JP3689100B2 - Vehicle vibration suppression method and railway vehicle - Google Patents

Description

  The present invention relates to a method for suppressing vehicle shaking in a train having a plurality of vehicles interconnected by a close contact coupler or a close contact automatic coupler. Furthermore, the present invention relates to a railway vehicle that is less susceptible to train formation buckling or that has less left-right movement (yawing) and is comfortable to ride.

  The railway vehicle is provided with a coupler for connecting the front and rear vehicles to each other and transmitting the traction force between the vehicles. Conventionally, as a railway vehicle coupler, there are types such as an automatic coupler, a close contact coupler, a close contact automatic coupler, or a fixed coupler. Among these various couplers, the close coupler is widely used mainly for Shinkansen and conventional trains. On the other hand, the close-contact automatic coupler is widely used mainly for passenger cars, diesel powered cars or high-speed freight cars.

11 and 12 are a partially sectional bottom view and a partially sectional side view showing an example of a conventional close contact coupler.
The coupler 105 includes a protruding head 106 and a rectangular hollow body 107. A concave portion 107a into which a connector head of a partner vehicle to be connected is inserted is formed in the body portion 107. The recess 107a is provided with a rotary lock (not shown). At the time of connection, when the head of the other connector is inserted into the recess 107a and further advances and the connecting surfaces 108 come into close contact with each other, the rotary locks are engaged and connected to the inner side of the other head. The connected front and rear vehicle connectors are almost like a rigid rod. The connection of the coupler is released manually or remotely by a release handle (not shown) or a pneumatic cylinder (not shown).

  As shown in FIG. 12, the coupler 105 is placed on the trunk receiver 109. The trunk receiver 109 is a beam connected to the lower part of the vehicle body frame 101. The coupler 105 is coupled to the rubber shock absorber 110 near the center of the vehicle body. The rubber shock absorber 110 is formed by laminating steel plates (pads) 111 having rectangular rubber protrusions bonded on both sides and placing them in a frame 112, and absorbs an impact on the coupler 105 due to compression deformation of rubber.

The behavior of the vehicle at the time of a train collision will be described with reference to FIG.
As shown in FIG. 8A, it is assumed that an obstacle W exists in front of the vehicle S traveling in the arrow X direction. When this obstacle W is detected and the vehicle S stops without colliding, there is no problem. However, as shown in FIG. 8 (B), when the vehicle S collides with the obstacle W, train formation buckling may occur in which adjacent vehicles bend each other in the left-right direction of the vehicle body. When such train formation buckling occurs, derailment (vehicles S-1 to 3) and rollover (vehicle S-4) may be caused. If such train formation buckling does not occur, as shown in FIG. 8 (C), the train stops with the end faces of adjacent vehicles abutting each other, and the possibility of vehicle derailment or rollover is reduced.

Next, a description will be given of left-right shaking while the train is running.
As shown in FIG. 9, when the vehicle is traveling in a tunnel or the like at a high speed (for example, 250 km / h or more), the vehicle is shaken to the left and right by the air flow in contact with the tunnel wall surface and the vehicle body side surface, resulting in poor ride comfort. . In the light section, it is known that Karman vortices are generated in the rear part by this air flow, and the fluctuation is more remarkable in the rear part of the train. It has also been found that a pantograph cover-equipped vehicle is more swayed than other vehicles.

FIG. 10 is a plan view schematically showing the outline of various vehicle couplers.
FIG. 10A shows the close contact coupler shown in FIGS. In a train having this close contact type coupler, there is no mechanism for preventing the coupler 105 from swinging in the left-right direction, and train formation buckling is likely to occur.

  In order to avoid the swinging of the coupler in the left-right direction, as shown in FIG. 10 (B), in foreign railway vehicles, buffers 125 are provided at the left and right ends of the vehicle body frame 101 as a vehicle coupler. Some have a turnbuckle 129 at the center of the underframe. The buffer 125 has a distal end portion 125a protruding from the front surface of the vehicle body and a proximal end portion 125b slidably disposed in a recess 101a formed in the vehicle body. The base end portion 125 b is biased by a spring 127. And the front-end | tip parts 125a of the buffer 125 of the vehicle before and behind are in contact.

  In the apparatus shown in FIG. 10B, by rotating the central portion 129a of the turnbuckle 129, the vehicles 100A and 100B are attracted to each other and the buffers 125 abut each other. At this time, the buffer 125 is compressed by the urging force of the spring 127. This is the connected state of the vehicle. The buffer 125 always abuts even when the vehicle travels, and the buffer 125 also has an action of preventing buckling between the left and right vehicle bodies when the vehicle collides.

  In recent Shinkansen vehicles also in Japan, as shown in FIG. 10C, a damper 130 is additionally installed under the floor at the end of the vehicle, and this damper 130 is interposed between the front and rear vehicles, thereby Damping of shaking (yawing) is performed. However, when separating the front and rear vehicles, it is necessary to remove not only the coupler 150 but also the damper 130. For this reason, it took a great deal of time and labor when separating the vehicles.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a method for suppressing vehicle swaying in relation to a method for preventing train buckling caused by a vehicle collision. And It is another object of the present invention to provide a railway vehicle that is less susceptible to train formation buckling or that has less left-right movement (yawing) and is comfortable to ride.

A train organization buckling prevention method related to the present invention includes a plurality of vehicles connected to each other by a close contact or a close contact automatic connector in which the connected vehicle connectors are almost like a rigid rod. A method for preventing train buckling of a train composed of vehicles, where train train buckling refers to a phenomenon in which adjacent vehicles bend each other in the left-right direction of the vehicle body, immediately before or after the collision of the train. In the event of an earthquake or earthquake, the driver's operation or overhead power failure, emergency stop command from the ground facility, or train acceleration, vibration, or impact is detected by a sensor to strengthen the restraint on the rotation of the connector to the vehicle body (Make it hard).
Since only the connector is constrained and the vehicles are connected only by the connector, only the connector needs to be separated when the vehicle is separated. For this reason, knitting separation and connection are easier than those in which the front and rear vehicles are connected by a damper or the like. By constraining the swing swing of the coupler, buckling of the train formation is less likely to occur when the train has a collision accident. As a result, the danger of overhanging or overturning the adjacent line of the vehicle is reduced. It is also possible to modify an existing vehicle, and the increase in weight at that time has no significant effect.

In the train formation buckling prevention method described above, a variable throttle hydraulic damper, a hydraulic actuator, and the like are provided between the coupler and the vehicle body, and these dampers or actuators can also vary the restraining force on the coupler.
In particular, when controlling the position of the coupler, it is preferable to use a hydraulic actuator (hydraulic cylinder). When a hydraulic damper is used, continuous restraint force control can be performed by closing the internal orifice or changing the orifice diameter.

Moreover, in the train organization buckling prevention method described above, it is preferable to restrain the coupler immediately before or at the time of a collision of a train.
When traveling, the swinging swing of the coupler is not restrained, but is restrained only when necessary (immediately before or when the train collides).

  In the train organization buckling prevention method described above, the restraint can be performed by an operator's operation, an overhead power failure, or an emergency stop command from a ground facility. It is also possible to restrain the train by detecting the acceleration, vibration or impact of the train with a sensor. Furthermore, restraint can be performed during an earthquake.

  By increasing the restraint of the coupler (to make it more rigid), it becomes easier to follow a healthy front vehicle even if a derailed wheel or carriage is about to deviate greatly from the track. By being guided by the front vehicle in this way, significant derailment and rollover can be prevented. This effect is particularly effective in high-speed vehicles. When strengthening (stiffening) the restraint in this way, the acceleration, vibration or impact of the train is detected by a sensor, and based on the detection result, it is performed by the operation of the driver or the remote operation from the central headquarters. Good.

Moreover, it becomes possible to suppress the left-right vibration between the front and rear vehicle bodies by changing the restraint conditions while the train is running. That is, it is possible to provide the same effect as when the vehicle bodies are connected by the damper. In addition, since the connection between the vehicles is performed only by the coupler, the knitting division / connection is also easy.
When a large earthquake occurs, the derailment capsizing accident until the vehicle stops can be reduced by restraining the couplers all at once.

The vehicle vibration suppression method according to the present invention is a train comprising a plurality of vehicles connected to each other by a close contact connector or a close contact automatic connector in which the connected vehicle connectors are almost like a rigid rod. A means for restraining rotation of the coupler relative to the vehicle body to make it rigid or changing a constraint condition while connecting the front and rear vehicles only with the coupler. Provided between the coupler and the vehicle body, and restraining the rotation of the coupler with respect to the vehicle body to make it rigid or changing the constraint condition, the lateral movement of the front and rear vehicles is mutually suppressed. .
By restricting the left-right movement between the vehicles, the left-right movement can be suppressed even when there is no damper connecting the vehicles, and the ride comfort of the vehicle is improved. Also in this case, since the vehicles are connected only by the coupler, the knitting separation / connection at the time of repair or repair is easy. The left and right movement control can be active or semi-active. The active control is a method for intentionally controlling the position of the coupler, and the semi-active control is a method for changing a damper constant or the like according to a speed condition or the like as necessary.

In the vehicle vibration suppression method of the present invention, the restraint can be performed according to the speed of the vehicle.
By changing the mode of restraint according to the vehicle speed, the left-right movement of the vehicle can be suppressed at various speeds.

The railway vehicle according to the present invention is a railway vehicle composed of a plurality of vehicles connected to each other by a close contact connector or a close contact automatic connector in which the connected vehicle connectors are almost like a rigid rod. The front and rear vehicles are connected only by the coupler , and the left and right movements of the front and rear vehicles are mutually controlled by restricting the rotation of the coupler relative to the vehicle body to make it rigid or changing the constraint conditions. It is characterized in that a means for restraining is provided between the coupler and the vehicle body.
Such a railway vehicle is not possible with the conventional inter-body damper system, and suppresses left-right movement between the connected trains of the small trains (connection of the heads), and left-right motion when the leading vehicle is substituted for the intermediate vehicle Suppression is also possible. Of course, safety at the time of a collision is also demonstrated regardless of whether it is an intermediate car or a leading car.

In this railway vehicle, either a structure in which a seat is provided and restrained on an existing coupler (close contact coupler, close contact automatic coupler) or a structure in which the coupler is inserted into a holder-like restraint portion (trunk holder) can be realized. it can. In particular, when a case receiver is used, the structure is inexpensive.
Furthermore, connection with a conventional vehicle not having the above-described means is possible. Even when only the front and rear vehicles are equipped with the above-described means, there is a certain degree of lateral movement suppression effect.

  In the operation in which the leading vehicles face each other, the leading portion is sharp, and thus there may be a structure in which the damper between the vehicle bodies cannot be attached. Even in this case, a system in which dampers and actuators are arranged obliquely as in the embodiment of FIG.

In the railway vehicle of the present invention, the means may include a damper or an actuator provided between the coupler and the vehicle body, and the damper or actuator may be provided obliquely with respect to the vehicle longitudinal direction.
By providing it diagonally, it is possible to have an impact force absorption effect in the longitudinal direction of the coupler. For this reason, the auxiliary role of the shock absorber can be shared. That is, it is possible to use the buffer device so that the buffer function of the buffer device is shared by the original buffer device and the damper or actuator of the present invention at the time of drawing or operation. Furthermore, it is possible to provide an impact absorbing damper effect at the time of collision.

Further, in the railway vehicle of the present invention, the damper or the actuator includes a pair of hydraulic cylinders sandwiching the coupler, the hydraulic cylinders are connected by an oil feeding pipe, and a flow rate is provided in the middle of the oil feeding pipe. A control valve is provided, and the flow rate of the oil feed between the hydraulic cylinders can be made variable by the flow rate control valve.
If the flow control valve is completely closed in the event of a collision, or if the internal hydraulic oil is gradually discharged to the outside through an orifice, the impact force is absorbed by absorbing the front-rear impact while maintaining the restraint of the coupler. It can also be mitigated.

Furthermore, in the railway vehicle of the present invention, the horizontal position of the coupler can be adjusted by moving the hydraulic cylinder back and forth.
If the position is adjusted in this way, it can be applied to automatic connection at the time of vehicle connection, and the current labor can be greatly reduced. There is no need for significant equipment addition for this mechanism.

  As is apparent from the above description, according to the present invention, it is possible to provide a railway vehicle that is less susceptible to train formation buckling or that has less left-right movement (yawing) and is comfortable to ride.

BEST MODE FOR CARRYING OUT THE INVENTION

Embodiments of the present invention will be described below with reference to the drawings.
In the following description, the longitudinal direction of the rail (the traveling direction of the vehicle) is the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction, and the track surface, as in the ordinary railcar technology. The vertical direction is called the vertical direction.
FIG. 1 is a bottom view showing a structure around a connecting device for a railway vehicle according to a first embodiment of the present invention. FIG. 2: is the perspective view which looked at the connection apparatus used for the rail vehicle which concerns on the Example from the front. FIG. 3 is a perspective view of the connecting device of the first embodiment as viewed from the rear. FIG. 4 is a block diagram of a restraint control system for the coupler in the railway vehicle of this embodiment.

  As shown in the drawings, the railway vehicle coupling device of this example includes a close coupling 10 and a rubber shock absorber 20. The close contact coupler 10 is provided at the front and rear ends of the vehicle body frame 1. The close contact coupler 10 connects the front and rear rail vehicles. The structure of the close contact coupler 10 itself can be the one provided conventionally. That is, as shown in FIGS. 2 and 3, each close contact coupler 10 includes a protruding head portion 10a, a rectangular hollow barrel portion 10b, a recess portion 10c inside the barrel portion 10b, a coupling surface 10d, and a rotary lock (not shown). Etc.).

  As shown in FIG. 1, the rubber shock absorber 20 is provided on the vehicle center side of the close contact coupler 10. The rubber shock absorber 20 absorbs and reduces the impact force generated when the front and rear vehicles are connected. As the structure of the rubber shock absorber 20 itself, a structure conventionally provided can be used.

  A hydraulic cylinder 12 is provided between the close coupler 10 and the vehicle body frame 1. The hydraulic cylinders 12 are provided on both the left and right sides of the close contact coupler 10. The hydraulic cylinder 12 is disposed obliquely with respect to the front-rear direction. By providing the hydraulic cylinders 12 at an angle, it is possible to have an impact force absorption effect in the front-rear direction of the close contact coupler 10. The hydraulic cylinder 12 has a cylinder body 13 attached to the vehicle body frame 1. A cylinder rod 14 is attached to the close contact coupler 10 on the vehicle body front and rear end side with respect to the cylinder body 13.

  The hydraulic cylinder 12 can also be used to adjust the horizontal position of the close contact coupler 10. That is, when the front and rear couplers 10 are separated, the cylinder rod 14 of the left or right hydraulic cylinder 12 advances and the cylinder rod 14 of the other hydraulic cylinder 12 moves backward, so that the tight coupler 10 moves to the right or left. Shake your head. If the position is adjusted in this manner, it can be applied to automatic connection at the time of vehicle connection, so that the current labor can be greatly reduced.

  As shown in FIG. 3, the cylinder main bodies 13 of the left and right hydraulic cylinders 12 are connected by an oil feeding pipe 15. A flow control valve 17 is incorporated in the middle of the oil feeding pipe 15. The flow control valve 17 is connected to the control device 19. The control device 19 changes the oil supply flow rate from the flow rate control valve 17 to the hydraulic cylinder 12 based on the detection result of each detection sensor described later. When the flow control valve 17 is completely closed by the control device 19 and the oil supply flow rate to each hydraulic cylinder 12 becomes zero, the swing swinging of the close contact coupler 10 with respect to the vehicle body is restricted (rigid). Become.

The following detection sensors are connected to the control device 19. Each detection sensor is not particularly shown, but is provided at a predetermined position of the vehicle body. In addition to the signal from the sensor, control can also be performed according to a sudden brake command or overhead power failure information (earthquake occurrence or emergency).
(1) A vibration detection sensor for detecting train vibration.
The restraint force is adjusted based on the vibration value detected by the vibration detection sensor. In particular, when the vibration value becomes equal to or greater than a predetermined value due to train derailment or the like, the flow control valve 17 is completely closed, and the swing swing is made strong (rigid).
(2) An impact detection sensor that detects the impact of a train.
This is a simple detection device that falls and outputs a signal when a large impact is applied to the vehicle head, or a tape switch that collapses and shorts the circuit. The impact detection sensor instantly transmits it to the rear of the vehicle to completely close the flow control valve 17 and prevent knitting buckling.

  Note that the tight coupling 10 is restrained (that is, the oil supply flow rate control of the flow rate control valve 17 by the control device 19) is performed by the operator operating an operation button (not shown) provided in the cab of the vehicle body. Also good. Or you may carry out by remote control from a central command office. As an example, in the case of an earthquake, the trains may be restrained by a centralized command from the central command center.

Next, the operation of the railway vehicle having the above configuration will be described.
In normal times, the front and rear vehicles are traveling in a state where they are connected by the close contact coupler 10. At this time, in the close contact coupler 10, the head 10a of the counterpart coupler is inserted into the recess 10c, and the connection surfaces 10d are in close contact with each other. During this travel, oil is circulated through the hydraulic cylinder 12 via the flow rate control valve 17, and the swing swing of the close contact coupler 10 is not restrained. However, since the close contact coupler 10 is held by the hydraulic cylinder 12, the swing swing is suppressed to some extent. In this case, the impact force acting on the close contact coupler 10 is absorbed by the hydraulic cylinder 12.

  Here, as shown in FIG. 4, it is assumed that an obstacle W exists in front of the train S traveling in the arrow X direction. At this time, the driver of the train S applies a sudden brake in order to avoid a collision with the obstacle W (block B1). At the same time, the driver turns on an operation button (not shown) of the cab (block B1). By this operation, the flow control valve 17 is completely closed and the oil flow between the left and right hydraulic cylinders 12 is blocked. Then, in the close contact coupler 10, the constraint of the swing swing is strengthened (block B2). By restraining the swing swing, the lateral movement of the close contact coupler 10 is mutually suppressed.

  For this reason, when the train S collides with the obstacle W, even if the derailed wheel or the carriage tries to largely deviate from the track, the train does not buckle and the rear vehicle S-2 becomes the front vehicle S-1. Guided by follow-up, preventing derailment and rollover. At this time, since the front-rear impact is absorbed by the rubber shock absorber 20 and the hydraulic cylinder 12 in a state where the tight coupling 10 is kept restrained, the collision impact force is reduced.

  On the other hand, even if the driver cannot turn on the operation button, the vehicle speed detection sensor (not shown) detects the deceleration of the train S along with the sudden braking (block B3). The detection result of the vehicle speed detection sensor is sent to the control device 19, and the flow control valve 17 is completely closed by the control device 19. Accordingly, the oil flow rate between the left and right hydraulic cylinders 12 becomes zero, and the tight coupling 10 is strengthened in the rotation swing and the left / right movement (block B2). In addition to the time of a vehicle collision, when a large earthquake occurs, the couplers are restrained all at once. Thereby, it is possible to alleviate train buckling and vehicle ride-up due to derailment overturning until the vehicle stops.

  In this way, by restraining the swing swing of the close contact coupler 10, it is possible to avoid train formation buckling when the train S causes a collision accident. Therefore, it is possible to prevent the adjacent line of the vehicle from overhanging or rolling over.

  Moreover, it becomes possible to suppress the left-right vibration between the front and rear vehicle bodies by changing the constraint condition of the close contact coupler 10 while the train S is traveling. That is, it is possible to provide the same effect as when the vehicle bodies are connected by the damper. Further, since the existing coupler is only restricted, the weight of the vehicle body does not increase significantly. By restricting the left-right movement between the vehicles, it is not necessary to install a damper that connects the front and rear vehicles. As a result, since the vehicles are connected only by the coupler, the knitting division at the time of repair or repair is facilitated.

  In this example, the rotation swing of the contact coupler 10 is restrained by the hydraulic cylinder 12. However, in addition to the hydraulic cylinder 12, a variable throttle hydraulic damper, a hydraulic actuator, or the like can be used. In particular, when the constraint condition is continuously controlled, it is preferable to use a hydraulic actuator (hydraulic cylinder). When a hydraulic damper is used, continuous control is possible by closing the internal orifice or changing the orifice diameter.

Next, a second embodiment of the present invention will be described.
FIG. 5 is a front view showing a railcar according to a second embodiment of the present invention. In the second embodiment, the cylinder body 13 of the hydraulic cylinder 12 is attached to the body receiver 3 of the vehicle body. In this case, since the modification of the existing vehicle can be minimized, a particularly inexpensive configuration can be realized.

Next, a third embodiment of the present invention will be described.
FIG. 6 is a bottom view showing the structure around the railway vehicle connecting device according to the third embodiment of the present invention. In the third embodiment, the hydraulic cylinder 12 can be arranged orthogonal to the front-rear direction. In this case, the right and left restraint effect of the close contact coupler 10 is improved as compared with the case where the hydraulic cylinders 12 are disposed obliquely.

In addition, as shown in FIG. 7, it is possible to suppress the lateral movement between the connected knittings between the small knittings (connection between the leading parts, see FIG. 7A), which is impossible with the conventional damper system between the vehicle bodies, It is also possible to suppress left-right movement when the vehicle is substituted for an intermediate vehicle (see FIG. 7B). In this case, safety at the time of a collision is also demonstrated without distinction between the intermediate car and the leading car.
Further, it is possible to connect to a conventional vehicle that does not have the hydraulic cylinder 12. Even if only one of the front and rear vehicles is equipped with the hydraulic cylinder 12, there is a certain degree of lateral movement suppression effect.

It is a bottom view which shows the structure of the connection apparatus periphery of the rail vehicle which concerns on 1st Example of this invention. It is the perspective view which looked at the connection apparatus used for the rail vehicle which concerns on the Example from the front. It is the perspective view which looked at the connecting device of the 1st example from back. It is a block diagram of the restraint control system of the coupler in the railway vehicle of a present Example. It is a front view which shows the rail vehicle which concerns on 2nd Example of this invention. It is a bottom view which shows the structure of the connection apparatus periphery of the rail vehicle which concerns on 3rd Example of this invention. FIG. 7A is a side view showing a connected state of the leading portions of the railway vehicle, and FIG. 7B is a side view showing a connected state when the leading vehicle is substituted for an intermediate vehicle. It is explanatory drawing explaining the state of knitting buckling. FIG. 8A is a side view showing a state before the collision, FIG. 8B is a plan view for explaining a derailment / overturn state after the collision, and FIG. 8C is a view of the adjacent vehicle after the collision. It is explanatory drawing explaining the state which end surfaces faced. It is explanatory drawing explaining the air flow induced by the vehicle body side surface air flow. FIG. 10A is an explanatory view for explaining the swing swing of a conventional coupler, FIG. 10B is an explanatory view showing an example of a buffer in a conventional railway vehicle, and FIG. It is explanatory drawing which shows the example of the damper in the conventional railway vehicle. It is a partial cross section bottom view which shows an example of the close_contact | adherence coupler of the conventional railway vehicle. It is the same part section side view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Body frame 3 Trunk holder 10 Close coupling | bonding body 12 Hydraulic cylinder 13 Cylinder main body 14 Cylinder rod 15 Oil supply pipe 17 Flow control valve 19 Control apparatus 20 Rubber shock absorber

Claims (6)

It is a method for suppressing the shaking of a train composed of a plurality of vehicles connected to each other by a close contact connector or a close contact automatic connector in which the connected vehicle connectors are almost like a rigid rod. ;
A means for restricting rotation of the connector relative to the vehicle body and making it rigid or changing a constraint condition is provided between the connector and the vehicle body while the front and rear vehicles are connected only by the connector.
A vehicle shake suppression method characterized by restraining the left and right movements of the front and rear vehicles from each other by restricting the rotation of the coupler relative to the vehicle body to make it rigid or changing the constraint conditions. 2. The vehicle shake suppression method according to claim 1, wherein the constraint condition is changed according to a vehicle speed. 2. The vehicle vibration suppression method according to claim 1, wherein the constraint condition is changed based on a curvature of a track along which the vehicle travels. A railway vehicle comprising a plurality of vehicles connected to each other by a close connection or an automatic close connection, wherein the connected front and rear vehicle connectors are substantially like a rigid rod;
The front and rear vehicles are connected only by the connector,
Means for restraining the left and right movements of the front and rear vehicles mutually by restraining the rotation of the coupler relative to the vehicle body to be rigid or changing the constraint condition is provided between the connector and the vehicle body. Railway vehicle. 5. The railway vehicle according to claim 4, wherein the means includes a damper or an actuator provided between the coupler and the vehicle body, and the damper or the actuator is provided obliquely with respect to the vehicle longitudinal direction. The damper or actuator includes a hydraulic cylinder provided with a pair sandwiching the coupler,
These two hydraulic cylinders are connected by an oil feed pipe,
A flow control valve is provided in the middle of this oil feed pipe,
6. The railway vehicle according to claim 5, wherein the flow rate control valve makes the oil supply flow rate between the hydraulic cylinders variable.

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