JP6669866B2 - A train set equipped with an inter-vehicle damper device - Google Patents

Description

  BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a train train provided with a damper device between vehicle bodies for improving ride comfort of a railway vehicle.

  In recent years, with the speeding up of railway vehicles, roll vibrations (vibrations around the axis along the longitudinal direction of the vehicle), vehicle body bending vibrations in the vertical direction, and yaw vibrations of the vehicle body (vibrations in the horizontal plane), etc., which occur when passing through curves, are evident. Therefore, the ride comfort tends to be degraded, so that it is required to suppress these vibrations and improve the ride comfort. Therefore, by providing an inter-vehicle damper device including a plurality of dampers spanned between the vehicles at a connecting portion between the vehicles, vibration is suppressed and riding comfort is improved.

  As an example of such an inter-vehicle damper device, a pair of upper and lower dampers are vertically extended between the vehicles on both sides of a through path between the connected vehicles, and the vertical relative speed generated between the connected vehicles is reduced. An inter-vehicle damper device has been proposed which suppresses vertical vibration of a longitudinal end portion of a vehicle body and generates bending vibration by generating a damping force. (For example, see Patent Document 1).

JP-A-11-78881

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

  Since the natural frequency of the bending vibration of the vehicle body is close to a frequency band in which humans are likely to feel discomfort, it tends to cause a deterioration in ride comfort in the vertical direction. In addition, when a railway vehicle passes through a curve at high speed, the vehicle body vibrates in the roll direction due to cants provided on the track or irregularities in the track, which tends to cause a deterioration in ride comfort.

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

  However, the damper device according to Patent Document 1 does not generate a damping force corresponding to the lateral vibration of the vehicle body and the vibration of the vehicle body in the yaw direction due to the irregularity of the trajectory in the lateral direction, so that the damper can reduce the vibration in the yaw direction. Need to be added. However, in order to suppress vibrations caused by irregularities in the vertical and horizontal directions, it is effective to increase the number of dampers bridged between the vehicle bodies. Therefore, it is desirable that the number of dampers is not large because there is a possibility that the maintenance cost related to the above will be increased.

  The present invention has been made in consideration of the above points, and reduces the number of dampers to reduce the manufacturing and maintenance costs related to the dampers. It is an object of the present invention to provide a train set including a damper device between vehicle bodies that can effectively suppress vibration in a direction and improve ride comfort.

In order to solve the above problems, the present invention provides a leading vehicle, a first intermediate vehicle connected to the leading vehicle, a tail vehicle, a third intermediate vehicle connected to the trailing vehicle, and the first intermediate vehicle. a trainset equipped with a second intermediate vehicle which is connected between the third intermediate vehicle and, between the first intermediate vehicle and the leading vehicle, and the third intermediate and the tail car between the vehicle, respectively, knitting end vehicle - provided between the intermediate vehicle damper device, and, in the longitudinal ends of the second intermediate car, respectively, provided between the intermediate vehicle damper device, the knitting end portion vehicle - between the intermediate vehicle damper device is bridged between a plurality of vehicles, has two vertical dampers and one of the left and right dampers, the inter intermediate vehicle damper device is bridged between a plurality of vehicles, One vertical damper and one left and right damper It is characterized by doing.

  ADVANTAGE OF THE INVENTION According to this invention, while reducing the number of dampers and reducing the manufacturing and maintenance cost which concerns on a damper, the bending vibration of a vehicle body, the vibration of the yaw (left-right) direction and the roll direction of a vehicle body are suppressed effectively, and it is riding. It is possible to provide a train set provided with the inter-vehicle damper device capable of improving comfort.

1 is a side view of a train set provided with an inter-vehicle damper device according to Embodiment 1 of the present invention. FIG. 4 is a schematic diagram of a first inter-vehicle damper device provided between a leading vehicle and a first intermediate vehicle and between a third intermediate vehicle and a rear vehicle. FIG. 9 is a schematic diagram of a second inter-vehicle damper device provided at one end in the longitudinal direction of a second intermediate vehicle. It is a schematic diagram of a third inter-vehicle damper device provided at the other end in the longitudinal direction of the second intermediate vehicle. FIG. 9 is a schematic view (perspective view) of a second intermediate vehicle including a second inter-vehicle damper device on the front side and a third inter-vehicle damper device on the rear side. It is the schematic diagram which showed the mode that the 1st intermediate vehicle of the formation vehicle which runs at high speed vibrates up and down in the up-down direction from the side view. It is the schematic diagram which showed the mode that the 1st intermediate vehicle of the formation vehicle which runs at high speed vibrates in the left-right direction and the yaw direction from the top view. FIG. 4 is a schematic diagram showing a state in which a second inter-vehicle damper device and a third inter-vehicle damper device of a train running at high speed overlap with each other in the longitudinal direction of the train, and a vehicle adjacent in the roll direction vibrates. 4 is a list showing the arrangement of each damper constituting the inter-vehicle damper device according to the first embodiment of the present invention. 9 is a table showing the arrangement of each damper constituting the inter-vehicle damper device according to Embodiment 2 of the present invention.

  Next, a train set including the inter-vehicle damper device according to the embodiment of the present invention will be described with reference to the drawings. First, each direction used for the description is defined. The direction of travel of the knitted vehicle (front / rear, longitudinal, rail) is “front” or “front”, the opposite direction is “rear” or “rear”. ) Direction is referred to as “right” or “right side”, and similarly, the other side in the width direction is referred to as “left” or “left side”.

  The embodiments described below are examples for describing the present invention, and the present invention is not limited only to these embodiments. Therefore, the present invention can be implemented in various modes without departing from the gist thereof. Further, various dampers described in the text are devices that attenuate vibration by converting vibration (kinetic energy) into heat in the process of expanding and contracting along the longitudinal direction.

(Embodiment 1)
FIG. 1 is a side view of a train set provided with the inter-vehicle damper device according to Embodiment 1 of the present invention. The knitted vehicle 1 includes a leading vehicle 20 connected to one end of the knitted vehicle 1, a trailing vehicle 40 connected to the other end, and a first vehicle 20 provided between the leading vehicle 20 and the tail vehicle 40. This is a 5-car train composed of a first intermediate vehicle 30a, a second intermediate vehicle 30b, and a third intermediate vehicle 30c.

  Between the leading vehicle 20 and the first intermediate vehicle 30a and between the third intermediate vehicle 30c and the tail vehicle 40 (connection portion), these vehicles are bridged in the up-down direction, the front-rear direction, and the left-right direction. The first inter-vehicle damper device A1 is provided. The location (position) where the inter-vehicle damper device is provided is referred to as a connection between vehicles or a connection between vehicles.

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

  The details such as the installation location and the number of the upper and lower dampers, the left and right dampers, and the front and rear dampers constituting the first inter-vehicle damper device A1, the second inter-vehicle damper device A2, and the third inter-vehicle damper device A3 are shown in FIG. The arrangement table of each damper constituting the inter-damper device is as shown in the table, which will be described later in detail. FIG. 1 shows a 5-car train in which the second intermediate vehicle 30b is connected to the first intermediate vehicle 30a and the third intermediate vehicle 30c, but the second intermediate vehicle 30b and the first intermediate vehicle 30a or the third intermediate vehicle 30c are shown. The vehicle may be a train of six or more cars to which other vehicles are connected.

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

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

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

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

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

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

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

  FIG. 6 is a schematic side view showing a state in which a first intermediate vehicle to a third intermediate vehicle of a train running at high speed vibrate in the vertical direction. When the train 1 travels at high speed, the bogie 55 vibrates in the vertical direction due to irregularities in the vertical track. The first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c supported by the bogie 55 vibrating in the vertical direction are vibrated in the vertical direction by the bogie 55 to generate bending vibration.

  There are two types of bending vibration modes in the bending vibration generated in the plurality of connected intermediate vehicles. One bending vibration mode is such that the central portion in the longitudinal direction of the second intermediate vehicle 30b is displaced upward, and the central portions in the longitudinal direction of the first intermediate vehicle 30a and the third intermediate vehicle 30c are displaced downward. This is bending vibration having a phase difference between the front and rear vehicles (see FIG. 6). In the other bending vibration mode, there is no phase difference between the front and rear vehicles such that the longitudinal center portions of the second intermediate vehicle 30b, the first intermediate vehicle 30a, and the third intermediate vehicle 30c are displaced in the same direction (the same phase). ) (Not shown).

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

  As a result, the upper and lower dampers 4b of the second inter-vehicle damper device A2 and the upper and lower dampers 4a of the third inter-vehicle damper device A3 generate a relative speed that expands and contracts in the vertical direction, and generate a damping force 66 in a direction to cancel the relative speed. . Due to the damping force 66 of the upper and lower dampers 4a (4b), vertical vibrations of the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c are suppressed. Manufacturing and maintenance costs can be reduced, and riding comfort can be increased.

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

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

  When each of the vehicles constituting the train 1 in the mode shown in FIG. 7 vibrates in the yaw direction, the right and left dampers 8 of the second inter-vehicle damper device A2 and the right and left dampers 8 of the third inter-vehicle damper device A3 expand and contract in the left and right direction. Since the relative speed is generated, a damping force 66 is generated in the left and right dampers 8 in a direction to cancel the relative speed (the right-left vibration and the yaw direction vibration 90), and the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle It is possible to reduce the number of dampers by reducing the vibration in the yaw direction caused by the left-right vibration of the vehicle 30c, thereby reducing the manufacturing and maintenance costs related to the dampers, and improving the riding comfort.

  FIG. 8 is a schematic diagram showing a state in which a second inter-vehicle damper device and a third inter-vehicle damper device of a train running at high speed are overlapped in the longitudinal direction of the train, and a vehicle adjacent in the roll direction vibrates. is there.

  When the train 1 passes through a curve at a high speed, the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c rotate around the axis along the longitudinal direction thereof due to a cant provided on the track or irregularities in the track. Vibrates in the roll direction).

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

  At this time, since the upper and lower dampers 4a (4b) and the right and left dampers 8 generate the damping force 66 in a direction against the roll direction vibration 91 corresponding to the relative speed, the roll direction vibration 91 of the second intermediate vehicle 30b is generated. It is possible to suppress and improve the ride comfort.

  Also, the vertical line 4b of the second inter-vehicle damper device A2 provided on the front side of the second intermediate vehicle 30b and the vertical line 4a of the rear inter-vehicle damper device A3 provided on the rear side are center lines crossing in the width direction of the vehicle body. It is provided diagonally to the plane containing C.

  Therefore, even when the first intermediate vehicle 30a, the second intermediate vehicle 30b, and the third intermediate vehicle 30c generate the vibration 91 in the roll direction, the upward damping force 66 generated in the vertical damper 4b and the vertical damper 4a Since the generated downward damping force 66 is offset, the damping force 66 accompanying the vibration 91 in the roll direction does not vibrate the first intermediate vehicle 30a to the third intermediate vehicle 30c in the vertical direction. Bending vibration hardly occurs.

  Therefore, since the occurrence of vertical vibrations induced by the vibration in the roll direction can be suppressed, it is possible to reduce the number of dampers, reduce the manufacturing and maintenance costs related to the dampers, and improve the riding comfort. it can.

  Further, the first inter-vehicle damper device A1 provided between the leading vehicle 20 and the first intermediate vehicle 30a and between the third intermediate vehicle 30c and the tail vehicle 40 has a pair of upper and lower dampers 4a (4b). In addition, conversion of vibration in the roll direction into vibration in the up-down direction can be reduced. Therefore, it is possible to suppress the occurrence of the vertical vibration induced by the roll vibration, thereby improving the riding comfort.

  In the first embodiment, the first inter-vehicle damper device A1 having a pair of upper and lower dampers 4a (4b) is connected to the connecting portion between the leading vehicle 20 and the first intermediate vehicle 30a, or to the third intermediate vehicle 30c and the trailing vehicle 40. The example provided in the connection part was shown. The first inter-vehicle damper device A1 is not limited to the connecting portion between the vehicles at both ends of the train and the intermediate vehicle connected to the vehicle. For example, first-class (intermediate) that requires more comfortable riding comfort It may be provided at a connection portion between an intermediate vehicle whose ride comfort is likely to be degraded by a fluid force acting on the vehicle or the current collector mounted on the roof, and another intermediate vehicle connected to these intermediate vehicles.

  Further, in the first embodiment, the first inter-vehicle damper device A1, the second inter-vehicle damper device A2, and the third inter-vehicle damper device A3 show an example in which the left and right dampers 8 are provided above the through path 50. Not limited to this, the left and right dampers 8 may be provided below the through-path 50.

  A vehicle running at a high speed is likely to cause airflow turbulence with a large vortex downstream of the tail vehicle 40, and the tail vehicle may vibrate in the left-right direction due to pressure fluctuations caused by the turbulence of the airflow. Therefore, the first inter-vehicle damper device A1 is provided with a pair (two) of front and rear dampers 7a (7b) to suppress the vibration in the left-right direction and enhance the riding comfort. Since the second inter-vehicle damper device A2 and the third inter-vehicle damper device A3 are provided between intermediate vehicles that are less likely to receive large pressure fluctuations, the front and rear dampers 7a (7b) may be omitted.

(Embodiment 2)
Next, a train set including the inter-vehicle damper device according to Embodiment 2 of the present invention will be described with reference to the drawings. In the second embodiment, the description of the components common to the various dampers and their arrangement described in the first embodiment will be omitted, and a unique configuration of the second embodiment will be described.

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

  Similar to that of the first embodiment, the knitted vehicle equipped with the inter-body damper device according to the second embodiment reduces the number of dampers to reduce the manufacturing and maintenance costs of the dampers, and also reduces bending vibration and roll direction of the vehicle body. The vibration can be reduced, and the lateral vibration of the vehicle body and the vibration in the yaw direction can be reduced, so that the riding comfort of the vehicle can be further improved.

  In addition, in the second embodiment, since the upper and lower dampers 4b are provided only on one side of the end plate, when the upper and lower dampers 4b are attached at the time of manufacture, or when the inspection or replacement is performed at the time of maintenance work, the worker is required. Since the upper and lower dampers 4b can be handled from only one side of the train 1, the manufacturing and working efficiency can be improved.

  DESCRIPTION OF SYMBOLS 1 ... Formation vehicle, 2, 3 ... Wife board, 4a, 4b ... Upper and lower dampers, 7a, 7b ... Front and rear dampers, 8 ... Left and right dampers, 20 ... Leading vehicle, 30a ... 1st intermediate vehicle, 30b ... 2nd intermediate vehicle, 30c ... third intermediate vehicle, 40 ... tail vehicle, 42a, 44a ... bracket, 42b, 44b ... bracket, 46, 48 ... bracket, 50 ... through road, 55 ... trolley, 66 ... damping force, 77 ... progress direction, 78 ... Right side, 79 ... Left side, 90: Vibration in yaw direction, 91: Vibration in roll direction, A1: Damper device between vehicles, A2: Damper device between vehicles, A3: Damper device between vehicles

Claims (3)

The leading vehicle,
A first intermediate vehicle connected to the leading vehicle;
With the tail vehicle,
A third intermediate vehicle coupled to the rear vehicle; and
A second intermediate vehicle connected between the first intermediate vehicle and the third intermediate vehicle,
A train train comprising:
Between the first intermediate vehicle and the leading vehicle, and, between the third intermediate vehicle and the trailing vehicle, respectively, knitting end vehicle - provided between the intermediate vehicle damper device, and,
At both end portions in the longitudinal direction of the second intermediate vehicle , each is provided with an intermediate vehicle damper device,
The knitting end vehicle - between the intermediate vehicle damper device is bridged between a plurality of vehicles, has two vertical dampers and one of the left and right dampers,
The inter intermediate vehicle damper device is bridged between a plurality of vehicles, having a single vertical dampers and one of the left and right dampers,
A train set characterized by: The upper and lower dampers of the intermediate vehicle damper device provided at one longitudinal end of the second intermediate vehicle are located on one side in the width direction of the end plate of the second intermediate vehicle ,
Wherein said longitudinal vertical damper of the intermediate vehicle between a damper apparatus provided in the other end portion of the second intermediate vehicle is on the other side of the width direction of the end plate,
The train set according to claim 1 . Each of the left and right dampers of the knitting end vehicle-intermediate vehicle damper device and the intermediate vehicle damper device is provided above a through path of the vehicle .
The train set according to claim 1 .

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