JP6963531B2 - Vibration damping device for railway vehicles - Google Patents

Description

The present invention relates to a vibration damping device for a railway vehicle.

Railroad vehicles include a double-acting variable damping force damper installed between the vehicle body and the front and rear trolleys, an acceleration sensor on the vehicle body side that detects the lateral acceleration of the vehicle body, and lateral acceleration of the trolley. In some cases, an acceleration sensor on the trolley side for detecting the above and a controller for controlling a variable damping force damper are provided, and a vibration damping device for a railroad vehicle that suppresses vibration in the left-right direction with respect to the traveling direction of the vehicle body is provided.

In such a vibration damping device for railway vehicles, the relative speed between the vehicle body and the trolley is obtained from the acceleration of the vehicle body and the trolley detected by these acceleration sensors, and the damping force generated by the damping force variable damper is adjusted based on the Carnop law. Therefore, the damping force variable damper is semi-actively controlled (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2003-267217

In the above-mentioned vibration damping device for railway vehicles, it is necessary to install an acceleration sensor on the bogie, but the controller is installed on the vehicle body. Therefore, it is necessary to provide a sufficient extra length in the signal line connecting the controller and the acceleration sensor of the bogie so that the bogie can be displaced vertically and horizontally with respect to the vehicle body.

If the signal line has an extra length in this way, the handling of the signal line becomes poor, so that the mountability of the vibration damping device for a railway vehicle on a railway vehicle deteriorates and the cost also increases.

Therefore, an object of the present invention is to provide a vibration damping device for a railway vehicle, which can improve the mountability on a railway vehicle and reduce the cost.

The vibration damping device for a railroad vehicle of the present invention includes a tubular member connected to a vehicle body in a railroad vehicle, a rod having one end connected to a bogie in the railroad vehicle and the other end being movably inserted into the tubular member. It is equipped with a bogie side acceleration sensor that is attached to the rod to detect the acceleration of the bogie, and the signal line of the bogie side acceleration sensor is held in the cylinder, and the part of the signal line from the cylinder member to the bogie side acceleration sensor is the rod. It is set to a length that allows the full stroke of . In the vibration damping device for railway vehicles configured in this way, the signal line of the bogie side acceleration sensor is held by the tubular member, the extra length of the signal line is shortened, and the signal line is interposed between the vehicle body and the bogie. However, there is no worry that the signal line will interfere with the car body or other parts of the bogie.

Further, the vibration damping device for a railway vehicle may include a vehicle body side acceleration sensor attached to a tubular member to detect the acceleration of the vehicle body. Since the vehicle body side acceleration sensor is provided in the tubular member of the railroad vehicle vibration damping device configured in this way, when the railroad vehicle vibration damping device is interposed between the vehicle body and the trolley, the trolley side acceleration sensor and Since the installation and wiring of the accelerometer on the vehicle body side are completed, there is no need to install the accelerometer in other parts of the vehicle body and the trolley. Therefore, the installation work of the railroad vehicle vibration damping device on the railroad vehicle becomes very easy, and the railroad vehicle vibration damping device including the trolley side acceleration sensor and the vehicle body side acceleration sensor can be easily removed, so that maintenance is easy. It becomes.

Further, the railroad vehicle vibration damping device may be attached to a dust boot having a bellows portion in the portion from the tubular member to the bogie side acceleration sensor in the signal line, and in this case, it is installed in a place where the mounting space is narrow. Even so, since it does not interfere with the vehicle body of the signal line or other parts of the bogie, it is possible to more effectively improve the mountability of the vibration damping device for railway vehicles.

Further, in the vibration damping device for railway vehicles, the portion of the signal line from the tubular member to the bogie side acceleration sensor may be spirally attached to the outer periphery of the dust boot. In this case, even if the bellows of the dust boot expands and contracts due to the displacement of the rod with respect to the cylinder, the signal line does not bend so as to protrude beyond the outer diameter of the dust boot, so it is more effectively used for railway vehicles. The mountability of the vibration device can be improved. Further, since an excessive tensile load or compressive load does not act on the signal line, disconnection of the signal line can be prevented. The signal line may be attached to a mountain portion or a valley portion of the bellows portion of the dust boot, and similarly, it is possible to improve the mountability of the vibration damping device for railway vehicles and prevent the signal line from being disconnected.

Further, the railroad vehicle vibration damping device includes a coil that is expandable and contractible and is interposed between one end of the rod and the cylinder member, and the portion of the signal line from the cylinder member to the bogie side acceleration sensor is wound around the coil. It may be attached. According to the vibration damping device for railway vehicles configured in this way, even if it is installed in a place where the mounting space is narrow, it does not interfere with the vehicle body of the signal line or other parts of the bogie, so that the vibration damping device for railway vehicles is more effective. The mountability can be improved. Furthermore, it is possible to prevent breakage of the signal line so excessive tensile load or compressive load on the signal line with the expansion and contraction of the coil does not act.

According to the vibration damping device for a railway vehicle of the present invention, it is possible to improve the mountability on a railway vehicle and reduce the cost.

It is sectional drawing of the railroad vehicle which carries the vibration damping device for a railroad vehicle. It is a figure which showed the circuit structure of the vibration damping device for a railroad vehicle in 1st Embodiment. It is a side view of the vibration damping device for a railroad vehicle in 1st Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the 2nd Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the 1st modification of the 2nd Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the 2nd modification of the 2nd Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the 3rd modification of the 2nd Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the 4th modification of the 2nd Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the 5th modification of the 2nd Embodiment. It is a side view of the vibration damping device for a railroad vehicle in the third embodiment.

Hereinafter, the present invention will be described based on the illustrated embodiment. The railroad vehicle vibration damping device D1 of the first embodiment is used as a vibration damping device for the vehicle body B of the railway vehicle, and as shown in FIGS. 1 and 2, an outer cylinder as a cylinder member connected to the vehicle body B. A cylinder device C having 2 and a rod 4 having one end connected to a trolley T in a railroad vehicle and the other end movably inserted into an outer cylinder 2, and an acceleration of the trolley T attached to the rod 4. It includes a vehicle-side acceleration sensor 30 for detecting, a vehicle-body-side acceleration sensor 31 attached to the outer cylinder 2 for detecting the acceleration of the vehicle body B, and a signal line L1 connected to the vehicle-side acceleration sensor 30.

In the cylinder device C, the rod 4 can move relative to the outer cylinder 2 in the axial direction to expand and contract, and the outer cylinder 2 is connected to the pin P hanging below the vehicle body B and the rod 4 is connected to the bogie T. It is installed between the vehicle body B and the bogie T. The outer cylinder 2 is allowed to rotate in the vertical direction with respect to the pin P, and is also allowed to be slightly twisted in the axial direction with respect to the pin P and slightly scooped in the vehicle front-rear direction. Similarly, the rod 4 is allowed to rotate in the vertical direction with respect to the bogie T, and is also allowed to be slightly twisted about the axial direction with respect to the pin P and slightly scooped in the front-rear direction of the vehicle. The bogie T holds the wheels W rotatably, and a suspension spring S called a pillow spring is interposed between the bogie B and the bogie T, and the bogie B is elastically supported. Lateral movement of the vehicle body B with respect to the bogie T is permitted.

Then, the cylinder device C is controlled by the controller 100 suspended from the vehicle body B and exerts a force to suppress vibration in the horizontal and lateral directions of the vehicle body B with respect to the vehicle traveling direction.

The controller 100 is based on the lateral acceleration of the trolley T detected by the trolley side acceleration sensor 30 with respect to the vehicle traveling direction and the lateral acceleration of the vehicle body B detected by the vehicle body side acceleration sensor 31 with respect to the vehicle traveling direction. , The target force to be generated by the cylinder device C is obtained, and a command is given to the cylinder device C to generate a force according to the target force. In this way, the railroad vehicle vibration damping device D1 suppresses the lateral vibration of the vehicle body B by the force exerted by the cylinder device C based on the command input from the controller 100.

Next, a specific configuration of the cylinder device C will be described. A plurality of cylinder devices C may be provided with respect to the bogie T. When a plurality of cylinder devices C are provided, the controller 100 may control all the cylinder devices C, or the controller 100 may be provided for each cylinder device C.

In the present embodiment, as shown in FIG. 2, the cylinder device C is connected to the cylinder 8, the piston 3 slidably inserted into the cylinder 8 , and the piston 3 inserted into the cylinder 8. An outer cylinder 2 as a cylinder member forming a tank 7 provided on the outer periphery of the cylinder 8 and storing a working liquid between the rod 4 and the cylinder 8, and a liquid for controlling expansion / contraction switching and thrust of the cylinder device C. It is equipped with a pressure circuit HC and is configured as a single-rod type cylinder device. The left end of the outer cylinder 2 and the cylinder 8 in FIG. 2 is closed by the head member 13 into which the rod 4 is slidably inserted into the inner circumference, and the right end of the outer cylinder 2 and the cylinder 8 in FIG. 2 is closed by the bottom member 14. It is blocked.

Further, in this example, the rod side chamber 5 and the piston side chamber 6 are filled with hydraulic oil as a hydraulic liquid, and the tank 7 is filled with a gas in addition to the hydraulic oil. It is not necessary to pressurize the inside of the tank 7 by compressing and filling the gas. Further, as the hydraulic liquid, other liquids other than the hydraulic oil may be used.

The hydraulic circuit HC includes a rectifying passage 9 that allows only the flow of hydraulic oil from the piston side chamber 6 to the rod side chamber 5, a suction passage 10 that allows only the flow of hydraulic oil from the tank 7 to the piston side chamber 6, and a rod. A variable relief valve 12 provided in the discharge passage 11 connecting the side chamber 5 and the tank 7 and capable of changing the valve opening pressure is provided.

In the present embodiment, the variable relief valve 12 is a proportional electromagnetic relief valve, and the valve opening pressure can be adjusted according to the supplied current. When the current becomes maximum, the valve opening pressure is minimized and the current becomes If there is no supply, the valve opening pressure is maximized. Since the variable relief valve 12 is provided in the discharge passage 11 that communicates the rod side chamber 5 and the tank 7, the pressure in the rod side chamber 5 can be controlled by adjusting the valve opening pressure. The variable relief valve 12 is actually attached to the outer cylinder 2 and the head member 13 that closes one end of the cylinder 8 and is attached to the outer cylinder 2.

Further, in the case of this cylinder device C, the cross-sectional area of the rod 4 is halved from the cross-sectional area of the piston 3, and the pressure receiving area on the rod side chamber 5 side of the piston 3 is halved from the pressure receiving area on the piston side chamber 6 side. It has become.

When the cylinder device C is extended, hydraulic oil is discharged from the reduced rod side chamber 5 to the tank 7 through a variable relief valve 12 provided in the discharge passage 11. Further, hydraulic oil is supplied from the tank 7 to the expanded piston side chamber 6 via the suction passage 10. In this case, the pressure in the rod side chamber 5 is adjusted to the valve opening pressure of the variable relief valve 12, and the pressure in the piston side chamber 6 becomes the tank pressure. It exerts a force that hinders the extension of the value multiplied by the valve opening pressure.

Further, when the cylinder device C contracts, hydraulic oil moves from the reduced piston side chamber 6 to the expanded rod side chamber 5 via the rectifying passage 9. When the cylinder device C contracts, the rod 4 invades the cylinder 8, so that the volume of hydraulic oil that the rod 4 invades into the cylinder 8 is discharged from the cylinder 8 to the tank 7 through the variable relief valve 12. In this case, the pressure in the cylinder 8 is adjusted to the valve opening pressure of the variable relief valve 12, and the cylinder device C is opened by the difference between the pressure receiving area on the rod side chamber 5 side of the piston 3 and the pressure receiving area on the piston side chamber 6 side. It exerts a force that prevents the contraction of the value multiplied by the valve pressure.

As described above, the cross-sectional area of the rod 4 is halved from the cross-sectional area of the piston 3, and the pressure receiving area on the rod side chamber 5 side of the piston 3 is halved from the pressure receiving area on the piston side chamber 6 side. Therefore, if the opening pressure of the variable relief valve 12 is made equal regardless of whether the cylinder device C is extended or contracted, the magnitude of the force exerted by the cylinder device C is equal regardless of whether the variable relief valve 12 is extended or contracted. When the valve opening pressure of the variable relief valve 12 is minimized, the force exerted by the cylinder device C becomes extremely small.

Subsequently, as shown in FIG. 3, a vehicle body side acceleration sensor 31 is attached to the outer cylinder 2 as a cylinder member. The vehicle body side acceleration sensor 31 and the controller 100 are connected by a signal line L2, and the vehicle body side acceleration sensor 31 inputs the detected acceleration signal of the vehicle body B to the controller 100 via the signal line L2. Since the outer cylinder 2 is connected to the vehicle body B, even if the vehicle body side acceleration sensor 31 is attached to the outer cylinder 2, the vehicle body side acceleration sensor 31 can detect the lateral acceleration of the vehicle body B. The vehicle body side acceleration sensor 31 may be attached to the outer cylinder 2 via the bottom member 14 shown in FIG.

The signal line L2 has an extra length that allows vertical rotation, twisting, and digging with respect to the pin P of the outer cylinder 2, but the controller 100 and the outer cylinder 2 are attached to the vehicle body B, and both of them are attached. Since there is no relative displacement in the lateral direction, the extra length of the signal line L2 can be short. Although not shown, a power supply cable and a signal line for connecting the variable relief valve 12 and the controller 100 are also provided, but these extra lengths can be shortened for the same reason as the signal line L2.

A carriage-side acceleration sensor 30 is attached to the rod 4. The trolley side acceleration sensor 30 and the controller 100 are connected by a signal line L1, and the trolley side acceleration sensor 30 inputs the detected acceleration signal of the trolley T to the controller 100 via the signal line L1. The stroke of the cylinder device C can be regarded as almost the lateral displacement of the vehicle body B and the bogie T. Since the rod 4 is connected to the trolley T, even if the trolley side acceleration sensor 30 is attached to the rod 4, the trolley side acceleration sensor 30 can detect the lateral acceleration of the trolley T.

One end of the signal line L1 is connected to the carriage side acceleration sensor 30, and the signal line L1 is attached to the outer cylinder 2 as a cylinder member via clasps 20 and 21 in the middle and is held by the outer cylinder 2. The extra length portion SL of the portion of the end portion held by the outer cylinder 2 in the signal line L1 to the carriage-side acceleration sensor 30, the rod 4 with respect to the outer tube 2 has not been supported on the cylinder device C The length is set to allow the full stroke of. Further, since the portion of the signal line L1 extending from the outer cylinder 2 to the controller 100 is connected to the controller 100 in the same manner as the signal line L2, the extra length in this portion can be short. The signal line L1 may be attached to the outer cylinder 2 by using not only the clasps 20 and 21 but also other attachment methods such as a binding band. In order to protect the signal line L1, a cover covering the outer cylinder 2 which is a tubular member may be provided so that the signal line L1 is accommodated between the outer cylinder 2 which is a tubular member and a cover (not shown). Further, when the outer cylinder 2 that covers the outer circumference of the cylinder 8 is not provided, the signal line L1 may be held by the cylinder 8 with the cylinder 8 as a cylinder member.

As described above, the length of the extra length portion SL in the signal line L1 may be a length that allows the full stroke of the rod 4 with respect to the outer cylinder 2 of the cylinder device C. Since the signal line L1 is held by the outer cylinder 2, even if the cylinder device C in the railroad vehicle vibration damping device D1 is interposed between the vehicle body B and the bogie T, the signal line L1 is the vehicle body B or the bogie. There is no need to worry about interfering with other parts of T. Here, in the conventional vibration damping device for railway vehicles in which a signal line must be provided from the vehicle body B to the bogie T, the signal line is passed from the vehicle body B to the bogie T, so that the vehicle body B and the bogie T are laterally oriented. The extra length required for displacement is longer than the length of the extra length portion SL in the signal line L1. In other words, in the railroad vehicle vibration damping device D1 of the present invention, the extra length of the signal line L1 can be made extremely shorter than the signal line in the conventional railroad vehicle vibration damping device.

In this embodiment, the controller 100 executes semi-active control based on Carnop's skyhook theory. First, the controller 100 obtains the speed of the trolley T from the lateral acceleration of the trolley T detected by the trolley side acceleration sensor 30, and obtains the speed of the vehicle body B from the lateral acceleration of the vehicle body B detected by the vehicle body side acceleration sensor 31. Ask. Further, the controller 100 obtains the expansion / contraction speed of the cylinder device C from the speed of the bogie T and the speed of the vehicle body B.

When the value obtained by multiplying the expansion / contraction speed of the cylinder device C by the speed of the vehicle body B is positive, the cylinder device C is in a state of being able to exert a force in a direction of suppressing the vibration of the vehicle body B. Therefore, in this case, the controller 100 obtains a target force for damping the cylinder device C by multiplying the speed of the vehicle body B by the skyhook gain. Then, the controller 100 adjusts the valve opening pressure of the variable relief valve 12 so that the cylinder device C exerts the force according to the target force in order to exert the obtained target force.

On the other hand, when the value obtained by multiplying the expansion / contraction speed of the cylinder device C by the speed of the vehicle body B is negative, the cylinder device C cannot exert a force in the direction of suppressing the vibration of the vehicle body B. Therefore, the controller 100 minimizes the valve opening pressure of the variable relief valve 12 to minimize the force exerted by the cylinder device C.

In this way, when controlled by the controller 100, the railroad vehicle vibration damping device D1 functions as a skyhook damper and can suppress the vibration of the vehicle body B.

As described above, the vibration damping device D1 for a railroad vehicle of the present invention has an outer cylinder (cylinder member) 2 connected to the vehicle body B of the railroad vehicle, and one end thereof is connected to the bogie T of the railroad vehicle. A rod 4 whose end is movably inserted into the outer cylinder (cylinder member) 2 and a trolley side acceleration sensor 30 attached to the rod 4 to detect the acceleration of the trolley T are provided, and a signal of the trolley side acceleration sensor 30 is provided. The wire L1 is held by the outer cylinder (cylinder member) 2.

In the railroad vehicle vibration damping device D1 configured in this way, the signal line L1 of the bogie side acceleration sensor 30 is held by the outer cylinder (cylinder member) 2, the extra length of the signal line L1 is shortened, and the cylinder. Even if the device C is interposed between the vehicle body B and the carriage T, there is no concern that the signal line L1 interferes with other parts of the vehicle body B or the carriage T. Therefore, according to the vibration damping device D1 for a railway vehicle of the present invention, it is possible to improve the mountability on a railway vehicle and reduce the cost. Then, when the vibration damping device for a railroad vehicle is interposed between the vehicle body B and the bogie T, the installation and wiring of the bogie side acceleration sensor 30 are completed, so that it is not necessary to install the acceleration sensor in another place of the bogie T.

Further, the vibration damping device D1 for a railway vehicle of the present embodiment includes a vehicle body side acceleration sensor 31 attached to an outer cylinder (cylinder member) 2 to detect the acceleration of the vehicle body B. In the railroad vehicle vibration damping device D1 configured in this way, since the outer cylinder (cylinder member) 2 is provided with the vehicle body side acceleration sensor 31, the railroad vehicle vibration damping device D1 is placed between the vehicle body B and the carriage T. Since the installation and wiring of the trolley side acceleration sensor 30 and the vehicle body side acceleration sensor 31 are completed, it is not necessary to install the acceleration sensor in other places of the vehicle body B and the trolley T. Therefore, the installation work of the railroad vehicle vibration damping device D1 on the railroad vehicle becomes very easy, and the railroad vehicle vibration damping device D1 including the acceleration sensors 30 and 31 can be easily removed, so that maintenance is also easy. ..

As in the railroad vehicle vibration damping device D2 of the second embodiment shown in FIG. 4, the railroad vehicle vibration damping device D2 adds dust to the cylinder device C in addition to the configuration of the railroad vehicle vibration damping device D1. When the boot 33 is attached, the signal line L1 may be attached to the dust boot 33. Specifically, the dust boot 33 is tubular and has a bellows portion 33a, one end of which is connected to one end of the rod 4 and the other end of which is connected to the rod side end of the outer cylinder 2 as a tubular member. Covers the rod 4. The dust boot 33 is provided with annular mounting portions 33b and 33c provided at both ends of the bellows portion 33a. The attachment portion 33b is attached to the outer circumference of the annular bracket 4a provided at one end of the rod 4, and the attachment portion 33c is tightly attached to the outer circumference of the rod side end of the outer cylinder 2 by a band 34. Therefore, the dust boot 33 covers the outer circumference of the rod 4 to prevent water, dust, etc. from adhering to the rod 4 and protects the sliding surface on the outer circumference of the rod 4.

The portion L1a from the end of the portion of the signal line L1 held by the outer cylinder 2 to the carriage side acceleration sensor 30 is attached to the dust boot 33. The portion L1a of the signal line L1 is spirally attached to the outer periphery of the dust boot 33. More specifically, as shown in FIG. 4, a tube 33d for accommodating the portion L1a of the signal line L1 of the dust boot 33 may be provided, and the portion L1a of the signal line L1 may be accommodated and attached in the tube 33d. good. In this way, the signal line L1 is protected by the tube 33d.

Further, as in the railroad vehicle vibration damping device D3 of the first modification of the second embodiment shown in FIG. 5, the portion L1a of the signal line L1 is spirally held on the outer periphery of the bellows portion 33a of the dust boot 33. A holding portion 33e such as a large number of claws or a holding ring may be provided so that the signal line L1 may be attached by the holding portion 33e. The signal line L1 may be attached to either the inner circumference or the outer circumference of the dust boot 33, but if it is housed in the inner circumference of the dust boot 33, the signal line L1 can be protected. Therefore, the holding portion may also be provided on the inner circumference of the dust boot 33. Further, the signal line L1 may be embedded not only in the inner circumference and the outer circumference of the dust boot 33 but also in the wall thickness of the dust boot 33 depending on the material of the dust boot 33.

As described above, when the signal line L1 is attached to the dust boot 33 having the bellows portion 33a like the vibration damping devices D2 and D3 for railway vehicles, the end of the portion held by the outer cylinder 2 as the cylinder member in the signal line L1. It is possible to prevent the portion L1a from the trolley side acceleration sensor 30 to the trolley side acceleration sensor 30 to bend so as to greatly project laterally. Therefore, according to the vibration damping devices D2 and D3 for railway vehicles in which the signal line L1 is attached to the dust boot 33 having the bellows portion 33a, the signal line L1 is attached to the vehicle body B or the bogie T even if it is installed in a place where the mounting space is narrow. Since it does not interfere with other places, it is possible to more effectively improve the mountability of the vibration damping devices D2 and D3 for railway vehicles.

Further, when the portion L1a of the signal line L1 is spirally attached to the outer periphery of the dust boot 33, even if the bellows portion 33a of the dust boot 33 expands and contracts due to the displacement of the rod 4 with respect to the outer cylinder 2, the signal line L1 Does not bend so as to protrude beyond the outer diameter of the dust boot 33, so that the mountability of the vibration damping devices D2 and D3 for railway vehicles can be improved even more effectively. Further, since an excessive tensile load or compressive load does not act on the signal line L1, disconnection of the signal line L1 can be prevented.

In addition, like the railroad vehicle vibration damping device D4 of the second modification of the second embodiment shown in FIG. 6, the portion L1a of the signal line L1 is the outer periphery of the dust boot 33 and is formed in the bellows portion 33a. It may be attached to the portion of the mountain portion M. The portion of the signal line L1 attached to the mountain portion M is attached in the circumferential direction along the top of the mountain portion M, and even if the dust boot 33 expands and contracts, a load such as tension or compression is applied to the portion. It is designed not to work. Further, the portion between the mountain portion M and the mountain portion M of the bellows portion 33a of the dust boot 33 in the portion L1a of the signal line L1 is attached to the bellows portion 33a along the axial direction on the side surface of the bellows portion 33a. .. When attaching the signal line L1 to the dust boot 33, the attachment method illustrated in the description of the vibration damping device D2 for a railway vehicle can be used. As described above, the portion L1a of the signal line L1 may be attached to the outer periphery of the dust boot 33 and the portion of the mountain portion M in the bellows portion 33a.

As described above, even if the portion L1a of the signal line L1 is attached to the portion M of the mountain portion M of the bellows portion 33a on the outer periphery of the dust boot 33, the rod with respect to the outer cylinder 2 is provided. Even if the bellows portion 33a of the dust boot 33 expands and contracts due to the displacement of 4, the signal line L1 does not bend so as to protrude beyond the outer diameter of the dust boot 33, so that the vibration damping device D4 for railway vehicles is even more effective. Can be improved in mountability. Further, since an excessive tensile load or compressive load does not act on the signal line L1 as the dust boot 33 expands and contracts, disconnection of the signal line L1 can be prevented.

Further, as in the railroad vehicle vibration damping device D5 of the third modification of the second embodiment shown in FIG. 7, the portion L1a of the signal line L1 is the outer periphery of the dust boot 33 and is formed in the bellows portion 33a. It may be attached to the portion of the valley V. The portion of the signal line L1 attached to the valley V is attached in the circumferential direction along the top of the valley V, and even if the dust boot 33 expands and contracts, a load such as tension or compression is applied to the portion. It is designed not to work. Further, a portion of the signal line L1 portion L1a between the valley portion V and the valley portion V of the bellows portion 33a of the dust boot 33 is attached to the bellows portion 33a along the axial direction on the side surface of the bellows portion 33a. .. When attaching the signal line L1 to the dust boot 33, the attachment method illustrated in the description of the vibration damping device D2 for a railway vehicle can be used. In this way, the portion L1a of the signal line L1 may be attached to the outer periphery of the dust boot 33 and the portion of the valley portion V in the bellows portion 33a.

As described above, even if the portion L1a of the signal line L1 is attached to the portion V of the valley portion V of the bellows portion 33a on the outer periphery of the dust boot 33, the rod with respect to the outer cylinder 2 is provided. Even if the bellows portion 33a of the dust boot 33 expands and contracts due to the displacement of 4, the signal line L1 does not bend so as to protrude beyond the outer diameter of the dust boot 33, so that the vibration damping device D5 for railway vehicles is even more effective. Can be improved in mountability. Further, since an excessive tensile load or compressive load does not act on the signal line L1 as the dust boot 33 expands and contracts, disconnection of the signal line L1 can be prevented.

Further, the railroad vehicle vibration damping device D6 of the fourth modification of the second embodiment shown in FIG. 8 or the railroad vehicle vibration damping device of the fifth modification of the second embodiment shown in FIG. When the dust boot 35 is provided with a spiral bellows portion 35a as in D7, even if the portion L1a of the signal line L1 is attached to the dust boot 35 along the mountain portion M or the valley portion V of the dust boot 35. good. When the signal line L1 is attached to the dust boot 35 in this way, the portion L1a from the end of the portion of the signal line L1 held by the outer cylinder 2 to the carriage side acceleration sensor 30 is flexed so as to project laterally. It can prevent swelling. Therefore, according to the vibration damping devices D6 and D7 for railway vehicles, the signal line L1 does not interfere with other parts of the vehicle body B and the bogie T even if it is installed in a place where the mounting space is narrow, so that the vibration damping device for railway vehicles is more effective. The mountability of the devices D6 and D7 can be improved. Further, when the portion L1a of the signal line L1 is spirally attached to the outer circumference of the dust boot 35, even if the bellows portion 35a of the dust boot 35 expands and contracts due to the displacement of the rod 4 with respect to the outer cylinder 2, the signal line L1 Does not bend so as to protrude beyond the outer diameter of the dust boot 35, so that the mountability of the vibration damping devices D6 and D7 for railway vehicles can be improved even more effectively. Further, since an excessive tensile load or compressive load does not act on the signal line L1, disconnection of the signal line L1 can be prevented.

Further, as in the railway vehicle vibration damping device D8 of the third embodiment shown in FIG. 10, the railway vehicle vibration damping device D8 is added to the configuration of the railway vehicle vibration damping device D1 and the rod of the cylinder device C. When a stretchable coil 40 is mounted between one end of 4 and the outer cylinder 2 as a cylinder member, the signal line L1 may be attached to the coil 40.

Specifically, the coil 40 is a very weak coil spring, and is interposed between the spring receiver 41 provided at one end of the rod 4 and the end of the outer cylinder 2. The portion L1a from the end of the portion of the signal line L1 held by the outer cylinder 2 to the carriage-side acceleration sensor 30 is wound around the wire of the coil 40 and attached.

The coil 40 expands and contracts when the rod 4 is displaced with respect to the outer cylinder 2, but a tensile load or a compressive load hardly acts on the portion L1a of the signal line L1. Further, even if the coil 40 expands and contracts, there is no concern that the portion L1a of the signal line L1 bends and projects in the radial direction of the coil 40.

As described above, the vibration damping device D8 for a railroad vehicle includes a coil 40 that is expandable and contractible and is interposed between one end of the rod 4 and the outer cylinder 2 as a cylinder member, and is a bogie from the outer cylinder 2 on the signal line L1. The portion L1a up to the side acceleration sensor 30 is wound around the coil 40 and attached. According to the vibration damping device D8 for railway vehicles configured in this way, even if it is installed in a place where the mounting space is narrow, it does not interfere with other parts of the vehicle body B and the bogie T of the signal line L1, so that it is more effectively used for railway vehicles. The mountability of the vibration damping device D8 can be improved. Further, since an excessive tensile load or compressive load does not act on the signal line L1 as the coil 40 expands and contracts, disconnection of the signal line L1 can be prevented. The coil 40 is interposed between the spring receiver 41 provided on the rod 4 and the end of the outer cylinder 2, but a spring receiver is also provided on the outer circumference of the outer cylinder 2 so that the spring receiver and the rod 4 may be provided with a spring receiver. It may be interposed between the spring receiver 41 and the spring receiver 41. Further, a dust boot covering the rod 4 may be provided together with the coil 40.

The configuration of the cylinder device C is an example, and the cylinder device C is a damper capable of selecting a mode in which a force is exerted only during expansion, a mode in which a force is exerted only in contraction, and a mode in which a force is exerted in both expansion and contraction. It may be one that can function as an actuator.

Further, the controller 100 executes semi-active control based on Carnop's skyhook theory as described above, but performs other control using the lateral acceleration of the bogie T and the lateral acceleration of the vehicle body B. You may do it. Further, the controller 100 may execute a control that does not require the lateral acceleration of the trolley T, and the lateral acceleration of the trolley T may be controlled by the vibration damping devices D1, D2, D3, D4, D5 , D6 for railway vehicles. , D7, D8 and the trolley T can be used for abnormality detection and data acquisition.

Although the preferred embodiments of the present invention have been described in detail above, they can be modified, modified, and modified as long as they do not deviate from the claims.

2 ... Outer cylinder (cylinder member), 4 ... Rod, 30 ... Bogie side acceleration sensor, 31 ... Body side acceleration sensor, 33, 35 ... Dust boots, 33a, 35a ... Bellows, 40 ... Coil, B ... Body, D1, D2, D3, D4, D5, D6, D7, D8 ... Railroad vehicle damping device, L1 ... Signal line, SL, L1a・ ・ ・ The part from the cylinder of the signal line to the acceleration sensor on the bogie side, M ・ ・ ・ Mountain part of the bellows part, T ・ ・ ・ Bogie, V ・ ・ ・ Valley part of the bellows part

Claims (7)

Cylinder members connected to the vehicle body of railway vehicles and
A rod whose one end is connected to the bogie of the railway vehicle and whose other end is movably inserted into the tubular member.
It is equipped with a bogie-side acceleration sensor that is attached to the rod and detects the acceleration of the bogie.
The signal line of the carriage side acceleration sensor is held by the tubular member, and the signal line is held by the tubular member .
A railroad vehicle vibration damping device, characterized in that a portion of the signal line from the tubular member to the bogie-side acceleration sensor is set to a length that allows the full stroke of the rod. The vibration damping device for a railway vehicle according to claim 1, further comprising a vehicle body side acceleration sensor that is attached to the tubular member and detects the acceleration of the vehicle body. It is tubular and has a bellows portion, one end of which is connected to one end of the rod and the other end of which is connected to the rod side end of the tubular member to cover the rod.
The vibration damping device for a railway vehicle according to claim 1 or 2, wherein the portion of the signal line is attached to the dust boot. The vibration damping device for a railway vehicle according to claim 3, wherein the portion of the signal line is spirally attached to the outer periphery of the dust boot. It said portion of said signal line, the vibration damping system for a railway vehicle according to claim 3, characterized in that attached to the crests of the bellows unit a periphery of the dust boot. It said portion of said signal line, the vibration damping system for a railway vehicle according to claim 3, characterized in that attached to the trough portion of the bellows part to a periphery of the dust boot. A coil that is expandable and contractible and is interposed between one end of the rod and the tubular member is provided.
The vibration damping device for a railway vehicle according to claim 1 or 2, wherein the portion of the signal line is wound around the coil and attached.

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