JP3174620B2 - Railcar suspension system - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a suspension device for a railway vehicle which supports a vehicle body via a gas spring.

[0002]

2. Description of the Related Art A conventional railway vehicle is provided with a suspension device for supporting a vehicle body on a bogie via an air spring, and controls an internal pressure of the air spring in accordance with a change in a load on a vehicle such as a passenger or cargo. This keeps the height of the vehicle body constant.

In addition, air actuators are generally used for opening and closing doors and operating brake devices in conventional railway vehicles.

In order to make the above-described suspension device and air actuator function, railway vehicles have been provided with pneumatic equipment such as a compressor, a source air reservoir, a regulator, and a pressure regulating tank.

[0005]

In recent years, railcars have been required to be reduced in weight in order to increase the speed and prevent deterioration of the track structure, and the above-mentioned pneumatic equipment, which is one of the factors that increase the weight, is eliminated. Is an issue.

With the elimination of the air system, a hydraulic active suspension device is used instead of the suspension device having an air spring as described above.
It has been proposed to reduce the body vibration by operating the vehicle body on the track with a hydraulic cylinder, and to open and close the door and apply a braking force using a hydraulic actuator or an electric actuator instead of an air actuator. ing.

However, in the case of using a hydraulic active suspension device, the hydraulic cylinder is operated with oil having a very low compressibility as compared with gas. Therefore, it is necessary to operate the hydraulic cylinder at high speed in order to reduce the vibration of the vehicle body. is there. Therefore, a complicated control device and a large-capacity hydraulic power source are required, which does not necessarily contribute to weight reduction. There is also a problem that a large reaction force acts on the line structure.

An object of the present invention is to provide a railway vehicle suspension device that can solve the above technical problems.

[0009]

Means for Solving the Problems] It is a feature of the present invention, a truck, in a railway vehicle and a vehicle body more supported via a pair of gas springs in the carriage, and the cylinder, is incorporated in the cylinder And a pair of gas chambers separated by the piston are formed inside the cylinder, and one of the pair of gas chambers is formed .
Only the gas is communicated with the pair of gas springs, a gas having a pressure exceeding atmospheric pressure is sealed in each gas spring and each gas chamber, and the gas pressure in each gas spring is changed by changing the volume of one of the gas chambers. Means is provided for controlling the position of the piston against the difference in gas pressure between the two gas chambers, and the internal pressure difference between the pair of gas springs is provided.
Is provided with a differential pressure valve for preventing the pressure from exceeding a set value .

[0010]

According to the structure of the present invention, when the piston in the cylinder is displaced, the gas filling volume in one of the gas chambers and the gas spring in the cylinder changes. The internal pressure of the gas spring fluctuates due to the fluctuation of the gas filling volume.
That is, according to the configuration of the present invention, the internal pressure of the gas spring can be controlled without the conventional pneumatic equipment such as the compressor, the original air reservoir, the regulator, and the pressure regulating tank.

Further, a gas pressure sealed in one gas chamber and a gas pressure sealed in the other gas chamber act on a piston that partitions the inside of the cylinder. Therefore, the piston is displaced by applying a force opposing the difference between the gas pressures in the two gas chambers. Therefore, the maximum driving force required to displace the piston can be reduced as compared with the case where the other side of the piston is set to the atmospheric pressure. This makes it possible to reduce the size of a hydraulic motor, an electric motor, or the like, which is a drive source for displacing the piston. In addition, control the position of one piston
Alone can control the internal pressure of a pair of gas springs,
Can be simplified.

[0012]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 2 shows a part of the bogie 1 of a railway vehicle. The bogie frame 9, a bearing box 2 attached to the bogie frame 9 via a spring (not shown), and supported by the bearing box 2. Wheel 3 attached to the axle. As shown in FIG. 1, a pair of left and right gas springs 4a and 4b are mounted on the bogie frame 9.
As shown in FIG. 3, the gas springs 4a and 4b are mainly constituted by connecting a steel lower member 5 and an upper member 6 by a rubber diaphragm 7, and the lower member 5 is connected to a bogie frame 9. The upper member 6 is connected to the vehicle body 8.

The bogie frame 9 forms a pair of left and right gas tanks 9a and 9b by forming a pair of left and right gas-filled spaces having airtightness inside. One gas tank 9
a of the other gas spring 4a communicates with the other gas tank 9b through the throttle path 11a.
b communicates via the throttle path 11b. The throttle path 11a,
Reference numeral 11b includes a lower member 5 of the gas springs 4a and 4b and a cylindrical member 12 penetrating the bogie frame 9. Note that one gas tank 9a and the other gas tank 9
b is connected via a differential pressure valve 20. The differential pressure valve 2
0 is opened when the difference between the internal pressures of the two gas tanks 9a and 9b becomes larger than a preset value.
To prevent the difference from exceeding the set value.

Each of the gas springs 4a, 4b is connected to the cylinder 50 via solenoid valves 21a, 21b.
The cylinder 50 is attached to the cart 1, for example. A piston 51 is built in the cylinder 50, and a pair of gas chambers 52 and 53 partitioned by the piston 51 are formed inside the cylinder 50. One of the gas chambers 52 communicates with the gas springs 4a and 4b. Each of the gas chambers 52 and 53, the gas springs 4a and 4b, and the gas tanks 9a and 9b are filled with air having a pressure exceeding atmospheric pressure.

A screw shaft 61 is connected to the piston 51, and a nut 57 is screwed onto the screw shaft 61. The nut 57 rotates via a bearing 56 on a support member 55 fixed in the other gas chamber 53. Supported as possible. A gear 58 is integrated with the nut 57, and a pinion 59 meshing with the gear 58 is connected to the other gas chamber 5.
3 is attached to the output shaft of the hydraulic motor 60 fixed inside. Further, the piston 51 is prevented from rotating with respect to the cylinder 50. Thereby, the hydraulic motor 60
Is rotationally driven, the piston 51 is displaced, and the volumes of the gas chambers 52 and 53 change. The support member 55 has a through hole 55 so that the gas chambers 52 and 53 can communicate with each other.
a is provided.

A hydraulic control device for controlling the hydraulic motor 60 is provided. That is, the hydraulic motor 60 is connected to the motor solenoid valve 65, and the motor solenoid valve 65
A port 65a connected to one oil port 60a of the hydraulic motor 60, a port 65b connected to the other oil port 60b of the hydraulic motor 60, an oil supply port 65c connected to the electromagnetic switching valve 26, 25 and a tank port 65d connected to the tank port 65d. The motor solenoid valve 65 has a port 65 connected to the hydraulic motor 60.
a, a motor stop position for closing 65b, and a hydraulic motor 6
0 port 60a is connected to the refueling port 65c and the other port 60b is connected to the tank port 65d in the normal rotation position, and the other port 60b of the hydraulic motor 60 is connected to the refueling port 65c and the one port 60a is connected to the tank port 65d.
Can be switched to the motor reverse position connected to the motor.

The electromagnetic switching valve 26 is connected to the motor electromagnetic valve 6.
5, a port 26b connected to the brake device 27, and a port 26c connected to the pump 19. The electromagnetic switching valve 26 is connected to the pump 1
9 is connected to the solenoid valve 65 for the motor and a stop position at which the port 26b connected to the brake device 27 is closed;
The pump 19 is connected to the brake device 27 and can be switched to a traveling position in which the port 26a connected to the motor solenoid valve 65 is closed. Note that a relief valve 40 is connected to the discharge side of the pump 19.

The brake device 27 includes a hydraulic cylinder 2
8, a brake shoe 29 connected to the rod of the hydraulic cylinder 28, and a brake solenoid valve 30. The brake solenoid valve 30 is provided with the electromagnetic switching valve 26.
, A port 30b connected to the tank 25, and a port 30c connected to the hydraulic cylinder 28 via the accumulator 31. The brake solenoid valve 30 has a neutral position for closing all ports, a braking position for connecting the hydraulic cylinder 28 to the pump 19 via the electromagnetic switching valve 26, and a braking release position for connecting the hydraulic cylinder 28 to the tank 25. It is possible to switch.

The solenoids for operating the solenoid on-off valves 21 a and 21 b and the solenoid valve for motor 65 are connected to a suspension controller 35. The suspension controller 35 is configured by a microcomputer having an input / output interface, a central processing unit, and a storage device. The controller 35 is provided with the bogie 1 of the body 8.
36 for detecting the height with respect to the
Is connected to a sensor 37 for detecting the switching position of. The sensor 37 is configured by a pressure switch that detects a change in the oil pressure of the oil supplied to the motor solenoid valve 65. Also, the electromagnetic switching valve 26 and the electromagnetic valve 3 for the brake
The 0 operating solenoid is connected to the control device 38 of the railway vehicle body.

When the railway vehicle travels, the electromagnetic switching valve 26 is switched to the traveling position by a signal output from the control device 38, and high-pressure oil is supplied from the pump 28 to the brake device 27. The suspension controller 35 is provided with a switching position detecting sensor 37 for the electromagnetic switching valve 26.
The power supply is turned off by a signal from the controller, and in this state, the solenoid on-off valves 21a and 21b are closed, and the motor solenoid valve 65 is set to the motor stop position. Thereby, the internal pressure of the gas springs 4a, 4b is kept constant during traveling.

When a braking operation is not performed during running of the railroad vehicle, the brake solenoid valve 30 is set to the braking release position based on a signal output from the control device 38, and the hydraulic cylinder 28 is driven by the internal spring force. When the braking operation is performed, the brake solenoid valve 30 is sequentially switched between the braking position and the braking release position so as to perform an anti-skid braking operation. 28 expands and contracts, and the brake shoe 29 comes into contact with and separates from the wheel 3.

When the railway vehicle is stopped, the electromagnetic switching valve 26 is switched to the stop position by a signal output from the control device 38, and high-pressure oil is supplied from the pump 28 to the motor electromagnetic valve 65. The power of the suspension controller 35 is turned on by a signal from the switching position detecting sensor 37 of the electromagnetic switching valve 26, and the suspension controller 35 switches the motor electromagnetic valve 65 based on the signal from the height detecting sensor 36, and switches the electromagnetic opening / closing valve 21a. , 21b. Thus, by controlling the position of the piston 51 by rotating the hydraulic motor 60, the internal pressure of the gas springs 4a and 4b is changed, and the height of the vehicle body 8 with respect to the bogie 1 is maintained at the set value irrespective of the variation of the load on the vehicle. .

That is, when the height of the vehicle body 8 with respect to the bogie 1 becomes lower than the set value stored in the controller 35 due to an increase in the on-vehicle load such as passengers and freight when the railway vehicle stops, the motor solenoid valve 65 rotates forward. The piston 51 is switched to the position shown in FIG.
At the left, and the electromagnetic on-off valves 21a, 21
b is opened. As a result, the gas filling volume in one of the gas chambers 52, the gas springs 4a and 4b and the gas tanks 9a and 9b decreases, and the gas springs 4a and 4b
Of the gas spring 4a,
4b, the height with respect to the carriage 1 increases. Further, when the height of the vehicle body 8 with respect to the bogie 1 becomes higher than the set value stored in the controller 35 due to a decrease in the on-vehicle load, the motor solenoid valve 65 is switched to the motor reverse position, and the rotation of the hydraulic motor 60 causes the piston 51 to rotate. Is displaced rightward in FIG. 1 and the solenoid on-off valves 21a, 21b
Is opened. As a result, the gas filling volume in one of the gas chambers 52, the gas springs 4a and 4b and the gas tanks 9a and 9b increases, and the internal pressure of the gas springs 4a and 4b decreases. Lower.

The piston 51 has one gas chamber 5.
The gas pressure sealed in 2 and the gas pressure sealed in the other gas chamber 53 act. Therefore, the hydraulic motor 60 generates a driving force against the difference between the gas pressures in the two gas chambers 52 and 53 to displace the piston 51. In this case, the maximum driving force required to displace the piston 51 is smaller than when the other side of the piston 51 is set to the atmospheric pressure. Note that the difference between the gas pressures in the two gas chambers 52 and 53 changes with the displacement of the piston 51. For example, in a passenger vehicle, when the occupancy rate is 100%, the gas pressure in one gas chamber 52 and the gas pressure in the other gas chamber 53 are set to be equal.

When the railway vehicle is stopped, the brake solenoid valve 30 is switched to the neutral position by a signal output from the control device 38, and the accumulator 3 is turned off.
The brake shoe 29 is pressed against the wheel 3 by the accumulated pressure of 1.

According to the above configuration, the internal pressure of the gas springs 4a and 4b supporting the vehicle body 8 can be controlled without the conventional pneumatic equipment such as a compressor, a main air reservoir, a regulator and a pressure regulating tank. This can contribute to a reduction in the weight of railway vehicles.

The present invention is not limited to the above embodiment.

For example, in the above embodiment, the hydraulic motor 60 is used to displace the piston 51, but a hydraulic mechanism 70 as shown in FIG. 4 may be used. That is, the piston 51 'is constituted by a pair of members 51a and 51b separated from each other and connected by the rod 51c, and the partition wall 7 fixed to the cylinder 50 between the members 51a and 51b.
Oil chambers 72 and 73 are provided between the partition 71 and the members 51a and 51b, respectively.
Ports 72a and 73a are connected to a solenoid valve 65 'having the same configuration as the motor solenoid valve 65 of the above embodiment. Otherwise, the configuration is the same as that of the above embodiment, and the same parts are denoted by the same reference numerals. As a result, the pressure oil is supplied to one of the oil chambers 72 and 73 and the oil flows out from the other into the tank 25, whereby the piston 51 'can be displaced.

Further, as shown in FIG.
The electric motor 80 may be used to displace the motor.

The gas spring and the gas tank may be filled with an inert gas instead of air . Also, in the bogie frame 9 of the cylinder 50 above embodiment has been separate members, the carriage frame 9 is constituted by a cylinder 50, one of the gas chamber 52 in the cylinder 50 the gas tank 9a of the above-described embodiment, as 9b May function. Also,
In the above embodiment, the hydraulic control device of the hydraulic motor 60 is also used as the hydraulic control device of the brake device to reduce piping loss, reduce weight, reduce the number of parts, reduce costs, and the like. However, it is also possible to have independent hydraulic control devices.

[0032]

According to the railcar suspension system of the present invention, the internal pressure of the gas spring supporting the vehicle body can be controlled without the conventional pneumatic equipment. Since the piston in the provided cylinder can be displaced without requiring a large driving force, the driving mechanism can be downsized, and one piston
The internal pressure of a pair of gas springs can be
, The structure can be simplified, and the weight of the railcar can be reduced.

[Brief description of the drawings]

FIG. 1 is a configuration explanatory view of a suspension device according to an embodiment of the present invention.

FIG. 2 is a configuration explanatory view of a truck according to an embodiment of the present invention.

FIG. 3 is a cross-sectional view illustrating the configuration of a gas spring according to an embodiment of the present invention.

FIG. 4 is a configuration explanatory view of a suspension device according to a different embodiment of the present invention.

FIG. 5 is a configuration explanatory view of a suspension device according to a different embodiment of the present invention.

[Explanation of symbols]

 1 cart 4a, 4b gas spring 8 body 50 cylinder 51, 51 ', 51 "piston 52, 53 gas chamber

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-5-254430 (JP, A) JP-A-58-106269 (JP, U) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61F 5/10

Claims (1)

(57) [Claims] And 1. A truck, in a railway vehicle and a vehicle body more supported via a pair of gas springs in the carriage, and the cylinder, piston and is provided to be incorporated in the cylinder, the piston within the cylinder A pair of gas chambers separated by the gas chamber is formed , and inside the pair of gas chambers
Only one of the gas springs is communicated with the pair of gas springs, each gas spring and each gas chamber are filled with a gas having a pressure exceeding atmospheric pressure, and the volume of one of the gas chambers changes, so that the inside of each gas spring is changed. Means for controlling the position of the piston against the difference between the gas pressures in both gas chambers is provided so that the gas pressure can be changed.
Pressure difference valve to prevent the internal pressure difference
A suspension device for a railway vehicle, wherein the suspension device is provided.