WO2014196080A1 - Railroad vehicle capable of reducing lateral force and lateral force reduction method - Google Patents

Abstract

When a railroad vehicle passes a curve, switching between longitudinal rigidities (rigidities with respect to displacement in a longitudinal direction) of air springs (6a, 6b) is performed according to the direction of travel. With regard to the air spring (6a) in which the direction of a reaction moment acting on a truck acts on a direction (C) in which the turning of the truck is impeded, the longitudinal rigidity is relatively decreased, and with regard to the air spring (6b) in which the direction of the reaction moment acting on the truck acts on a direction (J) in which the turning of a vehicle body is accelerated, the longitudinal rigidity is relatively increased. By merely adding a mechanism for switching between the longitudinal rigidities of the air spring (6a, 6b) according to the direction of travel as described above, the influence of lateral force (H, G) on a track is minimized without causing a large cost increase and an increase in unsprung mass.

Description

Railway vehicle and lateral pressure reduction method capable of reducing lateral pressure

The present invention relates to a railway vehicle including a mechanism that can reduce a lateral pressure generated between a carriage supporting the railway vehicle and a track when passing a curve.

A general railcar bogie is composed of a wheel shaft having wheels at both ends of an axle, a shaft box body that rotatably holds the wheel shaft, and a bogie frame that forms the frame of the bogie. The axle box body is elastically supported in the front-rear, left-right, and up-down directions with respect to the carriage frame by the axle box support device. In addition, an air spring is provided between the upper surface of the carriage frame and the lower surface of the vehicle body, and the vehicle body is elastically supported by the air spring in the front-rear, left-right, and upper-lower directions.

The support rigidity in the front-rear direction of the axle box body by the axle box support device is relatively large, so that when the railway vehicle passes the curve, the wheel shaft cannot sufficiently follow the curve, and the wheel is pushed toward the sleeper by the rail. Lateral pressure, which is a force, tends to occur. This lateral pressure promotes wear of the wheels and rails and causes noise due to squeezing between the wheels and rails, so how to reduce them is an important issue.

Patent Document 1 discloses a railcar bogie that can reduce the lateral pressure when passing a curve. The summary of Patent Document 1 states that “the steering device 6 for a bogie for a railcar has two front and rear wheel shafts 3 provided so as to be rotatable at an angle with respect to the bogie frame 2 in a symmetrical manner with respect to the bogie. The apparatus 6 captures the relative rotation angle (α,) of the carriage frame 2 with respect to the vehicle body 1 and provides the relative rotation angle (β,) of the wheel shaft 3 with respect to the carriage frame 2. The steering device 6 is configured to operate so as to give the wheel shaft a rotation that is 20 to 35% greater than the theoretical relative rotation angle, and the link mechanism of the steering device 6 is arranged horizontally. The same steering operation is given to the front and rear wheel shafts of the carriage. "

JP-A-10-203364

The railcar bogie shown in Patent Document 1 has a rotating shaft that is concentric with the center of rotation of the bogie frame, a steering beam that rotates in the same manner as the vehicle body on a curved track, and the left and right side beams in the longitudinal direction of the bogie frame A pair of horizontal levers on the left and right sides of the carriage frame each having a center of rotation near the center, a link connecting the steering beam and the horizontal lever, a point equidistant from the horizontal lever's center of rotation to the left and right, and front and rear of the same side And a connecting rod for connecting the shaft box body.

This railcar bogie constitutes a so-called steering bogie that captures the relative rotation angle of the bogie relative to the vehicle body and steers the wheel shaft, and employs a complicated structure, which increases costs, reduces durability and increases reliability. It also causes a decline in sex. In addition, in the relaxation curve section connecting the straight line and the circular curve, there is a possibility that the rotation of the steering beam will be delayed and the turning angle of the carriage required for steering will be insufficient, and the steering will not be performed sufficiently, reducing the lateral pressure reduction effect. is there.
Further, since the connecting rod is directly connected to the axle box, there is a problem that unsprung mass increases and the influence on the track becomes large.

Accordingly, an object of the present invention is to reduce the lateral pressure without using an unsprung mass that may increase the track maintenance cost or using a complicated device (configuration) that can increase the maintenance cost. Thus, it is intended to provide a railway vehicle and a lateral pressure reduction method that can suppress wear of wheels and rails and reduce noise such as squeak noise between them.

In order to solve the above-described problems, a railway vehicle according to the present invention includes a vehicle body on which passengers or the like get on, a carriage provided with an air spring that elastically supports the vehicle body, and an air spring that controls rigidity in the front-rear direction of the air spring. A displacement suppression device and a control device that controls the air spring displacement suppression device by detecting a traveling direction of a railway vehicle including the vehicle body and the carriage.
In addition, the lateral pressure reducing method for a railway vehicle according to the present invention is characterized by detecting the traveling direction of the vehicle and controlling the longitudinal stiffness of an air spring provided in a carriage that supports the vehicle.

With the above configuration, the wear of wheels and rails is suppressed by reducing the lateral pressure without increasing the unsprung mass and without using a complicated device (configuration) that can increase maintenance costs. At the same time, it is possible to provide a railway vehicle and a method of reducing the lateral pressure of the railway vehicle that can reduce noise such as squeak noise between the two and further reduce the track maintenance cost.
Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

FIG. 1 is a plan view of a railway vehicle according to a first embodiment. FIG. 2 is a cross-sectional view illustrating the state of the air spring of the front carriage when passing the curve in the first embodiment. FIG. 3 is a cross-sectional view showing the state of the air spring of the rear carriage when passing the curve in the first embodiment. FIG. 4 is a diagram illustrating a moment due to an air spring reaction force generated between the vehicle body and the carriage when passing through a curve. FIG. 5 is a diagram showing a breakdown of the steering moment and the resistance moment acting on the carriage and the balance thereof when passing the curve. FIG. 6 is a diagram illustrating the lateral pressure reduction effect according to the first embodiment. FIG. 7 is a cross-sectional view illustrating the state of the air spring of the front carriage when passing a curve according to a modification in which the support structure for the plate is changed in the first embodiment. FIG. 8 is a cross-sectional view showing the state of the air spring of the rear carriage when passing a curve according to a modified example in which the support structure for the plate is changed in the first embodiment. FIG. 9 is a plan view of a railcar bogie according to the second embodiment. FIG. 10 is a cross-sectional view illustrating a state structure of an air spring of a front carriage when passing a curve in the second embodiment. FIG. 11 is a cross-sectional view illustrating a state structure of an air spring of a rear carriage when passing a curve in the second embodiment. FIG. 12 is a plan view of a railway vehicle carriage according to a third embodiment. FIG. 13 is a plan view in the case where the second embodiment of the present invention is applied to a two-point air spring support type connected vehicle according to the fourth embodiment. FIG. 14 is a diagram illustrating the breakdown and balance of the steering moment and the resistance moment acting on the carriage when the two-point air spring support type connected vehicle according to the fourth embodiment passes through a curve. FIG. 15 is a plan view in which a second embodiment of the present invention is applied to a four-point air spring support type connected vehicle according to a fifth embodiment. FIG. 16 is a diagram showing a balance between a steering moment and a resistance moment acting on the carriage when the four-point air spring support type connected vehicle according to the fifth embodiment passes through a curve. FIG. 17 is a side view of a normal railway vehicle.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[Example 1]
Example 1 of the present invention will be described.
FIG. 17 shows a side view of a general railway vehicle. The railway vehicle 1 includes a vehicle body 1 on which passengers and cargo are mounted, and a carriage 2 that supports the vehicle body 1. The bogie 2 is provided on the bogie frame 3 that forms the skeleton, the wheel shaft 5 having wheels at both ends of the axle, the shaft box 4 that rotatably holds the wheel shaft 5, and the upper surface of the bogie frame 3. It consists of an air spring 6 or the like.

The axle box body 4 is elastically supported in the front and rear, left and right (sleepers), and up and down directions with respect to the carriage frame 3 by the axle box support device. The vehicle body 1 is front and rear by air springs 6 provided in the carriage 2. Elastically supported in left and right (sleepers) and up and down directions.
The central portion of the carriage frame 3 is provided with a portion (not shown) into which a center pin (not shown) extending downward from the lower surface of the vehicle body is inserted. Swivels in a substantially horizontal plane around this central pin.

FIG. 1 is a plan view schematically showing a railway vehicle according to the present embodiment. The vehicle body 1 is supported by a front carriage 2a via an air spring 6a and a rear carriage 2b via an air spring 6b. As will be described later with reference to FIGS. 2 and 3, air spring displacement suppression devices 95a and 95b are respectively provided before and after the air springs 6a and 6b, and the actuators 81a and 81b are controlled by the control shown in FIG. The device 7 is switched according to the traveling direction of the railway vehicle. The control device 7 may be provided under the floor of the vehicle body 1 or in an equipment room in the vehicle body 1.

Since the air spring displacement suppression devices 95a and 95b have substantially the same configuration, the configuration of the air spring displacement suppression device 95a will be described with reference to FIG.
It is provided in such a manner that the air spring is opposed to the front and rear of the air spring 6a (the direction along the longitudinal direction of the vehicle 1). The air spring displacement suppressing device includes a contact plate 84a that suppresses deformation of the diaphragm 63 that constitutes the air spring 6, and an actuator 81a that controls the interval (gap) between the contact plate 84a and the diaphragm 63a.

In FIG. 1, when the traveling direction of the railway vehicle is an arrow E, the carriage 2a becomes the front carriage and the carriage 2b becomes the rear carriage. On the other hand, when the traveling direction is an arrow F, the carriage 2a becomes the rear carriage and the carriage 2b becomes the front carriage. In the following embodiments, including this embodiment, the same operation and effect can be obtained regardless of the traveling direction of the railway vehicle. Therefore, only one traveling direction in the case of arrow E will be described.

2 and 3 are cross-sectional views showing the structure around the air spring according to this embodiment. The traveling direction of the railway vehicle is indicated by an arrow E or arrow F. When the railway vehicle passes a curve, FIG. 2 shows an operating state of the air spring displacement suppressing device 95a of the front carriage 2a, and FIG. The operating state of the air spring displacement suppression device 95b of the rear carriage 2b is shown.

In FIG. 2, the air spring 6a includes an upper plate 61a, a lower plate 62a, a diaphragm 63a connecting the upper plate 61a and the lower plate 62a, and a metal plate 64a and a rubber 65a disposed below the lower plate 62a. It is composed of laminated rubber 66a and the like. The metal plate 64a and the rubber 65a are annular plate members having an opening at the center, and a cylindrical laminated rubber 66a having a space at the center is formed by alternately laminating them. The inside of the diaphragm 63a is filled with high-pressure air. Further, in the vicinity of the air spring 6 a on the lower surface of the vehicle body 1, a pair of air spring displacement suppression devices 95 a that can extend and contract in the longitudinal direction of the vehicle 1 face each other across the air spring 6 a along the longitudinal direction of the vehicle body 1. It is equipped with.

The air spring displacement suppression device 95a is mainly connected to the contact plate 84a that suppresses the displacement of the diaphragm 63a that constitutes the air spring, and the distance (gap) between the contact plate 84a and the diaphragm 63a. And an actuator 81a for controlling the motor. The plate 84a includes a contact portion 82a made of a low friction coefficient member that is in contact with the diaphragm 63a, and a support portion 83a that supports the contact portion 82a and is connected to the actuator 81a.

1, the distance (gap) between the contact portion 82a of the contact plate 84a and the diaphragm 63a can be controlled by the expansion and contraction of the actuator 81a based on a command from the control device 7 shown in FIG. The operation based on the arrangement and structure of the air springs and actuators and the command from the control device 7 is the same for the rear carriage 2b shown in FIG.

As shown in FIG. 3, when the carriage 2a turns and the air spring 6b is displaced forward and backward with the actuator 81b extended and the contact portion 82b approaching the diaphragm 63b, the side surface of the deformed diaphragm 63b comes into contact. Contact (contact) the portion 82b. As a result, the displacement of the diaphragm 63b is suppressed and the air reaction force of the diaphragm 63b is increased, so that the rigidity against the longitudinal displacement of the air spring 6b (hereinafter referred to as the longitudinal rigidity) is enhanced.

FIG. 4 schematically shows moments due to the air spring reaction force acting on the carriage 2 when passing the curve. When the railway vehicle travels in the direction of arrow E, the carriage 2a becomes the front carriage and the carriage 2b becomes the rear carriage.
When the railway vehicle travels from a straight line to a curved line, the carriage turns following the curvature of the curved line, and thus has a relative rotation angle with respect to the vehicle body 1. As a result, the upper ends ( upper surface plates 61a and 61b) of the air springs 6a and 6b positioned on the left and right of the carriage 2 in a state of turning with respect to the vehicle body 1 follow the vehicle body 1 and the lower ends of the air springs 6a and 6b. Since (the bottom plates 62a and 62b and the laminated rubber 66a and 66b) follow the carriage 2, the air springs 6a and 6b are deformed in the front-rear direction (the direction of the arrow 100). Since the air springs 6a and 6b deformed in the front-rear direction try to restore the original shape, an air spring reaction force is generated from the vehicle body 1 to the carriage 2.
The reaction force of the air spring 6a generated in the front carriage 2a passing through the curve is the direction indicated by the left and right arrows A and A ', and similarly, the reaction force of the air spring 6b generated in the rear carriage 2b is the left and right respectively. As shown by arrows B and B '.

These air spring reaction forces A (A ′) and B (B ′) generate a moment for turning the front carriage 2a and the rear carriage 2b, or a resistance moment opposite to the turning direction.
That is, the moment C caused by the air spring 6a generated in the front carriage 2a is a counterclockwise moment in FIG. 4, and the moment D caused by the air spring 6b generated in the rear carriage 2b is a clockwise moment in FIG. It is.

At this time, the moment C acting on the front carriage 2a is opposite (opposite) to the turning direction of the front carriage 2a when traveling from a straight line to a curve, and therefore acts as a resistance moment that prevents the front carriage 2a from turning. On the other hand, since the moment D acting on the rear carriage 2b is in the same direction as the turning direction of the rear carriage 2b when the railway vehicle travels from a straight line to a curve, it acts as a steering moment that promotes the turning of the rear carriage 2b.

FIG. 5 shows a breakdown of the moments acting on each carriage when passing a curve and the balance thereof.
The steering moment generated in the front carriage 2a is the moment K due to the lateral pressure H and the moment α due to other factors such as the longitudinal creep force. Further, the resistance moment generated in the front carriage 2a is a moment C caused by the air spring reaction forces A and A ′ and a moment β caused by other factors such as a longitudinal creep force.
On the other hand, the steering moment generated in the rear carriage 2b is a moment J caused by the lateral pressure G, a moment D caused by the air spring reaction forces B and B ′, and a moment γ caused by other factors such as a longitudinal creep force. Further, the resistance moment generated in the rear carriage 2b is a moment δ due to other factors such as a longitudinal creep force.

When the railway vehicle passes through the curve, each carriage is maintained in a state (posture) having a relative rotation (turning) angle with respect to the vehicle body. Therefore, in each carriage, each moment in the steering (turning) direction is changed. A state is maintained in which the steering moment that is the sum and the resistance moment that is the sum of the moments opposite to the turning direction are balanced.
That is, in the steady state when passing the curve, in the front carriage 2a, the steering moment (moment in the steering direction) that is the sum of the moment α and the moment K and the resistance moment (the steering direction and the sum of the moment β and the moment C). The reverse moment) is balanced.

Similarly, in the rear carriage 2b, the steering moment that is the sum of the moment J, the moment D, and the moment γ is balanced with the moment δ that is the resistance moment. In this way, in each truck passing through the curve, the relationship between the sum of the moments serving as the steering moment and the sum of the moments serving as the resistance moments is also common to the embodiments described later.

Here, in the front carriage 2a, the moment K caused by the lateral pressure H and the moment C caused by the air spring reaction forces A and A 'are opposite (reverse). Therefore, a balanced state is maintained between the steering moment and the resistance moment acting on the front carriage 2a. Therefore, if the moment C that is the resistance moment is reduced, the moment K that is the steering moment due to the lateral pressure H is reduced. That is, if the moment K is reduced, the lateral pressure H itself that causes the moment K can be reduced as a result.

On the other hand, in the rear carriage 2b, the moment J caused by the lateral pressure G and the moment D caused by the air spring reaction forces B and B ′ are in the same direction. Also in the rear carriage 2b, the balance between the steering moment and the resistance moment is maintained. Therefore, if the moment D that is the steering moment is increased, the moment J that is the steering moment due to the lateral pressure G is reduced, and the rear carriage 2b. As a result, the lateral pressure G can be reduced.
That is, in the front carriage 2a, the lateral pressure H can be reduced by reducing the longitudinal rigidity of the air spring 6a, and in the rear carriage 2b, the lateral pressure G can be reduced by increasing the longitudinal rigidity of the air spring 6b. it can.

Therefore, in this embodiment, the lateral pressure H is reduced by reducing the moment C acting on the front carriage 2a by setting the front and rear rigidity of the air spring 6a in the front carriage 2a to an allowable minimum value when passing the curve. At the same time, the lateral pressure G is reduced by increasing the longitudinal rigidity of the air spring 6b in the rear carriage 2b and increasing the moment D acting on the rear carriage 2b.

With reference to FIGS. 2 and 3, a mechanism (action) in which the carriage provided in the railway vehicle of the first embodiment reduces the lateral pressure will be described.
If the traveling direction of the railway vehicle is the direction of arrow E in FIG. 1, the control device 7 detects the traveling direction of the railway vehicle, and the actuator 81a constituting the air spring displacement suppressing device 95a of the front carriage 2a that supports the vehicle body 1 is applied. On the other hand, a command signal is issued so as to contract and to extend to the actuator 81b of the air spring displacement suppressing device 95b of the rear carriage 2b.

In this embodiment, in both the front carriage 2a and the rear carriage 2b, the initial values of the longitudinal rigidity of the air springs 6a, 6b (in the air springs 6a, 6b, the diaphragms 63a, 63b and the contact portions 82a, 82b are The front-rear rigidity when not in contact is set to a minimum value within a range that does not deteriorate the riding comfort even during curve driving. Therefore, when a contraction command is sent from the control device 7 to the actuator 81a and the contact plate 84a is separated from the diaphragm 63a, the longitudinal rigidity of the air spring 6a becomes this initial value.

On the other hand, when an extension command is sent from the control device 7 to the actuator 81b, the side surface of the diaphragm 63b is moved when the air spring 6b is displaced in the front-rear direction because the contact plate 84b extends toward and approaches the diaphragm 63b. Abutting against the abutting plate 84b, deformation of the diaphragm 63b is suppressed and the air reaction force increases, so that the longitudinal rigidity of the air spring 6 is increased.

As a result, in the front carriage 2a, the longitudinal rigidity of the air spring 6a becomes the initial value, and the moments caused by the air spring reaction forces A and A ′ that become resistance moments from the relationship between the steering moment and the resistance moment shown in FIG. Since C is reduced, the steering moment K due to the lateral pressure H that becomes the steering moment is reduced accordingly.
On the other hand, in the rear carriage 2b, the balance between the steering moment and the resistance moment is maintained, so that the front-rear rigidity of the air spring 6b is increased and the moment D caused by the air spring reaction forces B and B ′, which are steering moments. As a result, the moment J due to the lateral pressure G, which is the steering moment, is reduced, and the lateral pressure G of the rear carriage 2b can be reduced.

In this embodiment, for example, every time the traveling direction is switched at the first turning station, the control device 7 sends a contraction command to the actuator 81a on the front carriage side, and sends the command to the actuator 81b on the rear carriage side. On the other hand, an extension command is sent out, and this state is maintained until the terminal arrives at the turn-back station. Therefore, the power consumption required for the operation of the actuator can be reduced by providing the lock device that holds the contraction and extension of each actuator as the actuators 81a and 81b contract and extend.

The traveling direction of the railway vehicle may be detected not only at the start of the turn-back operation, but also by the control device 7 using a speed detector on the vehicle, a signal received from the ground device, or a GPS or the like. It is only necessary to adjust the longitudinal rigidity of the air spring that elastically supports the vehicle body to an optimal value by controlling the actuator as the air spring displacement suppressing device in the direction of reducing the lateral pressure generated when passing the curve.

Further, when neither a contraction nor an extension command signal is output due to a failure of the control device 7 or the like, the lock device moves the actuators 81a and 81b between the contracted position when the actuator is not operated and the extended position of the operation. Fix in the middle position.

As a result, even if the air springs 6a and 6b are displaced in the front-rear direction when traveling in a curved line, etc., the force of the contact plates 84a and 84b suppressing deformation of the diaphragms 63a and 63b is less than when the actuator is in the extended position. Therefore, the longitudinal rigidity of the air springs 6a and 6b when the actuators 81a and 81b are fixed at the intermediate positions is set to a general value larger than the above-described minimum value so as not to hinder the running performance. I have to.

Thus, in the air spring 6a of the front carriage 2a, the actuator 81a is contracted, and the distance between the abutment plate 84a and the diaphragm 63a increases, so that the air spring 6a is displaced back and forth when passing the curve. However, the diaphragm 63a and the contact plate 84a do not abut (contact), and the longitudinal rigidity of the air spring 6a becomes the above-described initial value, and the moment C (see FIG. 4) that prevents turning does not increase.

On the other hand, in the air spring 6b on the rear carriage 2b side, the actuator 81b is extended, and the distance (gap) between the contact plate 84b and the diaphragm 63b is reduced. For this reason, with the displacement of the air spring in the front-rear direction, the side surface of the diaphragm 63b contacts the contact portion 82b, the deformation of the diaphragm 63b is suppressed, the air reaction force increases, and the moment D that promotes turning (see FIG. 4). ) Is increased.
With the above operation, the lateral pressure H of the front carriage 2a and the lateral pressure G of the rear carriage 2b are effectively reduced, so that the wear of the rails and wheels can be suppressed and squeak noise generated between the two can be reduced.

In addition, since the contact parts 82a and 82b attached to the contact plates 84a and 84b are made of a material having a low coefficient of friction such as a resin having self-lubricating properties, the wear of the diaphragms 63a and 63b can be suppressed. Further, when the shapes of the contact portions 82a and 82b are matched with the outer shapes (doughnut-shaped curved surfaces) of the diaphragms 63a and 63b, the wear of the diaphragms 63a and 63b can be further suppressed.
By suppressing the wear of the diaphragms 63a and 63b as described above, the life of the diaphragms 63a and 63b (replacement cycle) can be suppressed from being shortened with respect to the operation of increasing the longitudinal stiffness of the air spring by the actuators 81a and 81b. Can do.

The operation when the traveling direction of the railway vehicle is the arrow E has been described above. However, when the traveling direction is the arrow F in FIG. 1 and the carriage 2a is the rear carriage and the carriage 2b is the front carriage, the actuator 81 is opposite ( The control device 7 outputs a command to extend the actuator 81a and contract the actuator 81b.

FIG. 6 shows an example of the effect of reducing the lateral pressure according to this embodiment. In FIG. 6, the horizontal axis is the kilometer (m) in which the relaxation curve is set before and after the circular curve, and the vertical axis is the lateral pressure (KN). As is apparent from this figure, the lateral pressure can be reduced with respect to the normal carriage for both the relaxation curve and the circular curve.

In the configuration shown in FIGS. 2 and 3, the contact plate 84 is translated in the longitudinal direction of the vehicle by the expansion and contraction of the actuators 81a and 81b. However, as shown in FIG. An abutting plate 84a is provided around the shaft 85a by extending and contracting a shaft 85a disposed in a direction along the shaft 85a, a bracket 86a fixed to the lower surface of the vehicle body 1, and an actuator 81a installed on the lower surface of the vehicle body. Even if the configuration is such that the distance between the diaphragm 63a and the contact plate 84a can be changed by rotating, the same effect as the configuration shown in FIGS. 2 and 3 can be obtained.

FIG. 7 shows that the actuator 81a contracts on the front carriage 2b side and the contact portion 82a of the contact plate 84a moves from the diaphragm 63a when passing through a curve when the traveling direction of the railway vehicle is an arrow E (see FIG. 4). The state rotated in the direction of leaving is shown.
On the other hand, FIG. 8 shows a state where the actuator 81b is extended on the rear carriage 2b side and the contact portion 82b of the abutting plate 84b is rotated in a direction facing and approaching the diaphragm 63b, contrary to the front carriage 2b side. ing.

In this way, the upper ends of the contact plates 84a and 84b are rotatably connected to the brackets 86a and 86b by the shafts 85a and 85b, and the tips of the actuators 81a and 81b can be rotated at the lower ends of the contact plates 84a and 84b. Since they are connected, the abutment plates 84a and 84b can be reliably positioned at the optimum positions even by the small actuators 81a and 81b having a small output. As a result, the degree of freedom of design in the vicinity of the air springs 6a and 6b can be increased, power consumption required for the operation of the actuators 81a and 81b can be reduced, and further weight reduction can be promoted.

[Example 2]
Next, a second embodiment of the present invention will be described. FIG. 9 is a plan view schematically showing the railway vehicle according to the present embodiment. As shown in FIGS. 10 and 11, this railway vehicle is an air spring displacement suppression device including a control device 7 and actuators 81a and 81b. 95a and 95b are provided. The air spring displacement suppression devices 95a and 95b shown in FIG. 10 and FIG. 11 are different from those of the first embodiment, and by providing one for each air spring 6a and 6b, the longitudinal rigidity thereof can be changed. It is possible.

FIG. 10 shows the state of the air spring displacement suppressing device 95a provided in the front carriage 2a when passing the curve when the traveling direction of the railway vehicle is an arrow E (see FIG. 9), and FIG. The states of the air spring displacement suppressing device 95b provided in the rear carriage 2b are respectively shown.
The air spring displacement control device 95a includes an actuator 81a that can be vertically expanded and contracted in a central space of a cylindrical laminated rubber 66a inside the air spring 6a, and an upper portion of the laminated rubber 66a that constitutes the air spring 6a. The stopper plate 88a is provided on the bottom plate 62a.

The actuator 81a provided in the space provided in the central portion of the laminated rubber 66a has an internal stopper 87a at the tip. The stopper abutment plate 88a is a disk-shaped member having a space at the center thereof, and when the actuator 81a extends in the vertical direction, the internal stopper 87a is fitted into the center portion of the stopper abutment plate 88a, and is laminated. The displacement of the rubber 66a in the front-rear direction is suppressed.

The internal stopper 87a includes a stepped outer peripheral surface that is coaxially provided with a portion having a small outer diameter on a portion having a large outer diameter. A portion having a small outer diameter is fitted into the space at the center of the stopper abutment plate 88a. The space at the center of the stopper abutment plate 88a into which the internal stopper 87a is inserted is an opening with a hem that expands the inner diameter downward, and the outer diameter of the lower surface of the opening is smaller than the outer diameter of the inner stopper 87a. By setting it large, you may enable it to insert reliably.
When the actuator 81a is retracted (contracted) downward, the small diameter portion of the internal stopper 87a does not engage (interfere) with the stopper abutment plate 88a, and the laminated rubber 66a can be displaced in the front-rear direction.

FIG. 11 shows a state on the rear carriage 2b side. The air spring displacement control device 95b employs the same configuration as the air spring displacement control device 95a, but extends upward by the actuator 81b. In this state, the internal stopper 87b is held in a state of entering the stopper abutment plate 88b, and the displacement of the air spring 6 in the front-rear direction is suppressed.
The actuators 81a and 81b used in the present embodiment are configured in a cylindrical shape and have a configuration that allows air to pass therethrough. The actuators 81a and 81b also function as supply pipelines when supplying compressed air to the air springs 6a and 6b.

As shown in FIG. 10, by extending or retracting (shrinking) the actuators 81a and 81b, the outer periphery (surface) of the internal stoppers 87a and 87b and the inner periphery (surface) of the stopper abutment plates 88a and 88b The rigidity in the front-rear direction of the air springs 6a and 6b can be changed by engaging (inserting) or releasing the engagement.

Next, the operation of the second embodiment shown in FIG. 9 will be described with reference to FIGS.
In FIG. 9, when the traveling direction of the railway vehicle is an arrow E, the control device 7 detects the traveling direction of the railway vehicle, contracts the actuator 81a of the front carriage 2a, and extends the actuator 81b of the rear carriage 2b. At this time, in the air spring 6a of the front carriage 2a, as shown in FIG. 10, as the actuator 81a contracts, the distance between the internal stopper 87a and the stopper abutment plate 88a increases, and the internal stopper 87a and the stopper abutment plate 88a. Is disengaged. For this reason, even if the air spring 6a is displaced back and forth when passing the curve, the internal stopper 87a and the stopper abutment plate 88a do not contact (abut), and the initial longitudinal rigidity of the air spring 6a is maintained.

On the other hand, in the air spring 6b of the rear carriage 2b, as shown in FIG. 11, with the extension of the actuator 81b, the distance between the internal stopper 87b and the stopper abutment plate 88b decreases, and the internal stopper 87a and the stopper abutment plate 88a Engage. For this reason, when the air spring 6b is displaced (deformed) back and forth when passing the curve, the internal stopper 87b and the stopper abutment plate 88b come into contact (contact). When the internal stopper 87b and the stopper abutment plate 88b come into contact with each other, the shear deformation of the laminated rubber 66b is constrained, so that the rigidity of the laminated rubber 66b increases to infinity.

The longitudinal stiffness of the air springs 6a, 6b is expressed by the sum of the longitudinal stiffness of the diaphragms 63a, 63b and the longitudinal stiffness of the laminated rubber 66a, 66b (series stiffness). Therefore, when the stiffness of the laminated rubber 66b is infinite, The longitudinal rigidity of the air spring 6b can be increased compared to the longitudinal rigidity of the air spring 6a.

Also in this embodiment, the factors that cause the steering moment and the resistance moment acting on the front carriage 2a and the rear carriage 2b and the breakdown thereof are the same as those in FIG.
Therefore, also in the present embodiment, the front and rear rigidity of the air spring 6a of the front carriage 2a and the front and rear rigidity of the air spring 6b of the rear carriage 2b are switched depending on the traveling direction of the railway vehicle by the operation of the actuators 81a and 81b. The lateral pressure H of the front carriage 2a and the lateral pressure G of the rear carriage 2b can be reduced.

That is, in the front carriage 2a passing through the curve, the steering moment (the sum of the moments in the steering (turning) direction) and the resistance moment (the sum of the moments opposite to the steering direction) are balanced. For this reason, the direction of the moment K caused by the lateral pressure H and the direction of the moment C caused by the air spring reaction forces A and A ′ are opposite (reverse) directions. Moment K, which is a steering moment balanced with the moment, is also reduced.

The moment c caused by the air spring reaction forces A and A ′, which become resistance moments, can be reduced by contracting the actuator 81a and maintaining the longitudinal rigidity of the air spring 6a to be small. Along with the reduction of the resistance moment C, the moment K due to the lateral pressure H that becomes the steering moment is also reduced, so that the lateral pressure H that causes the moment K is also reduced as a result.

As a result, in the front carriage 2a, the longitudinal stiffness of the air spring 6a becomes the initial value, and the moment C caused by the air spring reaction forces A and A ′ that become the resistance moment is obtained from the relationship between the steering moment and the resistance moment shown in FIG. Therefore, the steering moment K due to the lateral pressure H that becomes the steering moment is reduced accordingly.

On the other hand, also in the rear carriage 2b, the balance between the steering moment and the resistance moment is maintained, so that the front-rear rigidity of the air spring 6b is increased and the moment D caused by the air spring reaction forces B and B ′, which are steering moments. As a result, the moment J due to the lateral pressure G, which is the steering moment, is reduced, and the lateral pressure G of the rear carriage 2b can be reduced.

Further, also in the rear carriage 2b passing through the curve, the steering moment (sum of the moments in the steering (turning) direction) and the resistance moment (sum of the moments opposite to the steering direction) are balanced. For this reason, since the direction of the moment J caused by the lateral pressure G and the direction of the moment D caused by the air spring reaction forces B and B ′ are the same, if the moment D is increased, the moment J caused by the lateral pressure G is increased. Can be small.

Thus, by extending the actuator 81b and maintaining the front / rear rigidity of the air spring 6b to be large, the moment D due to the air spring reaction forces B and B ′ can be increased. As a result, the moment J is reduced by an amount commensurate with the increase in the moment D, which is the steering moment, so that the lateral pressure G that causes the moment J is also reduced as a result.
As described above, since the lateral pressure H of the front carriage 2a and the lateral pressure G of the rear carriage 2b are effectively reduced, wear of the rails and wheels can be suppressed, and squeak noise generated between the two can be reduced.

The operation of the actuators 81a and 81b when the traveling direction of the railway vehicle is the arrow E and the effect of reducing the lateral pressure G and the lateral pressure H are explained. However, the traveling direction becomes the arrow F in FIG. When the carriage 2a is the rear carriage and the carriage 2b is the front carriage, the expansion and contraction operations of the actuators 81a and 81b are opposite (reverse) to the above-described example, the actuator 81a expands, and the actuator 81b contracts. The control device 7 sends a command to do so.

Unlike the first embodiment, this embodiment does not require an actuator mounting space on the lower surface of the vehicle body, so that it is possible to arrange other devices in the vicinity of the air spring on the lower surface of the vehicle body. The effect can also be expected.
Note that the initial stiffness values of the air springs 6a and 6b are set in the same manner as in the first embodiment.

[Example 3]
A third embodiment of the present invention will be described.
FIG. 12 is a plan view of a vehicle schematically showing the railway vehicle bogie according to the present embodiment, and includes a control device 7 and supply / exhaust valves 89a and 89b. In FIG. 12, when the traveling direction of the railway vehicle is an arrow E, the carriage 2a is a front carriage and the carriage 2b is a rear carriage. When the traveling direction is an arrow F, the carriage 2a becomes a rear carriage, and the carriage 2b becomes a front carriage.

When the traveling direction of the railway vehicle is indicated by an arrow E, the control device 7 detects the traveling direction of the railway vehicle and operates the air supply / exhaust valves 89a and 89b that adjust the air pressure of the air springs 6a and 6b.
That is, for the air spring 6a of the front carriage 2a, the internal pressure of the diaphragm 63a is exhausted to lower the internal pressure, and for the air spring 6b of the rear carriage 2b, air is supplied to the inside of the diaphragm 63b and the internal pressure is reduced. To increase.
The longitudinal rigidity of the air spring 6a of the front carriage 2a in which the internal pressure is reduced is reduced, and the longitudinal rigidity of the air spring 6b of the rear carriage 2b in which the internal pressure is increased is increased.

As shown in FIG. 5, as in the first and second embodiments, in the front carriage 2a and the rear carriage 2b, the steering moment (sum of the moments in the steering (turning) direction) and the resistance moment (the moments opposite to the steering direction). Is balanced).
Therefore, in the front carriage 2a, the direction of the moment K due to the lateral pressure H and the direction of the moment C due to the air spring reaction forces A and A ′ are opposite (reverse) directions, so the moment C that is the resistance moment can be reduced. For example, the moment K caused by the lateral pressure H is reduced. Since the moment K is reduced, the lateral pressure H causing the moment K is consequently reduced.

On the other hand, in the rear carriage 2b, the direction of the moment J due to the lateral pressure G and the direction of the moment D due to the air spring reaction forces B and B ′ are the same direction. From the moment J, the moment amount commensurate with the increase in the moment D is reduced, and the moment J becomes smaller. Since the moment J is reduced, the lateral pressure G causing the moment J is consequently reduced.
As described above, since the lateral pressure H of the front carriage 2a and the lateral pressure G of the rear carriage 2b are effectively reduced, wear of the rails and wheels can be suppressed, and squeak noise generated between the two can be reduced.

The operation when the traveling direction of the railway vehicle is the arrow E has been described. When the traveling direction is the arrow F in FIG. 12 and the carriage 2a is the rear carriage and the carriage 2b is the front carriage, the air spring 6a is supplied. The control device 7 issues a command to exhaust the air spring 6b. Note that the initial stiffness values of the air springs 6a and 6b are set in the same manner as in the first embodiment.
Unlike the first and second embodiments, the present embodiment does not require an actuator and a contact plate, and therefore has an effect of increasing the design freedom of the underfloor device and an effect of promoting weight reduction.

[Example 4]
Examples 1 to 3 are intended for bogie vehicles that support both ends in the longitudinal direction of the vehicle body with two trolleys. However, in Example 4, a trolley is arranged below the connecting portion between the vehicle and the vehicle. In an articulated vehicle in which the end of one vehicle body is placed on top of two air springs provided in the carriage, and the end of the other vehicle is placed on the end of this one vehicle body. It is applied.
FIGS. 13 and 14 illustrate a case where the apparatus configuration of the second embodiment is applied to a two-point air spring support type connected vehicle according to the present embodiment.

FIG. 13 is a plan view showing the articulated carriage 2 and the vehicle body 1 of the two-point air spring support system. In the two-point air spring support system, both ends in the width direction of the pillow beam 91 extending from the frame of one vehicle body 1a toward the other vehicle 1b are above the pair of air springs 6 provided in the articulated carriage 2. It is mounted on. And the connection apparatus 90 with which the center part of the width direction (sleeper direction) of this pillow beam 91 is equipped with the aspect extended toward the one vehicle body 1a from the frame of the other vehicle body 1b is connected.
In other words, the connecting device 90 of the car body 1b is connected to the upper part of the pillow beam 91 of the car body 1a and the lower surface of the pillow beam 91 of the car body 1a constituting the connecting part is provided in the articulated carriage 2. The air spring 6 is elastically supported.

When the traveling direction of the railway vehicle is an arrow E, the vehicle body 1a is the front vehicle body and the vehicle body 1b is the rear vehicle body, and when the traveling direction is the arrow F, the vehicle body 1a is the rear vehicle body and the vehicle body 1b. Is the front car body.
As described in the first embodiment and the like, the connecting cart 2 turns in the horizontal plane below the connecting portion between the vehicle body 1a and the vehicle body 1b when passing through the curve, so that the space between the connecting cart 2, the vehicle body 1a, and the vehicle body 1b. Produces a relative angle. Furthermore, since the front and rear displacement corresponding to this relative angle occurs in the air spring 6, an air spring reaction force acting on the articulated carriage 2 from the vehicle body 1a is generated.

The air spring reaction force acting on the articulated carriage 2 from the vehicle body 1a is in the directions of the arrows L and L ', and the moment M caused by the air spring reaction force acts on the articulation vehicle 2 from the vehicle body 1a.
When the railway vehicle travels in the direction of arrow E and the vehicle body 1a becomes the front vehicle body, the moment M acts as a steering moment that promotes turning of the carriage. On the other hand, when the railway vehicle travels in the direction of arrow F and the vehicle body 1a becomes the rear vehicle body, the moment M acts as a resistance moment that prevents the bogie from turning.

FIG. 14 shows a balance of moments acting on the articulated carriage 2 of the air spring two-point support method when passing the curve. When the railway vehicle travels in the direction of arrow E and the vehicle body 1a becomes the front vehicle body, the moments forming the steering moment are the moment P caused by the lateral pressure N and the moment M caused by the air spring reaction forces L and L '. , Moment ε due to other factors such as longitudinal creep force. On the other hand, each moment forming the resistance moment is a moment ζ due to other factors such as a longitudinal creep force. At this time, as in the first embodiment, the steering moment (the sum of the moments in the steering (turning) direction) and the moment ζ of the resistance moment (the sum of the moments opposite to the steering direction) are balanced.

Further, when the railway vehicle travels in the direction of arrow F and the vehicle body 1b becomes the front vehicle body, the moment in the same direction as the steering moment is due to the moment P ′ due to the lateral pressure N ′ and other factors such as creep force. The moment ε ′ and the moment in the same direction as the resistance moment are the moment M due to the air spring reaction forces L and L ′ and the moment ζ ′ due to other factors such as the longitudinal creep force. At this time, the steering moment (the sum of the moments in the steering (turning) direction) and the resistance moment (the sum of the moments opposite to the steering direction) are balanced.

When the traveling direction of the railway vehicle is the direction of arrow E and the vehicle body 1a is the front vehicle body, the direction of the moment P due to the lateral pressure N and the direction of the moment M due to the air spring reaction forces L and L ′ are the same direction. Therefore, if the moment M is increased, a moment commensurate with this increase is subtracted from the moment P. If the moment P is reduced, the lateral pressure N causing the moment P is consequently reduced.
Similarly, when the traveling direction of the railway vehicle is the direction of the arrow F and the vehicle body 1b is the front vehicle body, the direction of the moment P ′ due to the lateral pressure N ′ and the moment M due to the air spring reaction forces L and L ′. Since the direction is the opposite (reverse) direction, if the moment M is reduced, the moment P ′ due to the lateral pressure N ′ is also reduced, and the lateral pressure N ′ causing the moment P ′ can be reduced as a result.

That is, when the vehicle body 1a supported by the air spring 6 becomes the front vehicle body (when the traveling direction is the arrow E), the vehicle body 1b not supported by the air spring 6 is increased by increasing the longitudinal rigidity of the air spring 6. When the traveling direction is the arrow F, the lateral pressure N acting on the carriage 2 can be reduced by reducing the longitudinal rigidity of the air spring 6.

Therefore, when the railway vehicle advances in the direction of arrow E and the vehicle body 1a becomes the front vehicle body, the control device 7 issues a command to extend the actuator 81 and increases the longitudinal rigidity of the air spring 6. At this time, the direction of the moment P due to the lateral pressure N acting on the carriage 2 and the direction of the moment M due to the longitudinal stiffness of the air spring 6 are equal, so the longitudinal stiffness of the air spring increases, and the moment P increases as the moment M increases. Therefore, the lateral pressure N that causes the moment P is reduced.

Note that, for example, in the case of a knitted vehicle composed of five vehicles and provided with the connecting portion configuration shown in FIG. 13 at four locations in the knitted vehicle, the knitted vehicle advances in the direction of arrow E and travels in the direction of travel. When the side body is supported by the air spring, the longitudinal rigidity of all the air springs at the four connecting portions is increased. By this control, the lateral pressure N can be reduced.

On the other hand, when the railway vehicle advances in the direction of arrow F and the vehicle body 1b becomes the front vehicle body, the control device 7 issues a command to contract the actuator 81, and the longitudinal rigidity of the air springs 6 at the four connecting portions is increased. Make it smaller. When the longitudinal rigidity of the air spring 6 decreases, the moment M in the same direction as the resistance moment decreases.

At this time, the moment P ′ due to the lateral pressure N ′ acting on the articulated carriage 2 and the direction of the moment M due to the longitudinal stiffness of the air spring 6 are opposite, so that the longitudinal stiffness of the air spring is reduced and the moment M is reduced. Since the moment P ′ due to the lateral pressure is reduced accordingly, the lateral pressure N ′ is also reduced.

[Example 5]
FIG. 15 is a plan view showing the articulated carriage 2 and the vehicle body 1 of a four-point air spring support system. 15 and 16, the case where the apparatus configuration of the second embodiment is applied to a four-point air spring support type connected vehicle will be described.
In the four-point air spring support system, a total of four air springs, that is, one set of two air springs 6a and two sets of two air springs 6b, are placed on the upper surface of one carriage 2. One end of the vehicle body 1a in the longitudinal direction is placed on the air spring 6a and elastically supported, and the other end in the longitudinal direction of the vehicle body 1b is placed on the air spring 6b and elastically supported. Yes.
The vehicle body 1a and the vehicle body 1b are connected by a connecting device 92 provided at one end of the vehicle body 1a and a connecting device 90 provided at the other end of the vehicle body 1b.

When the railway vehicle travels in the direction of arrow E, the vehicle body 1a becomes the front vehicle body and the vehicle body 1b becomes the rear vehicle body. On the other hand, when the railway vehicle travels in the direction of arrow F, the vehicle body 1a becomes the rear vehicle body, and the vehicle body 1b becomes the front vehicle body.
When the railway vehicle travels along a curve in the direction of arrow E, the connecting cart 2 turns along the curve, so that a relative angle is generated between the connecting cart 2 and the vehicle body 1a and the vehicle body 1b, and the air spring 6 is Displaces (deforms) in the front-rear direction. The displacement of the air spring 6 generates an air spring reaction force acting on the articulated carriage 2 from the vehicle bodies 1a, 1b.
In the vehicle body 1a, the reaction force of the air spring 6a applied to the articulated carriage 2 is in the directions of arrows Q and Q ', and a moment R is generated in the articulated carriage 2.
On the other hand, in the rear vehicle body 1 b, the reaction force of the air spring 6 b applied to the articulated carriage 2 is in the directions of arrows S and S ′, and a moment T is generated in the articulated carriage 2.

FIG. 16 shows a balance of moments acting on the articulated carriage 2 of the air spring four-point support system when passing the curve.
When the railway vehicle travels in the direction of arrow E and the vehicle body 1a becomes the front vehicle body, the moment in the same direction as the steering moment is the moment V due to the lateral pressure U, the moment R due to the air spring reaction forces Q and Q ', the vertical moment. The moment η is due to other factors such as creep force, and the moment in the same direction as the resistance moment is moment T due to air spring reaction forces S and S ′ and moment θ due to other factors such as longitudinal creep force.

On the other hand, when the railway vehicle travels in the direction of arrow F and the vehicle body 1b becomes the front vehicle body, the moment in the same direction as the steering moment is the moment V ′ due to the lateral pressure U ′ and the air spring reaction forces S and S ′. The moment T due to the moment and the moment η ′ due to other factors such as the longitudinal creep force. The moment in the same direction as the resistance moment is the moment R due to the air spring reaction force Q, Q ′, the longitudinal creep force, etc. Is the moment θ ′ due to other factors.

When the railway vehicle travels in the direction of arrow E and the vehicle body 1a becomes the front vehicle body, the direction of the moment V by the lateral pressure U is equal to the direction of the moment R by the air springs 6a reaction forces Q and Q ', and the rear vehicle body 1b Is opposite (reverse) to the direction of the moment T due to the air spring reaction forces S and S ′ of the air spring 6b that supports
Since the steering moment (the sum of the moments in the steering (turning) direction) and the resistance moment (the sum of the moments opposite to the steering direction) are balanced, increasing the moment R in the same direction as the steering moment Accordingly, the moment V caused by the lateral pressure U in the same direction as the steering moment is reduced accordingly, and as a result, the lateral pressure U causing the moment V can be reduced.

Further, when the moment T in the same direction as the resistance moment is reduced, the sum of the resistance moment itself is reduced, and the sum of the moments in the same direction as the steering moment is also reduced to balance the sum of the resistance moment and the moment in the same direction. .
Therefore, since the moment V resulting from the lateral pressure U of the steering moment, which is a part of the sum of the steering moments, is reduced, the lateral pressure U causing the moment V can be reduced.

When the railway vehicle travels in the direction of the arrow F and the vehicle body 1b becomes the front vehicle body, the direction of the moment V ′ due to the lateral pressure U ′ depends on the air spring reaction forces S and S of the air spring 6b that supports the front vehicle body 1b. It is equal to the direction of the moment T by ', and is opposite (reverse) to the direction of the moment R by the air spring reaction force Q, Q' of the air spring 6a that supports the rear vehicle body 1a.

Since the sum of the moments in the steering moment direction and the sum of the moments in the resistance moment direction are balanced, increasing the moment T in the steering moment direction, the moment in the steering moment direction, and the moment V ′ due to the lateral pressure U ′ As a result, the lateral pressure U ′ causing the moment V can be reduced as a result.

Furthermore, when the moment R, which is the moment in the resistance moment direction, is reduced, the sum of the moments in the resistance moment direction itself decreases, and the sum of the moments in the steering moment direction that matches this also decreases. Therefore, since the moment V 'caused by the lateral pressure U' of the steering moment, which is a moment in the same direction as the steering moment, is reduced, the lateral pressure U 'causing the moment V' can be reduced.

In other words, the lateral pressure acting on the articulated carriage 2 is reduced by increasing the longitudinal rigidity of the air spring that supports the front vehicle body and reducing the rigidity of the air spring that supports the rear vehicle body according to the traveling direction of the railway vehicle. Can be made.
Therefore, when the railway vehicle travels in the direction of arrow E and the vehicle body 1a becomes the front vehicle body, the control device 7 sends an extension command for increasing the longitudinal rigidity of the air spring 6a on the traveling direction side to the actuator 81a. Then, a contraction command for reducing the longitudinal rigidity of the air spring 6b on the side opposite to the traveling direction side is sent to the actuator 81b.

By the above control, the longitudinal rigidity of the air spring 6a is increased, and the longitudinal rigidity of the air spring 6b is reduced. At this time, the direction of the moment V due to the lateral pressure U acting on the articulated carriage 2 is equal to the direction of the moment R due to the air spring 6a. Therefore, if the moment R increases, the moment V due to the lateral pressure U decreases. The lateral pressure U causing V is reduced.

When the railway vehicle travels in the direction of arrow F and the vehicle body 1b becomes the front vehicle body, the control device 7 sends an extension command for increasing the longitudinal rigidity of the air spring 6b on the traveling direction side to the actuator 81a. A contraction command for reducing the longitudinal rigidity of the air spring 6a on the opposite side to the traveling direction is sent to 81b.
By the above control, the direction of the moment V ′ due to the lateral pressure U ′ acting on the articulated carriage 2 is equal to the direction of the moment T due to the air spring reaction force S, S ′ of the air spring 6b, so that the longitudinal rigidity of the air spring 6b is increased. When the moment T is increased, the moment V ′ due to the lateral pressure U ′ is reduced, so that the lateral pressure U ′ causing the moment V ′ is consequently reduced.
As described above, since the lateral pressure U and the lateral pressure U ′ are effectively reduced, it is possible to suppress wear of the rail and the wheel and to reduce squeak noise generated between them.

As described above, even in an articulated vehicle in which a carriage is arranged at the connecting portion of the railcar, the resistance of the air spring related to the steering moment is reduced by reducing the longitudinal stiffness of the air spring according to the traveling direction when passing the curve. The longitudinal stiffness of the air spring related to the moment may be increased. Note that the initial stiffness values of the air springs 6a and 6b are set in the same manner as in the first embodiment.

In the present embodiment, the second embodiment is applied to the articulated carriage 2 of the air spring four-point support system, but the first and third embodiments can also be applied to such an articulated vehicle.
In addition, when a plurality of railway vehicles are connected to form a knitting, the change of the internal pressure of the air spring and the operation of the actuator may be switchable throughout the knitting.

In each embodiment, the front and rear rigidity of the air spring on the front side in the traveling direction is reduced and the front and rear rigidity of the air spring on the rear side in the traveling direction is increased. However, the present invention is not limited to this, and various modifications are possible.

That is, for example, in the first embodiment, the front and rear rigidity initial values of the front and rear air springs 6a and 6b in the traveling direction are within a range not deteriorating riding comfort and running stability, including during straight running and curved running. The optimal value is set in advance. On the other hand, when the control signal is not output from the control device 7 to the actuators 81a and 81b, the diaphragms 63a and 53b are not touched even if the front and rear air springs 6a and 6b are displaced in the front-rear direction. The actuators 81a and 81b are fixed at positions where the front and rear rigidity of the air spring 6 is not changed without coming into contact with 84a and 84b.

And, if only a command to increase the longitudinal rigidity of the air spring is sent only to the actuator related to the air spring on the rear side in the traveling direction, the diaphragm of the air spring on the front side in the traveling direction does not contact the contact plate, The longitudinal stiffness of the air spring is not changed. This configuration simplifies the control by the control device 7, and can reduce the cost and the life of the actuator. Such a change can be similarly applied to the second to fifth embodiments.

Further, since the lateral pressure generated when passing through the curve is affected not only by the curvature radius (R) of the curve and the operation speed, but also by the type and specifications of the vehicle and the number of passengers, the front carriage 2a and the rear carriage The front and rear rigidity of the air springs 6a and 6b in 2b is determined in real time on the basis of the travel position information received from the ground element, the position information by GPS, the route information including the radius (R) of the curve, and the like database. Alternatively, an optimum value of the expansion amount or contraction amount of each actuator 81a, 81b may be called and given as a command value.

In addition, this invention is not limited to the above-mentioned Example, Various modifications are included. For example, the above-described embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Further, a part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, it is possible to add, delete, and replace other configurations for a part of the configuration of each embodiment.

In short, according to the present invention, the traveling direction of the railway vehicle is detected by the speed detector on the vehicle, the ground device, the start of the turning operation, and further by the GPS or the like, and the direction in which the lateral pressure generated when passing the curve is reduced. In addition, an actuator that controls an actuator as an air spring displacement suppressing device and adjusts the longitudinal stiffness of the air spring that elastically supports the vehicle body to an optimal value is included.

DESCRIPTION OF SYMBOLS 1 Car body 2 Bogie 3 Bogie frame 4 Shaft box 5 Wheel shaft 6 Air spring 7 Control device 61 Upper surface plate 62 Lower surface plate 63 Diaphragm 66 Laminated rubber 81 Actuator 84 Contact plate 87 Internal stopper 88 Stopper contact plate 89 Supply / exhaust valve 90 Connecting device 91 Pillow tension 92 Connecting device receiver 95 Air spring displacement suppression device

Claims (8)

1. A vehicle body on which passengers get on,
   A carriage provided with an air spring for elastically supporting the vehicle body;
   An air spring displacement suppressing device for controlling the rigidity in the front-rear direction of the air spring;
   A railway vehicle comprising: a control device that detects a traveling direction of the railway vehicle including the vehicle body and the carriage and controls the air spring displacement suppression device.
2. In the railway vehicle according to claim 1,
   The air spring displacement suppression device is:
   In an aspect that sandwiches the air spring, it is arranged to face along the front-rear direction of the vehicle body,
   A contact plate that contacts the diaphragm of the air spring;
   An actuator connected to the abutment plate and adjusting a distance between the diaphragm and the abutment plate;
   A railway vehicle characterized by comprising:
3. In the railway vehicle according to claim 1,
   The air spring displacement suppression device is:
   An actuator provided inside the laminated rubber constituting the air spring and having a stopper at the tip;
   A contact plate provided at the top of the laminated rubber and having an opening with which the stopper is engaged;
   A railway vehicle comprising:
4. In the railway vehicle according to claim 1,
   The air spring displacement suppression device is:
   A railway vehicle comprising a supply / exhaust valve for adjusting an air pressure of the air spring.
5. The railway vehicle according to any one of claims 2 to 4,
   The railway vehicle is a bogie vehicle in which both ends in the longitudinal direction of the vehicle body are supported by the carriage.
6. The railway vehicle according to claim 3 is:
   The carriage has two air springs,
   An end of one of the vehicles is placed on top of an end of the other vehicle;
   A railway vehicle characterized in that the other end of the vehicle is a two-point support articulated vehicle mounted on an upper portion of the air spring of the carriage.
7. The railway vehicle according to claim 3 is:
   The carriage has four air springs,
   A four-point support articulated vehicle in which one end of the vehicle body is placed on the two air springs and the other end of the vehicle body is placed on the two air springs A railway vehicle characterized by being.
8. Detect the direction of travel of the vehicle,
   The lateral pressure reduction method for a railway vehicle according to claim 1, wherein front-rear rigidity of an air spring provided in a carriage that supports the vehicle is controlled.

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