WO2013038533A1 - 車両動揺抑制装置 - Google Patents
車両動揺抑制装置 Download PDFInfo
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- WO2013038533A1 WO2013038533A1 PCT/JP2011/071046 JP2011071046W WO2013038533A1 WO 2013038533 A1 WO2013038533 A1 WO 2013038533A1 JP 2011071046 W JP2011071046 W JP 2011071046W WO 2013038533 A1 WO2013038533 A1 WO 2013038533A1
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- vehicle
- control device
- pressure control
- vehicle body
- tunnel
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/02—Construction details of vehicle bodies reducing air resistance by modifying contour ; Constructional features for fast vehicles sustaining sudden variations of atmospheric pressure, e.g. when crossing in tunnels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Definitions
- the present invention relates to a railway vehicle provided with a flow control device, and more particularly, to a vehicle vibration suppression device suitable for use in such a vehicle.
- Non-Patent Document 1 an actuator is disposed in the left-right direction between the vehicle body and the carriage, so that the actuator is opposed to the yaw moment excitation force due to pressure fluctuation.
- a method of damping the energy by dissipating the energy caused by the yaw moment excitation force by providing a so-called front-rear damper between the adjacent vehicles between adjacent vehicles It has been proposed and put into practical use.
- the jet device is arranged on the side surface of the vehicle, and the jet moment is jetted in the horizontal direction from the jet device toward the tunnel wall when traveling through the tunnel. Methods have been proposed to reduce force.
- Patent Documents 1 and 2 below are different from those using a jet as described above, but are configured to prevent a vortex generated under the floor of the vehicle from rolling up to the side of the vehicle. Is disclosed.
- Non-Patent Document 1 it is shown that a jet device capable of jetting a jet is provided on the side surface of the vehicle. And it becomes the structure arranged in multiple numbers by the vehicle longitudinal direction. That is, according to such a configuration, it is possible to reduce the yaw moment excitation force to the vehicle by controlling the turbulence of the airflow around the vehicle by ejecting a jet in the horizontal direction toward the tunnel wall when traveling through the tunnel. Aiming.
- the jet device having the above configuration has the following problems. (1) Since the jet is ejected toward the tunnel wall, the vortex generated on the side of the tunnel wall that causes the vehicle body shake can be moved away from the side of the vehicle, but the generated vortex itself is not reduced.
- the purpose is to control the turbulence of the air flow by the jet, and it does not control the speed at which the vortex generated on the side facing the tunnel wall moves in the longitudinal direction of the vehicle.
- the vehicle In the tunnel section, when the vortex moving in the longitudinal direction of the vehicle passes through the side surface of the vehicle, the vehicle is vibrated in the translation direction at the position of the passing point.
- the principle of vehicle shake is that the total force in the translational direction of the excitation force applied to each position on the side of the vehicle is added to the center of gravity of the vehicle as a translational force, and the total moment in the yaw direction is the rotational force around the center of gravity of the vehicle. As a result, the vehicle body is shaken.
- the jet is configured to jet from the side of the vehicle where the horizontal distance of the tunnel wall is relatively close to the tunnel wall on the side of the vehicle, so that the vehicle goes up through the double-line tunnel, or When it is assumed that the vehicle travels in the downward direction, it is necessary to provide the above jet devices on both sides of the vehicle side surface. For this reason, the subject which the number of apparatuses provided in a vehicle increases occurred.
- Non-Patent Document 1 In view of the above, in the prior art described above, in particular, the jet apparatus shown in Non-Patent Document 1 described above, a large number of jets are used to reduce vortices generated on the tunnel wall side, which is the main cause of vehicle body fluctuations in the tunnel section. An apparatus must be provided, and an efficient and economical vehicle vibration suppression device cannot be realized.
- An object of the present invention is to provide a vehicle vibration suppression device capable of controlling the moving speed of the vehicle.
- the above object is a vehicle oscillation suppression device for suppressing the oscillation of the vehicle body that occurs when the railway vehicle passes through the tunnel, and at a position lower than the floor surface of the vehicle body, Each is mounted at a position close to at least a pair of trolleys on which the vehicle body is mounted, and is arranged in a direction perpendicular to the traveling direction of the vehicle body, and is attached so as to penetrate both side surfaces of the vehicle body.
- the pressure control device determines the side of the vehicle on which intake is to be performed, and the intake air intake by the pressure control device is determined.
- the control unit drives the pressure control device and disturbs the airflow generated by a part of the carriage when the railway vehicle passes through the tunnel.
- a vehicle vibration suppression device that suppresses vibration by sucking a vortex.
- the control unit stores in advance a database of information related to a vehicle side surface on which the pressure control device should perform an intake operation together with distance information of a tunnel section. And determining the side of the vehicle on which the intake should be performed when the railway vehicle passes through the tunnel by comparing the current distance information with the information in the database, and starting and stopping the intake Further, it is preferable that the pressure control device is configured by attaching a plurality of wings around the rotation shaft, and includes an electric motor that rotationally drives the rotation shaft. . Furthermore, a drive circuit for controlling the rotational drive of the electric motor is provided, and the control unit should perform an intake operation by the pressure control device by controlling the rotation direction of the electric motor by the drive circuit. It is preferable to determine the vehicle side surface and control the start and stop of the intake air.
- a vehicle sway suppression device for suppressing sway of a vehicle body that occurs when a railway vehicle passes through a tunnel.
- an underfloor device that requires cooling is disposed at a position lower than the floor surface of the vehicle body at a position close to at least a pair of carriages on which the vehicle body is mounted,
- One side of the vehicle body, the other is attached to the other side of the vehicle body with the other opening, and the other opening is attached to each of the underfloor devices disposed under the floor of the vehicle body.
- a pressure control device for generating a pressure difference in each duct.
- the control unit is configured so that the railway vehicle moves inside the tunnel.
- a vehicle oscillation suppression device that suppresses oscillation by driving the pressure control device and sucking a vortex disturbed by an air flow generated by a part of the carriage when passing.
- a drive circuit for controlling the movement is provided, and the control unit performs the intake operation by the pressure control device by controlling the start and stop of the electric motor by the drive circuit. It is preferable to determine the side of the vehicle to be controlled and to control the start and stop of the intake air.
- FIG. 1 is a side view of a railway vehicle provided with a vehicle vibration suppression device according to a first embodiment of the present invention. It is sectional drawing by the AA cross section in the said railway vehicle. It is a partially expanded view which shows the detail of the bogie periphery in the said rail vehicle. It is a figure for demonstrating the state to which the vehicle body side surface translational excitation force was added when the said railway vehicle passes a tunnel. It is a circuit block diagram which shows an example of the control part for implement
- Example 1 a first embodiment (Example 1) according to the present invention will be described in detail with reference to FIGS.
- the railway vehicle provided with the vehicle vibration suppression device mainly includes a vehicle body 1 and a carriage 2 on which the vehicle body is mounted.
- 1 is mainly composed of a structure 3 and a cover 4 extending to the lower part of the vehicle body floor.
- so-called underfloor equipment is mounted on the lower surface of the structure 3, that is, the lower portion of the vehicle body floor surface, and the cover 4 is attached so as to surround (cover) these underfloor equipment.
- the vehicle vibration suppression control device (hereinafter simply referred to as “flow control device”) according to the present invention is mounted on the lower part of the vehicle body floor as a part of these underfloor devices.
- FIG. 2 shows a cross-sectional view of the railway vehicle shown in FIG. 1 cut along the AA cross section, and in particular, a cross-sectional view when the vehicle is traveling in a tunnel. . That is, the wall surface of the tunnel on which the vehicle travels is indicated by reference numerals 10 and 13 in the figure.
- the flow control device 5 is mainly composed of a duct 6 and a pressure control device 7, and the duct 6 is located at a position where it does not interfere with other underfloor equipment on the lower surface of the structure 1. They are arranged in a direction perpendicular to the traveling direction of the vehicle, that is, so as to coincide with the direction in which the sleepers of the tracks (rails) extend, and are attached so as to penetrate the covers 4 on both sides of the vehicle.
- the intake and exhaust ports of the duct 6 are positioned lower than the floor surface of the vehicle body 1 on both side surfaces of the vehicle (see FIG. 1 above), and the vehicle 2 is longer than the vehicle 2. It is arranged to be as close as possible in the direction.
- a pair of ducts 6 is provided corresponding to the pair of carriages 2 provided at the lower part of the vehicle structure 1. That is, when the vehicle travels to a position where the pair of ducts 6 are close to each other in the space between the pair of carriages 2, for example, on the right side of the drawing, Immediately after the vehicle traveling direction, the other (left side) carriage 2 is disposed immediately before the vehicle traveling direction.
- the positions where the pair of ducts 6 are arranged are not limited to the positions described above, but may be arranged so as to be outside the pair of carriages 2 in the traveling direction of the vehicle, for example. Alternatively, one may be arranged inside the pair of carriages 2 and the other may be arranged outside the pair of carriages 2. In short, these ducts 6 should just be arrange
- a pressure control device 7 is disposed inside each duct 6, and the pressure control device 7 includes, for example, a plurality of blades around an axis that is rotated by an electric motor (shown in FIG. 3) that can rotate at high speed. It is configured with an attached. Note that the rotational axes of the plurality of wings constituting the pressure control device 7 also coincide with the direction perpendicular to the traveling direction of the vehicle, that is, the sleeper direction of the track (rail), as is apparent from the drawing. Are arranged as follows. That is, each of the plurality of wings constituting the pressure control device 7 is fixed around the rotating shaft. Therefore, by rotating the rotating shaft, the wings rotate at a high speed, and thus the duct 6 penetrates. A pressure difference (level difference) is generated in the direction (upward or downward in FIG. 2), and the air on one side of the vehicle is moved to the other side.
- a pressure difference level difference
- FIG. 3 is an enlarged view particularly showing the periphery of the carriage 2 in the cross-sectional view shown in FIG.
- the air on the wall surface 10 side of the adjacent tunnel is covered. 4.
- the air flow is disturbed by colliding with a corner portion of the cover portion 28, for example, and the air current is disturbed, and a vortex 29 is generated by the air current being disturbed (see the solid line in the figure).
- the generated vortex 9 moves to the rear side (left side in the figure) along the side surface of the vehicle by the flow velocity near the boundary layer.
- the pressure at the portion 11 in the duct 6 is made to be higher than the atmospheric pressure on the side surface of the vehicle by rotating the wing at a high speed by the pressure control device 7, that is, the rotating shaft. make low.
- the vortex 9 generated by the air colliding with the cover portion 28 is sucked into the duct 6, and then passes through the duct 6 to pass through the tunnel. It will be discharged to the center side.
- one end of a rotating shaft having a plurality of wings attached around the pressure control device 7 (in this example, it is inserted in series between three adjacent rotating shafts).
- An electric motor for rotationally driving at high speed is indicated by reference numeral 71.
- the configuration of the pressure control device 7 described above is not limited to the above example, and other configurations are adopted as long as a desired function (that is, an intake function) can be achieved. It will be apparent to those skilled in the art that this is possible.
- the pressure in the portion 11 inside the duct 6 is reduced, and this changes the flow velocity distribution of air on the side of the vehicle.
- the flow velocity near the boundary layer increases. Accordingly, when observed from the vehicle (train) side, the moving speed of the vortex 9 to the rear of the vehicle (train) also increases. That is, when this is observed from the ground, this corresponds to an increase in the moving speed of the vortex 9 in the same direction as the traveling direction of the vehicle (train). It is already known that the moving speed of the vortex 9 is generally slower than the train speed.
- FIG. 4 attached is a conceptual diagram showing the state of the vehicle body when a translational excitation force is applied to the side surface of the vehicle body.
- the translational force acting on the reference position of the vehicle body side surface (position in front of the vehicle in the traveling direction) by the vortex 9 described above is F (t).
- the translational force at a position behind the train traveling direction (see the white arrow in the figure) from the reference position by a distance L is a translational force whose phase is delayed by ⁇ T with respect to the reference position.
- F (t ⁇ T) acts, and this time difference ⁇ T is expressed by a distance L / (train speed ⁇ vortex moving speed).
- the time difference that the train passes through the position of the vortex is distance L / train speed.
- the relative speed between the train and the vortex decreases, and thus the time difference ⁇ T increases.
- ⁇ T increases, the phase difference of the translational force changes, that is, the total amount of yaw moment around the center of gravity of the vehicle body due to the excitation force applied to each position on the side surface of the vehicle decreases.
- the fluctuation of the vehicle body is reduced, and the left-right riding comfort can be improved.
- the position where the flow control device 5 is arranged is two units that generate vortices with the tunnel wall surface in the traveling direction of the vehicle. Suction can also be effectively performed by disposing only in the immediate vicinity of the cart 2. That is, unlike the above-described prior art, it is not necessary to increase the number of devices as much as possible in the traveling direction of the vehicle. For example, it is only necessary to arrange the devices according to the number of carriages 2, so that it is economical. Is also suitable. Furthermore, since it is possible to inhale air from any side of the vehicle simply by changing the rotational direction of the pressure control device 7 forward and backward, there is no need to provide devices on both sides of the vehicle. Both efficient and efficient.
- the tunnel section has been described as traveling toward the right side of the page, but when the traveling direction of the train is reversed between the up line and the down line, the train of FIG.
- the vehicle travels along the track (rail) 12 toward the left side of the figure.
- the vortex that is the main factor of the vehicle body fluctuation is generated on the side surface of the vehicle that is relatively close to the tunnel wall surface in the horizontal direction, that is, on the side surface close to and opposed to the wall surface 13 of the tunnel. .
- the flow control device 5 performs the above-described intake from the side surface of the vehicle close to and facing the wall surface 13 of the tunnel by reversing the rotation direction of the wings constituting the pressure control device 7.
- the flow control device 5 described above by alternately reversing the rotation direction of the wings constituting the pressure control device 7, it is possible to perform the above-described intake from the side of any vehicle.
- the intake air on the vehicle side surface by the pressure control device 7 of the flow control device 5 is the tunnel wall surface of the both side surfaces of the vehicle. It is indispensable to carry out on the side where the horizontal distance is relatively close.
- the excitation force due to the above-described vortex tends to be smaller than that in the tunnel section, so that intake is not necessary.
- the tunnel section it is necessary to inhale air from the side surface of the vehicle where the distance between the vehicle side surface and the wall surface of the tunnel is relatively close, and not in the light section.
- the operation of the pressure control device 7, in particular, the rotation shaft of the pressure control device 7 having a plurality of wings attached around the duct 6 is rotated at high speed by the reference numeral 72.
- the control unit for controlling the rotation direction and the rotation period (start and end of rotation) of the motor for performing the operation is indicated in the electric motor 71 by reference numeral 73 in FIG.
- a drive circuit for supplying necessary power (including current, voltage, and frequency) is shown.
- the control unit 72 includes, for example, a CPU 721, a memory 722, an I / F unit 723, and the like that are connected to each other via a data bus, and via the I / F unit 723.
- the motor drive circuit which will be described below, is instructed to start and end the rotation operation together with the rotation direction.
- information about the side of the vehicle on which the intake operation described above is to be performed for example, information on the up and down lines
- information on the kilometer of the tunnel section for example, distance information from the place where the tunnel starts
- the data is input from the outside via the I / F unit 723 and stored in a database.
- the current travel distance (distance information) of the train is input via the I / F unit 723, and the CPU 721 compares and collates with the information stored in the memory 722 as described above.
- the timing for starting the intake operation that is, the timing for entering the tunnel
- the timing for stopping the operation that is, the timing for exiting the tunnel
- the drive circuit 73 includes, for example, an inverter 731 configured by a power element such as an IGBT, and a control circuit (not shown) that performs drive control thereof, and an ON / OFF unit that controls start and stop of the electric motor 71. 732 and a forward / reverse setting unit 733 for setting the rotation direction of the electric motor to the forward / reverse direction.
- the pressure control device 7 and the control unit thereof while traveling the train, by comparing the travel distance information, which is the point detection information currently traveling, with the information that has been databased in advance, Only in the tunnel section, the flow control device 5 can be driven, and the pressure control device 7 can appropriately determine the side of the vehicle on which intake is to be performed. It is possible to improve the ride comfort of passengers.
- the effect of the flow control device 5 has been described only with respect to the reduction of the vehicle body fluctuation in the tunnel section.
- the present invention is not limited to this, for example, a station or a windbreak wall. It is also possible to employ the same in the structure of the infrastructure (hereinafter abbreviated as “infrastructure”).
- infrastructure structure of the infrastructure
- the distance information, the information on the up and down lines, etc. are stored in a database in advance, and the start time is determined along with the side surface of the vehicle body that performs intake while referring to the travel distance information during the current travel.
- the image sensor may be determined by image processing using a video signal from, a proximity sensor, or the like.
- Example 2 a second embodiment (Example 2) of the present invention will be described with reference to FIGS. 6 to 8.
- this Example 2 compared with Example 1 mentioned above, it becomes the structure utilized as the cooling air of an underfloor apparatus by making the position of the exhaust port of the duct 6 differ from said example.
- the flow control device 25 is mainly configured by a duct 26 and a pressure control device 27 that are curved in an L shape. Note that the L-shaped duct 26 is disposed under the floor of the structure 23 as in the first embodiment.
- the inlets of the two L-shaped ducts 26 arranged under the floor of the structure 23 are the right side (vehicle traveling direction) duct of the vehicle facing the tunnel wall 30. It is arranged on the side surface and on the vehicle side surface facing the wall surface 33 on the single side of the tunnel. Further, as in the first embodiment, these air inlets are arranged at a position lower than the floor surface of the vehicle side surface and at a position as close as possible to the carriage in the longitudinal direction of the vehicle (close position). .
- the exhaust port of the L-shaped duct 26 is directed toward the underfloor equipment 34 mounted at the lower part of the vehicle body floor surface at a position lower than the vehicle floor surface, as is apparent from the figure. Are arranged.
- a pressure control device 27 configured by attaching a plurality of wings around a shaft that is rotated by an electric motor that can rotate at high speed is disposed.
- the rotation axis of the pressure control device 27 has a structure arranged so as to coincide with the sleeper direction of the track (rail), in this example, each pressure control device 27 is capable of one high-speed rotation.
- a plurality of wings are attached around a shaft that is rotated by a simple electric motor 271.
- the second embodiment unlike the first embodiment, by arranging the exhaust port of the L-shaped duct 26 toward the underfloor device 34, the air is sucked in by the duct, and then from the discharge port.
- the discharged vortex 29 can be used as cooling air for the underfloor device 34.
- the underfloor device 34 may be any of a main transformer, a main converter, a main motor of a carriage, and the exhaust port is further extended to the vicinity of the underfloor device to be cooled. According to this, it becomes possible to obtain a cooling effect more effectively.
- the exhaust port of the L-shaped duct 26 is connected to a portion that is lower than the atmospheric pressure, a pressure level difference is obtained between the intake port and the exhaust port on the side of the vehicle. Even without driving, it is possible to generate an air flow from the intake port toward the exhaust port. According to this, the pressure difference generated by the pressure control device 27 can be made smaller, the drive energy can be reduced, and when it is not necessary to drive, the device is not installed, and It may also be possible to reduce the driving energy for driving.
- the following effects can be achieved in the railway vehicle by the configuration of the first or second embodiment. That is, (1) Since the air inlet of the flow control device is arranged on the side of the vehicle on the tunnel wall side, vortices generated on the tunnel wall side that cause the vehicle body shaking can be sucked and vortices can be reduced. (2) The moving speed of the vortex generated on the tunnel wall side in the longitudinal direction of the vehicle can be increased, and the moving speed of the translational force in the direction of the vehicle sleeper on the side of the vehicle can be increased. The total amount of yaw moment can be reduced. (3) Further, since the flow control device is arranged at a position lower than the floor surface where the vortex is generated and at a position as close as possible in the longitudinal direction of the vehicle from the carriage, the number of necessary devices is reduced. Can be reduced.
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Abstract
Description
(1)トンネル壁に向かって噴流を噴出するため、車体動揺の要因となるトンネル壁側で発生した渦を車両側面から遠ざけることは出来るが、発生する渦そのものを減らすものではない。
Claims (8)
- 鉄道車両がトンネル内を通過する際に生じる車体の動揺を抑制するための車両動揺抑制装置であって、
車体の床面よりも低い位置において、それぞれ、車体をその上に搭載した少なくとも一対の台車に近接した位置に取り付けられ、当該車体の進行方向に対して垂直な方向に向けて配置されると共に、前記車体の両側面に貫通して取り付けられた一対のダクトと、
前記ダクトの各々の内部に取り付けられ、一方の開口部を吸気口とすると共に、他方の開口部を排出口とし、当該各ダクト内に圧力差を発生するための圧力制御装置と、そして、
鉄道車両が現在走行している現在距離情報に基づいて、前記圧力制御装置により吸気を行うべき車両側面の決定を行うと共に、前記圧力制御装置による吸気の開始と停止を制御するための制御部を備えたものにおいて、
前記制御部は、鉄道車両がトンネル内を通過する際に、前記圧力制御装置を駆動して台車の一部により発生する気流の乱れる渦を吸気することにより動揺を抑制することを特徴とする車両動揺抑制装置。 - 前記請求項1に記載の車両動揺抑制装置において、
前記制御部は、トンネル区間の距離情報と共に、前記圧力制御装置により吸気動作を行うべき車両側面に関する情報を予めデータベース化して記憶する手段を備えており、そして、前記現在距離情報を当該データベース化した情報と照合することにより、鉄道車両がトンネル内を通過する際の前記吸気を行うべき車両側面の決定と、前記吸気の開始と停止の制御を行うことを特徴とする車両動揺抑制装置。 - 前記請求項2に記載の車両動揺抑制装置において、前記圧力制御装置は、回転軸の周囲に複数の羽を取り付けて構成されており、かつ、当該回転軸を回転駆動する電動機を備えていることを特徴とする車両動揺抑制装置。
- 前記請求項3に記載の車両動揺抑制装置において、更に、前記電動機の回転駆動を制御するための駆動回路を備えており、前記制御部は、当該駆動回路により前記電動機の回転方向を制御することにより、前記圧力制御装置により吸気動作を行うべき車両側面の決定と前記吸気の開始と停止の制御を行うことを特徴とする車両動揺抑制装置。
- 鉄道車両がトンネル内を通過する際に生じる車体の動揺を抑制するための車両動揺抑制装置であって、当該車両は車体の床下に冷却が必要な床下装置を配置しているものにおいて、
車体の床面よりも低い位置において、車体をその上に搭載した少なくとも一対の台車に近接した位置に、一方は、その開口部を当該車体の一方の側面に、他方は、その開口部を当該車体の他方の側面に取り付けられると共に、他方の開口部を、それぞれ、前記車体の床下に配置された床下装置に向けて取り付けられた一対のダクトと、
前記ダクトの各々の内部に取り付けられ、当該各ダクト内に圧力差を発生するための圧力制御装置と、そして、
鉄道車両が現在走行している現在距離情報に基づいて、前記圧力制御装置により吸気を行うべき車両側面の決定を行うと共に、前記圧力制御装置による吸気の開始と停止を制御するための制御部を備えたものにおいて、
前記制御部は、鉄道車両がトンネル内を通過する際に、前記圧力制御装置を駆動して台車の一部により発生する気流の乱れる渦を吸気することにより動揺を抑制することを特徴とする車両動揺抑制装置。 - 前記請求項5に記載の車両動揺抑制装置において、
前記制御部は、トンネル区間の距離情報と共に、前記圧力制御装置により吸気動作を行うべき車両側面に関する情報を予めデータベース化して記憶する手段を備えており、そして、前記現在距離情報を当該データベース化した情報と照合することにより、鉄道車両がトンネル内を通過する際の前記吸気を行うべき車両側面の決定と、前記吸気の開始と停止の制御を行うことを特徴とする車両動揺抑制装置。 - 前記請求項6に記載の車両動揺抑制装置において、前記圧力制御装置は、回転軸の周囲に複数の羽を取り付けて構成されており、かつ、当該回転軸を回転駆動する電動機を備えていることを特徴とする車両動揺抑制装置。
- 前記請求項7に記載の車両動揺抑制装置において、更に、前記電動機の回転駆動を制御するための駆動回路を備えており、前記制御部は、当該駆動回路により前記電動機の起動及び停止を制御することにより、前記圧力制御装置により吸気動作を行うべき車両側面の決定と前記吸気の開始と停止の制御を行うことを特徴とする車両動揺抑制装置。
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US14/343,222 US9027482B2 (en) | 2011-09-14 | 2011-09-14 | Vehicle vibration suppression device |
EP11872314.7A EP2757015A4 (en) | 2011-09-14 | 2011-09-14 | DEVICE FOR REDUCING THE BALANCE OF A VEHICLE |
PCT/JP2011/071046 WO2013038533A1 (ja) | 2011-09-14 | 2011-09-14 | 車両動揺抑制装置 |
KR1020147003364A KR101522232B1 (ko) | 2011-09-14 | 2011-09-14 | 차량 동요 억제 장치 |
CN201180072900.1A CN103747996B (zh) | 2011-09-14 | 2011-09-14 | 车辆摇摆抑制装置 |
JP2013533405A JP5801403B2 (ja) | 2011-09-14 | 2011-09-14 | 車両動揺抑制装置 |
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EP (1) | EP2757015A4 (ja) |
JP (1) | JP5801403B2 (ja) |
KR (1) | KR101522232B1 (ja) |
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CN109969210A (zh) * | 2019-04-16 | 2019-07-05 | 青岛大学 | 一种防止高速列车会车晃动装置 |
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JP6375251B2 (ja) * | 2015-03-06 | 2018-08-15 | 公益財団法人鉄道総合技術研究所 | 鉄道車両がトンネル走行中に発生する蛇行流れの低減方法 |
EP3109124B1 (en) * | 2015-06-23 | 2019-05-08 | ALSTOM Transport Technologies | A railway bogie with a winterproof piping and wiring protecting impact guard |
CN115805577A (zh) * | 2021-04-19 | 2023-03-17 | 北京信息职业技术学院 | 轮式机器人 |
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JPWO2013038533A1 (ja) | 2015-03-23 |
CN103747996B (zh) | 2016-01-20 |
JP5801403B2 (ja) | 2015-10-28 |
CN103747996A (zh) | 2014-04-23 |
KR101522232B1 (ko) | 2015-05-21 |
EP2757015A1 (en) | 2014-07-23 |
KR20140039325A (ko) | 2014-04-01 |
US9027482B2 (en) | 2015-05-12 |
US20140238261A1 (en) | 2014-08-28 |
EP2757015A4 (en) | 2015-06-03 |
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