JP4683602B2 - Yodan damper for railway vehicles - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a railway vehicle yaw damper that is interposed between a carriage and a vehicle body in a suspension system for a railway vehicle .
[0002]
[Prior art]
In general, a railway vehicle has a carriage traveling on a rail and a vehicle body mounted on the carriage. A vehicle body is suspended between a carriage and a vehicle body via a vertically disposed yaw damper, and the vehicle is moved during high-speed linear traveling. Is prevented from meandering.
[0003]
As the above-mentioned yaw damper, for example, the one shown in FIG. 10 is used, and this yaw damper is a so-called position-dependent damper that generates a predetermined damping force in the vicinity of the neutral position of the piston and in the entire range of the expansion / contraction operation stroke. Is.
[0004]
The yaw damper P includes a cylinder 101, a piston rod 103 movably inserted into the cylinder 101 via a piston 102, and an outer shell 106 disposed outside the cylinder 101. Further, in the cylinder 101, a rod-side chamber 107 and an anti-rod-side chamber 108 are defined by a piston 102, and a reservoir 109 having an air chamber on the upper side is defined between the cylinder 101 and the outer shell 106.
[0005]
The two oil chambers 107 and 108 are opened and closed via an extension side damping valve 104 and a pressure side damping valve 105 provided in the piston 102, and the anti-rod side chamber 108 is opened and closed by a reservoir 109 via a base valve 110.
[0006]
The cylinder 101 has a thick portion 101A at the center and grooves 101B and 101C formed above and below the boundary, and when the piston 102 is neutral, its outer periphery is in contact with the inner periphery of the thick portion 101A.
[0007]
During the expansion / contraction operation, the expansion side damping valve 104 generates an expansion side and a compression side damping force by the expansion side damping valve 104 at the time of extension and the compression side damping valve 105 and the base valve 110 at the time of compression, respectively. In this case, when the piston 102 is in contact with the thick portion 101A, a high damping force is generated due to a small amplitude, and when the stroke of the positions of the grooves 101B and 101C is made, oil flows through these grooves 101B and 101C. Demonstrate soft damping force.
[0008]
[Problems to be solved by the invention]
However, in the case of a yaw damper arranged in the vertical direction as described above, even if it is effective for vibration in the vertical direction in terms of force, it has a vibration absorption ratio for horizontal yaw movement or turning movement. Therefore, it is necessary to set the damping force stronger (higher) in order to increase the effect as a yaw damper. For this reason, if a high damping force is generated during the running of a railway vehicle, the bogie is prevented from meandering during straight running, while the body posture angle and the bogie posture are taken during curving where the train runs on a rail curve. There is a problem that the angle changes and the posture of the vehicle body cannot immediately follow the posture of the carriage. For this reason, the carriage cannot turn smoothly, the wheel load acts as a pressing force on the rail, the lateral pressure against the rail increases, excessive friction between the rail and the wheel occurs, and the wear of the rail or wheel is reduced. appear. Also, the wheel load balance between the left and right wheels may be lost, and derailment of the vehicle may occur. Further, since the yaw damper makes a large stroke when traveling on a curve as described above, if the damping force of the yaw damper is large, disturbance vibration from the carriage side may be transmitted to the vehicle body, which may deteriorate the riding comfort.
[0009]
Furthermore, since the above-mentioned yaw damper is disposed vertically between the carriage and the vehicle body so that the air chamber of the reservoir is positioned upward, it is restricted in the installation space below the vehicle body, and may be installed in the vertical direction depending on the vehicle. However, there are problems such as mounting at an angle and making the structure under the vehicle complicated by taking space on the vehicle body side.
[0010]
In addition, since the yaw damper generates the damping force on the expansion side and the pressure side by the separate damping valves 104 and 105 and the base valve 110, it is difficult to design to generate the damping force with the same expansion and pressure.
[0011]
Further, since the piston 102 is separated from the grooves 101B and 101C at the time of the piston stroke other than the neutral time, a play is generated between the piston 102 and the cylinder 101, and a desired damping force cannot be obtained. Moreover, when the piston 102 passes through the upper and lower edges of the intermediate thick portion 101A of the cylinder, a shock may occur, which may damage the seal on the outer periphery of the piston.
[0012]
[0013]
Accordingly, an object of the present invention is to obtain a damping force that depends on the stroke of the piston, and to obtain the same stable damping force by the relief valve shared by the expansion pressure, and to produce a desired stable damping force without the occurrence of piston play. It is to provide a yodan damper that is always available.
[0014]
[Means for Solving the Problems]
[0015]
[0016]
In order to achieve the above object, the means of the yaw damper according to the present invention is such that a piston rod is movably inserted into a cylinder disposed horizontally or substantially horizontally via a piston, and the piston is opposed to the rod side chamber in the cylinder. Piston side check that divides the rod side chamber, arranges an outer shell outside the cylinder, provides a reservoir between the cylinder and the outer shell, and allows the piston to flow only from the rod side chamber to the rod side chamber A piston is provided by connecting the rod side chamber to the reservoir via a relief valve that shares pressure expansion, and connecting the anti-rod side chamber to the reservoir via a base side check valve that allows oil flow only from the reservoir side. hydraulic oil caused by the expansion and contraction operation is configured to flow in one direction through the relief valve, cylinder and outer Insert the inner tube between the E Le form a reservoir with the oil passage of the isolated axially between the inner tube and the cylinder, one end of the oil passage communicating hole formed at an end of the cylinder The first throttle is formed by one or more orifices on the upper and lower sides of the cylinder middle corresponding to the piston neutral position. The other end of the oil passage and the second throttle are selectively opened and closed to the rod side chamber or the anti-rod side chamber corresponding to the expansion / contraction operation position of the piston through part or all of the orifice, respectively. It is what.
[0017]
In this case, a single orifice constituting the first and second throttles is formed in the middle part of the cylinder corresponding to the piston neutral position or in parallel along the axial direction, so that the stroke position is It is preferable that each orifice is sequentially opened and closed by a piston correspondingly.
[0018]
Similarly, an orifice group consisting of a single orifice constituting the first and second restrictors and a plurality of orifices formed along the circumferential direction is provided along the axial direction in the middle portion of the cylinder corresponding to the piston neutral position. A plurality of them may be formed in parallel.
[0019]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
[0020]
As shown in FIG. 1, the suspension device according to the present invention is a suspension device for a railway vehicle in which a yaw damper is interposed between a carriage B and a vehicle body (not shown), and depends on the stroke position of a piston. The yaw damper A that generates damping force is disposed horizontally or substantially horizontally, one end of the yaw damper A is coupled to the carriage B side, and the other end is coupled to the vehicle body side via a bracket D that stands upward. Is.
[0021]
The yaw damper A has a front and rear yaw damper A1 and a lateral yaw damper A2. That is, a pair of left and right yaw dampers A1 and A1 that are horizontally or substantially horizontal are provided on both sides of the chassis frame E of the carriage B via the brackets, and are horizontally centered horizontally in the center of the chassis frame E. A pair of yaw dampers A2 and A2 are provided facing each other. However, it is possible to use only one of the yaw dampers A1 or A2.
[0022]
The front and rear yaw damper A1 and the lateral yaw damper A2 are arranged horizontally or substantially horizontally, so that they can be mounted in the mounting space below the vehicle body without much restrictions.
[0023]
Each yaw damper A connects the carriage B and the vehicle body and suspends the vehicle body, and maintains the posture of the carriage B and the vehicle body in the same direction during straight running to prevent the carriage B from meandering. Further, when the vehicle travels on a curve, the posture of the vehicle body is controlled following the carriage B.
[0024]
In the present invention, these yaw dampers A are configured to generate hard and soft damping forces in accordance with the position of the expansion / contraction operation stroke between the piston and the piston rod. In other words, in the case of straight running, the piston slightly vibrates as described above to generate a hard damping force. On the other hand, when the vehicle runs on the rail curve, the piston and the piston rod greatly stroke. A soft damping force that depends on the stroke position is generated so that the posture of the vehicle body can be smoothly followed with respect to changes in the posture of the carriage.
[0025]
2 and 3, the basic structure of the above-described yaw damper A is such that the piston rod 3 is movably inserted into the cylinder 1 via the piston 2, and the piston 2 is opposed to the rod side chamber 4 in the cylinder 1. The rod side chamber 5 is partitioned, an outer shell 6 is disposed outside the cylinder 1, and a reservoir R is provided between the cylinder 1 and the outer shell 6. The piston 2 is provided with a piston-side check valve 7 that allows oil to flow only from the non-rod-side chamber 5 to the rod-side chamber 4.
[0026]
The rod side chamber 4 communicates with the reservoir R via a relief valve 8 that shares pressure expansion, and the anti-rod side chamber 5 communicates with the reservoir R via a base side check valve 9 that allows oil flow only from the reservoir R side. is doing. As a result, a one-way flow in which hydraulic oil accompanying the expansion and contraction operation of the piston 2 always flows in one direction from the rod side chamber 4 in the cylinder 1 toward the reservoir R via the relief valve 8 is configured. Further, an inner tube 10 is inserted between the cylinder 1 and the outer shell 6 to form an axial oil passage 11 separated from the reservoir R between the inner tube 10 and the cylinder 1. One end is opened to the rod side chamber 4 through a communication hole 12 formed at the end of the cylinder 1. Further, a first throttle P1 and a second throttle P2 each having one or a plurality of orifices a, b, c,..., N are respectively provided on the upper side and the lower side of the intermediate portion of the cylinder 1 corresponding to the piston neutral position. Forming. The first throttle P1 selects the other end of the oil passage 11, and the second throttle P2 selects the reservoir corresponding to the expansion / contraction operation position of the piston 2 through some or all of the orifices a, b, c. Thus, the rod side chamber 4 or the anti-rod side chamber 5 is opened and closed. In this case, since the yaw damper A is arranged in a substantially horizontal or horizontal state, the second throttle P2 positioned below the yaw damper A is always in the hydraulic oil in the reservoir R and causes aeration even when no diaphragm or the like is provided. Therefore, there is no disturbance of damping force. As combinations of the orifices a, b, and c, there are patterns shown in FIGS. 6, 7, 8, and 9.
[0027]
For example, as shown in FIG. 6, a single orifice a, b, c,..., N is formed in the middle portion of the cylinder 1 corresponding to the piston neutral position or a plurality in parallel along the axial direction, The orifices a, b, c,..., N are sequentially opened and closed by the piston 2 corresponding to the stroke position when the piston is extended or contracted.
[0028]
Further, as shown in FIGS. 7 and 8, an orifice group composed of a single orifice a, b and a plurality of orifices C1, C2,..., Cn formed along the circumferential direction corresponds to the piston neutral position. A plurality of cylinders 1 are formed in parallel in the axial direction along the axial direction.
[0029]
Furthermore, as shown in FIG. 9, an orifice group composed of a plurality of orifices C1, C2, C3, C..., Cn in a line along the circumferential direction may be provided in the middle portion of the cylinder 1 like Cn.
[0030]
The yaw damper A will be described in more detail.
[0031]
The inner periphery of the cylinder 1 has a smooth surface along the axial direction, and the outer periphery of the piston 2 is in smooth contact with the entire stroke without play.
[0032]
A rod guide 31 is coupled to one end of the cylinder 1, the inner tube 10, and the outer shell 6, and the piston rod 3 slides on the center of the rod guide 31 through a seal.
[0033]
An eye 14 is attached to the outer end of the piston rod 3, and a support rod 15 a to which the lower bracket 16 of the vehicle body side bracket D (see FIG. 1) is coupled is provided on the eye 14. On the other hand, a bottom 18 is provided at the other end of the cylinder 1 and the outer shell 6 and an eye 13 is coupled via a sealing member 17, and a support rod 15 to which a bracket C on the cart B side is coupled is connected to the eye 13. Provided (see FIG. 1) . One end of the inner tube 10 is coupled to the rod guide 31 and is coupled to an annular mounting portion 19 that projects from the outer periphery of the cylinder 1.
[0034]
The piston 2 defines a plurality of ports 20, the outlet end of the port 20, i.e., the piston-side check valve 7 of the leaf valve to the rod-side chamber 4 side is openably provided, the rod in the rod guide 31 An oil passage 21 that communicates the side chamber 4 and the reservoir R is formed, and a relief valve 8 that uses a poppet valve and that is used for pressure expansion is provided in the middle of the oil passage 21 so as to be freely opened and closed.
[0035]
The non-rod side chamber 5 communicates with the reservoir R through an oil passage 22 formed in the bottom 18, and a base side check valve 9 urged in a closing direction by a spring is provided in the middle of the oil passage 22 so as to be freely opened and closed. ing.
[0036]
Further, a stopper member 24 for isolating the reservoir R and the oil passage 11 is attached to the annular attachment portion 19 at the end portion of the inner tube 10 and the intermediate portion of the cylinder 1, and an oil hole 23 is provided in the stopper member 24. Is formed. The oil hole 23 is always open to the reservoir R, but is closed on the outer periphery of the piston 2 when the piston is neutral. Further, when the compression operation of the oil hole 23 the piston 2, i.e., when the stroke in the right direction beyond the piston neutral position in FIG. 2, communicates rod side chamber 4 and the reservoir R by opening the rod-side chamber 4, reverse At the time of the extension operation which strokes to the left, the anti-rod side chamber 5 is opened and the anti-rod side chamber 5 and the reservoir R are communicated.
[0037]
Next, the operation of the yaw damper A will be described.
[0038]
2 and 3, when the piston 2 is in the neutral position , the orifices a, b, c,..., N constituting the first and second throttles P1, P2 are closed on the outer periphery of the piston 2. It has been. When the piston 2 is expanded or contracted or has a small amplitude within a range in which the orifices a, b, c,..., N are closed, such as when the vehicle is running straight, the rod side chamber 4 and the anti-rod side chamber 5 Oil flows out from the relief valve 8 into the reservoir R. At this time, the relief valve 8 exerts a hard high damping force, suppresses the resonance of the vehicle body, and can maintain running stability.
[0039]
The piston side check valve 7 is closed during the extension operation of the piston 2 that is greatly stroked to the left as in the case of a curve traveling of the vehicle, and the oil in the rod side chamber 4 is stored in the reservoir from the oil passage 21 via the relief valve 8 that is used for both pressure expansion. It flows to R and a damping force is generated. At this time, part of the hydraulic oil flows into the oil passage 11 from the communication hole 12, and the oil in the oil passage 11 further flows into the anti-rod side chamber 5 through the orifices a, b,..., N in the first throttle P1. It flows out and exhibits a soft extension side damping force according to the number of orifices a, b,..., N opened at this time (see FIGS. 4A and B). The oil corresponding to the withdrawal volume of the piston rod 3 is introduced from the reservoir R through the base side check valve 9. On the other hand, as shown in FIGS. 4 (A) and 4 (B), when the compression operation is performed in a state where the stroke is leftward from the neutral position, a part of the oil in the non -rod side chamber 5 passes through the piston side check valve 7 to the rod side chamber. 4, part of the oil entering the piston rod intruding volume flows out to the reservoir R through the relief valve 8 and also flows out to the reservoir R through the orifices a, b,..., N in the second throttle P2. Thus, a part of the hydraulic oil generates a soft compression side damping force by the second throttle P2.
[0040]
Next, as shown in FIG. 5, during the compression operation in which the stroke is greatly increased to the right from the neutral position, the oil in the non -rod side chamber 5 flows into the rod side chamber 4 through the piston side check valve 7 and the intrusion volume of the piston rod 3 is increased. While oil flows out to the reservoir R through the relief valve 8 that shares pressure expansion, a compression side damping force is generated, while part of the hydraulic oil in the rod side chamber 4 is generated in the orifices a, b,. , N flows out to the reservoir R through a part or all of them, and a soft compression side damping force corresponding to the opening area of the orifices a, b,.
[0041]
Further , when the expansion operation is performed in a state where the stroke is to the right from the neutral position , the piston side check valve 7 is closed, and the oil in the rod side chamber 4 is stored in the reservoir R via the orifices a, b,. And a soft extension side damping force corresponding to the opening area of the orifices a, b,..., N is generated. At this time, the oil corresponding to the withdrawal volume of the piston rod 3 is introduced from the reservoir R into the non -rod-side chamber 5 through the base-side check valve 9. At this time, since the rod side chamber 4 and the oil passage 11 have the same pressure, the hydraulic oil does not flow through the orifices a, b,..., N of the first throttle P1.
[0042]
By the way, there are various patterns of the orifices a, b, c,..., N in the first and second diaphragms P1, P2, as shown in FIGS. 6 to 9, and soft attenuation corresponding to each pattern. Force characteristics are obtained.
[0043]
For example, as shown in FIG. 6A, when a single orifice a, b,..., N is formed in parallel along the axial direction, all the orifices a, b,. Stretch / pressure damping force characteristic is the hardest characteristic F1. When one orifice a or b is opened after the stroke of the extension side or compression side l1 from the neutral position, it becomes a slightly soft characteristic F2, and strokes more than l2. When all the orifices a, b,..., N are fully opened, the softest characteristic F5 is obtained. That is, as the piston 2 sequentially strokes l1, l2,... Ln and opens the orifices a, b,..., N, the damping force is changed to hard, medium, and soft according to the opening area of the orifice. In other words, it is possible to obtain a damping force characteristic that depends on the position of the piston in accordance with the stroke from the neutral position of the piston 2.
[0044]
Similarly, FIG. 7A shows a combination of a single orifice a, b and a central orifice group C1, C2, C3. When the central orifices C1, C2, C3 are opened, FIG. The characteristic becomes softer than the single orifice c of 6 (A), and the overall characteristic is as shown in graphs F1 to F4 in FIG. 7 (B).
[0045]
FIG. 8A shows the left orifice group composed of orifices C1, C2 and C3 combined with other single orifices a and b. The characteristic at that time is the graph of FIG. 8B. It is indicated by F1 to F4.
[0046]
9A shows a single orifice C1, C2, C3,..., Cn provided in one place in the circumferential direction. When the orifice C1Cn is fully opened, the soft characteristic F2 shown in FIG. Is obtained.
[0047]
The combination patterns of the orifices a, b,..., N in the first and second apertures P1, P2 are not limited to the illustrated ones, and various patterns can be made based on the same idea.
[0048]
【The invention's effect】
The present invention has the following effects.
[0049]
[0050]
[0051]
(1) According to the first, second, and third aspects of the invention, a high damping force can be generated by fully closing the first and second throttles in the neutral position of the piston or in the vicinity of the neutral position. A soft damping force corresponding to the opening areas of the first and second diaphragms can be obtained at the expansion / contraction stroke position. That is, a position-dependent damping force according to the stroke position of the piston can be exhibited.
[0052]
(2) Similarly, since the hydraulic oil flow accompanying the expansion / contraction operation of the damper is a one-way flow, the damping force on the expansion side and the compression side is generated by the same first and second throttles as the same relief pressure relief valve. The same damping force can be obtained, the design of the damping force generation mechanism is easy, and the cylinder is placed in a horizontal or substantially horizontal state, so that a horizontal damper can be used without using a reservoir diaphragm or bellows. And can be manufactured at a low cost with a simple structure as compared with a conventional horizontal damper.
[0053]
(3) Similarly, since the damping force can be generated over the entire stroke with the same damping force generation mechanism without grooving the inner periphery of the cylinder, the piston can be smoothly moved in the cylinder over the entire stroke without any step. It is possible to prevent the occurrence of backlash, and to prevent damage to the seal on the outer periphery of the piston.
[Brief description of the drawings]
FIG. 1 is an exploded perspective view of a railway vehicle suspension system according to the present invention.
FIG. 2 is a longitudinal front view of a yaw damper according to the present invention.
FIG. 3 is a partially enlarged sectional view of FIG . 2 ;
[4] (A) (B) the piston is a partially enlarged cross-sectional view of FIG. 2 in a state in which tension stroke.
5 is a partially enlarged cross-sectional view of FIG. 2 in a state where a piston has undergone a compression stroke.
6A and 6B are development diagrams of orifice combination patterns and graphs of damping force characteristics thereof according to one embodiment.
7A and 7B are development views of orifice combination patterns and graphs of damping force characteristics thereof according to other embodiments.
8A and 8B are development views of orifice combination patterns according to other embodiments and a graph of the damping force characteristics thereof.
9A and 9B are development views of orifice combination patterns and graphs of damping force characteristics thereof according to other embodiments.
FIG. 10 is a longitudinal front view of a conventional yaw damper.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Cylinder 2 Piston 3 Piston rod 4 Rod side chamber 5 Anti-rod side chamber 6 Outer shell 7 Check valve 8 Relief valve 9 Base side check valve 10 Inner tube 11 Oil passage 12 Communication hole A Yaw damper B Carriage D Bracket E Chassis frame R Reservoir P1, P2 Restriction a, b, c, ..., n Orifice

Claims (3)

A piston rod is movably inserted into a horizontally or substantially horizontally disposed cylinder via a piston, and the piston divides the rod side chamber and the anti-rod side chamber inside the cylinder, and an outer shell is disposed outside the cylinder. The reservoir is provided between the cylinder and the outer shell, and the piston is provided with a piston-side check valve that allows oil to flow only from the non-rod-side chamber to the rod-side chamber. The non-rod side chamber is connected to the reservoir via a base-side check valve that allows oil to flow only from the reservoir side, and the hydraulic oil accompanying the expansion / contraction operation of the piston is unidirectional via the relief valve. The inner tube is inserted between the cylinder and the outer shell. An axial oil passage that is isolated from the reservoir is formed between the cylinder and the cylinder, and one end of this oil passage opens into the rod side chamber through a communication hole formed at the end of the cylinder, and reaches the piston neutral position. First and second throttles each having one or a plurality of orifices are formed on the upper side and the lower side of the corresponding cylinder middle part, the first throttle is the other end of the oil passage, and the second throttle is A railway vehicle yaw damper, wherein the reservoir is selectively opened and closed to the rod side chamber or the anti-rod side chamber in correspondence with the expansion / contraction operation position of the piston through a part or all of the orifice.  A single orifice constituting the first and second throttles is formed in the middle part of the cylinder corresponding to the piston neutral position or in parallel along the axial direction, and corresponds to the stroke position when the piston is extended or contracted. The railway railway yaw damper according to claim 1, wherein each orifice is opened and closed by a piston in sequence.  A plurality of orifice groups consisting of a single orifice constituting the first and second throttles and a plurality of orifices formed along the circumferential direction are arranged in parallel along the axial direction in the middle portion of the cylinder corresponding to the piston neutral position. The railway vehicle yaw damper according to claim 1, wherein

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