JPH04126663A - Truck for rolling stock - Google Patents

Abstract

PURPOSE:To allow passengers to feel more comfortable to ride in on the curved rails and before and after the curved rails in particular and raise the speed of the vehicle by providing a valve capable of varying the throttling of an air spring for supporting the vehicle body and properly controlling the operation of this valve. CONSTITUTION:In the case where a vehicle body 1 is applied to a pendulum truck, when the pendulum truck approaches rails curved to the left, for example, the body 1 of the pendulum truck turns in the right direction around the pendulum caused by right directional excess centrifugal force. At this moment, since the right air spring 2 is compressed due to the rotation of the body, the throttling of the right throttle valve 3 prevent the body from rolling in the right direction thus allowing the pendulum truck to fully display its performance. Therefore, the area where rolling is liable to occur is memorized in a controller beforehand so as to allow the controller to vary the throttling of the throttle valve 3 for the air spring. This constitution restrict the rolling of the body and allows passengers t feel more comfortable to ride in on the curved rail and before and after the curved rails in particular and raises the speed of the vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Field of Application 1] The present invention relates to a railway vehicle, and particularly to a railway vehicle bogie that supports a car body via an air spring.

[Prior art 1] Conventional air springs for railway vehicles are disclosed in, for example, Japanese Patent Application Laid-Open No. 1986-1
As seen in the known examples such as No. 21335, the method of changing the constricted portion of the air filter through a control device was not adopted, but a structure in which the constricted area was constant or the constricted area was variable by mechanical operation was used.

This type of structure has little effect on suppressing the rolling phenomenon of the vehicle body that occurs when the vehicle approaches a curve, so it is a factor that prevents the vehicle from pulling up and reduces ride comfort. It had become.

Also, in the pendulum truck control device, Japanese Patent Application Laid-Open No. 60-15
As shown in No. 7957, although the pendulum action of the vehicle body was controlled, no method was taken to suppress the rolling phenomenon caused by the expansion and contraction of air springs. For this reason, the phenomenon of a delay in swinging or a delay in returning the vehicle body at the starting point and ending point of the curve on the track is not produced, which is a contributing factor to the deterioration of riding comfort. Furthermore, while driving on a curve, the excessive centrifugal force generated in the car body causes the car body to roll in the opposite direction to the shake-dried fish, which was a factor in reducing the effectiveness of the pendulum effect.

[Problem to be Solved by the Invention 1] The above-mentioned conventional technology has a structure that naturally has a limit in promoting the improvement of ride comfort and speed of the vehicle. An object of the present invention is to improve riding comfort and speed, particularly at curved sections of the track and the sections before and after the curved sections, by controlling the operation of the air spring throttle valve at any point.

[Means for Solving the Problems] The above object is achieved by storing in advance a section where rolling is likely to occur in the control device, and causing the control device to change the throttle valve of the air spring in that section.

[Function] At the starting point of a curve on the track, for example, if this curve is a left-hand curve, the car body tends to tilt to the right due to centrifugal force. It is possible to prevent directional shrinkage. On the other hand, at the end of the curve, a force acts on the tilted vehicle body to return it to its original position, causing it to tilt to the left. In this case, rolling can be prevented by conversely reducing the throttle of the left air spring.

[Example] Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a cross-sectional view showing the car body and the bogie portion when a railway vehicle bogie with a variable throttle control device according to the present invention is applied to a pendulum bogie, and shows the bogie running on a straight track or standing still on a horizontal ground. There is. FIG. 2 is a sectional view showing the pendulum bogie and car body without the variable throttle control device when the track approaches a left curve. The vehicle body l rotates clockwise around the pendulum center 0 due to the excess centrifugal force to the right. At this time, the right air spring 2 is compressed by the rotation of the vehicle body. This rotation of the car body is in the opposite direction to the rotation due to the pendulum action, which hinders the merits of the pendulum bogie.

FIG. 3 is a sectional view showing the car body and bogie portion when the railway vehicle bogie with the variable throttle control device according to the present invention is applied to a pendulum bogie, and also shows the state when the track approaches a left curve. FIG. In this case, by throttling the right throttling valve 3, the performance of the pendulum truck can be fully demonstrated without causing clockwise body roll as shown in FIG.

FIG. 4 is a model diagram showing the curvature near a certain curve on the track and the vehicle body deflection angle of a conventional pendulum car when traveling at that point. Even if the car starts to curve while driving, the vehicle does not tilt immediately, but begins to tilt after a short delay. This is due to the delay in vehicle body swing as shown in Figure 2 due to air spring compression, and is one of the reasons why passengers feel that the ride is uncomfortable in the left and right directions. In this case, there is a delay in the return of the vehicle body tilt, which also impairs ride comfort.

Figure 5 shows the curvature near a certain curve on the track, the swing angle of the car body when the railway vehicle bogie equipped with the variable throttle control device according to the present invention is applied to a pendulum bogie when traveling at that point, and the left and right air spring throttle due to control. When the vehicle approaches a transition curve, which indicates the condition of the diameter, the right air spring throttle a is quickly reduced to b to suppress the vehicle body roll phenomenon and prevent the swing-over delay phenomenon. After that, since a certain amount of excess centrifugal force is generated in the car body while driving on a circular curve, the aperture diameter C is set to prevent the car body from rolling, and at the end of the circular curve, the aperture diameter is returned to the original a. I'll return it to the same d. On the other hand, the left air spring throttle diameter is reduced to do at the transition curve near the end of the curve, symmetrical to that of the right air spring, making it possible to prevent a delay in the return of the vehicle body tilt. Become.

Section 6 shows an example of a system that detects when a vehicle approaches a curve.
Curves are detected by sensing the movement and calculating the travel distance by the speed generators 9a and 9b, which exists as a conventional control pendulum system, but the air spring throttle control of the present invention is added to this system. By doing so, ideal aperture changes and vehicle body deflection angles as shown in FIG. 5 can be realized.

FIGS. 7 and 8 are cross-sectional views showing a truck and a car body without a pendulum device. FIG. 7 is a sectional view showing the bogie and car body without the variable throttle control device when the track approaches a left curve. The vehicle body l rotates clockwise due to the excess centrifugal force to the right. At this time, the right air spring 2 is compressed by the rotation of the vehicle body.

- Figure 8 is a cross-sectional view showing the car body and bogie portion when the railway vehicle bogie with the variable throttle control device according to the present invention is applied, and also a cross-sectional view showing the state when the track approaches a left curve. It is a diagram. In this case, the right throttle valve 3
By narrowing down the rotation speed, the vehicle body roll of clockwise rotation as shown in FIG. 7 does not occur, and it is possible to contribute to improvement of riding comfort and speed. In this way, the railway vehicle bogie according to the present invention is also applicable to a bogie that does not have a pendulum mechanism.

Next, the structure and function of the throttle valve 3 will be explained in detail with reference to FIGS. 9 and 10.

31 is an air spring lower plate constituting the air spring 2;
32 is a top plate forming the pendulum beam 4 or the bogie frame 6;
3 is an O-ring that seals between the top plate 32 and the main body of the throttle valve 3. 34 is an air hole opened in the air beam 2; 35 is a small diameter air hole opened in an auxiliary air reservoir 44 provided inside the pendulum beam 4 or the bogie frame 6; 36 is an auxiliary air hole similar to the small diameter air hole 35; A large-diameter air hole opens into the air reservoir 44, and the air hole 34, small-diameter air hole 35, and large-diameter air hole 36 are communicated with each other through a communication hole in which a spool 37 is provided. The spool 37 is provided with a plunger 39 at one end, a spring 43 at the other end, and a valve portion that opens and closes the large diameter air hole 36 by its operation.

In such a configuration, when the vehicle having the above configuration runs on a section where the rolling of the vehicle body does not occur significantly, such as on a straight road, the servo control device 16 shown in FIG. 6 does not supply power to the solenoid 38. In the throttle valve 3, the spool 37 and plunger 39 are as follows.
It is pushed down by the spring 43, and both the small diameter air hole 35 and the large diameter air hole 36 are open. Therefore, as shown by the arrow 40 in the figure, the air flow between the air spring 2 and the auxiliary air i''!44 is performed by both the small diameter air hole 35 and the large diameter air hole 36, and at this time there is attenuation in the air flow. The force is relatively small, which is an appropriate damping force depending on the magnitude of vibrations from the track, and provides good ride comfort.

On the other hand, when the vehicle approaches a curved road, for example, when this curve is a right-hand curve, the throttle valve 3 on the right side of the vehicle is controlled by the servo control device 16 of FIG. 6, as shown in FIG. 1O. 38 is supplied with power and is excited, causing the plunger 39 and the spool 37 to move upward. By this operation, the large-diameter air hole 36 is closed, and air circulation is performed only through the small-diameter air hole 35, as shown by an arrow 41 in the figure. By this, air spring 2
The damping force in the air flow between the auxiliary air reservoir 44 and the auxiliary air reservoir 44 increases. Therefore, even if the vehicle body tends to tilt to the right due to centrifugal force, the vehicle body can be prevented from tilting due to the so-called constricted air circulation created by the opening of only the small-diameter air holes 35 as described above.

〔Effect of the invention〕

According to the present invention, it is possible to suppress vehicle body roll by storing in advance a section where rolling is likely to occur in the control device and changing the throttle valve of the air spring in that section by the control device. It is possible to improve ride comfort and speed in the area and the areas before and after it.

[Brief explanation of drawings]

FIG. 1 is a front view showing the car body and bogie portion of a vehicle equipped with an embodiment of a railroad vehicle bogie equipped with a variable throttle control device according to the present invention, and FIG. 2 is a front view of a conventional pendulum bogie when it approaches a curve. Fig. 3 is a front view showing the state when a vehicle equipped with the railway bogie according to the present invention approaches a curve, and Fig. 4 shows the curvature near the curve of the track and the pendulum during travel. Figure 5 is a graph showing the vehicle body deflection angle, and shows the curvature near the curve of the track, the vehicle body deflection angle of the railway vehicle bogie according to the present invention when traveling at that point, and the condition of the left and right air spring throttle diameters by control. Figure 6 is a circuit diagram showing an example of a system for detecting when a vehicle approaches a curve, and Figure 7 shows the state of a vehicle without a pendulum device and variable aperture control device when approaching a curve. Front view showing,
FIG. 8 is a front view showing a curve running state of a vehicle equipped with a railway vehicle bogie equipped with a variable throttle control device according to the present invention and without a pendulum device, and FIGS. 9 and 10 are the configuration and function of the throttle valve. FIG. 2 is a sectional view for explaining. 1------1 vehicle body, 2------1 air spring, 3---
---11 throttle valve, 4-----1 pendulum burr, 5-
--m--roller, 6-------bogie frame, 9a, 9b-
--- Single speed generator, 16 --- Serpo control device, 17 --- Receiver, 20 --- Control device, 31 ---- Air spring bottom plate , 32-----One top plate, 34----One air hole, 35---One small-diameter air hole, 36-------Large-diameter air hole, 37------
--Spool, 38-11111 solenoid, 39--
−−−Plunger 44−−−−−Auxiliary air reservoir agent Patent attorney Masaru Ogawa Tsukuda−,,,,,−
,−,,,,. '() Sai l Eye 3 Lock 4 Figure 5 O 6 Mouth; 47 Figure 48 Prisoner

Claims (1)

[Claims] 1. A railway vehicle bogie that supports a car body via an air spring, characterized in that it is equipped with a valve that makes the throttle of the air spring variable and a control device that controls the operation of the valve.