JP2827254B2 - Method and apparatus for preventing wheel load fluctuation of railway vehicle - Google Patents
Method and apparatus for preventing wheel load fluctuation of railway vehicleInfo
- Publication number
- JP2827254B2 JP2827254B2 JP4893389A JP4893389A JP2827254B2 JP 2827254 B2 JP2827254 B2 JP 2827254B2 JP 4893389 A JP4893389 A JP 4893389A JP 4893389 A JP4893389 A JP 4893389A JP 2827254 B2 JP2827254 B2 JP 2827254B2
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- valve
- bogie
- port
- air
- air spring
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Description
【発明の詳細な説明】 産業上の利用分野 この発明は、空気ばね付き台車を有する鉄道車両の軌
道ねじれ部で発生する輪重変動を防止するための輪重変
動防止方法とその装置に関する。Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel load fluctuation preventing method for preventing a wheel load fluctuation occurring in a track twist portion of a railway vehicle having a bogie with an air spring, and a device therefor.
従来技術 空気ばねを有する鉄道車両は、その時々の荷重に対応
して圧縮空気量を自動的に調整して、車体の高さを一定
に保つためにリンクとレベリングバルブを組合せた自動
高さ調整機構を備えている。Prior art Railway vehicles with air springs automatically adjust the amount of compressed air according to the load at that time, and automatic height adjustment combining a link and a leveling valve to keep the body height constant It has a mechanism.
また、左右の空気ばねの空気圧が大幅に差異を生じた
際に、左右の空気圧を均等に保つための差圧調整弁が取
付けられている。Further, a differential pressure regulating valve is provided for keeping the left and right air pressures equal when the air pressures of the left and right air springs are significantly different.
しかし、鉄道車両が曲線路の緩和曲線、すなわちカン
ト低減区間で停車した場合は、自動高さ調整機構の機能
により空気ばね高さを一定に保持しようとする。However, when the railway vehicle stops on the relaxation curve of the curved road, that is, on the cant reduction section, the air spring height is kept constant by the function of the automatic height adjustment mechanism.
このとき、第３図に示すように、車体（８）の前部は
カント小の位置にいる後台車（10）の影響を受けて時計
方向のモーメントが生じる。また、車体の後部はカント
大の位置にいる前台車（９）の影響を受けて反時計方向
のモーメントが生じる。このように、前後の台車は車体
を逆方向に回転させようとするが、車体のねじり剛性が
大きいため、前後台車で発生するモーメントのつり合う
位置で、車体は停止する。At this time, as shown in FIG. 3, the front part of the vehicle body (8) is affected by the rear bogie (10) located at the small cant position, and generates a clockwise moment. Further, a counterclockwise moment is generated at the rear of the vehicle body under the influence of the front bogie (9) located at the cant-sized position. As described above, the front and rear trucks try to rotate the vehicle body in the opposite direction, but the torsion rigidity of the vehicle body is large, and the vehicle body stops at the position where the moments generated in the front and rear trucks balance.
この状態では、前台車と後台車の空気ばね高さは、い
ずれも制御目標値からずれているため、自動高さ調整機
構の弁の給排気は続いており、それによって車体の前後
台車の互いに逆側の空気ばねの間すなわち、前台車の左
側の空気ばねと後台車の右側の空気ばねの間、または前
台車の右側の空気ばねと後台車の左側の空気ばねの間に
空気圧の差異が発生する。In this state, since the air spring heights of the front bogie and the rear bogie are both deviated from the control target values, the supply and exhaust of the valve of the automatic height adjustment mechanism continues, whereby the front bogie and the front bogie of the vehicle body are mutually connected. The difference in air pressure between the opposite air springs, i.e., between the left air spring of the front bogie and the right air spring of the rear bogie, or between the right air spring of the front bogie and the left air spring of the rear bogie. Occur.
この空気圧の差異により、各車輪が負担する荷重が不
均一となり、その結果前台車は内軌側車輪が輪重抜け現
象を起こし、後台車は外軌側車輪が輪重抜け現象を起こ
して、輪重変動が発生する。この輪重変動が大きいと、
車両の再起動時に脱線する恐れがある。Due to this difference in air pressure, the load borne by each wheel becomes non-uniform, and as a result, the front bogie causes the wheel on the inner track side to lose weight, and the rear bogie causes the wheel on the outer track to lose weight. Wheel load fluctuation occurs. If this wheel load fluctuation is large,
There is a risk of derailment when the vehicle is restarted.
発明が解決しようとする課題 上記のごとく、従来の鉄道車両は台車に自動高さ調整
機構と左右の空気ばねを均等に保つ差圧調整弁を有して
おり、各台車個別に左右空気ばねの空気圧を調整するこ
とはできるが、前後台車間での空気圧の調整はできず、
緩和曲線では設定差圧値に比べ大きな圧力差が発生する
ため、輪重変動を防止することはできなかった。Problems to be Solved by the Invention As described above, a conventional railway vehicle has an automatic height adjustment mechanism and a differential pressure adjusting valve that keeps the left and right air springs evenly on the bogie, and the right and left air springs are individually provided for each bogie. Air pressure can be adjusted, but air pressure between front and rear bogies cannot be adjusted,
Since the pressure difference generated in the relaxation curve is larger than the set pressure difference value, it was not possible to prevent the wheel load fluctuation.
この発明は、上記緩和曲線に停車した車両が再起動す
る際の脱線防止を目的とした輪重変動防止方法および、
その装置を提供するものである。The present invention provides a method for preventing wheel load fluctuation for the purpose of preventing derailment when a vehicle stopped on the relaxation curve restarts, and
The device is provided.
課題を解決するための手段 上記目的を達成するため、この発明の鉄道車両の輪重
変動防止方法は下記の要領で行なわれる。Means for Solving the Problems In order to achieve the above object, a method for preventing wheel load fluctuation of a railway vehicle according to the present invention is performed in the following manner.
左右両側に空気ばねをそれぞれ設けた前台車と後台車
とを備えた鉄道車両において、前台車の左側の空気ばね
と後台車の左側の空気ばねとの空気圧差により開口する
第１の弁と、前記前台車の右側の空気ばねと後台車の右
側の空気ばねとの空気圧差により開口する第２の弁とを
組み合せて接続し、前台車の左側の空気ばねの空気圧が
後台車の左側の空気ばねの空気圧より高く、かつ後台車
の右側の空気ばねの空気圧が前台車の右側の空気ばね空
気圧より高いとき、または前台車の右側の空気ばねの空
気圧が後台車の右側の空気ばねの空気圧より高く、かつ
後台車の左側の空気ばねの空気圧が前台車の左側の空気
ばねの空気圧より高いときに、前記第１の弁と第２の弁
を介して、前台車の左右の空気ばね間および後台車の左
右の空気ばね間をそれぞれ連通して、前後台車共にそれ
ぞれ左右の空気ばね間の空気圧差を解消するのである。In a railway car having a front bogie and a rear bogie provided with air springs on both left and right sides, respectively, a first valve that is opened by an air pressure difference between a left air spring of the front bogie and a left air spring of the rear bogie, A second valve, which is opened by the air pressure difference between the right air spring of the front bogie and the right air spring of the rear bogie, is connected in combination, and the air pressure of the air spring on the left side of the front bogie is changed to the air pressure on the left side of the rear bogie. When the air pressure of the air spring on the right side of the rear bogie is higher than the air pressure of the spring and the air pressure of the air spring on the right side of the front bogie, or the air pressure of the air spring on the right side of the front bogie is higher than the air pressure of the air spring on the right side of the rear bogie. When the air pressure of the air spring on the left side of the rear bogie is higher than the air pressure of the air spring on the left side of the front bogie, between the left and right air springs of the front bogie via the first valve and the second valve; Remove the left and right air springs between the bogies. Each communicated is to eliminate the air pressure difference between the front and rear carriages together the left and right of the air spring.
また、本発明の鉄道車両の輪重変動防止装置は、左右
両側に空気ばねをそれぞれ設けた前台車と後台車とを備
えた鉄道車両おいて、 長手方向中間部の２か所に第１環溝（２−１）と第２
輪溝（２−２）とを有し両端面に介装したコイルばね
（３）で平衡を保つスプール（２）を組み込んだ本体
に、 前記第１環溝（２−１）を挟んでスプール（２）の軸
長方向の２つの位置に第１ポート（４−１）と第２ポー
ト（４−２）を、 前記第２環溝（２−２）を挟んでスプール（２）の軸
長方向の２つの位置に第３ポート（５−１）と第４ポー
ト（５−２）を、 前記スプール（２）の一方の端面と第１ポート（４−
１）および第２ポート（４−２）に通じる第１通路（６
−１）を、 前記スプール（２）の他方の端面と第３ポート（５−
１）および第４ポート（５−２）に通じる第２通路（６
−２）を、 それぞれ設けた第１の弁（１−１）と、該第１の弁
（１−１）と同じ構造の第２の弁（１−２）とを前台車
と後台車との間に配置し、 第１の弁（１−１）の第１ポート（４−１）と第２の
弁（１−２）の第２ポート（４−２）を、 第１の弁（１−１）の第２ポート（４−２）と第２の
弁（１−２）の第１ポート（４−１）を、 第１の弁（１−１）の第３ポート（５−１）と第２の
弁（１−２）の第４ポート（５−２）を、 第１の弁（１−１）の第４ポート（５−２）と第２の
弁（１−２）の第３ポート（５−１）を、 それぞれ接続すると共に、 第１の弁（１−１）の第１および第２ポートに通じる
第１通路（６−１）を前台車の左側の空気ばね（11）
に、 第２の弁（１−２）の第１および第２ポートに通じる
第１通路（６−１）を前台車の右側の空気ばね（12）
に、 第１の弁（１−１）の第３および第４ポートに通じる
第２通路（６−２）を後台車の左側の空気ばね（13）
に、 第２の弁（１−２）の第３および第４ポートに通じる
第２通路（６−２）を後台車の右側の空気ばね（14）
に、 それぞれ接続してなる。Further, the wheel load fluctuation preventing device for a railway vehicle according to the present invention is a railway vehicle having a front bogie and a rear bogie provided with air springs on both left and right sides, respectively. Groove (2-1) and second
A main body incorporating a spool (2) having an annular groove (2-2) and being balanced by a coil spring (3) interposed at both end surfaces thereof, with the spool interposed with the first annular groove (2-1) interposed therebetween; The first port (4-1) and the second port (4-2) are provided at two positions in the axial direction of (2), and the shaft of the spool (2) is sandwiched by the second annular groove (2-2). A third port (5-1) and a fourth port (5-2) are provided at two longitudinal positions, and one end face of the spool (2) and a first port (4-
1) and the first passage (6) leading to the second port (4-2).
-1) is connected to the other end face of the spool (2) and the third port (5-
1) and the second passage (6) leading to the fourth port (5-2).
-2), a first valve (1-1) provided respectively, and a second valve (1-2) having the same structure as the first valve (1-1) are connected to a front bogie and a rear bogie. The first port (4-1) of the first valve (1-1) and the second port (4-2) of the second valve (1-2) are connected to the first valve (1-1). The first port (4-1) of the second valve (1-2) and the first port (4-1) of the second valve (1-2) are connected to the third port (5-) of the first valve (1-1). 1) and the fourth port (5-2) of the second valve (1-2), and the fourth port (5-2) of the first valve (1-1) and the second valve (1-2). ) Is connected to the first port (5-1), and the first passage (6-1) leading to the first and second ports of the first valve (1-1) is connected to the air on the left side of the front bogie. Spring (11)
The first passage (6-1) leading to the first and second ports of the second valve (1-2) is connected to the air spring (12) on the right side of the front bogie.
The second passage (6-2) leading to the third and fourth ports of the first valve (1-1) is connected to an air spring (13) on the left side of the rear bogie.
The second passage (6-2) communicating with the third and fourth ports of the second valve (1-2) is connected to the air spring (14) on the right side of the rear bogie.
And connected to each other.
作用 この発明による輪重変動防止装置（１）を前台車と後
台車の間に設置し、前台車と後台車の各空気ばねを所定
の通路に接続すれば、緩和曲線などの軌道ねじれ部に車
両があって、車体の前部と後部に逆向きのモーメントが
働き、前台車の左側の空気ばね（11）の空気圧が後台車
の左側の空気ばね（13）の空気圧より高く、かつ後台車
の右側の空気ばね（14）の空気圧が前台車の右側の空気
ばね（12）の空気圧より高いとき、または前台車の右側
の空気ばね（12）の空気圧が後台車の右側の空気ばね
（14）の空気圧より高く、かつ後台車の左側の空気ばね
（13）の空気圧が前台車の左側の空気ばね（11）の空気
圧より高いときに、輪重変動防止装置（１）の所定のポ
ートが開いて前後台車ともに左右空気ばね間の通路が連
通し、前後台車共に、それぞれの左右空気ばね（11）と
（12）、（13）と（14）の空気圧差が解消する。その結
果、前後台車の各空気ばねの空気圧は均一となって輪重
変動の発生は防止される。Action If the wheel load fluctuation preventing device (1) according to the present invention is installed between the front bogie and the rear bogie, and the air springs of the front bogie and the rear bogie are connected to predetermined passages, the track torsion such as a relaxation curve can be formed. There is a vehicle, and opposite moments act on the front and rear of the body, the air pressure of the left air spring (11) of the front bogie is higher than the air pressure of the left air spring (13) of the rear bogie, and the rear bogie The air pressure of the right air spring (14) of the front bogie is higher than the air pressure of the right air spring (12) of the front bogie, or the air pressure of the right air spring (12) ), And when the air pressure of the air spring (13) on the left side of the rear bogie is higher than the air pressure of the air spring (11) on the left side of the front bogie, the predetermined port of the wheel load fluctuation preventing device (1) Open the front and rear bogies, the passage between the left and right air springs communicates, Respectively of the left and right air spring (11) and (12), to eliminate the pressure difference between the (13) (14). As a result, the air pressures of the air springs of the front and rear bogies become uniform, and the occurrence of wheel load fluctuation is prevented.
実施例 この発明の実施例を図面に基づいて説明する。Embodiment An embodiment of the present invention will be described with reference to the drawings.
第１図は、この発明の実施による輪重変動防止装置
（１）を備えた場合の前台車の空気ばね（11）、（12）
と後台車の空気ばね（13）、（14）の圧力空気の通路を
示したものである。FIG. 1 shows air springs (11) and (12) of a front bogie provided with a wheel load fluctuation preventing device (1) according to an embodiment of the present invention.
And the air passages of the air springs (13) and (14) of the rear bogie.
各空気ばねは、車体の高さを一定に保つための自動高
さ調整機構（15）を備えている。また、左右空気ばね
（11）と（12）、（13）と（14）間の空気圧を左右均等
に保つため差圧調整弁（16）を介して配管で接続されて
いる。Each air spring has an automatic height adjustment mechanism (15) for keeping the height of the vehicle body constant. The left and right air springs (11) and (12) are connected by piping via a differential pressure regulating valve (16) to keep the air pressure between the left and right air springs (13) and (14) uniform.
輪重変動防止装置（１）は、左右一対の第１の弁（１
−１）と第２の弁（１−２）の組合せからなる。その第
１の弁（１−１）と第２の弁（１−２）は、両側端面に
それぞれコイルばね（３）を介装してスプール（２）を
本体に平衡して組込み、スプール（２）の中間部に設け
た第１環溝（２−１）および第２環溝（２−２）をそれ
ぞれ挟んで対向した位置に組をなす第１ポート（４−
１）と第２ポート（４−２）、第３ポート（５−１）と
第４ポート（５−２）を設ける。本体の一方の端面と一
組の第１ポート（４−１）と第２ポート（４−２）に通
じる第１通路（６−１）と、他方の端面と他方の一組の
第３ポート（５−１）と第４ポート（５−２）に通じる
第２通路（６−２）をそれぞれ設ける。そして、第１の
弁（１−１）の各ポートと第２の弁（１−２）の各ポー
トは、各組において互いに逆に接続する。すなわち、第
１の弁（１−１）の第１ポート（４−１）と第２の弁
（１−２）の第２ポート（４−２）、第１の弁（１−
１）の第２ポート（４−２）と第２の弁（１−２）の第
１ポート（４−１）、および第１の弁（１−１）の第３
ポート（５−１）と第２の弁（１−２）の第４ポート
（５−２）、第１の弁（１−１）の第４ポート（５−
２）と第２の弁（１−２）の第３ポート（５−１）を、
それぞれ配管により接続する。The wheel load fluctuation preventing device (1) includes a pair of left and right first valves (1).
-1) and the second valve (1-2). The first valve (1-1) and the second valve (1-2) are provided with coil springs (3) interposed on both end surfaces thereof, and a spool (2) is installed in a body in a balanced manner. The first port (4-) is formed at a position facing each other with the first ring groove (2-1) and the second ring groove (2-2) provided in the intermediate portion of (2).
1) and a second port (4-2), and a third port (5-1) and a fourth port (5-2) are provided. One end face of the main body, a first passageway (6-1) communicating with a set of a first port (4-1) and a second port (4-2), and the other end face and the other set of a third port. (5-1) and a second passage (6-2) communicating with the fourth port (5-2) are provided. Then, each port of the first valve (1-1) and each port of the second valve (1-2) are connected in reverse to each other in each set. That is, the first port (4-1) of the first valve (1-1), the second port (4-2) of the second valve (1-2), and the first valve (1--1).
1) the second port (4-2), the first port (4-1) of the second valve (1-2), and the third port of the first valve (1-1).
Port (5-1), the fourth port (5-2) of the second valve (1-2), and the fourth port (5-) of the first valve (1-1).
2) and the third port (5-1) of the second valve (1-2)
Each is connected by piping.
上記構成の輪重変動防止装置（１）を前後台車間にお
いて車体底面に設置し、第１の弁（１−１）と第２の弁
（１−２）の各第１通路（６−１）を各配管（７−１）
を介して前台車の左右の空気ばね（11）、（12）にそれ
ぞれ接続する。また、他方に各第２通路（６−２）を各
配管（７−２）を介して後台車の左右の空気ばね（1
3）、（14）にそれぞれ接続する。The wheel load fluctuation preventing device (1) having the above configuration is installed on the bottom of the vehicle body between the front and rear bogies, and the first passages (6-1) of the first valve (1-1) and the second valve (1-2) are provided. ) For each pipe (7-1)
To the left and right air springs (11) and (12) of the front bogie respectively. On the other hand, the left and right air springs (1) of the rear bogie are connected to the second passages (6-2) through the pipes (7-2).
3) Connect to (14) respectively.
今、車両が緩和曲線にあって、車体前部には時計方向
のモーメントが、車体後部には反時計方向のモーメント
が発生し、第１図において、前台車の左側の空気ばね
（11）と後台車の右側の空気ばね（14）の空気圧が、他
方の空気ばね（12）、（13）の空気圧より高いとする。Now, the vehicle is on a transition curve, and a clockwise moment is generated at the front of the vehicle body and a counterclockwise moment is generated at the rear of the vehicle body. In FIG. It is assumed that the air pressure of the air spring (14) on the right side of the rear bogie is higher than the air pressures of the other air springs (12) and (13).
このとき、前後台車の左側の空気ばね（11）、（13）
の圧力差により、第１の弁（１−１）のスプール（２）
は押し動かされ、第２図（ａ）に示すように、第２ポー
ト（４−２）は、第１通路（６−１）、第１配管（７−
１）を経て前台車の空気ばね（11）に連通する。また、
第４ポート（５−２）は、第２通路（６−２）、第２配
管（７−２）を経て後台車の左側の空気ばね（13）に連
通する。At this time, the air springs (11) and (13) on the left side of the front and rear bogies
Of the spool (2) of the first valve (1-1) due to the pressure difference
As shown in FIG. 2 (a), the second port (4-2) is connected to the first passage (6-1) and the first pipe (7-
Through 1), it communicates with the air spring (11) of the front bogie. Also,
The fourth port (5-2) communicates with the air spring (13) on the left side of the rear bogie via the second passage (6-2) and the second pipe (7-2).
一方、前後台車の右側の空気ばね（12）、（14）の圧
力差により第２の弁（１−２）のスプール（２）は、上
記第１の弁（１−１）の動きとは逆向きに押し動かさ
れ、第２図（ｂ）に示すように、第１ポート（４−１）
は、第１通路（６−１）、第１配管（７−１）を経て前
台車の右側の空気ばね（12）に連通する。また、第３ポ
ート（５−１）は、第２通路（６−２）、配管（７−
２）を経て後台車の右側の空気ばね（14）に連通する。On the other hand, due to the pressure difference between the air springs (12) and (14) on the right side of the front and rear bogies, the spool (2) of the second valve (1-2) is in a position different from the movement of the first valve (1-1). Pushed in the opposite direction, as shown in FIG. 2 (b), the first port (4-1)
Communicates with the air spring (12) on the right side of the front bogie via the first passage (6-1) and the first pipe (7-1). The third port (5-1) is connected to the second passage (6-2) and the pipe (7-
Through 2), it communicates with the air spring (14) on the right side of the rear bogie.
したがって、前台車の左右の空気ばね（11）、（12）
は、第１の弁（１−１）と第２の弁（１−２）を介して
配管により連通し、空気圧の高い左側の空気ばね（11）
から、空気圧の低い右側の空気ばね（12）へ圧縮空気が
移動し、左右の空気ばねの空気圧は均一となる。同様
に、後台車の左右の空気ばね（13）と（14）が連通し、
左右空気ばねの空気圧は均一となる。Therefore, the left and right air springs of the front bogie (11), (12)
Is connected by a pipe via a first valve (1-1) and a second valve (1-2), and a left air spring (11) having a high air pressure is provided.
Then, the compressed air moves to the right air spring (12) having a low air pressure, and the air pressure of the left and right air springs becomes uniform. Similarly, the left and right air springs (13) and (14) of the rear bogie communicate with each other,
The air pressure of the left and right air springs becomes uniform.
上記のごとくして、左右空気ばね間の空気圧の差は解
消し、左右均一の空気圧となるので、輪重変動は防止さ
れ、輪重抜け現象は起こらない。As described above, the difference in the air pressure between the left and right air springs is eliminated, and the air pressure becomes uniform between the left and right air springs, so that the wheel load fluctuation is prevented and the wheel load loss phenomenon does not occur.
また、上記とは逆に、前台車の右側の空気ばね（12）
と後台車の左側の空気ばね（13）の空気圧が高い場合に
は、第１の弁（１−１）と第２の弁（１−２）は、上記
とは逆向きに押し動かされ、第１の弁（１−１）の第１
ポート（４−１）と第３ポート（５−１）および第２の
弁（１−２）の第２ポート（４−２）と第４−２（５−
２）が開き、前台車の左右の空気ばね（11）と（12）、
および後台車の左右の空気ばね（13）と（14）が、それ
ぞれ連通し、左右空気ばねの空気圧は均一となり、輪重
変動は防止される。Contrary to the above, the air spring (12) on the right side of the front bogie
When the air pressure of the air spring (13) on the left side of the rear bogie is high, the first valve (1-1) and the second valve (1-2) are pushed in the opposite direction to the above, and The first of the first valve (1-1)
The port (4-1) and the third port (5-1), and the second port (4-2) and the 4-2 (5-
2) opens, the left and right air springs (11) and (12) of the front bogie,
The left and right air springs (13) and (14) of the rear bogie communicate with each other, so that the air pressures of the left and right air springs become uniform, and wheel load fluctuation is prevented.
発明の効果 この発明は、前台車の左側の空気ばねと後台車の右側
の空気ばねの空気圧が、他の空気ばねの空気圧より高い
か、または前台車の右側の空気ばねと後台車の左側の空
気ばねの空気圧が、他の空気ばねの空気圧より高いと
き、前後台車の左右の空気ばね間をそれぞれ連通して空
気圧が均一になるように構成したため、車両が緩和曲線
にあって車体にねじりの力が作用した際、前後台車の左
右空気ばねの空気圧を、それぞれ均一に保つことがで
き、輪重変動を防止できる。そのため、緩和曲線に停車
した車両が再起動する際に脱線する恐れはない。Advantageous Effects of the Invention The present invention relates to a method in which the air pressure of the left air spring of the front bogie and the air pressure of the right air spring of the rear bogie is higher than the air pressure of the other air springs, or the right air spring of the front bogie and the left air pressure of the rear bogie. When the air pressure of the air spring is higher than the air pressure of the other air springs, the left and right air springs of the front and rear bogies communicate with each other so that the air pressure is uniform. When a force is applied, the air pressures of the left and right air springs of the front and rear bogies can be kept uniform, and wheel load fluctuation can be prevented. Therefore, there is no possibility that the vehicle stopped on the transition curve will derail when restarting.
第１図は、この発明の一実施例における前後台車の各空
気ばねと輪重変動防止装置との関係を示した説明図、 第２図は第１図の装置において前台車の左側空気ばねと
後台車の右側空気ばねの空気圧が高い場合の輪重変動防
止装置の弁の動きを示す説明図であり、（ａ）は第１の
弁（１−１）、（ｂ）は第２の弁を示す、 第３図は、車両が緩和曲線のカント低減部にある際、車
体の前部と後部に発生するモーメントを示す説明図であ
り、（ａ）はカント低減部と車体との関係を、（ｂ）は
車体前部のモーメントを、（ｃ）は車体後部のモーメン
トを、それぞれ示す。 １……輪重変動防止装置 １−１……第１の弁 １−２……第２の弁 ２……スプール ３……コイルばね ４−１……第１ポート ４−２……第２ポート ５−１……第３ポート ５−２……第４ポート ６−１……第１通路 ６−２……第２通路 ７−１……第１配管 ７−２……第１配管 ８……車体 ９……前台車 10……後台車 11、12、13、14……空気ばね 15……自動高さ調整機構 16……差圧調整弁FIG. 1 is an explanatory view showing the relationship between the air springs of the front and rear bogies and the wheel load fluctuation preventing device according to one embodiment of the present invention. FIG. 2 is a diagram showing the relationship between the left air spring of the front bogie in the device of FIG. It is explanatory drawing which shows the operation | movement of the valve of the wheel load fluctuation prevention apparatus when the air pressure of the right air spring of a rear bogie is high, (a) is a 1st valve (1-1), (b) is a 2nd valve. FIG. 3 is an explanatory view showing moments generated at the front part and the rear part of the vehicle body when the vehicle is at the cant reducing portion of the transition curve, and FIG. 3 (a) shows the relationship between the cant reducing portion and the vehicle body. , (B) shows the moment at the front of the vehicle body, and (c) shows the moment at the rear of the vehicle body. DESCRIPTION OF SYMBOLS 1 ... Wheel load fluctuation prevention device 1-1 ... 1st valve 1-2 ... 2nd valve 2 ... Spool 3 ... Coil spring 4-1 ... 1st port 4-2 ... 2nd Port 5-1 Third port 5-2 Fourth port 6-1 First passage 6-2 Second passage 7-1 First pipe 7-2 First pipe 8 ... body 9 ... front bogie 10 ... rear bogie 11, 12, 13, 14 ... air spring 15 ... automatic height adjustment mechanism 16 ... differential pressure regulating valve
フロントページの続き (58)調査した分野(Int.Cl.6，ＤＢ名) B61F 5/10 B61F 5/00 B61F 5/22Continuation of the front page (58) Field surveyed (Int.Cl. 6 , DB name) B61F 5/10 B61F 5/00 B61F 5/22
Claims (2)
車と後台車とを備えた鉄道車両において、前台車の左側
の空気ばねと後台車の左側の空気ばねとの空気圧差によ
り開口する第１の弁と、前記前台車の右側の空気ばねと
後台車の右側の空気ばねとの空気圧差により開口する第
２の弁とを組み合せて接続し、前台車の左側の空気ばね
の空気圧が後台車の左側の空気ばねの空気圧より高く、
かつ後台車の右側の空気ばねの空気圧が前台車の右側の
空気ばねの空気圧より高いとき、または前台車の右側の
空気ばねの空気圧が後台車の右側の空気ばねの空気圧よ
り高く、かつ後台車の左側の空気ばねの空気圧が前台車
の左側の空気ばねの空気圧より高いときに、前記第１の
弁と第２の弁を介して、前台車の左右の空気ばね間およ
び後台車の左右の空気ばね間をそれぞれ連通して、前後
台車共にそれぞれ左右の空気ばね間の空気圧差を解消す
る鉄道車両の輪重変動防止方法。1. A railway vehicle having a front bogie and a rear bogie provided with air springs on both left and right sides, respectively, wherein the opening is caused by an air pressure difference between a left air spring of the front bogie and a left air spring of the rear bogie. 1 and a second valve which is opened by the air pressure difference between the right air spring of the front bogie and the right air spring of the rear bogie, and is connected. Higher than the air pressure of the air spring on the left side of the trolley,
And the air pressure of the right air spring of the rear bogie is higher than the air pressure of the right air spring of the front bogie, or the air pressure of the right air spring of the front bogie is higher than the air pressure of the right air spring of the rear bogie, and the rear bogie. When the air pressure of the left air spring of the front bogie is higher than the air pressure of the left air spring of the front bogie, the air pressure between the left and right air springs of the front bogie and the left and right of the rear bogie is controlled via the first valve and the second valve. A method of preventing wheel load fluctuation of a railway vehicle, in which the air springs are communicated with each other to eliminate the air pressure difference between the left and right air springs on both front and rear bogies.
車と後台車とを備えた鉄道車両の輪重変動を防止する装
置（１）であって、 長手方向中間部の２か所に第１環溝（２−１）と第２環
溝（２−２）とを有し両端面に介装したコイルばね
（３）で平衡を保つスプール（２）を組み込んだ本体
に、 前記第１環溝（２−１）を挟んでスプール（２）の軸長
方向の２つの位置に第１ポート（４−１）と第２ポート
（４−２）を、 前記第２環溝（２−２）を挟んでスプール（２）の軸長
方向の２つの位置に第３ポート（５−１）と第４ポート
（５−２）を、 前記スプール（２）の一方の端面と第１ポート（４−
１）および第２ポート（４−２）に通じる第１通路（６
−１）を、 前記スプール（２）の他方の端面と第３ポート（５−
１）および第４ポート（５−２）に通じる第２通路（６
−２）を、 それぞれ設けた第１の弁（１−１）と、該第１の弁（１
−１）と同じ構造の第２の弁（１−２）とを前台車と後
台車との間に並列して配置し、 第１の弁（１−１）の第１ポート（４−１）と第２の弁
（１−２）の第２ポート（４−２）を、 第１の弁（１−１）の第２ポート（４−２）と第２の弁
（１−２）の第１ポート（４−１）を、 第１の弁（１−１）の第３ポート（５−１）と第２の弁
（１−２）の第４ポート（５−２）を、 第１の弁（１−１）の第４ポート（５−２）と第２の弁
（１−２）の第３ポート（５−１）を、 それぞれ接続するとともに、 第１の弁（１−１）の第１および第２ポートに通じる第
１通路（６−１）を前台車の左側の空気ばね（11）に、 第２の弁（１−２）の第１および第２ポートに通じる第
１通路（６−１）を前台車の右側の空気ばね（12）に、 第１の弁（１−１）の第３および第４ポートに通じる第
２通路（６−２）を後台車の左側の空気ばね（13）に、 第２の弁（１−２）の第３および第４ポートに通じる第
２通路（６−２）を後台車の右側の空気ばね（14）に、 それぞれ接続した鉄道車両の輪重変動防止装置。2. An apparatus (1) for preventing wheel load fluctuation of a railway vehicle provided with a front bogie and a rear bogie provided with air springs on both right and left sides, respectively, wherein the first and second bogies have two air springs. The main body incorporates a spool (2) having a first annular groove (2-1) and a second annular groove (2-2) and keeping a balance with a coil spring (3) interposed at both end faces, The first port (4-1) and the second port (4-2) are provided at two positions in the axial direction of the spool (2) with the ring groove (2-1) interposed therebetween, and the second ring groove (2- A third port (5-1) and a fourth port (5-2) are provided at two positions in the axial direction of the spool (2) with the 2) interposed therebetween, and one end face of the spool (2) and the first port. (4-
1) and the first passage (6) leading to the second port (4-2).
-1) is connected to the other end face of the spool (2) and the third port (5-
1) and the second passage (6) leading to the fourth port (5-2).
-2), a first valve (1-1) provided respectively, and the first valve (1)
-1) and a second valve (1-2) having the same structure as that of the first port (4-1) of the first valve (1-1) are arranged in parallel between the front bogie and the rear bogie. ) And the second port (4-2) of the second valve (1-2), the second port (4-2) of the first valve (1-1) and the second valve (1-2). The first port (4-1) of the first valve (1-1) and the fourth port (5-2) of the second valve (1-2). The fourth port (5-2) of the first valve (1-1) and the third port (5-1) of the second valve (1-2) are connected, respectively, and the first valve (1 The first passage (6-1) leading to the first and second ports of -1) is connected to the air spring (11) on the left side of the front bogie, and to the first and second ports of the second valve (1-2). The first passage (6-1) communicating with the air spring (12) on the right side of the front bogie is connected to the first valve (1- ) Through the second passageway (6-2) leading to the third and fourth ports, to the air spring (13) on the left side of the rear bogie, and to the second passageway leading to the third and fourth ports of the second valve (1-2). Two-passage (6-2) is connected to the air spring (14) on the right side of the rear bogie.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4893389A JP2827254B2 (en) | 1989-02-28 | 1989-02-28 | Method and apparatus for preventing wheel load fluctuation of railway vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP4893389A JP2827254B2 (en) | 1989-02-28 | 1989-02-28 | Method and apparatus for preventing wheel load fluctuation of railway vehicle |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH02227365A JPH02227365A (en) | 1990-09-10 |
| JP2827254B2 true JP2827254B2 (en) | 1998-11-25 |
Family
ID=12817061
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP4893389A Expired - Lifetime JP2827254B2 (en) | 1989-02-28 | 1989-02-28 | Method and apparatus for preventing wheel load fluctuation of railway vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2827254B2 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4765721B2 (en) * | 2006-03-30 | 2011-09-07 | 住友金属工業株式会社 | Rail spring air spring height adjustment device |
| KR101970508B1 (en) | 2012-07-13 | 2019-08-27 | 가와사키 쥬코교 가부시키가이샤 (디/비/에이 가와사키 헤비 인더스트리즈, 리미티드) | Vehicle body support device and railroad vehicle |
| EP3228518B1 (en) * | 2014-12-05 | 2021-02-03 | Nippon Steel Corporation | Railway vehicle |
-
1989
- 1989-02-28 JP JP4893389A patent/JP2827254B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02227365A (en) | 1990-09-10 |
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