JP4070677B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle.

  In high-speed railway vehicles such as Shinkansen vehicles, there is a possibility that the snakes may act when the vehicle is running. Therefore, a yaw damper that extends between the vehicle body and the vehicle body is provided to prevent this. There are many cases. The rotational (yaw) motion of the carriage is efficiently attenuated by the yaw damper, so that the snake action limit speed, which is the speed at which the carriage starts the snake action, is sufficiently higher than the maximum speed.

  Also, in order to prevent snake behavior from occurring even if one of the dampers breaks down, there are many cases where a plurality of yoke dampers are provided per one carriage. For example, in current Shinkansen vehicles, one is provided on each side of one carriage. A yodamper is provided.

  In order to further increase the speed of a railway vehicle, it is necessary to prevent snake behavior from occurring at the increased speed even if one of the yaw dampers fails. For example, by increasing the number of yo-yo dampers up to about 4, it is conceivable that even if one yam damper breaks down, the snake behavior limit speed is maintained sufficiently higher than the increased operating speed. ing.

  However, an increase in the number of yo-dampers is not preferable because it becomes difficult to mount the yo-yo damper and the number of parts increases, resulting in an increase in initial cost and maintenance cost.

  The present invention has been made in view of the above-described problems, and an object thereof is to provide a railway vehicle that can suppress snake behavior during high-speed traveling at low cost.

A railway vehicle according to the present invention includes a vehicle body, a carriage supporting the vehicle body, a yaw damper provided between the vehicle body and the carriage, a left-right motion damper provided between the vehicle body and the carriage, and a left-right motion damper. An attenuation coefficient adjusting means for adjusting an attenuation coefficient; an abnormality detecting means for detecting an abnormality of the yaw damper; a maximum speed acquiring means for acquiring a predetermined maximum speed for traveling when the host vehicle travels; and a yaw damper Speed threshold storage means for storing a speed threshold set to correspond to the snake action start speed when an abnormality occurs in the vehicle, the maximum speed acquired by the maximum speed acquisition means, and the speed threshold storage means comparing the speed threshold, is determined and determining control necessity determination means whether it is necessary to control the lateral movement damper, and the control necessity determination means is necessary to control the lateral movement damper, and an abnormality detection If the abnormality of the yaw damper is detected by the stage, and a control means for damping coefficient of the lateral movement damper to control the damping coefficient adjusting means to increase.

  According to this, when the abnormality of the yaw damper is detected, the damping coefficient of the left and right dynamic damper increases. For this reason, the effect which suppresses the snake action of a trolley | bogie by a right-and-left motion damper increases, and the snake action limit speed of a trolley | bogie improves. Therefore, even when a yaw damper abnormality occurs, the carriage can be driven at a high speed. Further, when no abnormality is detected in the yaw damper, the damping coefficient of the left and right dynamic damper does not become unnecessarily high, so that the riding comfort during normal running is not deteriorated.

  Here, when the abnormality detecting means detects an abnormality of the yaw damper, the control means adjusts the attenuation coefficient adjusting means so that the attenuation coefficient of the left and right dynamic damper increases within a range of more than 1 to 3.5 times. It is preferable to control.

  Increasing the attenuation coefficient in such a range can sufficiently increase the snake behavior limit speed. In particular, it is preferable to control the damping coefficient adjusting means so that the damping coefficient of the left and right dynamic damper increases within a range from 1.5 times to 3.5 times because the snake action limit speed can be further increased.

  Further, when the railway vehicle travels, a maximum speed acquisition means for acquiring a predetermined maximum speed for the travel, and whether or not the control of the attenuation coefficient adjustment means by the control means is determined based on the maximum speed. It is preferable to further include a control necessity determination unit.

  According to this, when the maximum speed is sufficiently low and the vehicle does not have a risk of causing snake behavior even if one of the yaw dampers fails, even if the yaw damper breaks down, The damping coefficient can be prevented from increasing, and the ride comfort is not deteriorated by an increase in the damping coefficient of the unnecessary left-right motion damper.

  ADVANTAGE OF THE INVENTION According to this invention, the rail vehicle which can suppress the snake action at the time of high speed driving | running at low cost is provided.

  A first embodiment of the present invention will be described. FIG. 1 is a schematic side view of a railway vehicle according to the present embodiment, FIG. 2 is a top view of the bogie of FIG. 1, a center pin of a vehicle body, and a mounting member, and FIG. 3 is a view taken in the direction of arrows III-III in FIG. .

  As shown in FIG. 1, the railway vehicle 100 according to the present embodiment mainly includes a carriage 10 that is a traveling device, a vehicle body 5 disposed on the carriage 10, and an attenuation coefficient control computer 90. .

  As shown in FIG. 2, the carriage 10 includes a carriage frame 19 that is substantially H-shaped when viewed from above. As shown in FIGS. 1 to 3, a shaft box 36 for rotatably supporting a wheel shaft 34 that fixes the wheel 30 is attached to an end portion of the carriage frame 19 in the traveling direction.

  As shown in FIG. 1, a shaft spring 24 and a shaft damper 25 are disposed between the axle box 36 and the carriage frame 19, and the vehicle body is disposed above the carriage frame 19 as shown in FIGS. A pair of air springs 12 for supporting 5 is provided in the vehicle body width direction.

  Further, as shown in FIG. 2, a gear device 41 is connected to the wheel shaft 34, and a main motor 42 is connected to the gear device 41.

  As shown in FIG. 3, the carriage 10 is connected to a center pin 16 provided on the vehicle body 5 and depending downward by a link 20. The link 20 includes a rubber bush or the like, and the carriage 10 can move a predetermined width in the width direction of the vehicle body 5 with respect to the center pin 16, that is, the vehicle body 5, and the carriage 10 further includes the center pin 16. A predetermined angle can be rotated around the axis.

  Moreover, as shown in FIGS. 1-3, the yaw dampers 50 and 50 extended in the advancing direction of the rail vehicle 100 are provided in the both sides | surfaces of the trolley | bogie 10, respectively. As shown in FIGS. 1 and 3, one end of the yaw dampers 50 and 50 is connected to the side surface of the carriage frame 19, while the other end of the yaw damper 50 is connected to the vehicle body 5 as shown in FIGS. 1 and 2. The mounting member 14 is connected to the bottom surface. The yaw damper 50 mainly attenuates the rotational (yaw) movement of the carriage 10 around the center pin 16.

  Further, as shown in FIG. 2, left and right dynamic dampers 60, 60 that extend in the vehicle body width direction and have a damping coefficient adjusting device 69 are provided on both sides of the traveling direction of the carriage 10 across the center pin 16. .

  The left and right dampers 60 and 60 are connected at one end to the carriage frame 19 and at the other end to the center pin 16 of the vehicle body 5 (see FIG. 3).

  The left and right motion dampers 60 and 60 mainly attenuate the relative motion in the vehicle body width direction between the vehicle body 5 and the carriage 10, that is, the left and right motion motion, respectively.

  As shown in FIG. 4, the left-right motion damper 60 is a so-called oil damper, and a small hole 63 penetrating in the axial direction of the cylinder 61 is formed in a cylindrical cylinder 61 filled with oil (not shown). The piston 62 is provided. The cylinder 61 is provided with a bypass path 65 that communicates one end side and the other end side of the cylinder 61. The bypass path 65 is an electromagnetic valve that opens when energized and closes when deenergized. 67 is provided. Here, the bypass path 65 and the electromagnetic valve 67 constitute an attenuation coefficient adjusting device (attenuation coefficient adjusting means) 69.

  The electromagnetic valve 67 of the attenuation coefficient adjusting device 69 is connected to a control unit 97 (details will be described later) of an attenuation coefficient control computer 90 provided in the vehicle body 5 and is normally opened by energization, It is controlled so as to be closed under a predetermined condition to narrow the oil flow path. When the solenoid valve 67 is closed, the oil flow path becomes narrower and the resistance against the piston 62 when the piston 62 moves is greater than when the solenoid valve 67 is open. It is possible to increase the attenuation coefficient.

  Further, the carriage 10 is provided with an acceleration sensor 80 as shown in FIG. The acceleration sensor 80 is for detecting the occurrence of the snake behavior of the carriage 10 and detects, for example, acceleration in the vehicle body width direction.

  Next, the attenuation coefficient control computer 90 will be described in detail with reference to FIG. FIG. 5 is a block diagram showing the function of the attenuation coefficient control computer 90 and a schematic diagram showing the connection relationship between the attenuation coefficient control computer 90 and the carriage 10. Here, a black circle in FIG. 16 indicates a mechanical connection portion with the vehicle body 5.

  The attenuation coefficient control computer 90 includes an acceleration acquisition unit 91, an abnormality detection unit (abnormality detection unit) 93, an acceleration threshold storage unit 94, a control unit (control unit) 97, a train number setting unit 101, a maximum speed acquisition unit (maximum speed acquisition). Means) 103, a maximum speed database 102, a control necessity determination unit (control necessity determination unit) 105, and a speed threshold storage unit 104. The computer device controls the left and right motion damper 60 based on the maximum speed. It is determined whether or not it is necessary. If control is necessary, a failure of the yaw damper 50 is detected and the damping coefficients of the left and right dynamic dampers 60 and 60 are controlled.

  The train number setting unit 101 stores in advance a train number assigned to the operation of the railway vehicle in the railway operation diagram by an input from a driver or the like.

  The maximum speed database 102 is a database in which train numbers and maximum speeds determined for operations corresponding to the train numbers are stored in advance. Here, the maximum speed is not the maximum speed inherent to the vehicle based on the performance of the vehicle, but the maximum speed determined by the convenience of operation. For example, in the case of a Shinkansen vehicle, it is predetermined for each train number depending on whether it is operated as “Nozomi”, “Hikari”, or “Kodama”.

  The maximum speed acquisition unit 103 acquires the train number stored in the train number setting unit 101, refers to the maximum speed database 102 based on the train number, and the maximum speed in operation of the railway vehicle corresponding to the train number. To get.

  The speed threshold storage unit 104 stores a maximum speed threshold indicating whether or not the left and right dynamic damper 60 needs to be controlled. The threshold value of the maximum speed is set so as to substantially correspond to the snake action start speed when one of the yaw dampers 50 fails, for example. This is because even if one yaw damper 50 breaks down, if the snake action start speed in that state is sufficiently higher than the maximum speed, control of the left and right motion damper 60 is unnecessary.

  Then, the control necessity determination unit 105 compares the maximum speed acquired by the maximum speed acquisition unit 103 with the speed threshold value stored in the speed threshold value storage unit 104, and determines whether or not the left and right motion damper 60 needs to be controlled. to decide. Specifically, for example, when the acquired maximum speed exceeds the speed threshold, it is determined that control of the left and right motion damper 60 is necessary, while when the maximum speed does not exceed the speed threshold. Determines that the control of the left-right motion damper 60 is unnecessary. Then, the control necessity determination unit 105 notifies the acceleration acquisition unit 91 of the determination result.

  The acceleration acquisition unit 91 is connected to the acceleration sensor 80. When the acceleration acquisition unit 91 receives a notification from the control necessity determination unit 105 that the left and right motion damper 60 needs to be controlled, the acceleration acquisition unit 91 acquires acceleration time-dependent data in the vehicle body width direction of the carriage. On the other hand, when the acceleration acquisition unit 91 receives a notification that control is unnecessary from the control necessity determination unit 105, the acceleration acquisition unit 91 does not particularly acquire the acceleration.

  The acceleration threshold storage unit 94 stores a predetermined acceleration threshold. This acceleration threshold value is preferably set so as to correspond to the maximum acceleration that occurs when the attenuation coefficient of any one of the yaw dampers 50 decreases to approximately 0%. This is because, when the damping coefficient of the yaw damper is reduced to about 50% of the normal time, the snake behavior limit speed is hardly lowered, and control of the damping coefficient is often unnecessary.

  The abnormality detection unit 93 detects a failure of the yaw damper 50 based on the acceleration data acquired by the acceleration acquisition unit 91 and the acceleration threshold value stored in the acceleration threshold value storage unit 94. For example, when the detected acceleration exceeds the acceleration threshold, it can be determined that the yaw damper 50 has failed. Further, when the detected acceleration exceeds the acceleration threshold value a predetermined number of times within a predetermined time, it may be determined that the yaw damper 50 has failed. When the abnormality detection unit 93 detects that the yaw damper 50 has failed, the abnormality detection unit 93 transmits information to that effect to the control unit 97.

  Here, the acceleration acquisition unit 91, the abnormality detection unit 93, the acceleration threshold storage unit 94, and the acceleration sensor 80 constitute an abnormality detection device (abnormality detection unit) 95.

  The control unit 97 controls the attenuation coefficient adjusting device 69 based on the information from the abnormality detection unit 93 as follows.

  That is, when the control unit 97 receives notification from the abnormality detection unit 93 that a failure of the yaw damper 50 has been detected, the control unit 97 cuts off the power supply to the attenuation coefficient adjusting device 69 and closes the electromagnetic valve 67.

  On the other hand, the control unit 97 maintains energization to the attenuation coefficient adjusting device 69 and maintains the electromagnetic valve 67 in an open state unless receiving a notification from the abnormality detection unit 93 that a failure of the yaw damper 50 has been detected.

  Then, with reference to the flowchart of FIG. 6, the effect | action of the rail vehicle 100 by this embodiment is demonstrated.

  First, in step S101, the attenuation coefficient control computer 90 receives an input of a train number determined for the current operation from a driver or the like. Subsequently, in step S103, the maximum speed is acquired based on the inputted train number.

  Next, in step S105, it is determined whether or not the left and right motion damper 60 needs to be controlled based on the acquired maximum speed. Here, for example, when the maximum speed does not exceed the speed threshold value, the control operation related to the left and right motion damper is terminated because there is no possibility of causing a snake action even if one yaw damper 50 fails. In this case, the damping coefficient of the left and right dynamic damper 60 maintains the initial state, and the state where the riding comfort and the like are good is always maintained.

  On the other hand, in step S105, for example, when the maximum speed exceeds the speed threshold, control of the left and right dynamic damper 60 is necessary, and the process proceeds to step S201 and subsequent steps.

  In step S201, the attenuation coefficient control computer 90 first acquires acceleration from the acceleration sensor 80, and in step S203, detects whether the yaw damper 50 has failed based on the acquired acceleration. If no yaw damper failure is detected, the process proceeds to step S205, and energization of the attenuation coefficient adjusting device 69 is maintained. As a result, the bypass path 65 in the damping coefficient adjusting device 69 is maintained open, and unnecessary vibration in the width direction of the vehicle body 5 is damped by a suitable damping coefficient of the left and right dynamic damper.

  Then, in step S207, it is determined whether or not the control is continued, and when the control end signal is received, the control is ended. On the other hand, when the control end signal is not received, the process returns to step S201 again to determine the acceleration. Acquire.

  On the other hand, if a failure of the yaw damper 50 is detected in step S203, the process proceeds to step S215, and energization to the attenuation coefficient adjusting device 69 is interrupted. As a result, the electromagnetic valve 67 is closed, the bypass path 65 is shut off, and the damping coefficient of the left-right motion damper 60 increases. For this reason, the yaw movement of the carriage 10 is suppressed, the snake action of the carriage 10 is suppressed, and the snake action limit speed is increased. Therefore, high-speed traveling of the railway vehicle 100 can be maintained. Then, after increasing the damping coefficient of the left and right motion damper 60 in this way, the control process of the damping coefficient control computer 90 is terminated while the power supply to the damping coefficient adjusting device 69 is cut off.

  As described above, according to the present embodiment, when the abnormality of the yaw damper 50 is detected, the damping coefficient adjusting device 69 is controlled so that the damping coefficient of the left and right dynamic damper 60 increases.

  For this reason, the damping coefficient of the left-right motion damper 60 increases, and the snake action limit speed of the carriage 10 is improved. Therefore, even if one of the yaw dampers 50 breaks down, the carriage 10, that is, the railway vehicle 100 can be driven at a high speed. Further, when no abnormality is detected in the yaw damper 50, the damping coefficient of the left and right dynamic damper 60 is maintained at the initial low level, so that the riding comfort during normal traveling is not deteriorated.

  Here, it is preferable to increase the damping coefficient of the left and right motion damper 60 when the yaw damper 50 fails within a range of more than 1 to 3.5 times, and a range of 1.5 to 3.5 times It is more preferable to make it increase within the range, and it is still more preferable to make it increase within the range of 2.0 to 3.0 times. When the attenuation coefficient is increased to be less than 1.5 times, the effect of improving the snake behavior limit speed tends to be reduced. On the other hand, when the damping coefficient exceeds 3.5 times, the snake action limit speed does not improve so much, and the riding comfort tends to deteriorate.

  In order to set such an increase rate of the damping coefficient, for example, the diameter of the small hole 63 of the piston 62 and the diameter and length of the bypass path 65 may be set to appropriate values.

  Here, in order to sufficiently increase the snake action limit speed by increasing the damping coefficient of the left-right motion damper 60 when the yaw damper 50 fails, the left-right motion damper 60 extending in the width direction is moved in the traveling direction of the carriage 10. It is preferable to provide the center pin 16 at a position away from the center. Thereby, the rotational motion with respect to the vehicle body 5 of the trolley | bogie 10 can be suppressed suitably. Here, even if the yaw damper 50 is disposed on a line in the width direction passing through the center of the center pin 16, there is an effect of improving the snake action limit speed when the yaw damper 50 fails.

  The reason why the snake behavior of the carriage 10 can be suppressed by the left and right motion damper 60 is considered as follows, for example. That is, if one of the yaw dampers 50 breaks down, only the yaw damper 50 on the other side of the carriage 10 functions, so the central position of the rotational movement of the carriage 10 is considered to deviate from the center of the center pin 16.

  In the present embodiment, the damping coefficient control computer 90 acquires the maximum speed of the vehicle 100, and when the maximum speed exceeds a predetermined speed threshold, the damping coefficient is increased so that the damping coefficient of the left and right dynamic damper 60 increases. While the adjusting device 69 is controlled, the damping coefficient adjusting device 69 is not controlled when the maximum speed falls below a predetermined speed threshold.

  For this reason, when the railway vehicle 100 operates only at a sufficiently low speed and there is no risk of the snake action of the carriage 10 even if one of the yaw dampers 50 breaks down, even if the yaw damper 50 breaks down, The damping coefficient of the damper 60 is not increased, and the ride comfort is not deteriorated by an unnecessary increase in the damping coefficient of the left-right motion damper 60.

  Subsequently, a simulation was performed to verify the effect of the present invention.

  The simulation target vehicle is a railway vehicle including two carriages having two wheel shafts.

  Here, each cart has one yaw damper on each side surface that extends in the traveling direction and connects the side surface of the cart and the vehicle body. Each cart has two left and right motion dampers extending in the vehicle body width direction, with the center pin interposed therebetween.

  Here, the distance in the longitudinal direction of the vehicle body from the center of the center pin of the left and right dynamic damper was 200 mm.

  The wheel shaft (unsprung) and the carriage (between the springs) are connected to each other by a spring and a damper in the traveling direction, a spring and a damper in the vehicle body width direction, and a spring and a damper in the vertical direction for each axle box.

  Further, the carriage (between the springs) and the vehicle body (on the spring) are a pair of air springs provided for each carriage in the vehicle body width direction, a traction device provided for each carriage, and a center pin for each carriage. It was assumed that each was connected by a left-right motion damper provided in the width direction. Here, the air spring includes a vertical spring and damper, a width direction spring, and a traveling direction spring. Further, the towing device has a spring in the traveling direction, a spring in the width direction, and a spring in the yaw rotation direction. Further, the left-right motion damper has a damper in the width direction.

  A simulation was performed with 28 degrees of freedom per vehicle.

  That is, for the wheel shaft (unsprung), 12 degrees of freedom were given by 3 degrees of freedom 4 degrees of freedom in the horizontal direction and 4 degrees of freedom of rotation around the vertical axis. For the carriage (between springs), 8 degrees of freedom were given by 4 degrees of freedom of 2 degrees of freedom in the horizontal direction, rotational degree of freedom around the vertical axis, and degree of freedom of roll rotation around the axis in the direction of travel of the carriage. For the vehicle body (on the spring), 4 degrees of freedom were given by 4 units of 1 degree of freedom of 2 degrees of freedom in the horizontal direction, a degree of freedom of rotation about the vertical axis, and a degree of freedom of roll rotation about the axis of the vehicle body in the traveling direction. Further, the yaw damper has a series connection of a spring (rubber) and a damper (damping element), and gives one degree of freedom in the vehicle body traveling direction without mass to the joint between the spring and the damper of the yaw damper. The book gave a total of 4 degrees of freedom.

  Then, the speed at which the snake action begins to occur, that is, the snake action limit speed, was obtained by performing the eigenvalue analysis with simultaneous equations of motion at the coupling part of the wheel shaft, the carriage, the vehicle body, and the yaw damper. Here, the eigenvalue was obtained by numerical analysis using the equation of motion, and the speed at which the damping ratio was less than 0.1 was defined as the meandering limit speed.

  First, the snake behavior limit speed when the yo-yo damper was normal was obtained. Subsequently, the damping coefficient of one yaw damper of one cart is set to zero, and the damping coefficient of one left-right motion damper of the cart is 0.5 times, 1 time, 1.2 times, The snake behavior limit speed was determined as .times.2, 2.times., 2.5.times., 3.times., 3.5.times., And 4.times.

  First, as shown in FIG. 7, when all the yaw dampers are normal, the snake action limit speed was 680 km / h. On the other hand, if one of the yaw dampers fails and the damping coefficient becomes zero, if the damping coefficient of each of the left and right dynamic dampers of the truck is not increased, that is, if the multiplication factor is 1, the snake action limit speed is It decreased to about 400 km / h.

  However, as shown in FIG. 8, the damping coefficient of each left and right dynamic damper is increased to 1.2 times, 1.5 times, 2.0 times, 2.5 times, 3 times, and 3.5 times, respectively. It was found that the snake behavior limit speed recovered to about 500 km / h.

  Further, when the damping coefficient of each left and right dynamic damper is increased by a factor of 4 or more, the snake action limit speed tends to decrease. Furthermore, when the damping coefficient of each left and right dynamic damper is lowered from that during normal running, the snake behavior limit speed is further lowered as compared with the case where the damping coefficient is not increased.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above-described embodiments, and various modifications can be made.

  For example, in the above embodiment, two yaw dampers 50 are provided for each carriage 10, but one or three or more may be used.

  Moreover, in the said embodiment, although the two left-right movement dampers 60 are provided with respect to the trolley | bogie 10, one may be provided with respect to the trolley | bogie 10, and three or more may be provided. When the carriage 10 includes a plurality of left and right motion dampers 60, from the viewpoint of suppressing the snake behavior, the control unit 97 controls all the attenuation coefficients of the plurality of left and right motion dampers 60 to have the same magnification. However, the control unit 97 may control the damping coefficient of some of the left and right dynamic dampers 60.

  Further, an active control actuator may be provided in parallel with the left-right motion damper 60. The active control actuator detects vibrations in the vehicle body width direction of the vehicle body 5 by a sensor and applies an external force to the vehicle body 5 from the carriage 10 to cancel the vibrations, thereby further enhancing the ride comfort. .

  Further, the damping coefficient adjusting device 69 has one bypass path 65 and one electromagnetic valve 67 for each of the left and right motion dampers 60, and corresponds to each of the plurality of bypass paths 65 and these bypass paths 65. You may have the some solenoid valve 67 provided. In this case, when the abnormality detection unit 93 first detects an abnormality in the yaw damper 50, the single bypass path 65 is closed to increase the attenuation coefficient of the movement in the width direction, and then the abnormality in the yaw damper 50 is further abnormal. When the detection unit 93 detects, the other bypass path 65 may be closed to further increase the attenuation coefficient. Thus, fine control can be performed by increasing the attenuation coefficient in another stage. .

  Further, as the attenuation coefficient adjusting device 69, an apparatus capable of continuously changing the diameter of the bypass path 65 and continuously changing the attenuation coefficient can be used.

  Moreover, although the abnormality detection part 93 detects the abnormality of a yaw damper using an acceleration and a threshold value, you may detect abnormality based on the Mahalanobis distance calculated from the change of an acceleration, for example.

  Further, the acceleration sensor 80 may be provided on the vehicle body 5 instead of the carriage 10.

  Further, although the abnormality detection device 50 detects an abnormality of the yaw damper 50 based on the acceleration, for example, an abnormality of the yaw damper 50 may be detected based on the displacement of the yaw damper 50 and based on the stress applied to the mounting member 14. Then, the abnormality of the yaw damper 50 may be detected.

  Moreover, in the said embodiment, although the maximum speed is acquired based on a train number, it replaces with this and the area where the vehicle is operating now may be recognized, and the maximum speed may be acquired based on this area. . This is because the maximum speed may be determined in advance for each operation section. The maximum speed may be acquired based on the train number and the section.

FIG. 1 is a schematic side view of a railway vehicle according to an embodiment of the present invention. FIG. 2 is a partially cutaway top view of the cart of FIG. 1 and the center pin and mounting member of the vehicle. 3 is a view taken in the direction of arrows III-III in FIG. FIG. 4 is a schematic diagram showing the left-right motion damper and damping coefficient adjusting device 69 of FIG. FIG. 5 is a block diagram showing the cart 10 and the attenuation coefficient control computer of FIG. FIG. 6 is a flowchart of the attenuation coefficient control computer of FIG. FIG. 5 is a simulation result showing a snake behavior limit speed when a yaw damper is normal and a snake behavior limit speed change when a yaw damper fails and the damping coefficient of the left and right motion damper is not changed in a railway vehicle. In a railway vehicle, it is a simulation result which shows the change of the snake action limit speed when one yaw damper fails and the damping coefficient of the left-right motion damper is changed from 0.5 to 4 times.

Explanation of symbols

DESCRIPTION OF SYMBOLS 5 ... Car body, 10 ... Carriage, 19 ... Carriage frame, 50 ... Yaw damper, 60 ... Left-right movement damper, 69 ... Damping coefficient adjusting device, 95 ... Abnormality detection device (abnormality detection means), 97 ... Control part (control means), DESCRIPTION OF SYMBOLS 100 ... Railway vehicle, 103 ... Maximum speed acquisition part (maximum speed acquisition means), 105 ... Control necessity determination part (control necessity determination means).

Claims (3)

The car body,
A carriage that supports the vehicle body;
A yaw damper provided between the vehicle body and the carriage;
A left-right motion damper provided between the vehicle body and the carriage;
Damping coefficient adjusting means for adjusting the damping coefficient of the left and right dynamic damper;
An abnormality detecting means for detecting an abnormality of the yaw damper;
When the host vehicle travels, a maximum speed acquisition means for acquiring a predetermined maximum speed for the travel;
Speed threshold storage means for storing a speed threshold set so as to correspond to the snake action start speed when an abnormality occurs in the yaw damper;
A control necessity determination unit that compares the maximum speed acquired by the maximum speed acquisition unit with the speed threshold value stored in the speed threshold value storage unit and determines whether control of the left and right dynamic damper is necessary;
It is determined that it is necessary to control the lateral movement damper by the control necessity determination unit, and when an abnormality of the yaw damper is detected by the abnormality detecting means, as the damping coefficient of the lateral movement damper is increased Control means for controlling the attenuation coefficient adjusting means;
Railway vehicle equipped with.   Acceleration acquisition means for acquiring acceleration in the vehicle body width direction of the carriage;
  An acceleration threshold value storing means for storing an acceleration threshold value set to correspond to the maximum value of the acceleration that occurs when the attenuation coefficient of the yaw damper is reduced to 50% or less than normal;
  The abnormality detection means detects an abnormality of the yaw damper by comparing the acceleration acquired by the acceleration acquisition means with the acceleration threshold value stored in the acceleration threshold value storage means.
The railway vehicle according to claim 1. The control means adjusts the damping coefficient adjusting means so that when the abnormality detecting means detects an abnormality of the yaw damper, the damping coefficient of the left-right motion damper increases within a range of more than 1 to 3.5 times. railway vehicle according to claim 1 or 2 for controlling.

Images