JPH03186472A - Wheel weight fluctuation preventing method for railway vehicle and device thereof - Google Patents

Abstract

PURPOSE:To prevent the wheel weight fluctuation by connecting front and rear air springs on the same side of front and rear bogies with air pipes having a wheel weight fluctuation preventing valve, and opening the wheel weight fluctuation preventing valve when a railway vehicle is located in a cant degreasing segment and the preset inner pressure difference is generated between the front and rear air springs on the same side. CONSTITUTION:Air feed valves and exhaust valves (both not shown in the figure) and height adjusting valves 6 connected to a source air reservoir are provided on air springs 1, 2; 3, 4 of front and rear bogies 9, 10. The right and left air springs 1, 2 and 3, 4 are connected by air pipes each having a pressure difference adjusting valve 7 to keep inner pressure of the right and left air springs 1, 2 and 3, 4 uniform. The front and rear air springs 1, 3 and 2, 4 on the same side are connected by pipes with a wheel weight fluctuation preventing valve 5 to prevent the occurrence of the inner pressure difference and prevent the occurrence of the wheel weight fluctuation. The wheel weight fluctuation preventing valve 5 has a pair of valves 11, 12, it is opened when the air spring inner pressure of one of the front and rear bogies is higher than the air spring inner pressure of the other, and it communicates the front and rear air springs on the same side of the front and rear bogies.

Description

[Detailed description of the invention] Industrial applications This invention relates to a railway car having a bogie with air springs.

The present invention relates to a wheel load fluctuation prevention method and device for preventing wheel load fluctuations that occur on transition curves.

Conventional technology Railway vehicles equipped with air springs automatically adjust the amount of compressed air according to the load at the time, and use automatic height adjustment systems that combine links and leveling valves to maintain a constant height of the vehicle body. Equipped with adjustment device.

Moreover, a differential pressure regulating valve is provided between the left and right air springs to maintain the internal pressures of the left and right air springs equal when a large difference occurs between the internal pressures of the left and right air springs.

However, when a railway vehicle stops at a gradual curve of a curved road, that is, a section with decreasing cant, the automatic height adjustment device attempts to maintain the air spring height at a constant level.

At this time, as shown in FIG. 11, the front part of the vehicle body (8) is affected by the rear bogie (10) in the small cant position, and a clockwise moment is generated. Further, the rear part of the vehicle body is influenced by the front bogie (9) located at a large cant position, and a counterclockwise moment is generated. In this way, the front and rear bogies try to rotate the car body in opposite directions, but because the torsional rigidity of the car body is large, the car body stops at a position where the moments generated by the front and rear bogies are balanced.

In this state, the air spring heights of the front bogie and the rear bogie both deviate from their target values, so the automatic height adjustment device continues to supply and exhaust the air springs. A difference occurs in the internal pressure of the air spring.

Due to this difference in the internal pressures of the air springs on the diagonal lines, the load borne by each wheel becomes uneven. As a result, the internal pressure of the air springs on one diagonal is high, and the internal pressure of the air springs on the other diagonal is low.

Therefore, wheel load fluctuation occurs.1. When using the wheel load method, a phenomenon occurs for wheels located on the air spring side with low internal pressure. If this wheel load fluctuation is large, there is a risk of derailment when the vehicle is restarted.

Problems to be Solved by the Invention As mentioned above, a conventional railway vehicle having a bogie with air springs has an automatic height adjustment device and a differential pressure regulating valve that keeps the internal pressure of the left and right air springs equal. Although it is possible to adjust the internal pressure of the left and right air springs for each bogie individually, it is not possible to adjust the internal pressure between the front and rear bogies, and in a transition curve, a difference in internal pressure occurs on the diagonal of the car body, so wheel load fluctuations can be prevented. I couldn't.

The present invention provides a method for preventing wheel load fluctuations in a railway vehicle, which is aimed at preventing wheel load fluctuations on a transition curve and preventing derailment when a vehicle stopped on a transition curve restarts.

Means for Solving the Problems In order to achieve the above object, the wheel load fluctuation prevention mechanism for a railway vehicle of the present invention connects the left and right air springs with an air pipe having a differential pressure regulating valve that opens due to the internal pressure difference between the left and right air springs. In railway vehicles equipped with bogies equipped with air springs, air pipes with wheel load fluctuation prevention valves that open when the internal pressure difference between the front and rear air springs on the same side of the front and rear bogies exceed a set differential pressure are used to control the front and rear air on each of the left and right sides of the vehicle. When the internal pressure of one air spring of the front and rear bogies is higher than that of the other, the wheel load fluctuation prevention valve opens, and the front and rear air springs on the same side of the front and rear bogies communicate with each other, reducing the internal pressure of the air spring. Eliminate the difference.

In addition, as a wheel load fluctuation prevention device for a railway vehicle, firstly, a valve has a spool installed parallel to the main body with coil springs interposed on both end faces. Two sets of ports are provided, one end face and one set of ports are connected to the air spring of the front bogie, and the other end face and the other end face are connected to the air spring of the rear bogie. Two sets of valves are connected to the spring, and in each set, a set of ports leading to the front bogie and a set of ports communicating to the rear bogie are connected, so that the internal pressure of the air spring of one of the front bogies is the same as that of the other. The configuration is such that when the internal pressure is higher than the internal pressure of the air springs, the front and rear air springs on the left and right sides communicate with each other.

Second, a coil spring on one side of the air chambers formed on both sides by the piston built into the main body is used to suppress the piston to one side, and two ports leading to each air chamber are used to prevent the piston from moving. It consists of two sets of valves each having a passage in the main body that communicates the two ports mentioned above, one set of valves corresponds to the front and rear air springs on the same left and right sides, and the coil spring of one valve corresponds to the front and rear air springs on the same side. an air pipe connecting a port leading to an air chamber with a coil spring in the other valve and a boat leading to an air chamber without a coil spring in the other valve; The air pipes that connect to the ports leading to the air chambers are connected to the front and rear air springs respectively, and when the internal pressure of one air spring of the front and rear bogies is higher than the other air spring, the The front and rear air springs are configured to communicate with each other.

Thirdly, the tip of the rod supported by the diaphragm stretched inside the main body has a valve that is pressed against the valve seat by a spring to close during steady state, and ports communicating with the air chambers formed on both sides of the diaphragm are provided, respectively. The pressure of the air flowing in from the port is higher at port A+ on the side without the valve, and at port A on the side with the valve! Two sets of four valves are installed: valves V1 and V4, which open when Vz is low, and port A on the side with the valve, and valves V3 and V4, which open when port AJ on the side without a valve is high and low. Port A of valve Vi and port A3 of valve V3 are connected to the air spring of the front bogie through air pipes, and the other valve V is connected to the air spring.
Connect port AI of valve V1 and port 83 of valve V4 to the air spring on the same side of the rear truck by air pipes, and connect ports A2 and A◆ of valve V1 and valve V3 to the air spring of the rear truck by air pipes. Ports At and 8◆ of valves Vt and V4 are respectively connected to the air springs of the front bogie through air pipes, and when the internal pressure of one air spring of the front and rear bogies is higher than the internal pressure of the other air spring, The front and rear air springs are configured to communicate with each other.

Function: A railway vehicle equipped with a wheel load fluctuation prevention device according to the method of the present invention is stopped on a transition curve, and opposite moments act on the front and rear of the vehicle body, causing the internal pressure of the air springs on one of the front and rear bogies to decrease. If the internal pressure is higher than the other air spring's internal pressure, both the left and right wheel load fluctuation prevention valves open, the air springs on the same side are communicated, and pressurized air flows from the air spring side with the higher internal pressure to the air spring side with the lower internal pressure. The internal pressure difference between the front and rear and left and right air springs is solved.
+T. As a result, the internal pressures of the air springs of the front and rear bogies become equal, and wheel load fluctuations are prevented.

Example Embodiments of this invention will be described based on the drawings.

Figures 1 to 7 show the air springs (1) (2) of the front bogie (9) having a wheel load fluctuation prevention mechanism for carrying out the present invention.
), the air springs (3) and (4) of the rear bogie (10), the wheel load fluctuation prevention valve (5), and the pressure air passage.

The air springs (1) (2) of the front bogie (9) and the air springs (3) (4) of the rear bogie (10) are both connected to the air supply valve (not shown in the drawing) connected to the source air reservoir by piping. ), an exhaust valve (drawing omitted) and a height adjustment valve (6) installed in the exhaust pipe.
) is provided. Further, in order to keep the internal pressures of the left and right air springs equal, an air pipe having a differential pressure regulating valve (7) connects the left and right air springs.

This prevents the generation of internal pressure differences between the front and rear air springs (1) and (3) and (2) and (4) on the same side of the front bogie (9) and rear bogie (10), thereby preventing wheel load fluctuations. A wheel load fluctuation prevention valve (5) is installed and connected via piping to prevent this from occurring.

The wheel load fluctuation prevention valve (5) shown in Fig. 1 has coil springs (17) on both end faces of the valve device 2 and a spool (19) incorporated in parallel to the main body (18). Facing each other, there is a pair of ports B on the main body (18), ! :B2 and B! and B4, and a passageway (2
0) to the air spring (1) or (2) of the front bogie, the other end face 13g, another set of bows 1-B, and the passage (21) leading to B4 to the air spring (3> or (4)
When the spool (19) moves, two sets of valves (11
) (12).

Air springs (1) (2) of the front truck (9) and the rear truck (10)
), the internal pressures of air springs (3) and (4) are Pi, P
For mushrooms, Pi, and P4, as shown in Fig. 11, if opposite moments act on the front truck (9) and the rear truck (10) in the cant decreasing section, the internal pressure of each air spring at that time will be For example, as shown in FIG. 8, P+ and P♦ are low, and Pz and Ps are high. In this case, if the differential pressure (Pi-PL) and (Pz-P4) between the front and rear air springs on the same side exceed the set differential pressure, the spool (19) of the valve (11) End face B pushed by pressurized air
6 side, ports B r and Bj are connected, and the pressure air flows from the high pressure side air spring (3H1l) to the low pressure side air spring (1). Also, the spool (19) of the valve (12)
) is pushed by the high pressure air flowing in from end face Bs and moves to end face B6 side, and is connected to port B! and B4 communicate, and the pressurized air flows from the high pressure side air spring (2) to the low pressure side air spring (2).
Flows to 4).

If the differential pressure between the front and rear air springs #a (1) and <3) and between (2) and (4) is within the set differential pressure, the spring forces of the coil springs (17) at both ends are balanced. , spool (19)
returns to its original position and the valve closes.

Contrary to the above, if the internal pressure of the air spring is low Pz and Pi and high P I and P4, the end face Bs Pressure force from the high-pressure side pressurized air is applied to the spool (19).
moves toward the end face B6 side, ports B and B4 communicate with each other, and pressurized air flows from the high-pressure side air spring (1) to the low-pressure side air spring (3).

Similarly, in the valve (12), the spool (19) moves toward the end surface B6 due to the pressing force of the high pressure air flowing into the end surface B6 side, and the pressurized air is transferred from the high pressure side air spring (from the 4th side to the end surface B6 side). It flows to the air spring (2) side on the low pressure side.

Then, similarly to the above, when the differential pressure between the front and rear air springs falls within the set differential pressure, the spool (19) returns to its original position and the valve closes.

The wheel load fluctuation prevention valve (5) shown in Figure 3 is the main body (22).
A coil spring (28) is inserted in one air chamber (25) of the air chambers (24) and (25) formed on both sides by the piston (23) incorporated in the piston (23) to press the piston to one side and to push each air Two ports C,, C, leading to the chamber,
2 sets (13-1) (13-2) and (14) of two valves each having a passage (27) provided in the main body that communicates the two ports CI and C when the piston moves. -1)
(14-2), with front and rear air springs on the same left and right sides (
1) One set of valves corresponds to each of (3), (2), and (4), and the port CI of one valve (13-1) or (14-1) is connected to the air chamber (24) without a coil spring. and the coil spring (2) of the other valve (13-2) or (14-2).
Port C leading to the air chamber (25) with 8)! Connect the air pipe (29> or (30)) to the air spring (1) or (2).

Also, contrary to the above, the valve (13-2) or (14-2)
) and port C of the valve (13-1) or (14-1).
Connect to air spring (3) or (4>).

The movement of this valve is, for example, as shown for the valve (13-1) in Fig. 4, when the internal pressure of the air spring connected to the port C1 leading to the air chamber (24) is high, the pressing force is The piston moves in the direction of compressing the coil spring by overcoming the spring force of (28), port CI-passage (27)-
Port C spirit communicates. That is, the above is a case where the internal pressure of the diagonally located air springs (1) and (4) is high, and the circular pressure of the other air spring (2) and (3) is low, and the valve (13-
1) and (14-2) open, and the front and rear air springs (1) and (
3> and (2) and (4) communicate with each other, and the internal pressure difference between the front and rear air springs is eliminated.

Conversely, if the internal pressure of air springs (2) and (3) is high and the internal pressure of air springs (1) and (4) is low, then valves (13-2) and (1)
, 4-1) open, air springs (1) and (3) and air springs (2) and (4) communicate with each other, and the internal pressure difference between the front and rear air springs is eliminated.

The wheel load fluctuation prevention valve (5), not shown in Fig. 5, has a valve (34) at the tip of a rond supported by a diaphragm (33) stretched inside the main body that is closed by being pressed against the valve seat by a spring. The diaphragm (33) has ports communicating with the air chambers formed on both sides of the diaphragm (33), and the pressure of the air flowing in from each port is adjusted to the port on the side without the valve (34), as shown in FIG. 6a. The valves V, , V open when A + is high and the port A t on the side where the valve (34) is located is low.

As shown in Fig. 6, the four valves (■4) are opened when port A4 on the side with the valve (34) is high and port A3 on the side without the valve (34) is low. The two sets are the left and right front and rear air springs (]), (3) and (2).
and (4).

Then, port A + of valve ■5 and port 1-A of valve ■3
s is connected to the air spring (1) or (2) of the front truck by an air pipe (35) or (36). Also, the other valve V
x bow 1-A + and port A of valve ■◆, connect air pipe (3
7) or (38), the air spring on the same side of the rear bogie (
Connect to 3) or (4).

Furthermore, port A2 of valve Vz and port A4 of valve V4 are connected to air spring (]) or (2) via air pipes (39) and (35) or (40) and (36), and Port At and port A4 of valve V3 are connected to air pipe (41) and (3
7) or connect to air spring (3) or (4) via (42) and (38).

In addition, the valve opening (45) of valve Vl and the valve opening (46) of valve V4 are
) is connected with an air pipe (43), and the valve opening (4
5) and the valve opening (46) of valve V3 are connected by an air pipe (44).

Now, when the railway vehicle is in the cant decreasing section and the internal pressure of the air springs (1) and (4) on the diagonal of the front and rear bogies is low and the other air springs (2) and (3) are high, the air The high internal pressure of the spring (2) acts on each valve via the air pipe (36) < 40), but valves V and V4 open and the air pipe (36),
(40) - Valve ■◆ - Air pipe (43) - Valve Vl - Air pipe (
42) Air springs (2) and (4) communicate through (38).

In this way, the front and rear air springs on the same side communicate with each other, eliminating the internal pressure difference.

Contrary to the above, if the internal pressure of air springs (1) and (4) on the diagonal is high and the internal pressure of air springs (2) and (3) is low, the same effect as above will cause the gap between the front and rear air springs on the same side to increase. Communication occurs and the internal pressure difference is eliminated.

Note that in the cant section, since no internal pressure difference occurs between the air springs on the diagonal lines of the front and rear bogies, the wheel load fluctuation prevention valve (5) does not operate.

However, when the vehicle stopped in the cant section, Figure 10a
As shown in ,b, the front truck (9〉) and the rear truck (10) are
A moment is generated in both the same direction, and for example, as shown in FIG. 9, the internal pressure P+ of the inner soft air springs (1) and (3)
P3 is high, and the internal pressure P1 of the air springs (2) and (4) on the outer track side
, P4 becomes smaller. At this time, the differential pressure regulating valve (7) is opened, and the internal pressure is adjusted so that the internal pressures of the left and right air springs are equalized.

Effects of the Invention This invention connects the front and rear air springs on the same side of the front and rear bogies of a railway vehicle with an air pipe having a wheel load fluctuation prevention valve. When the internal pressure of one spring becomes higher than that of the other air spring, and an internal pressure difference greater than the standard occurs between the front and rear air springs on the same side, the wheel load fluctuation prevention valve opens and the internal pressures of the front and rear air springs are equalized. As the pressurized air moves, it is possible to prevent wheel load fluctuations from occurring.

[Brief explanation of drawings]

Figure 1 is an explanatory diagram showing the air springs, wheel load fluctuation prevention valve, and pressure air passages of the front and rear bogies in one embodiment of the present invention, and Figure 2 is a partial operation of the wheel load fluctuation prevention valve in the same embodiment. FIG. 3 is an explanatory diagram showing the air springs, wheel load fluctuation prevention valves, and pressure air passages of the front and rear bogies in the second embodiment of the present invention, and FIG. 4 is an explanatory diagram showing the wheel load fluctuation of FIG. 3. FIG. 5 is an explanatory diagram showing the operation of a part of the prevention valve. FIG. Fig. 5 is a sectional view showing the details of the unit valve constituting the wheel load fluctuation prevention valve in Fig. 5;
The figure shows the valves V+ and Vz, and the figure b shows the valves V1 and ■4. Figure 7 is an explanatory diagram showing the wheel load fluctuation prevention valve in Figure 5 enlarged 17. Figure 8 shows when the railway vehicle is in the cant decreasing section. An explanatory diagram showing the level of internal pressure of the air spring at a certain time. Figure 9 is an explanatory diagram showing the level of internal pressure of the air spring when the railway vehicle is in the cant section. Figure 10 is an explanatory diagram showing the level of the internal pressure of the air spring when the railway vehicle is in the cant section. An explanatory diagram showing the moment acting on the bogie (Figure a) and the rear bogie (Figure B). Figure 11 is an explanatory diagram showing the moment generated at the front and rear of the car body when the railway vehicle is in a cant decreasing section. , Figure A shows the relationship between the decreasing cant section and the car body, Figure B shows the moment at the front of the car body, and Figure C shows the moment at the rear of the car body. 1.2.3.4... Air spring 5... Wheel load fluctuation prevention valve 6... Height adjustment valve 7.
...Differential pressure regulating valve 8...Main body 9...Front truck 10...Rear truck 11, 12...Valve 1.3-1.13-2.14-1.14-2... Valve 1
5-1.15-2.16-1.16-2... Valve 17.
...Coil spring 18...Car body 19...Spool 20.21.27...Passage 22.
...Body 23...Piston 24.25...Air chamber 28...Coil spring 29.30.31.32...Air pipe 33...Diaphragm 34...Valve 35.3
6.37.38.39...Air pipe 40.41.42.
43... Air pipe 45. 46... Valve opening times■ 7th 1 Figure 8 Figure 9 Figure 9 (0) (b)

Claims (1)

[Scope of Claims] 1. In a railway vehicle having a bogie with an air spring in which the left and right air springs are connected by an air pipe having a differential pressure regulating valve that opens when the internal pressure difference between the left and right air springs exceeds a set differential pressure, An air pipe with a wheel load fluctuation prevention valve that opens when the internal pressure difference between the front and rear air springs on the same side exceeds a set differential pressure connects the front and rear air springs on each of the left and right sides of the vehicle. A method for preventing wheel load fluctuations in a railway vehicle, in which the wheel load fluctuation prevention valve opens when the internal pressure is higher than the internal pressure of the other air spring, and the front and rear air springs on the same side of the front and rear bogies communicate with each other to eliminate the difference in air spring internal pressure. 2. Providing two sets of ports in the main body opposite to the spool side of the valve having a spool incorporated in parallel to the main body with coil springs interposed on both end faces,
Two sets of valves each having a passage leading to one end face and one set of ports connected to the air spring of the front bogie, and a passage leading to the other end face and another set of ports to the air spring of the rear bogie. In the set, a set of ports leading to the front bogie and a set of ports leading to the rear bogie are connected, and when the internal pressure of one air spring of the front and rear bogies is higher than the internal pressure of the other air spring, the front and rear air of each left and right side is connected. A wheel load fluctuation prevention device for a railway vehicle configured so that springs communicate with each other. 3 A coil spring is interposed in one of the air chambers formed on both sides by the piston incorporated in the main body to press the piston to one side, and two ports communicating with each air chamber,
It consists of two sets of valves each having a passage in the main body that allows the two ports to communicate with each other when the piston moves,
An air pipe that connects a pair of valves to the front and rear air springs on the same left and right sides, and connects the port of one valve that leads to the air chamber with a coil spring and the port of the other valve that leads to the air chamber that does not have a coil spring. The air pipes connecting the port leading to the air chamber without a coil spring of one valve and the port leading to the air chamber having a coil spring of the other valve are respectively connected to the front and rear air springs, and the air pipes are connected to the front and rear air springs respectively. A wheel load fluctuation prevention device for a railway vehicle configured such that when the internal pressure of one air spring is higher than the other air spring, the front and rear air springs on the left and right sides communicate with each other. 4 At the tip of the rod supported by the diaphragm stretched inside the main body, there is a valve that is pressed against the valve seat by a spring to close during normal operation, and ports are provided that communicate with the air chambers formed on both sides of the diaphragm. The pressure of the incoming air is higher in port A_1 on the side without a valve, and in port A on the side with a valve.
Two sets of four valves are installed on the left and right sides: valves V_1 and V_2, which open when __2 is low, and valves V_3 and V_4, which open when port A_4 on the side with the valve is high and port A_3 on the side without the valve is low. port A_1 of valve V_1 and port A_3 of valve V_3 are connected to the air spring of the front bogie by air pipes, and port A_1 of the other valve V_2 and port A_3 of valve V_4 are connected to the air springs of the rear bogie by air pipes. Connect ports A_3 and A_4 of valves V_1 and V_3 to the air springs of the rear truck through air pipes, respectively, by connecting them to the air springs on the same side.
Ports A_2 and A_4 of valves V_2 and V_4 are connected to the air springs of the front truck by air pipes, and air pipes are used to connect the valve openings of valve V_1 and valve V_4 and between the valve openings of valve V_2 and valve V_3, respectively. A method for preventing wheel load fluctuations in a railway vehicle, in which the front and rear air springs on the left and right sides are communicated when the internal pressure of the air spring on one side of the front and rear bogies is higher than the internal pressure of the air spring on the other side.