JP2021079857A - Truck for railway vehicle - Google Patents

Abstract

To make it possible to secure traveling stability during high-speed traveling, improve the safety against derailment during passing through a curved track, and improve riding comfort.SOLUTION: Railway vehicle trucks 16, 17 are arranged in front of and behind a traveling direction on a lower part of a vehicle body 1 of the railway vehicle. Each of the railway vehicle trucks 16, 17 includes a high-attenuation yaw damper (a first yaw damper 4a) having relatively large attenuation force and a low-attenuation yaw damper (a second yaw damper 4b) having attenuation force smaller than that of the high-attenuation yaw damper as yaw dampers enabling or disabling the generation of the yaw damper attenuation force. One high-attenuation yaw damper and one low-attenuation yaw damper are arranged in such a positional relationship that a right side and a left side are vertically inverted in the right side and the left side of the railway vehicle trucks 16, 17 with respect to the traveling direction.SELECTED DRAWING: Figure 2

Description

The present invention relates to a bogie for railroad vehicles provided with a yaw damper used for railroad vehicles.

In a high-speed railway vehicle, the same vehicle may be operated in a form of traveling on both a high-speed line section and a conventional line section. In this case, it is necessary to ensure the running performance of the vehicle in each of the high-speed line section and the conventional line section.

In the high-speed line section, in general, many sections of the traveling section are straight orbits, and since there are many curved orbits with a small curvature (curves with a large curve radius) in the curved sections, when traveling on a straight orbit at high speed, Driving performance is important. When a railroad vehicle travels on a straight track at high speed, the bogie's hunting vibration (a phenomenon in which the bogie rotates around the vertical axis with respect to the vehicle body), which is excited by the track displacement and vibration from the track such as rail seams, is quickly generated. It is important to prevent the occurrence of unstable vibration called hunting and ensure high-speed running stability by dampening it. For this reason, in a bogie for railcars, a damper device (hereinafter, yaw damper device or yaw damper) is arranged between the vehicle body and the bogie at a position offset from the center of the bogie to the outside in the direction of the sleepers in the longitudinal direction of the vehicle. By doing so, it is possible to secure the damping against the yawing vibration of the bogie. In general, it is known that in order to prevent hunting, it is better to increase the damping coefficient of the yaw damper device, which is the rotational resistance in the yawing direction between the vehicle body and the bogie.

In the conventional line section, since there may be many sections of a curve having a large curvature (a curve having a small curve radius), the running performance when traveling on a curved track is emphasized. When a railroad vehicle travels on a curved track, a relative rotational displacement (hereinafter, bogie yawing displacement) occurs between the vehicle body and the bogie around the vertical axis in order to turn the curve. Ideally, it is desirable that the trolley turns in the yawing direction to the point along the tangential direction of the curved track with respect to the vehicle body, but in reality, it reaches a position balanced with the rotational resistance in the yawing direction by a yaw damper device or the like. However, the trolley cannot rotate in the yawing direction. In this case, the traveling direction of the wheel set has an angle (hereinafter referred to as an attack angle) with respect to the tangential direction of the curved trajectory and the vertical axis. Then, due to the attack angle, a force (hereinafter, lateral pressure) is generated in which the wheel set pushes the rail on the curved outer rail side outward. If this lateral pressure becomes large, there is a risk of riding and derailment. In general, it is known that in order to improve the safety against derailment, it is better to reduce the damping coefficient of the yaw damper device, which is the rotational resistance in the yawing direction between the vehicle body and the bogie.

From the above, the target specifications of the damping coefficient of the yaw damper device conflict with the two requirements of ensuring high-speed running stability in the high-speed line section and improving anti-derailment safety in the conventional line section. Met.

To solve such a problem, for example, the yaw damper device for a railroad vehicle disclosed in Patent Document 1 solves two contradictory problems of ensuring high-speed running stability on a straight track and improving anti-derailment safety on a curved track. Therefore, a pair of yaw dampers (a first yaw damper with a large damping coefficient and a second yaw damper with a small damping coefficient) are installed on each side of the bogie, two on each side in the height direction. The configuration is provided with a means for switching between valid / invalid. Specifically, the yaw damper device for railroad vehicles of Patent Document 1 having the above configuration ensures running stability by enabling only the first yaw damper having a large damping coefficient during high-speed running, while when passing through a curve. By making only the second yaw damper with a small damping coefficient effective, the lateral pressure when passing through a curve is reduced (Patent Document 1, paragraph 0031).

Japanese Unexamined Patent Publication No. 2018-012374

However, the railroad vehicle yaw damper device disclosed in Patent Document 1 has a configuration in which yaw dampers of the same type are arranged at the same height in pairs on the left and right sides of the bogie. The height of the force point at which the yaw damper damping force acts on the vehicle body differs depending on whether the lower second yaw damper is enabled. If the height of the attachment point of the yaw damper is different, the magnitude of the yaw damper damping force generated due to the pitching vibration of the trolley is different, and the situation in which the elastic vibration in the vertical direction of the vehicle body is excited by the yaw damper damping force is also different.

Further, in the yaw damper device for railroad vehicles of Patent Document 1, for example, even if the height of the attachment point of the first yaw damper is arranged at an optimum height that does not easily excite the elastic vibration in the vertical direction of the vehicle body, the second yaw damper Since the height of the contact point is different from that of the first yaw damper due to its configuration, the elastic vibration of the vehicle body in the vertical direction may be deteriorated depending on the traveling conditions. From the above, in the configuration of the yaw damper device for railway vehicles of Patent Document 1, there is a possibility that the riding comfort of the vehicle in the vertical direction may be deteriorated.

The present invention has been made in consideration of the above points, and is capable of ensuring running stability at high speeds, improving anti-derailment safety when passing through curved tracks, and improving riding comfort. It is an attempt to propose a vehicle trolley.

In order to solve such a problem, in the present invention, the trolleys for railroad vehicles are arranged at the lower part of the vehicle body of the railroad vehicle on the front side and the rear side in the traveling direction, respectively, and the generation of the yaw damper damping force is switched between valid and invalid. Possible yaw dampers include a high-damping yaw damper with a relatively large damping force and a low-damping yaw damper with a smaller damping force than the high-damping yaw damper, one on each of the left and right sides of the railcar trolley with respect to the traveling direction. Provided is a railroad vehicle trolley in which the high-damping yaw damper and one of the low-damping yaw dampers are arranged in an opposite positional relationship in the vertical direction on the left side and the right side.

According to the present invention, it is possible to secure running stability during high-speed running, improve anti-derailment safety when passing through a curved track, and improve riding comfort.

It is a side view of the railroad vehicle including the railroad bogie according to the first embodiment. It is operation conceptual diagram of the yaw damper in the high-speed line section in 1st Embodiment. It is a conceptual diagram for demonstrating the reduction mechanism of elastic vibration in the vertical direction of a vehicle body in 1st Embodiment. It is operation conceptual diagram of the yaw damper in the conventional line section in 1st Embodiment. It is a side view of the railroad vehicle including the railroad bogie according to the second embodiment. It is a conceptual diagram for demonstrating the reduction mechanism of elastic vibration in the vertical direction of a vehicle body in 2nd Embodiment. It is operation conceptual diagram of the yaw damper in the high-speed line section in 3rd Embodiment. It is operation conceptual diagram of the yaw damper in the conventional line section in 3rd Embodiment.

(1) First Embodiment The first embodiment of the present invention will be described below with reference to FIGS. 1 to 3.

FIG. 1 is a side view of a railroad vehicle including a railroad vehicle bogie according to the first embodiment. The railway vehicle shown in FIG. 1 includes a vehicle body 1 and trolleys 16 and 17 for railway vehicles arranged below the vehicle body 1 on the front side and the rear side in the traveling direction, respectively. The bogies 16 and 17 for railroad vehicles correspond to the bogies 16 and 17 according to the first embodiment, and are hereinafter abbreviated as bogies 16 and 17. The arrow in FIG. 1 indicates the traveling direction of the vehicle body 1, and the carriage on the front side in the traveling direction of the vehicle body 1 is the carriage 16, and the carriage on the rear side is the carriage 17.

The bogies 16 and 17 are respectively provided with a bogie frame 11, a axle box body 12, a wheel set 13, and an axle box support device 14. The wheel set 13 is rotatably held with respect to the axle box body 12.

Further, each of the bogies 16 and 17 has a first yaw damper 4a as a yaw damper device having a relatively large damping coefficient between the yaw damper receiver 3 fixed to the vehicle body 1 and the yaw damper receiver 6 fixed to the bogie frame 11. A second yaw damper 4b, an air spring device 8, and a traction device (not shown) are arranged as yaw damper devices having a damping coefficient smaller than that of the first yaw damper 4a. In the following description, when the first yaw damper 4a and the second yaw damper 4b are generically referred to, they are referred to as the yaw damper 4.

In the bogies 16 and 17, the second yaw damper 4b is arranged on the back side of the paper surface of the portion where the first yaw damper 4a is arranged on the front side of the paper surface of FIG. 1, and the second yaw damper 4b is arranged on the front side of the paper surface. The first yaw damper 4a is arranged on the back side of the paper surface of the portion. That is, in the bogies 16 and 17, one first yaw damper 4a and one second yaw damper 4b are arranged on the left and right sides of each bogie, and the first yaw damper 4a and the second yaw damper 4b are arranged on the left and right sides of each bogie in the vertical direction. A total of four yaw dampers 4 are arranged so that the arrangement is reversed. Further, in the first embodiment, the arrangement of the first yaw damper 4a and the second yaw damper 4b on the bogie 16 and the arrangement of the first yaw damper 4a and the second yaw damper 4b on the bogie 17 are arranged with respect to the traveling direction of the vehicle body 1. It is configured to be the same.

Further, the first yaw damper 4a and the second yaw damper 4b are provided with a control device 20 for controlling the damping force of each yaw damper to be valid / invalid. Since the control device itself for switching the valid / invalid of the damping force of the yaw damper is conventionally known, the description of its structure and the like will be omitted.

With the above configuration, the railway vehicle of the present invention has a configuration capable of the following operations. The bogies 16 and 17 have a configuration capable of following the irregularities (unevenness) in the vertical direction of the rail surface. Then, when the trolleys 16 and 17 vibrate in the rotation direction (hereinafter, pitching direction) with respect to the axis perpendicular to the paper surface following the rail irregularities (unevenness), the arrangement height of the yaw damper device and the height of the pitching center of the trolley If there is an offset between the two, an axial force proportional to the expansion and contraction speed of the yaw damper is generated along with the pitching vibration of the trolley, and the axial force acts on the vehicle body in the longitudinal direction of the vehicle. It has become.

FIG. 2 is a conceptual diagram of the operation of the yaw damper in the high-speed line section in the first embodiment. FIG. 2 shows a schematic diagram for explaining the operating conditions for enabling / disabling the damping force of the yaw damper 4 in the high-speed line section of the first embodiment, and makes the damping force of the yaw damper 4 effective. Cases are represented by solid lines, and invalid cases are represented by dotted lines. The bogie pitching center line 30 represented by a broken line in FIG. 2 indicates the height of the pitching center of the bogies 16 and 17.

As shown in FIG. 2, in the high-speed line section of the first embodiment, the first yaw damper 4a is effectively controlled and the second yaw damper 4b is invalidly controlled by the switching control of the control device 20. Explaining this control based on the arrangement location of the first yaw damper 4a, one of the left and right bogies 16 and 17 effectively controls the upper first yaw damper 4a, and the other effectively controls the lower first yaw damper 4a. It can be said that.

FIG. 3 is a conceptual diagram for explaining a mechanism for reducing elastic vibration in the vertical direction of the vehicle body according to the first embodiment. In FIG. 3, for the sake of simplicity, the configuration of the railway vehicle shown in FIG. 1 is partially replaced with a schematic figure, and each configuration is designated by the same reference numerals as those in FIG.

In FIG. 3, as an example of a vibration condition in which elastic vibration in the vertical direction of the vehicle body is likely to be excited, a half wave of a sine wave is formed between the distance L between the front trolley 16 and the rear trolley 17 in the traveling direction. An odd wave of vertical irregularities of the rail exists, and the state when the pitching vibrations P1 and P2 of the carriage 16 and the carriage 17 vibrate in opposite phases due to this track excitation is shown. Note that FIG. 3A is a side view of the vehicle on the front side of the paper, and FIG. 3B is a side view of the vehicle on the back side of the paper.

In FIG. 3, with respect to the bogie 16, in the case of FIG. 3A, the axial force facing right on the paper surface acts on the vehicle body 1 at the first yaw damper 4a arranged on the upper side, and in the case of FIG. 3B, the lower side. At the first yaw damper 4a arranged in, an axial force facing left on the paper surface acts on the vehicle body 1. The axial forces generated by the yaw dampers 4 (first yaw dampers 4a) on the front side and the back side of the paper surface generate moments Mfr and Mfl in the direction of bending the vehicle body 1 in the vertical direction. These moments Mfr and Mfl are generated. Since the force directions of are opposite to each other, they cancel each other out. Therefore, the bending moment in the vertical direction does not act on the vehicle body 1, and the vibration of the vehicle body 1 with respect to the elastic vibration in the vertical direction can be suppressed to be small. Further, the same effect as that of the carriage 16 can be obtained with respect to the carriage 17. That is, the vertical bending moment Mrr of the vehicle body 1 due to the axial force generated by the axial force generated by the first yaw damper 4a arranged on the upper side on the front side of the paper surface in FIG. 3 (a) and the depth of the paper surface in FIG. 3 (b). Since the vertical bending moments Mrl of the vehicle body 1 due to the axial force generated by the axial force generated by the first yaw damper 4a arranged on the lower side are opposite to each other and cancel each other out, the vehicle body 1 is moved up and down. The bending moment in the direction does not act, and the vibration of the vehicle body 1 with respect to the elastic vibration in the vertical direction can be suppressed to be small.

As described above, in the bogies 16 and 17 according to the present embodiment, the generation of elastic vibration in the vertical direction of the vehicle body 1 during traveling can be suppressed to a small extent, so that the riding comfort in the vertical direction can be improved. Further, even in a vibration mode other than that illustrated in FIG. 3, for example, even if there is an even wave of vertical irregularities of the sine wave half-wave rail between the bogie 16 and the bogie 17, each bogie 16 , 17 The axial forces (in other words, the moments in the direction of bending the vehicle body 1 in the vertical direction) generated by the yaw dampers 4 (first yaw dampers 4a) on the front side and the back side of the paper are opposite to each other. It is offset and the same effect as described with reference to FIG. 3 is obtained. That is, according to the bogies 16 and 17 according to the present embodiment, the occurrence of elastic vibration in the vertical direction of the vehicle body 1 during traveling can be suppressed to a small extent regardless of any vertical irregularity of the rail acting as a disturbance, and the vertical direction can be suppressed. The ride quality can be improved.

Further, in addition to the above effects, as shown in FIG. 2, the bogies 16 and 17 according to the present embodiment enable the first yaw damper 4a having a large damping coefficient in the high-speed line section, thereby enabling the bogies 16 and 17. The damping in the yawing direction of 17 can be ensured, and the effect of ensuring running stability can be obtained.

FIG. 4 is a conceptual diagram of the operation of the yaw damper in the conventional line section in the first embodiment. FIG. 4 shows a schematic diagram for explaining the operating conditions for enabling / disabling the damping force of the yaw damper 4 in the conventional line section of the first embodiment, and the notation method thereof is as shown in FIG. The same is true.

As shown in FIG. 4, in the conventional line section of the first embodiment, the second yaw damper 4b is effectively controlled and the first yaw damper 4a is invalidly controlled by the switching control of the control device 20. Explaining this control based on the arrangement location of the second yaw damper 4b, one of the left and right bogies 16 and 17 effectively controls the upper second yaw damper 4b, and the other effectively controls the lower second yaw damper 4b. It can be said that.

Here, with respect to the operating conditions (valid / invalid control) of the yaw damper 4 shown in FIG. 2, the operating conditions (effective / invalid) of the yaw damper 4 shown in FIG. 4 are based on the same theory as described with reference to FIG. (/ Invalidity control) also has the effect of suppressing the vibration of the vehicle body 1 with respect to the elastic vibration in the vertical direction. Further, in addition to the above effects, as shown in FIG. 4, the bogies 16 and 17 according to the present embodiment enable the second yaw damper 4b having a small damping coefficient in the conventional line section, thereby enabling the bogie 16 Since the turning resistance in the yawing direction of, 17 can be reduced, the lateral pressure when passing through a sharp curve can be reduced, and the effect of improving the safety against derailment can be obtained.

(2) Second Embodiment Next, the second embodiment of the present invention will be described with reference to FIGS. 5 to 6. The same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and individual description thereof will be omitted.

FIG. 5 is a side view of a railroad vehicle including a railroad vehicle bogie according to the second embodiment. The railroad vehicle shown in FIG. 5 includes a vehicle body 1 and bogies 26 and 27 for railroad vehicles. The bogies 26 and 27 for railroad vehicles correspond to the bogies for railroad vehicles according to the second embodiment, and are hereinafter abbreviated as bogies 26 and 27. The arrow in FIG. 5 indicates the traveling direction of the vehicle body 1, and the carriage on the front side in the traveling direction of the vehicle body 1 is the carriage 26, and the carriage on the rear side is the carriage 27.

Here, in the bogies 26 and 27 according to the second embodiment, one first yaw damper 4a and one second yaw damper 4b are arranged on the left and right sides of each bogie, and the first yaw damper 4a is arranged on the left and right sides of each bogie. It is the same as the bogies 16 and 17 according to the first embodiment in that a total of four yaw dampers 4 are arranged so that the arrangement of the second yaw dampers 4b in the vertical direction is reversed. However, the second embodiment differs from the first embodiment in that the first yaw damper 4a and the second yaw damper 4b are arranged on the bogie 26 and the first yaw damper 4a and the second yaw damper 4b are arranged on the bogie 27. Is configured to be opposite to the traveling direction of the vehicle body 1.

Specifically, as shown in FIG. 5, in the bogie 26 on the front side in the traveling direction of the vehicle body 1, the first yaw damper 4a is arranged on the lower side and the second yaw damper 4b is arranged on the upper side on the front side of the paper surface, and the back side of the paper surface. Then, the first yaw damper 4a is arranged on the upper side, and the second yaw damper 4b is arranged on the lower side. On the other hand, in the bogie 27 on the rear side in the traveling direction of the vehicle body 1, the first yaw damper 4a is arranged on the upper side and the second yaw damper 4b is arranged on the lower side on the front side of the paper surface, and the first yaw damper 4a is on the lower side and the second yaw damper 4a on the back side of the paper surface. The 2 yaw damper 4b is arranged on the upper side.

In the second embodiment, the valid / invalid switching control of the yaw damper 4 (first yaw damper 4a, second yaw damper 4b) by the control device 20 in the high-speed line section or the conventional line section is the same as that of the first embodiment. The same shall apply. That is, the bogies 26 and 27 are controlled by the switching control of the control device 20 to enable each first yaw damper 4a and invalidate each second yaw damper 4b in the high-speed line section, and to invalidate each second yaw damper 4b in the conventional line section. The 1 yaw damper 4a is invalidated, and each second yaw damper 4b is effectively controlled.

FIG. 6 is a conceptual diagram for explaining a mechanism for reducing elastic vibration in the vertical direction of the vehicle body in the second embodiment. FIG. 6 is a schematic view under a vibration condition in which elastic vibration in the vertical direction of the vehicle body 1 is likely to be excited, and is a schematic view of a part of the configuration of the railway vehicle as in FIG. 3 shown in the first embodiment. It is replaced with a system.

Although detailed description thereof will be omitted because it will be repeated, in the case of the second embodiment shown in FIG. 6, as in the first embodiment of FIG. 3, the front side of the paper surface and the back side of the paper surface are used. Since the moment in which the vehicle body 1 is bent in the vertical direction is canceled out, the vibration of the vehicle body 1 with respect to the elastic vibration in the vertical direction can be suppressed to be small, and the riding comfort in the vertical direction can be improved.

Supplementally, in the case of the operating conditions of the yaw damper 4 shown in FIG. 6, when looking only at the front side of the paper surface of the vehicle body 1, the directions of the bending moments Mfr and Mrr of the vehicle body 1 in the vertical direction are the carriage 26 side and the carriage 27 side. And the same direction. Therefore, no moment acts on the side portion of the vehicle body 1 on the front side of the paper surface in the direction in which the vehicle body 1 is bent in the vertical direction. This also applies to the side portion of the vehicle body 1 on the back side of the paper surface. From these facts, the bogies 26 and 27 according to the second embodiment can reduce the load on the vehicle body 1.

(3) Third Embodiment Next, a third embodiment of the present invention will be described with reference to FIGS. 7 to 8. The same components as those in the first embodiment are designated by the same reference numerals as those in the first embodiment, and individual description thereof will be omitted.

The third embodiment of the present invention is different from the first and second embodiments described above with respect to the method of controlling the validity / invalidity of the yaw damper 4 by the control device 20. Therefore, the structure of the bogies (bogies) 36 and 37 for railroad vehicles according to the third embodiment is the same as the bogies 16 and 17 according to the first embodiment or the bogies 26 and 27 according to the second embodiment. You can think of it as. In the following, as an example, it is assumed that the carriages 36 and 37 have the same configuration as the carriages 16 and 17 shown in FIG. 1 in the first embodiment.

FIG. 7 is a conceptual diagram of the operation of the yaw damper in the high-speed line section in the third embodiment. FIG. 7 shows a schematic diagram for explaining the operating conditions for enabling / disabling the damping force of the yaw damper 4 in the high-speed line section of the third embodiment, and the notation method thereof is shown in FIGS. 2 and 7. It is the same as 4.

As shown in FIG. 7, in the high-speed line section of the third embodiment, all the yaw dampers 4 (first yaw damper 4a and second yaw damper 4b) arranged on the bogies 36 and 37 are controlled by switching of the control device 20. ) Is effectively controlled. When controlled in this way, in various yaw dampers 4 (first yaw dampers 4a and second yaw dampers 4b), the bending moments acting on the vehicle body 1 cancel each other out on the left and right sides of the bogies 36 and 37. Specifically, as described with reference to FIG. 2 in the first embodiment, the bending moments acting on the vehicle body 1 from the activated first yaw damper 4a are offset on the left and right sides of the bogies 36 and 37. .. Further, as described with reference to FIG. 4 in the first embodiment, the bending moment acting on the vehicle body 1 from the activated second yaw damper 4b is also offset on the left and right sides of the bogies 36 and 37.

Therefore, the bogies 36 and 37 according to the third embodiment can suppress the vibration of the vehicle body 1 with respect to the elastic vibration in the vertical direction to a small extent in the high-speed line section, and can improve the riding comfort in the vertical direction. Further, in the third embodiment, by enabling both the first yaw damper 4a and the second yaw damper 4b, the damping effect on the bogie yawing vibration is further increased as compared with the first embodiment and the second embodiment. It can be enhanced and higher running stability can be ensured.

FIG. 8 is a conceptual diagram of the operation of the yaw damper in the conventional line section according to the third embodiment. FIG. 8 shows a schematic diagram for explaining the operating conditions for enabling / disabling the damping force of the yaw damper 4 in the conventional line section of the third embodiment, and the notation method thereof is shown in FIGS. This is the same as in FIGS. 4 and 7.

As shown in FIG. 8, in the conventional line section of the third embodiment, all the yaw dampers 4 (first yaw damper 4a and second yaw damper 4a) arranged on the bogies 36 and 37 are controlled by switching of the control device 20. 4b) is invalidated. In this control, since the yaw damper 4 is invalidated, the moment of bending the vehicle body 1 in the vertical direction due to the bogie pitching vibration does not occur.

Therefore, the bogies 36 and 37 according to the third embodiment can suppress the vibration of the elastic vibration of the vehicle body 1 in the vertical direction to a small extent even in the conventional line section, and improve the riding comfort in the vertical direction. Can be done. Further, in the third embodiment, by disabling both the first yaw damper 4a and the second yaw damper 4b, the bogie turning resistance due to the yaw damper 4 can be eliminated, and the first embodiment and the second embodiment can be eliminated. Higher anti-derailment safety can be obtained.

As described above with reference to FIGS. 1 to 8, according to the first to third embodiments, ensuring running stability during high-speed running, improving anti-derailment safety when passing through a curved track, and so on. And the ride comfort can be improved.

The railcar trolley according to each embodiment of the present invention described above is a high-damping yaw damper (first yaw damper 4a) having a relatively large damping force and a high-damping yaw damper as a yaw damper that can enable / disable the generation of the yaw damper damping force. A low damping yaw damper (second yaw damper 4b) having a smaller damping force than the yaw damper is provided. Further, in this railroad vehicle bogie, one high damping yaw damper and one low damping yaw damper are arranged on the left side and the right side of the bogie in the traveling direction, respectively, in the vertical opposite positional relationship on the left side and the right side. This is one of the features.

According to the railroad vehicle bogie of the present invention configured with the above characteristics, first, in the high-speed line section, at least the high-damping yaw damper device is enabled, so that the vehicle travels on a straight track at high speed. Stability can be ensured. Secondly, in the conventional line section, at least the low damping yaw damper device can be enabled to improve the safety against derailment when passing through a sharp curve. Thirdly, by arranging the same type of yaw damper devices on the left and right sides of the bogie on the upper and lower sides of the bogie pitching center in any of the traveling sections, the damping force of the yaw damper generated due to the bogie pitching vibration is generated. Is reversed on the left and right sides of the bogie, and the bending moments that excite the elastic vibrations in the vertical direction of the vehicle body that occur on the left and right sides of the bogie are canceled out, and the elastic vibrations are not excited. As a result, the ride quality in the vertical direction can be improved in both the high-speed line section and the conventional line section.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

1 Body 3 Yodamper receiver 4 Yodamper 4a 1st yaw damper 4b 2nd yaw damper 6 Yodamper receiver 8 Air spring device 11 Bogie frame 12 Bogie box 13 Wheel shaft 14 Shaft box support device 16, 17, 26, 27, 36, 37 For railroad vehicles Bogie (Bogie)
20 Control device 30 Bogie pitching center line

Claims (6)

It is a bogie for railroad vehicles that is placed at the bottom of the body of the railroad vehicle on the front side and the rear side in the direction of travel, respectively.
As a yaw damper that can enable or disable the generation of the yaw damper, a high-damping yaw damper having a relatively large damping force and a low-damping yaw damper having a smaller damping force than the high-damping yaw damper are provided.
One high-damping yaw damper and one low-damping yaw damper are arranged on the left side and the right side of the railroad car bogie with respect to the traveling direction, respectively, in the opposite positional relationship in the vertical direction on the left side and the right side. A bogie for railroad vehicles that is characterized by this. The bogie for a railway vehicle according to claim 1, wherein switching is performed in which only the high-damping yaw damper is valid in the high-speed line section, or switching is performed in the conventional line section in which only the low-damping yaw damper is valid. In the two railroad car carriages arranged on the front side and the rear side in the same railroad car,
The bogie for a railroad vehicle according to claim 1, wherein the high damping yaw damper and the low damping yaw damper are arranged so as to have the same positional relationship in the vertical direction between the left side and the right side of each other. In the two railroad car carriages arranged on the front side and the rear side in the same railroad car,
The carriage for a railroad vehicle according to claim 1, wherein the high-damping yaw damper and the low-damping yaw damper are arranged so as to have an opposite positional relationship in the vertical direction between the left side and the right side of each other. .. A claim characterized by switching to enable both the high-damping yaw damper and the low-damping yaw damper in the high-speed line section, or to invalidate both the high-damping yaw damper and the low-damping yaw damper in the conventional line section. The trolley for railroad vehicles according to item 1. One of the high-damping yaw damper and the low-damping yaw damper arranged in the vertical direction shall be arranged above the height of the pitching center of the railroad vehicle carriage, and the other shall be arranged below the height of the pitching center. The railroad vehicle trolley according to claim 1.

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