 shows the lateral pressure (rear side) generated in the wheel obtained by the motion analysis when the yaw damper device 100 according to the present embodiment is used and when the yaw damper device of the prior art 2 (Patent Document 1) is used. An example of the result of comparing the lateral pressure generated on the wheel 40B on the outer rail R1 side of the front wheel shaft 4a included in the cart 4B is shown. 9 (a) is an enlarged view of the lateral pressure generated in the entire track, and FIG. 9 (b) is an expanded view of the lateral pressure generated when traveling along the inlet side relaxation curve section (the portion surrounded by the broken line in FIG. 9 (a)). Show. The result shown in FIG. 9 is that the condition in which the lateral pressure is the largest among the conditions shown in FIG. 6 (in condition 1, the length of the inlet-side relaxation curve section and the length of the outlet-side relaxation curve section is 18 m, and the traveling speed Is the result obtained at 60 km / h (equilibrium speed +20 km / h).
As can be seen from FIG. 9, when the yaw damper device 100 according to the present embodiment is used, when the railway vehicle travels on the entrance side relaxation curve section of the curved track R (the travel distance is between 100 to 118 m), The lateral pressure generated on the wheel 40B on the outer rail R1 side of the front wheel shaft 4a included in the rear cart 4B is reduced as compared with the case where the yaw damper device of the prior art 2 is used.

DESCRIPTION OF SYMBOLS 1 ... Yaw damper 2 ... Control means 3 ... Car body 4 ... Carriage 100 ... Yaw damper apparatus

Claims (4)

A yaw damper device used for a railway vehicle comprising a vehicle body and a pair of front and rear trucks connected to the vehicle body,
A yaw damper attached between the vehicle body and each of the pair of carriages;
Control means for switching the damping coefficient of the yaw damper between a first damping coefficient and a second damping coefficient that is smaller than the first damping coefficient and larger than 0;
The control means includes
When the railway vehicle travels along the curve on the entrance side relaxation curve of the curved track, the damping coefficient of the yaw damper attached to the front carriage is set to the second damping coefficient, and is attached to the rear carriage. The damping coefficient of the yaw damper is the first damping coefficient,
When the railway vehicle travels along the exit-side relaxation curve section of the curved track, the damping coefficient of the yaw damper attached to the front carriage is set to the first damping coefficient, and is attached to the rear carriage. The damping coefficient of the yaw damper is the second damping coefficient.
A railway vehicle yaw damper device. When the railway vehicle travels in a circular curve section of a curved track, the control means sets the damping coefficient of the yaw damper attached to the front carriage to the second damping coefficient and the rear carriage. The damping coefficient of the yaw damper attached to the second damping coefficient is also the second damping coefficient,
The railway vehicle yaw damper device according to claim 1. When the railway vehicle travels on a straight track, the control means sets the damping coefficient of the yaw damper attached to the front truck to the first damping coefficient and is attached to the rear truck. The attenuation coefficient of the yaw damper is also the first attenuation coefficient.
A railway vehicle yaw damper device according to claim 1 or 2. The yaw damper includes a piston and a cylinder in which the piston moves.
The inside of the cylinder is partitioned into a first chamber and a second chamber by a tip portion of the piston,
At the tip of the piston, there is provided an orifice that allows the first chamber and the second chamber to communicate with each other and the opening degree can be adjusted.
The control means controls the switching of the attenuation coefficient of the yaw damper between the first attenuation coefficient and the second attenuation coefficient by adjusting the opening of the orifice.
A railway vehicle yaw damper device according to any one of claims 1 to 3.

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