JP4968277B2 - Anti-rolling equipment for railway vehicles - Google Patents

Description

  The present invention not only improves the riding comfort when passing on a straight road, but also further improves the running speed on a curved road and improves the riding comfort when passing on a curved road with the improved running speed. The present invention relates to an anti-rolling device for railway vehicles.

  When a railway vehicle passes a curved road, in order to prevent the passage at high speed and the passenger's riding comfort at that time from deteriorating, the canal is applied to the curved part of the track, and the resultant force of centrifugal force and gravity is It is designed to work perpendicular to the floor.

  In order to improve the traveling speed on this curved road, it is sufficient to increase the amount of cant.However, if the amount of cant is increased too much, when the vehicle is driven at a low speed or stopped, the inclination of the vehicle body increases and passengers are There is an uncomfortable feeling and there is a risk that the vehicle may fall to the inner track side of the curved road. Therefore, an upper limit is set for the cant amount for safety.

  By the way, when the vehicle travels at a speed exceeding the equilibrium speed calculated from the amount of cant applied to the track, excessive centrifugal force that cannot be canceled by cant is generated in the vehicle (particularly the vehicle body), and the ride comfort is deteriorated. There is also a risk of derailment.

  Accordingly, various vehicle body tilt control devices have been adopted in order to enable further high-speed traveling on curved roads without causing passengers to feel uncomfortable centrifugal force. This vehicle body tilt control device forcibly tilts the vehicle body so that the resultant force of excess centrifugal force and gravity acts perpendicularly to the vehicle body floor surface, an example of which is shown in FIG.

  In FIG. 4, the vehicle body 22 is tilted by controlling the air supplied to and discharged from the air springs 23 provided in pairs on the left and right sides in the width direction on the carriage 21 (Patent Document 1). . In such vehicle body tilt control, there is no example in which an anti-rolling device for suppressing rolling vibration of the vehicle body 22 is compatible. In FIG. 4, reference numeral 21a denotes a shaft spring, 21b denotes a shaft box, 21c denotes a wheel shaft, and 21d denotes a carriage frame.

  When the vehicle travels on a curved road at a speed exceeding the equilibrium speed, an excessive centrifugal force that cannot be canceled by the cant is generated in the vehicle (particularly the vehicle body), and the vehicle body 22 is neutral with respect to the carriage 21 as shown in FIG. As described above, it is inclined from the position (indicated by the solid line) to the outer gauge side (indicated by the broken line).

  The vehicle body tilt control device operates against the vehicle body inclination toward the outer gauge side, and the air spring 23 located on the outer gauge side is supplied with air so that the resultant force of centrifugal force and gravity acts perpendicularly to the vehicle body floor surface. On the other hand, the air spring 23 located on the inner track side exhausts, thereby tilting the vehicle body 22 toward the inner track side as shown by a solid line in FIG.

  However, when an anti-rolling device is added to the vehicle body tilt control device, in the vehicle body tilt control, from the position where the vehicle body 22 is tilted to the outer gauge side shown by the broken line in FIG. 5C, to the neutral position shown by the solid line. The vehicle body tilt control and the anti-rolling device operate in the same direction (the direction indicated by the white arrow), but when the vehicle body tilt control exceeds the neutral position, as indicated by the imaginary line, the anti-rolling device Acts in the direction opposite to the vehicle body tilt control (the direction indicated by the black arrow) to return the vehicle body 22 to the neutral position.

  Conventionally, as this anti-rolling device, a single torsion bar 24 as shown in FIG. 6 has been adopted, so that its torsional rigidity naturally has linear rigidity as shown in FIG. Therefore, the vehicle body tilt control is hindered from the region where the vehicle body roll displacement is small.

  For the above-described reason, in actuality, the anti-rolling action is not used in the vehicle body tilt control using the air spring.

JP-A-11-34868

  The problem to be solved by the present invention is that the vehicle body tilt control using the air spring and the anti-rolling action cannot be achieved at the time of traveling on a curved road.

The anti-rolling device for a railway vehicle of the present invention is
In order to improve traveling speed and improve riding comfort at the improved traveling speed when traveling on curved roads, the body tilt using air springs and the riding comfort when passing through straight and curved roads are improved. To enable both anti-rolling devices to
The most important feature is that an anti-rolling device ON / OFF switching mechanism is provided.

As an ON / OFF switching mechanism in this anti-rolling device,
A structure in which either one of the cart or the vehicle body has a clutch interposed in the middle of a torsion bar that is supported in the vehicle width direction so as to freely rotate, and can be turned ON / OFF for an anti-rolling action.
Or
A torsion bar that is supported in the vehicle width direction so as to be freely rotatable is attached to either the carriage or the vehicle body, and is incorporated in series with a link integrated with the torsion bar. It is desirable to use a damper that can be switched in two stages where the damping force is almost zero.

  In the anti-rolling device for a railway vehicle according to the present invention, the configuration of the clutch is not particularly limited. For example, an anti-rolling device that can electrically switch ON / OFF of the anti-rolling action is conceivable.

  Similarly, the configuration of the damper is not particularly limited as long as it can be switched between when a large damping force is generated and when the damping force is almost zero. For example, the opening of an orifice provided in the damper is not limited. What is necessary is just to employ | adopt the structure etc. which can be switched to two steps, a full open state and a minimum state.

  In the present invention, for example, a clutch is interposed in the middle of the torsion bar so that the anti-rolling action can be switched on / off, or when a large damping force is generated, and switched to two stages where the damping force becomes almost zero. Since the torsion bar is attached via a damper that can be used, the anti-rolling device may be hindered by switching the clutch to OFF or setting the damper's damping factor to approximately zero when controlling the vehicle body tilt when driving on a curved road. Can be prevented as much as possible.

  That is, in the railway vehicle equipped with the anti-rolling device of the present invention, both the vehicle body tilt control and the anti-rolling action are applied to the vehicle, thereby achieving both further improvement in traveling speed and improvement in riding comfort. Will be able to.

It is a figure explaining the anti-rolling apparatus of 1st this invention, (a) is the figure seen from the plane direction, (b) is the figure seen from the side surface direction. It is a figure explaining the anti-rolling apparatus of 2nd this invention, (a) is the figure seen from the front direction, The figure seen from the plane direction of (b). FIG. 4 is a diagram showing a relationship between a roll displacement of a vehicle body and a vehicle body inclination restoring force in the anti-rolling device of the present invention, where (a) shows a normal traveling time and (b) shows a vehicle body inclination control time. It is a figure which shows an example of a vehicle body tilt control apparatus. (A)-(c) is a figure explaining order for the body tilt and anti-rolling action at the time of curve road travel. It is a figure explaining the conventional torsion bar. It is a figure showing the relationship between the roll displacement of the vehicle body and the vehicle body inclination restoring force in the conventional anti-rolling device.

  In the present invention, an object of the anti-rolling device is to make it possible to achieve both a vehicle body inclination using an air spring during traveling on a curved road and an anti-rolling device that improves riding comfort when passing through a straight road and a curved road. Realized by providing an ON / OFF switching mechanism.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to FIGS.
1 to 3 are diagrams for explaining an anti-rolling apparatus according to the present invention.

  1 to 3, reference numeral 11 denotes an anti-rolling device according to the present invention that is added to a railway vehicle that controls the inclination of the vehicle body 22 by supplying and discharging air to and from the air spring based on the inclination detection of the vehicle body 22. 22 is for preventing the rolling of 22 and an anti-rolling device ON / OFF switching mechanism is provided.

  The torsion bar 12 constituting the anti-rolling device 11 of the present invention is attached to a vehicle body 22 (or a carriage) by a bracket 13 so as to be freely rotatable, and a link 14 integrated by serration, and the link 14 It is connected to a carriage 21 (or a vehicle body) via a rod 15 attached so as to be freely rotatable.

  In the anti-rolling device 11 according to the first aspect of the present invention shown in FIG. 1, an ON / OFF switching mechanism 16 is interposed at the center of the torsion bar 12, for example, so that it can be switched between ON and OFF electrically. It is configured as follows.

  By adopting such a configuration, when the vehicle body 22 is inclined, the anti-rolling can be performed if the clutch 6 is turned on during normal driving so as to have the characteristics shown in FIG. The inclination can be restored by the device 11.

  On the other hand, when traveling on a curved road, the anti-rolling device can be realized by switching the clutch 16 to the OFF state so as to have the characteristics shown by the solid line in FIG. 11 no longer interferes with the vehicle body tilt control.

2A and 2B are views for explaining an anti-rolling apparatus according to the second aspect of the present invention. FIG. 2A is a view seen from the front direction, and FIG. 2B is a view seen from the plane direction.
In the example shown in FIG. 2, the ON / OFF switching of the anti-rolling action can be switched between the rod 15 incorporated in series with the link, for example, when the large damping force is generated and in two stages where the damping force is almost zero. This is done by replacing the damper 17 with a new one.

  By adopting such a configuration, during normal traveling, for example, the orifice provided in the damper 17 is switched to the minimum opening so that the damping force is large as shown in FIG. If the vehicle body 22 is inclined, the anti-rolling device 11 can restore the inclination.

  On the other hand, when traveling on a curved road, the opening degree of the orifice is switched to full open during the vehicle body tilt control by supplying and exhausting air to the air spring 23 so that the damping force as shown by the broken line in FIG. If it has such a characteristic, it is possible to prevent the anti-rolling device 11 from interfering with the vehicle body tilt control.

  With the anti-rolling device 11 of the present invention configured as described above, the anti-rolling action by the torsion bar 12 does not work at all or becomes as small as possible in the vehicle body tilt control when traveling on a curved road. Therefore, the obstacle to the vehicle body tilt control can be minimized.

  That is, in the railway vehicle equipped with the anti-rolling device of the present invention, the anti-rolling device is used when the vehicle body tilt control is not performed during normal traveling such as straight traveling or when traveling on a curved road. Both the anti-rolling action is applied to the vehicle, so that it is possible to achieve both further improvement in traveling speed and improvement in riding comfort.

  The present invention is not limited to the above example, and it goes without saying that the embodiment may be appropriately changed within the scope of the technical idea described in each claim.

  The anti-rolling device of the present invention can be applied not only to railway vehicles that perform vehicle body tilt control by supplying and discharging air to and from air springs, but also to all types of railway vehicles.

11 Anti-rolling device 12 Torsion bar 16 Clutch 17 Damper 21 Bogie 22 Car body 23 Air spring

Claims (3)

In the anti-rolling device added to the railway vehicle that controls the inclination of the vehicle body supported on the carriage by supplying and discharging air to a pair of air springs provided on the carriage based on the detection of the inclination of the vehicle body,
An anti-rolling device for a railway vehicle, comprising an ON / OFF switching mechanism for the anti-rolling device. The ON / OFF switching mechanism is
A clutch is interposed in the middle of a torsion bar that is supported in the vehicle width direction so as to be freely rotatable on either the carriage or the vehicle body so that the anti-rolling action can be switched ON / OFF. The anti-rolling device for a railway vehicle according to claim 1, wherein the anti-rolling device is provided. The ON / OFF switching mechanism is
A torsion bar that is supported in the vehicle width direction so as to be freely rotatable is attached to either the carriage or the vehicle body, and is incorporated in series with a link integrated with the torsion bar. The anti-rolling device for a railway vehicle according to claim 1, wherein the anti-rolling device for a railway vehicle is constituted by a damper that can be switched in two stages in which the damping force becomes substantially zero.

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