JPH1035490A - Vehicle body supporting device for railway rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a body supporting device, in which improvement against deterioration of comfortableness due to installation of a stopper mechanism is accomplished, for a railway rolling stock. SOLUTION: In an energizing means 1, which is provided in the subject device, a cylinder 2 and a connecting member 26 are connected to a carriage and a vehicle body individually, a coil spring 20 is clamped from both sides by means of the cylinder 2 and the connecting means 26, and the cylinder 2 and the connecting member 26 are connected together via the coil spring 20. When displacement detected by means of a displacement detection sensor 34 exceeds a reference value during travel on curved tracks, a switching valve 42 is switched, and energizing force of the coil spring 20 is increased in the direction opposed to the displacement direction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle body supporting apparatus for supporting a railway vehicle body.

[0002]

2. Description of the Related Art Conventionally, in a railway car, as shown in FIG.
06 is mounted, and as the bogie 100, a magnetic levitation bogie, a two-axis bogie bogie having wheels (not shown), and the like are known. As the springs 102 and 104, those using an air spring or a coil spring are known.

[0003] In such a railway vehicle, when a lateral load is applied by an acceleration applied in a lateral direction when passing through a curved road, the lateral rigidity of the springs 102 and 104, for example, the lateral rigidity of an air spring or a coil is not required. By using the lateral rigidity of the spring, a restoring force is applied when a relative lateral displacement occurs between the vehicle body and the bogie.

In order to prevent a large displacement between the vehicle body and the bogie, a stopper mechanism 108 for restricting the displacement within a predetermined range is provided. Stopper mechanism 10
8 is a contact member 11 protruding from the vehicle body 106, for example.
0 and a pair of regulating members 112 and 114 provided on the carriage 100 with the contact member 110 therebetween. On the pair of regulating members 112 and 114, rubber-made cushioning members 116 and 118 are attached on the side facing the contact member 110.

[0005]

However, in such a conventional vehicle, a relative displacement in the lateral direction occurs between the vehicle body and the bogie when passing through a curved road, so that the contact member 110 and one of the cushioning members 116 are displaced. , 118 are reduced. In such a state, if vibration is applied for some reason,
The contact member 110 contacts one of the buffer members 116 and 118 to restrict displacement, but the contact may impair ride comfort. In addition, the contact member 110 is a cushioning member 116, 1
When vibration in the vertical direction is applied in the state of contact with the contact member 18, the vertical vibration of the contact member 110 and the cushioning members 116 and 118 suppresses the vibration of the vehicle body in the vertical direction more than necessary. However, there is a problem that the ride comfort may be deteriorated.

On the other hand, the contact member 110 is connected to the cushioning member 116,
If it is attempted to allow the vehicle to travel without making contact with 118, the relative displacement between the vehicle body and the bogie is increased,
It is necessary to increase the distance between the contact member 110 and the buffer members 116 and 118. In this case, the vehicle body can move largely right and left with respect to the track, and the air springs 102, 10
It is necessary to change 4th grade so that a large lateral movement can be tolerated. In addition, if the lateral movement of the vehicle body increases, if the construction limit of railway equipment or the like is exceeded, there is a problem that the equipment may have to be rebuilt.

Accordingly, an object of the present invention is to provide a vehicle body support apparatus for a railway vehicle in which the provision of a stopper mechanism has an improved effect on the deterioration of ride comfort.

[0008]

In order to achieve the above object, the present invention has the following structure as means for solving the problems. That is, in a vehicle body supporting device for a railway vehicle provided with a stopper mechanism for restricting a relative displacement in a lateral direction between a bogie and a vehicle body mounted on the bogie via a spring, the bogie and the vehicle body , A biasing mechanism having a spring for biasing the vehicle body in the lateral direction and having an actuator for changing the biasing force of the spring, a traveling state detecting means for detecting a traveling state, and the traveling state. Controlling the urging mechanism when the state is a state in which a relative displacement in the lateral direction occurs when the vehicle body and the bogie cross a curved road,
Control means for increasing the urging force in a direction opposite to the displacement direction is provided.

The running state detecting means may detect a lateral relative displacement between the vehicle body and the bogie as a running state, or the running state detecting means may detect a lateral acceleration. It may be detected as a running state. Further, in the vehicle body supporting device for a railway vehicle provided with a stopper mechanism for restricting a lateral relative displacement between a bogie and a vehicle body mounted on the bogie via a spring within a predetermined range, the bogie and the vehicle body A biasing mechanism having a spring for biasing the vehicle body in the lateral direction and a fluid actuator for changing the biasing force of the spring, and a mechanical operation for switching communication between the fluid actuator and a hydraulic source. A configuration of a vehicle body support device for a railway vehicle, wherein a switching valve is provided so as to be switched to a side that increases a spring biasing force in a direction opposite to the displacement direction by a lateral displacement between the bogie and the vehicle body. That is it.

In the urging mechanism, the actuator is a cylinder, the cylinder and a connecting member are respectively connected to one of the carriage and the vehicle body, and a coil spring is sandwiched between the cylinder and the connecting member from both sides. A configuration in which a cylinder and the connecting member are connected via the coil spring may be employed.

[0011] In the vehicle body supporting apparatus for a railway vehicle having the above configuration, the traveling state detecting means detects the traveling state, and the control means determines whether the traveling state is relative to the vehicle body and the bogie in the lateral direction when passing through a curved road. When the displacement occurs, the urging mechanism is controlled to increase the urging force in the direction opposite to the displacement direction, and the urging mechanism increases the urging force in the direction opposite to the displacement direction.

Further, when the traveling state detecting means detects the displacement as the traveling state, the relative displacement in the lateral direction between the vehicle body and the bogie is detected as the traveling state, and the traveling state detecting means detects the acceleration as the traveling state. In the detection of the acceleration, the lateral acceleration is detected as the traveling state.

Further, in the apparatus provided with the mechanical operation switching valve,
The machine operation switching valve switches the communication between the hydraulic source and the fluid actuator to a side that increases the urging force in a direction opposite to the displacement direction due to the lateral displacement between the bogie and the vehicle body,
An urging mechanism increases the urging force of a spring that urges the vehicle body laterally by the fluid actuator.

[0014] Further, in the biasing mechanism in which the coil spring is sandwiched and connected from both sides by the cylinder and the connecting member,
The biasing force of the coil spring is increased by the relative movement between the cylinder and the connecting member.

[0015]

Embodiments of the present invention will be described below in detail with reference to the drawings. Note that the same members as those in FIG. 5 described above are denoted by the same reference numerals, and detailed description is omitted. As shown in FIG. 1 and FIG.
6, an urging mechanism 1 is provided, and the urging mechanism 1 includes a cylinder 2 as an actuator.
The cylinder 2 includes a cylinder tube 4 and a cylinder rod 8 formed integrally with a piston 6 that slides in the cylinder tube 4. The inside of the cylinder tube 4
The piston 6 is partitioned into a head-side working chamber 10 and a rod-side working chamber 12, and the cylinder tube 4 is swingably connected to a mounting portion 13 erected on a truck 100.

A bottomed hole 14 is formed in the cylinder rod 8 from the tip to the piston 6 side. The bottomed hole 14 has a pair of convex portions 16 projecting toward the center at a predetermined interval. , 18 are formed. Double convex portions 16, 18
, Both sides of the coil spring 20 are inserted through ring members 22 and 24. Ring members 22, 24
Is slidably inserted in the bottomed hole 8 between the two convex portions 16 and 18, and is configured so as to abut on the convex portions 16 and 18 to restrict sliding.

The coil spring 20 and the ring member 2
A connecting member 26 is inserted through the bottomed hole 14 so as to be able to move in the axial direction thereof, penetrating through the holes 2 and 24. Flanges 28 and 30 are formed on the connecting member 26 at the same interval as the two convex portions 16 and 18. The two flange portions 28 and 30 are connected to the ring member 2.
The ring members 22 and 24 are configured to be in contact with the side surfaces of the coil spring 20 via the ring members 22 and 24, and to slide in the axial direction of the connecting member 26. ing. The distal end of the connecting member 26 is rotatably connected to a mounting portion 32 projecting from the bottom surface of the vehicle body 106.

The coil spring 20 includes a bogie 100 and a vehicle body 10.
The spring constant may be set so as to secure the lateral rigidity obtained by subtracting the lateral rigidity of other devices such as the air springs 102 and 104 from the lateral rigidity required between the air springs 6 and 6. Alternatively, it may be determined.

The cylinder tube 4 and the connecting member 26 are provided with a displacement detecting sensor 34 for detecting a relative displacement between the cylinder tube 4 and the connecting member 26. As the displacement detection sensor 34, an operation transformer or the like is used. In the present embodiment, as shown in FIG.
When 10 is at an intermediate position between the shock absorbing members 116 and 118, that is, when no lateral acceleration is applied, a signal of 0 is output, and when the vehicle body 106 is displaced rightward in the figure, the displacement amount is calculated. When the vehicle body is displaced to the left in the figure, a negative signal corresponding to the amount of displacement is output.

The displacement detection sensor 34 only needs to be able to detect the relative displacement between the carriage 100 and the vehicle body 106. The displacement detection sensor 34 may use a resolver or an encoder, or may be provided in the urging mechanism 1. Not limited to, the trolley 100 and the body 10
6, it can be implemented even if it is provided so as to be able to detect relative displacement.

An output signal from the displacement detection sensor 34 is input to a low-pass filter 36,
The detection signal from the displacement detection sensor 34 outputs to the comparison circuit 38 a detection signal having a low frequency, such as a case where the displacement between the carriage 100 and the vehicle body 106 is gentle as when traveling on a curved road. The detection signal having a relatively high frequency, such as vibration between the carriage 100 and the vehicle body 106, is cut off.

The comparison circuit 38 compares the detection signal from the low-pass filter 36 with a preset reference value, and outputs a signal to the discrimination circuit 39 when the signal exceeds the reference value.
The reference value may be determined in advance by experiments or the like.
Before the contact member 110 comes into contact with the buffer members 116 and 118, the detection signal exceeds the reference value and a signal is output to the determination circuit 39 before a relative displacement occurs between the zero and the vehicle body 106. do it.

The discriminating circuit 39 discriminates whether the signal is positive or negative, and outputs a signal to the driving circuit 40 when the signal is positive, and outputs a signal to the driving circuit 41 when the signal is negative. The drive circuits 40 and 41 output a drive signal to a switching valve 42, and the switching valve 42 is configured to switch between a first position 42a, a neutral position 42b, and a second position 42c according to the drive signal.

According to the drive signal from the drive circuit 40, the switching valve 42 is switched to the first position 42a.
Then, the hydraulic source 44 and the rod-side operation chamber 12 are communicated, and the tank 46 and the head-side operation chamber 10 are communicated. When the drive signal is not input, the operation mode is switched to the neutral position 42b. At the neutral position 42b, the head-side working chamber 10, the rod-side working chamber 12, the hydraulic pressure source 44, and the tank 46 are all shut off. The second position 42 according to the drive signal from the drive circuit 41
In the second position 42c, the hydraulic pressure source 44 communicates with the head-side working chamber 10 and the rod-side working chamber 12. In this embodiment, the low-pass filter 36, the comparison circuit 38, the discrimination circuit 39, and the driving circuits 40 and 41 constitute control means.

Next, the operation of the above-described vehicle body support device for a railway vehicle according to the present embodiment will be described. When traveling on a straight road, there is no relative displacement in the lateral direction between the carriage 100 and the vehicle body 106, and the detection signal level of the low frequency component from the displacement detection sensor 34 is almost zero. Therefore, since no drive signal is output from both drive circuits 40 and 41, the switching valve 42 is at the neutral position 42b, and the head-side working chamber 10 and the rod-side working chamber 12 are shut off. Therefore, the sliding between the cylinder rod 8 and the cylinder tube 4 is locked.

The abutment member 110 is connected to both buffer members 11.
6 and 118, when vibration is applied to the bogie 100 or the vehicle body 106 in this state, the cylinder rod 8
And the connecting member 26. When the connecting member 26 slides in the direction inserted into the cylinder rod 8,
One of the flanges 30 compresses the coil spring 20 via the ring member 24. Therefore, the urging force of the coil spring 20 acts on the connecting member 26 in a direction facing the connecting member 26.

On the contrary, when the connecting member 26 slides in the direction protruding from the cylinder rod 8, the other flange 28 causes the coil spring 20 via the ring member 22 to slide.
Is compressed. Therefore, the urging force of the coil spring 20 acts on the connecting member 26 in a direction facing the connecting member 26. Therefore, when vibration occurs between the carriage 100 and the vehicle body 106, the coil spring 20 is compressed, whereby an urging force acts in a direction to suppress the vibration. Further, the contact member 11
0 also vibrates between the cushioning members 116 and 118 without contacting them, so that the ride comfort does not deteriorate.

Incidentally, by changing the spring constant of the coil spring 20, the lateral rigidity of the vehicle body support device can be easily changed. In addition, since the air springs 102 and 104 generally have a hysteresis with respect to a lateral displacement, if the biasing mechanism 1 is not provided, even though the lateral acceleration does not act on the vehicle body 106, In some cases, the contact member 110 is not in the middle of the buffer members 116 and 118 but is in a state of one side. The provision of the urging mechanism 1 can reduce the influence of hysteresis.

On the other hand, when traveling on a curved road, relative displacement occurs between the bogie 100 and the vehicle body 106 due to lateral acceleration. This displacement is detected by the displacement detection sensor 34 and output to the low-pass filter 36. Then, the signal passing through the low-pass filter 36 is compared with a reference value by a comparison circuit 38. When the signal exceeds the reference value, a determination circuit 39
Is output to

For example, when the vehicle body 106 is displaced rightward in FIG. 2, a positive detection signal is output from the displacement detection sensor 34, the discrimination circuit 39 outputs a signal to the drive circuit 40, and the drive circuit 40 switches. A drive signal is output to the valve 42 to switch to the first position 42a.

When the position is switched to the first position 42a, the hydraulic pressure source 44 and the rod-side working chamber 12 communicate with each other, and the head-side working chamber 10 and the tank 46 communicate with each other. Therefore,
The cylinder rod 8 is slid in the direction in which it is inserted into the cylinder tube 4, the coil spring 20 is compressed via the projection 18 and the ring member 24, and the connecting member 26 is moved in the same direction as the cylinder rod 8 slides. Energize.

As a result, the vehicle body 106 is urged leftward in the figure, and an urging force acts in a direction opposite to the relative displacement direction between the bogie 100 and the vehicle body 106. An urging force acts so that the contact member 110 returns to a position between the two cushioning members 116 and 118. When the vehicle body 106 is displaced in the left direction in the figure and the detection signal from the displacement detection sensor 34 has a signal level of almost zero, the comparison circuit 38 compares the detection signal with a reference value. The signal to is shut off.

Accordingly, the drive signal from the drive circuit 40 is also stopped, and the switching valve 42 is switched to the neutral position 42b.
The sliding between the cylinder rod 8 and the cylinder tube 4 is locked. At this time, since the contact member 110 has been returned to the intermediate position between the two cushioning members 116 and 118, even if vibration is applied to the truck 100 or the vehicle body 106 in this state, the contact member 110 remains in the two cushioning members 116 and 118. It vibrates without touching the vehicle, so that the ride comfort is not degraded. Also, the coil spring 20 acts to suppress vibration.

Conversely, when the vehicle body 106 is displaced to the left in the figure, a drive signal is output from the drive circuit 41 to the switching valve 42 to switch to the second position 42c. Therefore, both the head side working chamber 10 and the rod side working chamber 12 are connected to the hydraulic power source 44. Therefore, the cylinder rod 8
The cylinder rod 8 protrudes from the cylinder tube 4 due to the difference in pressure receiving area between the head side working chamber 10 and the rod side working chamber 12.

As a result, the convex portion 16, the ring member 22,
The urging force of the coil spring 20 acts so as to project the connecting member 26 via the coil spring 20, the ring member 24, and the flange 30. An urging force acts in a direction opposite to the relative displacement direction of the bogie 100 and the vehicle body 106, and urges the contact member 110 to return to a position between the buffer members 116 and 118. When the vehicle body 106 is returned to the right in the drawing, the switching valve 42 is switched to the neutral position 42b in the same manner as described above, and even if vibration is applied, the abutment member 110 is moved to both the buffer members 116, 1
Vibration does not occur with contact with 18, so that the ride comfort is not degraded. Also, the coil spring 20 acts to suppress vibration.

When the vehicle exits the curved road, the lateral acceleration decreases, and conversely, a relative displacement occurs between the bogie 100 and the vehicle body 106 due to the urging force of the coil spring 20. This is detected by the displacement detection sensor 34 and input to the comparison circuit 38 via the low-pass filter 36. When the displacement exceeds the reference value, a signal is output to the discriminating circuit 39, and one of the driving circuits 40,
A signal is output to 41.

Thus, the switching valve 42 is switched to the first position 42a or the second position 42c so as to reduce the urging force of the coil spring 20. Therefore, the coil spring 20
Is reduced, and the displacement detected by the displacement detection sensor 34 falls within the reference value of the comparison circuit 38, the switching valve 4
2 is switched to the neutral position 42b.

In this embodiment, the bogie 100 and the vehicle body 106 are detected by the displacement detecting sensor 34 as running state detecting means.
Is detected as the running state. Alternatively, an acceleration sensor that detects lateral acceleration as the running state may be used as the running state detecting means. The acceleration sensor is the trolley 100 or the body 1
06, the detection signal from the acceleration sensor is input to the low-pass filter 36, and the low frequency component signal is compared with the reference value by the comparison circuit 38 in the same manner as described above to switch the switching valve 42. Thus, the biasing force of the coil spring 20 can be changed before the actual displacement occurs, so that so-called active control can be performed.

Next, a second embodiment in which the urging mechanism 1 is different from the above-described embodiment will be described with reference to FIG. The biasing mechanism 50 is provided with coil springs 54 and 56 on both sides of the pressing plate 52 projecting from the vehicle body 106. A movable table 58 that accommodates the coil springs 54 and 56 so as to sandwich the coil springs 54 and 56 from both sides is slidably provided. The movable table 58 is configured to be moved by a cylinder 60 provided on the carriage 100. Have been.

By driving the cylinder 60 in the same manner as in the above-described embodiment, the urging force can be increased in the direction opposite to the displacement direction. Note that, instead of the cylinder 60, the moving table 58 may be moved by an electric motor via a rack and pinion mechanism. The actuator of the urging mechanism 50 is not limited to the cylinder 60, but may be an electric motor or the like. Is also good.

Further, as in the third embodiment shown in FIG. 4, the present invention can be implemented by using a mechanical operation switching valve 70. The mechanical operation switching valve 70 is provided on the bogie 100,
The switching operation is performed mechanically by an arm member 72 protruding from the sixth member 6. When the vehicle body 106 is displaced rightward in FIG. 4, the mechanical operation switching valve 70 is moved to the first position with a predetermined delay time by the action of the spring 80 and the damper 82.
The position is switched to the position 70a, and the vehicle body 106 is moved leftward in FIG.
Is displaced, the mechanical operation switching valve 70 is switched to the second position 70c with a predetermined delay time by the action of the spring 80 and the damper 82. And the contact member 11
0 is the bogie 100 in the middle of both cushioning members 116 and 118
When there is no displacement between the vehicle and the vehicle body 106, the position is switched to the neutral position 70b. The reason why the mechanical operation switching valve 70 is switched with a predetermined delay time is to prevent the mechanical operation switching valve 70 from being switched due to vibration when passing through a straight road.

Each first position 70 of the machine operation switching valve 70
a, the neutral position 70b and the second position 70c
2 first position 42a, neutral position 42b, second position 42
As in c, the communication between the hydraulic pressure source and the tank is switched. Also in this case, when the vehicle body 106 is displaced rightward, the vehicle body 106 is switched to the first position 70a, and the urging force for urging the vehicle body 106 leftward is increased. When the vehicle body 106 is displaced to the left, the vehicle body 106 is switched to the second position 70c,
Is increased to the right. According to the third embodiment, it is possible to return the contact member 110 to an intermediate position between the buffer members 116 and 118 with a simple configuration without using the traveling state detecting means and the control means.

As described above, the present invention is not limited to such embodiments at all, and can be implemented in various modes without departing from the gist of the present invention.

[0044]

As described in detail above, the vehicle body supporting device for a railway vehicle according to the present invention is capable of detecting the displacement direction when the bogie and the vehicle body are relatively displaced in the lateral direction when passing through a curved road. Since the urging force is increased in the opposing direction, the stopper mechanism does not operate even if vibration occurs at that time, and the effect of preventing deterioration of ride comfort can be prevented. Moreover, since the lateral support rigidity is also covered by the spring of the biasing mechanism, it is possible to set the lateral support rigidity to an optimum state by setting this spring.

Further, by detecting the acceleration as the running state, it is possible to increase the urging force before a relative displacement occurs, and so-called active control becomes possible.
Furthermore, by using the mechanical operation switching valve, there is an effect that the stopper mechanism does not work with a simple configuration, and deterioration of the riding comfort can be prevented. In addition, when the urging mechanism includes the cylinder and the connecting member, the urging mechanism can be integrally attached to the bogie and the vehicle body, which facilitates the attachment.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle body support device for a railway vehicle as one embodiment of the present invention.

FIG. 2 is a configuration diagram of a biasing mechanism and a stopper mechanism of the vehicle body support device of the railway vehicle according to the embodiment.

FIG. 3 is a configuration diagram of a biasing mechanism and a stopper mechanism of a vehicle body supporting device of a railway vehicle according to a second embodiment.

FIG. 4 is a configuration diagram of a vehicle body support device for a railway vehicle according to a third embodiment.

FIG. 5 is a configuration diagram of a stopper mechanism of a conventional vehicle body support device for a railway vehicle.

[Explanation of symbols]

 1, 50 urging mechanism 2, 60 cylinder 4, cylinder tube 8, cylinder rod 26, connecting member 34, displacement detection sensor 36, low-pass filter 38, comparison circuit 39, discrimination circuit 40, 41, drive circuit 42, switching Valve 70: mechanical operation switching valve 100: bogie 106: body 108: stopper mechanism

Claims (5)

[Claims] 1. A railway vehicle body supporting device provided with a stopper mechanism for restricting a lateral relative displacement between a bogie and a vehicle body mounted on the bogie via a spring within a predetermined range, wherein the bogie is And a biasing mechanism provided between the body and the vehicle body, the biasing mechanism including a spring that biases the vehicle body in the lateral direction and including an actuator that changes a biasing force of the spring; and a traveling state detection unit that detects a traveling state. When the traveling state is a state in which the vehicle body and the bogie undergo lateral relative displacement when passing through a curved road, the biasing mechanism is controlled to apply a biasing force in a direction opposite to the displacement direction. A vehicle body support device for a railway vehicle, comprising: control means for increasing the vehicle speed. 2. The vehicle body support of a railway vehicle according to claim 1, wherein said traveling state detecting means detects a lateral relative displacement between said vehicle body and said bogie as a traveling state. apparatus. 3. The apparatus according to claim 1, wherein the traveling state detecting means detects a lateral acceleration as a traveling state. 4. A railway vehicle body supporting device provided with a stopper mechanism for restricting a lateral relative displacement between a bogie and a vehicle body mounted on the bogie via a spring within a predetermined range, Between the body and the vehicle body, a biasing mechanism having a spring for biasing the vehicle body in the lateral direction and having a fluid actuator for changing the biasing force of the spring is provided, and communication between the fluid actuator and a hydraulic power source is provided. A vehicle body support for a railway vehicle, wherein a mechanical operation switching valve for switching is provided so as to be switched to a side that increases a spring biasing force in a direction opposite to the displacement direction by a lateral displacement between the bogie and the vehicle body. apparatus. 5. The urging mechanism, wherein the actuator is a cylinder, the cylinder and a connecting member are respectively connected to one of the truck and the vehicle body, and the cylinder and the connecting member respectively actuate a coil spring from both sides. The vehicle body support device for a railway vehicle according to claim 1, wherein the cylinder and the connecting member are connected to each other via the coil spring.