JPWO2018016035A1 - Knitting vehicle provided with an inter-vehicle damper device - Google Patents

Abstract

A knitted vehicle provided with an inter-vehicle damper device capable of reducing bending vibration of the vehicle body and vibration in the roll direction and efficiently reducing lateral vibration of the vehicle body and vibration in the yaw direction to further improve riding comfort of the vehicle. The purpose is to The formation vehicle 1 includes a first inter-vehicle damper device A1 provided between the leading vehicle 20 and the first intermediate vehicle 30a and between the rear vehicle 40 and the third intermediate vehicle 30c, and an inter-vehicle body at both ends in the longitudinal direction It has a damper device (A2, A3). The inter-vehicle damper device (A2, A3) has an upper and lower damper 4a (4b) provided along the vertical direction on one side in the width direction of the end plate of the second intermediate vehicle.

Description

  The present invention relates to a train having an inter-vehicle damper device that improves the ride quality of a railway vehicle.

  In recent years, with the increase in speed of railway vehicles, roll vibration (vibration around an axis along the longitudinal direction of the vehicle), vehicle bending vibration in the vertical direction, yaw vibration of the vehicle (vibration in the horizontal surface), etc. As a result, there is a tendency for the riding comfort to deteriorate, so it is required to suppress these vibrations to improve the riding comfort. Therefore, by providing an inter-vehicle damper device configured of a plurality of dampers bridged between vehicles at the connecting portion between the vehicle and the vehicle, vibration is suppressed and the riding comfort is improved.

  As an example of such an inter-vehicle damper device, a pair of upper and lower dampers are bridged in the vertical direction between the vehicles on both sides of the through passage between the connected vehicle bodies, and relative to the relative vertical velocity generated between the connected vehicles. There has been proposed an inter-vehicle damper device that suppresses vertical vibration of an end of a vehicle body in the longitudinal direction and prevents bending vibration by generating damping force. (See, for example, Patent Document 1).

Unexamined-Japanese-Patent No. 11-78881 gazette

  When the railway vehicle travels at high speed, the rear bogie that supports the vehicle body vibrates in the vertical direction due to irregularities in the vertical direction of the track. As a result, the car body supported by the bogie that vibrates in the up and down direction is also vibrated in the up and down direction by the bogie, and bending vibration occurs in the car body.

  The natural frequency of the bending vibration of the vehicle body is close to a frequency range in which human beings are likely to be uncomfortable, and therefore tends to cause deterioration in riding comfort in the vertical direction. In addition, when the railway vehicle passes the curve at high speed, the vehicle body vibrates in the roll direction due to the cant provided on the track or track irregularity, which tends to cause deterioration in riding comfort.

  Since the inter-vehicle damper device proposed in Patent Document 1 mentioned above is vertically bridged between two connected vehicle bodies, it is effective for reducing bending vibration of the vehicle body and vibration in the roll direction of the vehicle body. .

  However, since the inter-vehicle damper device according to Patent Document 1 does not generate the damping force corresponding to the lateral vibration of the vehicle body and the vibration in the yaw direction of the vehicle body generated due to track irregularity in the lateral direction, the damper capable of reducing the vibration in the yaw direction Need to be added. However, although it is effective to increase the number of dampers bridged between the vehicle bodies in order to suppress the vibration caused by the track irregularity etc. in the vertical direction and the left and right direction, the manufacturing cost and the dampers increase as the number of dampers increases. It is desirable for the number of dampers not to be large, as it may increase the maintenance cost involved in the above.

  The present invention has been made in consideration of the above points, and reduces the number of dampers to reduce the manufacturing and maintenance costs associated with the dampers, as well as bending vibration of the vehicle body and yaw (left and right) direction of the vehicle body and rolls. It is an object of the present invention to provide a knitted vehicle provided with an inter-vehicle damper device capable of effectively suppressing a vibration in a direction to improve riding comfort.

  In order to solve the above problems, the train according to the present invention has a leading vehicle, a first intermediate vehicle connected to the leading vehicle, a rear vehicle, a third intermediate vehicle connected to the rear vehicle, and a first intermediate vehicle A second intermediate vehicle connected between the third intermediate vehicle, a first inter-vehicle damper device provided between the leading vehicle and the first intermediate vehicle, and between the rear vehicle and the third intermediate vehicle; (2) A train having an inter-vehicle damper device provided at both ends in the longitudinal direction of the intermediate vehicle, wherein the first inter-vehicle damper device includes two upper and lower parts bridged between the leading vehicle and the first intermediate vehicle A damper and a left and right damper are provided, and the inter-vehicle damper device includes a single upper and lower damper and a left and right damper which are bridged between the second intermediate vehicle and the vehicles connected to both ends of the second intermediate vehicle in the longitudinal direction. It is characterized by having.

  According to the present invention, the number of dampers is reduced to reduce the manufacturing and maintenance costs associated with the dampers, and bending vibration of the vehicle body and vibration in the yaw (left and right) direction and roll direction of the vehicle body are effectively suppressed for riding. It is possible to provide a knitted vehicle provided with an inter-vehicle damper device capable of improving the comfort.

BRIEF DESCRIPTION OF THE DRAWINGS It is a side view of the formation vehicle provided with the damper apparatus between vehicle bodies which concerns on Embodiment 1 of this invention. It is a schematic diagram of the 1st inter-vehicle-body damper apparatus provided between a lead vehicle and a 1st intermediate vehicle and between a 3rd intermediate vehicle and a tail vehicle. FIG. 7 is a schematic view of a second inter-vehicle-body damper device provided at one end of the second intermediate vehicle in the longitudinal direction. It is a schematic diagram of the 3rd inter-vehicle-body damper apparatus with which the other edge part of the longitudinal direction of a 2nd intermediate vehicle is equipped. It is a schematic diagram (perspective view) of a 2nd intermediate vehicle provided with the 2nd inter-vehicle body damper device in the front side, and equipped with the 3rd inter-vehicle body damper device in the rear side. It is the schematic diagram which showed a mode that the 1st intermediate vehicle of the formation vehicle which drive | works at high speed to a 3rd intermediate vehicle vibrates in an up-down direction in the side view. It is the schematic diagram which showed a mode that the 1st intermediate vehicle of a formation vehicle which drive | works at high speed to a 3rd intermediate vehicle vibrates in the left-right direction and a yaw direction by top view. While superposing the 2nd inter-vehicle body damper device and the 3rd inter-vehicle body damper device of the formation vehicle which travels at a high speed in the longitudinal direction of the formation vehicle, vehicle adjacent to the roll direction is a schematic diagram showing vibration. It is a table | surface which shows arrangement | positioning of each damper which comprises the damper apparatus between vehicle bodies by Embodiment 1 of this invention. It is a list which shows arrangement | positioning of each damper which comprises the damper apparatus between vehicle bodies by Embodiment 2 of this invention.

  Next, a knitted vehicle provided with an inter-vehicle damper device according to an embodiment of the present invention will be described with reference to the drawings. First, each direction provided for explanation is defined. The direction of travel (longitudinal, longitudinal, rail) of the train is "front" or "front", the opposite direction of the travel is "back" or "rear", the width of the car body (left, right, looking at the direction of travel) ) One side of the direction is referred to as "right" or "right side", and the other side in the width direction is similarly referred to as "left" or "left side".

  The embodiments described below are exemplifications for describing the present invention, and the present invention is not limited to these embodiments. Therefore, the present invention can be practiced in various forms without departing from the scope of the invention. In addition, various dampers described in the text are devices that attenuate vibration by converting vibration (kinetic energy) into heat in the process of expanding and contracting along the longitudinal direction.

(Embodiment 1)
FIG. 1 is a side view of a train having an inter-vehicle damper device according to a first embodiment of the present invention. The formation vehicle 1 is provided between a leading vehicle 20 connected to one end of the formation vehicle 1, a rear vehicle 40 connected to the other end, and the front vehicle 20 and the rear vehicle 40. A five-car train consisting of a first intermediate vehicle 30a, a second intermediate vehicle 30b, and a third intermediate vehicle 30c.

  Between the leading vehicle 20 and the first intermediate vehicle 30a and between the third intermediate vehicle 30c and the rear vehicle 40 (connection portion), these vehicles are bridged in the vertical direction, the longitudinal direction, and the lateral direction. A first inter-vehicle damper device A1 is provided, which is composed of a damper. A place (position) where the inter-vehicle damper device is provided is referred to as a vehicle-to-vehicle or a vehicle-to-vehicle connection portion.

  The second intermediate vehicle 30b is provided with a second inter-vehicle damper device A2 on its front side, and a third inter-vehicle damper device A3 on its rear side. The second intermediate vehicle 30b is connected to the first intermediate vehicle 30a via the second inter-vehicle damper device A2, and is connected to the third intermediate vehicle 30c via the third inter-vehicle damper device A3.

  The details of the installation places and the number of installation and the like of the upper and lower dampers, the left and right dampers, and the front and rear dampers constituting the first inter-vehicle damper device A1, the second inter-vehicle damper device A2 and the third inter-vehicle damper device A3 are shown in FIG. Although it is as arrangement | positioning table of each damper which comprises an inter-damper apparatus, this detail is demonstrated later. Although FIG. 1 shows a 5-car train in which the second intermediate vehicle 30b is connected to the first intermediate vehicle 30a and the third intermediate vehicle 30c, the second intermediate vehicle 30b and the first intermediate vehicle 30a or the third intermediate vehicle 30c are shown. It may be a formation vehicle of six cars or more, to which other vehicles between are connected.

  FIG. 2 is a schematic view of a first inter-vehicle damper device provided between the leading vehicle and the first intermediate vehicle and between the third intermediate vehicle and the rear vehicle. As shown in FIG. 2, the first inter-vehicle damper device A1 suppresses the relative displacement between the two vehicles in the lateral direction, and the pair of upper and lower dampers 4a (4b) for suppressing the relative displacement between the two vehicles in the vertical direction. And a pair of front and rear dampers 7a (7b) that suppress relative displacement between the two vehicles in the front-rear direction.

  One end of the vertical damper 4a (4b) in the longitudinal direction is connected to a bracket 42a (42b) fixed to the end plate of one vehicle, and the other end of the vertical damper 4a (4b) is the other It is connected to a bracket 44a (44b) fixed to the end plate of the vehicle. For this reason, the upper and lower dampers 4a (4b) are bridged in such a manner as to straddle both opposing vehicles in the connecting portion. Brackets 46 (48) provided at both ends of the left and right dampers 8 and brackets (not shown) of the front and rear dampers 7a (7b) are similarly bridged across the two vehicles at the connecting portion.

  In the first inter-vehicle damper device A1, the vertical damper 4a and the front and rear damper 7a are provided on the right side 78 of the through passage 50, and the vertical damper 4b and the front and rear damper 7b are provided on the left side 79 of the through passage 50. The left and right dampers 8 are provided above the through passage 50.

  FIG. 3 is a schematic view of a second inter-vehicle-body damper device provided at one end of the second intermediate vehicle in the longitudinal direction, and FIG. 4 is a third example provided at the other end of the second intermediate vehicle in the longitudinal direction. It is a schematic diagram of a damper apparatus between vehicle bodies. FIG. 5 is a schematic view (perspective view) of a second intermediate vehicle including the second damper device on the front side and the third inter-vehicle damper device on the rear side.

  As shown in FIGS. 3 and 5, the second inter-vehicle damper device A2 suppresses the relative displacement between the both vehicles in the vertical direction and is provided with a through passage provided in one end plate 2 in the longitudinal direction of the second intermediate vehicle 30b. 50, the vertical damper 4b provided only on the left side 79 of the end plate (one side in the width direction of the end plate), the left and right damper 8 for suppressing the relative displacement between the two vehicles, and the relative displacement between the two vehicles And a pair of (two) front and rear dampers 7a (7b) to be suppressed.

  As shown in FIGS. 4 and 5, the third inter-vehicle damper device A3 suppresses the relative displacement between the both vehicles in the vertical direction and is provided with a through passage provided in the other end plate 3 in the longitudinal direction of the second intermediate vehicle 30b. 50, the vertical damper 4a provided only on the right side 78 (the other side of the end plate in the width direction), the left and right damper 8 for suppressing the relative displacement between the two vehicles, and the relative displacement between the two vehicles in the front and rear direction And a pair of (two) front and rear dampers 7a (7b) to be suppressed.

  The second intermediate vehicle 30b including the second inter-vehicle damper device A2 on the front side and the third inter-vehicle damper device A3 on the rear side is connected to one end portion of the end plate 2 in the traveling direction 77. A center line C intersecting the width direction of the vehicle body with the upper and lower dampers 4b provided on the left side 79 and the upper and lower dampers 4a provided on the right side 78 of the through passage 50 of the end plate 3 provided at the other end of the traveling direction 77 Prepare diagonally to the plane containing.

  FIG. 6 is a schematic view showing the first intermediate vehicle to the third intermediate vehicle of the formation vehicle traveling at high speed vibrating in the vertical direction in a side view. When the train 1 travels at a high speed, the bogie 55 vibrates in the vertical direction due to the track irregularity in the vertical direction and the like. The first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c supported by the bogie 55 that vibrates in the up and down direction are vibrated in the up and down direction by the bogie 55 to generate bending vibration.

  There are two types of bending vibration modes in bending vibration generated in a plurality of intermediate vehicles connected. In one bending vibration mode, the longitudinal central portion of the second intermediate vehicle 30b is displaced upward, and the longitudinal central portions of the first intermediate vehicle 30a and the third intermediate vehicle 30c are displaced downward. It is a bending vibration (refer FIG. 6) which has a phase difference between front and back vehicles. In the other bending vibration mode, there is no phase difference between the front and rear vehicles in which the longitudinal middle portions of the second middle vehicle 30b, the first middle vehicle 30a and the third middle vehicle 30c are displaced in the same direction (the same phase) ) Bending vibration (not shown).

  The operation and effect of the vibration reduction in the case where the central portions of adjacent vehicles shown in FIG. 6 have phase differences displaced in different directions will be described. Dotted lines 300a, 300b and 300c schematically show how each of the first intermediate vehicle 30a, the second intermediate vehicle 30b and the third intermediate vehicle 30c is deformed in response to bending vibration. In the case of bending vibration with a phase difference between adjacent intermediate vehicles, downward speed is generated at both ends in the front-rear direction of the second intermediate vehicle 30b, and the rear end of the first intermediate vehicle 30a and the third end An upward speed is generated at the front end of the intermediate vehicle 30c.

  As a result, the upper and lower dampers 4b of the second inter-vehicle damper device A2 and the upper and lower dampers 4a of the third inter-vehicle damper device A3 generate a relative velocity expanding and contracting in the vertical direction and a damping force 66 in a direction to cancel the relative velocity. . The vibration of the first intermediate vehicle 30a, the second intermediate vehicle 30b and the third intermediate vehicle 30c is suppressed by the damping force 66 of the upper and lower dampers 4a (4b). While reducing manufacturing and maintenance costs, the ride quality can be enhanced.

  FIG. 7 is a schematic view showing in a top view how the first intermediate vehicle to the third intermediate vehicle (corresponding to the portion in FIG. 1D) of the train traveling at high speed vibrate in the lateral direction and the yaw direction. When the train 1 travels at a high speed, the bogie 55 vibrates in the left-right direction due to track irregularity in the left-right direction or the like. As a result, the vehicle bodies of the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c supported by the bogie 55 vibrating in the left and right direction are vibrated in the left and right direction by the bogie 55 Swing in the direction.

  Dotted lines 310a, 310b and 310c shown in FIG. 7 schematically show the vibration 90 in the yaw direction of each of the first intermediate vehicle 30a, the second intermediate vehicle 30b and the third intermediate vehicle 30c. The rear end of the first intermediate vehicle 30a vibrates to the right 78, and the front end of the second intermediate vehicle 30b vibrates to the left 79. Similarly, the rear end of the second intermediate vehicle 30b vibrates to the right 78, and the front end of the third intermediate vehicle 30c vibrates to the left 79.

  When each vehicle forming the train 1 in the mode shown in FIG. 7 vibrates in the yaw direction, it expands and contracts in the left and right direction to the left and right dampers 8 of the second inter-vehicle damper device A2 and the left and right dampers 8 of the third inter-vehicle damper device A3. Since the relative velocity is generated, a damping force 66 in the direction to cancel the relative velocity (the vibration in the left-right direction and the vibration 90 in the yaw direction) is generated in the left and right dampers 8, and the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate Vibration in the yaw direction resulting from lateral vibration of the vehicle 30c can be reduced to reduce the number of dampers, thereby reducing manufacturing and maintenance costs for the dampers and improving ride comfort.

  FIG. 8 is a schematic view showing that the second inter-body damper device and the third inter-vehicle damper device of the formation vehicle traveling at high speed are overlapped in the longitudinal direction of the formation vehicle and the vehicles adjacent in the roll direction show vibration is there.

  When the formation vehicle 1 passes the curve at high speed, the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c are arranged along the longitudinal direction thereof by the cant provided on the track, track irregularity and the like Vibration in the roll direction).

  The dotted line shown in FIG. 8 schematically shows how the second intermediate vehicle 30b vibrates in the roll direction, and the alternate long and short dash line shows the first intermediate vehicle 30a and the third intermediate vehicle 30c. When vibration (displacement) 91 in the roll direction occurs in the second intermediate vehicle 30b and the lead vehicle 20, relative displacement in the roll direction occurs between the adjacent first intermediate vehicle 30a and the third intermediate vehicle 30c. The upper and lower dampers 4b and the left and right dampers 8 of the inter-vehicle damper device A2 and the upper and lower damper 4a and the left and right damper 8 of the third inter-vehicle damper device A3 expand and contract in accordance with the roll displacement.

  At this time, the upper and lower dampers 4a (4b) and the left and right dampers 8 generate the damping force 66 in a direction that resists the vibration 91 in the roll direction according to the relative speed, so the vibration 91 in the roll direction of the second intermediate vehicle 30b is It can be suppressed to improve the ride quality.

  In addition, the upper and lower dampers 4b of the second inter-vehicle damper device A2 provided on the front side of the second intermediate vehicle 30b and the upper and lower dampers 4a of the third inter-vehicle damper device A3 on the rear side It is provided diagonally to the plane containing C.

  For this reason, even when the roll direction vibration 91 occurs in the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c, the upward damping force 66 generated in the upper and lower dampers 4b and the upper and lower dampers 4a Because the downward damping force 66 that occurs is canceled out, the damping force 66 accompanying the vibration 91 in the roll direction does not excite the first intermediate vehicle 30a from the third intermediate vehicle 30c in the vertical direction, so this damping force 66 It is hard to produce bending vibration.

  Therefore, since generation of vertical vibration induced by vibration in the roll direction can be suppressed, the number of dampers can be reduced to reduce manufacturing and maintenance costs for the damper and to improve riding comfort. it can.

  In addition, since the first inter-vehicle damper device A1 provided between the leading vehicle 20 and the first intermediate vehicle 30a and between the third intermediate vehicle 30c and the rear vehicle 40 has the pair of upper and lower dampers 4a (4b) The vibration in the roll direction can be reduced to the vibration in the vertical direction. Therefore, since the generation of the vertical vibration induced by the vibration in the roll direction can be suppressed, the riding comfort can be improved.

  In the first embodiment, the first inter-vehicle damper device A1 having the pair of upper and lower dampers 4a (4b) is connected to the leading vehicle 20 and the first intermediate vehicle 30a, or the third intermediate vehicle 30c and the tail vehicle 40. An example of providing in the connection part of The first inter-vehicle damper device A1 is not limited to the connecting portion between the vehicles at both ends of the train and the intermediate vehicle connected to the vehicle. For example, a more comfortable ride is required (intermediate) The intermediate vehicle may be provided at a connection portion between an intermediate vehicle whose ride quality is likely to be deteriorated by fluid force acting on a vehicle or a current collector mounted on a roof, and other intermediate vehicles connected to these intermediate vehicles.

  In the first embodiment, the first inter-vehicle damper device A1, the second inter-vehicle damper device A2, and the third inter-vehicle damper device A3 have an example in which the left and right dampers 8 are provided above the through passage 50. The left and right dampers 8 may be provided below the through passage 50.

  In a vehicle traveling at a high speed, turbulence of the air flow accompanied by a large vortex tends to occur downstream of the tail vehicle 40, and the pressure fluctuation accompanying the turbulence of the air flow may cause the tail vehicle to vibrate in the lateral direction. For this reason, the first inter-vehicle damper device A1 includes the pair of (two) front and rear dampers 7a (7b) to suppress the vibration in the lateral direction to enhance the ride comfort. The second inter-vehicle damper device A2 and the third inter-vehicle damper device A3 may be omitted between the front and rear dampers 7a (7b) because they are provided between intermediate vehicles that are less likely to receive a large pressure fluctuation.

Second Embodiment
Next, a knitted vehicle provided with an inter-vehicle damper device according to a second embodiment of the present invention will be described with reference to the drawings. In the second embodiment, a description of the various dampers described in the first embodiment and the parts common to the arrangement thereof will be omitted, and a unique configuration of the second embodiment will be described.

  As can be seen from the arrangement table of the dampers constituting the inter-vehicle damper device shown in FIG. 10, the knitted vehicle provided with the inter-vehicle damper device according to the second embodiment is the third inter-vehicle damper device A3 described in the first embodiment. It is characterized in that a second inter-vehicle damper device A2 is provided instead. That is, the inter-vehicle damper device according to the second embodiment includes the second inter-vehicle damper device A2 on the front side and the rear side of the second intermediate vehicle 30b, and is provided to the end plate 2 and the end plate 3 of the second intermediate vehicle 30b. An upper and lower damper 4 b is provided on the left side 79 of the through passage 50.

  In the same manner as that of Embodiment 1, the number of dampers is reduced to reduce the manufacturing and maintenance costs of the damper, and the formation and vibration of the vehicle body and the direction of rolling are similar to those of Embodiment 1. Vibration can be reduced, and lateral vibration and yaw direction vibration of the vehicle body can be reduced, and the ride comfort of the vehicle can be further improved.

  In addition to this, in the second embodiment, since the upper and lower dampers 4b are provided only on one side of the end plate, the operator can install and check the upper and lower dampers 4b at the time of manufacture, or at the time of maintenance work. Since the upper and lower dampers 4 b can be handled from only one side of the train 1, manufacturing and operation efficiency can be improved.

  1 ... formation vehicle, 2, 3 ... end plate, 4a, 4b ... top and bottom damper, 7a, 7b ... front and back damper, 8 ... left and right damper, 20 ... leading vehicle, 30a ... first intermediate vehicle, 30b ... second intermediate vehicle, 30c ... 3rd intermediate vehicle, 40 ... tail vehicle, 42a, 44a ... bracket, 42b, 44b ... bracket, 46, 48 ... bracket, 50 ... penetration path, 55 ... truck, 66 ... damping force, 77 ... traveling direction, 78 ... Right side 79 left side 90 Vibration in yaw direction 91 Vibration in roll direction A1 Inter-vehicle damper device A2 Inter-vehicle damper device A3 Inter-vehicle damper device

Claims (5)

With the lead vehicle,
A first intermediate vehicle connected to the leading vehicle;
The tail vehicle,
A third intermediate vehicle connected to the rear vehicle;
A second intermediate vehicle connected between the first intermediate vehicle and the third intermediate vehicle;
A first inter-body damper system provided between the leading vehicle and the first intermediate vehicle and between the rear vehicle and the third intermediate vehicle;
An inter-vehicle damper device provided at both longitudinal ends of the second intermediate vehicle;
In a train having
The first inter-vehicle damper device
It has two upper and lower dampers and left and right dampers bridged between the leading vehicle and the first intermediate vehicle,
The inter-vehicle damper device
A knitted vehicle comprising: a single upper and lower damper and a left and right damper which are bridged between the second intermediate vehicle and vehicles connected to both end portions in the longitudinal direction of the second intermediate vehicle. In the train according to claim 1,
The inter-vehicle damper device
A second inter-vehicle damper device having the upper and lower dampers provided at one end in the longitudinal direction of the second intermediate vehicle and provided on one side in the width direction of the end plate of the second intermediate vehicle;
A third inter-vehicle damper device having the upper and lower dampers provided at the other end in the longitudinal direction of the second intermediate vehicle and provided on the other side in the width direction of the end plate of the second intermediate vehicle;
To be
A knitting vehicle characterized by. In the train according to claim 1,
The inter-vehicle damper device
A knitted vehicle comprising the upper and lower dampers provided on one side in the width direction of a end plate of the second intermediate vehicle. In the train according to claim 2 or claim 3,
The first inter-vehicle damper device has two front and rear dampers bridged by the leading vehicle and the first intermediate vehicle,
The third vehicle-body damper device has two front and rear dampers bridged by the rear vehicle and the third intermediate vehicle. In the train according to claim 4,
The left and right dampers are
A train according to claim 1, wherein the train is provided above a through path connecting the leading vehicle, the first intermediate vehicle, the rear vehicle, and the third intermediate vehicle.

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