CN109863071B

CN109863071B - Oscillation suppressing device for railway vehicle and railway vehicle including the same

Info

Publication number: CN109863071B
Application number: CN201780065382.8A
Authority: CN
Inventors: 伊保日和吏; 谷峰辉彦; 下川嘉之
Original assignee: Nippon Steel and Sumitomo Metal Corp
Current assignee: Nippon Steel Corp
Priority date: 2016-11-24
Filing date: 2017-11-21
Publication date: 2020-12-15
Anticipated expiration: 2037-11-21
Also published as: EP3546313A1; EP3546313A4; JPWO2018097111A1; JP6747518B2; WO2018097111A1; CN109863071A

Abstract

Disclosed is a rolling motion suppressing device (100) for a railway vehicle, comprising: a torsion bar (101); a 1 st connecting member (110) for connecting the 1 st bogie (11) and the 1 st portion of the torsion bar (101); and a 2 nd connecting member (120) for connecting the 2 nd bogie (12) and the 2 nd portion of the torsion bar (101). In order to cause torsion in the circumferential direction of a torsion bar (101) when the relative position of a 1 st bogie (11) in the horizontal direction with respect to the center line of the vehicle body (13) is different from the relative position of a 2 nd bogie (12) in the horizontal direction with respect to the center line of the vehicle body in the width direction, a 1 st connecting member (110) connects the torsion bar (101) and the 1 st bogie (11), and a 2 nd connecting member (120) connects the torsion bar (101) and the 2 nd bogie (12). The oscillation suppression device (100) is more inexpensive and highly reliable.

Description

Oscillation suppressing device for railway vehicle and railway vehicle including the same

Technical Field

The present invention relates to an oscillation suppressing device for a railway vehicle and a railway vehicle including the oscillation suppressing device.

Background

In a railway vehicle, a vehicle body motion such as a swing motion occurs as the vehicle travels. Examples of the vehicle body motion include yaw (swinging) and yaw (swinging). The swing motion is a swinging motion of the vehicle body about an axis in the vertical direction of the vehicle.

When the vehicle body movement as described above occurs, riding comfort deteriorates. Therefore, in order to improve the riding comfort, it is necessary to suppress the vehicle body movement. As a technique for suppressing the motion of the vehicle body, various techniques have been proposed in the past.

Japanese patent application laid-open No. 2004-90849 (patent document 1) discloses a technique for reducing the sway of a railway vehicle. The railway vehicle according to this technique includes a member for blocking an air flow passing under the floor. Japanese patent laying-open No. 2007-139100 (patent document 2) discloses a vibration damping device for a vehicle having a cushion rubber for damping transmission of vibration and impact. Japanese patent laid-open No. 2009-149304 (patent document 3) discloses a side roll reducing device for a railway vehicle. The roll-off reducing device comprises an on/off switching mechanism.

Japanese patent laying-open No. 2012-19661 (patent document 4) discloses a swing control device for a railway vehicle including a linear motion actuator. The oscillation control device includes a linear motion driver and a control device for actively controlling the drive of the linear motion driver. In the swing control device using the linear motion driver, a device for controlling the linear motion driver is indispensable. Therefore, the swing control device is expensive. Further, the swing control apparatus may not function when the vehicle body motion cannot be detected accurately.

Documents of the prior art

Patent document

Patent document 1: japanese patent laid-open publication No. 2004-90849

Patent document 2: japanese laid-open patent publication No. 2007-139100

Patent document 3: japanese laid-open patent publication No. 2009-149304

Patent document 4: japanese patent laid-open No. 2012-19661

Disclosure of Invention

Problems to be solved by the invention

Under the above circumstances, a shaking head suppressing device which is less expensive and does not rely on electric control is now demanded. An object of the present invention is to provide a rolling motion suppressing device for a railway vehicle, which is more inexpensive and highly reliable.

Means for solving the problems

An oscillation suppression device according to an aspect of the present invention is an oscillation suppression device for a railway vehicle for suppressing oscillation of a body of the railway vehicle including a 1 st bogie and a 2 nd bogie. The device includes: a torsion bar; a 1 st connecting member for connecting the 1 st bogie and a 1 st portion of the torsion bar; and a 2 nd connecting member for connecting the 2 nd bogie and the 2 nd portion of the torsion bar. The 1 st link member and the 2 nd link member link a torsion bar and the 1 st truck and the 2 nd truck so that the torsion bar is twisted in a circumferential direction when a relative position of the 1 st truck in a horizontal direction with respect to a center line in a width direction of the vehicle body is different from a relative position of the 2 nd truck in the horizontal direction with respect to the center line.

A railway vehicle according to an aspect of the present invention includes a vehicle body, a 1 st bogie and a 2 nd bogie for supporting the vehicle body, and a rolling-motion suppressing device for a railway vehicle according to the present invention.

ADVANTAGEOUS EFFECTS OF INVENTION

According to the present invention, a rolling motion suppressing device for a railway vehicle can be obtained at a lower cost and with higher reliability.

Drawings

Fig. 1 is a plan view schematically showing an example of the relationship between the yaw suppression device according to embodiment 1 and a bogie.

Fig. 2 is a perspective view schematically showing an example of the 1 st connecting member included in the panning suppressing apparatus according to embodiment 1.

Fig. 3 is a plan view for explaining the function of the panning suppressing apparatus according to embodiment 1.

Fig. 4 is a perspective view schematically showing the function of the 1 st connecting member in the state of fig. 3.

Fig. 5 is a perspective view schematically showing the function of the 2 nd connecting member in the state of fig. 3.

Fig. 6 is a perspective view schematically showing another example of the 1 st connecting member included in the panning suppressing apparatus according to embodiment 1.

Fig. 7 is a side view schematically showing an example of the railway vehicle according to embodiment 2.

Fig. 8 is a graph showing the analysis result relating to the temporal change in the panning acceleration of the vehicle body.

Fig. 9 is a graph showing the analysis result related to the Power Spectral Density (PSD) of the oscillating head of the vehicle body.

Detailed Description

Based on the results of intensive studies, the present inventors have newly found that the rolling motion of the body of a railway vehicle can be suppressed particularly with a specific configuration. The present invention is based on this new insight.

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

The oscillation suppression device according to the present embodiment is an oscillation suppression device for a railway vehicle. The anti-sway device is used for inhibiting the sway of the body of a railway vehicle including a No. 1 bogie and a No. 2 bogie. The oscillation suppressing device includes: a torsion bar; a 1 st connecting member for connecting the 1 st bogie and the 1 st portion of the torsion bar; and a 2 nd connecting member for connecting the 2 nd bogie and the 2 nd portion of the torsion bar. Hereinafter, the relative position of the 1 st bogie in the horizontal direction with respect to the center line of the vehicle body in the width direction may be referred to as "relative position P1", and the relative position of the 2 nd bogie in the horizontal direction with respect to the center line of the vehicle body in the width direction may be referred to as "relative position P2". The 1 st link member and the 2 nd link member link the torsion bar to the 1 st bogie and the 2 nd bogie in such a manner that the torsion bar is twisted in the circumferential direction when the relative position P1 is different from the relative position P2.

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 of the vehicle body in the width direction may be referred to as "center line CT". The center line of the 1 st bogie in the width direction may be referred to as "center line C1", and the center line of the 2 nd bogie in the width direction may be referred to as "center line C2". The relative position P1 can be obtained from the position of the center line C1 (the center line of the 1 st truck) in the horizontal direction with respect to the center line CT (the center line of the vehicle body). Similarly, the relative position P2 can be obtained from the position of the center line C2 (the center line of the 2 nd bogie) in the horizontal direction with respect to the center line CT (the center line of the vehicle body).

When the difference between the relative position P1 and the relative position P2 becomes large, the vehicle will shake more. In the above-described wobbling motion suppression device, the torsion bar is twisted in the circumferential direction when the relative position P1 is different from the relative position P2. At this time, in order to cancel the torsion, the 1 st bogie and the 2 nd bogie are applied with force by the reaction force of the torsion bar. That is, when the difference between the relative position P1 and the relative position P2 becomes large, a force for reducing the difference is generated by the torsion bar. Therefore, the device of the present embodiment can suppress the shaking of the vehicle. The device of the present embodiment does not require an electric control device, and therefore has the feature of high reliability and low cost.

The torsion bar is typically cylindrical, but may be prismatic or only partly cylindrical. Alternatively, the torsion bar may be cylindrical, or only a part thereof may be cylindrical. For example, when the torsion bar is supported by the support member in a rotatable state in the circumferential direction, only the portion supported by the support member may be cylindrical or cylindrical.

In the oscillation suppression device according to the present embodiment, oscillation is suppressed by a reaction force against a force applied to the torsion bar. Therefore, a torsion bar that generates a reaction force capable of suppressing the wobbling motion is used as the torsion bar. Examples of the torsion bar include a diameter of 100mm or more (for example, a range of 100mm to 200 mm), and SUP9 in JIS standard (transverse elastic modulus 78450N/mm)²) The round bar of (1). However, the torsion bar used in the present embodiment is not limited to this. Examples of the material of the torsion bar include spring steel (SUP 3, SUP6, SUP7, SUP9, SUP10, SU of JIS standard)P12, etc.).

The structure of the 1 st bogie and the 2 nd bogie is not particularly limited as long as the effect of the present invention can be obtained. The 1 st bogie and the 2 nd bogie may include structural members (side members, cross members, other structural members), suspension devices (traction devices, support devices, spring devices, other devices), other members and devices, as in the case of the well-known bogie. Typically, the 1 st connecting member is connected to the construction member of the 1 st bogie and the 2 nd connecting member is connected to the construction member of the 2 nd bogie. For example, the 1 st bogie and the 2 nd bogie may each include a cross beam, and the 1 st connecting member and the 2 nd connecting member may be connected to these cross beams.

The 1 st link member may include a 1 st arm fixed to the 1 st section (torsion bar) and a bearing (e.g., a spherical bearing) constituting at least a part of a mechanism for connecting the 1 st arm and the 1 st bogie. Similarly, the 2 nd connecting member may include a 2 nd arm fixed to the 2 nd portion (torsion bar) and a bearing (for example, a spherical bearing) constituting at least a part of a mechanism for connecting the 2 nd arm and the 2 nd bogie. The 1 st connecting member and the 2 nd connecting member may each include a rubber bush or the like.

In the panning suppressing apparatus of the present embodiment, the 1 st connecting member may include a 1 st arm fixed to the 1 st portion (torsion bar), a 1 st bearing disposed on the 1 st arm, a 1 st connecting member supported by the 1 st bearing, and a 2 nd bearing for connecting the 1 st connecting member and the 1 st truck. The 2 nd connecting member may include a 2 nd arm fixed to the 2 nd portion (torsion bar), a 3 rd bearing disposed on the 2 nd arm, a 2 nd connecting member supported by the 3 rd bearing, and a 4 th bearing for connecting the 2 nd connecting member and the 2 nd bogie. With this configuration, the torsion bar can be twisted in the circumferential direction when the relative position P1 is different from the relative position P2. In this configuration, at least 1 bearing selected from the 1 st bearing and the 2 nd bearing may be a spherical bearing, or at least 1 bearing selected from the 3 rd bearing and the 4 th bearing may be a spherical bearing. For example, spherical bearings may be used for the 1 st bearing and the 3 rd bearing. Alternatively, spherical bearings may be used for the 2 nd bearing and the 4 th bearing.

The 1 st to 4 th bearings may be bearings in which an angle in a plane perpendicular to the direction of the center line CT of the vehicle body among angles formed by two members connected by these bearings is changed. Examples of the bearing include a sliding bearing, a rolling bearing, and other bearings. However, in order to cope with the case where the distance between the two bogies varies, it is preferable that at least 1 of the 1 st to 4 th bearings is a spherical bearing.

The 1 st and 2 nd connecting members are members capable of transmitting the movement of the bogie to the torsion bar, and for example, rod-shaped members made of steel (for example, rolled steel for general construction (for example, SS400) defined in JIS G3101) are used. The 1 st arm and the 2 nd arm are also the same.

In the oscillation suppression device according to the present embodiment, at least 1 of the 1 st and 2 nd coupling members may include a damper. For example, the 1 st coupling member and the 2 nd coupling member may each include a damper. By using the damper, the head shake can be further suppressed. The damper is not particularly limited, and a known damper may be used.

In the yaw rate control device according to the present embodiment, the torsion bar may be supported by the vehicle body so as to be rotatable in the circumferential direction. In this case, the yaw suppression device includes 1 or more support members (e.g., a plurality of support members) for supporting the torsion bar on the vehicle body in a rotatable state in the circumferential direction. The support member may be a support member having a through hole through which the torsion bar passes, for example. A bearing or the like may be disposed in the through hole.

The railway vehicle according to the present embodiment includes a vehicle body, a 1 st bogie and a 2 nd bogie for supporting the vehicle body, and the panning suppressing device according to the present embodiment. With this configuration, the shaking of the vehicle body can be suppressed. A railway vehicle includes a vehicle body and a plurality of (e.g., two) bogies for supporting the vehicle body. The bogie travels along the track. Passengers and goods are carried by the vehicle body.

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

(embodiment 1)

In embodiment 1, an example of the panning suppressing apparatus according to the present invention will be described. Fig. 1 is a plan view schematically showing a sway suppression device and a bogie according to embodiment 1.

The shaking-head suppression device 100 according to embodiment 1 (hereinafter, sometimes referred to as "device 100") is a device for suppressing shaking of a body of a railway vehicle. The railway vehicle includes a 1 st bogie 11, a 2 nd bogie 12, a vehicle body 13 (see fig. 7), and a device 100.

The device 100 includes a torsion bar 101, a 1 st connecting member 110, and a 2 nd connecting member 120. The 1 st connecting member 110 is used to connect the 1 st bogie 11 (specifically, a bogie frame) and one end portion 101a (1 st portion) of the torsion bar 101 (refer to fig. 2). The 2 nd connecting member 120 is used to connect the 2 nd bogie 12 (specifically, a bogie frame) and the other end portion 101b (2 nd portion) of the torsion bar 101 (refer to fig. 5). The 1 st link member 110 and the 2 nd link member 120 link the torsion bar 101, the 1 st bogie 11, and the 2 nd bogie 12 so that the torsion bar 101 is twisted in the circumferential direction when the relative position P1 is different from the relative position P2. As described above, the relative position P1 is the relative position of the 1 st bogie 11 in the horizontal direction with respect to the center line of the vehicle body in the width direction, and the relative position P2 is the relative position of the 2 nd bogie 12 in the horizontal direction with respect to the center line of the vehicle body in the width direction.

In fig. 1, a bogie on the traveling direction Fw (arrow Fw) side of the vehicle is referred to as a 1 st bogie 11. The 1 st bogie 11 and the 2 nd bogie 12 each have a plurality of (e.g., two) axles Ax. Two wheels Wh are disposed on each axle Ax. Axle Ax is connected to structural members of the vehicle body via side member Sb, cross member Cb, suspension devices (not shown), and the like. Fig. 1 shows an example in which the structural members (bogie frame) of the bogie 11 and the bogie 12 include side beams Sb and cross beams Cb, but the present invention is not limited to this.

The 1 st bogie 11 and the 2 nd bogie 12 respectively travel on the track 1. The 1 st bogie 11 and the 2 nd bogie 12 support and tow the vehicle body by means of a suspension device or the like.

Fig. 2 schematically shows a perspective view of the 1 st connecting member 110. The 1 st connecting member 110 includes a 1 st arm 111 fixed to the end portion 101a of the torsion bar 101, a 1 st bearing 111a disposed on the 1 st arm 111, a 1 st connecting member 112 supported by the 1 st bearing 111a, and a 2 nd bearing 112a for connecting the 1 st connecting member 112 and the 1 st bogie 11. In one example shown in fig. 2, the 1 st coupling member 112 is connected to the cross member Cb of the bogie 11 via the 2 nd bearing 112 a.

The 1 st arm 111 is fixed to the end 101a of the torsion bar 101. Therefore, when the angle of the 1 st arm 111 changes within the plane perpendicular to the traveling direction, the 1 st arm 111 rotates about the center axis of the torsion bar 101. That is, in this case, the 1 st arm 111 is caused to rotate about the center axis of the torsion bar 101.

On the other hand, the 1 st arm 111 and the 1 st coupling member 112 are rotatably supported by the 1 st bearing 111 a. Specifically, the 1 st arm 111 is supported to be rotatable in a plane perpendicular to the traveling direction with respect to the 1 st coupling member 112. The 1 st coupling member 112 is supported by the 2 nd bearing 112a so as to be rotatable with respect to the bogie 11 (cross member). Specifically, the 1 st coupling member 112 is supported to be rotatable in a plane perpendicular to the traveling direction with respect to the bogie 11.

The function of the apparatus 100 is explained with reference to fig. 3. Fig. 3 is a plan view of the bogie 11 and the bogie 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. Preferably, as shown in fig. 3, the center axis of the torsion bar 101 is parallel to the center line CT of the vehicle body. It is also preferable that the torsion bar 101 is on the center line CT of the vehicle body as shown in fig. 3.

As shown in fig. 3, a case where the bogie 11 moves to the right in the traveling direction Fw and the bogie 12 moves to the left in the traveling direction Fw is considered. Fig. 3 shows a center line CT in the width direction of the vehicle body 13, a center line C1 in the width direction of the 1 st bogie 11, and a center line C2 in the width direction of the 2 nd bogie 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 bogie 11 becomes the relative position P1 of the bogie 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 bogie 12 becomes the relative position P2 of the bogie 12. In the case of fig. 3, the relative position P1 is different from the relative position P2. In fig. 3, a relative position P1 of the bogie 11 with respect to the centerline CT is indicated by an arrow P1 ', and a relative position P2 of the bogie 12 with respect to the centerline CT is indicated by an arrow P2'.

Fig. 4 schematically shows the relationship between the angle of the 1 st arm 111 and the rotation of the torsion bar 101 in the case of fig. 3. The cross member Cb moves in the direction of the solid arrow while the bogie 11 moves. In this case, the angle of the 1 st arm 111 changes as shown in fig. 4, and accordingly the torsion bar 101 is twisted in the direction of the arrow R1. Specifically, the torsion bar 101 is applied with a force so as to rotate counterclockwise in the traveling direction Fw.

Fig. 5 schematically shows the operation of the 2 nd connecting member 120 in the case of fig. 3. The 2 nd connecting member 120 includes a 2 nd arm 123 fixed to the end portion 101b of the torsion bar 101, a 3 rd bearing 123a disposed on the 2 nd arm, a 2 nd connecting member 124 supported by the 3 rd bearing 123a, and a 4 th bearing 124a for connecting the 2 nd connecting member 124 and the 2 nd bogie 12. In one example shown in fig. 5, the 2 nd coupling member 124 is connected to the cross member Cb of the bogie 12 via the 4 th bearing 124 a. The 3 rd bearing 123a has the same function as the 1 st bearing 111a, and the 4 th bearing 124a has the same function as the 2 nd bearing 112 a.

Referring to fig. 5, when the bogie 12 moves as shown in fig. 3, the beam Cb of the bogie 12 moves in the direction of the solid arrow in accordance with the movement of the bogie 12. In this case, the angle of the 2 nd arm 123 changes as shown in fig. 5, and accordingly the torsion bar 101 is twisted in the direction of the arrow R2. Specifically, the torsion bar 101 is applied with a force so as to rotate clockwise in the traveling direction Fw.

The structure of the 1 st connecting member 110 and the structure of the 2 nd connecting member 120 may be completely the same. With the above configuration, when the relative position P1 is the same as the relative position P2, the torsion bar 101 can be prevented from being twisted easily. However, in this case, the mounting direction of the 1 st connecting member 110 and the mounting direction of the 2 nd connecting member 120 are made opposite. Specifically, the 2 nd linking member 120 is preferably arranged such that the 1 st linking member 110 is rotated 180 ° about the axis in the vertical direction of the vehicle body (see fig. 1). With this arrangement, torsion of the torsion bar 101 can be generated when the bogie 11 and the bogie 12 move in opposite directions with respect to the center line CT.

The

bearings

111a, 112a, 123a, and 124a are not particularly limited as long as they can rotate as described above, and well-known bearings may be used. In addition, a spherical bearing may be used as at least 1 of these bearings, and for example, a spherical bearing may be used as the bearing 112a and the bearing 124 a. By using the spherical bearing, it is possible to easily cope with a change in the distance between the bogie 11 and the bogie 12.

When the 1 st bogie 11 and the 2 nd bogie 12 move in opposite directions with respect to the center line CT as described above, the direction of rotation imparted to the torsion bar 101 by the 1 st connecting member 110 and the direction of rotation imparted to the torsion bar 101 by the 2 nd connecting member 120 are opposite. Therefore, torsion bar 101 is twisted in the circumferential direction. In this case, a reaction force with respect to the torsion is generated in the torsion bar 101. The reaction force acts so as to reduce the difference between the relative position P1 and the relative position P2. As a result, the oscillation suppressing device of the present invention suppresses a situation in which the difference between the relative position P1 and the relative position P2 becomes large.

In addition, when the 2 nd bogie 12 moves to the right side toward the traveling direction by the same amount as the 1 st bogie 11, the relative position P1 and the relative position P2 become the same. In this case, the direction and angle of rotation applied to the torsion bar 101 by the 1 st arm 111 and the direction and angle of rotation applied to the torsion bar 101 by the 2 nd arm 123 become the same. Therefore, in this case, the torsion bar 101 is not twisted, and a reaction force due to the twisting of the torsion bar 101 is not generated. That is, in the yaw suppression device 100, the larger the difference between the relative position P1 and the relative position P2, the larger the reaction force by the torsion bar 101. As a result, the shaking motion is effectively suppressed.

The 1 st connecting member 110 and the 2 nd connecting member 120 may each include a damper. For example, the 1 st coupling member 112 and the 2 nd coupling member 124 may each include a damper. Fig. 6 shows an example of the 1 st connecting member 110 in which the 1 st connecting member 112 includes a damper. The 1 st connecting member 110 shown in fig. 6 is the same as the connecting member 110 shown in fig. 2 except that the 1 st coupling member 112 includes a damper 112 d. Like the 1 st connecting member 110 shown in fig. 6, the 2 nd connecting member 120 preferably includes a damper.

(embodiment 2)

In embodiment 2, an example of a railway vehicle including the oscillation suppression device of the present invention will be described. Fig. 7 schematically shows a railway vehicle according to embodiment 2. The railway vehicle 10 of fig. 7 includes a 1 st bogie 11, a 2 nd bogie 12, a vehicle body 13, and a rolling-motion suppressing apparatus 100 of the present invention. As shown in fig. 7, the yaw suppression device 100 according to the present invention may include a support member 102 for rotatably mounting a torsion bar 101 to the vehicle body 13. 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 railway vehicle 10 according to embodiment 2 includes the oscillation suppression device of the present invention. Therefore, the shaking of the vehicle body 13 is suppressed.

[ examples ] A method for producing a compound

The present invention will be described in more detail with reference to examples. In this example, in order to verify the effect of the panning suppressing apparatus of the present invention, analysis was performed using a dynamic analysis tool for railway vehicles (Simpack Rail). In this analysis, the bogie mass is assumed to be 5684 kg. Further, as the torsion bar 101, a round bar having a diameter of 150mm is assumed. As a round bar, SUP9 (transverse modulus of elasticity 78450N/mm) was assumed²)。

In this example, the temporal change in the yaw acceleration of the vehicle body and the Power Spectral Density (PSD) of the yaw of the vehicle body were determined for the case where the yaw suppression device of the present invention was used (the present invention example) and the case where the yaw suppression device of the present invention was not used (the comparative example). Fig. 8 and 9 show the above results.

As shown in fig. 8 and 9, the head shaking acceleration and PSD of the present invention example was greatly reduced as compared with the head shaking acceleration and PSD of the comparative example. As a result, it was shown that the shaking motion was effectively suppressed by the shaking motion suppressing apparatus of the present invention.

Industrial applicability

The present invention can be applied to an oscillation suppression device for a railway vehicle and a railway vehicle using the oscillation suppression device.

Description of the reference numerals

10. A railway vehicle; 11. 1 st bogie; 12. a 2 nd bogie; 13. a vehicle body; 100. a head shake suppressing device; 101. a torsion bar; 102. a support member; 101a, end (part 1); 101b, end (part 2); 110. 1 st connecting member; 111. a 1 st arm; 111a, bearing No. 1; 112. 1 st connecting member; 112a, 2 nd bearing; 112d, a shock absorber; 120. a 2 nd connecting member; 123. a 2 nd arm; 123a, 3 rd bearing; 124. a 2 nd connecting member; 124a, 4 th bearing; CT, center line of the vehicle body in the width direction; p1', arrows indicating relative positions; p2', arrows indicating relative positions.

Claims

1. A rolling-over suppressing device for a railway vehicle for suppressing rolling over of a vehicle body of the railway vehicle including a 1 st bogie and a 2 nd bogie,

the shaking head suppressing device includes:

a torsion bar;

a 1 st connecting member for connecting the 1 st bogie and a 1 st portion of the torsion bar; and

a 2 nd connecting member for connecting the 2 nd bogie and the 2 nd portion of the torsion bar,

the 1 st link member and the 2 nd link member link a torsion bar and the 1 st truck and the 2 nd truck so that the torsion bar is twisted in a circumferential direction when a relative position of the 1 st truck in a horizontal direction with respect to a center line in a width direction of the vehicle body is different from a relative position of the 2 nd truck in the horizontal direction with respect to the center line.

2. A rolling motion suppressing device for a railway vehicle according to claim 1,

the 1 st connecting member includes a 1 st arm fixed to the 1 st portion, a 1 st bearing disposed on the 1 st arm, a 1 st coupling member supported by the 1 st bearing, and a 2 nd bearing for connecting the 1 st coupling member and the 1 st bogie,

the 2 nd connecting member includes a 2 nd arm fixed to the 2 nd portion, a 3 rd bearing disposed on the 2 nd arm, a 2 nd coupling member supported by the 3 rd bearing, and a 4 th bearing for connecting the 2 nd coupling member and the 2 nd bogie.

3. A rolling motion suppressing device for a railway vehicle according to claim 2,

at least 1 bearing selected from the 1 st bearing and the 2 nd bearing is a spherical bearing,

at least 1 bearing selected from the 3 rd and 4 th bearings is a spherical bearing.

4. A rolling motion suppressing device for a railway vehicle according to claim 2,

the 1 st and 2 nd coupling members each include a damper.

5. A rolling motion suppressing device for a railway vehicle according to claim 1,

the torsion bar is supported by the vehicle body so as to be rotatable in the circumferential direction.

6. A railway vehicle, wherein,

the railway vehicle includes:

a vehicle body;

1 st and 2 nd bogies for supporting the vehicle body; and

a rolling stock oscillation suppressing device according to any one of claims 1 to 5.