JP6557407B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle including a carriage suspension mechanism that reduces bending vibration in the vertical direction of a vehicle body.

  Bending vibration in the vertical direction of the body of a railway vehicle greatly affects riding comfort. Generally, the natural frequency of the primary bending vibration in the vertical direction of the vehicle body (hereinafter referred to as “vehicle body primary bending vibration”) often exists in the vicinity of 10 Hz. The frequency range in which human sensitivity to vertical vibration is high is 4 to 8 Hz, and the natural frequency of the primary bending vibration of the vehicle body is close to the frequency band in which this human sensitivity is high. Passengers are likely to feel uncomfortable. Therefore, reducing the primary bending vibration of the vehicle body is important for improving riding comfort and improving comfort.

  Patent Document 1 discloses a method for reducing the primary bending vibration of the vehicle body by appropriately setting the characteristics of a member that couples the longitudinal direction of the vehicle body and the carriage for the purpose of reducing the primary bending vibration of the vehicle body.

Japanese Patent Laid-Open No. 2004-203171

  In the method described in Patent Document 1, the vibration mode in which the carriage is displaced in the front-rear direction with respect to the vehicle body via a member that couples the carriage and the vehicle body is a dynamic damper that reduces the primary bending vibration of the vehicle body. It is clear that the amplitude of the primary bending vibration of the vehicle body can be reduced when the natural frequency of the longitudinal vibration of the carriage matches the frequency of the primary bending vibration of the vehicle body.

  In addition, the method described in Patent Document 1 matches the natural frequency of the primary bending vibration of the vehicle body with the natural frequency of the carriage in the front-rear direction in order to reduce the primary bending vibration of the vehicle body. The optimal value of the rubber rigidity of the attachment part such as a traction device or a yaw damper between the two is derived by a mathematical formula.

  In an actual railway car, the arrangement of the sliding doors used for getting on and off the windows and the arrangement and weight of the equipment installed under the floor of the vehicle differ depending on the cars constituting the train. The natural frequencies are not the same and have a difference of about 1 to 2 Hz.

  For this reason, in order to improve the riding comfort based on the mathematical expression described in Patent Document 1, in order to make the natural frequency of the longitudinal vibration of the carriage coincide with the natural frequency of the primary bending vibration of the vehicle body, the traction device and the yaw damper By calculating the appropriate value of the rubber rigidity of the mounting portion, the appropriate value of the plurality of rubber rigidity corresponding to each car is calculated.

  If each car has multiple rubber rigidity at the attachment part of the traction device and the yaw damper, not only will the cost of managing the spare parts of the traction device and the yaw damper increase, but also the traction device and the yaw damper having the predetermined rubber rigidity will be knitted. The manufacturing man-hours for securely attaching to each of the vehicles are likely to increase.

  SUMMARY OF THE INVENTION Therefore, an object of the present invention is to provide a railway vehicle that reduces the primary bending vibration of the vehicle body and improves the ride comfort without changing the rubber rigidity of the attaching portion of the traction device and the yaw damper provided in each of the cars constituting the knitting. Is to provide.

  The present invention is a railway vehicle having a vehicle body, a first carriage that supports one end of the vehicle body, and a second carriage that supports the other end of the vehicle body, the vehicle body and the first carriage. And a second connection member for connecting the vehicle body and the second carriage along the longitudinal direction of the vehicle body, the first connection member of the first connection member The mounting height from the track differs from the mounting height from the track of the second connecting member.

  According to the railway vehicle of the present invention, the primary bending vibration is reduced and the ride comfort is improved without changing the rubber rigidity of the attaching portion of the traction device and the yaw damper provided in each car constituting the knitting. A railway vehicle can be provided.

FIG. 1 is a side view of the railcar according to the first embodiment. FIG. 2 is a schematic diagram illustrating a state in which the primary bending vibration of the vehicle body is not suppressed when the yaw damper devices of the front carriage and the rear carriage are attached below the center of gravity of each carriage. FIG. 3 shows that when the yaw damper device of the front carriage is attached below the center of gravity of the front carriage and the yaw damper device of the rear carriage is attached above the center of gravity of the rear carriage, the primary bending vibration of the vehicle body It is a schematic diagram which shows a mode that it is suppressed. FIG. 4 is a diagram showing a simulation result showing the influence of the mounting position of the yaw damper device in the height direction on the vibration acceleration power spectral density in the vertical direction at the center in the longitudinal direction of the vehicle body. FIG. 5 is a side view of another type of railway vehicle according to the first embodiment. FIG. 6 is a side view of the railway vehicle according to the second embodiment. FIG. 7 is a side view of the railway vehicle according to the third embodiment. FIG. 8 is a side view of the railway vehicle according to the fourth embodiment. FIG. 9 is a concept for explaining the principle that the dynamic action height of the damping force acting on the vehicle body can be adjusted when the damping force of the yaw damper device provided in two stages according to the fourth embodiment is independently controlled. FIG. FIG. 10 is a flowchart for explaining a method of controlling the damping force of the yaw damper device provided in the front carriage and the rear carriage based on the traveling speed of the railway vehicle according to the fourth embodiment.

  Embodiments according to the present invention will be described below with reference to the drawings. In the following description, the direction to be provided is defined. In the vehicle body 1 shown in the figure, the longitudinal direction (front-rear direction, traveling direction, rail direction) is the X direction, the width direction (sleeper direction) is the Y direction, and the height direction is the Z direction. In some cases, they are simply referred to as an X direction, a Y direction, and a Z direction.

FIG. 1 is a side view of the railcar according to the first embodiment. The railway vehicle includes a vehicle body 1 on which passengers and the like get on, and a carriage 16 and a carriage 17 that support both ends of the vehicle body 1.
The carriage 16 (17) is provided along the X direction and a pair of side beams spaced in the Y direction, and a horizontal beam 74 (shown in the figure) that is provided along the Y direction and connects the center of the side beams in the X direction. 5), a wheel shaft 13 composed of wheels and axles, a shaft box body 12 that rotatably supports the wheel shaft 13, a shaft spring device 14 that elastically supports the shaft box body 12 on the carriage frame 11, and the like. Composed.

  The vehicle body 1 and the carriage 16 (17) are connected by a traction link 72 (73) (see FIG. 5) provided along the X direction and a yaw damper device 4 provided along the X direction. The tow link 72 (73) connects the center pin 71 (see FIG. 5) hanging from the lower surface of the frame that forms the floor of the vehicle body 1 and the horizontal beam 74 of the vehicle frame 11 of the vehicle 16 (17). . The yaw damper device 4 connects a lower end portion of the yaw damper body receiver 3 extending in the Z direction from the lower surface of the vehicle body 1 and a yaw damper carriage receiver 6 provided at an end portion of the carriage 16 (17) in the Y direction. That is, the traction link 72 (73) and the yaw damper device 4 are connecting members that connect the vehicle body 1 and the carriage 16 (17) in the longitudinal direction of the vehicle body 1.

  Air springs 8 that elastically support the vehicle body 1 in the Z direction are provided on the upper surfaces of both ends in the Y direction of the transverse beam forming the carriage frame 11. The air spring 8 includes a bag-shaped bellows, and high pressure air is supplied to the bellows from an air pressurizing means (not shown).

  The vehicle body 1 and the bogie frame 11 (bogies 16 and 17) are elastically supported in the X direction by the traction device 7, the yaw damper device 4, and the air spring 8. That is, the traction device 7, the yaw damper device 4, and the air spring 8 act as springs in the X direction.

  The yaw damper device 4 of the carriage 16 is at a height position H from the track (the upper surface of the rail) 10, the yaw damper device 4 of the carriage 17 is at a height position I from the track 10, and the longitudinal direction of the yaw damper device 4 is It arrange | positions in the aspect along a X direction. That is, the yaw damper device 4 functions as a member that attenuates vibration in the X direction between the vehicle body 1 and the carriage 16 (17).

  With the above configuration, the carriage 16 (17) is elastically supported in the X direction by the air spring 8, the traction device 7 and the yaw damper device 4 with respect to the vehicle body 1. In particular, the yaw damper device 4 can reduce vibration level by consuming vibration energy in the X direction. Further, the carriage 16 (17) can follow the irregularity of the track 10 in the Z direction because the shaft spring device 14 can allow the vertical displacement of the axle box support device 12 with respect to the irregularity of the track 10 in the Z direction. .

  FIG. 2 is a schematic diagram showing a state in which the primary bending vibration of the vehicle body is not suppressed when the yaw damper devices of the front carriage and the rear carriage are both attached below the center of gravity of each carriage.

  The vehicle body 20 is supported by a carriage 26 (27) having a carriage frame 21 and a wheel shaft 23 via an air spring 28. The yaw damper device 24 connects the yaw damper body receiver 83 of the vehicle body 20 and the yaw damper carriage receiver 86 of the carriage 26 (27). Further, the excitation condition in which the vehicle body primary bending vibration is likely to be excited is when the length of two wavelengths of the sine wave that simulates the Z-direction irregularity of the track 10 is equal to the distance L between the carriage 26 and the carriage 27. Yes (same for FIG. 3).

  In the following, referring to FIG. 2, the yaw damper device 24 of the carriage 26 (front carriage) and the carriage 27 (rear carriage) has a height dimension J under vibration conditions in which the vehicle body primary bending vibration is likely to be excited. A description will be given of how the primary bending vibration of the vehicle body is not suppressed when it is attached to the yaw damper vehicle body receiver 83 (when the yaw damper device 24 of the carriage 26 and the carriage 27 is attached at the same height position H from the track 10).

  When the vehicle body 20 travels on an uneven track, the track 10 vibrates the carriage 26 (27) in the X direction and the Z direction, so the vehicle body 20 is a coupling member between the vehicle body 20 and the carriage 26 (27). The vibration is applied via the yaw damper device 24, the air spring 28, and the traction device (not shown).

  When the carriage 26 and the carriage 27 are vibrated in the + Z direction with the same phase, the vibration force 200 in the + Z direction acts on both ends of the car body 20 in the X direction via the air spring 28. Since this excitation force 200 acts in the + Z direction at a position outside the node 300 of the primary bending vibration of the vehicle body 20 (the end portion side in the X direction), the vehicle body 20 has a central portion in the X direction of the vehicle body 20. A vehicle body primary bending vibration 100 that vibrates in the +/− Z direction is generated. When the amplitude of the vehicle body primary bending vibration 100 swings in the −Z direction, the vehicle body 20 is deformed into a convex shape in the −Z direction (downward), and a tensile force 102 in the X direction is generated on the floor surface of the vehicle body 20. A compressive force 101 in the X direction on the roof surface of the vehicle body 20 is generated.

  Further, due to the unevenness of the track 10, the carriage 26 (27) causes a pitching vibration 110 (vibration in the XZ plane) clockwise around the center of gravity 90 of the carriage. Since the yaw damper device 24 is connected below the center of gravity 90 of the carriage 26 (27) in the Z direction, the carriage frame 21 of the carriage 26 moves the yaw damper device 24 when the carriage 26 (27) performs clockwise pitching vibration 110. The vehicle 20 is pushed in the direction opposite to the traveling direction (−X direction). On the other hand, the bogie frame 21 of the bogie 27 pulls the yaw damper device 24 in the direction opposite to the traveling direction of the vehicle 20 (−X direction).

  The yaw damper device 24 pushed in the −X direction (or pulled in the −X direction) pushes the yaw damper vehicle body receiver 83 in the −X direction with a damping force obtained by converting the speed in the −X direction. The yaw damper vehicle body receiver 83 pushed in the −X direction transmits a −X direction damping force 201 to the floor surface of the vehicle body 20.

  Since the excitation force 201 caused by the pitching vibration 110 of the carriage 26 and the carriage 27 both pushes the floor surface of the vehicle body 20 in the −X direction, the tensile force 102 of the floor surface of the vehicle body 20 caused by the vehicle body primary bending vibration 100. Does not reduce. That is, the vehicle body primary bending vibration is not suppressed.

  FIG. 3 shows that when the yaw damper device of the front carriage is attached below the center of gravity of the front carriage and the yaw damper device of the rear carriage is attached above the center of gravity of the rear carriage, the primary bending vibration of the vehicle body It is a schematic diagram which shows a mode that it is suppressed.

  In the following, referring to FIG. 3, the yaw damper device 24 of the carriage 26 (front carriage) is attached to the yaw damper body receiver 83 having a height dimension J (track) under the excitation condition in which the vehicle body primary bending vibration is likely to be excited. 10 to a height dimension H from the yaw damper device 24), and the yaw damper device 24 of the carriage 27 (rear carriage) is mounted on a yaw damper body receiver 83 having a height dimension K (height dimension I from the track 10 to the yaw damper device 24). In this case, the action of suppressing the primary bending vibration of the vehicle body will be described.

  Here, when the vehicle body 20 travels under a condition in which the vehicle body primary bending vibration is likely to be excited, the floor of the vehicle body 20 is deformed when the vehicle body 20 is convexly deformed in the −Z direction due to the primary bending vibration generated in the vehicle body 20. The process up to the point where the tensile force 102 in the X direction is generated on the surface and the compressive force 101 in the X direction is generated on the roof surface of the vehicle body 20 is the same as described above with reference to FIG.

  When the carriage 26 performs pitching vibration 110 around the center of gravity 90 of the carriage, the yaw damper device 24 is at a position lower than the center of gravity 90 of the carriage, so the carriage frame 21 of the carriage 26 pushes the yaw damper device 24 in the −X direction. On the other hand, when the carriage 27 performs pitching vibration 110 around the center of gravity 90 of the carriage, the yaw damper device 24 is positioned higher than the center of gravity 90 of the carriage, so the carriage frame 21 of the carriage 27 pushes the yaw damper device 24 in the X direction.

  The yaw damper device 24 pushed in the −X direction pushes the yaw damper vehicle body receiver 83 in the −X direction with a damping force obtained by converting the speed in the −X direction. The yaw damper vehicle body receiver 83 pushed in the −X direction transmits a −X direction damping force 201 to the floor surface of the vehicle body 20. On the other hand, the yaw damper device 24 pushed in the + X direction pushes the yaw damper vehicle body receiver 83 in the + X direction with a damping force obtained by converting the speed in the + X direction. The yaw damper vehicle body receiver 83 pushed in the + X direction transmits a damping force 202 in the + X direction to the floor surface of the vehicle body 20.

  On the floor surface of the vehicle body 20, a −X-direction damping force 201 caused by the pitching vibration 110 of the carriage 26 and a + X-direction damping force 202 caused by the pitching vibration 110 of the carriage 27 are generated. A compressive force that compresses X along the X direction is generated. This compressive force has the same effect as a force that deforms the vehicle body 20 into a convex shape in the + Z direction (a vehicle body primary bend that protrudes upward).

  Therefore, this compressive force acts in a direction that cancels the pulling force 102 along the X direction generated on the floor surface of the vehicle body 20 when the amplitude of the vehicle body primary bending vibration 100 swings in the −Z direction, or is convex downward. Since it has the action of generating a convex primary vehicle bending vibration above the opposite phase that cancels the primary vehicle bending vibration, the primary vehicle bending vibration is consequently reduced.

  As described above, the mounting height H (I) from the track 10 of the yaw damper device 24 that is the vibration transmission path between the vehicle body 20 and the carriage 26 (27) is an element that changes the phase of vibration transmitted from the carriage to the vehicle body. is there. Therefore, by changing the mounting height H (I) in consideration of the height of the center of gravity of the bogies of the front and rear trolleys from the track 10, a force that exerts an antiphase primary body bending that cancels the primary body bending vibration is generated. The primary bending vibration of the vehicle body can be reduced.

  FIG. 4 is a diagram showing a simulation result showing the influence of the mounting position in the height direction of the yaw damper device on the vibration acceleration power spectral density in the vertical direction at the center in the longitudinal direction of the vehicle body. In an excitation condition in the case where there are two undulations in the Z direction of the track 10 simulated by a sine wave within the dimension L in the X direction between the carriage 26 and the carriage 27 (see FIGS. 2 and 3). When the mounting height position of the carriage 26 of the vehicle body 20 from the track of the yaw damper device is below the center of gravity position of the cart, and the mounting height position of the cart 27 from the track of the yaw damper device is above the center of gravity position of the cart. The action of reducing the primary bending vibration of the vehicle body is described (see FIG. 3).

  A solid line 60 is a power spectral density (PSD) based on a simulation of vibration acceleration in the vertical direction of the center of the vehicle body of a conventional railway vehicle, and the case where the mounting positions of the yaw damper device are the same from the track of the carriage 26 and the carriage 27. On the other hand, a dotted line 61 is a power spectral density (PSD) obtained by simulation of vibration acceleration in the vertical direction of the central part of the vehicle body of the railway vehicle according to the present invention. That is, when the mounting height position of the carriage 26 from the track of the yaw damper device is below the gravity center position of the carriage 26 and the mounting height position of the carriage 27 from the track of the yaw damper device is above the gravity center position of the carriage 27. It is.

  When a railway vehicle that travels at a speed V resulting from the primary bending vibration of the vehicle body that greatly affects passenger comfort travels on the track 10 under the above-described conditions, the vibration frequency F [ Hz] is derived from 2 × V / L. According to the present invention, it is possible to reduce the primary bending vibration of the vehicle body that is generated as a result of being vibrated at this vibration frequency F. Therefore, it has been confirmed that the power spectral density (PSD) waveform at the frequency F can be reduced as shown in FIG.

  As described above, the frequency F at which the vertical vibration of the vehicle body can be reduced by changing the mounting height position of the yaw damper device between the front carriage and the rear carriage is the distance L between the front and rear carriages and the traveling speed V of the railway vehicle. Is unambiguously determined. For this reason, as long as the distance L between the carriages is the same in the same knitting, the same vibration reduction effect can be expected in any car. Therefore, the rubber rigidity of the fastening element that fastens the carriage and the vehicle body is set appropriately. Thus, it is possible to provide a railway vehicle that reduces the primary bending vibration of the vehicle body and improves the ride comfort without using the longitudinal vibration of the carriage as a dynamic vibration absorber.

  FIG. 5 is a side view of another type of railway vehicle according to the first embodiment. A center pin 71 is provided at both ends in the X direction of the floor surface of the vehicle body 1 in a manner of hanging in the −Z direction, and the carriage 16 (17) turns around the center pin 71 in a horizontal plane. The driving force and braking force of the carriage 16 (17) are transmitted to the vehicle body 1 via a tow link 72 (73) connecting the carriage 16 (17) and the center pin 71.

  The center pin 71 has a flange portion (not shown) at the upper end portion in the + Z direction, and this flange portion constitutes a frame that is a floor surface of the vehicle body 1 and is fixed to a pillow beam 76 provided along the Y direction. Is done.

  The traction link 72 (73) is a member provided along the X direction, and is connected to the center pin 71 via a rubber bush provided at one end of the traction link 72 (73), and at the other end. The cart 16 (17) is configured and connected to a cross beam 74 provided along the Y direction via a rubber bush provided.

  The center pin 71, the traction link 72 (73), and the like constitute a traction device 70. Although not shown, the railway vehicle shown in FIG. 5 includes a yaw damper device, an air spring, and the like.

  The traction device 70 constitutes a vibration transmission path through which vibration such as pitching of the carriage 16 (17) is transmitted to the vehicle body 1 in the same manner as the above-described yaw damper device. The traction link 72 of the carriage 16 is fixed at a position with a height H in the + Z direction from the track 10, and the traction link 73 of the carriage 17 is fixed at a position with a height I in the + Z direction from the track 10.

  As described above, the traction links of the front and rear carriages can be used without appropriately setting the rubber rigidity of the fastening element that fastens the carriage and the vehicle body and using the longitudinal vibration of the carriage as a dynamic vibration absorber. By making the mounting height of 72 (73) different, it is possible to provide a railway vehicle that reduces the primary bending vibration of the vehicle body and improves the riding comfort.

FIG. 6 is a side view of the railway vehicle according to the second embodiment. The railway vehicle according to the second embodiment includes a configuration in which yaw damper devices having a damping force switching mechanism are arranged in two stages in the height direction.
The vehicle body 1 is supported by the carriages 57 and 58, and the yaw damper devices 44 and 45 with a damping force switching function are connected to the vehicle body 1 and the yaw damper carriage receiver 46 at both ends in the Y direction of the carriage frame 11 of the carriage 57 (58). A structure is provided that connects the yaw damper body receiver 43 and is stacked in the Z direction. The yaw damper device 44 with a damping force switching function is provided at a position of the height dimension H from the track 10, and the yaw damper device 45 with a damping force switching function is provided at a position of the height dimension I from the track 10.

  The yaw damper device 44 (45) with a damping force switching function switches and controls the flow path provided to obtain resistance when the piston provided in the yaw damper operates, for example, with an electromagnetic valve. The magnitude of the damping force can be arbitrarily controlled.

  Next, a damping force switching control method of the yaw damper device 44 (45) with a damping force switching function will be described. The yaw damper device 44 with a damping force switching function of the carriage 57 is set in an operating state where a damping force can be obtained, and the yaw damper device 45 with a damping force switching function is set in a non-operating state where a damping force cannot be obtained. At the same time, the yaw damper device 44 with a damping force switching function of the carriage 58 is set to a non-operating state where a damping force cannot be obtained, and the yaw damper device 45 with a damping force switching function is set to an operating state where a damping force can be obtained. Thereby, similarly to Example 1, the state equivalent to changing the attachment height position of a yaw damper apparatus with a front trolley | bogie and a rear trolley | bogie can be comprised.

  By switching the operation state of the yaw damper device 44 (45) with a damping force switching function by the control method described above, the rubber rigidity of the fastening element that fastens the carriage and the vehicle body is set appropriately, and vibrations in the longitudinal direction of the carriage are moved. Even if it is not used as a vibration absorber, it is possible to provide a railway vehicle that reduces the primary bending vibration of the vehicle body and improves the riding comfort.

  Furthermore, since the non-operation state in which the yaw damper device 44 (45) with the damping force switching function does not operate can be provided, the replacement cycle of the yaw damper device 44 (45) with the damping force switching function can be extended. The switching timing between the operating state and the non-operating state of the yaw damper device 44 (45) with the damping force switching function may be switched when the traveling direction of the railway vehicle changes.

  FIG. 7 is a side view of the railway vehicle according to the third embodiment. The railway vehicle according to the third embodiment includes a device that can change the mounting position of the yaw damper device in the height direction.

  The yaw damper device 54 is provided between the slider mechanism 55a provided in the yaw damper body receiver 53 fixed to the lower surface of the base frame that forms the floor of the vehicle body 1 and the slider mechanism 55b provided in the yaw damper base receiver 56 fixed to the truck frame 11. Provided. The slider mechanism 55a (55b) is constituted by, for example, a rack and pinion mechanism or a linear motor mechanism, and can arbitrarily change the mounting height (position) H of the yaw damper vehicle body receiver 53 from the track 10.

  That is, the slider mechanism 55a (55b) has a height adjustment mechanism, and the mounting height H from the rail upper surface of the yaw damper device 54 is set to the mounting height that cancels the primary bending vibration of the vehicle body (the height at which the vibration damping function acts). By setting to, the vehicle body primary bending vibration can be reduced and the ride comfort level can be improved.

  FIG. 8 is a side view of the railway vehicle according to the fourth embodiment. The railway vehicle according to the fourth embodiment has the damping force of the yaw damper device provided in two stages in the height direction based on the speed of the railway vehicle. It has a configuration for switching. In FIG. 8, the same members as those described in the first to third embodiments are denoted by the same reference numerals, and detailed description thereof is omitted.

  The bogie for the railway vehicle according to the fourth embodiment includes the yaw damper devices 47, 48, 49, and 50 that are provided between the body of the railway car and the bogie and that can adjust the damping force that acts on the railway car. And a damping force command value for suppressing the primary bending vibration of the vehicle body based on the traveling speed of the railway vehicle detected by the speed detecting device 160 and calculating the damping force of the yaw damper devices 47, 48, 49 and 50. A control device 150 for individually controlling is provided.

Further, the yaw damper device 47 and 49 is mounted at a height from the rail upper surface consisting first height H _1, whereas, the yaw damper device 48 and 50, the first different first height H ₁ from the rail top surface It is attached to a height that is a height I _{1 of} 2.

  The yaw damper devices 47, 48, 49 and 50 are connected to the yaw damper body receiver 63 of the vehicle body 1 and the yaw damper carriage receiver 66 of the carriage frame 11 via an elastic body such as a rubber bush. Further, the yaw damper devices 47, 48, 49 and 50 have a damping force variable function by providing a damping force adjusting valve (not shown) inside the yaw damper, for example, and the damping force generated by the yaw damper is reduced from a high damping force to a low damping force. It can be individually adjusted to any damping force between the force.

  For this reason, the yaw damper devices 47, 48, 49 and 50 vary the damping force according to the control signal of the damping force command value for suppressing the primary bending vibration of the vehicle body, which is individually output from the control device 150 described later to each yaw damper device. Can be controlled.

  The yaw damper devices 47, 48, 49, and 50 are preferably configured so that the damping force can be continuously adjusted between a high damping force and a low damping force. It may be a configuration.

  Further, the yaw damper devices 47, 48, 49 and 50 include, for example, a strain gauge as a damping force detection device (not shown) for detecting the damping force of the yaw damper device, or expansion / contraction for detecting the expansion / contraction speed of the yaw damper device. As a speed detection device (not shown), for example, a stroke sensor may be provided, and the damping force may be adjusted with high accuracy by feeding back each output to the control device 150.

  The speed detection device 160 is configured by a speed sensor or the like mounted on the railway vehicle, and detects the traveling speed of the railway vehicle. As the speed sensor, for example, a device that calculates a traveling speed from a voltage corresponding to the number of rotations of the wheel shaft per short time, such as a speed generator attached to the wheel shaft of a railway vehicle carriage, or a GPS or the like may be used. You may use the apparatus of.

  The control device 150 uses the traveling speed detected by the speed detection device 160 as an input signal and outputs a control signal to the yaw damper devices 47, 48, 49 and 50. The control device 150 calculates a damping force command value for the yaw damper devices 47, 48, 49 and 50 for reducing the primary bending vibration of the vehicle body based on the input signal of the traveling speed, and the calculated damping force command. A control function is provided to variably adjust the damping force of the yaw damper devices 47, 48, 49 and 50 from the values.

According to the fourth embodiment, the damping force acting on the vehicle body 1 can be arbitrarily increased by individually controlling the damping force of the yaw damper devices 47, 48, 49, and 50 based on the traveling speed detected by the speed detection device 160. You can adjust it. At the same time, the dynamic action height of the damping force can be adjusted to an arbitrary height between the mounting height H ₁ of the yaw damper devices 47 and 49 and the mounting height I ₁ of the yaw damper devices 48 and 50. it can.

  FIG. 9 is a concept for explaining the principle that the dynamic action height of the damping force acting on the vehicle body can be adjusted when the damping force of the yaw damper device provided in two stages according to the fourth embodiment is independently controlled. FIG.

  Hereinafter, by using FIG. 9 to individually control the damping force of the yaw damper device 47 (48) provided in the carriage 36, the dynamic action height of the damping force acting on the vehicle body 1 can be set to an arbitrary height. The principle that can be adjusted will be described. Since the vehicle body 1 is supported by the carriage 36 and the carriage 37 as shown in FIG. 8, the principle that the dynamic action height of the carriage 36 can be adjusted to an arbitrary height is described below. Therefore, the description of the principle of the carriage 37 is omitted.

The yaw damper device 47 (48) has a structure in which the lower end portion of the yaw damper body receiver 93 of the vehicle body and the yaw damper carriage receiver 96 of the carriage 36 are connected and stacked in the Z direction. Here, the damping force of the yaw damper device 47 attached to the height H ₁ from the rail upper surface is F _H1 , the damping force of the yaw damper device 48 attached to the height I ₁ is F _I1, and the center of gravity height of the vehicle body is H _{Assuming COG} , the bending moment M acting on the vehicle body by the damping force of the yaw damper devices 47 and 48 is as shown in the following equation (Equation 1).

また、減衰力Ｆ_Ｈ１とＦ_Ｉ１との合力Ｆ_Ｈ２（＝Ｆ_Ｈ１＋Ｆ_Ｉ１）が車体に作用する力学的な作用高さをＨ_２とすると、曲げモーメントＭは、（数１）の式から以下の（数２）の式のように展開される。

Further, _assuming that a dynamic acting height at which the resultant force F _H2 (= F _H1 + F _I1 ) of the damping force F _H1 and F _I1 acts on the vehicle body is H ₂ , the bending moment M is obtained from the equation (Equation 1). This is expanded as the following equation (Equation 2).

このとき、ヨーダンパ装置４７および４８の取り付け高さの差ΔＨから、ヨーダンパ装置４８の取り付け高さＩ_１は、Ｈ_１＋ΔＨで表すことができるため、力学的な作用高さＨ_２は、（数２）の式から以下の（数３）の式に示す通りとなる。

At this time, since the attachment height I ₁ of the yaw damper device 48 can be expressed by H ₁ + ΔH from the difference ΔH in the attachment heights of the yaw damper devices 47 and 48, the dynamic action height H ₂ is expressed as (several From the equation of 2), the following equation (Equation 3) is obtained.

ここで、ヨーダンパ装置４７および４８の減衰力Ｆ_Ｈ１およびＦ_Ｉ１は同符号であることから、（数３）の右辺第２項は常に正の値となるため、力学的な作用高さＨ_２とヨーダンパ装置４７の取り付け高さＨ_１との関係は、以下の（数４）の式に示す通りとなる。

Here, since the damping forces F _H1 and F _I1 of the yaw damper devices 47 and 48 have the same sign, the second term on the right side of (Equation 3) is always a positive value, so that the dynamic working height H ₂ relationship between the installation height H ₁ of the yaw damper device 47 and is as shown in the following equation (equation 4).

また、ヨーダンパ装置４７の取り付け高さＨ_１は、Ｉ_１−ΔＨで表すことができるため、力学的な作用高さＨ_２は、（数２）の式から以下の（数５）の式に示す通りとなる。

Further, since the mounting height H ₁ of the yaw damper device 47 can be expressed by I ₁ −ΔH, the dynamic action height H ₂ is changed from the formula (2) to the following formula (5). As shown.

ここで、ヨーダンパ装置４７および４８の減衰力Ｆ_Ｈ１およびＦ_Ｉ１は同符号であることから、（数５）の右辺第２項は常に正の値となるため、力学的な作用高さＨ_２とヨーダンパ装置４８の取り付け高さＩ_１との関係は、以下の（数６）の式に示す通りとなる。

Here, since the damping forces F _H1 and F _I1 of the yaw damper devices 47 and 48 have the same sign, the second term on the right side of (Equation 5) is always a positive value, so that the dynamic working height H ₂ And the mounting height I ₁ of the yaw damper device 48 are as shown in the following equation (Equation 6).

すなわち、（数４）および（数６）の式から、減衰力Ｆ_Ｈ１およびＦ_Ｉ１の合力Ｆ_Ｈ２が車体に作用する力学的高さＨ_２を、ヨーダンパ装置４７の取り付け高さＨ_１とヨーダンパ装置４８の取り付け高さＩ_１との間の任意の高さに調整できることが分かる。

That is, from the expressions (Equation 4) and (Equation 6), the mechanical height H _{2 at} which the resultant force F _{H2 of the} damping forces F _H1 and F _I1 acts on the vehicle body is determined from the mounting height H ₁ of the yaw damper device 47 and the yaw damper. It can be seen that it can be adjusted to any height between the mounting height I ₁ of the device 48.

Further, when a damping force F _H2 for reducing the primary bending vibration of the vehicle body and an action height H ₂ are given, the damping forces F _H1 and F _I1 of the yaw damper devices 47 and 48 for realizing them are given by (Equation 3) From (Equation 5), the following equations (Equation 7) and (Equation 8) are obtained.

（数７）および（数８）に従い、ヨーダンパ装置４７および４８の減衰力Ｆ_Ｈ１およびＦ_Ｉ１を制御することによって、車体に作用する減衰力Ｆ_Ｈ２を任意の大きさに、また、その力学的な作用高さＨ_２をヨーダンパ装置４７の取り付け高さＨ_１とヨーダンパ装置４８の取り付け高さＩ_１との間の任意の高さに調整することができる。

By controlling the damping forces F _H1 and F _I1 of the yaw damper devices 47 and 48 according to (Equation 7) and (Equation 8), the damping force F _H2 acting on the vehicle body is set to an arbitrary magnitude and its mechanical The effective height H ₂ can be adjusted to an arbitrary height between the mounting height H ₁ of the yaw damper device 47 and the mounting height I ₁ of the yaw damper device 48.

In the carriage 37 as well, by controlling the damping force of the yaw damper devices 49 and 50 in the same manner as described above, the damping force acting on the vehicle body can be set to an arbitrary magnitude, and the dynamic action height can be set to the yaw damper. It can be adjusted to any height between the mounting height H ₁ of the device 49 and the mounting height I ₁ of the yaw damper device 50.

  As described above, by individually controlling the damping force of the yaw damper devices 47, 48, 49, and 50, the cart 36 and the cart 37 have different values of the damping force acting on the vehicle body and the dynamic action height. Can be.

  Therefore, for example, even when the running speed of a railway vehicle changes from high speed to low speed, and the optimum value of the damping force and the action height that can reduce the primary bending vibration of the vehicle body changes according to the running speed, the optimum value is realized. Thus, similar to the principle described in the first embodiment, the primary bending vibration of the vehicle body can be effectively reduced.

FIG. 10 is a flowchart illustrating a method of controlling the damping force of the yaw damper device provided in the front carriage and the rear carriage based on the traveling speed of the railway vehicle according to the fourth embodiment.
Hereinafter, a method for controlling the damping force of the yaw damper devices 47, 48, 49, and 50 based on the traveling speed signal from the speed detection device 160 will be described with reference to FIG.

  In step S <b> 1, the control device 150 acquires the traveling speed of the railway vehicle from the speed detection device 160.

In step S2, the control device 150 uses the acquired traveling speed as an input, and calculates the vehicle body primary bending vibration with respect to the input traveling speed from the relationship between the traveling speed and the damping force and the action height that reduce the vehicle body primary bending vibration. Decreasing force and height of action (corresponding to F _H2 and H ₂ described above) are calculated by carriages 36 and 37, respectively.

  The relationship between the travel speed and the damping force and action height that reduces the primary bending vibration of the vehicle body is created in advance as a database through experiments and numerical simulations, and this database is accessed based on the acquired travel speed during actual travel. Thus, it is efficient to obtain the damping force and the height of action that reduce the primary bending vibration of the vehicle body.

In step S3, the control device 150, based on the calculated damping force and operating height, in accordance with (Equation 7) and (Equation 8), the yaw damper devices 47 and 48 of the front carriage (the above-mentioned F _H1 and F _I1 are set). Equivalent) and the damping force command values of the yaw damper devices 49 and 50 of the rear carriage.

  Here, in step S2 and step S3, when calculating the damping force command value of the yaw damper devices 47, 48, 49, and 50 from the acquired traveling speed, the control device 150 calculates the traveling speed and the damping force command value in advance. The relationship may be stored in a database by experiment or numerical simulation, and the damping force command values of the yaw damper devices 47, 48, 49, and 50 may be directly calculated from the traveling speed based on this database.

  In step S4, the control device 150 outputs the calculated damping force command values to the calculated yaw damper devices 47, 48, 49 and 50, respectively, and individually controls the damping force. Here, when the yaw damper devices 47, 48, 49, and 50 are configured to continuously adjust the damping force between a high damping force and a low damping force, the damping force is set so as to coincide with the damping force command value. However, if the adjustment is made in a plurality of stages, the damping force may be controlled so that the damping force closest to the damping force command value is obtained.

  In the railway vehicle equipped with the railway vehicle suspension device according to the fourth embodiment, even when the traveling speed of the railway vehicle changes and the optimum values of the damping force and the action height that can reduce the vehicle body primary bending vibration change, The damping force of the yaw damper devices 47, 48, 49 and 50 can be individually controlled. As a result, a damping force and a working height that reduce the primary bending vibration of the vehicle body can be realized on the front carriage 36 side and the rear carriage 37 side, respectively. Primary bending vibration can be effectively reduced.

  Each of the above-described embodiments has been described in detail for easy understanding of the present invention, but is not necessarily limited to the one having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Furthermore, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

DESCRIPTION OF SYMBOLS 1,20 ... Vehicle body 10 ... Track 11 ... Carriage frame 12 ... Shaft box 13 ... Wheel shaft 3, 43, 53, 63, 83, 93 ... Yaw damper body receiver 6, 46, 56, 66, 86, 96 ... Yaw damper truck receiver 4, 24, 54 ... Yaw damper device 16, 17, 26, 27, 36, 37, 57, 58 ... Bogie 21 ... Bogie frame 23 ... Wheel shaft 8, 28 ... Air spring 14 ... Shaft spring device 55a, 55b ... Slider mechanism 44 45 ... Yaw damper device 47, 48, 49, 50 with damping force switching function ... Yaw damper device 60 with damping force variable function ... PSD of vertical vibration acceleration at the center of the vehicle body of a conventional railway vehicle
61. PSD of vibration acceleration in the vertical direction at the center of the vehicle body of the railway vehicle according to the present invention.
70 ... Towing device 71 ... Center pin 72, 73 ... Towing link 74 ... Cross beam (cart bogie frame)
76 ... Pillow beam (car frame of the vehicle body) 90 ... Center of gravity of the cart 100 ... Primary bending vibration 101 of the vehicle body ... Compressive force generated in the vehicle body 102 ... Tensile force generated in the vehicle body 110 ... Pitching vibration 150 ... Control device 160 ... Speed detection device 201 ... A longitudinal force (−X direction) damping force 202 generated in the vehicle body. A longitudinal force (+ X direction) damping force 200 generated in the vehicle body. A vertical vibration force 300.

Claims (8)

The car body,
A first carriage that supports one end of the vehicle body;
A railway vehicle comprising a second carriage supporting the other end of the vehicle body,
A first connecting member for connecting the vehicle body and the first carriage along the longitudinal direction of the vehicle body;
A second connecting member for connecting the vehicle body and the second carriage along the longitudinal direction of the vehicle body;
Said first connecting member Ri attached and are Do different height from the trajectory of the mounting height and said second connecting member from the orbit, the mounting height from the track of the first connecting member of the first carriage If it is below the center of gravity position, the mounting height of the second connecting member from the track is above the center of gravity of the second carriage, and the mounting height of the first connecting member from the track is The railcar characterized in that if it is above the center of gravity of the first carriage, the mounting height of the second connecting member from the track is below the center of gravity of the second carriage. . The railway vehicle according to claim 1,
The first connecting member is
A first traction link connecting a first center pin hanging from the lower surface of the vehicle body and a first transverse beam provided in the first carriage;
The second connecting member is
A railway vehicle characterized in that it is a second traction link that connects a second center pin hanging from the lower surface of the vehicle body and a second transverse beam provided in the second carriage . The railway vehicle according to claim 1 ,
The first connecting member is
A first yaw damper device that connects a first yaw damper body receiver hanging from the lower surface of the vehicle body and a first yaw damper carriage receiver provided at an end in the width direction of the first carriage ;
The second connecting member is
It is a second yaw damper device that connects a second yaw damper body receiver that hangs down from the lower surface of the vehicle body and a second yaw damper carriage receiver provided at an end in the width direction of the second carriage. Railway vehicle. The railway vehicle according to claim 3 ,
The first yaw damper device is configured by stacking a first upper yaw damper device and a first lower yaw damper device in the height direction,
The second yaw damper device is configured by stacking a second upper yaw damper device and a second lower yaw damper device in the height direction,
The first upper yaw damper device and the first lower yaw damper device can adjust the magnitude of a damping force generated between the vehicle body and the first carriage,
The railway, wherein the second upper yaw damper device and the second lower yaw damper device are capable of adjusting a magnitude of a damping force generated between the vehicle body and the second carriage. vehicle. The railway vehicle according to claim 3 ,
The first yaw damper body receiver and the first yaw damper carriage receiver have a height adjustment mechanism for changing a mounting position in the height direction of the first yaw damper device,
The railway vehicle, wherein the second yaw damper body receiver and the second yaw damper carriage receiver have a height adjusting mechanism for changing a mounting position of the second yaw damper device in a height direction. . The railway vehicle according to claim 4,
The height position from the orbit where the damping force by the first upper yaw damper device and the first lower yaw damper device acts on the first yaw damper vehicle body receiver, the second upper yaw damper device and the second A railway vehicle in which a damping force by the lower yaw damper device is different from a height position from a track at a point where the second yaw damper body receiver is applied to the second yaw damper body receiver . The railway vehicle according to claim 6 ,
A traveling speed detection device for detecting the traveling speed of the railway vehicle;
A control device for controlling a damping force of each of the first upper yaw damper device, the first lower yaw damper device , the second upper yaw damper device, and the second lower yaw damper device;
With
The control device includes the first upper yaw damper device, the first lower yaw damper device, the second upper yaw damper device, and the second lower yaw damper device based on the running speed from the running speed detection device. Each damping force is calculated, and the first upper yaw damper device, the first lower yaw damper device, the second upper yaw damper device, and the second lower yaw damper device are set using the respective damping forces as command values. A railway vehicle characterized by being individually controlled . The railway vehicle according to claim 7,
Each of the first upper yaw damper device, the first lower yaw damper device, the second upper yaw damper device, and the second lower yaw damper device includes a damping force detection device, and a detection output of the damping force detection device is provided. A rail vehicle that feeds back to the control device .

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