JP4188973B2 - Railway vehicle damper - Google Patents

Description

  The present invention relates to a railway vehicle damper.

For example, as an articulated structure that has been adopted in some railway vehicles, the articulated carriage has pillow beams that are supported by air springs arranged on the left and right sides of the central part, and through the spherical center plate of the pillow beams. One vehicle is directly supported by a bolster structure that connects one vehicle and the other vehicle, and air springs arranged at the left and right of the central part of the connecting cart, and a core plate is placed on the supported vehicle, There is known a bolsterless structure in which the other vehicle is rotatably connected to a center plate (for example, see Patent Document 1).
Japanese Unexamined Patent Publication No. 57-44563

  The operation of ordinary railway vehicles is overwhelmingly often in the case of turning-up operation. When such turning-up operation is carried out, the bolster-structured connected vehicle, as shown in FIGS. Even if the vehicle travels, the external gauge lateral pressure A and the derailment coefficient a when traveling on the curved road 1 are the same.

  On the other hand, in the case of a bolsterless articulated vehicle, as shown in FIG. 6, when one vehicle 4 supported by the air springs 3, 3 of the articulated carriage 2 travels forward when traveling on a curved road 1. Since the articulated carriage 2 follows one of the vehicles 4, the turning resistance moment of the axles 5, 5 and the rail carriage is reduced. Therefore, in this case, as shown in FIGS. 8 and 9, the outer gauge lateral pressure B and the derailment coefficient b are lower than in the case of the bolster structure, and the curved road running performance is improved. In addition, the creaking noise of the wheels and rails can be reduced, and the vehicle can be less affected by noise along the railway.

  However, as shown in FIG. 7, when one vehicle 4 supported by the air springs 3, 3 travels on the rear side, one vehicle 4 can turn to the other vehicle 6. Although connected, the vehicle travels along a curved road, but the articulated carriage 2 receives a moment in the direction of following one vehicle 4 due to the longitudinal displacement and rigidity of the air spring. The turning resistance moment with respect to increases. Therefore, as shown in FIGS. 8 and 9, the outer gauge lateral pressure C and the derailment coefficient c are higher than in the case of the above-described bolster structure, and the curved road running performance is deteriorated.

  Accordingly, an object of the present invention is to provide a railway vehicle damper suitable for avoiding such a state.

The present invention, switching within the railcar damper cylinder, and forming into a rod-side chamber and a bottom chamber across the piston, said damper, by the switching operation of the three-way valve in a stationary state variable dynamic state A hydraulic circuit that enables the communication, and the hydraulic circuit allows only a flow from the tank to the rod side chamber by communicating the communicating oil passage that communicates the rod side chamber and the bottom side chamber, and the rod side chamber and the tank. A return oil passage provided with a check valve, and a return oil passage provided with a check valve that allows the flow from the tank to the bottom chamber by allowing the bottom side chamber and the tank to communicate with each other. On the rod side chamber side, a pressure regulating valve that generates a damping force on the fluid exiting from the rod side chamber, and on the bottom side chamber side of the communication oil passage, a pressure regulating valve that generates a damping force on the fluid exiting the bottom side chamber, respectively. Provided, The three-way switching valve connects an oil passage branched from the communication oil passage, an oil passage connected to the neutral position of the cylinder, and an oil passage connected to the tank, and an oil branched from the communication oil passage. An oil passage connected to the tank and an oil passage connected to the tank, and a movable state of the damper closing the oil passage connected to the neutral position of the cylinder, and an oil passage connected to the neutral position of the cylinder and the tank It is characterized in that the fixed state of the damper that closes the oil passage branched from the communication oil passage is made by the switching operation of the three-way switching valve.

According to the present invention, it is possible to switch between the fixed state and the movable state of Da damper by switching operation of three-way valve. Therefore, for example, in the above-described articulated vehicle, if the vehicle damper on the front side is in a fixed state and the vehicle damper on the rear side is in a movable state, the external gauge lateral pressure and derailment coefficient when passing through a curved road Can be made lower than the external gauge lateral pressure and derailment coefficient of the bolster-structured articulated vehicle, so that the curved road performance can be improved.

Hereinafter, an example embodiment of the present invention is applied to a continuous contact vehicle will be described with reference to FIGS. 1 to 5. 1 and 2 , an articulated carriage 12 disposed between one vehicle 10 and the other vehicle 11 supports a pillow beam 14 with air springs 13 and 13 disposed on the left and right of the central portion of the carriage. Yes. The pillow beam 14 is arranged below the end of one vehicle 10, and the connecting beam 16 of one vehicle 10 and the connecting beam 17 of the other vehicle 11 are placed on a center plate 15 at the center of the pillow beam 14 in the vehicle body width direction. And the vehicles 11 and 12 are connected to each other.

  The one vehicle 10 is provided with a carriage frame damper 20 coupled to the carriage frame 19 of the articulated carriage 12 and a damper 21 coupled to the pillow beam 14 on brackets 18 suspended from the left and right of the vehicle body. Yes. The other vehicle 11 is provided with a damper 23 coupled to the pillow beam 14 on a bracket 22 suspended from the left and right of the vehicle body. That is, as shown in FIG. 2, one vehicle 10 is connected to the pillow beam 14 via the left and right dampers 21 and 21, and the other vehicle 11 is connected to the pillow beam 14 via the left and right dampers 23 and 23. Combined.

  Each of the dampers 21 and 23 has a fluid pressure circuit 24 having the same configuration as shown in FIG. The fluid pressure circuit 24 will be described with respect to the damper 21. A rod side chamber 21c and a bottom side chamber 21d are formed in a cylinder 21a of the damper 21 with a piston 21b interposed therebetween. The rod side chamber 21c and the bottom side chamber 21d include a communication oil passage 24a, a relief oil passage 24b, a return oil passage 24d from the rod side chamber 21c to the tank 24c, and a return oil passage 24e from the bottom side chamber 21d to the tank 24c. Have. The communication oil passage 24a is provided with a pressure regulating valve 24f on the rod side chamber 21c side and a pressure regulating valve 24g on the bottom side chamber 21d. In the relief oil passage 24b, a high-pressure relief valve 24i is provided in the oil passage 24h, and a high-pressure relief valve 24k is provided in the oil passage 24j. A check valve 24m is provided in the return oil passage 24d, and a check valve 24n is provided in the return oil passage 24e. An oil passage 24p to the P port of the three-way switching valve 24o branches from the communication oil passage 24a, and an oil passage 24q to the A port of the three-way switching valve 24o branches from the return oil passage 24e. Further, the T port of the three-way switching valve 24o and the neutral position of the cylinder 21a are connected by an oil passage 24r.

In the fluid pressure circuit 24, when the damper 21 is moved, the three-way switching valve 24o is set to the e-block position. When the piston 21b moves in the extending direction from the neutral position in this state, the fluid exiting from the rod side chamber 21c passes through the pressure regulating valve 24f and generates a damping force. Thereafter, the oil flows through the communication oil passage 24a, flows through the oil passage 24p to the P port, the three-way switching valve 24o, the oil passage 24q to the A port, and the return oil passage 24e to the bottom side chamber 21d. The insufficient fluid amount in the bottom side chamber 21d due to the cross-sectional area difference between the rod side chamber 21c and the bottom side chamber 21d is sucked from the tank 24c when the check valve 24n of the return oil passage 24e is opened. When the moving speed of the piston 21b becomes 2 cm / s or more, for example, the high-pressure relief valve 24k of the oil passage 24j is opened, the fluid flows, and the damper force reaches a peak. When the piston 21b moves in the contracting direction from the neutral position, the fluid that has exited the bottom side chamber 21d passes through the pressure regulating valve 24g and generates a damping force. Thereafter, the oil flows through the communication oil passage 24a, flows through the oil passage 24p to the P port, the three-way switching valve 24o, and the oil passage 24q to the A port into the tank 24c . At the same time, the fluid from the tank 24c is sucked into the rod side chamber 21c through the return oil passage 24d in which the check valve 24m is opened. When the moving speed of the piston 21b becomes, for example, 2 cm / s or more, the high-pressure relief valve 24i in the oil passage 24h is opened, the fluid flows, and the damper force reaches a peak.

  Next, when the damper 21 is fixed, the three-way switching valve 24o is set to the position of the d block. When the piston 21b moves in the extending direction from the neutral position in this state, the fluid exiting the rod side chamber 21c passes through the pressure regulating valve 24f, then through the communication oil passage 24a, and reaches the three-way switching valve 24o from the oil passage 24p to the P port. However, since it is a closed port, no fluid flows after all. When the moving load of the piston 21b exceeds, for example, 2 tons, the high-pressure relief valve 24k of the oil passage 24j is opened and the fluid flows, and the damper force reaches a peak. Further, when the piston 21b moves in the contracting direction from the neutral position, the fluid exiting from the bottom side chamber 21d passes through the pressure regulating valve 24g, then passes through the communication oil passage 24a, and reaches the three-way switching valve 24o from the oil passage 24p to the P port. However, since it is a closed port, no fluid flows after all. When the moving load of the piston 21b exceeds, for example, 2 tons, the high-pressure relief valve 24i of the oil passage 24h is opened, the fluid flows, and the damper force reaches a peak.

  When the piston 21b that has moved in the contracting direction moves in the extending direction toward the neutral position, the fluid in the rod side chamber 21c passes through the oil passage 24r and flows from the T port of the three-way switching valve 24o to the tank 24c through the A port. The piston 21b quickly moves to the neutral position with no load. At the same time, fluid is sucked from the tank 24c into the bottom side chamber 21d. Even when the piston 21b moved in the expansion direction moves toward the contraction direction toward the neutral position, the fluid in the bottom side chamber 21d passes through the oil passage 24r, flows from the T port of the three-way switching valve 24o to the tank 24c via the A port, The piston 21b quickly moves to the neutral position with no load. At the same time, fluid is sucked from the tank 24c into the rod side chamber 21c.

  By configuring in this way, when one vehicle 10 is on the front side and travels on a curved road, each damper 21 of one vehicle 10 is fixed by operating each three-way switching valve 24o from the driver's seat. In this state, the dampers 23 of the other vehicle 11 are made movable so that the articulated carriage 12 follows the one vehicle 10 and travels. Therefore, the turning resistance moment of the articulated carriage 12 is small, as shown in FIGS. As shown, the outer gauge lateral pressure B and the derailment coefficient b are lower than the outer gauge lateral pressure A and the derailment coefficient a of the bolster structure connected vehicle.

  On the other hand, when one vehicle 10 travels on a curved road on the reverse side by reverse operation, the dampers 23 of the other vehicle 11 are fixed and the dampers of the one vehicle 10 are fixed. By making 21 the movable state, the articulated carriage 12 travels following the other vehicle 11 on the front side, so that the turning resistance moment of the articulated carriage 12 is such that one vehicle 10 is on the front side. As in the case of traveling on a curved road, the outer gauge lateral pressure B and the derailment coefficient b are lower than the outer gauge lateral pressure A and the derailment coefficient a of the connected vehicle having the bolster structure.

  Therefore, the outer gauge lateral pressure B and the derailment coefficient b when passing through a curved road are more than the outer gauge lateral pressure A and the derailment coefficient a of the bolster structure connected vehicle, regardless of which direction is traveled by the switching operation before traveling. Since it can be lowered, the running performance on curved roads can be improved.

The side view which shows one embodiment which applied the damper of this invention to the damper of the connection vehicle A plan view showing the arrangement of dampers Similarly, hydraulic circuit diagram of damper The graph which shows the external gauge lateral pressure in the articulated vehicle using the damper of this invention A graph showing the derailment coefficient The top view which shows the movement of the bogie at the time of the curve road running of the articulated vehicle which adopted the conventional bolsterless structure, and the turning resistance moment of the bogie of a wheel axis and a rail Plan view showing the movement of the carriage and the turning resistance moment of the carriage of the wheel and the axle when the connected vehicle using the conventional bolsterless structure is turned on a curved road Graph showing external gauge lateral pressure of conventional articulated structure A graph showing the derailment coefficient

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... One vehicle, 11 ... Other vehicle, 12 ... Articulated carriage, 13 ... Air spring, 14 ... Pillow beam, 15 ... Center plate, 21, 23 ... Damper, 21a ... Cylinder, 21b ... Piston, 21c ... Rod side chamber 21d ... Bottom side chamber, 24 ... Hydraulic circuit, 24a ... Communication oil passage, 24b ... Relief oil passage, 24c ... Tank, 24d, 24e ... Return oil passage, 24f, 24g ... Pressure control valve, 24h, 24j ... Oil passage, 24i 24k: High pressure relief valve, 24m, 24n: Check valve, 24o: Three-way switching valve, 24p: Oil path to P port, 24q: Oil path to A port, 24r: Oil path

Claims (1)

The inside of the rail vehicle damper cylinder, and forming into a rod-side chamber and a bottom chamber across the piston, said damper, which can be switched by the switching operation of the three-way valve in a stationary state variable dynamic state hydraulic The hydraulic circuit includes a communication oil passage that communicates the rod side chamber and the bottom chamber, and a check valve that communicates the rod side chamber and the tank and allows only the flow from the tank to the rod side chamber. And a return oil passage provided with a check valve that allows the bottom side chamber and the tank to communicate with each other and allows only a flow from the tank to the bottom side chamber, the rod side chamber side of the communication oil passage Is provided with a pressure regulating valve for generating a damping force on the fluid exiting from the rod side chamber, and a pressure regulating valve for generating a damping force on the fluid exiting from the bottom side chamber is provided on the bottom side chamber side of the communication oil passage, respectively. Cut off The valve connects the oil passage branched from the communication oil passage, the oil passage connected to the neutral position of the cylinder, and the oil passage connected to the tank, and the oil passage branched from the communication oil passage and the valve An oil passage connected to the tank is communicated, a movable state of the damper that closes the oil passage connected to the neutral position of the cylinder, an oil passage connected to the neutral position of the cylinder, and an oil passage connected to the tank A damper for a railway vehicle, wherein a fixed state of a damper that closes an oil passage branched from the communication oil passage is connected by a switching operation of the three-way switching valve.

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