JP4582897B2

JP4582897B2 - Pendulum cart for railway vehicles

Info

Publication number: JP4582897B2
Application number: JP2000355857A
Authority: JP
Inventors: 行雄箕輪
Original assignee: 新潟トランシス株式会社
Priority date: 2000-11-22
Filing date: 2000-11-22
Publication date: 2010-11-17
Anticipated expiration: 2020-11-22
Also published as: JP2002154432A

Description

【０００１】
【発明の属する技術分野】
本発明は鉄道車両に関し、特に曲線路を高速走行する振子式の鉄道車両に使用される鉄道車両用振子台車に関する。
【０００２】
【従来の技術】
鉄道車両には、曲線路を走行するときに遠心力によって外側に押し出される力が作用するので、予め曲線路の外側レールを内側より高く敷設するカントを付けることによって車両を傾けて釣り合いをとっているが、車両が通過する速度には制約がある。
【０００３】
この制限速度を超えて走行する曲線路通過速度向上のために、曲線路を走行する際に車体を更に曲線路の内側に傾斜させることが必要になり、車体を傾斜させる振子台車を有する鉄道車両が開発されている。
【０００４】
振子台車を有する鉄道車両は、例えば特開昭６３−４３８６１号公報に開示され、かつ図１０に概要を示すように線路上を走行する一対の車輪１０２を有する車軸１０３上に軸ばね１０４を介して台車枠１０５が搭載され、台車枠１０５の上面に設置された一対の支持コロ１０６の上に円弧状のコロ受部材１０７を有する振子梁１０８が搭載され、振子梁１０８の上に空気ばね１０９を介して車体１１０が載架されている。車両１０１が曲線路を走行するときは、車体１１０の振子中心より下方にある車体１１０の重心Ｇは遠心力を受けて外側に変位し、車体１１０に更に曲線路の内側に傾く傾斜が生じる。
【０００５】
この結果、車体１１０に作用する遠心力は、車体１１０が振子中心で傾くことにより、この傾き角度による重力の分力だけ減少する。従って、車両１０１の曲線路上の許容走行速度を高めることができる。
【０００６】
更に、台車枠１０５と振子梁１０８との間に架設された空気シリンダ１１１の各空気室１１１ａ、１１１ｂに調圧した空気を供給することによって、直線走行時における車体１１０の左右の揺動、いわゆるふらつきを防止して乗り心地の向上を図っている。
【０００７】
車両１０１の振子動作をさせるのは本来、曲線路上であるけれども台車枠１０５は車体１１０に対して偏倚している。しかし台車枠１０５と振子梁１０８は一緒に偏倚しているため車体１１０の前後に各々配置される台車枠１０５は車体１１０に対してハ字状になってしまい円滑な振子動作が妨げられることが懸念される。円滑な振子動作をするためには車体１１０に対して前後の振子梁１０８が直角に位置していることが好ましいが、この車両１０１は、実際は各空気ばね１０９をねじることによって振子動作を行っているので好ましくない。
【０００８】
この対策として本特許出願人は特開平４−３３９０７２号公報において、図１１に概要を示すように台車枠１０５上の両側に各空気ばね１０９を設け、この各空気ばね１０９上に枕梁１１１を跨って横設し、この枕梁１１１の両側上部に支持コロ１０６を転動自在に装着し、各支持コロ１０６上に下面が円弧状のコロ受部材１０７を設けた車体１１０を搭載することによって、曲線路を走行する際車体１１０の前後の各枕梁１１１を平行に、かつ車体１１０に対して直角をなすようにして円滑な振子動作を行い、かつ各空気ばね１０９の位置を振子動作しない台車枠１０５上に配置することにより各空気ばね１０９の間隔を広くしてローリング特性の向上が得られる振子台車を提案した。
【０００９】
【発明が解決しようとする課題】
上記特開平４−３３９０７２号公報により円滑な振子動作が得られ、かつローリング特性の向上が得られる。
【００１０】
一方、上記特開平４−３３９０７２号公報によると枕梁１１１上に支持コロ１０６を設け、各支持コロ１０６上に下面が円弧状のコロ受部材１０７を設けた車体１１０を搭載することから振子装置全体の厚みが増大するおそれがある。その結果、車体１１０が高位置になり乗降ホームの高さと車両床面との高さに段差が発生することが懸念される。更に、枕梁１１１と車体１１０との間に牽引力を伝達する牽引装置を要することから、該部の構造が複雑になると共に台車構造の大型化を招くことが懸念されて、更に車体１１０の高位置化の要因となり、コンパクト化が望まれる。
【００１１】
従って、かかる点に鑑みなされた本発明の目的は、振子動作を確保しつつ構造のコンパクト化が得られる鉄道車両用振子台車を提供することにある。
【００１２】
【課題を解決するための手段】
上記目的を達成する請求項１に記載の鉄道車両用振子台車の発明は、曲線路を走行する際に車体を曲線路の内側に振子動作により傾斜させる鉄道車両用振子台車において、前後方向に延在する一対の側梁及び該側梁間に架設された横梁を有する台車枠と、上記各側梁上に設けられた一対の枕ばねと、上記両枕ばね上に跨って横架されて上部中央部に車幅方向に延在して上方が開口する凹部が形成された枕梁と、上記凹部内の両側近傍に前後方向に延在する回転軸心を有して回転自在に支持された一対の転動体と、上記車体の下面両側に設けられて上記各転動体の転動面上に支持される円弧状の転動面を有する転動体受部材とを備え、上記各転動体受部材は、上部両側が車体の下面に取り付けられて車幅方向に延在する断面略逆ハット形状で、かつ下面に上記転動面が形成された下部は外方端に対し内方端が車体の下面からより離間するように傾斜し、更に、少なくとも一部が枕梁の凹部内に進入可能で一端が枕梁に連結され他端が上記車体の下面と一方の転動体受部材の下部との間に進入して車体下面または転動体受部材に連結されて車体の振子動作を制御する振子制御シリンダと、少なくとも一部が枕梁の凹部内に進入可能で一端が車体の下面と他方の転動体受部材の下部との間に進入して車体下面または転動体受部材に固定されて他端が枕梁に当接して車体の振子動作を抑止する振子抑止シリンダとを備えたことを特徴とする。
【００１３】
請求項１の発明によると、枕ばね上に横架された枕梁に車幅方向に延在して形成された凹部内の両側近傍に一対の転動体を設け、車体の下面両側に転動体上に載置支持される転動体受部材を配設することから、枕梁と車体の下面との間の間隙の減少が可能になり、振子動作を確保しつつ振子台車の高さが抑制できてコンパクト化が得られる。更に、振子制御シリンダ及び振子抑止シリンダが枕梁に形成された凹部内に進入可能でかつ各シリンダの端部が車体と転動体受との間に進入して連結されることから、車体を高くすることなく振子制御シリンダ及び振子抑止シリンダを配設することができる。
【００１４】
また、この上方が開口する凹部を枕梁の中央部に車幅方向に延在して形成することによって、枕梁には、前後縁に沿って延在する前後の壁部及び側縁に沿って壁部が形成され、これら壁部によって十分な剛性強度を維持しつつ、凹部による軽量化がもたらされる。
【００１５】
請求項２に記載の発明は、請求項１の鉄道車両用振子台車において、上記枕梁は、上記凹部内の車幅方向中央部に立設すると共に前後に延在するステーを有し、上記振子制御シリンダは、一端が上記ステーに連結され他端が車体下面または転動体受部材に連結され、上記振子抑止シリンダは、一端が車体の下面と他方の転動受部材の下部との間に進入して固定されて他端が上記ステーに当接することを特徴とする。
【００１６】
請求項２の発明によると、凹部中央部に立設して前後に延在するステーを有することにより枕梁の剛性強度の向上が得られ、かつステーは振子制御シリンダの作用腕及び振子抑止シリンダのストッパとして機能する兼用部材となり、構成の簡素化が得られる。
【００１７】
請求項３に記載の発明は、請求項１または２の鉄道車両用振子台車において、上記振子制御シリンダは、車体の振子動作を許容する低圧力と車体の振子動作を抑止する高圧力とに切り換えられて作動制御されることを特徴とする。
【００１８】
請求項３の発明によると、振子制御シリンダを低圧力により制御することによって車体の振子動作を制御する一方、高圧力により制御することにより振子抑止シリンダとして機能し、振子抑止シリンダの数を減少することが可能になり構造の簡素化及びコンパクト化が得られる。
【００１９】
【発明の実施の形態】
以下、本発明による鉄道車両用振子台車の実施の形態を図１乃至図９によって説明する。
【００２０】
図１は本実施の形態の概要を示す振子台車１の断面図であり、図２は図１の側面図、図３は図２の平面図、図４は図１のＩ−Ｉ線断面図である。なお、矢印Ｆｔは前方方向を示し、図１、図５、図６及び図８乃至図１１は進行方向を前として後方から見た図である。
【００２１】
振子台車１は、両側に沿って前後方向に延在して中央部が低位置となるように湾曲する左右一対の側梁３と、左右の側梁３の略中央部を連結する一対の横梁４とを備えた平面視略Ｈ形状の台車枠２を有している。各側梁３の前部及び後部には、一対の車輪５を有する車軸６の両側端を支える軸受を収めている軸箱７が軸梁８及び軸ばね９によって支持されている。各側梁３の前後方向中央部に空気ばね等からなる枕ばね１０が設けられ、各左右の枕ばね１０上に振子装置２０を構成する枕梁２１が跨って横設されている。
【００２２】
枕梁２１は平面視車幅方向に延在する略矩形の底部２２と、この底部２２の前後縁に沿って各々対向して車幅方向に延在する前後の壁部２３及び左右の側縁に沿って延在する左右の壁部２４を有し、これら壁部２３及び２４によって枕梁２１の上部中央部に車幅方向に延在して上方が開口する凹部２５が形成されている。このように形成された枕梁２１は、前後縁に沿って延在する前後の壁部２３及び側縁に沿って形成された壁部２４によって断面係数が確保されて十分な剛性強度が得られ、かつ凹部２５の形成によって軽量化がもたらされる。
【００２３】
凹部２５内の左右両側近傍に前後の壁部２３に架設された支軸２７に前後方向に延在する回転軸心を有して回転自在に軸支された転動体となる支持コロ２８が配設されている。支持コロ２８は図４にその断面を示すように中央部に大径の転動面２８ａが形成され、該転動面２８ａの側縁に沿って形成された端面２８ｂを介して小径部２８ｃが形成された段付き形状に形成されている。
【００２４】
一方、車体６０の下面両側に転動体受部材となるコロ受部材２９が設けられ、支持コロ２８上にコロ受部材２９を介して車体６０が載架されている。コロ受部材２９は、図１及び図４に示すように上部両側２９ａが車体６０の下面に取り付けられて車幅方向に延在する断面略逆ハット形状で、両側部２９ｂの幅が車幅外方に移行するに従って減少し、かつ下部２９ｃは外方端が車体６０の下面に当接すると共に内方端が車体６０の下面からより離間するように傾斜し、下部２９ｃの下面に支持コロ２８の転動面２８ａ上に載置支持される円弧状の転動面３０が形成され、転動面３０の両側に沿って支持コロ２８の各側面２８ｂに対峙して摺接或いは近接する一対のフランジ３０ａが形成されている。この対峙する端面２８ｂとフランジ３０ａによって前後方向の相対移動を規制すると共に、前後方向の荷重伝達可能な係合手段を形成している。
【００２５】
枕梁２１と車体６０の下面との間に振子動作を制御する振子アクチュエータ３１が設けられている。アクチュエータ３１は、図１及び図１のＩＩ−ＩＩ線断面図、即ち車体６０を省略した平面図を図５に示すように、枕梁２１の凹部２５内中央において底部２２上に立設して両端が前後の各側壁２３に連結されたステー２６の上端と一方のコロ受部材２９との間に架設された振子制御シリンダ３３を有している。振子制御シリンダ３３は流体シリンダ、本実施の形態では複動エアシリンダによって形成されてシリンダ本体３３ａの一端がコロ受部材２９内に進入してコロ受部材２９の底部２９ｃに揺動自在に結合され、かつピストンロッド３３ｂがステー２６の上端に揺動自在に連結されている。振子制御シリンダ３３の一端をコロ受部材２９内に進入させることによってシリンダ長を確保している。また、このシリンダ本体３３ａの一端は車体６０の下面に連結することもできる。更に、振子制御シリンダ３３に沿って振子制御シリンダ３３の伸縮状態を検知することによって枕梁２１に対する車体６０の傾倒量を検出する振子変位計３５が設けられている。
【００２６】
他方のコロ受部材２９は車体６０の下面にシリンダ本体３６ａが支持されてピストンロッド３６ｂがステー２６の基端部近傍に向かって出没して当接可能な振子抑止シリンダ３６が設けられ、振子抑止シリンダ３６は流体シリンダ、本実施の形態では複動エアシリンダによって形成されている。
【００２７】
従って、枕梁２１の底部２２上に立設され、かつ前後に延在して前後の側壁２３に架設されたステー２６は枕梁２１の剛性強度の向上を図ると共に、振子制御シリンダ３３の作用腕として機能し、かつ振子抑止シリンダ３６のストッパとして機能する兼用部材となり、構造の簡素化を図っている。
【００２８】
更に、支持コロ２８が凹部２５内に配設されてコロ受部材２９の下部部分が凹部２５内に進入可能に配置され、かつ振子制御シリンダ３３、振子抑止シリンダ３６及び振子変位計３５は凹部２５内に少なくとも一部が進入可能に配置されて枕梁２１と車体６０の下面との間の間隙の減少が可能になり、特に、後述するように振子制御シリンダ３３を低圧力により制御することによって車体６０の振子動作を制御する一方、高圧力により制御することにより振子抑止シリンダとして機能する。この結果、振子抑止シリンダの数を減少することが可能になり、振子制御シリンダ３３及び振子抑止シリンダ３６を各１本の複動シリンダによって振子アクチュエータ３１が構成することによってアクチュエータ３１の設置スペースを極めて小さく抑制することができる。
【００２９】
図６は、振子制御シリンダ３３及び振子抑止シリンダ３６等の振子アクチュエータ３１の作動を制御するアクチュエータ空圧回路４０である。振子アクチュエータ空圧回路４０は、弱圧空気源４１、強圧空気源４２、弱空気源４１の弱空気圧力を振子制御シリンダ３３の伸長側圧力室３３ｄ或いは縮小側圧力室３３ｅに切換供給するためのサーボ弁４３を有し、かつ強圧空気源４２の強空気圧力を振子抑止シリンダ３６の伸長側圧力室３６ｄ或いは縮小側圧力室３６ｅに切換供給及び開放する振子抑止シリンダ制御弁４４、サーボ弁４３を介して供給される弱空気圧力を振子制御シリンダ３３の伸長側圧力室３３ｄや縮小側圧力室３３ｅへの弱空気圧力供給維持或いは強圧空気源４２の強空気圧力を振子制御シリンダ３３の伸長側圧力室３３ｄに供給し、かつ縮小側圧力室３３ｅを大気開放状態に切り換える振子抑止シリンダ制御弁４５を有している。
【００３０】
更に予め記憶された走行線区の曲線データ及び走行中の車軸速度発電機のパルス信号やＡＴＳ信号から車両の走行位置での振子制御モード等の制御データ及び振り子変位計３５や振子抑止シリンダ３６からのフィードバック等に基づいてサーボ弁４３、振子抑止シリンダ制御弁４４、振子制御シリンダ制御弁４５等の作動を制御する自動制御装置４６を備えている。
【００３１】
なお、弱空気圧力による振子制御シリンダ３３の伸縮動作は車体傾斜を支援するものであって遠心力による車体６０の振子動作に影響を与えない大きさに設定されている。また、通常は弱空気圧力による振子制御シリンダ３３の伸縮によって車体傾斜を支援するが、自動制御装置４６から遠心力による車体６０の振子動作に逆らった指示をした場合には、誤動作として振子動作が優先する。更に自動制御装置４６をマニュアル指令により制御することもできる。
【００３２】
更に、台車枠２の横梁４と枕梁２１の間には牽引力を伝達する牽引装置５０が架設されている。牽引装置５０は、図１、図４及び図７に要部破断説明図を示すように、枕梁２１の中央部下面に設けられた心皿５１の下面に取り付けられたリンクブラケット５２と、横梁４の中央部に立設されたブラケット５３と、前後方向に延在して前端及び後端が各々緩衝部材となる防振ゴムブッシュ５５を介してリンクブラケット５２とブラケット５３に連結する棒状のリンク５４とを備えている。
【００３３】
また、横梁４の上面にはリンクブラケット５２を介して対向する一対のストッパ支持ブラケット５７が立設し、ストッパ支持ブラケット５７の上端にリンクブラケット５２との間に間隙を有して緩衝部材となるストッパゴム５８が設けられている。このストッパ支持ブラケット５７に設けられたストッパゴム５８とリンクブラケット５２の当接によって台車枠２と枕梁２１の相対的な左右方向の揺動が規制される。
【００３４】
次に、このように構成された振子台車１の作動について説明する。
【００３５】
この振子台車１は、曲線路走行においては遠心力により車体６０を振子動作させて車両の許容走行速度を高めることを可能にする一方、直線走行中や停車中は車体６０が左右に揺動する振子動作が生じると乗客に不快感を与えることになるので車体６０の振子動作を防止するように、予め記憶された走行区間の曲線データや車両の走行位置での振子制御モード等の制御データに基づく自動制御装置４６からの指示によって振子装置２０のサーボ弁４３、振子抑止シリンダ作動制御弁４４、振子制御シリンダ制御弁４５等を制御して振子制御シリンダ３３及び振子抑止シリンダ３６の作動を制御する。
【００３６】
直線走行や例えば曲線半径１２００ｍ以上の緩やかなカーブ或いは５０ｋｍ／ｈ以下の低速走行及び停止中等においては、車体５０の振子動作は不要であることから無用の車体５０の動揺を避けるため振子動作を抑止する。このような振子動作をさせない場合には、自動制御装置４６からに指令によって振子抑止シリンダ制御弁４４を切り換えて強圧空気源４２からの強空気圧力を振子抑止シリンダ３６の伸長側圧力室３６ｄに供給して伸長させてピストン３６ｂの先端をステー２６の基端部に当接させる。振子抑止シリンダ３６が所定位置まで伸長すると、振子抑止シリンダ３６からのストロークフィードバック信号に基づいて自動制御装置４６からの指示により振子制御シリンダ制御弁４５が切り換えられて強圧空気源４２から強空気圧力が振子制御シリンダ３３の伸長側圧力室３３ｄに供給され、かつ縮小側圧力室３３ｅが大気開放されて振子制御シリンダ３３によってステー２６が押圧され、振子制御シリンダ３３が振子抑止シリンダとして機能する。このように振子抑止シリンダ３６及び振子制御シリンダ３３によってステー２６には左右両側から強力な付勢力が付与されて枕梁２１に対する車体６０の揺動、即ち振子動作を防止して図１に示すように中立位置を維持する。
【００３７】
予め記憶された走行線区の曲線データ及び走行位置での振子制御モード等の制御データに基づいて、車両の走行位置が所定速度以上でかつ所定曲線半径以上のカーブ、例えば左カーブに入る直前に達したと判断されると、自動制御装置４６からの指示により振子制御シリンダ制御弁４５が図６に示すように切り換えられて振子制御シリンダ３３への強圧空気源４２からの強空気圧力の供給が停止すると共に、振子抑止シリンダ制御弁４４が切り換えられて強空気圧力が縮小側圧力室３６ｅに供給され振子抑止シリンダ３６が縮小する一方、サーボ弁４３を介して振子制御シリンダ３３の伸長側圧力室３３ｄに徐々に弱圧空気源４１から弱空気圧力が供給されて徐々に振子制御シリンダ３３が伸長して支持コロ２８を転動させつつコロ受部材２９が右側に移動して車体６０が若干左下がりに傾斜する。
【００３８】
車両が左カーブに入り曲線路を走行すると振子中心より下方にある車体６０の重心Ｇが遠心力を受けて外側、即ち右側に変位し、図９に示すように車体６０は更に曲線路の内側に傾き、左下がりに傾斜する。この結果、車体６０に作用する遠心力は、車体６０の傾き角度による重力の分力だけ減少し、車両の曲線路上の許容走行速度を高めることができる。
【００３９】
しかる後、車両が曲線路を通過すると、その通過に伴って車体６０に作用する遠心力が減少して車体６０が次第に起立し、かつ制御データに従う自動制御装置４６からの指示によりサーボ弁４３による振子制御シリンダ３３の伸長側圧力室３６ｄへの弱空気圧力の供給が停止されると共に、振子抑止シリンダ制御弁４４を切り換えて強圧空気源４２からの強空気圧力を振子抑止シリンダ３６の伸長側圧力室３６ｄに供給して伸長させてピストンロッド３６ｂの先端をステー２６の基端部に当接する。一方、振子制御シリンダ制御弁４５が切り換えられて強圧空気源４２から強空気圧力を振子制御シリンダ３３の伸長側圧力室３３ｄに供給して振子制御シリンダ３３によってステー２６を押圧することによって車体６０の揺動、即ち振子動作を防止して図１に示すように中立位置に維持する。
【００４０】
また、車体６０の振子動作が防止された図１に示す中立位置に維持された状態で、車両の走行位置が所定速度以上でかつ所定曲線半径以上の右カーブに入る直前に達すると、自動制御装置４６からの指示により振子制御シリンダ制御弁４５が切り換えられて振子制御シリンダ３３への強空気圧力の供給が停止し、かつ振子抑止シリンダ制御弁４４が切り換えられて強空気圧力が縮小側圧力室３６ｅに供給され振子抑止シリンダ３６が縮小する一方、サーボ弁４３を介して振子制御シリンダ３３の縮小側圧力室３３ｅに徐々に弱空気圧力が供給されて徐々に振子制御シリンダ３３が縮小して支持コロ２８を転動させつつコロ受部材２９が外側、即ち左側に移動して車体６０が若干右下がりに傾斜する。
【００４１】
車両が右カーブに入り曲線路を走行すると振子中心より下方にある車体６０の重心Ｇが遠心力を受けて外側、即ち左側に変位し、図８に示すように車体６０は更に左下がりに傾斜する。この結果、車体６０に作用する遠心力が車体６０の傾き角度による重力の分力だけ減少し、車両の曲線路上の許容走行速度を高めることができる。
【００４２】
車両が曲線路を通過すると、その通過に伴って車体６０に作用する遠心力が減少して車体６０が次第に起立し、かつ制御データに従う自動制御装置４６からの指示によりサーボ弁４３による振子制御シリンダ３３の伸長側圧力室３３ｄへの弱空気圧力の供給が停止されると共に、振子抑止シリンダ制御弁４４を切り換えて強空気圧力を振子抑止シリンダ３６の伸長側圧力室３６ｄに供給して伸長させてピストンロッド３６ｂの先端をステー２６の基端部に当接する。しかる後、振子制御シリンダ制御弁４５が切り換えられて強空気圧力を振子制御シリンダ３３の伸長側圧力室３３ｄに供給して振子制御シリンダ３３によってステー２６を押圧することによって車体６０の振子動作を防止して図１に示すように中立位置に維持する。
【００４３】
従って、曲線路に入る直前に予め振子制御シリンダ３３の伸長或いは縮小によって車体６０を傾斜させる、いわゆる振子動作による車体６０の傾斜を支援することによって車体６０の傾斜が制御されて、緩和曲線長さが短い場合やＳ字カーブにおいて曲線路入口で車体６０の傾斜が遅れて緩和曲線に入ってから車体６０が急激に傾斜したり、緩和曲線入口付近で揺れ戻しが発生して乗り心地の悪化が発生する懸念を有効的に回避することができる。
【００４４】
また、支持コロ２８が中央部に大径の転動面２８ａを有しかつ転動面２８ａの両側部に端面２８ｂが形成される一方、支持コロ２８の転動面２８ａ上に当接するコロ受部材２９の転動面３０の両側に沿って各端面２８ｂに対峙して摺接或いは近接する一対のフランジ３０ａを形成することによって、支持コロ２８にコロ受部材２９が嵌合した状態で車体６０が誘導案内されて振子動作することから円滑かつ安定した状態で車体６０の振子動作を確保することができる。
【００４５】
更に、枕梁２１に設けられた支持コロ２８と車体６０の下面に設けられたコロ受２９が前後方向の荷重伝達可能に側面２８ｂとフランジ３０ａが係合することから、台車枠２と枕梁２１の間には牽引力を伝達する牽引装置５０を架設することによって、台車枠２からの牽引力を牽引装置５０を介して枕梁２１に、更に枕梁２１から支持コロ２８及びコロ受部材２９を介して車体６０に伝達することが可能になり、枕梁２１と車体６０との間に別途牽引手段を設ける必要がなく、該部の構造の簡素化が得られる。この結果、枕梁２１と車体６０の隙間の減少が容易になると共に、台車枠２と枕梁２１とを連結する連結装置５０が前後方向に延在する一本の棒状のリンク５４と、リンク５４を枕梁２１及び台車枠２に連結するリンクブラケット５２及びブラケット５３による簡単でかつコンパクトな構成によって形成されることと相俟って振子台車１の高さの抑制がもたらされる。
【００４６】
なお、本発明は上記実施の形態に限定されることなく、発明の趣旨を逸脱しない範囲で種々変更可能である。例えば、上記実施の形態では支持コロ２８とコロ受部材２９の前後方向の相対移動を規制する係合手段を、支持コロ２８の転動面２８ａの端縁に沿って形成された端面２８ｂと、支持コロ受部材２９の転動面３０の端縁に沿って端面２８ｂと対峙して形成されたフランジ３０ａによって構成したが、逆に、コロ受部材２９の転動面３０の端縁に沿って端面を形成し、支持コロ２８の転動面２８ａの端縁に沿って支持コロ受２９の端面と対峙するフランジを形成して構成することも可能である。
【００４７】
【発明の効果】
以上説明した本発明の鉄道車両用振子台車によると、枕ばね上に横架された枕梁に車幅方向に延在して形成された凹部内の両側近傍に一対の転動体を設け、車体の下面両側に転動体上に載置支持される転動体受部材を配設することから、枕梁と車体の下面との間の間隙の減少が可能になり、振子動作を確保しつつ振子台車の高さが抑制できてコンパクト化が得られる。また、上方が開口する凹部を枕梁の中央部に車幅方向に延在して形成することによって、枕梁には、前後縁に沿って延在する前後の壁部及び側縁に沿って壁部が形成され、これら壁部によって十分な剛性強度を維持しつつ、凹部による軽量化がもたらされて振子台車の軽量化が得られる。
【００４８】
更に、枕梁に支持された転動体と車体下面に設けられた転動体受部材が前後方向の相対移動を規制する係合手段を備えることによって、嵌合手段に案内されて転動体上を転動体受部材が移動し、円滑かつ安定した状態での振子動作が確保される。また、転動体及び転動体受部材それ自体により前後方向の荷重伝達可能になり、枕梁から転動体及び転動体受部材を介して車体に荷重伝達され、枕梁と車体との間に別途牽引手段を設ける必要がなく該部の構造の簡素化が得られ、かつより枕梁と車体の隙間の減少が可能になる。
【図面の簡単な説明】
【図１】本発明による鉄道車両用振子台車の実施の形態の概要を示す断面図である。
【図２】同じく、図１の側面図である。
【図３】同じく、図２の平面図である。
【図４】同じく、図１のＩ−Ｉ線断面図である。
【図５】同じく、図１のＩＩ−ＩＩ線断面図である。
【図６】同じく、振子アクチュエータの空圧回路図である。
【図７】同じく、牽引装置の概要を示す枕梁の要部破断説明図である。
【図８】同じく、振子動作に説明図であり、右傾斜状態を示す要部断面図である。
【図９】同じく、振子動作に説明図であり、左傾斜状態を示す要部断面図である。
【図１０】従来の鉄道車両用振子台車の概要を示す断面図である。
【図１１】同じく、従来の鉄道車両用振子台車の概要を示す断面図である。
【符号の説明】
１振子台車
２台車枠
３側梁
４横梁
６車軸
１０枕ばね
２０振子装置
２１枕梁
２５凹部
２６ステー
２８支持コロ（転動体）
２８ａ転動面
２８ｂ端面（係合手段）
２９コロ受部材（転動体受部材）
２９ｂ側部
２９ｃ下部
３０転動面
３０ａフランジ（係合手段）
３１振子アクチュエータ
３３振子制御シリンダ
３６振子抑止シリンダ
４０振子アクチュエータ空圧回路
４１弱圧空気源
４２強圧空気源
４３サーボ弁
４４振子抑止シリンダ制御弁
４５振子制御シリンダ制御弁
４６自動制御装置
５０牽引装置
５２リンクブラケット
５３ブラケット
５４リンク[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle, and more particularly to a pendulum carriage for a railway vehicle used in a pendulum type railway vehicle that travels at a high speed on a curved road.
[0002]
[Prior art]
Railcars have a force that pushes them outward due to centrifugal force when traveling on curved roads, so that the cantilever that lays the outer rails of the curved road higher than the inner side in advance can be tilted and balanced. However, the speed at which the vehicle passes is limited.
[0003]
In order to improve the passing speed of a curved road that travels beyond the speed limit, it is necessary to further incline the vehicle body inside the curved road when traveling on a curved road, and the railway vehicle has a pendulum carriage that inclines the vehicle body. Has been developed.
[0004]
A railway vehicle having a pendulum bogie is disclosed, for example, in Japanese Patent Laid-Open No. 63-43861, and an axle 103 having a pair of wheels 102 traveling on a track as shown in FIG. A cart frame 105 is mounted, a pendulum beam 108 having an arc-shaped roller receiving member 107 is mounted on a pair of support rollers 106 installed on the upper surface of the cart frame 105, and an air spring 109 is mounted on the pendulum beam 108. The vehicle body 110 is mounted via the. When the vehicle 101 travels on a curved road, the center of gravity G of the vehicle body 110 below the center of the pendulum of the vehicle body 110 is displaced outwardly by receiving centrifugal force, and the vehicle body 110 is further inclined to incline inside the curved road.
[0005]
As a result, the centrifugal force acting on the vehicle body 110 is reduced by the force of gravity due to the tilt angle when the vehicle body 110 is tilted at the center of the pendulum. Therefore, the allowable traveling speed on the curved road of the vehicle 101 can be increased.
[0006]
Furthermore, by supplying regulated air to the air chambers 111a and 111b of the air cylinder 111 installed between the carriage frame 105 and the pendulum beam 108, the vehicle body 110 is swung left and right during straight running, so-called Wandering The To prevent and improve ride comfort.
[0007]
Although the pendulum operation of the vehicle 101 is originally on a curved road, the carriage frame 105 is biased with respect to the vehicle body 110. However, since the bogie frame 105 and the pendulum beam 108 are biased together, they are arranged in front of and behind the vehicle body 110, respectively. Stand There is a concern that the car frame 105 becomes a C-shape with respect to the vehicle body 110 and smooth pendulum operation is hindered. For smooth pendulum operation, the front and rear pendulum beams 108 are preferably positioned at right angles to the vehicle body 110. However, this vehicle 101 actually performs the pendulum operation by twisting each air spring 109. This is not preferable.
[0008]
As a countermeasure against this, the applicant of the present patent application disclosed in Japanese Patent Application Laid-Open No. 4-339072 provided air springs 109 on both sides of the carriage frame 105 as schematically shown in FIG. 11, and pillow beams 111 on the air springs 109. A vehicle body 110 is installed so as to roll over and support rollers 106 are mounted on the upper portions of both sides of the pillow beam 111 so as to be able to roll, and a roller receiving member 107 having an arc-shaped bottom surface is mounted on each support roller 106. When traveling on a curved road, each pillow beam 111 before and after the vehicle body 110 is parallel and perpendicular to the vehicle body 110 to perform a smooth pendulum operation, and the position of each air spring 109 is not pendulum operated. A pendulum trolley has been proposed that is arranged on the trolley frame 105 to increase the spacing between the air springs 109 and improve rolling characteristics.
[0009]
[Problems to be solved by the invention]
JP-A-4-33907 2 According to the publication, smooth pendulum operation can be obtained and rolling characteristics can be improved.
[0010]
On the other hand, the above-mentioned JP-A-4-33907. 2 According to the publication, the support roller 106 is provided on the pillow beam 111, and the vehicle body 110 on which the roller receiving member 107 having an arcuate bottom surface is provided on each support roller 106, there is a risk that the thickness of the entire pendulum device increases. is there. As a result, there is a concern that the vehicle body 110 is at a high position and a step is generated between the height of the getting-on / off platform and the height of the vehicle floor. Furthermore, since a traction device for transmitting traction force between the pillow beam 111 and the vehicle body 110 is required, there is a concern that the structure of the portion becomes complicated and the size of the carriage structure is increased. It becomes a factor of positioning, and compactness is desired.
[0011]
Accordingly, an object of the present invention made in view of such a point is to provide a pendulum carriage for a railway vehicle that can achieve a compact structure while ensuring a pendulum operation.
[0012]
[Means for Solving the Problems]
The invention of the pendulum trolley for a railway vehicle according to claim 1, which achieves the above object, extends in the front-rear direction in a pendulum trolley for a railway vehicle that tilts the vehicle body inside the curved road by a pendulum operation when traveling on the curved road. A carriage frame having a pair of existing side beams and a horizontal beam installed between the side beams, a pair of pillow springs provided on each side beam, and an upper center A pair of pillow beams having recesses that extend in the vehicle width direction and open at the top, and rotating shafts that extend in the front-rear direction in the vicinity of both sides in the recesses. A rolling element receiving member having an arcuate rolling surface provided on both sides of the lower surface of the vehicle body and supported on the rolling surface of each rolling element, Each of the rolling element receiving members has a substantially inverted hat shape in which the upper both sides are attached to the lower surface of the vehicle body and extend in the vehicle width direction, and the lower portion where the rolling surface is formed on the lower surface is opposed to the outer end. The inner end is inclined so as to be further away from the lower surface of the vehicle body, and at least a part thereof can enter the recess of the pillow beam, one end is connected to the pillow beam, and the other end is the lower surface of the vehicle body and one rolling element. A pendulum control cylinder that enters between the lower part of the receiving member and is connected to the lower surface of the vehicle body or the rolling element receiving member to control the pendulum operation of the vehicle body; A pendulum suppression cylinder that enters between the lower surface of the rolling member and the lower portion of the other rolling element receiving member and is fixed to the lower surface of the vehicle body or the rolling element receiving member, and the other end abuts against the pillow beam and suppresses the pendulum movement of the vehicle body It is provided with.
[0013]
According to the first aspect of the present invention, the pair of rolling elements is provided in the vicinity of both sides in the concave portion formed by extending in the vehicle width direction on the pillow beam horizontally mounted on the pillow spring, and the rolling elements are provided on both sides of the lower surface of the vehicle body. Since the rolling element receiving member mounted and supported on the top is arranged, the gap between the pillow beam and the lower surface of the vehicle body can be reduced, and the height of the pendulum carriage can be suppressed while ensuring the pendulum operation. Can be made compact. Furthermore, since the pendulum control cylinder and the pendulum suppression cylinder can enter the recess formed in the pillow beam, and the end of each cylinder enters and is connected between the vehicle body and the rolling element receiver, The pendulum control cylinder and the pendulum suppression cylinder can be arranged without doing so.
[0014]
In addition, by forming a concave portion that opens upward in the center of the pillow beam in the vehicle width direction, the pillow beam has a front and rear wall portion and a side edge extending along the front and rear edges. Walls are formed, and these walls reduce the weight of the recesses while maintaining sufficient rigidity and strength. This The
[0015]
Claim 2 The invention described in claim 1 In this case, the pillow beam has a stay standing in the center of the recess in the vehicle width direction and extending forward and backward. One end of the pendulum control cylinder is connected to the stay. The other end is connected to the lower surface of the vehicle body or the rolling element receiving member, and the pendulum suppression cylinder is fixed with one end entering between the lower surface of the vehicle body and the lower part of the other rolling element. Been The other end is in contact with the stay.
[0016]
Claim 2 According to the invention, the rigidity of the pillow beam can be improved by having the stay standing upright in the center of the recess and extending forward and backward, and the stay serves as a working arm of the pendulum control cylinder and a stopper of the pendulum suppression cylinder. It becomes a dual-purpose member that functions and simplifies the configuration.
[0017]
Claim 3 The invention described in claim 1 or 2 The pendulum control cylinder of the present invention is characterized in that the pendulum control cylinder is controlled to be switched between a low pressure allowing the pendulum operation of the vehicle body and a high pressure inhibiting the pendulum operation of the vehicle body.
[0018]
Claim 3 According to the invention, it is possible to control the pendulum operation of the vehicle body by controlling the pendulum control cylinder at a low pressure, while functioning as a pendulum suppression cylinder by controlling at a high pressure, and to reduce the number of pendulum suppression cylinders. Simplified and compact structure Et It is.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a railcar pendulum cart according to the present invention will be described below with reference to FIGS.
[0020]
1 is a cross-sectional view of a pendulum cart 1 showing an outline of the present embodiment, FIG. 2 is a side view of FIG. 1, FIG. 3 is a plan view of FIG. 2, and FIG. It is. The arrow Ft indicates the forward direction, and FIGS. 1, 5, 6, and 8 to 11 are views viewed from the rear with the traveling direction as the front.
[0021]
The pendulum trolley 1 includes a pair of left and right side beams 3 that extend in the front-rear direction along both sides and curves so that the center portion is at a low position, and a pair of transverse beams that connect the substantially center portions of the left and right side beams 3. 4 is provided with a cart frame 2 having a substantially H shape in plan view. A shaft box 7 containing bearings for supporting both side ends of an axle 6 having a pair of wheels 5 is supported by a shaft beam 8 and a shaft spring 9 at the front portion and the rear portion of each side beam 3. Pillow springs 10 made of air springs or the like are provided at the center in the front-rear direction of each side beam 3, and pillow beams 21 constituting the pendulum device 20 are laid across the left and right pillow springs 10.
[0022]
The pillow beam 21 has a substantially rectangular bottom portion 22 extending in the vehicle width direction in plan view, front and rear wall portions 23 and left and right side edges extending in the vehicle width direction so as to face each other along the front and rear edges of the bottom portion 22. The left and right wall portions 24 extend along the left and right sides, and the wall portions 23 and 24 form a recess 25 that extends in the vehicle width direction and opens upward in the center of the upper portion of the pillow beam 21. The pillow beam 21 formed in this way has a section modulus secured by the front and rear wall portions 23 extending along the front and rear edges and the wall portion 24 formed along the side edges, and sufficient rigidity and strength are obtained. In addition, the formation of the recess 25 provides a weight reduction. This The
[0023]
In the vicinity of the left and right sides in the recess 25, support rollers 28 serving as rolling elements that are rotatably supported with a rotation axis extending in the front-rear direction on a support shaft 27 installed on the front and rear wall portions 23 are arranged. It is installed. As shown in the cross section of FIG. 4, the support roller 28 has a large diameter rolling surface 28a formed at the center, and a small diameter portion 28c is formed through an end surface 28b formed along the side edge of the rolling surface 28a. It is formed in the formed stepped shape.
[0024]
On the other hand, roller receiving members 29 serving as rolling member receiving members are provided on both sides of the lower surface of the vehicle body 60, and the vehicle body 60 is mounted on the support rollers 28 via the roller receiving members 29. As shown in FIGS. 1 and 4, the roller receiving member 29 has a cross section in which the upper both sides 29 a are attached to the lower surface of the vehicle body 60 and extend in the vehicle width direction. Abbreviation In the inverted hat shape, the width of both side portions 29b decreases as the vehicle width moves outward, and the lower end 29c of the lower end 29c abuts on the lower surface of the vehicle body 60 and the inner end is further away from the lower surface of the vehicle body 60. The arcuate rolling surface 30 is formed on the lower surface of the lower portion 29c and is supported on the rolling surface 28a of the support roller 28. Each of the support rollers 28 along each side of the rolling surface 30 is formed. A pair of flanges 30a are formed so as to slidably contact or approach the side surface 28b. The opposing end face 28b and the flange 30a restrict relative movement in the front-rear direction and form engaging means capable of transmitting a load in the front-rear direction.
[0025]
A pendulum actuator 31 that controls the pendulum operation is provided between the pillow beam 21 and the lower surface of the vehicle body 60. As shown in FIG. 5, the actuator 31 is a sectional view taken along line II-II in FIG. 1 and FIG. 1, that is, a plan view in which the vehicle body 60 is omitted. A pendulum control cylinder 33 is provided between the upper end of a stay 26 connected to the front and rear side walls 23 at both ends and one roller receiving member 29. The pendulum control cylinder 33 is formed by a fluid cylinder, which is a double-acting air cylinder in this embodiment, and one end of the cylinder body 33a enters the roller receiving member 29 and is swingably coupled to the bottom 29c of the roller receiving member 29. The piston rod 33b is swingably connected to the upper end of the stay 26. The cylinder length is secured by causing one end of the pendulum control cylinder 33 to enter the roller receiving member 29. Further, one end of the cylinder body 33 a can be connected to the lower surface of the vehicle body 60. Further, a pendulum displacement meter 35 that detects the tilting amount of the vehicle body 60 with respect to the pillow beam 21 by detecting the expansion / contraction state of the pendulum control cylinder 33 along the pendulum control cylinder 33 is provided.
[0026]
The other roller receiving member 29 is provided with a pendulum restraining cylinder 36 in which a cylinder main body 36a is supported on the lower surface of the vehicle body 60, and a piston rod 36b can be projected and retracted toward the vicinity of the proximal end portion of the stay 26 to come into contact therewith. The cylinder 36 is formed by a fluid cylinder, which is a double-action air cylinder in the present embodiment.
[0027]
Therefore, the stay 26 that is erected on the bottom portion 22 of the pillow beam 21 and extends in the front-rear direction and is erected on the front and rear side walls 23 improves the rigidity and strength of the pillow beam 21 and the action of the pendulum control cylinder 33. It serves as a dual-purpose member that functions as an arm and also functions as a stopper of the pendulum suppression cylinder 36, thereby simplifying the structure.
[0028]
Further, the support roller 28 is disposed in the recess 25 so that the lower portion of the roller receiving member 29 can enter the recess 25, and the pendulum control cylinder 33, the pendulum suppression cylinder 36, and the pendulum displacement meter 35 are in the recess 25. The gap between the pillow beam 21 and the lower surface of the vehicle body 60 can be reduced by disposing at least a part thereof in the interior, and in particular, by controlling the pendulum control cylinder 33 with a low pressure as will be described later. While controlling the pendulum operation of the vehicle body 60, it functions as a pendulum suppression cylinder by controlling with high pressure. As a result, the number of pendulum suppression cylinders can be reduced, and the pendulum control cylinder 33 and the pendulum suppression cylinder 36 are each composed of one double-acting cylinder. It can be suppressed small.
[0029]
FIG. 6 shows an actuator pneumatic circuit 40 that controls the operation of the pendulum actuator 31 such as the pendulum control cylinder 33 and the pendulum suppression cylinder 36. The pendulum actuator pneumatic circuit 40 switches and supplies the weak air pressure of the weak pressure air source 41, the strong pressure air source 42, and the weak air source 41 to the extension side pressure chamber 33d or the reduction side pressure chamber 33e of the pendulum control cylinder 33. A pendulum suppression cylinder control valve 44 having a servo valve 43 and supplying and releasing the strong air pressure of the strong pressure air source 42 to the expansion side pressure chamber 36d or the reduction side pressure chamber 36e of the pendulum suppression cylinder 36 and the servo valve 43 are provided. The weak air pressure supplied through the pendulum control cylinder 33 is supplied to the extension side pressure chamber 33d and the reduction side pressure chamber 33e, or the strong air pressure of the strong pressure air source 42 is supplied to the extension side pressure of the pendulum control cylinder 33. A pendulum suppression cylinder control valve 45 that supplies the chamber 33d and switches the reduction-side pressure chamber 33e to the atmosphere open state is provided.
[0030]
Further, control data such as a pendulum control mode at the travel position of the vehicle, a pendulum displacement meter 35 and a pendulum suppression cylinder 36 from the curve data of the travel line section stored in advance and the pulse signal and ATS signal of the traveling axle speed generator. The automatic control device 46 for controlling the operation of the servo valve 43, the pendulum suppression cylinder control valve 44, the pendulum control cylinder control valve 45, and the like based on the feedback and the like.
[0031]
Note that the expansion / contraction operation of the pendulum control cylinder 33 by the weak air pressure supports the vehicle body tilt, and is set to a size that does not affect the pendulum operation of the vehicle body 60 by the centrifugal force. Normally, tilting of the vehicle body is supported by expansion and contraction of the pendulum control cylinder 33 by weak air pressure. However, when an instruction against the pendulum operation of the vehicle body 60 by centrifugal force is given from the automatic control device 46, the pendulum operation is erroneously performed. Prioritize. Furthermore, the automatic controller 46 can be controlled by a manual command.
[0032]
Further, a traction device 50 that transmits traction force is installed between the horizontal beam 4 and the pillow beam 21 of the carriage frame 2. As shown in FIG. 1, FIG. 4 and FIG. 7, the traction device 50 includes a link bracket 52 attached to the lower surface of a center plate 51 provided on the lower surface of the central portion of the pillow beam 21, and a horizontal beam. 4 and a bar-like link that is connected to the link bracket 52 and the bracket 53 via a vibration-proof rubber bush 55 that extends in the front-rear direction and has a front end and a rear end serving as cushioning members. 54.
[0033]
In addition, a pair of stopper support brackets 57 that are opposed to each other via the link bracket 52 are erected on the upper surface of the horizontal beam 4. A gap is formed between the upper end of the stopper support bracket 57 and the link bracket 52 to serve as a buffer member. A stopper rubber 58 is provided. By the contact between the stopper rubber 58 provided on the stopper support bracket 57 and the link bracket 52, the relative swinging of the carriage frame 2 and the pillow beam 21 in the left-right direction is restricted.
[0034]
Next, the operation of the pendulum cart 1 configured as described above will be described.
[0035]
The pendulum cart 1 allows the vehicle body 60 to perform a pendulum operation by centrifugal force during curved road travel to increase the allowable travel speed of the vehicle, while the vehicle body 60 swings left and right during linear travel and when the vehicle is stopped. When the pendulum action occurs, passengers will feel uncomfortable. Therefore, in order to prevent the pendulum movement of the vehicle body 60, the pre-stored control data such as the travel section curve data and the pendulum control mode at the travel position of the vehicle are used. The operation of the pendulum control cylinder 33 and the pendulum suppression cylinder 36 is controlled by controlling the servo valve 43, the pendulum suppression cylinder operation control valve 44, the pendulum control cylinder control valve 45, etc. .
[0036]
During straight running, for example, a gentle curve with a curve radius of 1200 m or more, low speed running with 50 km / h or less, and stopping, the pendulum operation of the vehicle body 50 is unnecessary, so the pendulum operation is suppressed to avoid unnecessary shaking of the vehicle body 50 To do. When such a pendulum operation is not performed, a pendulum suppression cylinder control valve 44 is instructed by a command from the automatic controller 46. Turn off In exchange, the strong air pressure from the strong air source 42 is supplied to the extension-side pressure chamber 36 d of the pendulum suppression cylinder 36 to be extended, and the tip of the piston 36 b is brought into contact with the base end of the stay 26. When the pendulum suppression cylinder 36 extends to a predetermined position, the pendulum control cylinder control valve 45 is switched by an instruction from the automatic controller 46 based on the stroke feedback signal from the pendulum suppression cylinder 36, and the strong air pressure is supplied from the high pressure air source 42. The expansion side pressure chamber 33d of the pendulum control cylinder 33 is supplied, the reduction side pressure chamber 33e is opened to the atmosphere, the stay 26 is pressed by the pendulum control cylinder 33, and the pendulum control cylinder 33 functions as a pendulum suppression cylinder. As described above, the pendulum restraining cylinder 36 and the pendulum control cylinder 33 apply a strong urging force to the stay 26 from both the left and right sides to prevent the swinging of the vehicle body 60 relative to the pillow beam 21, that is, the pendulum operation, as shown in FIG. Maintain a neutral position.
[0037]
Based on pre-stored curve data of the travel line section and control data such as a pendulum control mode at the travel position, immediately before the vehicle travel position exceeds a predetermined speed and exceeds a predetermined curve radius, such as a left curve. When it is determined that the pendulum control cylinder control valve 45 has reached the instruction from the automatic control device 46, FIG. Is switched to stop the supply of strong air pressure from the strong pressure air source 42 to the pendulum control cylinder 33, and the pendulum suppression cylinder control valve 44 is switched to supply strong air pressure to the reduction-side pressure chamber 36e. While the pendulum suppression cylinder 36 is reduced, weak air pressure is gradually supplied from the low pressure air source 41 to the expansion side pressure chamber 33d of the pendulum control cylinder 33 via the servo valve 43, and the pendulum control cylinder 33 is gradually expanded. Then, the roller receiving member 29 moves to the right side while rolling the support roller 28, and the vehicle body 60 is slightly inclined to the left.
[0038]
When the vehicle enters a left curve and travels on a curved road, the center of gravity G of the vehicle body 60 below the pendulum center receives a centrifugal force and is displaced to the outside, that is, the right side. As shown in FIG. Inclined to the left and inclined to the left. As a result, the centrifugal force acting on the vehicle body 60 is reduced by the gravity component due to the inclination angle of the vehicle body 60, and the allowable traveling speed on the curved road of the vehicle can be increased.
[0039]
Thereafter, when the vehicle passes through the curved road, the centrifugal force acting on the vehicle body 60 decreases with the passage of the vehicle, so that the vehicle body 60 gradually rises, and the servo valve 43 is operated by an instruction from the automatic control device 46 according to the control data. The supply of weak air pressure to the extension side pressure chamber 36d of the pendulum control cylinder 33 is stopped, and the pendulum suppression cylinder control valve 44 is switched so that the strong air pressure from the strong pressure air source 42 is increased. The piston rod 36 b is brought into contact with the proximal end portion of the stay 26 by being supplied to the chamber 36 d and extended. On the other hand, the pendulum control cylinder control valve 45 is switched so that strong air pressure is supplied from the strong pressure air source 42 to the extension-side pressure chamber 33d of the pendulum control cylinder 33 and the stay 26 is pressed by the pendulum control cylinder 33. Oscillation, i.e., pendulum action, is prevented and maintained in a neutral position as shown in FIG.
[0040]
In addition, when the vehicle travel position reaches just before entering the right curve with a predetermined speed or more and a predetermined curve radius or more while maintaining the neutral position shown in FIG. In response to an instruction from the device 46, the pendulum control cylinder control valve 45 is switched to stop the supply of strong air pressure to the pendulum control cylinder 33, and the pendulum suppression cylinder control valve 44 is switched to switch the strong air pressure to the reduced pressure chamber. 36e is supplied to 36e and the pendulum suppression cylinder 36 is reduced, while the weak air pressure is gradually supplied to the reduction side pressure chamber 33e of the pendulum control cylinder 33 via the servo valve 43, and the pendulum control cylinder 33 is gradually reduced and supported. While rolling the roller 28, the roller receiving member 29 moves to the outside, that is, the left side, and the vehicle body 60 is slightly inclined to the right.
[0041]
When the vehicle enters a right curve and travels on a curved road, the center of gravity G of the vehicle body 60 below the pendulum center receives centrifugal force and is displaced to the outside, that is, the left side, and the vehicle body 60 is further inclined to the left as shown in FIG. To do. As a result, the centrifugal force acting on the vehicle body 60 is reduced by the component of gravity due to the tilt angle of the vehicle body 60, and the allowable traveling speed on the curved road of the vehicle can be increased.
[0042]
When the vehicle passes through the curved road, the centrifugal force acting on the vehicle body 60 decreases with the passage of the vehicle, and the vehicle body 60 gradually rises, and the pendulum control cylinder by the servo valve 43 is instructed by the automatic control device 46 according to the control data. The supply of the weak air pressure to the extension side pressure chamber 33d of 33 is stopped, and the pendulum suppression cylinder control valve 44 is switched to supply the strong air pressure to the extension side pressure chamber 36d of the pendulum suppression cylinder 36 for extension. The distal end of the piston rod 36 b is brought into contact with the proximal end portion of the stay 26. After that, the pendulum control cylinder control valve 45 is switched to supply strong air pressure to the extension-side pressure chamber 33d of the pendulum control cylinder 33 and press the stay 26 by the pendulum control cylinder 33, thereby preventing the pendulum operation of the vehicle body 60. Then, the neutral position is maintained as shown in FIG.
[0043]
Therefore, the inclination of the vehicle body 60 is controlled by supporting the inclination of the vehicle body 60 by the so-called pendulum operation, in which the vehicle body 60 is inclined in advance by extension or contraction of the pendulum control cylinder 33 immediately before entering the curved road, so that the relaxation curve length is increased. If the vehicle body 60 is too short or the slope of the vehicle body 60 is delayed at the entrance to the curve road and enters the relaxation curve on the S-curve, the vehicle body 60 may incline suddenly, or a swing back may occur near the entrance of the relaxation curve, resulting in a deterioration in riding comfort. Concerns that occur can be effectively avoided.
[0044]
In addition, the support roller 28 has a large-diameter rolling surface 28a at the center and end surfaces 28b are formed on both sides of the rolling surface 28a, while the roller receiver abutting on the rolling surface 28a of the support roller 28 is formed. By forming a pair of flanges 30a that slidably contact or approach each end surface 28b along both sides of the rolling surface 30 of the member 29, the vehicle body 60 with the roller receiving member 29 fitted to the support roller 28 is formed. Therefore, the pendulum operation of the vehicle body 60 can be ensured in a smooth and stable state.
[0045]
Furthermore, since the support roller 28 provided on the pillow beam 21 and the roller receiver 29 provided on the lower surface of the vehicle body 60 are engaged with the side face 28b and the flange 30a so as to be able to transmit a load in the front-rear direction, the carriage frame 2 and the pillow beam. By installing a traction device 50 for transmitting traction force between the traction force 21, the traction force from the carriage frame 2 is transferred to the pillow beam 21 via the traction device 50, and the support roller 28 and the roller receiving member 29 are further extended from the pillow beam 21. Therefore, it is not necessary to provide a separate traction means between the pillow beam 21 and the vehicle body 60, and the structure of the portion can be simplified. As a result, the gap between the pillow beam 21 and the vehicle body 60 Decrease And a connecting device 50 for connecting the bogie frame 2 and the pillow beam 21 extends in the front-rear direction, and a single bar-shaped link 54, and a link for connecting the link 54 to the pillow beam 21 and the bogie frame 2. The height of the pendulum trolley 1 is restrained by the combination of the bracket 52 and the bracket 53 formed by a simple and compact configuration.
[0046]
In addition, this invention is not limited to the said embodiment, A various change is possible in the range which does not deviate from the meaning of invention. For example, in the above-described embodiment, the engagement means for restricting the relative movement of the support roller 28 and the roller receiving member 29 in the front-rear direction includes an end surface 28b formed along the edge of the rolling surface 28a of the support roller 28, and The flange 30 a is formed along the edge of the rolling surface 30 of the support roller receiving member 29 so as to face the end surface 28 b, but conversely, along the edge of the rolling surface 30 of the roller receiving member 29. It is also possible to form an end face and to form a flange facing the end face of the support roller receiver 29 along the edge of the rolling surface 28a of the support roller 28.
[0047]
【The invention's effect】
According to the railcar pendulum carriage of the present invention described above, a pair of rolling elements is provided in the vicinity of both sides in the recess formed by extending in the vehicle width direction on the pillow beam horizontally mounted on the pillow spring, Since the rolling element receiving members that are placed and supported on the rolling element are disposed on both sides of the lower surface of the armature, the gap between the pillow beam and the lower surface of the vehicle body can be reduced, and the pendulum carriage is secured while ensuring the pendulum operation. The height can be suppressed and downsizing can be obtained. In addition, by forming a recess opening upward at the center of the pillow beam in the vehicle width direction, the pillow beam has a front and rear wall portion and a side edge extending along the front and rear edges. Wall portions are formed, and while maintaining sufficient rigidity and strength by these wall portions, weight reduction due to the concave portions is brought about and weight reduction of the pendulum carriage is obtained.
[0048]
Further, the rolling element supported by the pillow beam and the rolling element receiving member provided on the lower surface of the vehicle body are provided with engaging means for restricting relative movement in the front-rear direction, so that the rolling element is guided by the fitting means and rolled on the rolling element. The moving body receiving member moves, and the pendulum operation in a smooth and stable state is ensured. In addition, the rolling element and the rolling element receiving member itself can transmit a load in the front-rear direction, and the load is transmitted from the pillow beam to the vehicle body via the rolling element and the rolling element receiving member, and is separately pulled between the pillow beam and the vehicle body. There is no need to provide a means, the structure of the part can be simplified, and the gap between the pillow beam and the vehicle body can be further reduced.
[Brief description of the drawings]
BRIEF DESCRIPTION OF THE DRAWINGS FIG. Ru It is sectional drawing which shows the outline | summary of embodiment of the pendulum trolley | bogie for rail vehicles.
FIG. 2 is also a side view of FIG. 1;
FIG. 3 is also a plan view of FIG. 2;
4 is a cross-sectional view taken along the line II of FIG.
5 is also a cross-sectional view taken along line II-II in FIG. Ah The
FIG. 6 is also a pneumatic circuit diagram of the pendulum actuator.
FIG. 7 is an explanatory view of a main part fracture of a pillow beam showing an outline of the pulling device.
FIG. 8 is also an explanatory view of the pendulum operation, and is a cross-sectional view of a main part showing a right-tilt state.
FIG. 9 is also an explanatory view of the pendulum operation, and is a cross-sectional view of a main part showing a left inclined state.
FIG. 10 is a cross-sectional view showing an outline of a conventional railcar pendulum cart.
FIG. 11 is a cross-sectional view schematically showing a conventional railcar pendulum cart.
[Explanation of symbols]
1 Pendulum cart
2 bogie frame
3 Side beams
4 Cross beams
6 axles
10 Pillow spring
20 Pendulum device
21 Pillow
25 recess
26 Stay
28 Support rollers (rolling elements)
28a Rolling surface
28b End face (engaging means)
29 Roller receiving member (rolling element receiving member)
29b side
29c bottom
30 Rolling surface
30a Flange (engaging means)
31 Pendulum actuator
33 Pendulum control cylinder
36 Pendulum suppression cylinder
40 Pendulum actuator pneumatic circuit
41 Low pressure air source
42 Strong pressure air source
43 Servo valve
44 Pendulum suppression cylinder control valve
45 Pendulum control cylinder control valve
46 Automatic control device
50 Traction equipment
52 Link bracket
53 Bracket
54 links

Claims

In a pendulum cart for a railway vehicle that tilts the vehicle body inside the curved road by a pendulum action when traveling on a curved road,
A carriage frame having a pair of side beams extending in the front-rear direction and a lateral beam laid between the side beams;
A pair of pillow springs provided on each side beam;
Pillow beams that are laid across the two pillow springs and that extend in the vehicle width direction in the upper central portion and have a recess that opens upward,
A pair of rolling elements rotatably supported with a rotation axis extending in the front-rear direction near both sides in the recess;
A rolling element receiving member provided on both sides of the lower surface of the vehicle body and having an arcuate rolling surface supported on the rolling surface of each rolling element;
Each rolling element receiving member is
The upper side is attached to the lower surface of the vehicle body and has a substantially inverted hat cross section extending in the vehicle width direction, and the lower surface in which the rolling surface is formed on the lower surface has an inner end from the lower surface of the vehicle body. Inclines to be more spaced apart,
Furthermore, at least a part can enter the recess of the pillow beam, one end is connected to the pillow beam, and the other end enters between the lower surface of the vehicle body and the lower portion of one of the rolling element receiving members to enter the lower surface of the vehicle body or the rolling element. A pendulum control cylinder connected to the receiving member to control the pendulum operation of the vehicle body;
At least a part can enter the recess of the pillow beam, one end enters between the lower surface of the vehicle body and the lower part of the other rolling element receiving member and is fixed to the lower surface of the vehicle body or the rolling element receiving member, and the other end is the pillow beam And a pendulum suppression cylinder that suppresses the pendulum movement of the vehicle body in contact with the
A pendulum trolley for railway vehicles.

The above pillow beam
Having a stay standing in the vehicle width direction center in the recess and extending in the front-rear direction,
The pendulum control cylinder is
One end is connected to the stay and the other end is connected to the lower surface of the vehicle body or the rolling element receiving member.
The above pendulum suppression cylinder
Pendulum bogie for a railway vehicle according to claim 1 having one end and the other end is fixed to enter between the lower portion of the body of the lower surface and the other rolling element receiving member, characterized in that the contact to the stay.

The pendulum control cylinder is
The pendulum carriage for a railway vehicle according to claim 1 or 2 , wherein the operation is controlled by switching between a low pressure that allows the pendulum operation of the vehicle body and a high pressure that inhibits the pendulum operation of the vehicle body.