WO2018097111A1

WO2018097111A1 - Yawing suppression device for railway vehicle and railway vehicle including same

Info

Publication number: WO2018097111A1
Application number: PCT/JP2017/041731
Authority: WO
Inventors: 日和吏伊保; 輝彦谷峰; 嘉之下川
Original assignee: 新日鐵住金株式会社
Priority date: 2016-11-24
Filing date: 2017-11-21
Publication date: 2018-05-31
Also published as: JP6747518B2; JPWO2018097111A1; EP3546313A1; CN109863071B; EP3546313A4; CN109863071A

Abstract

A yawing suppression device (100) for a railway vehicle disclosed herein includes: a torsion bar (101), a first connecting member for connecting a first carriage (11) and a first portion of the torsion bar (101); and a second connecting member (120) for connecting a second carriage (12) and a second portion of the torsion bar (101). The first and second connecting members (110 and 120) connect the torsion bar (101) and the first and second carriages (11 and 12) to each other so that twisting in the circumferential direction is generated in the torsion bar (101) when the relative position, in the horizontal direction, of the first carriage (11) with respect to the center line in the width direction of a vehicle body (13) and the relative position, in the horizontal direction, of the second carriage (12) with respect to the center line in the width direction of the vehicle body are different from each other. A less expensive and more reliable yawing suppressor (100) is obtained.

Description

Yaw suppression device for railway vehicle and railway vehicle including the same

The present invention relates to a yawing suppression device for a railway vehicle and a railway vehicle including the same.

In railway vehicles, body movements such as rocking movements occur as they travel. Examples of the body movement include swaying and yawing. Yawing is a swinging motion of the vehicle body about the vertical axis of the vehicle.

When the above-mentioned body movement occurs, the ride comfort deteriorates. Therefore, in order to improve riding comfort, it is necessary to suppress body movement. Conventionally, various techniques have been proposed as techniques for suppressing body movement.

Japanese Unexamined Patent Application Publication No. 2004-90849 (Patent Document 1) discloses a technique for reducing the shaking of a railway vehicle. A railway vehicle according to this technology includes a member that blocks an air flow crossing under the floor. Japanese Patent Laying-Open No. 2007-139100 (Patent Document 2) discloses a vibration isolator for a vehicle having a shock absorbing rubber that reduces vibration transmission and shock. Japanese Unexamined Patent Publication No. 2009-149304 (Patent Document 3) discloses an anti-rolling device for a railway vehicle. The anti-rolling device includes an on / off switching mechanism.

Japanese Patent Laid-Open No. 2012-19661 (Patent Document 4) discloses a swing control device for a railway vehicle including a linear actuator. The swing control device includes a linear actuator and a control device that actively controls driving of the linear actuator. A device for controlling the linear actuator is indispensable for the swing control device using the linear actuator. Therefore, such a swing control device is expensive. Furthermore, there is a concern that such a swing control device will not function when vehicle motion is not detected correctly.

JP 2004-90849 A JP 2007-139100 A JP 2009-149304 A Japanese Patent Application Laid-Open No. 2012-19661

From the above situation, there is a need for a yawing suppression device that is cheaper and does not rely on electrical control. An object of the present invention is to provide a yawing suppression device for a railway vehicle that is cheaper and more reliable.

A yawing suppression device according to an embodiment of the present invention is a yawing suppression device for a railway vehicle that suppresses yawing of the vehicle body of the railway vehicle including the first and second carriages. This device connects a torsion bar, a first connecting member for connecting the first carriage and the first portion of the torsion bar, and a connection between the second carriage and the second portion of the torsion bar. And a second connecting member. When the relative position in the horizontal direction of the first carriage relative to the center line in the width direction of the vehicle body is different from the relative position in the horizontal direction of the second carriage relative to the center line, the torsion bar is twisted in the circumferential direction. As occurs, the first and second connecting members connect the torsion bar and the first and second carriages.

A railway vehicle according to an embodiment of the present invention includes a vehicle body, first and second carriages that support the vehicle body, and a yawing suppression device for a railway vehicle of the present invention.

According to the present invention, it is possible to obtain a yawing suppression device for railway vehicles that is cheaper and more reliable.

FIG. 1 is a top view schematically showing an example of the relationship between the yawing suppression device of the first embodiment and a carriage. FIG. 2 is a perspective view schematically illustrating an example of a first connection member included in the yawing suppression device of the first embodiment. FIG. 3 is a top view for explaining the function of the yawing suppression device of the first embodiment. FIG. 4 is a perspective view schematically showing the function of the first connecting member in the state of FIG. FIG. 5 is a perspective view schematically showing the function of the second connecting member in the state of FIG. FIG. 6 is a perspective view schematically showing another example of the first connection member included in the yawing suppression device of the first embodiment. FIG. 7 is a side view schematically showing an example of the railway vehicle of the second embodiment. FIG. 8 is a graph showing an analysis result of a change with time of the yawing acceleration of the vehicle body. FIG. 9 is a graph showing an analysis result of power spectral density (PSD) of yawing of the vehicle body.

As a result of intensive studies, the inventor of the present application has newly found that yawing of a railway vehicle body can be particularly suppressed by a specific structure. The present invention is based on this new knowledge.

Hereinafter, embodiments of the present invention will be described. In the following description, embodiments of the present invention will be described by way of examples, but the present invention is not limited to the examples described below. In the following description, specific numerical values and materials may be exemplified, but other numerical values and materials may be applied as long as the effects of the present invention can be obtained.

The yawing suppression device of this embodiment is a yawing suppression device for railway vehicles. This yawing suppression device suppresses yawing of the vehicle body of a railway vehicle including the first and second carriages. The yawing suppression device includes a torsion bar, a first connecting member that connects the first carriage and the first portion of the torsion bar, and a second carriage that connects the second carriage and the second portion of the torsion bar. 2 connection members. Hereinafter, the relative position in the horizontal direction of the first carriage with respect to the center line in the width direction of the vehicle body may be referred to as “relative position P1”, and the relative position in the horizontal direction of the second carriage with respect to the center line in the width direction of the vehicle body. The position may be referred to as “relative position P2”. The first and second connecting members connect the torsion bar and the first and second carriages so that the torsion bar is twisted in the circumferential direction when the relative position P1 and the relative position P2 are different.

The center line in the width direction of the vehicle body is a line passing through the center in the width direction of the vehicle body (a direction perpendicular to the longitudinal direction of the vehicle body) when viewed from above. Hereinafter, the center line in the width direction of the vehicle body may be referred to as “center line CT”. The center line in the width direction of the first carriage may be referred to as “center line C1”, and the center line in the width direction of the second carriage may be referred to as “center line C2”. The relative position P1 can be obtained from the position of the center line C1 (center line of the first carriage) in the horizontal direction with respect to the center line CT (vehicle center line). Similarly, the relative position P2 can be obtained from the position of the center line C2 (center line of the second carriage) in the horizontal direction with respect to the center line CT (center line of the vehicle body).

When the difference between the relative position P1 and the relative position P2 increases, the yawing of the vehicle also increases. In the above yawing suppression device, when the relative position P1 and the relative position P2 are different, the torsion bar is twisted in the circumferential direction. At this time, force is applied to the first and second carriages by the reaction force of the torsion bar so as to eliminate the twist. That is, when the difference between the relative position P1 and the relative position P2 increases, a force that reduces the difference is generated by the torsion bar. Therefore, according to the apparatus of the present embodiment, the yawing of the vehicle can be suppressed. The apparatus of this embodiment has a feature that it is highly reliable and inexpensive because it does not require an electrical control device.

The torsion rod is typically cylindrical, but may be prismatic or only partially cylindrical. Alternatively, the torsion bar may be cylindrical or only part of it may be cylindrical. For example, when the torsion bar is supported by the support member while being rotatable in the circumferential direction, only the portion supported by the support member may be columnar or cylindrical.

In the yawing suppression device of the present embodiment, yawing is suppressed by a reaction force against the force applied to the torsion bar. Therefore, a torsion bar that generates a reaction force capable of suppressing yawing is used as the torsion bar. As an example of such a torsion bar, for example, a round bar having a diameter of 100 mm or more (for example, in the range of 100 mm to 200 mm) and JIS standard SUP9 (lateral elastic modulus 78450 N / mm ² ) can be mentioned. However, the torsion bar used in the present embodiment is not limited to this. For example, the material of the torsion bar includes spring steel (JIS standard SUP3, SUP6, SUP7, SUP9, SUP10, SUP12, etc.).

As long as the effect of the present invention can be obtained, the structure of the first and second carriages is not particularly limited. The first and second carts are similar to the known carts, such as structural members (side beams, side beams, other structural members), suspension devices (traction devices, support devices, spring devices, other devices), and others. These members and devices may be included. Usually, the first and second connecting members are connected to the structural members of the first and second carriages, respectively. For example, the first and second carriages may each include a horizontal beam, and the first and second connecting members may be connected to the horizontal beam.

The first connecting member includes a first arm fixed to a first portion (twisted rod), and a bearing (for example, a spherical surface) that forms at least a part of a mechanism that connects the first arm and the first carriage. Bearing). Similarly, the second connecting member is a bearing constituting at least a part of a second arm fixed to the second portion (twisted rod) and a mechanism for connecting the second arm and the second carriage. (For example, a spherical bearing). Each of the first connection member and the second connection member may include a rubber bush.

In the yawing suppression device of the present embodiment, the first connection member includes a first arm fixed to the first portion (twisted rod), a first bearing disposed on the first arm, and a first A first connecting member supported by the first bearing, and a second bearing connecting the first connecting member and the first carriage. The second connecting member includes a second arm fixed to the second portion (twisted rod), a third bearing disposed on the second arm, and a second bearing supported by the third bearing. You may include a 4th bearing which connects a connection member, a 2nd connection member, and a 2nd trolley | bogie. According to this configuration, when the relative position P1 and the relative position P2 are different, the torsion bar can be twisted in the circumferential direction. In this configuration, at least one bearing selected from the first and second bearings may be a spherical bearing, and at least one bearing selected from the third and fourth bearings may be a spherical bearing. For example, spherical bearings may be used for the first and third bearings. Alternatively, spherical bearings may be used for the second and fourth bearings.

The first to fourth bearings may be any bearing that changes the angle in a plane perpendicular to the direction of the center line CT of the vehicle body, among the angles formed by the two members connected by them. Examples of bearings include plain bearings, rolling bearings, and other bearings. However, in order to cope with a case where the distance between the two carriages changes, at least one of the first to fourth bearings is preferably a spherical bearing.

As the first and second connecting members, members capable of transmitting the moving motion of the carriage to the torsion rod are used. The rod-shaped member which consists of is used. The same applies to the first and second arms.

In the yawing suppression device of the present embodiment, at least one of the first and second connecting members may include a damper. For example, each of the first and second connecting members may include a damper. By using a damper, yawing can be further suppressed. There is no particular limitation on the damper, and a known damper may be used.

In the yawing suppression device of the present embodiment, the torsion bar may be supported by the vehicle body in a state where it can rotate in the circumferential direction. In this case, the yawing suppression device includes one or more support members (for example, a plurality of support members) for supporting the torsion bar on the vehicle body in a state of being rotatable in the circumferential direction. The support member may be, for example, a support member having a through hole through which a torsion bar passes. A bearing or the like may be disposed in the through hole.

The railway vehicle according to the present embodiment includes a vehicle body, first and second carriages that support the vehicle body, and the yawing suppression device according to the present embodiment. According to this configuration, yawing of the vehicle body can be suppressed. The railway vehicle includes a vehicle body and a plurality of (for example, two) carriages that support the vehicle body. The carriage travels along the track. Passengers and cargo are carried by the car body.

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

(First embodiment)
1st Embodiment demonstrates an example of the yawing suppression apparatus of this invention. FIG. 1 is a top view schematically showing the yawing suppressing device and the carriage of the first embodiment.

The yawing suppression device 100 of the first embodiment (hereinafter may be referred to as “device 100”) is a device that suppresses yawing of the body of a railway vehicle. The railway vehicle includes a first carriage 11, a second carriage 12, a vehicle body 13 (see FIG. 7), and a device 100.

The apparatus 100 includes a torsion bar 101, a first connection member 110, and a second connection member 120. The first connecting member 110 connects the first carriage 11 (specifically, the carriage frame) and one end 101a (first portion) of the torsion bar 101 (see FIG. 2). The second connecting member 120 connects the second carriage 12 (specifically, the carriage frame) and the other end 101b (second portion) of the torsion bar 101 (see FIG. 5). The first and second connecting

members

110 and 120 are respectively connected to the torsion bar 101 and the first and second carts so that the torsion bar 101 is twisted in the circumferential direction when the relative position P1 and the relative position P2 are different. 11 and 12 are connected. As described above, the relative position P1 is the horizontal relative position of the first carriage 11 with respect to the center line in the width direction of the vehicle body, and the relative position P2 is the second position relative to the center line in the width direction of the vehicle body. This is the relative position of the carriage 12 in the horizontal direction.

In FIG. 1, the cart on the side of the traveling direction Fw (arrow Fw) of the vehicle is the first cart 11. Each of the first carriage 11 and the second carriage 12 has a plurality of (for example, two) axles Ax. Two wheels Wh are arranged on each axle Ax. The axle Ax is connected to a structural member of the vehicle body via a side beam Sb, a lateral beam Cb, a suspension device (not shown), and the like. Although FIG. 1 shows an example in which the structural members (trolley frames) of the

carriages

11 and 12 include the side beam Sb and the lateral beam Cb, the present invention is not limited to this.

1st cart 11 and 2nd cart 12 run on rail 1, respectively. The first carriage 11 and the second carriage 12 support and pull the vehicle body via a suspension device or the like.

A perspective view of the first connecting member 110 is schematically shown in FIG. The first connection member 110 is supported by the first arm 111 fixed to the end 101a of the torsion bar 101, the first bearing 111a disposed on the first arm 111, and the first bearing 111a. The first connecting member 112 and the second bearing 112 a for connecting the first connecting member 112 and the first carriage 11 are included. In the example shown in FIG. 2, the first connecting member 112 is connected to the lateral beam Cb of the carriage 11 via the second bearing 112a.

The first arm 111 is fixed to the end 101 a of the torsion bar 101. Therefore, when the angle of the first arm 111 changes in a plane perpendicular to the traveling direction, the first arm 111 rotates about the central axis of the torsion bar 101. That is, in that case, the first arm 111 undergoes a rotational motion with the central axis of the torsion bar 101 as the center of rotation.

On the other hand, the first arm 111 and the first connecting member 112 are rotatably supported by the first bearing 111a. Specifically, the first arm 111 is supported by the first connecting member 112 so as to be rotatable in a plane perpendicular to the traveling direction. Furthermore, the 1st connection member 112 is supported by the 2nd bearing 112a so that rotation with respect to the trolley | bogie 11 (horizontal beam) is possible. Specifically, the first connecting member 112 is supported by the carriage 11 so as to be rotatable in a plane perpendicular to the traveling direction.

The function of the apparatus 100 will be described with reference to FIG. FIG. 3 is a top view of the

carriages

11 and 12 as viewed from above. FIG. 3 shows the outline of the vehicle body 13 and the center line CT of the vehicle body 13. As shown in FIG. 3, the central axis of the torsion bar 101 and the center line CT of the vehicle body are preferably parallel. Furthermore, as shown in FIG. 3, the torsion bar 101 is preferably on the center line CT of the vehicle body.

As shown in FIG. 3, a case is considered where the carriage 11 moves to the right in the traveling direction Fw and the carriage 12 moves to the left in the traveling direction Fw. FIG. 3 shows a center line CT in the width direction of the vehicle body 13, a center line C 1 in the width direction of the first carriage 11, and a center line C 2 in the width direction of the second carriage 12. In this case, the difference in the horizontal direction between the center line CT of the vehicle body 13 and the center line 11C of the carriage 11 becomes the relative position P1 of the carriage 11. Similarly, the difference in the horizontal direction between the center line CT of the vehicle body 13 and the center line 12C of the carriage 12 becomes the relative position P2 of the carriage 12. In the case of FIG. 3, the relative position P1 and the relative position P2 are different. In FIG. 3, the relative position P1 of the carriage 11 with respect to the center line CT is indicated by an arrow P1 ', and the relative position P2 of the carriage 12 with respect to the center line CT is indicated by an arrow P2'.

FIG. 4 schematically shows the relationship between the angle of the first arm 111 and the rotation of the torsion bar 101 in the case of FIG. As the carriage 11 moves, the horizontal beam Cb moves in the direction of the solid line arrow. In this case, the angle of the first arm 111 changes as shown in FIG. 4, and accordingly, the twist is applied to the torsion bar 101 in the direction of the arrow R1. Specifically, a force is applied to the torsion bar 101 so as to rotate counterclockwise in the traveling direction Fw.

FIG. 5 schematically shows the operation of the second connecting member 120 in the case of FIG. The second connecting member 120 is supported by the second arm 123 fixed to the end 101b of the torsion bar 101, the third bearing 123a disposed on the second arm, and the third bearing 123a. It includes a second connecting member 124, and a fourth bearing 124 a that connects the second connecting member 124 and the second carriage 12. In the example shown in FIG. 5, the second connecting member 124 is connected to the lateral beam Cb of the carriage 12 via a fourth bearing 124 a. The third bearing 123a and the fourth bearing 124a have the same functions as the first bearing 111a and the second bearing 112a, respectively.

Referring to FIG. 5, when the carriage 12 moves as shown in FIG. 3, the horizontal beam Cb of the carriage 12 moves in the direction of the solid arrow as the carriage 12 moves. In this case, the angle of the second arm 123 changes as shown in FIG. 5, and accordingly, the torsion bar 101 is twisted in the direction of the arrow R2. Specifically, force is applied to the torsion bar 101 so as to rotate clockwise in the traveling direction Fw.

The configuration of the first connection member 110 and the configuration of the second connection member 120 may be exactly the same. According to these configurations, it is possible to easily prevent the torsion bar 101 from being twisted when the relative position P1 and the relative position P2 are the same. However, in that case, the mounting directions of the first connecting member 110 and the second connecting member 120 are reversed. Specifically, the second connecting member 120 is preferably disposed by rotating the first connecting member 110 by 180 ° about the vertical axis of the vehicle body (see FIG. 1). By arranging in this way, the torsion bar 101 can be twisted when the carriage 11 and the carriage 12 move in the opposite direction with respect to the center line CT.

The

bearings

111a, 112a, 123a, and 124a are not particularly limited as long as the above rotation is possible, and known bearings may be applied. In addition, a spherical bearing may be used for at least one of those bearings. For example, spherical bearings may be used for the

bearings

112a and 124a. By using the spherical bearing, it is possible to easily cope with a case where the distance between the carriage 11 and the carriage 12 changes.

As described above, when the first carriage 11 and the second carriage 12 move in the opposite directions with respect to the center line CT, the direction of rotation given to the torsion bar 101 by the first connecting member 110, and the first The direction of rotation applied to the torsion bar 101 by the two connecting members 120 is reversed. Therefore, the torsion bar 101 is twisted in the circumferential direction. In this case, the torsion bar 101 generates a reaction force against torsion. This reaction force works to reduce the difference between the relative position P1 and the relative position P2. As a result, according to the yawing suppression device of the present invention, an increase in the difference between the relative position P1 and the relative position P2 is suppressed.

When the second carriage 12 moves to the right in the traveling direction by the same amount as the first carriage 11, the relative position P1 and the relative position P2 are the same. In this case, the direction and angle of rotation applied to the torsion bar 101 by the first arm 111 are the same as the direction and angle of rotation applied to the torsion bar 101 by the second arm 123. Therefore, in that case, the torsion bar 101 is not twisted, and the reaction force due to the torsion of the torsion bar 101 does not occur. That is, in the yawing suppression device 100, the reaction force by the torsion bar 101 increases as the difference between the relative position P1 and the relative position P2 increases. As a result, yawing is effectively suppressed.

The first and second connecting

members

110 and 120 may each include a damper. For example, the first connecting member 112 and the second connecting member 124 may each include a damper. An example of the first connecting member 110 in which the first connecting member 112 includes a damper is shown in FIG. The first connecting member 110 shown in FIG. 6 is the same as the connecting member 110 shown in FIG. 2 except that the first connecting member 112 includes a damper 112d. Similar to the first connection member 110 shown in FIG. 6, the second connection member 120 may also include a damper.

(Second Embodiment)
In the second embodiment, an example of a railway vehicle including the yawing suppression device of the present invention will be described. A rail vehicle according to the second embodiment is schematically shown in FIG. The railway vehicle 10 of FIG. 7 includes a first carriage 11, a second carriage 12, a vehicle body 13, and the yawing suppression device 100 of the present invention. As shown in FIG. 7, the yawing suppression device 100 of the present invention may include a support member 102 for attaching the torsion bar 101 to the vehicle body 13 in a rotatable manner. The support member 102 is fixed to the structural member 13a of the vehicle body. The torsion bar 101 is rotatably supported by the support member 102. The rail vehicle 10 of the second embodiment includes the yawing suppression device of the present invention. Therefore, yawing of the vehicle body 13 is suppressed.

The present invention will be described in more detail with reference to examples. In this example, in order to verify the effect of the yawing suppression device of the present invention, an analysis was performed using a dynamic analysis tool (Simpack Rail) for railway vehicles. In this analysis, the bogie mass was assumed to be 5684 kg. Further, a round bar having a diameter of 150 mm was assumed as the torsion bar 101. As a round bar, SUP9 (lateral elastic modulus 78450 N / mm ² ) was assumed.

In this embodiment, when the yawing suppression device of the present invention is used (invention example) and not used (comparative example), the change over time in the yawing acceleration of the vehicle body and the power spectral density (PSD) of the vehicle body yawing are shown. ) The results are shown in FIGS.

As shown in FIG. 8 and FIG. 9, the yawing acceleration and PSD of the example of the present invention were significantly smaller than those of the comparative example. This result shows that yawing is effectively suppressed by the yawing suppression device of the present invention.

The present invention can be used for a yawing suppression device for a railway vehicle and a railway vehicle using the same.

DESCRIPTION OF SYMBOLS 10 Rail vehicle 11 1st trolley 12 2nd trolley 13 Car body 100 Yawing control device 101 Torsion rod 102 Support member 101a End (first portion)
101b end (second part)
110 1st connection member 111 1st arm 111a 1st bearing 112 1st connection member 112a 2nd bearing 112d damper 120 2nd connection member 123 2nd arm 123a 3rd bearing 124 2nd connection Member 124a Fourth bearing CT Center line in the width direction of the vehicle body P1 ′ Arrow indicating relative position P2 ′ Arrow indicating relative position

Claims

A yaw suppression device for a railway vehicle that suppresses yawing of a vehicle body of the railway vehicle including the first and second carriages,
A torsion bar,
A first connecting member connecting the first carriage and the first portion of the torsion bar;
A second connecting member for connecting the second carriage and the second portion of the torsion bar;
When the relative position in the horizontal direction of the first carriage relative to the center line in the width direction of the vehicle body is different from the relative position in the horizontal direction of the second carriage relative to the center line, the torsion bar is twisted in the circumferential direction. As produced, the yaw suppression device for a railway vehicle, wherein the first and second connecting members connect the torsion bar and the first and second carriages.
The first connecting member includes a first arm fixed to the first portion, a first bearing disposed on the first arm, and a first bearing supported by the first bearing. A connection member; and a second bearing that connects the first connection member and the first carriage,
The second connecting member includes a second arm fixed to the second portion, a third bearing disposed on the second arm, and a second arm supported by the third bearing. The yawing suppression device for a railway vehicle according to claim 1, comprising: a connecting member; and a fourth bearing that connects the second connecting member and the second carriage.
At least one bearing selected from the first and second bearings is a spherical bearing;
The yawing suppression device for a railway vehicle according to claim 2, wherein at least one bearing selected from the third and fourth bearings is a spherical bearing.
The railway vehicle yawing suppression device according to claim 2 or 3, wherein each of the first and second connecting members includes a damper.
The yawing suppression device for a railway vehicle according to any one of claims 1 to 4, wherein the torsion bar is supported by the vehicle body so as to be rotatable in a circumferential direction.
The car body,
First and second carriages for supporting the vehicle body;
A railway vehicle comprising: the yawing suppression device for a railway vehicle according to any one of claims 1 to 5.