JP2023005087A - Truck for railway vehicle - Google Patents

Abstract

To provide a truck which can reduce a lateral pressure as little as possible during traveling on a circular curve.SOLUTION: In a railway vehicle truck with yaw dampers set to have a desired damping coefficient, gaps between each of two trucks per a vehicle and a vehicle body are bridged by the yaw damper to suppress yawing. About a damping coefficient, a yaw damper of a front truck is set to be less than a yaw damper of a rear truck at least during traveling on a curved track. Also, at least during traveling, a yaw damper of a front truck is always set to be less than a yaw damper of a rear truck. Then, at least two yaw dampers are installed in each of trucks. The yaw dampers can be controlled either to have two values such as a larger or a smaller values of damping coefficients or to have stepless damping coefficient controlled during traveling by a controller arranged in the vehicle body. The controller maximum controls a damping coefficient of a changeable yaw damper based on information indicating traveling on a straight section.SELECTED DRAWING: Figure 5

Description

TECHNICAL FIELD The present invention relates to a bogie for railway vehicles called a bogie bogie or a steering bogie.

In railway vehicles, it is an important issue to ensure both running stability on straight tracks and smooth running on curved tracks. On a straight track, when the running speed increases, the wheelsets are likely to cause self-excited vibration (meandering motion) in the left and right yaw directions, and the vibration system of the railway vehicle may become unstable. In order to suppress such meandering and ensure running stability on straight tracks, it is necessary to increase the rail-direction elastic support rigidity between the car body and the bogie frame (hereinafter referred to as "rail-direction support rigidity"). There is

On the other hand, on a curved track, if the support rigidity in the rail direction between the car body and the bogie frame is high, the larger the curvature, the more the wheelsets will not follow the tangential direction of the curved track, and the lateral pressure between the wheel and rail will increase. (lateral pressure) increases. If the lateral force is extremely large, squealing noise and rail wear occur, and in extreme cases, derailment accidents may be induced. Therefore, setting the rail direction support stiffness between the car body and the bogie frame is important for railway vehicles, and the ideal rail direction support stiffness between the car body and the bogie frame differs depending on whether the track is straight or curved. ing.

JP 2018-12373 A

In Patent Document 1, in a railway vehicle having a bolsterless steering bogie, a yaw damper mounted between a vehicle body and a pair of bogies, and a damping coefficient of the yaw damper are defined as a first damping coefficient and the first damper. It is composed of a control device that performs switching control between a second damping coefficient that is smaller than 1 damping coefficient and is not zero.

However, when passing through a circular curve, the larger the yaw damper damping of the rear bogie, the more advantageous it is for steering. There is a problem that the lateral force of the 3rd axis) cannot be sufficiently reduced. The present invention has been made in view of the above problems, and provides a bogie that reduces lateral pressure on a circular curve as much as possible by making it possible to change the support rigidity in the rail direction between the car body and the bogie. intended to provide

A railway vehicle bogie having a yaw damper set to a desired damping coefficient, wherein one vehicle is supported by at least two bogies, a front bogie that is closer to the front and a rear bogie that is closer to the rear with respect to the traveling direction. , the yaw dampers are arranged between each of the two bogies and the vehicle body so as to be able to suppress yawing, and the damping coefficient of the yaw damper hung on the front bogie is smaller than that of the yaw damper hung on the rear bogie, at least when passing through a curve. set to a value.

According to the present invention, by increasing the yaw damper damping coefficient of the rear bogie with a circular curve until the rigidity due to the compressibility of oil acts, the support rigidity in the rail direction between the car body and the bogie is relatively high, It is possible to generate a steering moment that acts in a direction that reduces the lateral force. Therefore, according to the present invention, by making it possible to change the support rigidity in the rail direction between the vehicle body and the bogie, it is possible to provide a bogie in which the lateral force on the circular curve is reduced as much as possible.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a side view of a main part of a railway vehicle (hereinafter also referred to as "main vehicle") to which a railway vehicle bogie (hereinafter also referred to as "main bogie") according to Embodiment 1 of the present invention is applied; FIG. 2 is a perspective plan view of the entire vehicle of FIG. 1 and shows a state in which the vehicle is on a straight section. FIG. 3 is a system configuration diagram of a controller that changes the damping coefficient of a yaw damper depending on the situation; FIG. 3 is a perspective plan view of a comparison vehicle equipped with a fixed yaw damper instead of a switching type as a comparative example (hereinafter also referred to as a "comparison truck" or "comparison vehicle") corresponding to FIG. 2, passing through a circular curve. state. FIG. 5 is a perspective plan view of the present vehicle in which the yaw damper is replaced from the fixed type to the switchable type corresponding to FIG. 4, and shows a state of passing through a circular curve;

The bogie will be described below with reference to the drawings. Example 1 will be described with reference to FIGS. 1 to 5, and Example 2 will be described with reference to FIG. Also, FIG. 5 is used for both the first and second embodiments. This vehicle reduces the lateral forces 13 and 14 acting between the wheelset 5 and the track 20 when passing through a circular curve. The wheelset 5 is an assembly of wheels and axles. Here, in the explanation of the lateral force, the wheels and the axles are not distinguished from each other, and the integrated wheelset 5 is exemplified.

FIG. 1 is a side view of the main part of the vehicle to which the main bogie 2 is applied, and particularly shows the arrangement of the switchable yaw damper 9. As shown in FIG. As shown in FIG. 1, the vehicle comprises a vehicle body 1, a bogie 2, an air spring 3, and a switchable yaw damper 9. The bogie 2 comprises a bogie frame 4 , a wheel set 5 , an axle box body 6 and an axle box support device 7 . In FIGS. 2, 4 and 5, this truck 2 is referred to as trucks 10 and 11 with reference numerals 10 and 11 distinguishing the front and rear of the arrangement.

The wheel set 5 is composed of an axle and a pair of wheels 15, and is rotatably supported by the axle box body 6 via bearings (not shown). The axle box body 6 is elastically supported by the bogie frame 4 via a support device 7 . The space between the vehicle body 1 and the bogie 2 is elastically supported by an air spring 3 and a switchable yaw damper 9 . As a result, the vehicle body 1 and the wheelset 5 are appropriately suspended from the axle.

FIG. 2 is a perspective plan view of the entire vehicle shown in FIG. 1, showing a state in which the vehicle is on a straight section. FIG. 2 clearly shows the positional relationship between a vehicle body 1, two main bogies 10 and 11 that support the front and rear of the vehicle body, and a yaw damper 9 that spans the vehicle body 1 from each of these bogies. Here, prior to explaining the curve passage mechanism of the vehicle, the front-to-rear coupling elements between the bogies 10 and 11 and the vehicle body 1 will be explained.

In the vicinity of the center of the bogie frame 4 (Fig. 1), traction force and braking force unrelated to the suspension are transmitted without loading the suspension system. is firmly supported. On the other hand, when passing through a circular curve, the bogie frame 4 can turn about the vertical (Z-axis) direction of the vehicle body 1 with the vicinity of the center pin as the turning center.

In addition, the vehicle body 1 is elastically supported from the bogie frame 4 in the longitudinal (X-axis) direction at a position where the vehicle body 1 is offset from the bogie frame 4 in the sleeper (Y-axis) direction due to centrifugal force or the like when passing through a circular curve. . This elastic support in the longitudinal (X-axis) direction is provided by the air spring 3 and the switchable yaw damper 9 used for bolsterless suspension. The air spring 3 can be elastically suspended in all directions of the X-, Y-, and Z-axes via cushioning rubbers attached to both ends. On the other hand, the switchable yaw damper 9 appropriately suppresses the turning moment of the bogie frame 4 .

FIG. 3 is a system configuration diagram of a controller (this controller) that changes the damping coefficient of the yaw damper depending on the situation. As shown in FIG. 3, this controller includes a vehicle control device 41 as a higher controller and a damping controller 40 as a lower controller. The damping controller 40 switches the damping coefficient of the switchable yaw damper 9 between two stages according to the situation.

The vehicle control device 41 uses, as inputs, the detection result of the current position of the vehicle and previously obtained travel route information. The vehicle control device 41 outputs one of the two stages of damping coefficients as a target value to the damping controller 40 depending on whether the route being traveled is a circular curve or a straight track. .

The damping controller 40 changes the throttle opening of the hydraulic circuit of the switchable yaw damper 9 using the target value of the damping coefficient of the switchable yaw damper 9 which is input from the vehicle control device 41 . Change the support stiffness in the direction of the rails (X-axis) between them. In this manner, the damping coefficient of the switchable yaw dampers 9 mounted on the trucks 10 and 11 is set to the target value.

The structure and operation of the switchable yaw damper 9 provided in the present invention will be described below. The hydraulic circuit of the switchable yaw damper 9 is configured to change the damping characteristics of the switchable yaw damper 9 according to, for example, changing the size of the flow path in the cylinder.

As a result, the damping coefficient of the switchable yaw damper 9 can be switched between two levels of damping coefficients set in advance using the damping controller 40 provided in the vehicle. If the damping coefficient of the switchable yaw damper 9 is set to the minimum value among the set values, no damping force is generated when the cylinder expands and contracts. As a result, the switchable yaw damper 9 no longer functions as a damping element and a rigidity element, and the rigidity in the turning direction between the vehicle body 1 and the bogie 2 is reduced.

On the other hand, if the damping coefficient of the switchable yaw damper 9 is set to the maximum value among the set values, not only does the switchable yaw damper 9 function as a damping element, but the damper itself functions as a rigid element. As a result, the rigidity in the rail (X-axis) direction between the vehicle body 1 and the bogie 2 is increased. As described above, by setting the switchable yaw damper 9, it is possible to adjust the magnitude of the moment generated in the turning direction between the vehicle body 1 and the bogie.

Next, with reference to FIGS. 4 and 5, the mechanism for reducing the lateral force when the main bogie 2 passes through a circular curve will be described. FIG. 4 is a perspective plan view of a comparison vehicle equipped with a fixed yaw damper 8 instead of a switching type as a comparison truck corresponding to FIG. 2, and shows a state in which the vehicle passes through a circular curve. FIG. 5 is a perspective plan view of the present vehicle in which the fixed yaw damper 9 is replaced with the switchable yaw damper 9 corresponding to FIG. 4, and shows a state in which the vehicle passes through a circular curve.

FIG. 4 shows a schematic diagram of the force acting in the front-rear direction, which is generated in the switchable yaw damper 9 when the bogie for railway vehicles of the present invention passes through a circular curve. In FIGS. 4 and 5, when the railroad vehicle travels in the direction indicated by the arrow, the bogie 2 on the right side of the drawing is called the front bogie 10 and the bogie 2 on the left side of the drawing is called the rear bogie 11 .

As shown in FIG. 4, in the comparative truck, a lateral force 13 on the side of the front truck 10 and a lateral force 14 on the side of the rear truck 11 are generated as described below. Note that the front and rear trucks 10 and 11 numbered in the main truck 2 are identified by the same reference numerals, but the dampers are of a fixed type and are distinguished by reference numeral 9 . Here, the clockwise moment that assists steering is referred to as steering moment 24 . Conversely, the moment that hinders steering is called anti-steering moment 25 .

When a railway vehicle travels on a circular curve, the bogie 2 turns along the curvature of the curve, so that the front bogie 10 rotates clockwise and the rear bogie 11 rotates counterclockwise with respect to the vehicle body 1. .

At this time, in the fixed yaw dampers 8 of the front truck 10, the fixed yaw dampers 8 on the upper side in the figure extend and the fixed yaw dampers 8 on the lower side in the figure contract, following the change in the attitude of the truck. Since the fixed yaw damper 8 that has expanded and contracted in the longitudinal direction tries to restore the stroke amount before expansion and contraction, a reaction force 22 is generated in the truck 2 by the fixed yaw damper 8 . A reaction force 22 by the fixed yaw damper 8 generates an anti-steering moment 25 that rotates the entire bogie counterclockwise.

On the other hand, in the fixed yaw dampers 8 of the rear bogie 11 , the fixed yaw dampers 8 on the upper side in the drawing contract and the fixed yaw dampers 8 on the lower side in the drawing extend, following the change in the bogie posture, and are fixed to the bogie 10 . A reaction force 23 is generated by the yaw damper 8 . A reaction force 23 by the fixed yaw damper 8 generates a steering moment 24 that rotates the whole truck clockwise in a direction opposite to that of the front truck 10 described above.

As a result, due to the reaction forces 22 and 23 of the fixed yaw dampers 8 mounted on each bogie, the front bogie 10 in the direction of travel generates an anti-steering moment 25, and the rear bogie 11 in the direction of travel generates a steering moment 24.

In the front bogie 10, the anti-steering moment 25 is generated by the mechanism described above. Further, the rear bogie 11 also generates an anti-steering moment 25 (not shown) such as an air spring or a vertical creep force. In order to counteract these anti-steering moments 25, a lateral force 13 is generated on the outer rail side of the wheelset 5 on the front wheelset 5 in the traveling direction.

As shown in FIG. 5, in the bogie 2, the lateral force 14 generated on the outer rail side of the wheelset 5 can be reduced in the rear bogie 11 in the traveling direction by the following mechanism compared to the conventional structure. When the vehicle passes through a circular curve, the front bogie 10 rotates clockwise and the rear bogie 11 rotates counterclockwise relative to the vehicle body 1 as in FIG.

All the switchable yaw dampers 9 mounted on the front bogie 10 have their damping coefficients reduced by the damping controller 40, and do not function as damping elements or rigid elements. Therefore, the front bogie 10 becomes flexible in turning motion in the yaw direction. The yaw damper reaction force 22 acting on the front bogie 10 becomes smaller. As a result, the anti-steering moment 25 acting on the front bogie 10 is reduced, and as a result, the lateral force 13 to the front bogie 10 side can be reduced.

On the other hand, all the switchable yaw dampers 9 mounted on the rear bogie 11 have their damping coefficients increased by the damping controller 40 and function as stronger rigid elements. Therefore, the rear carriage 11 loses flexibility with respect to turning motion in the yaw direction. The yaw damper reaction force 23 acting on the rear bogie 11 increases. As a result, the steering moment 24 acting on the rear bogie 11 is increased. As a result, the lateral force 14 on the rear bogie 11 side can also be reduced.

The main bogie 2 (10, 11) has a switchable yaw damper 9 whose damping coefficient is at least binary or steplessly switchable. It is switched to a value smaller than the yaw damper damping coefficient of the bogie 11 . Then, as shown in FIG. 5, in the rear bogie 11, the switchable yaw damper 9 functions as a rigid element and a steering moment 24 is generated.

As a result, the main bogie 2 (10, 11) reduces the lateral force 14 on the third axle located third from the front of the four wheelsets 5 provided in one car, and the lateral force on the track is reduced. You can control the impact. In particular, the main bogie 2 can solve the problem that the lateral force 14 of the leading axle (third axle) of the rear bogie 11 cannot be sufficiently reduced. In this way, the main bogie 2 can obtain the effect of reducing the lateral forces 13 and 14, so that the safety performance against derailment of the vehicle can be improved, the squealing noise when passing through a curve can be reduced, and the track maintenance cost can be reduced. .

Next, referring back to FIG. 2, a method for ensuring running stability when the vehicle is running on a straight track will be described. When traveling on a straight track as shown in FIG. 2, the damping coefficients of all the switchable yaw dampers 9 mounted on the front bogie 10 and the rear bogie 11 are switched to the maximum by the controller. As a result, the damping coefficient in the longitudinal (X-axis) direction between the vehicle body 1 and the bogie 2 can be increased.

As a result, the rotation of the bogie 2 in the turning direction with respect to the vehicle body 1 is greatly damped, and unstable vibration can be suppressed. That is, the running stability can be ensured by suppressing the meandering motion during running on a straight track. As described above, according to the bogie 2, both the lateral force 13 on the side of the front bogie 10 and the lateral force 14 on the side of the rear bogie 11 can be reduced when passing through a circular curve. , the operational effect of being able to ensure running stability can be obtained.

The second embodiment is another embodiment of the method of setting the damping coefficient of the switchable yaw damper 9 provided on the main bogie 2 of the first embodiment. Here, FIG. 5 used for the explanation of the first embodiment is also used for the explanation of the second embodiment. In the direction of travel (X-axis) shown in FIG.

At this time, among the yaw damper damping coefficients to be switched, the minimum damping coefficient value ensures running stability during straight running even when the yaw damper damping coefficients of all bogies are the minimum in the assumed running section and running speed. value.

In the second embodiment, the damping coefficient is switched only under two conditions, ie, the uphill operation and the downhill operation. Regarding this point, in the first embodiment, the damping controller 40 switches the damping coefficient of the switchable yaw damper 9 between two levels depending on the situation. More specifically, as shown in FIG. 3, the damping controller 40 is switchable so as to finely adapt to conditions such as the current position (km/GPS), running speed, and route information (curvature radius). The damping coefficient of the yaw damper 9 was controlled.

On the other hand, in the second embodiment, compared with the first embodiment, the lateral forces 13 and 14 when passing through a circular curve can be reduced with fewer switching times. In addition, it is sufficient to switch the damping coefficient once each at the starting station and the terminal station during up-bound operation and down-bound operation. Therefore, the system can be simplified without requiring a complicated vehicle control device as described with reference to FIG.

[supplement]
Yaw dampers for railroads are mainly placed on the left and right sides of a bolsterless bogie to damp longitudinal vibrations in opposite phases on both sides due to yawing. This yaw damper is a telescopic structure damper that is installed between the bogie and the car body in the direction of travel instead of the bolster anchor and side support structure to suppress the yawing of the bogie and improve the ride comfort. be. However, as an exception, there are also cases where a yaw damper is attached to a bogie with a bolster anchor.

A damper has the characteristic that the movement of a piston that reciprocates in a cylinder is resisted by a viscous fluid such as oil to generate a damping force. Due to this characteristic, the yaw damper suppresses only the meandering motion, which is a high-speed vibration, while permitting the gentle rotation of the truck on the curved section.

In addition to high-speed sections that are nearly straight (nearly straight), this versatile vehicle can also run on sections with many curves and small radiuses (sharp curves). When driving on curves, the damping force is reduced to improve curve passing performance.

As described above, in the bogie shown in FIG. 5, the damping coefficient of the yaw dampers 9 mounted on the front and rear bogies 10 and 11 is switched to a smaller damping coefficient when passing through a curve. This reduces the rotational resistance of the yaw damper 9 compared to when the damping coefficient of the yaw damper 9 is large, thereby aiming to improve the curve passing performance on a circular curve. Further, during straight running, the damping coefficients of the yaw dampers 9 mounted on the front and rear bogies 10 and 11 are switched to be increased to ensure straight running stability.

Usually, yaw dampers 8 and 9 are arranged between the vehicle body 1 and the bogies 10 and 11 in the rail direction X so as to provide damping action. As an exception, an inter-body yaw damper of a high-speed vehicle may be installed in the rail direction X between adjacent bodies 1 of a train set, and exhibits the effect of further reducing the yawing vibration of the bodies 1 .

The main truck 2 can be summarized as follows.
[1] One vehicle is supported by at least two bogies 10 and 11 . The front bogie 10 is disposed near the front with respect to the traveling direction. The rear carriage 11 is arranged toward the rear. The present invention can also be applied to a vehicle having a total of three or more trucks by adding other trucks for axle load adjustment between the front truck 10 and the rear truck 11 .

The main trucks 10 and 11 are represented by so-called two-axle bogie trucks, and are provided with switchable yaw dampers 9 . The switchable yaw damper 9 damps yaw (turning) swaying with respect to the central axis of the bogie. .

Further, the damping coefficient of the switchable yaw damper 9 is set to a value smaller than that of the yaw damper applied to the front bogie 10 at least when passing through a curve. As a result, the front truck 10 can be flexibly turned in the yaw direction, and the yaw damper reaction force 22 acting on the front truck 10 is reduced. As a result, the anti-steering moment 25 acting on the front bogie 10 is reduced, and the lateral force 13 to the front bogie 10 side can be reduced.

On the other hand, the rear truck 11 has a large damping coefficient and functions as a stronger rigid element, so the yaw damper reaction force 23 acting on the rear truck 11 becomes large. As a result, the steering moment 24 acting on the rear truck 11 increases, and the lateral force 14 on the rear truck 11 side is reduced. In this way, the main trucks 10, 11 can reduce the lateral forces 13, 14 on circular curves as much as possible. In particular, it is possible to solve the problem that the lateral force 14 on the leading axle (third axle) of the rear bogie 11 was not sufficiently reduced.

[2] In the above [1], the damping coefficient of the switchable yaw damper 9 should be set to a value smaller than that of the front bogie 10 than that of the rear bogie 11, at least while the vehicle is running. In the second embodiment, compared with the first embodiment, the lateral forces 13 and 14 when passing through a circular curve can be reduced with fewer switching times. In other words, it is sufficient to switch the damping coefficient only at the starting station and the terminal station during up-bound operation and down-bound operation, respectively. Therefore, the system can be simplified without requiring a complicated vehicle control device as described with reference to FIG.

[3] In [1] or [2] above, it is preferable that at least two switchable yaw dampers 9 are provided on each of the front bogie 10 and the rear bogie 11 . If the switchable yaw damper 9 is controlled by a controller provided on the vehicle body 1, and if the damping coefficient can be switched between at least two values of large and small, or steplessly, even while the vehicle is running, it can be finely and optimally controlled according to the situation. preferable.

[4] In [3] above, the controller maximizes the damping coefficient of the switchable yaw damper 9 based on the information indicating that the vehicle is traveling in a straight section. As a result, since the support rigidity in the rail direction between the vehicle body 1 and the bogie frame 4 is increased, the running stability on the straight track can be ensured. Also, on a curved track, smooth running can be achieved by controlling the damping coefficient to decrease.

DESCRIPTION OF SYMBOLS 1...Car body, 2...Bogie (13 and 14 are put together without distinguishing), 3...Air spring, 4...Bogie frame, 5...Wheel set, 6...Axle box body, 7...Axle box support device, 8...Fixed type Yaw damper 9 Switchable yaw damper 10 Front bogie 11 Rear bogie 13 Lateral force on front bogie side 14 Lateral force on rear bogie side 20 Track 22 Yaw damper reaction force on front bogie side 23... Yaw damper reaction force on the rear bogie side 24... Steering moment 25... Anti-steering moment 40... Damping controller 41... Vehicle control device

Claims (4)

A railway vehicle bogie comprising a yaw damper set to a desired damping coefficient,
One vehicle is supported by at least two trucks, a front bogie that is closer to the front and a rear truck that is closer to the rear with respect to the traveling direction,
The yaw damper is disposed between each of the two bogies and the vehicle body so as to suppress yawing,
The damping coefficient is set so that the yaw damper over the front bogie is smaller than the yaw damper over the rear bogie at least when passing through a curve.
Bogies for railway vehicles. The damping coefficient is set so that the yaw damper on the front bogie is smaller than the yaw damper on the rear bogie, at least when the vehicle is traveling.
The railway vehicle bogie according to claim 1. At least two yaw dampers are provided on each of the two bogies,
The yaw damper is controlled by a controller provided on the vehicle body, and the damping coefficient can be switched at least in binary or steplessly during running.
The railway vehicle bogie according to claim 1 or 2. The controller maximizes a damping coefficient of the switchable yaw damper based on information indicating that the vehicle is traveling in a straight section.
The railway vehicle bogie according to claim 3.

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