TWI640702B - Cylinder device - Google Patents
Cylinder device Download PDFInfo
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- TWI640702B TWI640702B TW106126871A TW106126871A TWI640702B TW I640702 B TWI640702 B TW I640702B TW 106126871 A TW106126871 A TW 106126871A TW 106126871 A TW106126871 A TW 106126871A TW I640702 B TWI640702 B TW I640702B
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- valve
- passage
- side chamber
- damper
- cylinder device
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G99/00—Subject matter not provided for in other groups of this subclass
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
- F16F9/32—Details
- F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
- F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K17/00—Safety valves; Equalising valves, e.g. pressure relief valves
- F16K17/20—Excess-flow valves
- F16K17/34—Excess-flow valves in which the flow-energy of the flowing medium actuates the closing mechanism
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Fluid-Damping Devices (AREA)
- Vehicle Body Suspensions (AREA)
- Safety Valves (AREA)
Abstract
本發明的課題係在於提供可有效地防止地震時的脫軌，並且廉價、小型之壓缸裝置。 用以解決課題之手段為，本發明的壓缸裝置（C1）係具備有：壓缸（2）；可自由滑動地***於壓缸（2）內的活塞（3）；***於壓缸（2）內且連結於活塞（3）的桿（4）；在壓缸（2）內以活塞（3）區劃的桿側室（5）和活塞側室（6）；槽（7）；將桿側室（5）連通於槽（7）之阻尼通路（8）；及設在阻尼通路（8）的洩壓閥（RV）與若流量增加的話則使流路面積縮小之常開型阻尼閥（V）。An object of the present invention is to provide an inexpensive and compact cylinder device that can effectively prevent derailment during an earthquake. A means for solving the problem is that the cylinder device (C1) of the present invention includes a cylinder (2); a piston (3) slidably inserted into the cylinder (2); and is inserted into the cylinder ( 2) a rod (4) connected to the piston (3); a rod side chamber (5) and a piston side chamber (6) partitioned by a piston (3) in the cylinder (2); a groove (7); a rod side chamber (5) a damper passage (8) that communicates with the groove (7); a pressure relief valve (RV) provided in the damper passage (8) and a normally open type damper valve that reduces the flow path area if the flow rate is increased (V) ).
Description
本發明係關於壓缸裝置。The present invention relates to a cylinder device.
以往，作為這種的壓缸裝置，例如，為了將鐵路車輛，對車體的進行方向抑制左右方向的振動，而***裝設於車體與台車之間加以使用的壓缸裝置。 又，這種的壓缸裝置係例如JP2014-189216A所揭示，其以壓缸、可自由滑動地***於壓缸內的活塞、***於壓缸內且連結於活塞的桿、在壓缸內以活塞區劃的桿側室和活塞側室、槽以及設在將桿側室和活塞側室連通的阻尼通路的途中之電磁洩壓閥所構成。 又，壓缸裝置係以電磁洩壓閥控制壓缸內的壓力，可調節要產生的力之高低，發揮最適合於控制鐵道車輛的車體之振動的控制力，能有效地抑制車體振動。 在當鐵道車輛行進中發生強力地震的情況，會有因車體大幅搖晃而脫軌之虞，因此，在這種的情況，期望使壓缸裝置可發揮高阻尼力而事先預防脫軌。又，當地震發生時，會有變得無法接受電力供給之情況，因此，期望在相當於控制失敗之狀況下，可發揮高阻尼力的緩衝器。 因此，在以往的壓缸裝置，以平常時通路和與平常時通路並列的緊急時通路構成阻尼通路，在平常時通路設置可變洩壓閥和與可變洩壓閥串聯配製而在非通電時關閉的常閉型開閉閥，並且在緊急時通路的途中，設置被動閥和與該被動閥串聯配置而在非通電時打開的常開型開閉閥。 如此，在控制失敗時，緊急時通路為有效而能以被動閥確實地發揮高阻尼力，可抑制車體的振動，因此，即使在鐵路車輛行進中發生地震，也能夠使車體振動迅速地減低，能有效地抑制脫軌。In the above-described cylinder device, for example, in order to suppress the vibration of the railway vehicle in the direction of the vehicle body in the direction of the vehicle body, a cylinder device that is installed between the vehicle body and the truck is inserted. Further, such a cylinder device is disclosed in, for example, JP-A-2014-189216A, which is a cylinder, a piston slidably inserted into a cylinder, a rod inserted into a cylinder and coupled to a piston, and a cylinder The rod side chamber and the piston side chamber, the groove partitioned by the piston, and an electromagnetic pressure relief valve provided on the middle of the damping passage that communicates the rod side chamber and the piston side chamber. Further, the cylinder device controls the pressure in the cylinder by the electromagnetic pressure relief valve, and can adjust the level of the force to be generated, and exerts the control force most suitable for controlling the vibration of the vehicle body of the railway vehicle, thereby effectively suppressing the vibration of the vehicle body. . In the case where a strong earthquake occurs while the railway vehicle is traveling, there is a possibility that the vehicle body is deviated due to the large shaking of the vehicle body. Therefore, in such a case, it is desirable to prevent the decoupling by preventing the cylinder device from exhibiting a high damping force. Further, when an earthquake occurs, there is a case where power supply cannot be received. Therefore, it is desirable to provide a buffer having a high damping force in a situation corresponding to a control failure. Therefore, in the conventional cylinder device, the damper passage is constituted by the normal passage and the emergency passage in parallel with the normal passage, and the variable pressure relief valve is provided in the normal passage and is connected in series with the variable pressure relief valve to be non-energized. The normally closed type on-off valve that is closed at the time, and a passive valve and a normally open type on-off valve that is disposed in series with the passive valve and that is opened when the power is not energized is provided in the middle of the emergency passage. In this way, when the control fails, the emergency passage is effective, and the high damping force can be reliably exerted by the passive valve, and the vibration of the vehicle body can be suppressed. Therefore, even if an earthquake occurs during the traveling of the railway vehicle, the vehicle body can be quickly vibrated. Reduced, can effectively suppress derailment.
如此，在以往的壓缸裝置，雖當發生地震時即使無法接受到電力供給，也能使高阻尼力發揮而抑制車體的振動，但，因此除了設置緊急時通路以外，還需要設置常閉型與常開型的兩個開閉閥和被動閥。 因此，造成壓缸裝置的零件數量增加，並且也需要兩個電磁式開閉閥，不僅造成成本變高而壓缸裝置變得昂貴，並且裝置全體也大型化。 因此，本發明的課題係在於提供可有效地防止地震時的脫軌，並且廉價、小型之壓缸裝置。 本發明的壓缸裝置的結構係在阻尼通路，具備洩壓閥和若流量增加則使流路面積縮小之常開型阻尼閥，前述阻尼通路是將在壓缸內以活塞所區劃的桿側室連通於槽。As described above, in the conventional cylinder device, even if the power supply is not received, the high damping force can be exerted to suppress the vibration of the vehicle body. However, in addition to the emergency passage, the normal closing is required. Two normally open and closed valves and passive valves. Therefore, the number of parts of the cylinder device is increased, and two electromagnetic on-off valves are required, which not only causes the cost to become high, but also the cylinder device becomes expensive, and the entire device is also enlarged. Therefore, an object of the present invention is to provide an inexpensive and compact cylinder device that can effectively prevent derailment during an earthquake. The structure of the cylinder device of the present invention is a damper passage, and includes a pressure relief valve and a normally open type damper valve that reduces the flow path area if the flow rate is increased, and the damper passage is a rod side chamber that is partitioned by a piston in the pressure cylinder. Connected to the slot.
以下，依據圖面所示的實施形態，說明本發明。第一實施形態之壓缸裝置C1及第二實施形態之壓缸裝置C2，被賦予相同的圖號之構件、零件係具備相同的結構。因此，為了避免重複說明，在第一實施形態之壓缸裝置C1的說明中詳細說明，在第二實施形態之壓缸裝置C2的說明中則省略詳細說明。 ＜第一實施形態＞ 第一實施形態之壓缸裝置C1的結構，基本上是如圖1所示，具備有：壓缸2、可自由滑動地***於壓缸2內的活塞3、***於壓缸2內且連結於活塞3的桿4、在壓缸2內以活塞3區劃之桿側室5與活塞側室6、槽7、將桿側室5與槽7連通的阻尼通路8及設在阻尼通路8的途中之洩壓閥RV和阻尼閥V，構成作為所謂單桿型壓缸裝置。 又，對前述桿側室5與活塞側室6填充作動油等的液體，並且對槽7填充除了液體外還填充氣體。再者，槽7內，不需要特別將氣體壓縮後進行充填而作成加壓狀態。 以下，針對壓缸裝置C1的各部詳細地說明。壓缸2為筒狀，其在圖1中的右端是被蓋13所封閉，其在圖1中的左端，安裝有環狀的桿導引件14。又，在前述桿導引件14內，可自由移動地***於壓缸2內的桿4可自由滑動地***。此桿4係連結於將一端朝壓缸2外突出且將壓缸2內的另一端可自由滑動地***於壓缸2內的活塞3。 雖未圖示，壓缸裝置C1係桿4連結於鐵路車輛的台車與車體中的一方，壓缸2連結於台車與車體中的另一方，***裝設於台車與車體之間。因壓缸裝置C1設定為單桿型，所以，比起雙桿型的壓缸裝置，容易確保行程長度，使得壓缸裝置C1的全長變短，使朝鐵路車輛的搭載性提升。 再者，桿導引件14的外周與壓缸2之間係藉由未圖示的密封構件所密封，藉此，壓缸2被維持成密閉狀態。又，於在壓缸2內以活塞3區劃的桿側室5與活塞側室6，如前述般，填充有作為液體之作動油。 又，在此壓缸裝置C1的情況，將桿4的剖面積設為活塞3的剖面積的二分之一，使得活塞3的桿側室5側之受壓面積形成為活塞側室6側的受壓面積之二分之一。因此，在壓缸裝置C1伸長時與收縮時，從壓缸2內透過阻尼通路8朝槽7排出之流量變成相等。 又，在桿4的圖1左端與封閉壓缸2的右端之蓋13，具備有未圖示的安裝部，可將此壓缸裝置C1***裝設於鐵路車輛之車體與台車之間。 又，在本例的壓缸裝置C1，桿側室5與活塞側室6藉由第一通路9連通，在此第一通路9的途中，設有第一開閉閥10。此第一通路9係在壓缸2外將桿側室5與活塞側室6連通，但，亦可設在活塞3。 第一開閉閥10係為電磁開閉閥，具備有將桿側室5與活塞側室6連通的連通狀態和將桿側室5與活塞側室6的連通遮斷之遮斷狀態，當通電時，將第一通絡9開放而使桿側室5與活塞側室6連通。 又，在本例的壓缸裝置C1，活塞側室6與槽7藉由第二通路11連通，在此第二通路11的途中，設有第二開閉閥12。第二開閉閥12係為電磁開閉閥，具備有將活塞側室6與槽7連通的連通位置和將活塞側室6與槽7的連通遮斷之遮斷位置，當通電時，將第二通路11開放而使活塞側室6與槽7連通。 又，如圖1所示，本例的壓缸裝置C1係具備有僅容許從活塞側室6朝桿側室5之流動的整流通路30。再者，整流通路30亦可設在活塞3以外。且，本例的壓缸裝置C1係具備有僅容許從槽7朝活塞側室6之流動的吸入通路31。 因此，在本例的壓缸裝置C1，在第一開閉閥10及第二開閉閥12採用遮斷狀態之情況，若受到外力而伸長的話，作動油從被壓縮的桿側室5透過阻尼通路8朝槽7被壓出。又，對擴大的活塞側室6，作動油透過吸入通路31自槽7被供給。因此，在此伸長作動時，壓缸裝置C1係對以洩壓閥RV及阻尼閥V通過阻尼通路8的作動油之流動賦予阻抗，使桿側室5內的壓力上升而發揮抗衡伸長的阻尼力。再者，在此情況，通過阻尼通路8之作動油的流量係將活塞3的剖面積減去桿4的剖面積後之值乘上活塞3的移動量後之量。 相反地，在第一開閉閥10及第二開閉閥12採用遮斷位置之情況，若受到外力而壓缸裝置C1收縮的話，作動油經由整流通路30從被壓縮的活塞側室6朝桿側室5移動。又，在壓缸裝置C1收縮時，由於桿4侵入到壓缸2內，故，桿4侵入到壓缸2內的體積量之作動油在壓缸2變得過剩而透過阻尼通路8朝槽7排出。在此收縮作動時，壓缸裝置C1係對以洩壓閥RV及阻尼閥V通過阻尼通路8的作動油之流動賦予阻抗，使壓缸2內的壓力上升而發揮抗衡伸長的阻尼力。再者，在此情況，通過阻尼通路8之作動油的流量係桿4的剖面積乘上活塞3的移動量後之量。在此，因將桿4的剖面積設為活塞3的剖面積之二分之一，所以，不論壓缸裝置C1伸長或收縮，活塞3的移動量相同，使得通過阻尼通路8的作動油之流量變得相等。因此，壓缸裝置C1係在收縮兩側，活塞3的移動速度相同的話，則能夠發揮相等的阻尼力。 再者，因在非通電時，第一開閉閥10、第二開閉閥12均採用遮斷狀態，所以，當無法進行電力供給之失控時，本例的壓缸裝置C1係如前述般，一定可對收縮發揮阻尼力，所以，可作為被動式阻尼器發揮功能。 又，在本例的壓缸裝置C1，在將第一開閉閥10設為連通狀態並將第二開閉閥12設為遮斷狀態的情況，桿側室5與活塞側室6經由第一通路9連通，但活塞側室6與槽7的連通被阻隔。在此狀態下，若壓缸裝置C1受到外力而收縮的話，相當於桿4侵入到壓缸2內的體積量之作用油從壓缸2朝阻尼通路8被排出，與前述同樣地，發揮抗衡收縮之阻尼力。另外，在此狀態下，若壓缸裝置C1伸長的話，作動油從桿側室5朝擴大的活塞側室6經由第一通路9移動，相當於桿4自壓缸2退出的體積量之作動油經由吸入通路31自槽7被供給至壓缸2內。因此，在此情況，因作動油不會朝阻尼通路8流動，所以，壓缸裝置C1不會發揮阻尼力。 且，在本例的壓缸裝置C1，在將第一開閉閥10設為遮斷狀態並將第二開閉閥12設為連通狀態的情況，桿側室5與活塞側室6的連通被阻隔，但活塞側室6與槽7經由第二通路11連通。在此狀態下，若壓缸裝置C1受到外力而伸長的話，伴隨桿側室5的縮小，作用油從桿側室5朝阻尼通路8被排出，與前述同樣地，發揮抗衡伸長之阻尼力。另外，在此狀態下，若壓缸裝置C1收縮的話，作動油從縮小的活塞側室6朝擴大的活塞側室6經由整流通路30移動，相當於桿4朝壓缸2侵入的體積量之作動油經由第二通路11自活塞側室6朝槽7內排出。因此，在此情況，因作動油不會朝阻尼通路8流動，所以，壓缸裝置C1不會發揮阻尼力。 如此，在此壓缸裝置C1，可作為選擇伸長與收縮中的其中一方來發揮阻尼力之單方阻尼器發揮功能。 再者，此壓缸裝置C1之情況，為了能將混入到壓缸2內的氣體從桿側室5朝槽7排出，設有氣體排除用孔口26。 接著，阻尼通路8將桿側室5與槽7連通。在阻尼通路8，設有可調節開閥壓的作為可變洩壓閥之洩壓閥RV，在此洩壓閥RV的下游亦即較阻尼通路8的洩壓閥RV更靠近槽7側設有阻尼閥V。 洩壓閥RV係如前述般，設為可變洩壓閥，具體而言，設為藉由朝螺線管的通電量可調節開閥壓之可變電磁洩壓閥。在本例，洩壓閥RV係若使朝螺線管的通電量增大的話則開閥壓變小，若使通電量縮小的話則開閥壓變大，當非通電時開閥壓設為最大。 阻尼閥V係設為若欲通過的作動油之流量增加的話則使流路面積縮小之常開型阻尼閥。具體而言，阻尼閥V係如圖2所示，具備有：設在阻尼通路8的途中，具有與桿側室5和槽7相連通的閥孔20a之殼體20；可朝軸方向移動地被收容於閥孔20a內的閥體21；被收容並固定於閥孔20a內的彈簧接受部22；及***裝設於閥體21與彈簧接收部22之間，將閥體21彈推之彈簧23。 殼體20係具有形成閥孔20a的中空部，在內周，自圖2右方起具備有：中徑部20b、較中徑部20b小的小徑部20c以及較小徑部20c和中徑部20b大之大徑部20d。又，殼體20係具備有：藉由小徑部20c與大徑部20d之間的階差所形成之環狀閥座20e；自外側開口而與中徑部20b相通之通路20f；以及自大徑部20d朝外側開口之通路20g。又，閥孔20a的中徑部20b側透過通路20f及阻尼通路8連通至桿側室5，閥孔20a的大徑部20d側透過通路20g及阻尼通路8連通至槽7。 閥體21係具備有：可自由滑動地***於小徑部20c內的滑動軸部21a；與滑動軸部21a相連，並對閥座20e就位、離位且較滑動軸部21a的外徑更大徑、較大徑部20d的內徑更小徑之凸緣部21b；及與凸緣部21b的後端相連之後方軸部21c。 又，閥體21係具備有：從後方軸部21c的後端亦即圖2中的左側開口而朝軸方向延伸之軸方向孔21d；自凸緣部21b的側部開口而朝徑方向延伸，且與軸方向孔21d相通而開口於凸緣部21b的相反側之側部的徑方向孔21e；從滑動軸部21a的前端沿著軸方向開口，並與軸方向孔21d相通之作為第二阻尼閥通路之軸方向孔口O1；從滑動軸部21a的側部開口並朝徑方向延伸，與軸方向孔21d相連通之複數個作為第一阻尼閥通路的徑方向孔口O2。 又，閥體21係在將滑動軸部21a的外周可自由滑動地***於小徑部20c的內周之狀態下被收容於殼體20的閥孔20a內，容許在閥孔20a內朝軸方向移動。 彈簧接受部22係從閥孔20a內且較閥體21更靠近成為圖2中左側之後方進行螺裝而將閥孔20a的圖2中左端予以封閉，彈簧23在壓縮狀態下***裝設於彈簧接受部22與閥體21之間。彈簧接受部22係具備有：螺合於設在殼體20的閥孔20a之大徑部20d的圓柱狀彈簧接受部本體22a；及從彈簧接受部本體22a朝閥體21側延伸，用來限制閥體21的後退量之作為止擋器的止擋部22b。彈簧23係為線圈彈簧，配置於止擋部22b及後方軸部21c的外周，並且***裝設於彈簧接受部22的彈簧接受部本體22a與閥體21c的凸緣部21b之間，藉由止擋部22b與後方軸部21c限制徑方向的移動。藉此，當彈簧23被壓縮時，限制彈簧23的主體彎曲。又，彈簧23的一端抵接在閥體21的凸緣部21b的閥座側相反側端，閥體21的凸緣部21b作為彈簧接收部發揮功能。 閥體21係藉由彈簧23彈推，在流動於中徑部20b的流量少之狀態下，凸緣部21b就位於閥座20e。在此狀態下，分別設定滑動軸部21a與小徑部20c的軸方向長度，使得滑動軸部21a的前端側是較小徑部20c更朝圖2中右側突出而在徑方向上與中徑部20b相對向，徑方向孔口O2是面對中徑部20b而被小徑部20c所封閉。亦即，在凸緣部21b就位於閥座20e的狀態下，軸方向孔口O1與徑方向孔口O2未被封閉，因此，該等孔口O1、O2係有效，藉由兩孔口容許桿側室5與槽7的連通。 另一方面，若閥體21對殼體20朝圖2中左側後退，亦即，閥體21朝凸緣部21b自閥座20e分離的方向移動，使徑方向孔口O2與小徑部20c的內周相對向的話，則開始封閉徑方向孔口O2。又，若閥體21的後退量增加的話，徑方向孔口O2被小徑部20c的內周封閉之面積增加，徑方向孔口O2的有效流路面積減少，徑方向孔口O2的開口全體與小徑部20c的內周完全相對向的話，則徑方向孔口O2封閉。若徑方向孔口O2被封閉的話，則僅軸方向孔口O1變得有效，阻尼閥V的流路面積被限制成軸方向孔口O1的面積。 閥孔20a係中徑部20b透過通路20f而與桿側室5相連通，經由開口於大徑部20d的通路20g而與槽7相連通，在閥體21，以滑動軸部21a的剖面積作為受壓面積，被作用有洩壓閥RV的下游之壓力。因此，閥體21係若通過的流量增加而壓力損失變高的話，則克服彈簧23的彈推力，在殼體20內朝圖2中左側後退。因閥體21的後退量是與作用於滑動軸部21a的壓力之大小呈比例，所以，若壓力變大的話則後退量變大，使得徑方向孔口O2逐漸被封閉。閥體21係若後退了某種程度的話，會抵接於彈簧接受部22的止擋部22b，進一步的後退被限制，因此，滑動軸部21a不會自小徑部20c脫離。如此，阻尼閥V係被設定為常開型，若通過的作動油之流量增加而壓力損失變高的話，則縮小流路面積。又，在本例，徑方向孔口O2係構成使流路面積減少的第一阻尼閥通路，又不受閥體21的後退狀況影響，始終朝中徑部20b開口而可有效地發揮功能的軸方向孔口O1係構成第二阻尼閥通路。 如此所構成的壓缸裝置C1之阻尼力特性，在活塞速度處於低速度區域之情況，如圖3中的線a所示，呈現孔口26的平方特性，若活塞速度上升使洩壓閥RV開閥的話，則如圖3中的線b所示，呈現伴隨流量增加之倍率重疊於洩壓閥RV的開閥壓之洩壓閥RV特性。且，若活塞速度上升而到達高速區域的話，則伴隨流量增加，阻尼閥V的徑方向孔口O2之流路面積減少，因此，壓缸裝置C1的阻尼力特性係如圖3中的線c所示，阻尼係速度逐漸變大之特性。且，若活塞速度上升而阻尼閥V的流路面積成為最小流路面積亦即軸方向孔口O1的流路面積的話，則壓缸裝置C1的阻尼力特性係對於之後的活塞速度之上升，如圖3中的線d所示，阻尼力變大之特性。再者，若調節洩壓閥RV的開閥壓的話，則在阻尼閥V不會減少流路面積之範圍，能夠調節壓缸裝置C1的阻尼力之高低。 再者，在本例的阻尼閥V，若閥體21抵接於止擋部22b的話，則閥體21對殼體20之後退被限制，止擋部22b係在彈簧23再壓縮以前使閥體21停止。因此，即使閥體21最大限度後退，彈簧23的線材彼此也不會密接，故，軸方向的過大之荷重不會作用於彈簧23，能夠保護彈簧23。 如此所構成的壓缸裝置C1係在將第一開閉閥10及第二開閉閥12設為遮斷狀態之情況，若藉由外力收縮的話，作動油經由洩壓閥RV及阻尼閥V自壓缸2內朝槽7排出。又，若將朝洩壓閥RV供給的供電量進行調節後再調節開閥壓的話，能夠調節壓缸裝置C1所產生的阻尼力。 又，在將第一開閉閥10設為連通狀態、將第二開閉閥12設為遮斷狀態的情況及將第一開閉閥10設為遮斷狀態、將第二開閉閥12設為連通狀態之情況，如前述般，形成僅對伸長或收縮的其中一方，壓缸裝置C1發揮阻尼力之模式。因此，例如選擇此模式的話，在使阻尼力發揮的方向為因鐵路車輛的台車之振動對車體加振之方向的情況，能夠將壓缸裝置C1作成單方阻尼器，使阻尼力不會對這種方向輸出。因此，在此壓缸裝置C1，能夠容易實現依據卡納普（Karnopp）的天鉤（sky-hook）理論之半主動控制，故，可使壓缸裝置C1作為天鉤式半主動阻尼器發揮功能。 接著，當在鐵路車輛行進中發生大地震等，造成電力供給中斷之控制失敗時，第一開閉閥10及第二開閉閥12採用遮斷位置，如前述般，壓缸裝置C1作為被動阻尼器發揮功能。在此狀態下，若壓缸裝置C1收縮的話，作動油一定從壓缸2內被排出，被排出的作動油通過洩壓閥RV與阻尼閥V流入到槽7。因此，即使在此控制失敗時，洩壓閥RV與阻尼閥V也會對作動油的流動賦予阻抗，壓缸裝置C1發揮阻尼力，但，若因大地震，造成台車激烈振動，與車體的相對速度變快的話，壓缸裝置C1的伸縮速度亦即活塞速度也變快。在壓缸裝置C1以高速進行伸縮之情況，通過阻尼閥V的作動油之流量變多，藉此，阻尼閥V使流路面積減少，故，壓缸裝置C1所發揮的阻尼力較平常時變大。 亦即，由於阻尼閥V使流路面積減少，故，比起僅以洩壓閥RV發揮阻尼力，壓缸裝置C1可如圖3中的線c、d所示，發揮高阻尼力。如以上所述，在本發明的壓缸裝置C1，即使車體呈現較大的振動，也能發揮高阻尼力使車體振動減低，即使在鐵路車輛行進中發生地震，也能夠迅速地減低車體振動，能有效地抑制脫軌。 又，在本發明的壓缸裝置C1，不需要如以往的壓缸裝置設置緊急時通路、常閉型與常開型的兩個開閉閥及被動閥，僅在阻尼通路8設置阻尼閥V，即可防止地震時的脫軌。因此，若依據本發明的壓缸裝置C1，可有效地防止地震時的脫軌，較廉價的壓缸裝置C1即可達成，比起以往的壓缸裝置，壓缸裝置C1能夠小型化。 再者，作為阻尼閥V使流路面積開始減少之活塞速度，例如可設定為20cm/s，考量在平常時阻尼閥V不會使流路減少。於是，在一般使用區域，阻尼閥V使流路減少而壓缸裝置C1發揮高阻尼力，能夠防止平常時之鐵路車輛的搭乘舒適感惡化。阻尼閥V使流路面積開始減少之活塞速度亦可設成為前述數值以外的值。 又，在本例的壓缸裝置C1，具備有：設在將桿側室5與活塞側室6連通的第一通路9之途中的第一開閉閥10；設在將活塞側室6與槽7連通的第二通路11的途中之第二開閉閥12；僅容許從活塞側室6朝桿側室5的流動之整流通路30；及僅容許從槽7朝活塞側室6之流動的吸入通路31。因此，在本例的壓缸裝置C1，能夠容易實現依據卡納普（Karnopp）的天鉤（sky-hook）理論之半主動控制，可使壓缸裝置C1作為天鉤式半主動阻尼器發揮功能。再者，亦可將整流通路30整合成第一開閉閥10的遮斷狀態，將吸入通路31整合成第二開閉閥12的遮斷狀態。又，在從壓缸裝置C1的結構廢除第一通路9、第一開閉閥10、第二通路11及第二開閉閥12之情況，壓缸裝置C1作為被動阻尼器發揮功能。因此，在不需要使壓缸裝置C1作為天鉤式半主動阻尼器發揮功能，僅作為被動阻尼器發揮功能之情況，亦可廢除第一通路9、第一開閉閥10、第二通路11及第二開閉閥12。 再者，在本例的壓缸裝置C1，以洩壓閥RV作為可變洩壓閥，但在不將阻尼力作成可變之情況，亦能以洩壓閥RV作為開閥壓一定之洩壓閥。即使如此構成壓缸裝置C1，當地震時，阻尼閥V使流路面積減少而讓阻尼力提高，能夠防止脫軌。 又，在本例的阻尼閥V，閥體21具備有朝凸緣部21b的側部開口並連通於與徑方向孔口O2（第一阻尼閥通路）和軸方向孔口O1（第二阻尼閥通路）相連通的軸方向孔21d之徑方向孔21e。若如此構成阻尼閥V的話，則徑方向孔21e被設在不會與彈簧23相互干涉之位置，故，通過徑方向孔21e的作動油即不會通過彈簧23的線材之間。若廢除徑方向孔21e而僅設有軸方向孔21d的話，則從桿側室5朝槽7之作動油會從軸方向孔21d的後方軸部21c之後端側的開口流入到彈簧23內，通過彈簧23的線材之間而流向通路20g。於是，若因閥體21後退，使得彈簧23被壓縮而彈簧23的線材之間變窄的話，當作動油通過線材之間時，彈簧23會成為阻抗，因此，會有阻尼作用於阻尼閥V的閥體21而使得動作變慢，或變得不易微調成期待的阻尼力特性之情況。因此，若以彈簧23的內周側以外具有出口的通路，使徑方向孔口O2（第一阻尼閥通路）和軸方向孔口O1（第二阻尼閥通路）朝通路20g連通的話，則亦可解決此問題。 又，在本例，複數個徑方向孔口O2設在相同圓周上，但，亦可如圖4所示，預先將複數個徑方向孔口O2朝軸方向偏移設置，因應閥體21的後退，依次逐漸封閉徑方向孔口O2，再因應閥體21的後退，使得流路面積逐漸地減少。 且，亦可如圖5所示，即使閥體21抵接於止擋部22b，限制閥體21的後退，徑方向孔口O2也未被完全地封閉。如此，在閥體21的後退被限制之狀態下，決定阻尼閥V的最小流路面積的話，則亦可廢除軸方向孔口O1。亦即，在設有止擋器之情況，可廢除軸方向孔口O1，因此，該部分可使閥體21的加工變得容易。在此情況，徑方向孔口O2作為第一阻尼閥通路及第二阻尼閥通路發揮功能，在本例，在閥體21抵接於止擋部22b而限制了閥體21後退的狀態下，徑方向孔口O2未被封閉的部分形成為第二阻尼閥通路。亦即，即使藉由止擋部22b限制了閥體21後退，始終維持朝閥孔20a開口之徑方向孔口O2的部分形成為第二阻尼閥通路。又，即使在設有止擋器之情況，如圖2所示，若設置軸方向孔口O1而使伴隨閥體21的後退，徑方向孔口O2被完全封閉的話，則具有一定可將阻尼閥V的最小流路面積設定為軸方向孔口O1的流路面積。亦即，在僅設有徑方向孔口O2之情況，因藉由閥體21的最大後退位置的設定，決定徑方向孔口O2的最大封閉程度，所以，需要藉由彈簧接受部22的設置位置之微調，需要決定阻尼閥V的最小流路面積，因此，需要針對每個製品進行微調。又，若變更彈簧接受部22的設置位置的話，則彈簧23的壓縮長度會改變，所以，阻尼閥V的特性產生變化而變得不易微調。因此，在設有徑方向孔口O2（第一阻尼閥通路）與藉由閥體21對殼體20的移動未被封閉的軸方向孔口O1（第二阻尼閥通路）之阻尼閥V，具有以下的優點，亦即，壓缸裝置C1的阻尼力特性之微調變得容易進行，即使改變彈簧23的壓縮長度，也不會對最小流路面積造成影響。 再者，止擋部22b係設在彈簧接受部22，但，亦可與彈簧接受部22個別地安裝於殼體20，例如，預先在殼體20的內周設置作為止擋器之C型環、朝閥孔20a內突出的銷等，當閥體21後退時，使止擋器抵接於凸緣部21b而限制閥體21的後退。 又，若將彈推閥體21的彈簧23之彈簧常數設成較小的話，當藉由洩壓閥RV的下游的壓力使閥體21後退之力超過賦予彈簧23的初期荷重時，閥體21可迅速地移動而將徑方向孔口O2（第一阻尼閥通路）封閉，因此，能夠迅速地移行成可輸出對應地震時的高阻尼力之阻尼力特性。相反地，若增大彈簧常數的話，則閥體21的移動變得平緩，所以，能夠緩和阻尼力特性的急速變化而能夠防止鐵路車輛之搭乘舒適感惡化。 ＜第二實施形態＞ 第二實施形態之壓缸裝置C2係如圖6所示，在第一實施形態的壓缸裝置C1之結構上，還設有朝桿側室5供給作動油之泵浦P的裝置。具體而言，設置將槽7與桿側室5連通之供給通路16，在此供給通路16設有：將作動油自槽7吸起並朝桿側室5吐出之泵浦P；及在泵浦P的吐出側，阻止從桿側室5朝向槽7的作動油之流動的逆止閥17。 泵浦P係藉由馬達15所驅動，為僅對一方向吐出液體之泵浦，其吐出口是藉由供給通路16朝桿側室5連通，而吸入口是與槽7相連通。因此，泵浦P係若被馬達15驅動的話，則自槽7吸入作動油後朝桿側室5供給作動油。 如前述般，泵浦P係僅以朝一方向吐出作動油，未進行旋轉方向的切換動作，所以，完全不會有進行旋轉切換時吐出量改變之問題，能夠使用廉價的齒輪泵。且，因泵浦P的旋轉方向始終為相同方向，所以，即使對用來驅動泵浦P的驅動源之馬達15，也未被要求對旋轉切換高之應答性，該部分使得馬達15亦可採用廉價的馬達。再者，逆止閥17係為了當壓缸裝置C2受到外力而被強制地伸縮時，阻止作動油朝泵浦P側逆流而設置。 接著，在要使如前述般所構成的壓缸裝置C2發揮期望的伸長方向之推力的情況，一邊使馬達15旋轉，從泵浦P朝壓缸2內供給作動油，一邊將第一開閉閥10設為連通狀態、將第二開閉閥12設為遮斷狀態。於是，桿側室5與活塞側室6處於連通狀態，對兩者自泵浦P供給作動油，活塞3朝圖6中的左側被推壓，使得壓缸裝置C2發揮伸長方向的推力。若將桿側室5內及活塞側室6內的壓力超過洩壓閥RV的開閥壓的話，則洩壓閥RV開閥，使作動油經由阻尼通路8迴避至槽7。因此，桿側室5內及活塞側室6內的壓力被控制成以賦予洩壓閥RV的電流量所決定之洩壓閥RV的開閥壓。又，壓缸裝置C2係發揮以下的值之伸長方向的推力，亦即，該值為對活塞3之活塞側室6側與桿側室5側的受壓面積差乘上藉由洩壓閥RV所控制的桿側室5內及活塞側室6內的壓力後之值。 相對於此，在要使壓缸裝置C2發揮期望的收縮方向之推力的情況，一邊使馬達15旋轉，從泵浦P朝桿側室5內供給作動油，一邊將第一開閉閥10設為遮斷狀態、將第二開閉閥12設為連通狀態。於是，活塞側室6與槽7處於連通狀態，並且對桿側室5，自泵浦P供給作動油，因此，活塞3朝圖6中的右側被推壓，使得壓缸裝置C2發揮收縮的推力。又，與前述同樣地，藉由調節賦予洩壓閥RV的電流量，使得壓缸裝置C2發揮活塞3之桿側室5側的受壓面積與藉由洩壓閥RV所控制的桿側室5內的壓力相乘之收縮方向的推力。 如此，第二實施形態之壓缸裝置C2可作為致動器發揮功能。又，在此壓缸裝置C2，如第一實施形態之壓缸裝置C1的說明所能理解一樣，亦可僅藉由第一開閉閥10與第二開閉閥12的開閉，作為阻尼器發揮功能。亦即，即使在藉由馬達15驅動泵浦P之狀況，當壓缸裝置C2被外力強制地伸縮時，不論是作為天鉤式半主動阻尼器，還是被動式阻尼器均可發揮功能，藉由洩壓閥RV的開閥壓的調節，亦可調節阻尼力。如此，壓缸裝置C2，不僅可作為致動器發揮功能，亦可不受馬達15的驅動狀況之影響，僅藉由第一開閉閥10與第二開閉閥12的開閉作為阻尼器發揮功能。又，在壓缸裝置C2用來發揮推力或阻尼力的方向係僅以第一開閉閥10與第二開閉閥12的開閉來控制，在欲發揮推力與欲發揮阻尼力之方向為相同方向之情況，第一開閉閥10與第二開閉閥12的開閉狀態為一致。因此，在壓缸裝置C2，可不伴隨泵浦P的停止與驅動的切換、繁雜且急遽的第一開閉閥10與第二開閉閥12的切換動作等，進行致動器與天鉤式半主動阻尼器的狀態之切換。因此，壓缸裝置C2係可成為反應性與可靠性高之系統。 又，壓缸裝置C2之來自於泵浦P的作動油供給及藉由伸縮作動之作動油的流動係依序通過桿側室5、活塞側室6，最終朝槽7回流。因此，即使氣體混入到桿側室5或活塞側室6，藉由壓缸裝置C2的伸縮作動可自立地朝槽7排出，因此，可阻止推力產生之反應性惡化。 因此，在製造壓缸裝置C2時，不需要被強迫在麻煩的油中進行組裝、在真空環境下進行組裝等，也不需要進行作動油的高脫氣，因此，生產性提升，並且可進一步減低製造成本。且，因即使氣體混入到桿側室5或活塞側室6，氣液也能藉由壓缸裝置C2的伸縮作動可自立地朝槽7排出，所以，不需要頻繁地進行性能回復用之維修，能夠減低因保養維修所產生之勞力和成本負擔。 即使在如此所構成的壓缸裝置C2，由於具備藉由流量的增加使流路面積減少的阻尼閥V，故，比起僅藉由洩壓閥RV發揮阻尼力的結構，能夠在活塞速度處於高速區域時發揮高阻尼力。因此，在本發明的壓缸裝置C2，即使車體呈現較大的振動，也能發揮高阻尼力使車體振動減低，即使在鐵路車輛行進中發生地震，也能夠迅速地減低車體振動，能銷之作用，會有效地抑制脫軌。 又，即使在本發明的壓缸裝置C2，也不需要如以往的壓缸裝置設置緊急時通路、常閉型與常開型的兩個開閉閥及被動閥，僅在阻尼通路8設置阻尼閥V，即可防止地震時的脫軌。因此，若依據本發明的壓缸裝置C2，可有效地防止地震時的脫軌，較廉價的壓缸裝置C2即可達成，比起以往的壓缸裝置，壓缸裝置C2能夠小型化。 以上，詳細地說明了本發明的理想實施形態，但只要不超出本發明的申請專利範圍下，可進行各種改造、變形及變更。 本發明係依據在2016年8月12日向日本特許廳提出申請之日本特願2016-158558主張優先權，將此日本申請案的所有內容記載於本說明書中。Hereinafter, the present invention will be described based on the embodiments shown in the drawings. The cylinder device C1 of the first embodiment and the cylinder device C2 of the second embodiment are provided with the same configuration as members and components having the same reference numerals. Therefore, in order to avoid redundant description, the description of the cylinder device C1 of the first embodiment will be described in detail, and the detailed description of the cylinder device C2 of the second embodiment will be omitted. <First Embodiment> The configuration of the cylinder device C1 of the first embodiment is basically as shown in Fig. 1, and includes a cylinder 2, a piston 3 slidably inserted into the cylinder 2, and inserted into a rod 4 connected to the piston 3 in the cylinder 2, a rod side chamber 5 partitioned by the piston 3 in the cylinder 2, a piston side chamber 6, a groove 7, a damper passage 8 communicating the rod side chamber 5 with the groove 7, and a damping passage 8 The pressure relief valve RV and the damping valve V in the middle of the passage 8 constitute a so-called single-rod type cylinder device. Further, the rod side chamber 5 and the piston side chamber 6 are filled with a liquid such as a moving oil, and the tank 7 is filled with a gas in addition to the liquid. Further, in the tank 7, it is not necessary to specifically compress the gas and then fill it to be pressurized. Hereinafter, each part of the cylinder device C1 will be described in detail. The cylinder 2 is cylindrical, and its right end in Fig. 1 is closed by a cover 13, which is attached at its left end to an annular rod guide 14. Further, in the rod guide 14, the rod 4 that is movably inserted into the cylinder 2 is slidably inserted. The rod 4 is coupled to a piston 3 that protrudes from one end toward the outside of the cylinder 2 and slidably inserts the other end of the cylinder 2 into the cylinder 2. Although not shown, the cylinder device C1 is connected to one of the bogie and the vehicle body of the railway vehicle, and the cylinder 2 is coupled to the other of the bogie and the vehicle body, and is inserted and installed between the bogie and the vehicle body. Since the cylinder device C1 is set to a single-rod type, it is easier to ensure the stroke length than the double-rod type cylinder device, and the total length of the cylinder device C1 is shortened, so that the mountability to the railway vehicle is improved. Further, the outer circumference of the rod guide 14 and the cylinder 2 are sealed by a sealing member (not shown), whereby the cylinder 2 is maintained in a sealed state. Further, the rod side chamber 5 and the piston side chamber 6 which are partitioned by the piston 3 in the cylinder 2 are filled with a working oil as a liquid as described above. Further, in the case of the cylinder device C1, the cross-sectional area of the rod 4 is set to be one-half of the sectional area of the piston 3, so that the pressure-receiving area of the rod-side chamber 5 side of the piston 3 is formed as the piston side chamber 6 side. One-half of the pressure area. Therefore, when the cylinder device C1 is extended and contracted, the flow rate from the inside of the cylinder 2 through the damper passage 8 to the groove 7 becomes equal. Further, the cover 13 at the left end of the rod 4 and the right end of the closing cylinder 2 is provided with a mounting portion (not shown), and the cylinder device C1 can be inserted between the vehicle body and the trolley mounted on the railway vehicle. Further, in the cylinder device C1 of the present embodiment, the rod side chamber 5 and the piston side chamber 6 are communicated by the first passage 9, and the first opening and closing valve 10 is provided in the middle of the first passage 9. The first passage 9 communicates the rod side chamber 5 with the piston side chamber 6 outside the cylinder 2, but may be provided to the piston 3. The first opening and closing valve 10 is an electromagnetic opening and closing valve, and is provided with a communication state in which the rod side chamber 5 and the piston side chamber 6 are in communication, and a blocking state in which the communication between the rod side chamber 5 and the piston side chamber 6 is blocked, and when energized, the first The ventilator 9 is open to allow the rod side chamber 5 to communicate with the piston side chamber 6. Further, in the cylinder device C1 of the present embodiment, the piston side chamber 6 and the groove 7 communicate with each other via the second passage 11, and the second opening and closing valve 12 is provided in the middle of the second passage 11. The second on-off valve 12 is an electromagnetic on-off valve, and includes a communication position that communicates the piston side chamber 6 with the groove 7, and a blocking position that blocks communication between the piston side chamber 6 and the groove 7. When the current is turned on, the second passage 11 is provided. The piston side chamber 6 is open to communicate with the groove 7. Moreover, as shown in FIG. 1, the cylinder apparatus C1 of this example is equipped with the rectification passage 30 which only allows the flow from the piston side chamber 6 to the rod side chamber 5. Further, the rectification passage 30 may be provided outside the piston 3. Further, the cylinder device C1 of the present example is provided with a suction passage 31 that allows only the flow from the groove 7 to the piston side chamber 6. Therefore, in the cylinder device C1 of the present embodiment, when the first opening/closing valve 10 and the second opening/closing valve 12 are in the blocking state, the operating oil is transmitted from the compressed rod side chamber 5 through the damper passage 8 when the external force is extended. The groove 7 is pressed out. Further, in the enlarged piston side chamber 6, the engine oil is supplied from the tank 7 through the suction passage 31. Therefore, at this time of the expansion operation, the cylinder device C1 imparts an impedance to the flow of the hydraulic oil that has passed through the damper passage 8 by the pressure relief valve RV and the damper valve V, and increases the pressure in the rod side chamber 5 to exert a damping force against the elongation. . Further, in this case, the flow rate of the hydraulic oil passing through the damper passage 8 is the amount obtained by subtracting the sectional area of the rod 3 from the sectional area of the rod 4 by the amount of movement of the piston 3. On the other hand, when the first opening and closing valve 10 and the second opening and closing valve 12 are in the blocking position, if the cylinder C1 is contracted by the external force, the operating oil passes from the compressed piston side chamber 6 toward the rod side chamber 5 via the rectifying passage 30. mobile. Further, when the cylinder device C1 is contracted, since the rod 4 intrudes into the cylinder 2, the amount of the oil that the rod 4 intrudes into the cylinder 2 becomes excessive in the cylinder 2 and passes through the damper passage 8 toward the groove. 7 discharge. At the time of this contraction operation, the cylinder device C1 applies an impedance to the flow of the hydraulic oil that has passed through the damper passage 8 by the pressure relief valve RV and the damper valve V, and increases the pressure in the cylinder 2 to exert a damping force against the elongation. Further, in this case, the cross-sectional area of the flow rate tie rod 4 of the hydraulic oil passing through the damper passage 8 is multiplied by the amount of movement of the piston 3. Here, since the sectional area of the rod 4 is set to be one-half of the sectional area of the piston 3, the amount of movement of the piston 3 is the same regardless of the expansion or contraction of the cylinder device C1, so that the oil passing through the damper passage 8 is operated. The traffic becomes equal. Therefore, the cylinder device C1 is on both sides of the contraction, and when the moving speed of the piston 3 is the same, an equal damping force can be exerted. In addition, since the first on-off valve 10 and the second on-off valve 12 are in an off state during non-energization, when the power supply is out of control, the cylinder device C1 of the present embodiment is constant as described above. It can exert a damping force on the contraction, so it can function as a passive damper. Further, in the cylinder device C1 of the present embodiment, when the first opening and closing valve 10 is in the communication state and the second opening and closing valve 12 is in the blocking state, the rod side chamber 5 and the piston side chamber 6 are connected via the first passage 9. However, the communication between the piston side chamber 6 and the groove 7 is blocked. In this state, when the cylinder device C1 is contracted by an external force, the amount of the working oil corresponding to the volume of the rod 4 that has entered the cylinder 2 is discharged from the cylinder 2 to the damper passage 8, and the same as described above. The damping force of the contraction. Further, in this state, when the cylinder device C1 is extended, the hydraulic oil is moved from the rod side chamber 5 toward the enlarged piston side chamber 6 via the first passage 9, and the amount of the oil corresponding to the volume of the rod 4 being withdrawn from the cylinder 2 is passed through The suction passage 31 is supplied from the tank 7 into the cylinder 2. Therefore, in this case, since the hydraulic oil does not flow toward the damper passage 8, the cylinder device C1 does not exert the damping force. In the cylinder device C1 of the present embodiment, when the first opening and closing valve 10 is in the blocking state and the second opening and closing valve 12 is in the communication state, the communication between the rod side chamber 5 and the piston side chamber 6 is blocked, but The piston side chamber 6 communicates with the groove 7 via the second passage 11. In this state, when the cylinder device C1 is extended by the external force, the working oil is discharged from the rod side chamber 5 toward the damper passage 8 in accordance with the reduction of the rod side chamber 5, and the damping force against the elongation is exhibited in the same manner as described above. Further, in this state, when the cylinder device C1 is contracted, the hydraulic oil moves from the reduced piston side chamber 6 toward the enlarged piston side chamber 6 via the rectification passage 30, and corresponds to the volume of the rod 4 invading the cylinder 2 It is discharged from the piston side chamber 6 into the groove 7 via the second passage 11. Therefore, in this case, since the hydraulic oil does not flow toward the damper passage 8, the cylinder device C1 does not exert the damping force. As described above, the cylinder device C1 can function as a single damper that selects one of elongation and contraction to exert a damping force. Further, in the case of the cylinder device C1, in order to discharge the gas mixed in the cylinder 2 from the rod side chamber 5 toward the tank 7, a gas discharge orifice 26 is provided. Next, the damper passage 8 communicates the rod side chamber 5 with the groove 7. The damper passage 8 is provided with a pressure relief valve RV as a variable pressure relief valve that can adjust the valve opening pressure, and the pressure relief valve RV downstream of the pressure relief valve RV is disposed closer to the groove 7 than the pressure relief valve RV of the damper passage 8 There is a damping valve V. The pressure relief valve RV is a variable pressure relief valve as described above, and specifically, a variable electromagnetic pressure relief valve that can adjust the valve opening pressure by the amount of energization of the solenoid. In this example, when the pressure relief valve RV is configured to increase the amount of energization to the solenoid, the valve opening pressure is reduced, and when the amount of energization is reduced, the valve opening pressure is increased, and when the amount of energization is reduced, the valve opening pressure is set to be maximum. The damper valve V is a normally open type damper valve that reduces the flow path area if the flow rate of the operating oil to be passed increases. Specifically, as shown in FIG. 2, the damper valve V is provided with a casing 20 provided in the valve hole 20a that communicates with the rod side chamber 5 and the groove 7 in the middle of the damper passage 8, and is movable in the axial direction. a valve body 21 housed in the valve hole 20a; a spring receiving portion 22 housed and fixed in the valve hole 20a; and inserted and mounted between the valve body 21 and the spring receiving portion 22 to push the valve body 21 Spring 23. The casing 20 has a hollow portion in which the valve hole 20a is formed, and the inner circumference includes a small diameter portion 20c and a small diameter portion 20c which are smaller than the intermediate diameter portion 20b from the right side of FIG. The large diameter portion 20d of the large diameter portion 20b. Further, the casing 20 includes an annular valve seat 20e formed by a step between the small-diameter portion 20c and the large-diameter portion 20d, and a passage 20f that communicates with the intermediate-diameter portion 20b from the outside; and The large diameter portion 20d has a passage 20g that opens to the outside. Further, the medium-diameter portion 20b side of the valve hole 20a passes through the passage 20f and the damper passage 8 to the rod-side chamber 5, and the large-diameter portion 20d-side passage 20g of the valve hole 20a and the damper passage 8 communicate with the groove 7. The valve body 21 is provided with a sliding shaft portion 21a that is slidably inserted into the small diameter portion 20c, and is connected to the sliding shaft portion 21a, and seats the valve seat 20e, and is positioned away from the outer diameter of the sliding shaft portion 21a. The flange portion 21b having a larger diameter, a larger diameter portion 20d having a smaller inner diameter, and a square shaft portion 21c connected to the rear end of the flange portion 21b. Further, the valve body 21 is provided with an axial direction hole 21d extending in the axial direction from the rear end of the rear shaft portion 21c, that is, the left side opening in Fig. 2, and extends in the radial direction from the side portion of the flange portion 21b. a radial hole 21e that opens into the side opposite to the flange portion 21b and communicates with the axial direction hole 21d, and opens in the axial direction from the distal end of the sliding shaft portion 21a, and communicates with the axial direction hole 21d. The axial direction orifice O1 of the two damper valve passages; the plurality of radial orifices O2 that are open from the side of the sliding shaft portion 21a and extend in the radial direction, and communicate with the axial direction hole 21d as a first damper passage. In addition, the valve body 21 is housed in the valve hole 20a of the casing 20 while being slidably inserted into the inner periphery of the small-diameter portion 20c, and is allowed to face the shaft in the valve hole 20a. Move in direction. The spring receiving portion 22 is screwed from the valve hole 20a and closer to the left side in FIG. 2 than the valve body 21, and the left end of the valve hole 20a is closed in FIG. 2, and the spring 23 is inserted and mounted in a compressed state. The spring receiving portion 22 is between the valve body 21. The spring receiving portion 22 is provided with a cylindrical spring receiving portion main body 22a that is screwed to the large diameter portion 20d of the valve hole 20a of the casing 20, and extends from the spring receiving portion main body 22a toward the valve body 21 side. The stopper portion 22b serving as a stopper is limited in the amount of retreat of the valve body 21. The spring 23 is a coil spring, and is disposed on the outer circumference of the stopper portion 22b and the rear shaft portion 21c, and is inserted between the spring receiving portion main body 22a of the spring receiving portion 22 and the flange portion 21b of the valve body 21c. The stopper portion 22b and the rear shaft portion 21c restrict the movement in the radial direction. Thereby, when the spring 23 is compressed, the body of the restriction spring 23 is bent. Further, one end of the spring 23 abuts against the opposite side end of the flange portion 21b of the valve body 21 on the valve seat side, and the flange portion 21b of the valve body 21 functions as a spring receiving portion. The valve body 21 is pushed by the spring 23, and the flange portion 21b is located in the valve seat 20e in a state where the flow rate flowing through the intermediate diameter portion 20b is small. In this state, the axial lengths of the sliding shaft portion 21a and the small diameter portion 20c are set so that the front end side of the sliding shaft portion 21a is smaller than the smaller diameter portion 20c and protrudes toward the right side in FIG. 2 in the radial direction and the medium diameter. The portion 20b faces each other, and the radial direction opening O2 faces the intermediate diameter portion 20b and is closed by the small diameter portion 20c. That is, in a state where the flange portion 21b is located in the valve seat 20e, the axial direction orifice O1 and the radial direction orifice O2 are not closed, and therefore, the orifices O1, O2 are effective, and the two orifices are allowed The rod side chamber 5 is in communication with the groove 7. On the other hand, if the valve body 21 retreats toward the left side in FIG. 2, that is, the valve body 21 moves in a direction in which the flange portion 21b is separated from the valve seat 20e, and the radial direction opening O2 and the small diameter portion 20c are formed. When the inner circumference is opposite, the radial direction opening O2 is closed. In addition, when the amount of retraction of the valve body 21 is increased, the area of the radial direction opening O2 closed by the inner circumference of the small diameter portion 20c is increased, the effective flow path area of the radial direction opening O2 is decreased, and the opening of the radial direction opening O2 is completed. When the inner circumference of the small diameter portion 20c is completely opposed, the radial direction opening O2 is closed. When the radial direction orifice O2 is closed, only the axial direction orifice O1 is effective, and the flow passage area of the damping valve V is restricted to the area of the axial direction orifice O1. The valve hole 20a is a medium-diameter portion 20b that communicates with the rod-side chamber 5 through the passage 20f, and communicates with the groove 7 via a passage 20g that opens in the large-diameter portion 20d. The valve body 21 has a sectional area of the sliding shaft portion 21a. The pressure receiving area is applied to the pressure downstream of the pressure relief valve RV. Therefore, when the flow rate of the valve body 21 is increased and the pressure loss is increased, the valve body 21 is retracted toward the left side in FIG. 2 against the spring force of the spring 23. Since the amount of retreat of the valve body 21 is proportional to the magnitude of the pressure acting on the sliding shaft portion 21a, if the pressure is increased, the amount of retraction becomes large, and the radial direction opening O2 is gradually closed. When the valve body 21 is retracted to some extent, the valve body 21 abuts against the stopper portion 22b of the spring receiving portion 22, and the further retreat is restricted. Therefore, the sliding shaft portion 21a is not detached from the small diameter portion 20c. In this manner, the damper valve V is set to the normally open type, and if the flow rate of the passing hydraulic oil increases and the pressure loss increases, the flow passage area is reduced. Further, in this example, the radial direction orifice O2 constitutes a first damper passage that reduces the flow passage area, and is not affected by the retreat of the valve body 21, and is always opened toward the intermediate diameter portion 20b, thereby effectively functioning. The axial direction orifice O1 constitutes a second damping valve passage. The damping force characteristic of the cylinder device C1 thus constituted, in the case where the piston speed is in the low speed region, as shown by a line a in Fig. 3, exhibits the square characteristic of the orifice 26, and if the piston speed rises, the pressure relief valve RV When the valve is opened, as shown by a line b in Fig. 3, the pressure relief valve RV characteristic in which the valve opening pressure of the pressure relief valve RV is superimposed with the increase in the flow rate is exhibited. When the piston speed rises and reaches the high speed region, the flow path area of the radial direction orifice O2 of the damper valve V decreases as the flow rate increases. Therefore, the damping force characteristic of the cylinder device C1 is as shown by line c in FIG. As shown, the speed of the damping system gradually becomes larger. When the piston speed increases and the flow path area of the damper valve V becomes the minimum flow path area, that is, the flow path area of the axial direction orifice O1, the damping force characteristic of the cylinder device C1 is the increase in the subsequent piston speed. As shown by the line d in Fig. 3, the damping force becomes large. Further, when the valve opening pressure of the pressure relief valve RV is adjusted, the damping valve V does not reduce the range of the flow path area, and the damping force of the cylinder device C1 can be adjusted. Further, in the damper valve V of the present example, if the valve body 21 abuts against the stopper portion 22b, the valve body 21 is restricted to the housing 20, and the stopper portion 22b is closed before the spring 23 is recompressed. Body 21 stops. Therefore, even if the valve body 21 is retracted as much as possible, the wires of the spring 23 are not in close contact with each other, so that the excessive load in the axial direction does not act on the spring 23, and the spring 23 can be protected. The cylinder device C1 configured as described above is in a state in which the first opening and closing valve 10 and the second opening and closing valve 12 are in an interrupted state, and if the external force is contracted, the operating oil is self-pressurized via the pressure relief valve RV and the damping valve V. The inside of the cylinder 2 is discharged toward the tank 7. Further, if the amount of power supplied to the pressure relief valve RV is adjusted and then the valve opening pressure is adjusted, the damping force generated by the cylinder device C1 can be adjusted. In addition, when the first on-off valve 10 is in a communication state, the second on-off valve 12 is in an off state, the first on-off valve 10 is in an off state, and the second on-off valve 12 is in a connected state. In the case of the above, as described above, the one in which the cylinder device C1 exerts a damping force is formed only for one of the elongation or contraction. Therefore, for example, when the mode is selected, the direction in which the damping force is exerted is a direction in which the vibration of the trolley of the railway vehicle is oscillated in the vehicle body, so that the cylinder device C1 can be made as a single damper, so that the damping force is not correct. This direction is output. Therefore, in this cylinder device C1, semi-active control according to Karnopp's sky-hook theory can be easily realized, so that the cylinder device C1 can be used as a sky-hook semi-active damper. Features. Then, when a large earthquake or the like occurs during the traveling of the railway vehicle, and the control of the interruption of the power supply fails, the first opening and closing valve 10 and the second opening and closing valve 12 are in the blocking position. As described above, the cylinder device C1 functions as a passive damper. Play the function. In this state, if the cylinder device C1 is contracted, the hydraulic oil is always discharged from the cylinder 2, and the discharged hydraulic oil flows into the tank 7 through the pressure relief valve RV and the damper valve V. Therefore, even when the control fails, the pressure relief valve RV and the damping valve V impart an impedance to the flow of the hydraulic oil, and the cylinder device C1 exerts a damping force. However, if a large earthquake causes a severe vibration of the trolley, the vehicle body When the relative speed is increased, the expansion and contraction speed of the cylinder device C1, that is, the piston speed is also increased. When the cylinder device C1 is expanded and contracted at a high speed, the flow rate of the hydraulic oil passing through the damper valve V is increased, whereby the damper valve V reduces the flow path area, so that the damping force exerted by the cylinder device C1 is relatively normal. Become bigger. That is, since the damper valve V reduces the flow path area, the cylinder device C1 can exhibit a high damping force as shown by lines c and d in FIG. 3 as compared with the pressure relief valve RV. As described above, in the cylinder device C1 of the present invention, even if the vehicle body exhibits a large vibration, the vehicle body vibration can be reduced with high damping force, and the vehicle can be quickly reduced even if an earthquake occurs during the traveling of the railway vehicle. Body vibration can effectively suppress derailment. Further, in the cylinder device C1 of the present invention, it is not necessary to provide an emergency valve, a normally closed type, and a normally open type of two on-off valves and a passive valve as in the conventional cylinder device, and the damping valve V is provided only in the damper passage 8, It can prevent derailment during an earthquake. Therefore, according to the cylinder device C1 of the present invention, it is possible to effectively prevent derailment during an earthquake, and it is possible to achieve a relatively inexpensive cylinder device C1, and the cylinder device C1 can be downsized compared to the conventional cylinder device. Further, the piston speed at which the flow path area starts to decrease as the damper valve V can be set, for example, to 20 cm/s, and the damper valve V does not reduce the flow path when normal. Then, in the normal use area, the damper valve V reduces the flow path, and the cylinder device C1 exerts a high damping force, thereby preventing deterioration of the riding comfort of the railway vehicle in normal times. The piston speed at which the damping valve V starts to decrease the flow path area may be set to a value other than the aforementioned value. In the cylinder device C1 of the present embodiment, the first opening and closing valve 10 is provided in the middle of the first passage 9 that connects the rod side chamber 5 and the piston side chamber 6, and the piston side chamber 6 is connected to the groove 7. The second opening and closing valve 12 in the middle of the second passage 11; the rectifying passage 30 that allows only the flow from the piston side chamber 6 toward the rod side chamber 5; and the suction passage 31 that allows only the flow from the groove 7 toward the piston side chamber 6. Therefore, in the cylinder device C1 of this example, semi-active control according to Karnopp's sky-hook theory can be easily realized, and the cylinder device C1 can be used as a sky-hook semi-active damper. Features. Further, the rectifying passage 30 may be integrated into the blocking state of the first opening and closing valve 10, and the suction passage 31 may be integrated into the blocking state of the second opening and closing valve 12. Further, when the first passage 9, the first opening and closing valve 10, the second passage 11, and the second opening and closing valve 12 are abolished from the configuration of the cylinder device C1, the cylinder device C1 functions as a passive damper. Therefore, the first passage 9, the first opening and closing valve 10, and the second passage 11 can be abolished even when the cylinder device C1 does not need to function as a hook-and-loop semi-active damper and functions only as a passive damper. The second on-off valve 12 is provided. Further, in the cylinder device C1 of the present embodiment, the pressure relief valve RV is used as the variable pressure relief valve, but the pressure relief valve RV can be used as the valve opening pressure without restricting the damping force. Pressure valve. Even if the cylinder device C1 is configured as described above, the damper valve V reduces the flow path area and increases the damping force during an earthquake, thereby preventing derailment. Further, in the damper valve V of the present example, the valve body 21 is provided with a side opening toward the flange portion 21b and communicates with the radial direction orifice O2 (first damper valve passage) and the axial direction orifice O1 (second damper) The valve passage) is a radial direction hole 21e of the axial direction hole 21d that communicates with each other. When the damper valve V is configured as described above, the radial direction hole 21e is provided at a position that does not interfere with the spring 23, so that the hydraulic oil passing through the radial direction hole 21e does not pass between the wires of the spring 23. When the radial direction hole 21e is abolished and only the axial direction hole 21d is provided, the oil from the rod side chamber 5 toward the groove 7 flows into the spring 23 from the opening on the rear end side of the rear shaft portion 21c of the axial direction hole 21d. The wires of the spring 23 flow between the wires 20g. Therefore, if the spring 23 is compressed and the wire of the spring 23 is narrowed by the valve body 21 retreating, when the moving oil passes between the wires, the spring 23 becomes an impedance, and therefore, damping acts on the damper valve V. The valve body 21 makes the operation slow, or it becomes difficult to finely adjust the desired damping force characteristics. Therefore, if the radial direction orifice O2 (first damper passage) and the axial direction orifice O1 (second damper passage) are connected to the passage 20g by the passage having the outlet other than the inner peripheral side of the spring 23, This problem can be solved. Further, in this example, the plurality of radial direction orifices O2 are provided on the same circumference. However, as shown in FIG. 4, a plurality of radial direction orifices O2 may be offset in the axial direction in advance, in response to the valve body 21 After retreating, the radial direction opening O2 is gradually closed, and the flow path area is gradually reduced in response to the retreat of the valve body 21. Further, as shown in FIG. 5, even if the valve body 21 abuts against the stopper portion 22b, the valve body 21 is restricted from retreating, and the radial direction opening O2 is not completely closed. As described above, when the minimum flow path area of the damper valve V is determined in a state where the backward movement of the valve body 21 is restricted, the axial direction orifice O1 can be eliminated. That is, in the case where the stopper is provided, the axial direction orifice O1 can be eliminated, and therefore, the portion can facilitate the processing of the valve body 21. In this case, the radial direction orifice O2 functions as the first damper passage and the second damper passage. In this example, when the valve body 21 abuts against the stopper 22b and restricts the valve body 21 from retreating, The portion of the radial direction opening O2 that is not closed is formed as a second damper valve passage. That is, even if the valve body 21 is restricted from retreating by the stopper portion 22b, the portion that maintains the radial direction opening O2 opening to the valve hole 20a is always formed as the second damper valve passage. Further, even in the case where the stopper is provided, as shown in Fig. 2, if the axial direction orifice O1 is provided so that the radial direction orifice O2 is completely closed as the valve body 21 is retracted, the damping can be damped. The minimum flow path area of the valve V is set as the flow path area of the axial direction orifice O1. In other words, when only the radial direction opening O2 is provided, since the maximum closing degree of the radial direction opening O2 is determined by the setting of the maximum retracted position of the valve body 21, the setting of the spring receiving portion 22 is required. The fine adjustment of the position requires the minimum flow path area of the damping valve V to be determined, so that fine adjustment of each article is required. Further, when the installation position of the spring receiving portion 22 is changed, the compression length of the spring 23 is changed. Therefore, the characteristics of the damper valve V are changed and it is difficult to finely adjust. Therefore, the damper valve V of the axial direction orifice O1 (second damper valve passage) in which the radial direction orifice O2 (first damper valve passage) and the movement of the casing 20 by the valve body 21 are not closed is provided, There is an advantage that the fine adjustment of the damping force characteristic of the cylinder device C1 is facilitated, and even if the compression length of the spring 23 is changed, the minimum flow path area is not affected. Further, the stopper portion 22b is attached to the spring receiving portion 22, but may be separately attached to the housing 20 from the spring receiving portion 22. For example, a type C as a stopper is provided on the inner circumference of the casing 20 in advance. The ring, the pin protruding into the valve hole 20a, and the like, when the valve body 21 is retracted, causes the stopper to abut against the flange portion 21b to restrict the backward movement of the valve body 21. Further, when the spring constant of the spring 23 of the poppet valve body 21 is set to be small, when the force of the valve body 21 retreats by the pressure downstream of the pressure relief valve RV exceeds the initial load of the spring 23, the valve body Since the radial direction opening O2 (first damper valve passage) can be quickly moved, 21 can be quickly moved to a damping force characteristic capable of outputting a high damping force corresponding to an earthquake. On the other hand, when the spring constant is increased, the movement of the valve body 21 is gentle, so that the rapid change of the damping force characteristic can be alleviated, and the riding comfort of the railway vehicle can be prevented from deteriorating. <Second Embodiment> The cylinder device C2 of the second embodiment is provided with a pump P for supplying the operating oil to the rod side chamber 5 in the configuration of the cylinder device C1 of the first embodiment as shown in Fig. 6 . s installation. Specifically, a supply passage 16 that connects the groove 7 and the rod side chamber 5 is provided, and the supply passage 16 is provided with a pump P that sucks the working oil from the tank 7 and discharges it toward the rod side chamber 5; and in the pump P The discharge side of the discharge side prevents the flow of the hydraulic oil from the rod side chamber 5 toward the tank 7. The pump P is driven by the motor 15, and is a pump that discharges liquid only in one direction, and the discharge port is communicated to the rod side chamber 5 through the supply passage 16, and the suction port communicates with the groove 7. Therefore, when the pump P is driven by the motor 15, the engine oil is supplied from the tank 7 and then supplied to the rod side chamber 5. As described above, the pump P only discharges the hydraulic oil in one direction, and does not perform the switching operation in the rotational direction. Therefore, there is no problem in that the discharge amount is changed when the rotation is switched, and an inexpensive gear pump can be used. Moreover, since the rotation direction of the pump P is always in the same direction, even if the motor 15 for driving the drive source of the pump P is not required to have high responsiveness to the rotation switching, the portion 15 allows the motor 15 to Use a cheap motor. Further, the check valve 17 is provided to prevent the operating oil from flowing back toward the pump P side when the cylinder device C2 is forcibly expanded and contracted by an external force. Then, when the cylinder device C2 configured as described above is subjected to the thrust in the desired direction of elongation, the motor 15 is rotated, and the hydraulic oil is supplied from the pump P into the cylinder 2, and the first on-off valve is opened. 10 is in a connected state, and the second on-off valve 12 is in an interrupted state. Then, the rod side chamber 5 and the piston side chamber 6 are in communication with each other, and the driving oil is supplied from the pump P to both of them, and the piston 3 is pressed toward the left side in Fig. 6, so that the cylinder device C2 exerts the thrust in the extension direction. When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the pressure relief valve RV, the pressure relief valve RV is opened, and the operating oil is prevented from being escaping to the groove 7 via the damper passage 8. Therefore, the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled to the valve opening pressure of the pressure relief valve RV determined by the amount of current given to the pressure relief valve RV. Further, the cylinder device C2 exerts a thrust in the direction of elongation of the following value, that is, the value is multiplied by the pressure-receiving area difference between the piston-side chamber 6 side of the piston 3 and the rod-side chamber 5 side by the pressure relief valve RV. The value after the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled. On the other hand, when the cylinder device C2 is to be urged in the desired contraction direction, the motor 15 is rotated, and the hydraulic oil is supplied from the pump P into the rod side chamber 5, and the first opening and closing valve 10 is shielded. In the off state, the second on-off valve 12 is placed in a communication state. Then, the piston side chamber 6 and the groove 7 are in communication with each other, and the engine oil is supplied from the pump P to the rod side chamber 5, and therefore, the piston 3 is pushed toward the right side in Fig. 6, so that the cylinder device C2 exerts a contraction thrust. Further, in the same manner as described above, by adjusting the amount of current given to the pressure relief valve RV, the cylinder device C2 exerts a pressure receiving area on the rod side chamber 5 side of the piston 3 and the rod side chamber 5 controlled by the pressure relief valve RV. The pressure multiplied by the thrust in the direction of contraction. As described above, the cylinder device C2 of the second embodiment can function as an actuator. In addition, as can be understood from the description of the cylinder device C1 of the first embodiment, the cylinder device C2 can function as a damper only by opening and closing the first opening and closing valve 10 and the second opening and closing valve 12. . That is, even when the pump P is driven by the motor 15, when the cylinder device C2 is forcibly expanded and contracted by an external force, it functions as a hook-and-loop semi-active damper or a passive damper. The adjustment of the valve opening pressure of the pressure relief valve RV can also adjust the damping force. As described above, the cylinder device C2 functions not only as an actuator but also as a damper by the opening and closing of the first opening and closing valve 10 and the second opening and closing valve 12 without being affected by the driving state of the motor 15 . Further, the direction in which the cylinder device C2 is used to exert the thrust or the damping force is controlled only by the opening and closing of the first opening and closing valve 10 and the second opening and closing valve 12, and the direction in which the thrust is to be exerted is the same as the direction in which the damping force is to be exerted. In this case, the first on-off valve 10 and the second on-off valve 12 are in an open/close state. Therefore, in the cylinder device C2, the actuator and the hook-and-loop semi-active can be performed without switching between the stop and the drive of the pump P, the complicated and violent switching operation of the first on-off valve 10 and the second on-off valve 12, and the like. Switching the state of the damper. Therefore, the cylinder device C2 can be a system with high reactivity and reliability. Further, the hydraulic oil supply from the pump P of the cylinder device C2 and the flow of the hydraulic oil by the expansion and contraction are sequentially passed through the rod side chamber 5 and the piston side chamber 6, and finally flow back toward the groove 7. Therefore, even if the gas is mixed into the rod side chamber 5 or the piston side chamber 6, the expansion and contraction operation of the cylinder device C2 can be discharged to the tank 7 independently, so that the reactivity of the thrust generation can be prevented from being deteriorated. Therefore, when the cylinder device C2 is manufactured, it is not required to be forced to be assembled in troublesome oil, assembled in a vacuum environment, or the like, and high degassing of the operating oil is not required, so that productivity is improved and further Reduce manufacturing costs. Further, even if the gas is mixed into the rod side chamber 5 or the piston side chamber 6, the gas and liquid can be discharged to the tank 7 by the expansion and contraction operation of the cylinder device C2, so that it is not necessary to frequently perform maintenance for performance recovery. Reduce the labor and cost burden caused by maintenance. Even in the cylinder device C2 configured as described above, since the damper valve V having a reduced flow path area by the increase in the flow rate is provided, the piston speed can be maintained at a lower speed than the pressure relief valve RV. High damping force in high speed areas. Therefore, in the cylinder device C2 of the present invention, even if the vehicle body exhibits a large vibration, the vehicle body vibration can be reduced by exerting a high damping force, and the vehicle body vibration can be quickly reduced even if an earthquake occurs during the traveling of the railway vehicle. The role of sales can effectively suppress derailment. Further, even in the cylinder device C2 of the present invention, it is not necessary to provide an emergency valve, a normally closed type, and a normally open type of two on-off valves and a passive valve as in the conventional cylinder device, and a damping valve is provided only in the damper passage 8. V, can prevent derailment during an earthquake. Therefore, according to the cylinder device C2 of the present invention, it is possible to effectively prevent derailment during an earthquake, and it is possible to achieve a relatively inexpensive cylinder device C2, and the cylinder device C2 can be downsized compared to the conventional cylinder device. The embodiments of the present invention have been described in detail above, and various modifications, changes and modifications may be made without departing from the scope of the invention. The present invention claims priority on Japanese Patent Application No. 2016-158558, filed on Jan.
2‧‧‧壓缸2‧‧‧pressure cylinder
3‧‧‧活塞3‧‧‧Piston
4‧‧‧桿4‧‧‧ rod
5‧‧‧桿側室5‧‧‧ rod side chamber
6‧‧‧活塞側室6‧‧‧Piston side chamber
7‧‧‧槽7‧‧‧ slot
8‧‧‧阻尼通路8‧‧‧damper path
9‧‧‧第一通路9‧‧‧First Path
10‧‧‧第一開閉閥10‧‧‧First on-off valve
11‧‧‧第二通路11‧‧‧second pathway
12‧‧‧第二開閉閥12‧‧‧Second opening and closing valve
13‧‧‧蓋13‧‧‧ Cover
14‧‧‧桿導引件14‧‧‧ rod guide
15‧‧‧馬達15‧‧‧Motor
16‧‧‧供給通路16‧‧‧Supply access
20‧‧‧殼體20‧‧‧shell
20a‧‧‧閥孔20a‧‧‧ valve hole
20b‧‧‧中徑部20b‧‧‧Medium Department
20c‧‧‧小徑部20c‧‧‧Little Trails Department
20d‧‧‧大徑部20d‧‧‧Great Path Department
20e‧‧‧閥座20e‧‧‧ seat
20f‧‧‧通路20f‧‧‧ pathway
20g‧‧‧通路20g‧‧‧ pathway
21‧‧‧閥體21‧‧‧ valve body
21a‧‧‧滑動軸部21a‧‧‧Sliding shaft
21b‧‧‧凸緣部21b‧‧‧Flange
21c‧‧‧後方軸部21c‧‧‧ Rear axle
22‧‧‧彈簧接受部22‧‧‧Spring Acceptance Department
22a‧‧‧彈簧接受部本體22a‧‧‧Spring receiving body
22b‧‧‧止擋部22b‧‧‧stop
23‧‧‧彈簧23‧‧‧ Spring
26‧‧‧孔口26‧‧‧孔口
31‧‧‧吸入通路31‧‧‧Inhalation path
C1‧‧‧壓缸裝置C1‧‧‧cylinder device
O1‧‧‧軸方向孔口O1‧‧‧Axis direction orifice
O2‧‧‧徑方向孔口O2‧‧‧diameter orifice
P‧‧‧泵浦P‧‧‧ pump
RV‧‧‧洩壓閥RV‧‧‧pressure relief valve
V‧‧‧阻尼閥V‧‧‧damper valve
圖1係第一實施形態之緩衝器的電路圖。 圖2係阻尼閥的斷面圖。 圖3係顯示在第一實施形態之緩衝器的阻尼特性之圖。 圖4係阻尼閥的第一變形例之斷面圖。 圖5係阻尼閥的第二變形例之斷面圖。 圖6係第二實施形態之緩衝器的電路圖。Fig. 1 is a circuit diagram of a buffer of the first embodiment. Figure 2 is a cross-sectional view of the damper valve. Fig. 3 is a view showing the damping characteristics of the damper of the first embodiment. Figure 4 is a cross-sectional view showing a first modification of the damper valve. Fig. 5 is a cross-sectional view showing a second modification of the damper valve. Fig. 6 is a circuit diagram of a buffer of the second embodiment.
Claims (6)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2016158558A JP6283969B2 (en) | 2016-08-12 | 2016-08-12 | Cylinder device |
| JP2016-158558 | 2016-08-12 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| TW201809500A TW201809500A (en) | 2018-03-16 |
| TWI640702B true TWI640702B (en) | 2018-11-11 |
Family
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| TW106126871A TWI640702B (en) | 2016-08-12 | 2017-08-09 | Cylinder device |
Country Status (3)
| Country | Link |
|---|---|
| JP (1) | JP6283969B2 (en) |
| TW (1) | TWI640702B (en) |
| WO (1) | WO2018030212A1 (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP7022951B2 (en) * | 2018-03-01 | 2022-02-21 | 東日本旅客鉄道株式会社 | damper |
| CN112033650A (en) * | 2019-06-04 | 2020-12-04 | 上海端霖精密科技有限公司 | MTS actuator cylinder counter-force support |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TW201102536A (en) * | 2009-07-07 | 2011-01-16 | Univ Nat Formosa | Automatic adapted damping shock absorber |
| TW201241337A (en) * | 2011-04-15 | 2012-10-16 | Shang-Neng Wu | Noise-less depressurization damping device |
| JP2014198216A (en) * | 2013-03-30 | 2014-10-23 | 株式会社三洋物産 | Game machine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP5284595B2 (en) * | 2006-09-28 | 2013-09-11 | カヤバ工業株式会社 | Buffer valve structure |
| DE102008027474B4 (en) * | 2008-06-09 | 2022-12-15 | Liebherr-Aerospace Lindenberg Gmbh | Actuator and bogie control |
| JP5324502B2 (en) * | 2010-03-10 | 2013-10-23 | カヤバ工業株式会社 | Damping valve |
| JP5570852B2 (en) * | 2010-03-15 | 2014-08-13 | ピー・エス・シー株式会社 | Variable aperture device |
| JP5346324B2 (en) * | 2010-06-30 | 2013-11-20 | カヤバ工業株式会社 | Damping valve |
| JP6134182B2 (en) * | 2013-03-28 | 2017-05-24 | Ｋｙｂ株式会社 | Shock absorber |
| JP6053602B2 (en) * | 2013-04-26 | 2016-12-27 | 日立オートモティブシステムズ株式会社 | Hydraulic buffer |
| DE102014209387B3 (en) * | 2014-05-16 | 2015-09-24 | Rausch & Pausch Gmbh | hydraulic system |
| JP6368204B2 (en) * | 2014-09-19 | 2018-08-01 | Ｋｙｂ株式会社 | Railway vibration control device |
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2016
- 2016-08-12 JP JP2016158558A patent/JP6283969B2/en active Active
-
2017
- 2017-08-01 WO PCT/JP2017/027859 patent/WO2018030212A1/en active Application Filing
- 2017-08-09 TW TW106126871A patent/TWI640702B/en not_active IP Right Cessation
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| TW201102536A (en) * | 2009-07-07 | 2011-01-16 | Univ Nat Formosa | Automatic adapted damping shock absorber |
| TW201241337A (en) * | 2011-04-15 | 2012-10-16 | Shang-Neng Wu | Noise-less depressurization damping device |
| JP2014198216A (en) * | 2013-03-30 | 2014-10-23 | 株式会社三洋物産 | Game machine |
Also Published As
| Publication number | Publication date |
|---|---|
| TW201809500A (en) | 2018-03-16 |
| WO2018030212A1 (en) | 2018-02-15 |
| JP2018024378A (en) | 2018-02-15 |
| JP6283969B2 (en) | 2018-02-28 |
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| MM4A | Annulment or lapse of patent due to non-payment of fees |