JP2020125096A - Railway vehicle yaw damper gear - Google Patents

Abstract

To provide a railway vehicle yaw damper gear by which vehicle body vibrations in a vertical direction caused by pitching of a truck is easily suppressed and drive comfort in the railway vehicle can be improved.SOLUTION: A yaw damper gear 100 in this invention is constituted of a pair of yaw dampers 1a, 1b both arranged in the forward and backward directions of a truck 3 and each of pairs of yaw dampers is installed in the left or right side of the truck. The first yaw damper 1a of the pair of yaw damper which is positioned in an end side of the vehicle body 2 has an end E1 and another end E2, the former being positioned in an end side of the vehicle body and attached to the truck and the latter being attached to the vehicle body. The second yaw damper 1b positioned in a center side of the vehicle body has an end E2 and another end E1, the former being positioned in the end side of the vehicle body and attached to the vehicle body and the latter being attached to the truck. The end E2 of the first yaw damper and the end E2 of the second yaw damper are respectively attached to each positions which exist symmetrically above and below a center C of pitching of the truck and are mutually and vertically separated.SELECTED DRAWING: Figure 1

Description

TECHNICAL FIELD The present invention relates to a yaw damper device used in a railway vehicle. In particular, the present invention makes it possible to easily reduce the vertical vibration of the vehicle body due to the pitching of the bogie when the railroad vehicle travels at a high speed in a straight section of the track to improve the riding comfort of the railroad vehicle. The present invention relates to a yaw damper device for a railway vehicle.

Conventionally, a yaw damper may be used for a railroad vehicle in order to suppress the wobbling behavior of the truck during high-speed traveling. The yaw dampers are attached to the left and right sides of the bogie so as to connect the car body and the bogie, and yawing generated by vibration from the track such as track irregularity and rail joints It is used to quickly attenuate the phenomenon of rotational vibration.

Depending on the railway vehicle, a pair of yaw dampers (a total of four yaw dampers for one bogie) may be attached to each of the left and right sides of the bogie in case of failure of one yaw damper.
Conventionally, as the arrangement mode of the yaw damper in the above case, as shown in FIG. 6(a), the pair of yaw dampers 1a and 1b are vertically moved so that the expansion/contraction direction is horizontal (the front-back direction of the carriage 3). 6B, and the pair of yaw dampers 1a and 1b are extended and contracted in the horizontal direction (the front-rear direction of the carriage 3) so that the yaw dampers 1a and 1b extend in the front-rear direction of the carriage 3. It is known that they are arranged side by side on a straight line.
In any of the modes, the damping forces of the yaw dampers 1a and 1b act only in the front-rear direction of the truck 3, and the wobbling behavior of the truck 3 during high-speed traveling is suppressed.

Here, the riding comfort of a railroad vehicle is greatly affected by vertical vibrations of the vehicle body generated via the bogie due to vibrations from the track such as track irregularities and rail joints, and vibrations due to wheel eccentricity. The vertical vibration of the vehicle body is one of the causes of pitching of the bogie (a phenomenon in which the bogie rotates and vibrates about an axis in the left-right direction). That is, the pitching of the bogie may vibrate the car in the up-down direction via the components mounted between the car and the bogie.

The present inventor has proposed a yaw damper device for a railway vehicle that can easily reduce the vertical vibration of the vehicle body and improve the riding comfort of the railway vehicle (see Patent Document 1).
As shown in FIG. 7, the yaw damper device for a railway vehicle described in Patent Document 1 includes a pair of yaw dampers 1a and 1b arranged side by side in the front-rear direction of the carriage 3 on each of the left and right sides of the carriage 3, and a pair of yaw dampers. Each of the ends 1a and 1b is attached to the vehicle body 2 at one end (the end E2 of the yaw damper 1a and the end E2 of the yaw damper 1b) of both ends E1 and E2 in the expansion/contraction direction, and the other end ( The end E1 of the yaw damper 1a and the end E1 of the yaw damper 1b) are attached to the carriage 3, and the one end E2 is located higher than the other end E1.
According to the yaw damper device for a railway vehicle described in Patent Document 1, it is possible to easily reduce the vertical vibration of the vehicle body 2. However, the yaw damper device for a railway vehicle described in Patent Document 1 does not focus on reducing the vertical vibration of the vehicle body 2 due to the pitching of the carriage 3.

JP, 2016-185727, A

The present invention has been made to solve the above-mentioned problems of the prior art, and when a railway vehicle travels at a high speed in a straight section of a track, a vertical vibration of a vehicle body caused by pitching of a bogie It is an object of the present invention to provide a yaw damper device for a railway vehicle that can easily reduce the noise and improve the riding comfort of the railway vehicle.

As described above, the pitching of the bogie may cause the car body to vibrate in the vertical direction via the components mounted between the car body and the bogie. Since the yaw damper is also a component mounted between the vehicle body and the bogie, if the yaw damper can suppress pitching of the bogie, vertical vibration of the vehicle due to the pitching of the bogie can be easily reduced. I noticed that there is a nature.

Based on the above-mentioned viewpoint, the present inventors provide a yaw damper between a vehicle body and a pair of bogies in a railway vehicle including a vehicle body and a pair of front and rear bogies connected to the vehicle body. Assuming the case, this railcar has conducted a kinetic analysis when traveling at high speed on a straight section having a track irregularity, and has made extensive studies. Specifically, assuming that a pair of yaw dampers is attached to each of the left and right of each carriage, the arrangement mode of the pair of yaw dampers is changed, and the above-described motion analysis is performed in each arrangement mode. As a result, the following findings were obtained.
(1) In order to suppress the pitching of the bogie with the pair of yaw dampers, it is effective to positively reduce the moment generated by the pitching of the bogie with the pair of yaw dampers.
(2) In order to reduce the moment generated by the pitching of the bogie by the pair of yaw dampers, the pair of yaw dampers are arranged side by side in the front-rear direction of the bogie, and one of the two end portions in the expansion/contraction direction of each yaw damper is located closer to each other. The ends may be attached to the vehicle body, the ends on the far side may be attached to the dolly, and the ends on the near side may be attached to positions vertically separated from each other with the pitching center of the dolly interposed therebetween.
(3) According to the arrangement mode of the pair of yaw dampers as described above, with respect to the moment generated by the pitching of the carriage, a reaction force in the direction canceling the moment is generated by the expansion and contraction of each yaw damper, so that the pitching of the carriage is performed. Therefore, it is possible to suppress the vibration and reduce the vertical vibration of the vehicle body due to the pitching of the bogie.

The present invention has been completed based on the above findings of the present inventors.
That is, in order to solve the above-mentioned problems, the present invention is a yaw damper device used for a railway vehicle including a vehicle body and a bogie connected to the vehicle body, the pair of yaw damper devices being arranged in parallel in the front-rear direction of the bogie. A yaw damper is provided on each of the left and right sides of the bogie, and the first yaw damper located on the end side of the vehicle body of the pair of yaw dampers is located on the end side of the vehicle body of both end portions in the expansion and contraction direction. One end of the yaw damper is attached to the bogie and the other end is attached to the vehicle body. Of the pair of yaw dampers, the second yaw damper located on the center side of the vehicle body has both ends in the expansion/contraction direction. One end located on the end side of the vehicle body is attached to the vehicle body and the other end is attached to the carriage, and the other end portion of the first yaw damper and There is provided a yaw damper device for a rail vehicle, wherein the one end of the second yaw damper is mounted at positions spaced apart from each other in the vertical direction with the pitching center of the bogie interposed therebetween.

In the yaw damper device according to the present invention, of the pair of yaw dampers, the first yaw damper located on the end portion side of the vehicle body has one end portion located on the end portion side of the vehicle body of both end portions in the expansion/contraction direction thereof. Is attached to the dolly, and the other end is attached to the vehicle body. On the other hand, of the pair of yaw dampers, the second yaw damper located on the center side of the vehicle body is attached to the vehicle body at one of its two end portions in the expansion/contraction direction, which is located on the vehicle body end portion side. The end is attached to the dolly. That is, of the two ends of the first yaw damper and the second yaw damper in the expansion/contraction direction, the ends closer to each other (the other end of the first yaw damper and one end of the second yaw damper) are attached to the vehicle body. .. Further, of the both ends of the first yaw damper and the second yaw damper in the expansion and contraction direction, the ends on the far side from each other (one end of the first yaw damper and the other end of the second yaw damper) are attached to the carriage. ..
The end portions of the first yaw damper and the second yaw damper that are close to each other (the other end portion of the first yaw damper and one end portion of the second yaw damper) are vertically separated from each other with the pitching center of the carriage interposed therebetween. Is installed in position.
Therefore, with respect to the moment generated by the pitching of the bogie, the reaction force in the direction of canceling the moment is generated by the expansion and contraction of the first yaw damper and the second yaw damper. As a result, it is possible to suppress the pitching of the truck, and it is possible to reduce the vertical vibration of the vehicle body due to the pitching of the truck.

According to the yaw damper device of the present invention, since it is only necessary to change the arrangement mode of the pair of yaw dampers to a different one from the conventional one, it is possible to easily reduce the vertical vibration of the vehicle body due to the pitching of the bogie, It is possible to easily improve the riding comfort of a railway vehicle.
In the yaw damper device according to the present invention, the "pitch center" means a rotating shaft when the truck pitches, and is an axis extending in the left-right direction of the truck through the center of gravity of the truck.

In the yaw damper device according to the present invention, the other end portion of the first yaw damper and the one end portion of the second yaw damper are located at substantially the same position as the pitching center of the truck in the front-rear direction of the truck. It is preferably attached to.

According to the above preferable configuration, it is possible to more effectively suppress the pitching of the bogie and further reduce the vertical vibration of the vehicle body due to the pitching of the bogie.

In the yaw damper device according to the present invention, the one end portion of the first yaw damper is substantially the same as the other end portion of the first yaw damper in the vertical direction of the carriage from the same pitching center of the carriage. The other end of the second yaw damper is attached to a position up to approximately the same position, and the other end of the second yaw damper is substantially the same as the one end of the second yaw damper in the vertical direction of the carriage. It is preferable that the carriage is attached at a position up to a position substantially the same as the pitching center of the carriage.

According to the above preferable configuration, it is possible to more effectively suppress the pitching of the bogie and further reduce the vertical vibration of the vehicle body due to the pitching of the bogie.

Further, in the yaw damper device according to the present invention, the one end portion of the first yaw damper is attached below the other end portion of the first yaw damper, and the other end portion of the first yaw damper is , The second yaw damper is mounted below the one end of the second yaw damper, and the other end of the second yaw damper is mounted above the one end of the second yaw damper. The angle formed by the expansion and contraction direction of the first yaw damper and the horizontal direction and the angle formed by the expansion and contraction direction of the second yaw damper and the horizontal direction are set to the same angle α, and the angle α is 0°≦α. It is preferable to satisfy ≦25°.

According to the above preferable configuration, it is possible to more effectively suppress the pitching of the bogie and further reduce the vertical vibration of the vehicle body due to the pitching of the bogie.

Alternatively, in the yaw damper device according to the present invention, the one end portion of the first yaw damper is attached above the other end portion of the first yaw damper, and the other end portion of the first yaw damper is , The second yaw damper is mounted above the one end portion, and the other end portion of the second yaw damper is mounted below the one end portion of the second yaw damper. The angle formed by the expansion and contraction direction of the first yaw damper and the horizontal direction and the angle formed by the expansion and contraction direction of the second yaw damper and the horizontal direction are set to the same angle β, and the angle β is 0°≦β. It is preferable to satisfy ≦7.5°.

According to the above preferable configuration, it is possible to more effectively suppress the pitching of the bogie and further reduce the vertical vibration of the vehicle body due to the pitching of the bogie.

ADVANTAGE OF THE INVENTION According to the yaw damper device which concerns on this invention, when a railway vehicle runs at high speed on the straight section of a track|truck, the up-and-down vibration of the vehicle body resulting from the pitching of a truck is easily reduced, and the riding comfort of a railway vehicle is improved. It is possible.

It is explanatory drawing explaining the schematic structure of the yaw damper device for railroad vehicles which concerns on one Embodiment of this invention. It is explanatory drawing for demonstrating the operation effect of the yaw damper apparatus shown in FIG.1(a). It is explanatory drawing explaining the schematic structure of the yaw damper device for railroad vehicles which concerns on the 1st modification of one Embodiment of this invention. It is explanatory drawing explaining the schematic structure of the yaw damper device for railroad vehicles which concerns on the 2nd modification of one Embodiment of this invention. It is explanatory drawing explaining the schematic structure of the yaw damper device for railroad vehicles which concerns on the 3rd modification and 4th modification of one Embodiment of this invention. It is explanatory drawing explaining the schematic structure of the yaw damper device for rail vehicles of the comparative example 1 and the comparative example 2. FIG. 11 is an explanatory diagram illustrating a schematic configuration of a yaw damper device for a railroad vehicle (a yaw damper device for a railroad vehicle described in Patent Document 1) of Comparative Example 3. The result of having compared the riding comfort level L _T of the railcar in the case of using each yaw damper device of Examples 1-6 and Comparative Examples 1-3 is shown. The result of having compared the riding comfort level L _T of the railway vehicle when each of the yaw damper devices of Examples 7 and 8 and Comparative Examples 1 to 3 is used is shown.

An embodiment of the present invention will be described below with reference to the accompanying drawings.

<Structure of the yaw damper device according to the present embodiment>
FIG. 1 is an explanatory diagram illustrating a schematic configuration of a rail vehicle yaw damper device according to an embodiment of the present invention. FIG. 1A shows one example, and FIG. 1B shows another example.
As shown in FIG. 1, a railway vehicle yaw damper device (hereinafter, simply referred to as a “yaw damper device”) 100 according to the present embodiment is applied to a railway vehicle including a vehicle body 2 and a bogie 3 connected to the vehicle body 2. Is used. Although only one trolley 3 is shown in FIG. 1 for convenience, a pair of front and rear trolleys 3 (in the left-right direction on the paper surface of FIG. 1) are actually connected to the vehicle body 2. The dolly 3 is a normal dolly that supports only one vehicle body 2. In other words, the bogie 3 is not a connecting bogie that is installed between the pair of front and rear bodies 2 of the railway vehicle and supports both the pair of front and rear bodies 2.

The vehicle body 2 includes a vehicle body 21 and yaw damper receivers 22 that are hung from the floor of the vehicle body 21 on the left and right sides of the vehicle body 21, respectively. FIG. 1 shows a yaw damper receiver 22 attached to either the left or right side of the vehicle body 21. The yaw damper receiver 22 of the present embodiment is a pitching center of the carriage 3 in the front-back direction of the carriage 3 (means a rotation axis when the carriage 3 pitches, and extends in the left-right direction of the carriage 3 through the center of gravity of the carriage 3). ) Is provided at substantially the same position.

The dolly 3 includes a pair of front and rear wheel axles 3a and 3b, a dolly frame 3c, and an air spring 3d that connects the vehicle body 2 (body body 21) and the dolly frame 3c and supports the vehicle body 2. Since the above-mentioned constituent elements and other constituent elements of the carriage 3 are the same as those of a well-known and common carriage, detailed description thereof will be omitted.

The yaw damper device 100 includes a pair of yaw dampers 1a and 1b arranged in parallel in the front-rear direction of each carriage 3 on the left and right sides of each carriage 3. FIG. 1 shows a pair of yaw dampers 1 a and 1 b attached to either the left or right side of the carriage 3.
The yaw dampers 1a and 1b provide a resistance force (damping force) when expanding and contracting due to viscous resistance when a viscous fluid flows inside. Generally, the damping force of the yaw dampers 1a and 1b is obtained by multiplying the speed difference between the vehicle body 2 and the carriage 3 by the damping coefficient of the yaw dampers 1a and 1b. Since the more specific configuration of the yaw dampers 1a and 1b is the same as that of a known yaw damper, detailed description thereof will be omitted.

A damping force variable type yaw damper can be used as the yaw dampers 1a and 1b. In this case, the yaw damper device 100 includes control means (not shown) that controls the damping force of the yaw dampers 1a and 1b, in addition to the yaw dampers 1a and 1b. Specifically, the control means includes a controller (not shown) including a sequencer attached to the vehicle body 2 and electromagnetic valves (not shown) attached to the yaw dampers 1a and 1b. Can be illustrated. The solenoid valve turns on/off the flow of the viscous fluid inside the yaw dampers 1a and 1b based on a control signal from the controller, thereby making the damping force of the yaw dampers 1a and 1b effective (a state in which the damping force acts), Performs a function of invalidating (a state in which damping force does not substantially act).

As shown in FIG. 1A, of the pair of yaw dampers 1a and 1b included in the yaw damper device 100 according to the present embodiment, the first yaw damper located on the end side of the vehicle body 2 (right side of the paper surface of FIG. 1). 1a of the two ends E1 and E2 in the expansion/contraction direction (horizontal direction; the left-right direction on the paper surface of FIG. 1) is located on the end side of the vehicle body 2 and is attached to the bogie 3 (the bogie frame 3c). The other end E2 is attached to the vehicle body 2 (yaw damper receiver 22). Since the first yaw damper 1a shown in FIG. 1(a) is attached such that the expansion/contraction direction is horizontal, one end E1 of the first yaw damper 1a is attached to the first yaw damper 1a in the vertical direction of the carriage 3. It is substantially at the same position as the other end E2 of 1a.
Further, of the pair of yaw dampers 1a and 1b, the second yaw damper 1b located on the center side of the vehicle body 2 (on the left side of the paper surface of FIG. 1) is in the expansion/contraction direction (horizontal direction; left and right direction of the paper surface of FIG. 1). One of the end portions E1 and E2, which is located on the end portion side of the vehicle body 2, is attached to the vehicle body 2 (yaw damper receiver 22), and the other end portion E1 is attached to the bogie 3 (the bogie frame 3c). ing. Since the second yaw damper 1b shown in FIG. 1(a) is attached so that the expansion/contraction direction is horizontal, the other end E1 of the second yaw damper 1b is attached to the second yaw damper 1b in the vertical direction of the carriage 3. It is located at substantially the same position as one end E2 of 1b.

The other end E2 of the first yaw damper 1a and the one end E2 of the second yaw damper 1b are vertically arranged with the pitching center (the pitching center C shown in FIG. 2 described later) of the carriage 3 interposed therebetween. It is installed in a separated position. In the present embodiment, the distance between the other end E2 of the first yaw damper 1a and the pitching center C and the distance between one end E2 of the second yaw damper 1b and the pitching center C are substantially the same. .. Further, as described above, since the yaw damper receiver 22 is provided at substantially the same position as the pitching center C of the carriage 3 in the front-rear direction of the carriage 3, the first yaw damper 1a attached to the yaw damper receiver 22 is mounted on the yaw damper receiver 22. The other end E2 and one end E2 of the second yaw damper 1b are attached at substantially the same position as the pitching center C of the truck 3 in the front-rear direction of the truck 3.

In the example shown in FIG. 1A, one end E2 of the second yaw damper 1b is attached above the other end E2 of the first yaw damper 1a. However, the yaw damper device 100 according to the present embodiment is not limited to this, and as shown in FIG. 1B, the other end E2 of the first yaw damper 1a is one end of the second yaw damper 1b. It may be attached above the portion E2. The yaw damper device 100 shown in FIG. 1(b) is the same as that shown in FIG. 1(a) except that the other end E2 of the first yaw damper 1a and the one end E2 of the second yaw damper 1b have different vertical relationships. The structure is similar to that of the yaw damper device 100 shown, and therefore detailed description thereof will be omitted.

Since the pair of yaw dampers 1a and 1b included in the yaw damper device 100 according to the present embodiment are arranged as described above, it is possible to easily reduce the vertical vibration of the vehicle body 2 due to the pitching of the carriage 3.
Hereinafter, this point will be described more specifically with reference to FIG.

FIG. 2 is an explanatory diagram for explaining the operational effects of the yaw damper device 100 shown in FIG. Note that, in FIG. 2, the body body 21 and the air spring 3d illustrated in FIG. 1A are omitted. Further, the pitching center C shown in FIG. 2 is a virtual point which is visualized for convenience of explanation, but which is not actually visible.
As shown in FIG. 2A, consider the case where a clockwise moment M1 with respect to the pitching center C is generated by the pitching of the carriage 3 (the carriage frame 3c). In this case, one end E1 of the first yaw damper 1a rotates clockwise with respect to the pitching center C together with the bogie frame 3c, while the other end E2 of the first yaw damper 1a is connected to the vehicle body 2 (yaw damper receiver 22). ), it does not rotate clockwise with respect to the pitching center C. As a result, the first yaw damper 1a contracts, and as a result, a reaction force F1 that causes the first yaw damper 1a to push the bogie frame 3c toward the end portion side of the vehicle body 2 (right side of the paper surface of FIG. 2) is generated.

Similarly, the other end E1 of the second yaw damper 1b rotates clockwise with respect to the pitching center C together with the bogie frame 3c, while one end E2 of the second yaw damper 1b is connected to the vehicle body 2 (yaw damper receiver 22). ), it does not rotate clockwise with respect to the pitching center C. As a result, the second yaw damper 1b contracts, and as a result, a reaction force F2 that pushes the bogie frame 3c toward the center of the vehicle body 2 (left side of the paper surface of FIG. 2) is generated by the second yaw damper 1b.

The reaction force F1 and the reaction force F2 shown in FIG. 2A both generate a counterclockwise moment with respect to the pitching center C. That is, the reaction force F1 and the reaction force F2 are reaction forces in the direction of canceling the moment M1. For this reason, the pitching of the truck 3 is suppressed, and consequently the vertical vibration of the vehicle body 2 due to the pitching of the truck 3 can be reduced.

Next, as shown in FIG. 2B, consider a case where a counterclockwise moment M2 with respect to the pitching center C is generated by the pitching of the carriage 3 (the carriage frame 3c). In this case, one end E1 of the first yaw damper 1a rotates counterclockwise with respect to the pitching center C together with the bogie frame 3c, while the other end E2 of the first yaw damper 1a is connected to the vehicle body 2 (yaw damper receiver). 22), it does not rotate counterclockwise with respect to the pitching center C. As a result, the first yaw damper 1a expands, which causes a reaction force F1 that causes the first yaw damper 1a to pull the bogie frame 3c toward the center of the vehicle body 2 (on the left side of the paper surface of FIG. 2).

Similarly, the other end E1 of the second yaw damper 1b rotates counterclockwise with respect to the pitching center C together with the bogie frame 3c, while one end E2 of the second yaw damper 1b is connected to the vehicle body 2 (yaw damper receiver). 22), it does not rotate counterclockwise with respect to the pitching center C. As a result, the second yaw damper 1b is extended, and as a result, a reaction force F2 that causes the second yaw damper 1b to pull the bogie frame 3c toward the end portion side of the vehicle body 2 (right side of the paper surface of FIG. 2) is generated.

The reaction force F1 and the reaction force F2 shown in FIG. 2B both generate a clockwise moment with respect to the pitching center C. That is, the reaction force F1 and the reaction force F2 are reaction forces in the direction of canceling the moment M2. For this reason, the pitching of the truck 3 is suppressed, and consequently the vertical vibration of the vehicle body 2 due to the pitching of the truck 3 can be reduced.

In the above description, the operational effects of the yaw damper device 100 shown in FIG. 1A have been described with reference to FIG. 2, but the operational effects of the yaw damper device 100 shown in FIG. 1B are also the same.

Hereinafter, modified examples of this embodiment will be described. Regarding the modified example, only the points different from the yaw damper device 100 shown in FIG. 1 will be described.

<Structure of Yaw Damper Device According to First Modification of Present Embodiment>
FIG. 3 is an explanatory diagram illustrating a schematic configuration of a yaw damper device for a railway vehicle according to a first modified example of the embodiment of the present invention. FIG. 3A shows one example, and FIG. 3B shows another example. In FIG. 3, components having the same functions as those of the components shown in FIG. 1 are designated by the same reference numerals and description thereof will be omitted as appropriate. A broken line CL shown in FIG. 3 is a straight line that extends in the horizontal direction (the front-rear direction of the carriage 3) through the pitching center C (see FIG. 2) of the carriage 3.
As shown in FIG. 3A, in the yaw damper device 100A according to the first modification, one end E1 of the first yaw damper 1a has a pitching center C (broken line CL) of the truck 3 in the up-down direction of the truck 3. It is different from the yaw damper device 100 shown in FIG. 1A in that it is attached at substantially the same position as. Further, as shown in FIG. 3A, in the yaw damper device 100A according to the first modified example, the other end E1 of the second yaw damper 1b has the pitching center C (broken line) of the carriage 3 in the vertical direction of the carriage 3. CL) is different from the yaw damper device 100 shown in FIG. 1A in that it is attached at substantially the same position. The yaw damper device 100A shown in FIG. 3(b) is the same as that shown in FIG. 3(a) except that the other end E2 of the first yaw damper 1a and one end E2 of the second yaw damper 1b have different vertical relationships. Since the yaw damper device 100A has the same configuration as that shown, detailed description thereof will be omitted.
Similarly to the yaw damper device 100, the yaw damper device 100</b>A according to the first modification shown in FIG. 3 has the other end E<b>2 of the first yaw damper 1 a and one end E<b>2 of the second yaw damper 1 b of the carriage 3. Since they are mounted at positions separated from each other in the vertical direction with the pitching center C (broken line CL) interposed therebetween, the moment generated by the pitching of the carriage 3 is expanded and contracted by the first yaw damper 1a and the second yaw damper 1b. A reaction force in the direction of canceling out occurs. For this reason, pitching of the truck 3 can be suppressed, and consequently vertical vibration of the vehicle body 2 due to pitching of the truck 3 can be reduced.

<Structure of Yaw Damper Device According to Second Modification of Present Embodiment>
FIG. 4 is an explanatory diagram illustrating a schematic configuration of a yaw damper device for a railway vehicle according to a second modified example of the embodiment of the present invention. FIG. 4A shows one example, and FIG. 4B shows another example. 4, constituent elements having the same functions as those of the constituent elements shown in FIG. 1 are designated by the same reference numerals, and description thereof will be omitted as appropriate. The broken line DL shown in FIG. 4 is a straight line that extends in the horizontal direction (the front-back direction of the carriage 3) through the other end E2 of the first yaw damper 1a in the case of FIG. 4A, and in the case of FIG. 4B. , A straight line extending in the horizontal direction (the front-rear direction of the carriage 3) passing through one end E2 of the second yaw damper 1b. The broken line CL shown in FIG. 4 is a straight line that extends in the horizontal direction (the front-rear direction of the carriage 3) passing through the pitching center C (see FIG. 2) of the carriage 3. In the case of FIG. 4B, the broken line UL shown in FIG. 4 is a straight line that extends in the horizontal direction (the front-back direction of the carriage 3) through one end E2 of the second yaw damper 1b in the case of FIG. 4A. , A straight line that extends in the horizontal direction (the front-rear direction of the carriage 3) through the other end E2 of the first yaw damper 1a.
As shown in FIG. 4A, in the yaw damper device 100B according to the second modification, one end E1 of the first yaw damper 1a has the other end E2 of the first yaw damper 1a in the vertical direction of the carriage 3. It is different from the yaw damper device 100 shown in FIG. 1A in that it is attached at a position approximately in the middle between the (dotted line DL) and the pitching center C (dotted line CL) of the carriage 3. Further, as shown in FIG. 4A, in the yaw damper device 100B according to the second modification, the other end E1 of the second yaw damper 1b has one end of the second yaw damper 1b in the vertical direction of the carriage 3. It differs from the yaw damper device 100 shown in FIG. 1A in that it is attached at a position approximately in the middle between the portion E2 (broken line UL) and the pitching center C (broken line CL) of the carriage 3. The yaw damper device 100B shown in FIG. 4(b) is the same as that shown in FIG. 4(a) except that the other end E2 of the first yaw damper 1a and one end E2 of the second yaw damper 1b have different vertical relationships. Since the yaw damper device 100B has the same configuration as that shown, detailed description thereof will be omitted.
Similarly to the yaw damper devices 100 and 100A, the yaw damper device 100B according to the second modified example shown in FIG. 4 has the other end portion E2 of the first yaw damper 1a and the one end portion E2 of the second yaw damper 1b, which are trolleys. Since they are mounted at positions vertically separated from each other with the pitching center C (broken line CL) of the carriage 3 interposed therebetween, the first yaw damper 1a and the second yaw damper 1b expand and contract with respect to the moment generated by the pitching of the carriage 3. A reaction force is generated in the direction of canceling this moment. For this reason, pitching of the truck 3 can be suppressed, and consequently vertical vibration of the vehicle body 2 due to pitching of the truck 3 can be reduced.

<Configuration of Yaw Damper Device According to Third Modification and Fourth Modification of Present Embodiment>
FIG. 5: is explanatory drawing explaining the schematic structure of the yaw damper apparatus for railroad vehicles which concerns on the 3rd modification and 4th modification of one Embodiment of this invention. FIG. 5A shows a third modification, and FIG. 5B shows a fourth modification. 5, components having the same functions as those of the components shown in FIG. 1 are designated by the same reference numerals and the description thereof will be omitted as appropriate. The symbol C shown in FIG. 5 means the pitching center as in FIG.
As shown in FIG. 5A, in the yaw damper device 100C according to the third modification, one end E1 of the first yaw damper 1a is attached below the other end E2 of the first yaw damper 1a, The other end E2 of the first yaw damper 1a is attached below one end E2 of the second yaw damper 1b, and the other end E1 of the second yaw damper 1b is attached to one end of the second yaw damper 1b. It is mounted above E2. The angle formed by the expansion/contraction direction of the first yaw damper 1a and the horizontal direction (the front-rear direction of the carriage 3) is the same as the angle formed by the expansion/contraction direction of the second yaw damper 1b and the horizontal direction (the front-rear direction of the carriage 3). The angle α is set, and the angle α satisfies 0°≦α≦25°.
Similarly to the yaw damper devices 100, 100A and 100B, the yaw damper device 100C according to the third modification shown in FIG. 5A also has the other end E2 of the first yaw damper 1a and one end of the second yaw damper 1b. Since E2 and E2 are mounted at positions vertically separated from each other with the pitching center C of the carriage 3 interposed therebetween, the first yaw damper 1a and the second yaw damper 1b expand and contract with respect to the moment generated by the pitching of the carriage 3. Generates a reaction force that cancels this moment. For this reason, pitching of the truck 3 can be suppressed, and consequently vertical vibration of the vehicle body 2 due to pitching of the truck 3 can be reduced.

As shown in FIG. 5B, in the yaw damper device 100D according to the fourth modification, one end E1 of the first yaw damper 1a is attached above the other end E2 of the first yaw damper 1a, The other end E2 of the first yaw damper 1a is attached above one end E2 of the second yaw damper 1b, and the other end E1 of the second yaw damper 1b is attached to one end of the second yaw damper 1b. It is attached below E2. The angle formed by the expansion/contraction direction of the first yaw damper 1a and the horizontal direction (the front-rear direction of the carriage 3) is the same as the angle formed by the expansion/contraction direction of the second yaw damper 1b and the horizontal direction (the front-rear direction of the carriage 3). The angle β is set, and the angle β satisfies 0°≦β≦7.5°.
Similarly to the yaw damper devices 100, 100A, 100B, and 100C, the yaw damper device 100D according to the fourth modified example illustrated in FIG. 5B also includes the other end E2 of the first yaw damper 1a and one of the second yaw damper 1b. Since the end portion E2 and the end portion E2 are attached at positions vertically separated from each other with the pitching center C of the carriage 3 interposed therebetween, the first yaw damper 1a and the second yaw damper 1b are against the moment generated by the pitching of the carriage 3. The expansion and contraction of causes a reaction force that cancels this moment. For this reason, pitching of the truck 3 can be suppressed, and consequently vertical vibration of the vehicle body 2 due to pitching of the truck 3 can be reduced.

Hereinafter, in order to more specifically describe the effects of the yaw damper devices 100, 100A, 100B, 100C, and 100D according to the present embodiment, the yaw damper devices of Comparative Examples 1 to 3 as comparison targets will be described.

<Structure of Yaw Damper Device of Comparative Example 1>
FIG. 6A is an explanatory diagram illustrating a schematic configuration of a yaw damper device for a railway vehicle of Comparative Example 1. In FIG. 6A, components having the same functions as those of the components shown in FIG. 1 are designated by the same reference numerals, and the description thereof will be omitted as appropriate.
As shown in FIG. 6A, in the yaw damper device of Comparative Example 1, as described above, the pair of yaw dampers 1a and 1b are vertically moved so that the expansion/contraction direction is the horizontal direction (the front-rear direction of the carriage 3). It is lined up in the direction. In the yaw damper device of Comparative Example 1, of the two end portions E1 and E2 of the yaw dampers 1a and 1b in the expansion/contraction direction (the horizontal direction of the paper surface of FIG. 6A), the end portion side of the vehicle body 2 (FIG. 6A) is Both ends E1 located on the right side of the paper surface are attached to the bogie 3 (the bogie frame 3c), and both ends E2 located on the center side of the vehicle body 2 (on the left side of the paper surface of FIG. 6A) are the vehicle bodies. 2 (yaw damper receiver 22).
Except for the arrangement of the yaw dampers 1a and 1b in the yaw damper device of Comparative Example 1, such as the damping coefficient of the yaw dampers 1a and 1b, the settings are the same as those of the yaw damper device 100 according to the present embodiment. The description is omitted.

<Structure of Yaw Damper Device of Comparative Example 2>
FIG. 6B is an explanatory diagram illustrating a schematic configuration of the yaw damper device for a railway vehicle of Comparative Example 2. In FIG. 6B, components having the same functions as those of the components shown in FIG. 1 are designated by the same reference numerals and the description thereof will be appropriately omitted.
As shown in FIG. 6B, in the yaw damper device of Comparative Example 2, as described above, the pair of yaw dampers 1a and 1b are extended and contracted in the horizontal direction (front and rear direction of the carriage 3). 3 are arranged side by side in a straight line in the front-rear direction. In the yaw damper device of Comparative Example 2, of both end portions E1 and E2 in the expansion/contraction direction of the yaw damper 1a (left and right direction of the paper surface of FIG. 6B), the end side of the vehicle body 2 (right side of the paper surface of FIG. 6B). ) Is attached to the vehicle body 2 (yaw damper receiver 22a), and the end portion E1 located on the center side of the vehicle body 2 (on the left side of the paper surface of FIG. 6B) is attached to the bogie 3 (the bogie frame 3c). It is installed. On the other hand, of the two end portions E1 and E2 in the expansion and contraction direction of the yaw damper 1b, the end portion E1 located on the end portion side of the vehicle body 2 is attached to the bogie 3 (the bogie frame 3c), and the end portion located on the center side of the vehicle body 2 is attached. E2 is attached to the vehicle body 2 (yaw damper receiver 22b).
Except for the arrangement of the yaw dampers 1a and 1b in the yaw damper device of Comparative Example 2 such as the damping coefficient of the yaw dampers 1a and 1b, the settings are the same as those of the yaw damper device 100 according to the present embodiment, and therefore, the above-mentioned settings are not provided. The description is omitted.

<Structure of Yaw Damper Device of Comparative Example 3>
FIG. 7: is explanatory drawing explaining the schematic structure of the yaw damper device for railroad vehicles of the comparative example 3 (the yaw damper device for railroad vehicles described in patent document 1). 7, components having the same functions as those of the components shown in FIG. 1 are designated by the same reference numerals, and the description thereof will be omitted as appropriate.
As shown in FIG. 7, in the yaw damper device of Comparative Example 3, as described above, the pair of yaw dampers 1 a and 1 b are arranged side by side in the front-rear direction of the carriage 3. In the yaw damper device of Comparative Example 3, one end portion (end portion E2 of the yaw damper 1a and end portion E2 of the yaw damper 1b) of the two end portions E1 and E2 in the expansion/contraction direction of the respective yaw dampers 1a and 1b is received by the vehicle body 2 (yaw damper receiver). 22a, 22b), the other end (the end E1 of the yaw damper 1a, the end E1 of the yaw damper 1b) is attached to the carriage 3 (the carriage frame 3c), and the one end E2 is It is located above the other end E1. Specifically, the one end E2 is located 60 mm above the other end E1.
Except for the arrangement of the yaw dampers 1a and 1b in the yaw damper device of Comparative Example 3, such as the damping coefficient of the yaw dampers 1a and 1b, the settings are the same as those of the yaw damper device 100 according to the present embodiment. The description is omitted.

<Evaluation of the yaw damper device according to the present embodiment>
Hereinafter, the results of actually evaluating the riding comfort of the railway vehicle using each of the yaw damper devices by motion analysis will be described. As a model of a railway vehicle for motion analysis, no matter which yaw damper device is used, a pair of front and rear bogies 3 are connected to the car body 2, the bogie 3 is a rigid element, and the car body 2 is an elastic element. A model was used. Then, the kinematic analysis was carried out when traveling at a high speed in a straight section having a track irregularity.

Specifically, the vertical vibration acceleration of the vehicle body 2 of the railway vehicle traveling in the straight section was calculated by the motion analysis, and the riding comfort level was calculated from the calculated vibration acceleration. The motion analysis can be performed using general-purpose mechanism analysis software, for example, the multi-body dynamics analysis tool “SIMPACK” manufactured by Dassault Systèmes Co., Ltd. can be used. As the riding comfort level, a riding comfort level L _T [dB] represented by the following formula (1) described in “Dynamics of Railway Vehicles” (edited by the Japan Society of Mechanical Engineers) was used.
L _T [dB]=20 log( _aw /a _ref ) (1)

FIG. 8 shows the results of comparing the riding comfort levels L _T of railway vehicles when the respective yaw damper devices of Examples 1 to 6 and Comparative Examples 1 to 3 were used. FIG. 8A shows the value of each parameter on the right side of the equation (1) relating to the riding comfort level L _T , and FIG. 8B shows the value of the riding comfort level L _T. "Comparative Example 1" shown in FIG. 8 is the result when the yaw damper device shown in FIG. 6(a) is used, and "Comparative Example 2" is the case when the yaw damper device shown in FIG. 6(b) is used. “Comparative example 3” is the result when the yaw damper device shown in FIG. 7 was used. “Example 1” is the result when the yaw damper device 100 according to the present embodiment shown in FIG. 1A is used, and “Example 2” is related to the present embodiment shown in FIG. 1B. It is a result when the yaw damper device 100 is used. “Example 3” is the result when the yaw damper device 100A according to the first modification of the present embodiment shown in FIG. 3(a) is used, and “Example 4” is shown in FIG. 3(b). It is a result when the yaw damper device 100A according to the first modified example of the present embodiment is used. “Example 5” is the result when the yaw damper device 100B according to the second modification of the present embodiment shown in FIG. 4(a) is used, and “Example 6” is shown in FIG. 4(b). It is a result when the yaw damper device 100B according to the second modified example of the present embodiment is used.

As shown in FIG. 8, according to the yaw damper device 100 (Examples 1 and 2), 100A (Examples 3 and 4) and 100B (Examples 5 and 6) according to the present embodiment, the yaw damper device of Comparative Example 1 is used. It was found that the riding comfort level was significantly reduced as compared with the case of using, and was also reduced as compared with the other comparative examples 2 and 3.
Since all of the yaw damper devices 100, 100A, and 100B according to the present embodiment have a reduced riding comfort level compared to Comparative Examples 1 to 3, one end E1 of the first yaw damper 1a is With respect to the vertical direction of the carriage 3, from the position substantially the same as the other end E2 of the first yaw damper 1a (in the case of Embodiments 1 and 2 shown in FIG. 1) to the position substantially the same as the pitching center C of the carriage 3 (see FIG. It can be said that it is preferable to be attached at a position (in the case of Embodiments 5 and 6 shown in FIG. 4 approximately the middle position) up to the case of Embodiments 3 and 4 shown in FIG. Similarly, the other end E1 of the second yaw damper 1b is substantially at the same position as the one end E2 of the second yaw damper 1b in the vertical direction of the carriage 3 (in the case of Embodiments 1 and 2 shown in FIG. 1). To a position substantially the same as the pitching center C of the carriage 3 (in the case of the embodiments 3 and 4 shown in FIG. 3) (in the middle position in the cases of the embodiments 5 and 6 shown in FIG. 4). It can be said that it is preferably attached.

FIG. 9 shows the results of comparing the riding comfort levels L _T of railway vehicles when the yaw damper devices of Examples 7 and 8 and Comparative Examples 1 to 3 were used. FIG. 9A shows the value of each parameter on the right side of the equation (1) relating to the riding comfort level L _T , and FIG. 9B shows the value of the riding comfort level L _T. The horizontal axis of FIG. 9 (b) shows the angle alpha (see FIG. 5 (a)) and the angle beta (see FIG. 5 (b)) and the vertical axis represents the ride comfort level _{L T.} “Comparative example 1”, “Comparative example 2” and “Comparative example 3” shown in FIG. 9 mean the same results as those shown in FIG. In “Example 7” shown in FIG. 9, the angle α is changed within the range of 0°≦α≦25° by using the yaw damper device 100C according to the third modification of the present embodiment shown in FIG. 5(a). “Example 8” is the result of the case, and the angle β is in the range of 0°≦β≦7.5° using the yaw damper device 100D according to the fourth modification of the present embodiment shown in FIG. 5B. This is the result when changed with.

As shown in FIG. 9, according to the yaw damper device 100C (Example 7) according to the third modified example of the present embodiment, the ride comfort level is reduced as compared with the case where the yaw damper device of Comparative Example 1 is used. I found out. In particular, when the angle α is set to 0°≦α≦20°, the riding comfort level is significantly reduced as compared with the case where the yaw damper device of Comparative Example 1 is used, and is also reduced as compared with the other Comparative Examples 2 and 3. I knew it would be done.
Further, as shown in FIG. 9, according to the yaw damper device 100D (Example 8) according to the fourth modification of the present embodiment, the riding comfort level is reduced as compared with the case where the yaw damper device of Comparative Example 1 is used. I knew it would be done.

1a... 1st yaw damper 1b... 2nd yaw damper 2... vehicle body 21... vehicle body 22... yaw damper receiving 3... bogie 3c... bogie frame 100, 100A, 100B, 100C, 100D... Yaw damper device C... Pitching center E1... End of yaw damper attached to trolley E2... End of yaw damper attached to vehicle body

Claims (5)

A yaw damper device for use in a railway vehicle including a vehicle body and a bogie connected to the vehicle body,
A pair of yaw dampers arranged side by side in the front-rear direction of the carriage is provided on each of the left and right sides of the carriage,
Of the pair of yaw dampers, the first yaw damper located on the end portion side of the vehicle body has one end portion on the end portion side of the vehicle body attached to the truck, of the two end portions in the expansion/contraction direction. , The other end is attached to the vehicle body,
Of the pair of yaw dampers, the second yaw damper located on the center side of the vehicle body has one end portion located on the end portion side of the vehicle body of the two end portions in the expansion and contraction direction attached to the vehicle body, The other end is attached to the trolley,
The other end of the first yaw damper and the one end of the second yaw damper are attached at positions vertically separated from each other with a pitching center of the carriage interposed therebetween.
A yaw damper device for a railway vehicle, which is characterized in that The other end of the first yaw damper and the one end of the second yaw damper are attached at substantially the same position as the pitching center of the carriage in the front-rear direction of the carriage.
The yaw damper device for a railway vehicle according to claim 1, wherein: The one end of the first yaw damper is located between a position substantially the same as the other end of the first yaw damper and a position substantially the same as the pitching center of the car in the vertical direction of the car. Mounted in position,
The other end of the second yaw damper is located between a position substantially the same as the one end of the second yaw damper and a position substantially the same as the pitching center of the carriage in the vertical direction of the carriage. Installed in position,
The yaw damper device for a railway vehicle according to claim 1 or 2, characterized in that. The one end of the first yaw damper is attached below the other end of the first yaw damper,
The other end of the first yaw damper is attached below the one end of the second yaw damper,
The other end of the second yaw damper is attached above the one end of the second yaw damper,
The angle formed by the expansion/contraction direction of the first yaw damper and the horizontal direction and the angle formed by the expansion/contraction direction of the second yaw damper and the horizontal direction are set to the same angle α,
The angle α satisfies 0°≦α≦25°,
The yaw damper device for a railway vehicle according to claim 1 or 2, characterized in that. The one end of the first yaw damper is mounted above the other end of the first yaw damper,
The other end of the first yaw damper is mounted above the one end of the second yaw damper,
The other end of the second yaw damper is attached below the one end of the second yaw damper,
The angle formed by the expansion and contraction direction of the first yaw damper and the horizontal direction and the angle formed by the expansion and contraction direction of the second yaw damper and the horizontal direction are set to the same angle β.
The angle β satisfies 0°≦β≦7.5°,
The yaw damper device for a railway vehicle according to claim 1 or 2, characterized in that.

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