JP2019142323A - Railway vehicle fluctuation suppressing device and railway vehicle with the same - Google Patents

Abstract

To provide a railway vehicle fluctuation suppressing device to which an electric control is not indispensable.SOLUTION: A disclosed fluctuation suppressing device 100 comprises: a first hydraulic device 110 including a first piston; a second hydraulic device 120 including a second piston; and a pipe 101 connecting these to make the oil in the first and second hydraulic devices 110, 120 move. The first hydraulic device 110 is so connected to a first truck 11 and a vehicle body that a weight corresponding to the change of the relative position of the first truck 11 to the vehicle body in a vehicle width direction may be applied to the first piston. The second hydraulic device 120 is so connected to a second truck 12 and the vehicle body that a weight corresponding to the change of the relative position of the second truck 12 to the vehicle body in a vehicle width direction may be applied to the second piston. The first and second hydraulic devices 110, 120 are respectively independent hydraulic dampers or hydraulic cylinders.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a swing suppression device for a railway vehicle and a railway vehicle including the same.

  In railway vehicles, body movements such as swaying and yawing occur with progress. Yawing is rotational vibration of the vehicle body about a vertical axis. Swaging is the shaking of the vehicle body from side to side. In this specification, swaging and yawing may be collectively referred to as rocking.

  When the vehicle body motion as described above occurs, the ride comfort deteriorates. Therefore, in order to improve riding comfort, it is necessary to suppress body movement. Conventionally, various techniques have been proposed as techniques for suppressing body movement.

  Japanese Patent Laying-Open No. 2004-90849 (Patent Document 1) discloses a technique for reducing the swing of a railway vehicle. A railway vehicle according to this technology includes a member that blocks an air flow crossing under the floor. Japanese Patent Laying-Open No. 2007-139100 (Patent Document 2) discloses a vibration isolator for a vehicle having a shock absorbing rubber that relieves vibration transmission and shock. Japanese Patent Laying-Open No. 2009-149304 (Patent Document 3) discloses an anti-rolling device for a railway vehicle. The anti-rolling device includes an on / off switching mechanism.

  Japanese Patent Laying-Open No. 2012-19661 (Patent Document 4) discloses a swing control device for a railway vehicle including a linear actuator. The swing control device includes a linear actuator and a control device that actively controls driving of the linear actuator. A device for controlling a linear actuator is indispensable for a swing control device using a linear actuator. Therefore, such a swing control device is expensive. Further, in such a swing control device, it is essential to correctly detect the vehicle body motion.

JP 2004-90849 A JP 2007-139100 A JP 2009-149304 A JP 201219661 A

  From the above situation, the swing control device is currently required to provide reliable and inexpensive mechanical control instead of electrical control. An object of the present invention is to provide a swing suppression device for a railway vehicle that does not require electrical control.

  A rocking | fluctuation suppression apparatus by one Embodiment of this invention is a rocking | fluctuation suppression apparatus for railway vehicles which suppresses the rocking | fluctuation of the vehicle body of the railway vehicle containing a 1st and 2nd trolley | bogie using a fluid. The apparatus includes a first pressure device including a first piston, a second pressure device including a second piston, and a fluid in the first pressure device and a fluid in the second pressure device moving. It includes a pipe connecting the first pressure device and the second pressure device as possible. The first pressure device is connected to the first carriage and the vehicle body so that a load is applied to the first piston in accordance with a change in the relative position of the first carriage relative to the vehicle body in the width direction of the vehicle body. The second pressure device is connected to the second carriage and the vehicle body so that a load is applied to the second piston in accordance with a change in the relative position of the second carriage with respect to the vehicle body in the width direction of the vehicle body. The first and second pressure devices are independent fluid pressure dampers or fluid pressure cylinders.

  A railway vehicle according to an embodiment of the present invention is a railway vehicle including a first carriage, a second carriage, and a vehicle body. This railway vehicle includes the swing suppressing device for a railway vehicle according to the present embodiment.

  According to the present invention, it is possible to obtain a swing suppressing device for a railway vehicle that does not require electrical control. Therefore, according to the present invention, it is possible to realize a rocking suppression device that is less expensive and more reliable. Furthermore, according to the present invention, it is possible to selectively suppress specific swinging.

FIG. 1 is a diagram schematically illustrating the configuration of the swing suppression device of the first embodiment. FIG. 2 is a diagram schematically showing a part of the apparatus shown in FIG. FIG. 3 is a diagram schematically illustrating the configuration of the swing suppression device of the second embodiment. FIG. 4 is a diagram schematically showing a part of the apparatus shown in FIG. FIG. 5 is a diagram schematically illustrating the configuration of the rocking suppression device of the third embodiment. FIG. 6 is a diagram illustrating a variation of the embodiment. FIG. 7 is a diagram illustrating another variation of the embodiment. FIG. 8 is a graph showing an analysis result of a change with time of the swaging acceleration of the vehicle body. FIG. 9 is a graph showing an analysis result on the power spectral density (PSD) of swaging of the vehicle body.

  Hereinafter, embodiments of the present invention will be described. In the following description, embodiments of the present invention will be described by way of examples, but the present invention is not limited to the examples described below. In the following description, specific numerical values and materials may be exemplified, but other numerical values and materials may be applied as long as the effects of the present invention can be obtained.

(Swing suppression device)
The rocking | fluctuation suppression apparatus of this embodiment is a rocking | fluctuation suppression apparatus for rail vehicles. This device suppresses the swing of the vehicle body of the railway vehicle including the first and second carriages using a fluid. The apparatus includes a first pressure device including a first piston, a second pressure device including a second piston, and piping. The pipe connects the first pressure device and the second pressure device so that the fluid in the first pressure device and the fluid in the second pressure device can move. The first and second pressure devices are independent fluid pressure dampers or fluid pressure cylinders. Typically, both the first and second pressure devices are hydraulic dampers, or both the first and second pressure devices are hydraulic cylinders. The fluid used in this embodiment may be an incompressible fluid (liquid or gas having incompressibility). Typically, the fluid is oil. When the fluid is oil, the pressure device is a hydraulic device. In this case, the fluid pressure damper is a hydraulic damper, and the fluid pressure cylinder is a hydraulic cylinder.

  Hereinafter, the relative position of the first carriage relative to the vehicle body in the width direction of the vehicle body may be referred to as “relative position (P1)”, and the relative position of the second carriage relative to the vehicle body in the width direction of the vehicle body is referred to as “relative position ( P2) ".

  The first pressure device is connected to the first carriage and the vehicle body so that a load is applied to the first piston in accordance with a change in the relative position (P1). This load is a load in the moving direction of the first piston (the direction in which the first piston moves in the cylinder tube).

  Similarly, the second pressure device is connected to the second carriage and the vehicle body so that a load is applied to the second piston in accordance with a change in the relative position (P2). This load is a load in the moving direction of the second piston (the direction in which the second piston moves in the cylinder tube).

  The pressure device typically includes a cylinder tube, a piston disposed within the cylinder tube, and a rod connected to the piston. The fluid pressure cylinder may be a single-acting type having one fluid chamber (a space in which fluid is disposed) or a double-acting type having two fluid chambers. The fluid pressure damper usually includes two fluid chambers sandwiching a piston, and the two fluid chambers are connected by an orifice. A buffering function is created by the fluid resistance at the orifice. When the fluid is oil, the fluid chamber of the fluid pressure cylinder (hydraulic cylinder) and the fluid chamber of the fluid pressure damper (hydraulic damper) are oil chambers (space in which oil is disposed).

  In one example, the rod of the pressure device is connected to the carriage frame, and the cylinder tube is connected to the vehicle body. In another example, the rod is connected to the vehicle body and the cylinder tube is connected to the carriage frame. A rubber bush, a bearing (for example, a spherical bearing), or the like may be disposed at at least one connection location selected from a connection location between the pressure device and the carriage and a connection location between the pressure device and the vehicle body. When the pressure device is a fluid pressure cylinder, a fluid pressure damper may be disposed at the at least one connection location. That is, the fluid pressure cylinder may be connected to the carriage frame or the vehicle body via the fluid pressure damper.

  Examples of connection between the vehicle body and the pressure device include a case where the pressure device is connected to a center pin connected to the vehicle body.

  As the piping, piping capable of moving the fluid without substantially losing the pressure of the fluid is used. The piping is preferably at least partially flexible piping. Moreover, you may add the function (function which produces a pressure loss intentionally) similar to an orifice to piping itself.

  Three examples (first to third examples) of the apparatus of this embodiment will be described below. The device of the first example may be referred to as “device (D1)”, the device of the second example may be referred to as “device (D2)”, and the device of the third example may be referred to as “device (D3)”. . In the following description, one of the left direction and the right direction with respect to the traveling direction of the railway vehicle is defined as a first direction, and the other is defined as a second direction.

The device (D1) of the first example has the following configurations (1) and (2). As will be described later, according to the device (D1), swaging can be selectively suppressed.
(1) When the first carriage moves in the first direction with respect to the vehicle body, the first pressure device is configured so that the first piston pushes the fluid in the first pressure device toward the pipe side. Connected to the first carriage and the vehicle body.
(2) When the second carriage moves in the first direction with respect to the vehicle body, the second pressure device moves so that the second piston pushes the fluid in the second pressure device toward the pipe side. Connected to the second carriage and the vehicle body.

The device (D2) of the second example has the following configurations (3) and (4). As will be described later, according to the device (D2), yawing can be selectively suppressed.
(3) When the first carriage moves in the first direction with respect to the vehicle body, the first pressure device moves so that the first piston pushes the fluid in the first pressure device toward the pipe side. Connected to the first carriage and the vehicle body.
(4) When the second carriage moves in the second direction with respect to the vehicle body, the second pressure device moves so that the second piston pushes the fluid in the second pressure device toward the pipe side. Connected to the second carriage and the vehicle body.

  At least one selected from the first and second pressure devices may be a double-acting fluid pressure cylinder. The double-acting fluid pressure cylinder includes a fluid chamber on the cap side and a fluid chamber on the rod side. Here, the rod side means a side where a rod (piston rod, connecting rod) connected to the piston exists. The cap side means the side opposite to the rod side across the piston.

The device (D3) of the third example has the following configurations (5) to (7). As will be described later, according to the device (D3), the suppression of swaging and the suppression of yawing can be switched at any time.
(5) The first pressure device includes a first fluid chamber on the cap side and a second fluid chamber on the rod side.
(6) The pipe includes a first pipe connected to the first fluid chamber, a second pipe connected to the second fluid chamber, and a third pipe connected to the second pressure device. .
(7) The device (D3) switches between a first connection state that connects the first pipe and the third pipe and a second connection state that connects the second pipe and the third pipe. A switch is further included.

A preferred example of the device (D3) of the third example has the following configurations (5a) to (7a).
(5a) The first pressure device includes a cap-side first fluid chamber and a rod-side second fluid chamber, and the second pressure device includes a cap-side third fluid chamber and a rod-side fluid chamber. And a fourth fluid chamber.
(6a) The piping includes a first piping connected to the first fluid chamber, a second piping connected to the second fluid chamber, a third piping connected to the third fluid chamber, and a second piping 4th piping connected to the four fluid chambers is included.
(7a) This device connects the first pipe and the third pipe, connects the second pipe and the fourth pipe, and the first pipe and the fourth pipe. And a switch for switching between a second connection state for connecting the second pipe and the third pipe.

  As the pressure device used in the device (D3), a double-acting fluid pressure cylinder may be used, or a fluid pressure damper may be used. The switching device only needs to realize the above switching. There is no limitation in particular in a switching device, You may use the well-known valve etc. for switching a flow path.

(Railway vehicle)
The railway vehicle according to the present embodiment includes a first carriage, a second carriage, and a vehicle body. This railway vehicle includes the swing suppression device of the present embodiment. As described above, according to the swing suppressing device of the present embodiment, swaging and yawing can be selectively suppressed.

  The rocking | fluctuation suppression apparatus of this embodiment may be used independently, and may be used with another rocking | fluctuation suppression apparatus. For example, the device (D1) of the first example may be used in combination with a device that suppresses swinging other than swaying in order to selectively suppress swaging. Alternatively, since the device (D2) of the second example selectively suppresses yawing, it may be used in combination with a device that suppresses oscillation other than yawing. Another swing suppression device used in combination with the swing device of the present embodiment may be an active control device.

  In current railway vehicles, a hydraulic damper may be connected to the center pin in order to suppress swinging. The hydraulic damper can be used as the first and second fluid pressure dampers of the present embodiment. In that case, the swing suppression device of the present embodiment can be realized by making a slight change to the conventional railway vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The embodiment described below is an exemplification, and at least a part of the configuration of the following embodiment can be replaced with the above-described configuration. In the following description, the same parts may be denoted by the same reference numerals and overlapping description may be omitted.

(First embodiment)
In the first embodiment, an example of the device (D1) of the first example described above will be described. FIG. 1 is a top view schematically showing the arrangement of the swing suppressing device 100, the first carriage 11, and the second carriage 12 of the first embodiment. The railway vehicle includes a first carriage 11, a second carriage 12, a vehicle body (not shown), and a device 100. Regardless of whether the carriage is a bolster-equipped carriage or a bolster-less carriage, the swing suppression device 100 is installed at a position where the right and left displacement of the air spring occurs. For example, in the case of a cart with a bolster, one end of the swing suppression device 100 is connected to a swing pillow on the cart side. In the case of the vehicle body tilting carriage, one end of the swing suppression device 100 is connected to the carriage-side inclined beam.

  In FIG. 1, the cart on the traveling direction FW (arrow FW) side is the first cart 11, but the cart on the traveling direction FW side may be the second cart. Each of the first carriage 11 and the second carriage 12 has a plurality of (for example, two) axles Ax. Two wheels Wh are arranged on each axle Ax. The axle Ax is connected to the center pin Cp via a side beam Sb, a cross beam Cb, a traction device (not shown), and the like. Although FIG. 1 shows an example in which the structural members (trolley frames 11a and 12a) of the carriages 11 and 12 include the side beams Sb and the lateral beams Cb, the present invention is not limited to this.

  The center pin Cp is connected to the vehicle body structure (underframe). The vehicle running on the rail 1 pulls the center pin Cp. In other words, the center pin Cp and the vehicle body move substantially integrally. On the other hand, in order to reduce the impact on the vehicle body and improve the ride comfort, the movement of the carriage is not directly transmitted to the vehicle body via the center pin Cp. The movement of the carriage is transmitted to the center pin Cp via a rubber bush or a damper. Therefore, the relative position of the vehicle body (center pin Cp) with respect to the carriage varies depending on the movement of the carriage. Since railway vehicles include a plurality of carriages, fluctuations such as yawing and swaying occur when the relative positions of the carriages and the vehicle body fluctuate.

  The apparatus 100 includes a first hydraulic device 110, a second hydraulic device 120, and a pipe 101 that connects them. In the first embodiment, the hydraulic devices 110 and 120 are both arranged on the same side in the width direction DC of the vehicle body (railway vehicle) with respect to the center pin Cp. Here, the width direction DC means a horizontal direction and a direction perpendicular to the traveling direction FW, as shown in FIG. FIG. 1 shows an example in which the hydraulic devices 110 and 120 are both arranged in the left direction DL (left direction toward the traveling direction FW) with respect to the center pin Cp. Both the hydraulic devices 110 and 120 may be arranged in the right direction DR (the right direction toward the traveling direction FW) with respect to the center pin Cp.

  The configuration of the first hydraulic device 110 is schematically shown in FIG. 1 and 2 show an example in which both the first and second hydraulic devices 110 and 120 are hydraulic cylinders.

  The hydraulic device 110 includes a cylinder tube (first cylinder tube) 111, a piston (first piston) 112, and a rod 113. The hydraulic device 110 is a single-acting hydraulic cylinder and has one oil chamber 111a (a space where oil enters and exits). The pipe 101 is connected to the oil chamber 111a.

  The relative position (P1) of the first carriage 11 with respect to the vehicle body in the width direction DC of the vehicle body changes when the vehicle travels. The hydraulic device 110 is connected to the first carriage 11 and the vehicle body (center pin Cp) so that a load is applied to the first piston 112 in accordance with a change in the relative position (P1). Specifically, one end of the rod 113 is connected to the carriage frame 11a (the side beam Sb in FIG. 2). The cylinder tube 111 is connected to the center pin Cp. That is, the cylinder tube 111 is connected to the vehicle body via the center pin Cp.

  When the carriage 11 moves in the left direction DL with respect to the vehicle body, the piston 112 is pulled. When the oil in the pipe 101 can move freely, the oil in the pipe 101 moves to the oil chamber 111a as the piston 112 is pulled. On the other hand, when the carriage 11 moves in the right direction DR with respect to the vehicle body, the piston 112 is pushed. When the oil in the pipe 101 can move freely, the oil in the oil chamber 111a moves to the pipe 101 as the piston 112 is pushed.

  Similar to the first hydraulic device 110, the second hydraulic device 120 includes a second cylinder tube, a second piston, and a rod. Similarly to the first hydraulic device 110, the second hydraulic device 120 is also connected to the bogie frame 12a and the vehicle body (center pin Cp). That is, the hydraulic device 120 is connected to the second carriage 12 and the vehicle body (center pin Cp) so that a load is applied to the second piston in accordance with a change in the relative position (P2).

  As described above, rubber bushes, spherical bearings, and the like may be disposed at connection points between the hydraulic device and the carriage and at connection points between the hydraulic device and the vehicle body (for example, the center pin Cp).

  In the apparatus 100, both the hydraulic devices 110 and 120 are arranged so that a force for sending oil in the hydraulic device to the pipe 101 is activated when the carriage moves in the right direction DR. In this apparatus 100, a case is considered in which the first carriage 11 moves in the left direction DL with respect to the vehicle body, and the second carriage 12 moves in the right direction DR with respect to the vehicle body. In this case, the hydraulic device 110 has a force to draw oil from the pipe 101, and the hydraulic device 120 has a force to send oil to the pipe 101. Therefore, if the movement amount of the relative position (P1) and the movement amount of the relative position (P2) are the same, the force generated in the hydraulic device 110 and the force generated in the hydraulic device 120 do not interfere with each other in the pipe 101. Flows. That is, the apparatus 100 does not actively suppress the movement of the first carriage 11 and the second carriage 12 in the opposite directions. In other words, the device 100 does not actively suppress yawing (rotation of the vehicle body about the vertical axis).

  Next, in the apparatus 100, consider a case where the carriages 11 and 12 both move in the left direction DL. In this case, both the hydraulic devices 110 and 120 have a force for drawing oil from the pipe 101. As a result, the force generated by the hydraulic device 110 and the force generated by the hydraulic device 120 interfere with each other, so that the pistons 112 and 122 are prevented from moving. When the carriages 11 and 12 both move in the right direction DR, the hydraulic devices 110 and 120 both exert a force for sending oil to the pipe 101. As a result, the force generated by the hydraulic device 110 and the force generated by the hydraulic device 120 interfere with each other, so that the pistons 112 and 122 are prevented from moving. That is, the apparatus 100 suppresses the first cart 11 and the second cart 12 from moving in the same direction. In other words, the apparatus 100 suppresses swaying (parallel movement of the vehicle body in the width direction DC). As described above, according to the apparatus 100, it is possible to selectively suppress swaging.

(Second Embodiment)
In the second embodiment, an example of the device (D2) of the second example described above will be described. FIG. 3 is a top view schematically showing the arrangement of the swing suppression device 100a, the first carriage 11, and the second carriage 12 of the second embodiment. The apparatus 100a is different from the apparatus 100 only in the arrangement of the second hydraulic device 120 as compared with the apparatus 100, and therefore, a duplicate description is omitted.

  The hydraulic device 120 is disposed on the right direction DR side with respect to the center pin Cp. That is, in the apparatus 100a, the first hydraulic device 110 and the second hydraulic device 120 are arranged in opposite directions. In the device 100 a as well, as in the device 100, the oil chamber of the first hydraulic device 110 and the oil chamber of the second hydraulic device 120 are connected by the pipe 101.

  The configuration of the second hydraulic device 120 is schematically shown in FIG. 3 and 4 show an example in which both the first and second hydraulic devices 110 and 120 are hydraulic cylinders.

  The hydraulic device 120 includes a cylinder tube (second cylinder tube) 121, a piston (second piston) 122, and a rod 123. The hydraulic device 120 is a single-acting hydraulic cylinder and has one oil chamber 121a. One end of the rod 123 is connected to the carriage frame 12a (the side beam Sb in FIG. 4). The cylinder tube 121 is connected to the center pin Cp. That is, the cylinder tube 121 is connected to the vehicle body via the center pin Cp. The pipe 101 is connected to the oil chamber 121a.

  In the device 100a, the hydraulic devices 110 and 120 are arranged so that the direction of the force generated in the piston by the movement of the carriage is reversed between the hydraulic device 110 and the hydraulic device 120. That is, in the device 100a, when the first carriage 11 moves in the right direction DR, the first piston 112 pushes the oil toward the pipe 101, and when the second carriage 12 moves in the left direction DL. The second piston 122 pushes the oil toward the pipe 101 side.

  Consider a case in which the first carriage 11 and the second carriage 12 both move in the left direction DL in the apparatus 100a. In this case, the hydraulic device 110 draws oil from the pipe 101, and the hydraulic device 120 has a force to send oil to the pipe 101. Therefore, if the movement amount of the relative position (P1) and the movement amount of the relative position (P2) are the same, the force generated in the hydraulic device 110 and the force generated in the hydraulic device 120 do not interfere with each other in the pipe 101. Flows. That is, the device 100a does not actively suppress the movement of the first carriage 11 and the second carriage 12 in the same direction. In other words, the device 100a does not actively suppress swaging.

  Next, in the apparatus 100a, consider a case where the first carriage 11 moves in the left direction DL and the second carriage 12 moves in the right direction DR. In this case, both the hydraulic devices 110 and 120 have a force for drawing oil from the pipe 101. As a result, the force generated by the hydraulic device 110 and the force generated by the hydraulic device 120 interfere with each other, so that the pistons 112 and 122 are prevented from moving. That is, the apparatus 100a suppresses the first cart 11 and the second cart 12 from moving in different directions. In other words, the device 100a suppresses yawing. As described above, according to the apparatus 100a, it is possible to selectively suppress yawing.

  In the devices of the first embodiment and the second embodiment, it is also possible to change the connection object of the hydraulic equipment. For example, in the first embodiment, the cylinder tube 111 side of the first hydraulic device 110 can be connected to the carriage frame, and the rod 113 can be connected to the vehicle body.

(Third embodiment)
In the third embodiment, an apparatus having the configurations (5a) to (7a) will be described as an example of the apparatus (D3) of the third example. The main part of the rocking | fluctuation suppression apparatus 100b of 3rd Embodiment is typically shown in FIG.

  The apparatus 100b includes a pipe 101, a first hydraulic device 110, a second hydraulic device 120, and a switch 130. The pipe 101 includes a first pipe 101a, a second pipe 101b, a third pipe 101c, and a fourth pipe 101d.

  The first and second hydraulic devices 110 and 120 are double-acting hydraulic cylinders, and are different from the hydraulic devices described in the above embodiment only in that they include a second oil chamber. For this reason, a duplicate description may be omitted.

  The first hydraulic device 110 includes a cylinder tube (first cylinder tube) 111, a piston (first piston) 112, and a rod 113. The hydraulic device 110 is a double-acting hydraulic device and includes a first oil chamber 111a on the cap side and a second oil chamber 111b on the rod 113 side. A first pipe 101a is connected to the first oil chamber 111a. A second pipe 101b is connected to the second oil chamber 111b.

  The second hydraulic device 120 includes a cylinder tube (second cylinder tube) 121, a piston (second piston) 122, and a rod 123. The hydraulic device 120 is a double-acting hydraulic device, and includes a cap-side third oil chamber 121a and a rod 123-side fourth oil chamber 121b. A third pipe 101c is connected to the third oil chamber 121a. A fourth pipe 101d is connected to the fourth oil chamber 121b.

The switcher 130 switches the connection of piping between the following connection states between the first connection state and the second connection state.
(First connection state) The first pipe 101a and the third pipe 101c are connected, and the second pipe 101b and the fourth pipe 101d are connected.
(Second connection state) The first pipe 101a and the fourth pipe 101d are connected, and the second pipe 101b and the third pipe 101c are connected.

  The device 100b in the first connection state has the same function as the device (D1) of the first example. The device 100b in the second connection state has the same function as the device (D2) of the second example. By switching between the first connection state and the second connection state by the switch 130, it is possible to selectively suppress yawing and suppression of swaying.

  In the above embodiment, the case where a hydraulic cylinder is used as the hydraulic device has been described as an example. However, the present invention can be similarly implemented even if a hydraulic damper is used as the hydraulic device. By using a hydraulic damper as the hydraulic device, the hydraulic device can have a buffer function (vibration damping function). When a hydraulic damper is used as the hydraulic device, the degree of the buffer function can be changed by changing the resistance at the orifice. Therefore, by selecting the hydraulic damper in consideration of the balance between the swing suppression function and the buffer function, the swing of the vehicle body can be more effectively suppressed.

  An example of using a hydraulic damper is shown in FIG. FIG. 6 shows an example in which the first hydraulic device 110 (hydraulic cylinder) shown in FIG. 2 is replaced with a hydraulic damper.

  A hydraulic device 210 illustrated in FIG. 6 includes a cylinder tube (first cylinder tube) 211, a piston (first piston) 212, and a rod 213. The hydraulic device 210 is a hydraulic damper and has two oil chambers (a first oil chamber 211a and a second oil chamber 211b) arranged with a piston 212 interposed therebetween. The first oil chamber 211a is a cap-side oil chamber, and the second oil chamber 211b is a rod-side oil chamber. The first oil chamber 211a and the second oil chamber 211b are connected by an orifice 212c. In the example shown in FIG. 6, the orifice 212 c is formed in the piston 212.

  In the example shown in FIG. 6, the pipe 101 is connected to the first oil chamber 211a on the cap side. By connecting in this way, it can function like the apparatus 100 described in the first embodiment. Further, by connecting the pipe 101 to the second oil chamber 211b on the rod side, it is possible to function in the same manner as the device 100a described in the second embodiment.

  Also in the apparatus described in the second embodiment, the hydraulic damper shown in FIG. 6 can be used as a hydraulic device. Similarly, also in the apparatus described in the third embodiment, the hydraulic damper shown in FIG. 6 can be used as a hydraulic device. In this case, the first pipe (third pipe) may be connected to the first oil chamber 211a, and the second pipe (fourth pipe) may be connected to the second oil chamber 211b.

  When a hydraulic damper is used as the hydraulic device, the above-described device (D3) can be realized by using only one of the two hydraulic devices used in the two carts as a hydraulic damper and the other as a hydraulic cylinder. . For example, you may use a hydraulic damper for the 1st hydraulic equipment 110 of 1st Embodiment and 2nd Embodiment. FIG. 7 shows a part of an example of a device (D3) in which the first hydraulic device 110 of the first embodiment is replaced with a hydraulic damper.

  In the apparatus of FIG. 7, the first hydraulic device 210 is a hydraulic damper, and includes a cap-side first oil chamber 211a and a rod-side second oil chamber 211b. The pipe 101 includes a first pipe 101a connected to the first oil chamber 211a, a second pipe 101b connected to the second oil chamber 211b, and a third pipe connected to the second hydraulic device 120. The piping 101c is included. The apparatus of FIG. 7 includes a switch 130. The switch 130 switches between a first connection state that connects the first pipe 101a and the third pipe 101c and a second connection state that connects the second pipe 101b and the third pipe 101c. . In the case of the first connection state, the same function as that of the device 100 of the first embodiment is achieved. In the second connection state, it has the same function as the device 100a of the second embodiment. Thus, by switching between the first connection state and the second connection state by the switch 130, it is possible to switch between suppression of yawing and suppression of swaging at a desired timing. That is, the same effect as that of the device 100b of the third embodiment can be obtained with the device of FIG.

  The present invention will be described in more detail with reference to examples. In this example, in order to verify the effect of the yawing suppression device of the present invention, an analysis was performed using a dynamic analysis tool (Simpack Rail) for railway vehicles. In this analysis, the effect of using the swing suppression device of the first embodiment capable of selectively suppressing swaging was evaluated. However, it was assumed that hydraulic dampers having a damping coefficient of 35400 N · s / m were used as the first and second hydraulic devices. A simulation was performed assuming that the attenuation coefficient was attenuated at 105400 N · s / m only for swaging.

  In this example, with respect to a vehicle using the swing suppression device of the present embodiment (example of the present invention) and a conventional vehicle not using it (conventional example), the change in swaging acceleration of the vehicle body over time, The swaging power spectral density (PSD) was determined. The results are shown in FIGS.

  As shown in FIGS. 8 and 9, the swaging acceleration and PSD of the example of the present invention were smaller than those of the conventional example. This result shows that the swing of the vehicle body is effectively suppressed by the swing suppression device of the present invention.

  INDUSTRIAL APPLICABILITY The present invention can be used for a swing suppression device for a railway vehicle and a railway vehicle using the same.

11: first cart 12: second cart 11a, 12a: cart frames 100, 100a, 100b: swing restraint device 101: piping 110: first hydraulic equipment (hydraulic cylinder)
111, 121: Cylinder tubes 111a, 111b, 121a, 121b: Oil chamber 112, 122: Piston 113, 123: Rod 120: Second hydraulic equipment (hydraulic cylinder)
130: Switcher 210: Hydraulic equipment (hydraulic damper)
Cp: Center pin (vehicle body)
DC: width direction FW: traveling direction

Claims (7)

A swing suppression device for a railway vehicle that suppresses the swing of a vehicle body of the railway vehicle including the first and second carriages using a fluid,
A first pressure device comprising a first piston;
A second pressure device including a second piston; and
A pipe connecting the first pressure device and the second pressure device so that the fluid in the first pressure device and the fluid in the second pressure device can move,
The first pressure device includes the first carriage, the vehicle body, and the first pressure device such that a load is applied to the first piston according to a change in a relative position of the first carriage with respect to the vehicle body in the width direction of the vehicle body. Connected to
The second pressure device includes the second carriage, the vehicle body, and the second pressure device such that a load is applied to the second piston in accordance with a change in a relative position of the second carriage with respect to the vehicle body in the width direction of the vehicle body. Connected to
The swing suppression device for a railway vehicle, wherein the first and second pressure devices are independent fluid pressure dampers or fluid pressure cylinders. The swing suppressing device for a railway vehicle according to claim 1,
When either the left direction or the right direction with respect to the traveling direction of the railway vehicle is the first direction and the other is the second direction,
The first piston pushes the fluid in the first pressure device toward the pipe side when the first carriage moves in the first direction with respect to the vehicle body. One pressure device is connected to the first carriage and the vehicle body;
The second piston pushes the fluid in the second pressure device toward the pipe side when the second carriage moves in the first direction with respect to the vehicle body. A swing suppression device for a railway vehicle, wherein two pressure devices are connected to the second carriage and the vehicle body. The swing suppressing device for a railway vehicle according to claim 1,
When either the left direction or the right direction with respect to the traveling direction of the railway vehicle is the first direction and the other is the second direction,
The first piston pushes the fluid in the first pressure device toward the pipe side when the first carriage moves in the first direction with respect to the vehicle body. One pressure device is connected to the first carriage and the vehicle body;
When the second carriage moves in the second direction with respect to the vehicle body, the second piston pushes the fluid in the second pressure device toward the pipe side. A swing suppression device for a railway vehicle, wherein two pressure devices are connected to the second carriage and the vehicle body. The swing suppressing device for a railway vehicle according to claim 1,
The first pressure device includes a first fluid chamber on the cap side and a second fluid chamber on the rod side,
The second pressure device includes a cap-side third fluid chamber and a rod-side fourth fluid chamber,
The piping includes a first piping connected to the first fluid chamber, a second piping connected to the second fluid chamber, a third piping connected to the third fluid chamber, and Including a fourth pipe connected to the fourth fluid chamber;
A first connection state connecting the first pipe and the third pipe and connecting the second pipe and the fourth pipe; and the first pipe and the fourth pipe. A swing suppression device for a railway vehicle, further comprising a switch that connects and switches between a second connection state that connects the second pipe and the third pipe. A swing suppression device for a railway vehicle according to any one of claims 1 to 4,
A swing suppression device for a railway vehicle, wherein the fluid is oil. A swing suppression device for a railway vehicle according to any one of claims 1 to 4,
A swing suppression device for a railway vehicle, wherein the fluid is an incompressible fluid. A railway vehicle including a first carriage, a second carriage, and a vehicle body,
A rail vehicle including the railroad vehicle swing suppression device according to any one of claims 1 to 6.

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