JPS5811343B2 - Air spring height control method and device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a method and device for controlling the height of an air spring, and more specifically, in a bogie for a railway vehicle, the height of the air spring is adjusted to compensate for changes in the height of an axial spring caused by changes in load. The present invention relates to a height control method of an air spring and a device thereof, in which the height of a vehicle body is always kept constant regardless of changes in load by canceling out changes in height.

In a two-stage spring bogie for a railway vehicle that uses air springs, due to structural problems, for example, as shown in Fig. 1, an air spring is used as the pillow spring a, and an air spring is used as the shaft spring b. It uses a coil spring.

When a load is applied to such a two-stage spring truck with air springs, the height of the air spring is always kept constant regardless of changes in the load by using an automatic height adjustment valve. The axial spring deflects (compresses) in proportion to the amount of load.

For this reason, in conventional railway vehicles using this type of bogie, the height of the car body from the track surface changes by the deflection of the shaft spring ∂ as the load changes, as shown in Figure 5A. Therefore, it was not possible to keep it constant.

Therefore, an object of the present invention is to compensate for the deflection of the axle spring by changing the height of the air spring, thereby keeping the height of the vehicle body constant regardless of changes in load. An object of the present invention is to provide a control method and device.

The feature of the air spring height control method according to the present invention is that the fulcrum position of the operating lever of the automatic height adjustment valve for air springs is moved upward by an amount commensurate with the amount of deflection of the axial spring, and the height of the air spring is adjusted axially. The height must be increased by an amount commensurate with the amount of deflection of the spring.

The air spring height control device according to the present invention includes (a) an air spring, an automatic height adjustment valve that supplies and discharges air into the air spring in accordance with the swinging of a control lever, and (c) a device connected to the control lever. and a fulcrum position adjustment device having a piston that is biased downward by a spring or the like and moves upward in proportion to the magnitude of air pressure within the air spring, and a damper device that applies a damper to the movement of the piston. The purpose is to change the height of the air spring in accordance with changes in air pressure within the air spring.

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

2 and 3, an air spring height control device according to the invention is shown.

In the figure, 1 is the car body, 2 is the bogie frame, and 3 is the car body 1.
4 is an automatic height adjustment valve that is fixed to the vehicle body 1 and supplies and discharges air pressure to the inside of the air spring 3; 40 is an automatic height adjustment valve; This is the operating lever.

This automatic height adjustment valve 4 is configured so that the height of the air spring 3 becomes lower than the reference height H8 (as the height of the air spring 3 becomes lower than the reference height H8 as the vehicle body descends with respect to the bogie frame), and the operating lever 40 moves counterclockwise around the fulcrum O. It rotates in the Y direction (and supplies air pressure into the air spring 3, and conversely, as the vehicle body rises with respect to the bogie frame, the height of the air spring 3 becomes higher than the reference height, and the operating lever 40 When it rotates clockwise around fulcrum 0 and faces in the Z direction, the air pressure inside the air spring is discharged, and when the control lever is in the almost horizontal X direction, it stops supplying and discharging air pressure. There is.

A fulcrum position adjustment device 5, which constitutes the main part of this height control device, is fixed to the truck frame 2.

As shown in detail in FIG. 3, this fulcrum position adjustment device 5 includes a main body 50 having first and second chambers C1 and C2 separated from each other by a wall 51, and a main body 50 that moves into the first chamber C1. A first piston 52 that can be inserted, and a second
a second piston 53 movably inserted into the chamber C2 and connected to the first piston 52 by a rod 54;
and an adjustment spring 55 biasing the first piston 52 downward.

A lower portion of the first piston 52 of the first chamber C1 communicates with the interior of the air spring 3 via a conduit 6.

An orifice 56 is formed in the second piston 53.

The second chamber is filled with oil.

In the fulcrum position adjustment device configured as described above, the air pressure within the air spring 3 always acts on the lower surface of the first piston 52, and the first piston stops when the pressing force of the adjusting spring 55 and the pressing force due to the air pressure are balanced. ing.

When the air pressure inside the air spring increases, the piston 52 also moves upward, but due to the action of the damper device consisting of the second piston 53, the orifice 56, and the oil in the second chamber, the first and second The piston cannot move suddenly, but gradually.

Then, the first piston and the like stop again at a position where the push-up force due to the increased air pressure and the push-down force of the spring are balanced.

The upper end of the rod 54 protrudes outside the main body, and a link 7 whose length can be adjusted is attached to the upper end.

The upper end of the link I is connected at a fulcrum O to an operating lever 40 of the automatic height adjustment valve.

Next, the operation of the air spring height control device of the present invention will be explained with reference to FIGS. 4 and 5.

Now, as shown in FIG. 4A, a reference load W is applied to the air spring 3.

is acting, the reference spring height of air spring 3 is H8
, The fulcrum position (height) of the control valve operating lever has increased.

, the air pressure inside the air spring is P. It is assumed that the equation is balanced and the supply and discharge of air pressure into the air spring is stopped.

Note that the reference height of the vehicle body and the reference height of the shaft spring 8 at this time are Lo, respectively, as shown in FIG. 5B.
and 10.

Under these conditions, when the load applied to the air spring increases from Wo to W1 (W1=W0+w1), the height of the air spring becomes P1 (P1=P0+P) where the internal pressure balances the load W1.
1), it is compressed by δ1 and becomes the height Hl.

At this time, the air pressure acting on the lower surface of the first piston 52 of the fulcrum position adjustment device 5 also increases from P0 to P1, so the first piston attempts to push up against the pressing force of the adjustment spring 55, but the action of the damper device Therefore, the piston 52 etc. cannot rise rapidly.

As a result, the operating lever connected to the piston is almost stopped, the regulating valve 4 is lowered relative to the fulcrum position O, and the operating lever is tilted upward to the right as shown in FIG. 4B. When the adjustment valve 4 is tilted like this,
Air pressure is supplied into the air spring 3 through the air spring 3, and the height of the air spring increases until the operating lever becomes approximately horizontal while the internal pressure remains at P1.

During this time, the first and second pistons of the fulcrum position adjustment device gradually rise until the force acting on the lower surface of the first piston balances the downward force of the adjustment spring 55, so the position of the fulcrum O of the operating lever also changes. gradually rises.

If the damper device is set in advance so that the rate of increase in the height of the air spring is greater than the rate of increase in the piston, the height of the fulcrum will increase the pressure P on the lower surface of the first piston 52.
Before reaching the final equilibrium position h3 when 1 is applied, for example at h2 as shown in FIG. 4C, the operating lever becomes almost horizontal and the supply of air into the air spring is temporarily However, since the pressure P1 is constantly acting on the lower surface of the first piston, the height of the fulcrum continues to gradually rise to h3, so the air spring stops supplying air until the height reaches H3. As shown in the fourth diagram, when the height of the fulcrum stops at h3 and the floating height of the air spring also stops at h3, the balance state is reached. keep.

Therefore, the spring constant of the adjustment spring 55 is adjusted so that the amount of deflection (amount of contraction) α of the axial spring caused by the increase in the load from Wo to W1 is the same as the amount of expansion of the air spring, that is, the amount of rise β of the fulcrum O. If is determined in advance, the height of the car body will be the same when the load is Wo and when the load is W1, as shown in Figure 5C.In other words, the height of the car body will always be constant regardless of changes in the load. become.

Conversely, when the load decreases from W1 to Wo, the air spring 3 expands until the internal pressure reaches Po, so the height becomes H4,
The operating lever 40 of the automatic height adjustment valve 4 tilts downward to the right as shown in FIG. 4E, and the pressure acting on the lower surface of the first piston 52 of the fulcrum position adjustment device 5 also decreases from P1 to Po. Therefore, the first and second pistons also begin to descend (gradually due to the action of the damper device).

The air pressure in the air spring 3 is therefore discharged via the automatic height adjustment valve.

And the height of the fulcrum 0 and the height of the air spring are h
o and Ho, and when the control lever becomes approximately horizontal as shown in FIG. 4F, the exhaust from within the air spring stops and balances out.

As is clear from the above explanation, if the air spring height control method of the present invention is used, the deflection of the axial spring can be compensated for by increasing the height of the air spring. The height of the car body of a railway vehicle using a bogie can always be kept constant regardless of the load.

In this example, a metal coil spring in which the change in deflection with respect to a change in load has a nearly linear relationship is used as the axial spring. If an Erigo spring is used, a spring with the same characteristics may be used for the spring of the fulcrum position adjustment device.

[Brief explanation of drawings]

Fig. 1 is a schematic diagram of a conventional two-stage spring truck with air springs, Fig. 2 is a schematic sectional view of an air spring height control device according to the present invention, and Fig. 3 is an enlarged sectional view of a fulcrum position adjustment device. Figure 4 A
to F are diagrams showing the operation of the air spring height control device according to the present invention, and FIG. It is a figure which shows the change of the vehicle body height in case. 1: Vehicle body, 2: Platform frame, 3: Air spring, 4: Automatic height adjustment valve, 5: Fulcrum position adjustment device, 8: Axial spring, 40: Operation lever, 50: Main body, 52, 53: Piston, 55 : Spring.

Claims (1)

[Claims] 1. An air spring is provided between the vehicle body and the bogie frame, and an axle spring is provided between the bogie frame and the axle, and the air spring can be activated by rotating an operating lever on the vehicle body. Used on a bogie with an air spring that is equipped with an automatic height adjustment valve that supplies and discharges air to the bogie, and adjusts the height of the air spring by operating the control lever according to changes in the height of the car body from the bogie frame. In a method for controlling the height of an air spring, an increase in air pressure within the air spring is used to raise the air spring by an amount commensurate with the amount of deflection of the shaft spring at the fulcrum position of the operating lever, thereby increasing the height of the air spring at the time of balance. An air spring height control method characterized by increasing the height of the axial spring by an amount commensurate with the amount of deflection of the axial spring. 2. An air spring is provided between the car body and the bogie frame, and an axle spring is provided between the bogie frame and the axle, and the car body is capable of supplying and discharging air to and from the air spring by rotating an operating lever. The height of air springs used in bogies with air springs is equipped with an automatic height adjustment valve, and the height of the air spring is adjusted by operating the operating lever according to changes in the height of the vehicle body from the bogie frame. In the control device, the trolley frame includes a chamber that communicates with the inside of the air spring, a piston that is movably provided in the chamber and responds to air pressure within the air spring, and an adjustment spring that presses the piston downward. A fulcrum position adjustment device is installed, and the pivoting fulcrum of the operation lever is connected to the piston via a link, and the amount of deflection of the shaft spring due to an increase in the load acting on the vehicle body and the air spring as the load increases. 1. A height control device for an air spring, characterized in that the amount of deflection of the adjustment spring due to an increase in air pressure within the spring is made substantially the same.