JP4102601B2 - Articulated railcar - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an articulated railway vehicle in which one carriage is disposed between two front and rear vehicle bodies. More particularly, the present invention relates to an articulated railway vehicle that can realize bogie steering, shock absorption between vehicle bodies, and bogie yaw damper functions with a simple configuration.
[0002]
[Background Art and Problems to be Solved by the Invention]
A normal steering carriage in a railway vehicle steers (changes the angle) the front and rear wheel shafts of one carriage with respect to the carriage. It is possible to reduce the attack angle with respect to the track of the wheel by steering so that the wheel axis is directed toward the center of the curved track when passing through the curved track of the vehicle. If the attack angle is reduced, the lateral pressure acting on the vehicle when passing through a curved track can be reduced, the derailment coefficient Q / P (lateral pressure (Q) ÷ wheel load (P)) of the vehicle is lowered, and the wheel is rubbed against the rail. Noise (squeal noise) can be reduced.
[0003]
On the other hand, a single vehicle is arranged between the two front and rear bodies, and articulated vehicles that support the two bodies so that they can rotate relative to each other in a horizontal plane have been used in some countries and routes. Yes.
As a shock absorbing means for the articulated vehicle, there is one realized by TGV (registered trademark) in France. However, the articulated vehicles in Japan are different in structure from TGV, so other shock absorbing means are desired.
Further, as an example of a steering vehicle for an articulated vehicle, a single-shaft cart forced steering (a Spanish Targo (registered trademark) vehicle) using a link is known. However, the Targo car itself cannot absorb the impact, and a large impact force may be generated at the time of collision. In addition, it is necessary to additionally install a yaw damper mechanism or the like.
[0004]
The present invention has been made to solve the above-described problems, and an object of the present invention is to provide an articulated railway vehicle that can realize a cart steering, a shock absorption between vehicles, and a cart yaw damper function with a simple configuration.
[0005]
[Means for Solving the Problems]
In order to solve the above-described problem, the articulated railway vehicle according to the present invention includes a carriage disposed between two front and rear bodies that supports the two bodies so as to be relatively rotatable in a horizontal plane, and the carriage and the front body. And a pair of hydraulic cylinders having the following characteristics (A), (B), and (C) respectively disposed between the carriage and the rear vehicle body: A) In a curved track, a vehicle steering characteristic in which oil is transferred from the front hydraulic cylinder to the rear hydraulic cylinder in response to the rotation of the front vehicle body relative to the vehicle to rotate the vehicle relative to the rear vehicle body; B) Inter-vehicle buffering characteristics in which the oil in the hydraulic cylinder is relieved when a compressive force more than a predetermined level acts between the front and rear vehicle bodies at the time of a collision between the front and rear vehicles , and (C) the front and rear hydraulic cylinders By providing resistance to high-speed transfer between Yaw damper characteristics to prevent bogie yawing.
[0006]
According to the articulated railcar of the present invention, a cart steering function that makes the angle between the car body and the cart constant during curved track travel, an inter-vehicle buffer function that relieves impact force during a collision between front and rear car bodies, A yaw damper function for preventing bogie yawing can be realized at the same time. This articulated railway vehicle has a simple configuration because it does not require a special link mechanism or power source, and can be applied to, for example, a freight car.
The hydraulic cylinder has an advantage that, for example, it can be relatively easily added and remodeled with respect to a cart that does not have special equipment, such as being installed in a cart yaw damper of an existing vehicle. Furthermore, it can be made fail-safe by opening the hydraulic cylinder at the time of failure.
[0007]
In the articulated railway vehicle of the present invention, four hydraulic cylinders are arranged on both sides and front and rear of the carriage, and each hydraulic cylinder has one front side and the other rear side connected by piping. The relief valve and the throttle valve can be incorporated in each of these pipes.
In this case, by releasing the hydraulic pressure from the relief valve, it is possible to obtain an inter-vehicle buffer function and a fail-safe function at the time of a vehicle collision. On the other hand, the yaw damper function can be obtained by the oil flow resistance in the throttle valve.
[0008]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
In the following description, unless otherwise specified, the longitudinal direction of the rail (traveling direction of the vehicle) is the front-rear direction, the direction perpendicular to the rail longitudinal direction on the track surface is the left-right direction, and the direction perpendicular to the track surface is the up-down direction. Call.
FIG. 1 is a side view showing a cart portion of an articulated vehicle according to a first embodiment of the present invention.
FIG. 2 is a plan view showing a hydraulic cylinder / circuit arrangement of a cart of the articulated vehicle.
[0009]
FIG. 1 shows a front vehicle 1, a rear vehicle 2, and a carriage 10 between the front and rear vehicles. The front and rear vehicles 1 and 2 are connected by a universal joint connector 16.
The cart 10 includes a cart frame 11. Before and after the lower portion of the bogie frame 11, a set of wheel shafts 15 including wheels 13 and axles 14 is incorporated. The wheels 13 are press-fitted on both sides of the axle 14 and fixed. Outside the both wheels 13, axle boxes 17 are fitted on both ends of the axle 14. A shaft spring 19 is attached between the carriage frame 11 and the upper surface of each axle box 17. A pillow spring 12 is fixed to the central upper surface of the carriage frame 11. The aforementioned universal joint coupler 16 is mounted on the pillow spring 12.
[0010]
As shown in FIG. 2, hydraulic cylinders 20 (20FL (front left), 20FR (front right), 20RL (back left), 20RR (back right))) are arranged on the side surface of the carriage frame 11 at four positions, front, rear, left and right. Yes. The hydraulic cylinder 20 of this embodiment includes a cylinder body 21 and a piston rod 23. The inside of the cylinder body 21 is partitioned into two chambers by a disk 24 at the tip of the piston rod 23. As shown in FIG. 1, the center axis of the hydraulic cylinder 20 and the center of the axle 14 coincide with each other in the height direction. Such an arrangement of the hydraulic cylinder 20 prevents the carriage 10 from being applied with a moment around the left-right axis.
[0011]
As shown in FIG. 2, an oil passage port 21 a is formed at the end of the cylinder body 21. Of the four hydraulic cylinders 20FL, 20FR, 20RL, and 20RR, the front left hydraulic cylinder 20FL, the rear right hydraulic cylinder 20RR, the front right hydraulic cylinder 20FR, and the rear left hydraulic cylinder 20RL are connected to each cylinder body 21. The oil port 21 a is connected by pipes 31 and 32. The pipe 31 and the pipe 32 are separate bodies and do not communicate with each other. Relief valves 31A and 32A and throttle valves 31B and 32B are incorporated in the pipes 31 and 32, respectively.
[0012]
Joints 25 and 26 are attached to the end face of the cylinder body 21 and the end of the piston rod 23, respectively. The joint 25 on the main body side of the hydraulic cylinder 20 is attached to the side surface of the carriage frame 11. On the other hand, the joint 26 on the piston rod side of the hydraulic cylinder 20 is attached to an anchor (sufficiently reinforced receiving member) 28 suspended from the vehicle body.
[0013]
Next, the cart steering of the articulated vehicle having the above configuration will be described.
FIG. 3 is a plan view for explaining a cart steering function when the articulated vehicle according to the present invention travels on a curved track of a left curve. (A) is a figure which shows the time of curved track entering, (B) is a figure which shows the time of curved track passing, (C) is a figure which shows the time of curved track leaving.
FIG. 4 is a plan view showing the relationship between the vehicle body and the carriage when the articulated vehicle according to the present invention travels on a curved track on the left curve.
[0014]
(I) Carriage Steering when Entering Curved Track of Left Curve As shown in FIG. 3A, when the curved track r of the left curve enters, the front vehicle 1 first turns counterclockwise as viewed from above. Then, the cylinder body of the left front hydraulic cylinder 20FL of the carriage 10 shown in FIG. 2 is compressed, and this oil flows through the pipe 31 to the right rear hydraulic cylinder 20RR. At this time, the rear vehicle 2 has not yet bend, and the hydraulic pressure in the right rear hydraulic cylinder 20RR acts on the cart 10 to rotate the cart 10 along the curved track r of the left curve. Thereby, cart steering can be realized without using positive power such as a hydraulic pump.
[0015]
(II) Carriage Steering When Passing Curved Track of Left Curve By performing the cart steering as described above, the following steering is performed when passing the curved track r as shown in FIG. That is, as shown in FIG. 4, the angle θ1 formed by the front vehicle 1 with respect to the longitudinal centerline of the carriage 10, the angle θ2 formed by the rear vehicle 2 with respect to the longitudinal centerline of the carriage 10, and the widthwise centerline of the carriage 10 The vehicle is steered so that the angle θ1 ′ formed by the front vehicle 1 with respect to the vehicle and the angle θ2 ′ formed by the rear vehicle 2 with respect to the center line in the width direction of the carriage 10 are all substantially equal. Therefore, the turning ability of the carriage 10 can be made desirable along the curved track r.
[0016]
(III) Carriage Steering When Leaving Curved Track of Left Curve As shown in FIG. 3C, when the curved track r of the left curve exits, the front vehicle 1 first moves from the curved track to the straight track. The angle formed by 1 and the carriage 10 is reduced. Then, the cylinder body 21 of the right front hydraulic cylinder 20FR of the carriage 10 is compressed, and this oil flows through the pipe 32 to the left rear hydraulic cylinder 20RL. At this time, the rear vehicle 2 does not go out of the curved track, and the hydraulic pressure in the left rear hydraulic cylinder 20RL acts on the cart 10 to rotate the cart 10 along the track.
[0017]
Next, the inter-vehicle buffer function of the articulated vehicle having the above configuration will be described.
FIG. 5A is a side view showing the state of the articulated vehicle according to the present invention when the front and rear vehicles collide. FIG. 5B is a schematic diagram for explaining the vertical buckling deformation of the front and rear vehicles. FIG. 5C is a schematic diagram for explaining the lateral buckling deformation of the front and rear vehicles.
When the front vehicle 1 of the articulated vehicle collides, a collision impact force is transmitted to the carriage 10 and the rear vehicle 2. At this time, the inertia weight of the rear vehicle 2 acts on the carriage 10 and the interval between the front and rear vehicles 1 and 2 is reduced. Then, as shown in FIG. 5A, the hydraulic cylinder 20 is contracted, and the rod 23 is accommodated in the cylinder body 21. In this process, a large hydraulic pressure is generated in the hydraulic cylinder 20, and this hydraulic pressure can be released from the relief valves 31A and 32A (see FIG. 2) incorporated in the pipes 31 and 32. By releasing the hydraulic pressure by the relief valves 31A and 32A, the collision impact force is reduced.
[0018]
As described above, in a slight collision of the vehicle, the impact force is absorbed by the hydraulic cylinder 20 being contracted as described above. In the case of a collision exceeding the shock absorbing capacity of the hydraulic cylinder 20, the end surfaces (body frame) of the vehicle bodies as shown in FIG.
[0019]
By the way, in the conventional vehicle, when a relatively large-scale collision occurs, the vertical buckling of the front and rear vehicles due to the structure of the coupling device and the shock absorber located at the center of the vehicle body width as shown in FIG. Deformation (boarding on the vehicle body) and left and right buckling deformation of the front and rear vehicles as shown in FIG. On the other hand, in the vehicle of the present invention, in addition to the coupling device and buffer device at the center of the vehicle body width, it can be dispersed by the bolster anchors etc. on the left and right sides of the vehicle body (hydraulic cylinders 20FL, 20RL, etc. in FIG. 5A). Since it can be distributed in a balanced manner at a plurality of left and right action points, the front and rear vehicles are less likely to shake in the left and right directions, and such buckling deformation is unlikely to occur. Therefore, the possibility of vehicle derailment can be reduced, and secondary collisions can be prevented. It should be noted that the above action is also effective in the case where the shock absorber structure is provided in the vehicle body mounting portion of the universal joint coupler (reference numeral 16 in FIG. 1) itself.
[0020]
When operating the fail-safe mechanism at the time of failure, the relief valves 31A and 32A are intentionally opened to release the hydraulic pressure. At this time, the carriage 11 is substantially equal to the actuator non-mounted state.
[0021]
Next, the yaw damper function of the articulated vehicle having the above configuration will be described.
When the vehicle is traveling at high speed, the hydraulic pressure can be appropriately reduced by the throttle valves 31B and 32B of the pipes 31 and 32 shown in FIG. 2 to consume the yaw kinetic energy of the vehicle.
A switching valve may be provided between the pipes 31 and 32 so that the hydraulic cylinders 20FL and 20FR and 20RL and 20RR are connected to each other according to the traveling of the vehicle.
[0022]
In the above-described embodiment, the case where the present invention is applied to a two-point supported carriage has been described. However, the present invention can also be applied to a four-point supported carriage as shown in FIG.
FIG. 6 is a side view showing a cart portion of the articulated vehicle according to the second embodiment of the present invention.
FIG. 6 shows a front vehicle 1, a rear vehicle 2, and a carriage 40 between the front and rear vehicles. The front and rear vehicles 1 and 2 are connected by a universal joint connector 41.
The bogie frame 11 of the bogie 40 is provided with a wheel shaft 15 including a wheel 13 and an axle 14, a shaft box 17, and a shaft spring 19 as described above. Between the front and rear vehicles 1 and 2 and the bogie frame 11, springs 45 are provided at four places on the front and rear, right and left. Further, the trolley frame 11 is provided with a traction device 43. The traction device 43 is connected to a universal coupler 41 between the front and rear vehicles 1 and 2. On the side surface of the carriage frame 11, the hydraulic cylinders 20 are arranged at four places in the front, rear, left and right as described above.
Even in such a four-point supported carriage, the same actions and effects as described above can be obtained.
[0023]
【The invention's effect】
As described above, according to the present invention, it is possible to provide an articulated railway vehicle that can realize the cart steering, the shock absorption between the vehicle bodies, and the cart yaw damper function with a simple configuration.
[Brief description of the drawings]
FIG. 1 is a side view showing a carriage part of an articulated vehicle according to a first embodiment of the present invention.
FIG. 2 is a plan view showing a hydraulic cylinder / circuit arrangement of a cart of the articulated vehicle.
FIG. 3 is a plan view for explaining a cart steering function when the articulated vehicle according to the present invention travels on a curved track on a left curve. (A) is a figure which shows the time of curved track entering, (B) is a figure which shows the time of curved track passing, (C) is a figure which shows the time of curved track leaving.
FIG. 4 is a plan view showing the relationship between the vehicle body and the carriage when the articulated vehicle according to the present invention is traveling on a curved track on the right curve.
FIG. 5 (A) is a side view showing the state of the articulated vehicle according to the present invention when the front and rear vehicles collide. FIG. 5B is a schematic diagram for explaining the vertical buckling deformation of the front and rear vehicles. FIG. 5C is a schematic diagram for explaining the lateral buckling deformation of the front and rear vehicles.
FIG. 6 is a side view showing a carriage part of an articulated vehicle according to a second embodiment of the present invention.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Front vehicle 2 Rear vehicle 10, 40 Bogie 11 Bogie frame 12 Pillow spring 13 Wheel 14 Axle 15 Axle 16, 41 Universal joint connector 17 Shaft box 19 Shaft spring 20 (20FL, 20FR, 20RL, 20RR) Hydraulic cylinder 21 Cylinder body 21a Oil passage 23 Piston rod 24 Disks 25, 26 Joint 28 Anchor 31, 32 Piping 31A, 32A Relief valve 31B, 32B Throttle valve 43 Traction device 45 Spring

Claims (2)

A carriage disposed between the two front and rear bodies, which supports the two bodies so as to be relatively rotatable in a horizontal plane;
A pair of hydraulic cylinders having the following characteristics (A), (B), and (C) respectively disposed between the carriage and the front vehicle body and between the carriage and the rear vehicle body;
An articulated railway vehicle characterized by comprising:
(A) In a curved track, a vehicle steering characteristic that causes oil to be transferred from the front hydraulic cylinder to the rear hydraulic cylinder in response to the rotation of the front vehicle body relative to the vehicle, thereby rotating the vehicle relative to the rear vehicle body;
(B) Inter-vehicle buffering characteristics in which when the compression force greater than or equal to a predetermined value acts between the front and rear vehicle bodies at the time of collision between the front and rear vehicles , the oil in the hydraulic cylinder is relieved and the vehicle body is buffered.
(C) A yaw damper characteristic that prevents bogie yawing during high speed running by providing resistance to high speed transfer between the front and rear hydraulic cylinders. Four hydraulic cylinders are arranged on both sides and front and rear of the carriage,
Each hydraulic cylinder has one front side and the other rear side connected by piping,
The articulated railway vehicle according to claim 1, wherein a relief valve and a throttle valve are incorporated in each of the pipes.

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