WO2019035303A1 - Vibration damping device for rolling stock - Google Patents

Vibration damping device for rolling stock Download PDF

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Publication number
WO2019035303A1
WO2019035303A1 PCT/JP2018/026651 JP2018026651W WO2019035303A1 WO 2019035303 A1 WO2019035303 A1 WO 2019035303A1 JP 2018026651 W JP2018026651 W JP 2018026651W WO 2019035303 A1 WO2019035303 A1 WO 2019035303A1
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WO
WIPO (PCT)
Prior art keywords
pump
passage
valve
cylinder
damping device
Prior art date
Application number
PCT/JP2018/026651
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French (fr)
Japanese (ja)
Inventor
敦 作田
Original Assignee
Ｋｙｂ株式会社
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Filing date
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Application filed by Ｋｙｂ株式会社 filed Critical Ｋｙｂ株式会社
Publication of WO2019035303A1 publication Critical patent/WO2019035303A1/en

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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
    • 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

Definitions

  • the present invention relates to an improvement of a damping device for a railway vehicle.
  • the railway vehicle travels on the track, but vibration is input from the truck to the vehicle body during traveling due to the track deviation or the like, and the riding comfort is impaired. To reduce the vibration of the car body.
  • a vibration control device for a railway vehicle includes a cylinder, a piston slidably inserted in the cylinder, and a extendable cylinder having a rod connected to the piston Device, a pump capable of sucking in hydraulic oil from the tank and supplying it to the rod side chamber, a first on-off valve provided in the first passage connecting the rod side chamber and the piston side chamber, and a second connecting the piston side chamber and the tank A second on-off valve provided in the passage and a variable relief valve provided in the discharge passage connecting the rod side chamber and the tank are provided.
  • the thrust in the desired direction and magnitude Vibration of the vehicle body can be suppressed by causing the vibration damping device for a railway vehicle to
  • a pump is attached to the side of the cylinder device, and the tank is formed by an annular gap between the cylinder of the cylinder device and the outer cylinder.
  • the pump may be necessarily disposed above the tank because the installation space is narrow.
  • the pump When the pump is thus installed above the tank, the pump sucks the working oil from the lower tank, which may cause noise due to a suction failure.
  • the noise of the pump becomes large, the noise is transmitted to the vehicle body through the cylinder device, and the vehicle body acts as a speaker to cause the passenger to perceive the noise of the pump, causing discomfort to the passenger and impairing the quietness.
  • this invention aims at provision of the rail vehicle damping device which can suppress the noise of a pump and can improve the silence in a vehicle.
  • the damping device for railway vehicles includes a cylinder device having a cylinder, a pump that is attached to the cylinder device and sucks the working fluid from the tank and supplies it to the cylinder, a suction port of the pump, and a working fluid from the cylinder to the tank And a charge passage for connecting with the discharge port of the pump.
  • part of the hydraulic fluid discharged by the pump can be returned to the suction port of the pump.
  • FIG. 1 is a plan view of a railway vehicle equipped with a railway vehicle damping device.
  • FIG. 2 is a hydraulic circuit diagram of a railway vehicle vibration damping device according to one embodiment.
  • FIG. 3 is a hydraulic circuit diagram of a railway vehicle damping device according to a first modification of the embodiment.
  • FIG. 4 is a hydraulic circuit diagram of a railway vehicle damping device according to a second modification of the embodiment.
  • FIG. 5 is a hydraulic circuit diagram of a railway vehicle damping device according to a third modification of the embodiment.
  • FIG. 6 is a hydraulic circuit diagram of a railcar damping device according to a fourth modification of the embodiment.
  • FIG. 7 is a hydraulic circuit diagram of a railway vehicle damping device according to a fifth modification of the embodiment.
  • FIG. 8 is a hydraulic circuit diagram of a railcar damping device according to a sixth modification of the embodiment.
  • Vibration control device 1 for railroad cars in one embodiment is used for vibration control of car body B of a rail car.
  • the damping device 1 for a railway vehicle includes a cylinder device Cy interposed between a vehicle body B and a bogie T, a pump 15, and an expansion and contraction of the cylinder device Cy.
  • a hydraulic circuit HC is provided to control switching and thrust.
  • the cylinder device Cy is connected to a pin P hanging down below the vehicle body B, and is interposed in parallel between the vehicle body B and the truck T in a pair.
  • the carriage T rotatably holds the wheel W, and a suspension spring S is interposed between the vehicle body B and the carriage T, and the vehicle body B is elastically supported from below. Horizontal movement is allowed.
  • the damping device 1 for a railway vehicle is configured to suppress the vibration in the horizontal direction with respect to the traveling direction of the vehicle body B by active control.
  • the cylinder device Cy is, as shown in FIG. 2, a cylinder 2 connected to a car body B of a railway vehicle, a piston 3 slidably inserted in the cylinder 2, and a piston 3 inserted in the cylinder 2.
  • the rod 4 connected to the carriage T, the rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2, the outer cylinder 7 provided on the outer periphery of the cylinder 2, the cylinder 2 and the outer cylinder 7 It is provided with a tank 8 to be formed so as to be stretchable.
  • the hydraulic circuit HC is provided in the middle of a first on-off valve 12 provided in the middle of the first passage 11 which connects the rod side chamber 5 and the piston side chamber 6 and in the middle of the second passage 13 which connects the piston side chamber 6 and the tank 8. And a second on-off valve 14 provided.
  • the first on-off valve 12 is opened to connect the first passage 11 and the second on-off valve 14 is closed to shut off the second passage 13 to connect the rod side chamber 5 and the piston side chamber 6 and the piston side chamber 6 and the tank 8
  • the cylinder device Cy extends.
  • the second on-off valve 14 is opened to connect the second passage 13 and the first on-off valve 12 is closed to shut off the first passage 11 to disconnect the rod side chamber 5 and the piston side chamber 6 from each other.
  • the pump 6 is communicated with the tank 8 and the pump 15 is driven, the cylinder device Cy contracts.
  • both the cylinder 2 and the outer cylinder 7 are cylindrical, and the opening on the left end side in FIG. 2 is annular and closed by a rod guide 9 fitted to both.
  • the opening on the right end side of the outer cylinder 7 in FIG. 2 is closed by a bottom cap 10 fitted to both.
  • a rod 4 movably inserted into the cylinder 2 is slidably inserted into the rod guide 9, and axial movement of the rod 4 is guided by the rod guide 9.
  • one end of the rod 4 protrudes out of the cylinder 2 through the rod guide 9, and the other end in the cylinder 2 is connected to the piston 3 slidably inserted in the cylinder 2.
  • the rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with the working oil as the working liquid, and the tank 8 is filled with gas in addition to the working oil. It is done.
  • the inside of the tank 8 is not particularly required to be compressed and filled with gas to be pressurized. Also, as the working fluid, other fluids may be used besides the working oil.
  • the cross-sectional area of the rod 4 is half of the cross-sectional area of the piston 3 and the pressure receiving area on the rod side chamber 5 side of the piston 3 is half the pressure receiving area on the piston side chamber 6 side. It is supposed to be. Therefore, if the pressure in the rod side chamber 5 is made the same at the extension operation time and the contraction operation time, the thrust generated by both expansion and contraction becomes equal, and the hydraulic oil amount with respect to the displacement amount of the cylinder device Cy becomes the same at both sides. .
  • the railway vehicle damping device 1 generates a thrust that is obtained by multiplying the pressure in the rod side chamber 5 and the pressure receiving area on the rod side chamber 5 side of the piston 3. As described above, the railway vehicle damping device 1 generates a thrust that is obtained by multiplying the pressure in the rod side chamber 5 and the pressure receiving area on the rod side chamber 5 side of the piston 3 in any direction of extension and contraction.
  • the generated thrust of the railway vehicle damping device 1 is a value obtained by multiplying the half of the cross-sectional area of the piston 3 by the pressure of the rod side chamber 5 in both expansion and contraction. Therefore, when controlling the thrust of this railcar damping device 1, the pressure in the rod side chamber 5 may be controlled in both the extension operation and the contraction operation. Moreover, in the damping device 1 for railway vehicles of this example, since the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to half of the pressure receiving area on the piston side chamber 6 side, the same thrust is generated on both sides of expansion and contraction In this case, since the pressure in the rod side chamber 5 is the same on the extension side and the contraction side, the control is simplified.
  • the amount of hydraulic fluid with respect to the displacement amount is also the same, there is an advantage that the responsivity is the same on both sides of the expansion and contraction. Even when the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to one half of the pressure receiving area on the piston side chamber 6 side, the pressure of the rod side chamber 5 can control the thrust on both sides of expansion and contraction of the cylinder device Cy. The point does not change.
  • the bottom cap 10 for closing the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown). Are able to intervene.
  • the first passage 11 communicates the rod side chamber 5 with the piston side chamber 6 and includes a first on-off valve 12.
  • the first passage 11 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.
  • the first on-off valve 12 is an electromagnetic on-off valve, and the communication position for opening the first passage 11 to communicate the rod side chamber 5 with the piston side chamber 6 and the first passage 11 to block the rod side chamber 5 A shutoff position for breaking the communication with the piston side chamber 6 is provided. And this 1st on-off valve 12 takes a communication position at the time of electricity supply, and takes the interruption
  • the second passage 13 communicates the piston side chamber 6 with the tank 8 and includes a second on-off valve 14.
  • the second on-off valve 14 is an electromagnetic on-off valve, and the communication position for opening the second passage 13 to communicate the piston side chamber 6 with the tank 8 and the second passage 13 to shut off the piston side chamber 6 and the tank And a shutoff position for breaking the communication with 8.
  • this 2nd on-off valve 14 takes a communication position at the time of electricity supply, and takes the interruption
  • the pump 15 is driven by a motor 20 controlled by a controller (not shown), and is a pump that discharges hydraulic oil only in one direction.
  • the pump 15 is fixed to the bottom cap 10 in the cylinder device Cy together with the motor 20 in this example, and is thereby integrally attached to the cylinder device Cy.
  • the pump 15 may be integrally attached to the cylinder device Cy. Therefore, the structure and position of the attachment of the pump 15 to the cylinder device Cy may be different from the above-described structure and position.
  • the pump 15 is installed in the supply passage 16 connecting the rod side chamber 5 and the tank 8 with the suction port facing the tank 8 and the discharge port facing the rod side chamber 5. Therefore, when driven by the motor 20, the pump 15 sucks the hydraulic oil from the tank 8 and supplies the hydraulic oil to the rod side chamber 5.
  • the pump 15 only discharges the hydraulic oil in one direction and there is no switching operation of the rotation direction, so there is no problem that the discharge amount changes at the time of rotation switching, and an inexpensive gear pump can be used . Furthermore, since the direction of rotation of the pump 15 is always the same, high responsiveness to rotational switching is not required even in the motor 20 which is a drive source for driving the pump 15, and the motor 20 is also inexpensive accordingly Can be used. Further, a check valve 17 is provided in the middle of the supply passage 16 to prevent the backflow of the hydraulic oil from the rod side chamber 5 to the pump 15.
  • a flow control valve 25 is provided as a valve element for controlling the hydraulic oil flowing to the charge passage 24 in accordance with the discharge flow rate of the pump 15. More specifically, the flow control valve 25 opens when the discharge flow rate of the pump 15 is equal to or greater than a first flow rate as a predetermined flow rate, and closes when the flow rate is less than the first flow rate. That is, the flow control valve 25 controls the hydraulic fluid flowing through the charge passage 24 to increase according to the increase of the discharge flow rate of the pump 15.
  • the flow control valve 25 takes a valve body 25 a for opening and closing the charge passage 24, a spring 25 b for energizing the valve body 25 a to take a shut-off position to shut off the charge passage 24, and a communication position to open the charge passage 24.
  • the open pilot passage 25c that causes the pressure of the discharge port of the pump 15 to act on the valve body 25a
  • the orifice 25d provided closer to the rod side chamber 5 than the check valve 17 of the supply passage 16, and the blockage that shuts off the charge passage 24
  • It has a closed pilot passage 25e which causes the pressure on the rod side chamber 5 side to act on the valve body 25a more than the orifice 25d of the supply passage 16 so as to take a position.
  • the orifice 25 d may be provided closer to the pump 15 than the check valve 17 of the supply passage 16. Further, the charge passage 24 may be connected to the pump 15 side of the orifice 25 d of the supply passage 16, and the open pilot passage 25 c may be the pump 15 side of the orifice 25 d of the supply passage 16 or a valve element of the charge passage 24. It may be connected to the supply passage 16 side more than 25a.
  • the discharge pressure of the pump 15 acts on the valve body 25a of the flow control valve 25 in the valve opening direction, and the pressure downstream of the orifice 25d in the supply passage 16 acts on the valve body 25a in the valve closing direction. Therefore, when the difference between the discharge pressure of the pump 15 and the pressure downstream of the orifice 25d in the supply passage 16 reaches the set differential pressure, the pressure pushing the valve body 25a by the pressure squeezes the spring 25b and the flow control valve 25 opens. To speak. Since the pressure loss that occurs when hydraulic fluid having a flow rate equal to the first flow rate passes through the orifice 25d is previously set equal to the set differential pressure, when the discharge flow rate of the pump 15 becomes equal to or greater than the first flow rate, The flow control valve 25 opens to open the charge passage 24.
  • the flow control valve 25 is a normally closed flow control valve, and is switched from the closed state to the open state when the discharge flow rate of the pump 15 becomes equal to or more than the predetermined first flow rate. Therefore, when the discharge flow rate of the pump 15 becomes equal to or more than the first flow rate, the flow control valve 25 opens, and the surplus portion exceeding the first flow rate in the discharge flow rate of the pump 15 is returned to the suction port of the pump 15 through the charge passage 24. When the discharge flow rate of the pump 15 is less than the first flow rate, the flow control valve 25 is closed, so that the entire flow rate discharged by the pump 15 is supplied to the rod side chamber 5.
  • the hydraulic pressure circuit HC includes the discharge passage 21 connecting the rod side chamber 5 and the tank 8 and the valve opening pressure as a control valve provided in the middle of the discharge passage 21 A changeable variable relief valve 22 is provided.
  • variable relief valve 22 in this example is a proportional electromagnetic relief valve, which can adjust the valve opening pressure in accordance with the amount of supplied current, and when the amount of current is maximized, the valve opening pressure is minimized. If there is no supply, the valve opening pressure is maximized.
  • the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22 when the cylinder device Cy is extended and contracted.
  • the thrust of the vibration device 1 can be controlled by the amount of current supplied to the variable relief valve 22. If the discharge passage 21 and the variable relief valve 22 are provided, the sensors necessary for adjusting the thrust of the damping device 1 for a railway vehicle become unnecessary, and the motor 20 is advanced to adjust the discharge flow rate of the pump 15 There is no need to control. Therefore, the damping device 1 for railway vehicles becomes inexpensive, and a system that is robust both in hardware and software can be constructed.
  • valves other than the variable relief valve may be used.
  • the hydraulic circuit HC in the damping device 1 for a railway vehicle operates in a straightening passage 18 that allows only the flow of hydraulic fluid from the piston side chamber 6 to the rod side chamber 5 and the operation from the tank 8 to the piston side chamber 6
  • a suction passage 19 is provided which allows only oil flow.
  • the flow straightening passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve 18a is provided in the middle to allow only the flow of hydraulic fluid from the piston side chamber 6 to the rod side chamber 5 It is set in a one-way aisle.
  • the suction passage 19 communicates the tank 8 with the piston side chamber 6, and a check valve 19a is provided in the middle to allow only the flow of hydraulic oil from the tank 8 to the piston side chamber 6 It is set to.
  • the straightening passage 18 can be integrated into the first passage 11 when the shutoff position of the first on-off valve 12 is a check valve, and the shutoff position of the second on-off valve 14 is also a check valve for the suction passage 19. It can be integrated into the second passage 13.
  • the rod side chamber is formed by the straightening passage 18, the suction passage 19 and the discharge passage 21. 5
  • the piston side chamber 6 and the tank 8 are connected in a series connection.
  • the straightening passage 18, the suction passage 19 and the discharge passage 21 are set as one-way passages.
  • the pump 20 is driven by the motor 20 to supply the hydraulic oil from the pump 15 into the cylinder 2 while the first on-off valve 12 is And the second on-off valve 14 in the blocking position.
  • the rod side chamber 5 and the piston side chamber 6 are brought into communication, hydraulic fluid is supplied from the pump 15 to the both, and the piston 3 is pushed to the left in FIG.
  • the railway vehicle damping device 1 exerts a thrust in the extension direction.
  • the variable relief valve 22 When the pressure in the rod side chamber 5 and the pressure in the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22, the variable relief valve 22 is opened and the hydraulic oil is discharged to the tank 8 via the discharge passage 21. Therefore, the pressures in the rod side chamber 5 and the piston side chamber 6 are controlled to the valve opening pressure of the variable relief valve 22 determined by the amount of current supplied to the variable relief valve 22. Then, the damping device 1 for railway vehicles multiplies the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the variable relief valve 22 by the pressure receiving area difference between the piston side chamber 6 and the rod side chamber 5 in the piston 3 Demonstrate the thrust in the direction of value expansion.
  • the pump 20 is driven by the motor 20 to supply the hydraulic oil from the pump 15 into the cylinder 2 while the first opening / closing is performed.
  • the valve 12 is in the shutoff position, and the second on-off valve 14 is in the communication position.
  • the piston side chamber 6 and the tank 8 are in communication with each other, and the hydraulic oil is supplied from the pump 15 to the rod side chamber 5, and the piston 3 is pushed to the right in FIG.
  • the railway vehicle damping device 1 exerts a thrust in the contraction direction.
  • the damping device 1 for railway vehicle is controlled by the pressure receiving area on the rod side chamber 5 side of the piston 3 and the rod side chamber 5 controlled by the variable relief valve 22.
  • the thrust in the contraction direction multiplied by the pressure of the railway vehicle vibration damping device 1 can function as an actuator that causes the cylinder device Cy to actively exert the expansion and contraction bidirectional thrust.
  • the railway vehicle damping device 1 does not exert a damping force in the direction that hinders the movement of the rod 4, that is, in the contraction direction.
  • the piston side chamber 6 on the compression side passes through the second passage 13
  • the excess hydraulic oil is discharged to the tank 8.
  • the hydraulic oil corresponding to the volume in the rod side chamber 5 which increases when the rod 4 enters the cylinder 2 is transmitted through the flow straightening passage 18 as in driving. It is supplied from the piston side chamber 6.
  • the hydraulic oil of a volume corresponding to the cylinder 2 invading the rod 4 is discharged from the piston side chamber 6 to be compressed to the tank 8 through the second passage 13.
  • the pressure in the cylinder 2 is the tank pressure in this case, the railway vehicle damping device 1 does not exert a damping force in the direction that hinders the movement of the rod 4, that is, in the extension direction.
  • the device 1 when the first on-off valve 12 is opened to close the second on-off valve 14 or the first on-off valve 12 is closed to open the second on-off valve 14, damping for railway vehicles regardless of the driving condition of the pump 15
  • the device 1 is in a state where it exerts a damping force only to either extension or contraction with respect to vibration input from an external force.
  • the damping device 1 for railway vehicles of this example exerts forces in such a direction.
  • the cylinder device Cy can be made to function as a one-way damper so that it does not occur. Therefore, since this railway vehicle damping device 1 can easily realize semi-active control based on Kalnop's skyhook theory, it can also function as a semi-active damper.
  • the damping device 1 for a railway vehicle of the present embodiment when the cylinder device Cy expands and contracts in a state where the first on-off valve 12 and the second on-off valve 14 close, hydraulic oil from the cylinder 2 via the discharge passage 21 The hydraulic fluid is discharged from the tank 8 through the suction passage 19 to the cylinder 2 through the suction passage 19. Then, the variable relief valve 22 provides resistance to the flow of hydraulic fluid discharged from the inside of the cylinder 2, and the pressure in the cylinder 2 is adjusted to the valve opening pressure of the variable relief valve 22.
  • the railway vehicle damping device 1 not only functions as an actuator, but also when the first on-off valve 12 and the second on-off valve 14 are closed, regardless of the driving condition of the motor 20 Function as a passive uniflow damper that exerts damping force on both sides.
  • each of first on-off valve 12 and second on-off valve 14 takes the blocking position, and variable relief valve 22 is opened. It functions as a pressure control valve with the valve pressure fixed at maximum. Therefore, at the time of such a failure, the railway vehicle damping device 1 automatically functions as a passive damper.
  • the damping device 1 for railway vehicles of this example can function as both an actuator and a damper, it has the charge passage 24 connecting the discharge port and the suction port of the pump 15.
  • the charge passage 24 connecting the discharge port and the suction port of the pump 15.
  • the railcar damping device 1 of the present invention even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and noises can not be perceived by the passengers of the railcar. Quietness of the vehicle can be improved.
  • the flow control valve (valve element) 25 is opened in the charge passage 24 when the discharge flow rate of the pump 15 is equal to or more than the first flow rate. It is provided. As described above, when the flow control valve 25 is provided, the flow control valve 25 is opened during high rotation driving of the pump 15 where suction failure easily occurs, and the first flow rate of the discharge flow rate of the pump 15 is exceeded via the charge passage 24. The flow rate can be supplied to the suction port of the pump 15. Therefore, the damping device 1 for railway vehicles provided with the flow control valve (valve element) 25 that opens when the discharge flow rate of the pump 15 becomes equal to or higher than the first flow rate is effective in the situation where suction failure of the pump 15 easily occurs.
  • the first flow rate may be set to an appropriate value in consideration of the specification required for the expansion and contraction operation of the cylinder device Cy and the discharge flow rate of the pump 15 which may cause a suction failure.
  • the flow control valve 26 has a valve body 26 a for opening and closing the charge passage 24, a spring 26 b for energizing the valve body 26 a to take a communication position for opening the charge passage 24, and a shut off position for interrupting the charge passage 24.
  • the rod side chamber 5 side of the orifice 26d of the supply passage 16 has a closed pilot passage 26c that causes the valve body 26a to act on the pressure of the discharge port of the pump 15, the orifice 26d provided in the supply passage 16 And an open pilot passage 26e for applying the pressure of the valve body 26a to the valve body 26a.
  • the discharge pressure of the pump 15 acts on the valve body 26 a of the flow control valve 26 in the valve closing direction, and the pressure downstream of the orifice 26 d in the supply passage 16 acts in the valve opening direction. Therefore, when the difference between the discharge pressure of the pump 15 and the pressure downstream of the orifice 26d in the supply passage 16 reaches the set differential pressure, the spring 26b is compressed by the force pushing the valve body 26a due to the pressure, and the flow control valve 26 is closed. To speak. Since the pressure loss generated when the hydraulic fluid equal to the second flow rate passes through the orifice 26d is equal to the set differential pressure, the flow control is performed when the discharge flow rate of the pump 15 becomes equal to or higher than the second flow rate. The valve 26 closes to shut off the charge passage 24.
  • the flow control valve 26 is a normally open flow control valve, and is switched from the open state to the closed state when the discharge flow rate of the pump 15 is equal to or more than the second flow rate. Therefore, when the discharge flow rate of the pump 15 is less than the second flow rate, the flow control valve 26 is opened, and a part of the discharge flow rate of the pump 15 is returned to the suction port of the pump 15 through the charge passage 24. On the other hand, when the discharge flow rate of the pump 15 becomes equal to or higher than the second flow rate, the flow control valve 26 closes, and the entire flow rate of the discharge flow of the pump 15 is supplied to the rod side chamber 5.
  • the charge passage 24 is closed when the discharge flow rate of the pump 15 is equal to or more than the second flow rate.
  • a valve (valve element) 26 is provided.
  • the flow control valve 26 closes when the rotational speed of the pump 15 is high and the discharge flow rate is large. Then, the entire flow rate of the pump 15 is supplied to the cylinder device Cy. Therefore, the damping device 1 for railway vehicles can exhibit a sufficient vibration suppression effect in the scene where the vehicle body B vibrates largely. In a situation where the discharge flow rate of the pump 15 is increased and suction failure is likely to occur, the vehicle body B vibrates greatly and the noise of the vehicle itself is increased. Therefore, noise due to suction failure of the pump 15 is not easily perceived by passengers.
  • the vibration control device 1 for a railway vehicle provided with the flow control valve (valve element) 26 that closes when the discharge flow rate of the pump 15 becomes equal to or higher than the second flow rate sufficiently exerts the vibration suppression effect of the vehicle body B.
  • the second flow rate may be set to an appropriate value in consideration of the specification required for the expansion and contraction operation of the cylinder device Cy and the discharge flow rate of the pump 15 that may cause a suction failure.
  • the charge passage is used as a valve element for controlling the hydraulic fluid flowing to the charge passage 24 according to the discharge flow rate of the pump 15. It is also possible to adopt a configuration in which 24 and the supply passage 16 are connected via the dividing valve 27.
  • the diverting valve 27 has an inlet port 27a communicating with the outlet of the pump 15, a first outlet port 27b communicating with the rod side chamber 5, a second outlet port 27c connected to the charge passage 24, and an inlet port 27a.
  • a first orifice passage 27d connected to the port 27b and a second orifice passage 27e connecting the inlet port 27a to the second outlet port 27c.
  • the diverting valve 27 diverts the flow of the hydraulic fluid discharged from the pump 15 at a ratio determined by the respective resistances of the first orifice passage 27d and the second orifice passage 27e to respectively supply the supply passage 16 and the charge passage. Supply to 24. Therefore, the flow rate discharged from the pump 15 is distributed to the rod side chamber 5 and the suction port of the pump 15 at the above ratio and supplied.
  • the diverting valve 27 diverts at a constant ratio to the flow rate discharged from the pump 15 and returns it to the suction port of the pump 15 through the charge passage 24. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railway vehicle vibration damping device 1 provided with the diverter valve 27 in this manner, the noise of the pump 15 can be suppressed even if the tank 8 is disposed lower than the pump 15, and noises are transmitted to passengers of the railway vehicle. It is possible to improve the quietness of the vehicle without perceiving it.
  • the diverting valve 27 Since the diverting valve 27 returns the flow rate of a constant ratio to the total flow rate discharged by the pump 15 to the suction port, the flow rate returned to the suction port also increases when the rotational speed of the pump 15 becomes high, so suction failure easily occurs. A sufficient amount of hydraulic fluid is supplied to the suction port of the pump 15 also at high rotational speeds. Therefore, suction failure of the pump 15 can be effectively suppressed.
  • the diversion ratio of the diversion valve 27 may be variable, and may be changed according to the discharge flow rate of the pump 15, for example.
  • the charge passage is used as a valve element for controlling the hydraulic fluid flowing to the charge passage 24 according to the discharge flow rate of the pump 15.
  • a configuration in which the variable orifice 28 is provided at 24 can also be employed.
  • a check valve 29 that allows only the flow from the discharge port side to the suction port side of the pump 15 is provided on the upstream side of the variable orifice 28 of the charge passage 24. And the pump 15 is bypassed so as not to go from the suction port of the pump 15 to the discharge port.
  • variable orifice 28 When the variable orifice 28 is thus provided, a part of the flow rate discharged from the pump 15 can be returned to the suction port of the pump 15 through the charge passage 24 according to the resistance of the variable orifice 28. If the resistance of the variable orifice 28 is increased, the flow rate returned to the suction port of the pump 15 can be reduced, and if the resistance is decreased, the flow rate returned to the suction port of the pump 15 can be increased.
  • the resistance of the variable orifice 28 is reduced as the rotational speed of the pump 15 becomes higher, or the resistance is reduced when the discharge flow rate of the pump 15 becomes equal to or more than a third flow rate as a predetermined flow rate.
  • a large flow rate can be supplied to the suction port of the pump 15 at the time of high-rotation drive of the pump 15 where suction failure easily occurs. Therefore, the damping device 1 for a railway vehicle provided with the variable orifice 28 when set in this manner can effectively eliminate the suction defect and suppress the noise in a situation where the suction defect of the pump 15 tends to occur. Quietness can be improved.
  • the third flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed.
  • the resistance of the variable orifice 28 can be increased as the rotational speed of the pump 15 becomes higher, or the resistance can be increased when the discharge flow rate of the pump 15 becomes equal to or more than a fourth flow rate as a predetermined flow rate.
  • the vibration of the vehicle body B is small and the railway vehicle damping device 1 does not require a large thrust for damping the vehicle body B, and the rotational speed of the pump 15 is low and the discharge flow rate is low. In the state which can be decreased, suction failure of the pump 15 is prevented.
  • the fourth flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed.
  • the damping device 1 for railway vehicles can exhibit a sufficient vibration suppression effect in the scene where the vehicle body B vibrates largely.
  • the discharge flow rate of the pump 15 increases, the vehicle body B vibrates greatly in a state where suction failure easily occurs, and the noise of the vehicle itself becomes large. Therefore, noise due to suction failure of the pump 15 is not easily perceived by passengers. Therefore, in the railway vehicle damping device 1 provided with the variable orifice 28 set as described above, the quietness of the vehicle can be improved while sufficiently exhibiting the vibration suppressing effect of the vehicle body B.
  • a valve element for controlling the hydraulic oil flowing to the charge passage 24 according to the discharge flow rate of the pump instead of the flow control valve 25 in the hydraulic circuit HC, as a valve element for controlling the hydraulic oil flowing to the charge passage 24 according to the discharge flow rate of the pump It is also possible to employ a configuration in which a switching valve 30 is provided in the passage 24 to switch between communication and shutoff of the charge passage 24.
  • the switching valve 30 is an electromagnetic switching valve, which opens and closes depending on whether or not the solenoid is energized, and switches a part of the discharge flow rate of the pump 15 through the charge passage 24 to supply and stop to the suction port.
  • the switching valve 30 is opened to make the charge passage 24 effective, and switching is performed when the discharge flow rate is less than the fifth flow rate.
  • the valve 30 can be closed to disable the charge passage 24.
  • the switching valve 30 is closed to invalidate the charge passage 24 and switching is performed when the discharge flow rate is less than the sixth flow rate
  • the valve 30 can also be opened to enable the charge passage 24.
  • the switching valve 30 is operated as described above, the vibration of the vehicle body B is small as in the case of the flow control valve 26, and the railway vehicle vibration damping device 1 does not require a large thrust for damping the vehicle body B.
  • the suction failure of the pump 15 is prevented in a state where the rotational speed is low and the discharge flow rate can be small.
  • the sixth flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed.
  • the switching valve 30 closes when the rotational speed of the pump 15 is high and the discharge flow rate is large. Therefore, the entire flow rate that the pump 15 discharges is supplied to the cylinder device Cy. Therefore, the damping device 1 for railway vehicles can exhibit a sufficient vibration suppression effect in the scene where the vehicle body B vibrates largely.
  • the discharge flow rate of the pump 15 increases, the vehicle body B vibrates greatly in a state where suction failure easily occurs, and the noise of the vehicle itself becomes large. Therefore, noise due to suction failure of the pump 15 is hardly perceived by passengers. Therefore, in the railway vehicle damping device 1 including the switching valve 30 set in this manner, the quietness of the vehicle can be improved while sufficiently exhibiting the vibration suppression effect of the vehicle body B.
  • the flow control valve 25 is eliminated in the hydraulic circuit HC, and instead of connecting the discharge port and the suction port of the pump 15 in the charge passage 24, the charge passage 31 is The tank 8 side downstream of the variable relief valve 22 of the discharge passage 21 may be connected to the suction port side of the pump 15 in the supply passage 16. That is, the charge passage 31 connects the discharge passage 21 as a return passage, and the downstream of the variable relief valve 22 of the discharge passage 21 to the suction port of the pump 15 without using the tank 8.
  • the hydraulic fluid discharged from the pump 15 is once supplied to the cylinder device Cy and then returned to the tank 8 through the discharge passage 21, but at that time, through the discharge passage 21.
  • a portion of the flow rate of the hydraulic oil directed to the tank 8 is returned to the suction port of the pump 15 via the charge passage 31 without passing through the tank 8.
  • the hydraulic oil discharged from the cylinder device Cy A portion can be returned to the suction port of the pump 15 by the charge passage 31. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railcar damping device 1 in the fifth modification, even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and the passenger of the railcar can not perceive the noise. It is possible to improve the quietness of the vehicle.
  • the charge passage 32 is The tank 8 side of the second passage 13 from the second on-off valve 14 may be connected to the suction port side of the pump 15 in the supply passage 16. That is, the charge passage 32 connects the tank 8 side to the suction port of the pump 15 from the second on-off valve 14 of the second passage 13 without using the tank 8 with the second passage 13 as a return passage.
  • the hydraulic oil discharged from the cylinder device Cy A portion of the valve can be returned to the suction port of the pump 15 by the charge passage 32. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railcar damping device 1 in the sixth modification, even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and the passenger of the railcar can not perceive the noise. It is possible to improve the quietness of the vehicle. Note that both the charge passage 31 and the charge passage 32 may be installed.
  • the damping device 1 for a railway vehicle includes: a cylinder device Cy including the cylinder 2; and a pump 15 attached to the cylinder device Cy and suctioning the working fluid from the tank 8 to supply the cylinder 2;
  • the suction passage of the pump 15 and the return passage (second passage) 13 for returning the working fluid from the cylinder 2 to the tank 8 or the charge passage 24, 31 or 32 connecting the discharge port of the pump 15 is provided.
  • part of the hydraulic fluid discharged by the pump 15 can be returned to the suction port of the pump 15.
  • the railcar damping device 1 of the present invention even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and noises can not be perceived by the passengers of the railcar. Quietness of the vehicle can be improved.
  • the damping device for railway vehicle 1 connects the suction port of the pump 15 and the discharge port of the pump 15 through the charge passage 24 and controls the operating fluid flowing through the charge passage 24 to the charge passage 24. , 27, 28, 30 may be provided. According to the vibration damping device 1 for a railway vehicle configured in this manner, if the working fluid supplied to the suction port of the pump 15 is increased in a situation where the suction failure of the pump 15 is likely to occur, the suction failure is effective. Noise can be suppressed, and the quietness of the vehicle can be improved.
  • the valve element when the valve element is set to reduce the amount of working liquid returned to the discharge port of the pump 15 in a situation where the cylinder device Cy requires a large thrust, the vehicle B for the railway vehicle damping device 1 In the case of large vibration, sufficient vibration suppression effect can be exhibited. In such a case, the vehicle B vibrates to a large extent and the noise of the vehicle itself is increased. Therefore, the noise due to the suction failure of the pump 15 is hardly perceived by the passengers. Quietness can be improved.
  • the railway vehicle damping device 1 may be configured to control the valve elements 25 and 28 to increase the working fluid flowing through the charge passage 24 according to the increase of the discharge flow rate of the pump 15.
  • the suction failure is effectively eliminated because the working fluid supplied to the suction port of the pump 15 is increased when the suction failure of the pump 15 is likely to occur. Noise can be suppressed.
  • the railcar damping device 1 may be configured to cause the charge passage 24 to communicate when the valve elements 25 and 30 have the discharge flow rate of the pump 15 equal to or more than the predetermined flow rate set in advance. According to the railcar damping device 1 configured as described above, the valve elements 25 and 30 are opened to supply the working fluid to the discharge port of the pump 15 in a situation where suction failure of the pump 15 is likely to occur. Thus, the suction failure can be effectively eliminated to suppress the noise, and the quietness of the vehicle can be improved.
  • the damping device for railway vehicle 1 includes a supply passage 16 connecting the discharge port of the pump 15 to the cylinder device Cy, and a valve element is connected to the charge passage 24 and the supply passage 16 to connect the charge passage 24 and the supply passage 16.
  • the flow dividing valve 27 may be used to divide the flow of the working fluid.
  • the railway vehicle vibration damping device 1 may use a variable orifice 28 capable of changing the resistance given to the charge passage 24 according to the rotational speed of the pump 15 or the discharge flow rate of the pump 15. According to the vibration damping device 1 for a railway vehicle configured in this manner, the resistance at the variable orifice 28 is reduced in the situation where suction failure of the pump 15 easily occurs, and the amount of working fluid supplied to the discharge port of the pump 15 is large. As a result, the suction failure can be effectively eliminated, the noise can be suppressed, and the quietness of the vehicle can be improved.
  • the railway vehicle vibration damping device 1 includes a hydraulic circuit HC that controls expansion and contraction of the cylinder device Cy.
  • the cylinder device Cy is slidably inserted into the cylinder 2 and the rod side chamber 5 and the piston in the cylinder 2
  • the hydraulic circuit HC communicates the rod side chamber 5 with the piston side chamber 6
  • the first on-off valve 12 provided in the middle of one passage 11, the second on-off valve 14 provided in the middle of the second passage 13 communicating the piston side chamber 6 and the tank 8, the rod side chamber 5 and the tank 8 are connected Discharge passage 21 and a control valve 22 provided in the middle of the discharge passage 21 to control the pressure in the cylinder 2, and the charge passage 31, 32 with the discharge passage 21 or the second passage 13 as a return passage.
  • Return passage And 3,21 and the suction port of the pump 15 may be configured to connect. Even with this configuration, a part of the hydraulic fluid discharged by the pump 15 can be returned to the suction port of the pump 15, so the noise of the pump 15 can be suppressed even if the tank 8 is disposed below the pump 15, It is possible to improve the quietness of the vehicle without making the passengers of the vehicle perceive the noise.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Prevention Devices (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

This vibration damping device (1) for rolling stock comprises: a cylinder device (Cy) comprising a cylinder (2); a pump (15) attached to the cylinder device (Cy), that sucks in hydraulic fluid from a tank (8) and supplies same to the cylinder (2); and charge passages (24, 31, 32) that connect either return passages (13, 21) that return hydraulic fluid to the tank (8) from the cylinder (2) or a discharge port in the pump (15), to an intake port in the pump (15).

Description

鉄道車両用制振装置Vibration control device for railway vehicles
　本発明は、鉄道車両用制振装置の改良に関する。 The present invention relates to an improvement of a damping device for a railway vehicle.
　鉄道車両は、軌道上を走行するが、軌道の狂い等に起因して走行中には台車から車体に振動が入力されて乗心地が損なわれるため、鉄道車両用制振装置を車体と台車との間に介装して車体の振動を抑制している。 The railway vehicle travels on the track, but vibration is input from the truck to the vehicle body during traveling due to the track deviation or the like, and the riding comfort is impaired. To reduce the vibration of the car body.
　鉄道車両用制振装置は、たとえば、ＪＰ２０１４－２１６８９５Ａに開示されているように、シリンダとシリンダ内に摺動自在に挿入されるピストンとピストンに連結されるロッドとを有して伸縮可能なシリンダ装置と、タンクから作動油を吸い込んでロッド側室へ供給可能なポンプと、ロッド側室とピストン側室とを連通する第一通路に設けた第一開閉弁と、ピストン側室とタンクとを連通する第二通路に設けた第二開閉弁と、ロッド側室とタンクとを接続する排出通路に設けた可変リリーフ弁とを備えている。 For example, as disclosed in JP2014-216895A, a vibration control device for a railway vehicle includes a cylinder, a piston slidably inserted in the cylinder, and a extendable cylinder having a rod connected to the piston Device, a pump capable of sucking in hydraulic oil from the tank and supplying it to the rod side chamber, a first on-off valve provided in the first passage connecting the rod side chamber and the piston side chamber, and a second connecting the piston side chamber and the tank A second on-off valve provided in the passage and a variable relief valve provided in the discharge passage connecting the rod side chamber and the tank are provided.
　そして、ポンプでシリンダ装置へ作動油を供給しつつ第一開閉弁と第二開閉弁を開閉制御するとともに、可変リリーフ弁でシリンダ装置内の圧力を制御すれば、所望する方向と大きさの推力を鉄道車両用制振装置に発揮させて車体の振動を抑制できる。 Then, while supplying hydraulic oil to the cylinder device with the pump and controlling the opening and closing of the first on-off valve and the second on-off valve, and controlling the pressure in the cylinder device with the variable relief valve, the thrust in the desired direction and magnitude Vibration of the vehicle body can be suppressed by causing the vibration damping device for a railway vehicle to
　従来の鉄道車両用制振装置では、シリンダ装置の側方にポンプが取付けてあり、タンクをシリンダ装置のシリンダと外筒との間の環状隙間で形成している。このような鉄道車両用制振装置を鉄道車両の車体と台車との間に設置するのであるが、設置スペースが狭いために、ポンプがどうしてもタンクよりも上方に配置されてしまう場合がある。 In the conventional railway vehicle vibration damping device, a pump is attached to the side of the cylinder device, and the tank is formed by an annular gap between the cylinder of the cylinder device and the outer cylinder. Although such a damping device for railway vehicles is installed between the car body of the railway vehicle and the bogie, the pump may be necessarily disposed above the tank because the installation space is narrow.
　このようにポンプがタンクよりも上方に設置されると、ポンプが下方のタンクから作動油を吸い上げるため、吸込不良によって騒音が発生する恐れがある。 When the pump is thus installed above the tank, the pump sucks the working oil from the lower tank, which may cause noise due to a suction failure.
　ポンプの騒音が大きくなるとシリンダ装置を介して騒音が車体に伝達され、車体がスピーカとなって乗客にポンプの騒音を知覚させてしまい、乗客に不快感を与えて静粛性を損なってしまう。 When the noise of the pump becomes large, the noise is transmitted to the vehicle body through the cylinder device, and the vehicle body acts as a speaker to cause the passenger to perceive the noise of the pump, causing discomfort to the passenger and impairing the quietness.
　そこで、本発明は、ポンプの騒音を抑制し車両における静粛性を向上できる鉄道車両制振装置の提供を目的としている。 Then, this invention aims at provision of the rail vehicle damping device which can suppress the noise of a pump and can improve the silence in a vehicle.
　そのため、鉄道車両用制振装置は、シリンダを備えたシリンダ装置と、シリンダ装置に取付けられるとともに作動液体をタンクから吸込んでシリンダへ供給するポンプと、ポンプの吸込口と、シリンダからタンクへ作動液体を戻す戻り通路、或いはポンプの吐出口とを接続するチャージ通路とを備えている。このように構成された鉄道車両用制振装置にあっては、ポンプが吐出した作動油の一部をポンプの吸込口へ戻せる。 Therefore, the damping device for railway vehicles includes a cylinder device having a cylinder, a pump that is attached to the cylinder device and sucks the working fluid from the tank and supplies it to the cylinder, a suction port of the pump, and a working fluid from the cylinder to the tank And a charge passage for connecting with the discharge port of the pump. In the railway vehicle damping device configured as described above, part of the hydraulic fluid discharged by the pump can be returned to the suction port of the pump.
図１は、鉄道車両用制振装置を搭載した鉄道車両の平面図である。FIG. 1 is a plan view of a railway vehicle equipped with a railway vehicle damping device. 図２は、一実施の形態における鉄道車両用制振装置の液圧回路図である。FIG. 2 is a hydraulic circuit diagram of a railway vehicle vibration damping device according to one embodiment. 図３は、一実施の形態の第一変形例における鉄道車両用制振装置の液圧回路図である。FIG. 3 is a hydraulic circuit diagram of a railway vehicle damping device according to a first modification of the embodiment. 図４は、一実施の形態の第二変形例における鉄道車両用制振装置の液圧回路図である。FIG. 4 is a hydraulic circuit diagram of a railway vehicle damping device according to a second modification of the embodiment. 図５は、一実施の形態の第三変形例における鉄道車両用制振装置の液圧回路図である。FIG. 5 is a hydraulic circuit diagram of a railway vehicle damping device according to a third modification of the embodiment. 図６は、一実施の形態の第四変形例における鉄道車両用制振装置の液圧回路図である。FIG. 6 is a hydraulic circuit diagram of a railcar damping device according to a fourth modification of the embodiment. 図７は、一実施の形態の第五変形例における鉄道車両用制振装置の液圧回路図である。FIG. 7 is a hydraulic circuit diagram of a railway vehicle damping device according to a fifth modification of the embodiment. 図８は、一実施の形態の第六変形例における鉄道車両用制振装置の液圧回路図である。FIG. 8 is a hydraulic circuit diagram of a railcar damping device according to a sixth modification of the embodiment.
　以下、図に示した実施の形態に基づき、本発明を説明する。一実施の形態における鉄道車両用制振装置１は、鉄道車両の車体Ｂの制振に利用されている。本例の鉄道車両用制振装置１は、図１および図２に示すように、車体Ｂと台車Ｔとの間に介装されるシリンダ装置Ｃｙと、ポンプ１５と、シリンダ装置Ｃｙの伸縮の切換と推力を制御する液圧回路ＨＣとを備えている。 Hereinafter, the present invention will be described based on the embodiments shown in the drawings. Vibration control device 1 for railroad cars in one embodiment is used for vibration control of car body B of a rail car. As shown in FIGS. 1 and 2, the damping device 1 for a railway vehicle according to this embodiment includes a cylinder device Cy interposed between a vehicle body B and a bogie T, a pump 15, and an expansion and contraction of the cylinder device Cy. A hydraulic circuit HC is provided to control switching and thrust.
　シリンダ装置Ｃｙは、鉄道車両の場合、車体Ｂの下方に垂下されるピンＰに連結され、車体Ｂと台車Ｔとの間で対を成して並列に介装されている。台車Ｔは、車輪Ｗを回転自在に保持しており、車体Ｂと台車Ｔとの間には、懸架ばねＳが介装され、車体Ｂが下方から弾性支持されており、台車Ｔに対する車体Ｂの横方向への移動が許容されている。そして、鉄道車両用制振装置１は、基本的には、アクティブ制御により車体Ｂの車両進行方向に対して水平横方向の振動を抑制するようになっている。 In the case of a railway vehicle, the cylinder device Cy is connected to a pin P hanging down below the vehicle body B, and is interposed in parallel between the vehicle body B and the truck T in a pair. The carriage T rotatably holds the wheel W, and a suspension spring S is interposed between the vehicle body B and the carriage T, and the vehicle body B is elastically supported from below. Horizontal movement is allowed. And, basically, the damping device 1 for a railway vehicle is configured to suppress the vibration in the horizontal direction with respect to the traveling direction of the vehicle body B by active control.
　シリンダ装置Ｃｙは、図２に示すように、鉄道車両の車体Ｂに連結されるシリンダ２と、シリンダ２内に摺動可能に挿入されるピストン３と、シリンダ２内に挿入されてピストン３と台車Ｔに連結されるロッド４と、シリンダ２内にピストン３で区画したロッド側室５とピストン側室６と、シリンダ２の外周に設けた外筒７と、シリンダ２と外筒７との間に形成されるタンク８とを備えて伸縮可能とされている。 The cylinder device Cy is, as shown in FIG. 2, a cylinder 2 connected to a car body B of a railway vehicle, a piston 3 slidably inserted in the cylinder 2, and a piston 3 inserted in the cylinder 2. The rod 4 connected to the carriage T, the rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2, the outer cylinder 7 provided on the outer periphery of the cylinder 2, the cylinder 2 and the outer cylinder 7 It is provided with a tank 8 to be formed so as to be stretchable.
　液圧回路ＨＣは、ロッド側室５とピストン側室６とを連通する第一通路１１の途中に設けた第一開閉弁１２と、ピストン側室６とタンク８とを連通する第二通路１３の途中に設けた第二開閉弁１４とを備えている。 The hydraulic circuit HC is provided in the middle of a first on-off valve 12 provided in the middle of the first passage 11 which connects the rod side chamber 5 and the piston side chamber 6 and in the middle of the second passage 13 which connects the piston side chamber 6 and the tank 8. And a second on-off valve 14 provided.
　第一開閉弁１２を開いて第一通路１１を連通させて第二開閉弁１４を閉じて第二通路１３を遮断し、ロッド側室５とピストン側室６とを連通させるとともにピストン側室６とタンク８との連通を断ち、ポンプ１５を駆動すると、シリンダ装置Ｃｙは伸長する。反対に、第二開閉弁１４を開いて第二通路１３を連通させて第一開閉弁１２を閉じて第一通路１１を遮断し、ロッド側室５とピストン側室６との連通を断ちつつピストン側室６とタンク８とを連通させ、ポンプ１５を駆動すると、シリンダ装置Ｃｙは収縮する。 The first on-off valve 12 is opened to connect the first passage 11 and the second on-off valve 14 is closed to shut off the second passage 13 to connect the rod side chamber 5 and the piston side chamber 6 and the piston side chamber 6 and the tank 8 When the pump 15 is driven, the cylinder device Cy extends. On the contrary, the second on-off valve 14 is opened to connect the second passage 13 and the first on-off valve 12 is closed to shut off the first passage 11 to disconnect the rod side chamber 5 and the piston side chamber 6 from each other. When the pump 6 is communicated with the tank 8 and the pump 15 is driven, the cylinder device Cy contracts.
　以下、鉄道車両用制振装置１の各部について詳細に説明する。まず、シリンダ装置Ｃｙの各部について説明する。図２に示すように、シリンダ２と外筒７はともに筒状であって、図２中左端側の開口部は、環状であって両者に嵌合するロッドガイド９によって閉塞され、シリンダ２と外筒７の図２中右端側の開口部は、両者に嵌合するボトムキャップ１０によって閉塞されている。また、前記ロッドガイド９内には、シリンダ２内に移動自在に挿入されるロッド４が摺動自在に挿入されており、ロッド４の軸方向の移動がロッドガイド９によって案内される。また、ロッド４は、ロッドガイド９を通して一端をシリンダ２外へ突出させており、シリンダ２内の他端をシリンダ２内に摺動自在に挿入されるピストン３に連結している。 Hereinafter, each part of the damping device 1 for railway vehicles will be described in detail. First, each part of the cylinder device Cy will be described. As shown in FIG. 2, both the cylinder 2 and the outer cylinder 7 are cylindrical, and the opening on the left end side in FIG. 2 is annular and closed by a rod guide 9 fitted to both. The opening on the right end side of the outer cylinder 7 in FIG. 2 is closed by a bottom cap 10 fitted to both. Further, a rod 4 movably inserted into the cylinder 2 is slidably inserted into the rod guide 9, and axial movement of the rod 4 is guided by the rod guide 9. Further, one end of the rod 4 protrudes out of the cylinder 2 through the rod guide 9, and the other end in the cylinder 2 is connected to the piston 3 slidably inserted in the cylinder 2.
　なお、ロッド４の外周、ロッドガイド９とシリンダ２との間、ロッドガイド９と外筒７との間、シリンダ２とボトムキャップ１０との間および外筒７とボトムキャップ１０との間は、それぞれ、図示を省略したシール部材によってシールされている。これによりシリンダ２内およびタンク８は密閉状態に維持されている。 The outer periphery of the rod 4, between the rod guide 9 and the cylinder 2, between the rod guide 9 and the outer cylinder 7, between the cylinder 2 and the bottom cap 10, and between the outer cylinder 7 and the bottom cap 10, Each is sealed by a sealing member (not shown). Thus, the inside of the cylinder 2 and the tank 8 are maintained in a sealed state.
　そして、シリンダ２内にピストン３によって区画されるロッド側室５とピストン側室６には、本例では、作動液体として作動油が充填されるとともに、タンク８には、作動油の他に気体が充填されている。なお、タンク８内は、特に、気体を圧縮して充填して加圧状態とする必要は無い。また、作動液体は、作動油以外にも他の液体を利用してもよい。 Then, in the present embodiment, the rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with the working oil as the working liquid, and the tank 8 is filled with gas in addition to the working oil. It is done. The inside of the tank 8 is not particularly required to be compressed and filled with gas to be pressurized. Also, as the working fluid, other fluids may be used besides the working oil.
　また、このシリンダ装置Ｃｙの場合、ロッド４の断面積をピストン３の断面積の二分の一にして、ピストン３のロッド側室５側の受圧面積がピストン側室６側の受圧面積の二分の一となるようになっている。よって、伸長作動時と収縮作動時とでロッド側室５の圧力を同じにすると、伸縮の双方で発生される推力が等しくなり、シリンダ装置Ｃｙの変位量に対する作動油量も伸縮両側で同じとなる。 Further, in the case of this cylinder device Cy, the cross-sectional area of the rod 4 is half of the cross-sectional area of the piston 3 and the pressure receiving area on the rod side chamber 5 side of the piston 3 is half the pressure receiving area on the piston side chamber 6 side. It is supposed to be. Therefore, if the pressure in the rod side chamber 5 is made the same at the extension operation time and the contraction operation time, the thrust generated by both expansion and contraction becomes equal, and the hydraulic oil amount with respect to the displacement amount of the cylinder device Cy becomes the same at both sides. .
　シリンダ装置Ｃｙを伸長作動させる場合、前述したようにロッド側室５とピストン側室６を連通させ、ピストン側室６とタンク８との連通を断って、ポンプ１５から作動油を供給する。すると、ロッド側室５内とピストン側室６内の圧力が等しくなり、鉄道車両用制振装置１は、ピストン３におけるロッド側室５側とピストン側室６側の受圧面積差に前記圧力を乗じた推力を発生する。反対に、シリンダ装置Ｃｙを収縮作動させる場合、ロッド側室５とピストン側室６との連通を断ちピストン側室６をタンク８に連通させて、ポンプ１５から作動油を供給する。すると、鉄道車両用制振装置１は、ロッド側室５内の圧力とピストン３におけるロッド側室５側の受圧面積を乗じた推力を発生する。このように、鉄道車両用制振装置１は、伸び縮みのいずれの方向へもロッド側室５内の圧力とピストン３におけるロッド側室５側の受圧面積を乗じた推力を発生する。 When the cylinder device Cy is operated to extend, as described above, the rod side chamber 5 and the piston side chamber 6 are communicated with each other, the piston side chamber 6 and the tank 8 are disconnected, and hydraulic fluid is supplied from the pump 15. Then, the pressure in the rod side chamber 5 and the pressure in the piston side chamber 6 become equal, and the damping device 1 for railway vehicles is the thrust force area difference between the rod side chamber 5 side and the piston side chamber 6 side in the piston 3 multiplied by the pressure Occur. On the contrary, when the cylinder device Cy is contracted, the communication between the rod side chamber 5 and the piston side chamber 6 is cut off, the piston side chamber 6 is made to communicate with the tank 8, and the hydraulic oil is supplied from the pump 15. Then, the railway vehicle damping device 1 generates a thrust that is obtained by multiplying the pressure in the rod side chamber 5 and the pressure receiving area on the rod side chamber 5 side of the piston 3. As described above, the railway vehicle damping device 1 generates a thrust that is obtained by multiplying the pressure in the rod side chamber 5 and the pressure receiving area on the rod side chamber 5 side of the piston 3 in any direction of extension and contraction.
　要するに、鉄道車両用制振装置１の発生推力は伸縮の双方でピストン３の断面積の二分の一にロッド側室５の圧力を乗じた値となるのである。したがって、この鉄道車両用制振装置１の推力を制御する場合、伸長作動、収縮作動共に、ロッド側室５の圧力を制御すればよい。また、本例の鉄道車両用制振装置１では、ピストン３のロッド側室５側の受圧面積をピストン側室６側の受圧面積の二分の一に設定しているので、伸縮両側で同じ推力を発生する場合に伸長側と収縮側でロッド側室５の圧力が同じとなるので制御が簡素となる。加えて、変位量に対する作動油量も同じとなるので伸縮両側で応答性が同じとなる利点がある。なお、ピストン３のロッド側室５側の受圧面積をピストン側室６側の受圧面積の二分の一に設定しない場合にあっても、ロッド側室５の圧力でシリンダ装置Ｃｙの伸縮両側の推力を制御できる点は変わらない。 In short, the generated thrust of the railway vehicle damping device 1 is a value obtained by multiplying the half of the cross-sectional area of the piston 3 by the pressure of the rod side chamber 5 in both expansion and contraction. Therefore, when controlling the thrust of this railcar damping device 1, the pressure in the rod side chamber 5 may be controlled in both the extension operation and the contraction operation. Moreover, in the damping device 1 for railway vehicles of this example, since the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to half of the pressure receiving area on the piston side chamber 6 side, the same thrust is generated on both sides of expansion and contraction In this case, since the pressure in the rod side chamber 5 is the same on the extension side and the contraction side, the control is simplified. In addition, since the amount of hydraulic fluid with respect to the displacement amount is also the same, there is an advantage that the responsivity is the same on both sides of the expansion and contraction. Even when the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to one half of the pressure receiving area on the piston side chamber 6 side, the pressure of the rod side chamber 5 can control the thrust on both sides of expansion and contraction of the cylinder device Cy. The point does not change.
　戻って、ロッド４の図２中左端とシリンダ２の右端を閉塞するボトムキャップ１０とには、図示しない取付部を備えており、このシリンダ装置Ｃｙを鉄道車両における車体Ｂと台車Ｔとの間に介装できるようになっている。 Returning back, the bottom cap 10 for closing the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown). Are able to intervene.
　つづいて、液圧回路ＨＣについて説明する。第一通路１１は、ロッド側室５とピストン側室６とを連通しており、第一開閉弁１２を備えている。この第一通路１１は、シリンダ２外でロッド側室５とピストン側室６とを連通しているが、ピストン３に設けられてもよい。 Subsequently, the hydraulic circuit HC will be described. The first passage 11 communicates the rod side chamber 5 with the piston side chamber 6 and includes a first on-off valve 12. The first passage 11 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.
　第一開閉弁１２は、電磁開閉弁とされており、第一通路１１を開放してロッド側室５とピストン側室６とを連通する連通ポジションと、第一通路１１を遮断してロッド側室５とピストン側室６との連通を断つ遮断ポジションとを備えている。そして、この第一開閉弁１２は、通電時に連通ポジションを採り、非通電時に遮断ポジションを採るようになっている。 The first on-off valve 12 is an electromagnetic on-off valve, and the communication position for opening the first passage 11 to communicate the rod side chamber 5 with the piston side chamber 6 and the first passage 11 to block the rod side chamber 5 A shutoff position for breaking the communication with the piston side chamber 6 is provided. And this 1st on-off valve 12 takes a communication position at the time of electricity supply, and takes the interruption | blocking position at the time of no electricity supply.
　第二通路１３は、ピストン側室６とタンク８とを連通しており、第二開閉弁１４を備えている。第二開閉弁１４は、電磁開閉弁とされており、第二通路１３を開放してピストン側室６とタンク８とを連通する連通ポジションと、第二通路１３を遮断してピストン側室６とタンク８との連通を断つ遮断ポジションとを備えている。そして、この第二開閉弁１４は、通電時に連通ポジションを採り、非通電時に遮断ポジションを採るようになっている。 The second passage 13 communicates the piston side chamber 6 with the tank 8 and includes a second on-off valve 14. The second on-off valve 14 is an electromagnetic on-off valve, and the communication position for opening the second passage 13 to communicate the piston side chamber 6 with the tank 8 and the second passage 13 to shut off the piston side chamber 6 and the tank And a shutoff position for breaking the communication with 8. And this 2nd on-off valve 14 takes a communication position at the time of electricity supply, and takes the interruption | blocking position at the time of no electricity supply.
　ポンプ１５は、図示しないコントローラに制御されるモータ２０によって駆動され、一方向のみに作動油を吐出するポンプとされている。ポンプ１５は、詳細には図示しないが、本例では、モータ２０とともにシリンダ装置Ｃｙにおけるボトムキャップ１０に固定されており、これにより、シリンダ装置Ｃｙに一体に取付けられている。ポンプ１５は、シリンダ装置Ｃｙに一体に取付けられていればよいので、ポンプ１５のシリンダ装置Ｃｙへの取付けに関する構造と位置については、前述した構造と位置と異なる構造と位置とされてもよい。そして、ポンプ１５は、ロッド側室５とタンク８とを接続する供給通路１６に、吸込口をタンク８側に吐出口をロッド側室５側に向けて設置されている。よって、ポンプ１５は、モータ２０によって駆動されるとタンク８から作動油を吸込んでロッド側室５へ作動油を供給する。 The pump 15 is driven by a motor 20 controlled by a controller (not shown), and is a pump that discharges hydraulic oil only in one direction. Although not illustrated in detail, the pump 15 is fixed to the bottom cap 10 in the cylinder device Cy together with the motor 20 in this example, and is thereby integrally attached to the cylinder device Cy. The pump 15 may be integrally attached to the cylinder device Cy. Therefore, the structure and position of the attachment of the pump 15 to the cylinder device Cy may be different from the above-described structure and position. The pump 15 is installed in the supply passage 16 connecting the rod side chamber 5 and the tank 8 with the suction port facing the tank 8 and the discharge port facing the rod side chamber 5. Therefore, when driven by the motor 20, the pump 15 sucks the hydraulic oil from the tank 8 and supplies the hydraulic oil to the rod side chamber 5.
　前述のようにポンプ１５は、一方向のみに作動油を吐出するのみで回転方向の切換動作がないので、回転切換時に吐出量が変化するといった問題は皆無であり、安価なギアポンプ等を使用できる。さらに、ポンプ１５の回転方向が常に同一方向であるので、ポンプ１５を駆動する駆動源であるモータ２０にあっても回転切換に対する高い応答性が要求されず、その分、モータ２０も安価なものを使用できる。また、供給通路１６の途中には、ロッド側室５からポンプ１５への作動油の逆流を阻止する逆止弁１７が設けられている。 As described above, the pump 15 only discharges the hydraulic oil in one direction and there is no switching operation of the rotation direction, so there is no problem that the discharge amount changes at the time of rotation switching, and an inexpensive gear pump can be used . Furthermore, since the direction of rotation of the pump 15 is always the same, high responsiveness to rotational switching is not required even in the motor 20 which is a drive source for driving the pump 15, and the motor 20 is also inexpensive accordingly Can be used. Further, a check valve 17 is provided in the middle of the supply passage 16 to prevent the backflow of the hydraulic oil from the rod side chamber 5 to the pump 15.
　そして、本例では、供給通路１６のポンプ１５を挟んで両側に接続されてポンプ１５の吐出口と吸込口とを接続するチャージ通路２４が設けられている。また、このチャージ通路２４の途中には、ポンプ１５の吐出流量に応じてチャージ通路２４に流れる作動油を制御する弁要素としての流量制御弁２５が設けられている。より詳しくは、流量制御弁２５は、ポンプ１５の吐出流量が予め設定される所定流量としての第一流量以上となると開弁し、第一流量未満では閉弁する。つまり、流量制御弁２５は、ポンプ１５の吐出流量の増加に応じてチャージ通路２４を流れる作動油を増加させるように制御する。 And in this example, it connects on both sides across the pump 15 of the supply passage 16, and the charge passage 24 which connects the discharge port and suction port of the pump 15 is provided. In the middle of the charge passage 24, a flow control valve 25 is provided as a valve element for controlling the hydraulic oil flowing to the charge passage 24 in accordance with the discharge flow rate of the pump 15. More specifically, the flow control valve 25 opens when the discharge flow rate of the pump 15 is equal to or greater than a first flow rate as a predetermined flow rate, and closes when the flow rate is less than the first flow rate. That is, the flow control valve 25 controls the hydraulic fluid flowing through the charge passage 24 to increase according to the increase of the discharge flow rate of the pump 15.
　流量制御弁２５は、チャージ通路２４を開閉する弁体２５ａと、チャージ通路２４を遮断する遮断ポジションを採るように弁体２５ａを附勢するばね２５ｂと、チャージ通路２４を開放する連通ポジションを採るようにポンプ１５の吐出口の圧力を弁体２５ａに作用させる開パイロット通路２５ｃと、供給通路１６の逆止弁１７よりもロッド側室５側に設けたオリフィス２５ｄと、チャージ通路２４を遮断する遮断ポジションを採るように供給通路１６のオリフィス２５ｄよりもロッド側室５側の圧力を弁体２５ａに作用させる閉パイロット通路２５ｅとを備えている。なお、オリフィス２５ｄは、供給通路１６の逆止弁１７よりもポンプ１５側に設けてもよい。また、チャージ通路２４は、供給通路１６のオリフィス２５ｄよりもポンプ１５側に接続されればよく、開パイロット通路２５ｃは、供給通路１６のオリフィス２５ｄよりもポンプ１５側か、チャージ通路２４の弁体２５ａよりも供給通路１６側に接続されればよい。 The flow control valve 25 takes a valve body 25 a for opening and closing the charge passage 24, a spring 25 b for energizing the valve body 25 a to take a shut-off position to shut off the charge passage 24, and a communication position to open the charge passage 24. As described above, the open pilot passage 25c that causes the pressure of the discharge port of the pump 15 to act on the valve body 25a, the orifice 25d provided closer to the rod side chamber 5 than the check valve 17 of the supply passage 16, and the blockage that shuts off the charge passage 24 It has a closed pilot passage 25e which causes the pressure on the rod side chamber 5 side to act on the valve body 25a more than the orifice 25d of the supply passage 16 so as to take a position. The orifice 25 d may be provided closer to the pump 15 than the check valve 17 of the supply passage 16. Further, the charge passage 24 may be connected to the pump 15 side of the orifice 25 d of the supply passage 16, and the open pilot passage 25 c may be the pump 15 side of the orifice 25 d of the supply passage 16 or a valve element of the charge passage 24. It may be connected to the supply passage 16 side more than 25a.
　流量制御弁２５の弁体２５ａには、ポンプ１５の吐出圧が開弁方向に作用し、供給通路１６におけるオリフィス２５ｄの下流の圧力が閉弁方向に作用している。よって、ポンプ１５の吐出圧と供給通路１６におけるオリフィス２５ｄの下流の圧力との差が設定差圧に達すると、圧力による弁体２５ａを押す力でばね２５ｂを押し縮めて流量制御弁２５は開弁する。第一流量に等しい流量の作動油がオリフィス２５ｄを通過する際に生じる圧力損失を前記設定差圧と等しくなるように予め設定されているので、ポンプ１５の吐出流量が第一流量以上となると、流量制御弁２５は開弁してチャージ通路２４を開放する。このように流量制御弁２５は、ノーマルクローズの流量制御弁であって、ポンプ１５の吐出流量が所定の第一流量以上となると閉弁状態から開弁状態へ切換わるようになっている。したがって、ポンプ１５の吐出流量が第一流量以上となると流量制御弁２５が開弁し、ポンプ１５の吐出流量における第一流量を超える余剰分がチャージ通路２４を通じてポンプ１５の吸込口へ戻される。なお、ポンプ１５の吐出流量が第一流量未満である場合、流量制御弁２５が閉弁するので、ポンプ１５が吐出する全流量がロッド側室５へ供給される。 The discharge pressure of the pump 15 acts on the valve body 25a of the flow control valve 25 in the valve opening direction, and the pressure downstream of the orifice 25d in the supply passage 16 acts on the valve body 25a in the valve closing direction. Therefore, when the difference between the discharge pressure of the pump 15 and the pressure downstream of the orifice 25d in the supply passage 16 reaches the set differential pressure, the pressure pushing the valve body 25a by the pressure squeezes the spring 25b and the flow control valve 25 opens. To speak. Since the pressure loss that occurs when hydraulic fluid having a flow rate equal to the first flow rate passes through the orifice 25d is previously set equal to the set differential pressure, when the discharge flow rate of the pump 15 becomes equal to or greater than the first flow rate, The flow control valve 25 opens to open the charge passage 24. As described above, the flow control valve 25 is a normally closed flow control valve, and is switched from the closed state to the open state when the discharge flow rate of the pump 15 becomes equal to or more than the predetermined first flow rate. Therefore, when the discharge flow rate of the pump 15 becomes equal to or more than the first flow rate, the flow control valve 25 opens, and the surplus portion exceeding the first flow rate in the discharge flow rate of the pump 15 is returned to the suction port of the pump 15 through the charge passage 24. When the discharge flow rate of the pump 15 is less than the first flow rate, the flow control valve 25 is closed, so that the entire flow rate discharged by the pump 15 is supplied to the rod side chamber 5.
　戻って、本例の液圧回路ＨＣは、前述の構成に加えて、ロッド側室５とタンク８とを接続する排出通路２１と、排出通路２１の途中に設けた制御弁としての開弁圧を変更可能な可変リリーフ弁２２を備えている。 Returning to the above, in addition to the above-described configuration, the hydraulic pressure circuit HC according to the present embodiment includes the discharge passage 21 connecting the rod side chamber 5 and the tank 8 and the valve opening pressure as a control valve provided in the middle of the discharge passage 21 A changeable variable relief valve 22 is provided.
　可変リリーフ弁２２は、本例では、比例電磁リリーフ弁とされており、供給される電流量に応じて開弁圧を調節でき、前記電流量が最大となると開弁圧を最小とし、電流の供給がないと開弁圧を最大とするようになっている。 The variable relief valve 22 in this example is a proportional electromagnetic relief valve, which can adjust the valve opening pressure in accordance with the amount of supplied current, and when the amount of current is maximized, the valve opening pressure is minimized. If there is no supply, the valve opening pressure is maximized.
　このように、排出通路２１と可変リリーフ弁２２とを設けると、シリンダ装置Ｃｙを伸縮作動させる際に、ロッド側室５内の圧力を可変リリーフ弁２２の開弁圧に調節でき、鉄道車両用制振装置１の推力を可変リリーフ弁２２へ供給する電流量で制御できる。排出通路２１と可変リリーフ弁２２とを設けると、鉄道車両用制振装置１の推力を調節するために必要なセンサ類が不要となり、ポンプ１５の吐出流量の調節のためにモータ２０を高度に制御する必要もなくなる。よって、鉄道車両用制振装置１が安価となり、ハードウェア的にもソフトウェア的にも堅牢なシステムを構築できる。 Thus, when the discharge passage 21 and the variable relief valve 22 are provided, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22 when the cylinder device Cy is extended and contracted. The thrust of the vibration device 1 can be controlled by the amount of current supplied to the variable relief valve 22. If the discharge passage 21 and the variable relief valve 22 are provided, the sensors necessary for adjusting the thrust of the damping device 1 for a railway vehicle become unnecessary, and the motor 20 is advanced to adjust the discharge flow rate of the pump 15 There is no need to control. Therefore, the damping device 1 for railway vehicles becomes inexpensive, and a system that is robust both in hardware and software can be constructed.
　なお、可変リリーフ弁２２に与える電流量で開弁圧を比例的に変化させる比例電磁リリーフ弁を用いると開弁圧の制御が簡単となるが、制御弁は、ロッド側室５内の圧力を調節できれば、可変リリーフ弁以外の弁を利用してもよい。 Note that although the use of a proportional solenoid valve that proportionally changes the valve opening pressure by the amount of current supplied to the variable relief valve 22 simplifies control of the valve opening pressure, the control valve adjusts the pressure in the rod side chamber 5 If possible, valves other than the variable relief valve may be used.
　さらに、本例の鉄道車両用制振装置１における液圧回路ＨＣは、ピストン側室６からロッド側室５へ向かう作動油の流れのみを許容する整流通路１８と、タンク８からピストン側室６へ向かう作動油の流れのみを許容する吸込通路１９を備えている。 Furthermore, the hydraulic circuit HC in the damping device 1 for a railway vehicle according to the present embodiment operates in a straightening passage 18 that allows only the flow of hydraulic fluid from the piston side chamber 6 to the rod side chamber 5 and the operation from the tank 8 to the piston side chamber 6 A suction passage 19 is provided which allows only oil flow.
　より詳細には、整流通路１８は、ピストン側室６とロッド側室５とを連通しており、途中に逆止弁１８ａが設けられ、ピストン側室６からロッド側室５へ向かう作動油の流れのみを許容する一方通行の通路に設定されている。さらに、吸込通路１９は、タンク８とピストン側室６とを連通しており、途中に逆止弁１９ａが設けられ、タンク８からピストン側室６へ向かう作動油の流れのみを許容する一方通行の通路に設定されている。なお、整流通路１８は、第一開閉弁１２の遮断ポジションを逆止弁とすると第一通路１１に集約でき、吸込通路１９についても、第二開閉弁１４の遮断ポジションを逆止弁とすると第二通路１３に集約できる。 More specifically, the flow straightening passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve 18a is provided in the middle to allow only the flow of hydraulic fluid from the piston side chamber 6 to the rod side chamber 5 It is set in a one-way aisle. Further, the suction passage 19 communicates the tank 8 with the piston side chamber 6, and a check valve 19a is provided in the middle to allow only the flow of hydraulic oil from the tank 8 to the piston side chamber 6 It is set to. The straightening passage 18 can be integrated into the first passage 11 when the shutoff position of the first on-off valve 12 is a check valve, and the shutoff position of the second on-off valve 14 is also a check valve for the suction passage 19. It can be integrated into the second passage 13.
　このように構成された鉄道車両用制振装置１では、第一開閉弁１２と第二開閉弁１４がともに遮断ポジションを採っても、整流通路１８、吸込通路１９および排出通路２１で、ロッド側室５、ピストン側室６およびタンク８を数珠繋ぎに連通させる。また、整流通路１８、吸込通路１９および排出通路２１は、一方通行の通路に設定されている。 In the railway vehicle vibration damping device 1 configured as described above, even if the first on-off valve 12 and the second on-off valve 14 both take the blocking position, the rod side chamber is formed by the straightening passage 18, the suction passage 19 and the discharge passage 21. 5, the piston side chamber 6 and the tank 8 are connected in a series connection. Further, the straightening passage 18, the suction passage 19 and the discharge passage 21 are set as one-way passages.
　つづいて、鉄道車両用制振装置１に所望の伸長方向の推力を発揮させる場合、モータ２０でポンプ１５を駆動し、ポンプ１５からシリンダ２内へ作動油を供給しつつ、第一開閉弁１２を連通ポジションとし、第二開閉弁１４を遮断ポジションとする。このようにすると、ロッド側室５とピストン側室６とが連通状態におかれて両者にポンプ１５から作動油が供給され、ピストン３が図２中左方へ押されてシリンダ装置Ｃｙが伸長し、鉄道車両用制振装置１は伸長方向の推力を発揮する。ロッド側室５内およびピストン側室６内の圧力が可変リリーフ弁２２の開弁圧を上回ると、可変リリーフ弁２２が開弁して作動油が排出通路２１を介してタンク８へ排出される。よって、ロッド側室５内およびピストン側室６内の圧力は、可変リリーフ弁２２に与える電流量で決まる可変リリーフ弁２２の開弁圧にコントロールされる。そして、鉄道車両用制振装置１は、ピストン３におけるピストン側室６側とロッド側室５側の受圧面積差に可変リリーフ弁２２によってコントロールされるロッド側室５内およびピストン側室６内の圧力を乗じた値の伸長方向の推力を発揮する。 Subsequently, in order to cause the damping device 1 for a railway vehicle to exert a thrust in a desired extension direction, the pump 20 is driven by the motor 20 to supply the hydraulic oil from the pump 15 into the cylinder 2 while the first on-off valve 12 is And the second on-off valve 14 in the blocking position. As a result, the rod side chamber 5 and the piston side chamber 6 are brought into communication, hydraulic fluid is supplied from the pump 15 to the both, and the piston 3 is pushed to the left in FIG. The railway vehicle damping device 1 exerts a thrust in the extension direction. When the pressure in the rod side chamber 5 and the pressure in the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22, the variable relief valve 22 is opened and the hydraulic oil is discharged to the tank 8 via the discharge passage 21. Therefore, the pressures in the rod side chamber 5 and the piston side chamber 6 are controlled to the valve opening pressure of the variable relief valve 22 determined by the amount of current supplied to the variable relief valve 22. Then, the damping device 1 for railway vehicles multiplies the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the variable relief valve 22 by the pressure receiving area difference between the piston side chamber 6 and the rod side chamber 5 in the piston 3 Demonstrate the thrust in the direction of value expansion.
　これに対して、鉄道車両用制振装置１に所望の収縮方向の推力を発揮させる場合、モータ２０でポンプ１５を駆動し、ポンプ１５からシリンダ２内へ作動油を供給しつつ、第一開閉弁１２を遮断ポジションとし、第二開閉弁１４を連通ポジションとする。このようにすると、ピストン側室６とタンク８が連通状態におかれるとともにロッド側室５にポンプ１５から作動油が供給され、ピストン３が図２中右方へ押されてシリンダ装置Ｃｙが収縮し、鉄道車両用制振装置１は収縮方向の推力を発揮する。そして、前述と同様に、可変リリーフ弁２２の電流量を調節すると、鉄道車両用制振装置１は、ピストン３におけるロッド側室５側の受圧面積と可変リリーフ弁２２にコントロールされるロッド側室５内の圧力を乗じた収縮方向の推力を発揮する。このように、鉄道車両用制振装置１は、シリンダ装置Ｃｙに積極的に伸縮双方向の推力を発揮させるアクチュエータとして機能できる。 On the other hand, when making the damping device 1 for rail vehicles exhibit thrust of a desired contraction direction, the pump 20 is driven by the motor 20 to supply the hydraulic oil from the pump 15 into the cylinder 2 while the first opening / closing is performed. The valve 12 is in the shutoff position, and the second on-off valve 14 is in the communication position. As a result, the piston side chamber 6 and the tank 8 are in communication with each other, and the hydraulic oil is supplied from the pump 15 to the rod side chamber 5, and the piston 3 is pushed to the right in FIG. The railway vehicle damping device 1 exerts a thrust in the contraction direction. Then, in the same manner as described above, when the current amount of the variable relief valve 22 is adjusted, the damping device 1 for railway vehicle is controlled by the pressure receiving area on the rod side chamber 5 side of the piston 3 and the rod side chamber 5 controlled by the variable relief valve 22. The thrust in the contraction direction multiplied by the pressure of As described above, the railway vehicle vibration damping device 1 can function as an actuator that causes the cylinder device Cy to actively exert the expansion and contraction bidirectional thrust.
　また、第一開閉弁１２を開き第二開閉弁１４を閉じた状態で、外力でロッド４が図２中左方へ移動する場合、ポンプ１５の駆動の有無に拘わらず、鉄道車両用制振装置１はロッド４の移動を妨げる方向、つまり、収縮方向の力を発揮しない。この場合、ポンプ１５が駆動中では、ロッド４がシリンダ２から退出する際に減少するシリンダ２内における体積変化にポンプ１５の吐出流量が追い付かなくなるが、吸込通路１９を通じてタンク８からシリンダ２内へ作動油が供給される。また、この場合において、ポンプ１５が駆動していない場合には、ロッド４がシリンダ２から退出する体積分の作動油が吸込通路１９を通じてタンク８からシリンダ２内へ作動油が供給される。いずれにせよ、この場合には、シリンダ２内の圧力はタンク圧となるから、鉄道車両用制振装置１はロッド４の移動を妨げる方向、つまり、収縮方向の減衰力を発揮しない。 When the rod 4 is moved to the left in FIG. 2 by an external force in a state where the first on-off valve 12 is opened and the second on-off valve 14 is closed, damping for railway vehicles regardless of the presence or absence of driving of the pump 15 The device 1 does not exert a force in the direction that impedes the movement of the rod 4, that is, in the contraction direction. In this case, while the pump 15 is in operation, the discharge flow rate of the pump 15 can not catch up with the volume change in the cylinder 2 which decreases when the rod 4 exits from the cylinder 2. Hydraulic oil is supplied. Further, in this case, when the pump 15 is not driven, the working oil is supplied from the tank 8 into the cylinder 2 through the suction passage 19 by the volume corresponding to the rod 4 exiting from the cylinder 2. In any case, since the pressure in the cylinder 2 is the tank pressure in this case, the railway vehicle damping device 1 does not exert a damping force in the direction that hinders the movement of the rod 4, that is, in the contraction direction.
　なお、第一開閉弁１２を開き第二開閉弁１４を閉じた状態で、外力でロッド４が図２中右方へ移動する場合、ポンプ１５の駆動の有無に拘わらず、シリンダ２内へのロッド４の侵入によってシリンダ２内から押し出された作動油は、排出通路２１を通じてタンク８へ戻される。この場合には、シリンダ２内の圧力が可変リリーフ弁２２によって所望の圧力に制御されるので、鉄道車両用制振装置１はロッド４の移動を妨げる方向、つまり、伸長方向の力を発揮できる。 In the state where the first on-off valve 12 is opened and the second on-off valve 14 is closed, when the rod 4 moves to the right in FIG. 2 by an external force, regardless of whether the pump 15 is driven, The hydraulic oil pushed out of the cylinder 2 by the entry of the rod 4 is returned to the tank 8 through the discharge passage 21. In this case, since the pressure in the cylinder 2 is controlled to a desired pressure by the variable relief valve 22, the railway vehicle vibration damping device 1 can exert a force in the direction that hinders the movement of the rod 4, that is, the extension direction. .
　他方、第一開閉弁１２を閉じ第二開閉弁１４を開いた状態で、外力でロッド４が図２中右方へ移動する場合、ポンプ１５の駆動の有無に拘わらず、鉄道車両用制振装置１はロッド４の移動を妨げる方向、つまり、伸長方向の力を発揮しない。この場合、ポンプ１５が駆動中では、ロッド４がシリンダ２へ進入する際に増加するロッド側室５内における体積変化にポンプ１５の吐出流量が追い付かなくなるが、整流通路１８を通じてピストン側室６からロッド側室５内へ作動油が供給される。また、ロッド４がシリンダ２内へ進入するために、シリンダ２内でロッド４のシリンダ２侵入分の体積の作動油が過剰となるが、圧縮側のピストン側室６が第二通路１３を通じており、この過剰分の作動油がタンク８へ排出される。また、この場合において、ポンプ１５が駆動していない場合にも、駆動中と同様に、ロッド４がシリンダ２へ進入する際に増加するロッド側室５内の体積分の作動油が整流通路１８を通じてピストン側室６から供給される。そして、過剰となるロッド４のシリンダ２侵入分の体積の作動油は、圧縮されるピストン側室６から第二通路１３を介してタンク８へ排出される。いずれにせよ、この場合には、シリンダ２内の圧力はタンク圧となるから、鉄道車両用制振装置１はロッド４の移動を妨げる方向、つまり、伸長方向の減衰力を発揮しない。 On the other hand, when the rod 4 moves to the right in FIG. 2 by an external force in a state where the first on-off valve 12 is closed and the second on-off valve 14 is opened, damping for railway vehicles regardless of the presence or absence of driving of the pump 15 The device 1 does not exert a force in the direction that impedes the movement of the rod 4, that is, in the extension direction. In this case, while the pump 15 is in operation, the discharge flow rate of the pump 15 can not catch up with the volume change in the rod side chamber 5 that increases when the rod 4 enters the cylinder 2. The hydraulic oil is supplied into 5. Further, although the volume of working oil in the cylinder 2 intruding of the rod 4 becomes excessive in the cylinder 2 in order for the rod 4 to enter the cylinder 2, the piston side chamber 6 on the compression side passes through the second passage 13, The excess hydraulic oil is discharged to the tank 8. Further, in this case, even when the pump 15 is not driven, the hydraulic oil corresponding to the volume in the rod side chamber 5 which increases when the rod 4 enters the cylinder 2 is transmitted through the flow straightening passage 18 as in driving. It is supplied from the piston side chamber 6. Then, the hydraulic oil of a volume corresponding to the cylinder 2 invading the rod 4 is discharged from the piston side chamber 6 to be compressed to the tank 8 through the second passage 13. In any case, since the pressure in the cylinder 2 is the tank pressure in this case, the railway vehicle damping device 1 does not exert a damping force in the direction that hinders the movement of the rod 4, that is, in the extension direction.
　なお、第一開閉弁１２を閉じて第二開閉弁１４を開いた状態で、外力でロッド４が図２中左方へ移動する場合、ポンプ１５の駆動の有無に拘わらず、ロッド側室５から押し出された作動油は、排出通路２１を通じてタンク８へ戻される。この場合には、ロッド側室５内の圧力が可変リリーフ弁２２によって所望の圧力に制御されるので、鉄道車両用制振装置１はロッド４の移動を妨げる方向、つまり、収縮方向の力を発揮できる。 When the rod 4 is moved to the left in FIG. 2 by an external force in a state in which the first on-off valve 12 is closed and the second on-off valve 14 is opened, the rod side chamber 5 is opened regardless of whether the pump 15 is driven. The extruded hydraulic oil is returned to the tank 8 through the discharge passage 21. In this case, since the pressure in the rod side chamber 5 is controlled to a desired pressure by the variable relief valve 22, the railway vehicle damping device 1 exerts a force in the direction to prevent the movement of the rod 4, that is, the contraction direction. it can.
　つまり、第一開閉弁１２を開いて第二開閉弁１４を閉じる場合或いは第一開閉弁１２を閉じて第二開閉弁１４を開く場合、ポンプ１５の駆動状況に拘わらず、鉄道車両用制振装置１は、外力からの振動入力に対して伸長或いは収縮のいずれか一方にのみ減衰力を発揮する状態となる。 That is, when the first on-off valve 12 is opened to close the second on-off valve 14 or the first on-off valve 12 is closed to open the second on-off valve 14, damping for railway vehicles regardless of the driving condition of the pump 15 The device 1 is in a state where it exerts a damping force only to either extension or contraction with respect to vibration input from an external force.
　よって、本例の鉄道車両用制振装置１は、たとえば、力を発揮する方向が鉄道車両の台車Ｔの振動により車体Ｂを加振する方向である場合、そのような方向には力を出さないようにシリンダ装置Ｃｙを片効きのダンパとして機能させ得る。よって、この鉄道車両用制振装置１は、カルノップのスカイフック理論に基づくセミアクティブ制御を容易に実現できるため、セミアクティブダンパとしても機能できる。 Therefore, for example, when the direction in which the force is exerted is a direction in which the vehicle body B is excited by the vibration of the bogie T of the railway vehicle, the damping device 1 for railway vehicles of this example exerts forces in such a direction. The cylinder device Cy can be made to function as a one-way damper so that it does not occur. Therefore, since this railway vehicle damping device 1 can easily realize semi-active control based on Kalnop's skyhook theory, it can also function as a semi-active damper.
　また、本例の鉄道車両用制振装置１では、第一開閉弁１２および第二開閉弁１４が閉弁する状態でシリンダ装置Ｃｙが伸縮すると、シリンダ２から作動油が排出通路２１を介してタンク８へ排出され、シリンダ２には作動油が吸込通路１９を介してタンク８から供給される。そして、シリンダ２内から排出される作動油の流れに対して可変リリーフ弁２２が抵抗を与え、シリンダ２内の圧力が可変リリーフ弁２２の開弁圧に調節される。よって、鉄道車両用制振装置１は、アクチュエータとして機能するのみならず、モータ２０の駆動状況に拘わらず、第一開閉弁１２と第二開閉弁１４が閉じている場合、シリンダ装置Ｃｙの伸縮の双方で減衰力を発揮するパッシブなユニフローダンパとして機能できる。 Further, in the damping device 1 for a railway vehicle of the present embodiment, when the cylinder device Cy expands and contracts in a state where the first on-off valve 12 and the second on-off valve 14 close, hydraulic oil from the cylinder 2 via the discharge passage 21 The hydraulic fluid is discharged from the tank 8 through the suction passage 19 to the cylinder 2 through the suction passage 19. Then, the variable relief valve 22 provides resistance to the flow of hydraulic fluid discharged from the inside of the cylinder 2, and the pressure in the cylinder 2 is adjusted to the valve opening pressure of the variable relief valve 22. Thus, the railway vehicle damping device 1 not only functions as an actuator, but also when the first on-off valve 12 and the second on-off valve 14 are closed, regardless of the driving condition of the motor 20 Function as a passive uniflow damper that exerts damping force on both sides.
　また、鉄道車両用制振装置１の各機器への通電が不能となるようなフェール時には、第一開閉弁１２と第二開閉弁１４のそれぞれが遮断ポジションを採り、可変リリーフ弁２２は、開弁圧が最大に固定された圧力制御弁として機能する。よって、このようなフェール時には、鉄道車両用制振装置１は、自動的に、パッシブダンパとして機能する。 In addition, at the time of failure such that energization to each device of damping device 1 for rail vehicles can not be performed, each of first on-off valve 12 and second on-off valve 14 takes the blocking position, and variable relief valve 22 is opened. It functions as a pressure control valve with the valve pressure fixed at maximum. Therefore, at the time of such a failure, the railway vehicle damping device 1 automatically functions as a passive damper.
　このように、本例の鉄道車両用制振装置１は、アクチュエータとしてもダンパとしても機能できるが、ポンプ１５の吐出口と吸込口とを接続するチャージ通路２４を備えている。このような構成を備えた鉄道車両用制振装置１にあっては、ポンプ１５が吐出した作動油の一部をチャージ通路２４によってポンプ１５の吸込口へ戻せる。よって、タンク８がポンプ１５よりも下方に配置されても、ポンプ１５の吸込口へ十分な量の作動油を供給でき、ポンプ１５の吸込不良が解消されて騒音の発生が抑制される。したがって、本発明の鉄道車両用制振装置１によれば、タンク８がポンプ１５よりも下方に配置されてもポンプ１５の騒音を抑制でき、鉄道車両の乗客へ騒音を知覚させずに済んで車両における静粛性を向上できる。 Thus, although the damping device 1 for railway vehicles of this example can function as both an actuator and a damper, it has the charge passage 24 connecting the discharge port and the suction port of the pump 15. In the railcar damping device 1 having such a configuration, a part of the hydraulic fluid discharged by the pump 15 can be returned to the suction port of the pump 15 by the charge passage 24. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railcar damping device 1 of the present invention, even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and noises can not be perceived by the passengers of the railcar. Quietness of the vehicle can be improved.
　また、本例の鉄道車両用制振装置１では、チャージ通路２４にポンプ１５の吐出流量が第一流量以上となると開弁し第一流量未満では閉弁する流量制御弁（弁要素）２５が設けられている。このように流量制御弁２５を設けると、吸込不良が生じやすくなるポンプ１５の高回転駆動時に流量制御弁２５が開弁してチャージ通路２４を介してポンプ１５の吐出流量の第一流量を超える流量をポンプ１５の吸込口へ供給できる。よって、ポンプ１５の吐出流量が第一流量以上となると開弁する流量制御弁（弁要素）２５を備えた鉄道車両用制振装置１では、ポンプ１５の吸込不良が生じやすくなる場面で効果的に吸込不良を解消して騒音を抑制でき、車両における静粛性を向上できる。なお、第一流量は、シリンダ装置Ｃｙの伸縮作動に要求される仕様と吸込不良が発生する可能性があるポンプ１５の吐出流量とを勘案して適値となるように設定されればよい。 Moreover, in the damping device 1 for railway vehicles of the present embodiment, the flow control valve (valve element) 25 is opened in the charge passage 24 when the discharge flow rate of the pump 15 is equal to or more than the first flow rate. It is provided. As described above, when the flow control valve 25 is provided, the flow control valve 25 is opened during high rotation driving of the pump 15 where suction failure easily occurs, and the first flow rate of the discharge flow rate of the pump 15 is exceeded via the charge passage 24. The flow rate can be supplied to the suction port of the pump 15. Therefore, the damping device 1 for railway vehicles provided with the flow control valve (valve element) 25 that opens when the discharge flow rate of the pump 15 becomes equal to or higher than the first flow rate is effective in the situation where suction failure of the pump 15 easily occurs. It is possible to eliminate the suction failure and to suppress the noise, and to improve the quietness of the vehicle. The first flow rate may be set to an appropriate value in consideration of the specification required for the expansion and contraction operation of the cylinder device Cy and the discharge flow rate of the pump 15 which may cause a suction failure.
　なお、図３に示す第一変形例のように、液圧回路ＨＣにおいて流量制御弁２５の代わりに、ポンプ１５の吐出流量に応じてチャージ通路２４に流れる作動油を制御する弁要素として、ポンプ１５の吐出流量が所定の第二流量以上となると閉弁し、第二流量未満では開弁する流量制御弁２６を設ける構成も採用できる。 As in the first modified example shown in FIG. 3, in place of the flow control valve 25 in the hydraulic circuit HC, as a valve element for controlling the hydraulic oil flowing to the charge passage 24 according to the discharge flow rate of the pump 15 It is also possible to adopt a configuration in which the flow control valve 26 is provided which closes when the discharge flow rate of 15 reaches a predetermined second flow rate or more and opens below the second flow rate.
　流量制御弁２６は、チャージ通路２４を開閉する弁体２６ａと、チャージ通路２４を開放する連通ポジションを採るように弁体２６ａを附勢するばね２６ｂと、チャージ通路２４を遮断する遮断ポジションを採るようにポンプ１５の吐出口の圧力を弁体２６ａに作用させる閉パイロット通路２６ｃと、供給通路１６に設けたオリフィス２６ｄと、連通ポジションを採るように供給通路１６のオリフィス２６ｄよりもロッド側室５側の圧力を弁体２６ａに作用させる開パイロット通路２６ｅとを備えている。 The flow control valve 26 has a valve body 26 a for opening and closing the charge passage 24, a spring 26 b for energizing the valve body 26 a to take a communication position for opening the charge passage 24, and a shut off position for interrupting the charge passage 24. As described above, the rod side chamber 5 side of the orifice 26d of the supply passage 16 has a closed pilot passage 26c that causes the valve body 26a to act on the pressure of the discharge port of the pump 15, the orifice 26d provided in the supply passage 16 And an open pilot passage 26e for applying the pressure of the valve body 26a to the valve body 26a.
　流量制御弁２６の弁体２６ａには、ポンプ１５の吐出圧が閉弁方向作用し、供給通路１６におけるオリフィス２６ｄの下流の圧力が開弁方向に作用している。よって、ポンプ１５の吐出圧と供給通路１６におけるオリフィス２６ｄの下流の圧力との差が設定差圧に達すると、圧力による弁体２６ａを押す力でばね２６ｂを押し縮めて流量制御弁２６は閉弁する。第二流量に等しい作動油がオリフィス２６ｄを通過する際に生じる圧力損失を前記設定差圧と等しくなるように予め設定されているので、ポンプ１５の吐出流量が第二流量以上となると、流量制御弁２６は閉弁してチャージ通路２４を遮断する。このように流量制御弁２６は、ノーマルオープンの流量制御弁であって、ポンプ１５の吐出流量が第二流量以上となると開弁状態から閉弁状態へ切換わるようになっている。したがって、ポンプ１５の吐出流量が第二流量未満では流量制御弁２６が開弁しており、ポンプ１５の吐出流量の一部がチャージ通路２４を通じてポンプ１５の吸込口へ戻される。他方、ポンプ１５の吐出流量が第二流量以上となると流量制御弁２６が閉弁して、ポンプ１５の吐出流量の全流量がロッド側室５へ供給される。 The discharge pressure of the pump 15 acts on the valve body 26 a of the flow control valve 26 in the valve closing direction, and the pressure downstream of the orifice 26 d in the supply passage 16 acts in the valve opening direction. Therefore, when the difference between the discharge pressure of the pump 15 and the pressure downstream of the orifice 26d in the supply passage 16 reaches the set differential pressure, the spring 26b is compressed by the force pushing the valve body 26a due to the pressure, and the flow control valve 26 is closed. To speak. Since the pressure loss generated when the hydraulic fluid equal to the second flow rate passes through the orifice 26d is equal to the set differential pressure, the flow control is performed when the discharge flow rate of the pump 15 becomes equal to or higher than the second flow rate. The valve 26 closes to shut off the charge passage 24. As described above, the flow control valve 26 is a normally open flow control valve, and is switched from the open state to the closed state when the discharge flow rate of the pump 15 is equal to or more than the second flow rate. Therefore, when the discharge flow rate of the pump 15 is less than the second flow rate, the flow control valve 26 is opened, and a part of the discharge flow rate of the pump 15 is returned to the suction port of the pump 15 through the charge passage 24. On the other hand, when the discharge flow rate of the pump 15 becomes equal to or higher than the second flow rate, the flow control valve 26 closes, and the entire flow rate of the discharge flow of the pump 15 is supplied to the rod side chamber 5.
　このように構成された第一変形例における鉄道車両用制振装置１では、チャージ通路２４にポンプ１５の吐出流量が第二流量以上となると閉弁し、第二流量未満では開弁する流量制御弁（弁要素）２６が設けられている。このように流量制御弁２６を設けると、車体Ｂの振動が小さく車体Ｂの制振に鉄道車両用制振装置１が大きな推力を必要とせず、ポンプ１５の回転速度が低く吐出流量が少なくて済む状態では、流量制御弁２６が開弁してポンプ１５の吸込不良が防止される。他方、車体Ｂの振動が大きく車体Ｂの制振に鉄道車両用制振装置１が大きな推力を必要とする場合、ポンプ１５の回転速度が高く吐出流量が多くなると、流量制御弁２６が閉弁してポンプ１５の全流量がシリンダ装置Ｃｙへ供給される。よって、鉄道車両用制振装置１は、車体Ｂが大きく振動する場面では十分な振動抑制効果を発揮できる。ポンプ１５の吐出流量が多くなって吸込不良が生じやすくなる状況では車体Ｂが大きく振動して車両自体の騒音が大きくなるため、ポンプ１５の吸込不良による騒音も乗客に知覚されにくくなる。よって、このようにポンプ１５の吐出流量が第二流量以上となると閉弁する流量制御弁（弁要素）２６を備えた鉄道車両用制振装置１では、車体Ｂの振動抑制効果を充分に発揮しつつ車両における静粛性を向上できる。なお、第二流量は、シリンダ装置Ｃｙの伸縮作動に要求される仕様と吸込不良が発生する可能性があるポンプ１５の吐出流量とを勘案して適値となるように設定されればよい。 In the damping device 1 for a railway vehicle in the first modified example configured as described above, the charge passage 24 is closed when the discharge flow rate of the pump 15 is equal to or more than the second flow rate. A valve (valve element) 26 is provided. Thus, when the flow control valve 26 is provided, the vibration of the vehicle body B is small and the railway vehicle damping device 1 does not require a large thrust for damping the vehicle body B, and the rotational speed of the pump 15 is low and the discharge flow rate is small. In the end condition, the flow control valve 26 is opened to prevent suction failure of the pump 15. On the other hand, when the vibration of the vehicle body B is large and the railway vehicle damping device 1 requires a large thrust for damping the vehicle body B, the flow control valve 26 closes when the rotational speed of the pump 15 is high and the discharge flow rate is large. Then, the entire flow rate of the pump 15 is supplied to the cylinder device Cy. Therefore, the damping device 1 for railway vehicles can exhibit a sufficient vibration suppression effect in the scene where the vehicle body B vibrates largely. In a situation where the discharge flow rate of the pump 15 is increased and suction failure is likely to occur, the vehicle body B vibrates greatly and the noise of the vehicle itself is increased. Therefore, noise due to suction failure of the pump 15 is not easily perceived by passengers. Therefore, the vibration control device 1 for a railway vehicle provided with the flow control valve (valve element) 26 that closes when the discharge flow rate of the pump 15 becomes equal to or higher than the second flow rate sufficiently exerts the vibration suppression effect of the vehicle body B. At the same time, the quietness of the vehicle can be improved. The second flow rate may be set to an appropriate value in consideration of the specification required for the expansion and contraction operation of the cylinder device Cy and the discharge flow rate of the pump 15 that may cause a suction failure.
　また、図４に示す第二変形例のように、液圧回路ＨＣにおいて流量制御弁２５の代わりに、ポンプ１５の吐出流量に応じてチャージ通路２４に流れる作動油を制御する弁要素としてチャージ通路２４と供給通路１６とを分流弁２７を介して接続する構成も採用できる。分流弁２７は、ポンプ１５の吐出口へ通じる入口ポート２７ａと、ロッド側室５へ通じる第一出口ポート２７ｂと、チャージ通路２４に接続される第二出口ポート２７ｃと、入口ポート２７ａを第一出口ポート２７ｂへ接続する第一オリフィス通路２７ｄと、入口ポート２７ａを第二出口ポート２７ｃへ接続する第二オリフィス通路２７ｅとを備えている。 Further, as in the second modification shown in FIG. 4, instead of the flow control valve 25 in the hydraulic circuit HC, the charge passage is used as a valve element for controlling the hydraulic fluid flowing to the charge passage 24 according to the discharge flow rate of the pump 15. It is also possible to adopt a configuration in which 24 and the supply passage 16 are connected via the dividing valve 27. The diverting valve 27 has an inlet port 27a communicating with the outlet of the pump 15, a first outlet port 27b communicating with the rod side chamber 5, a second outlet port 27c connected to the charge passage 24, and an inlet port 27a. A first orifice passage 27d connected to the port 27b and a second orifice passage 27e connecting the inlet port 27a to the second outlet port 27c.
　そして、分流弁２７は、ポンプ１５から吐出される作動油の流れを第一オリフィス通路２７ｄと第二オリフィス通路２７ｅの各抵抗によって決せられる比率で分流して、それぞれ、供給通路１６とチャージ通路２４へ供給する。よって、ポンプ１５から吐出される流量は、ロッド側室５とポンプ１５の吸込口へ前記比率で分配されて供給される。 Then, the diverting valve 27 diverts the flow of the hydraulic fluid discharged from the pump 15 at a ratio determined by the respective resistances of the first orifice passage 27d and the second orifice passage 27e to respectively supply the supply passage 16 and the charge passage. Supply to 24. Therefore, the flow rate discharged from the pump 15 is distributed to the rod side chamber 5 and the suction port of the pump 15 at the above ratio and supplied.
　このように分流弁２７を設けると、分流弁２７によってポンプ１５から吐出された流量に対して一定の比率で分流されてチャージ通路２４を介してポンプ１５の吸込口へ戻される。よって、タンク８がポンプ１５よりも下方に配置されても、ポンプ１５の吸込口へ十分な量の作動油を供給でき、ポンプ１５の吸込不良が解消されて騒音の発生が抑制される。したがって、このように分流弁２７を設けた鉄道車両用制振装置１によれば、タンク８がポンプ１５よりも下方に配置されてもポンプ１５の騒音を抑制でき、鉄道車両の乗客へ騒音を知覚させずに済んで車両における静粛性を向上できる。分流弁２７は、ポンプ１５が吐出する全流量に対して一定比率の流量を吸込口へ戻すので、ポンプ１５の回転速度が高速になると吸込口へ戻す流量も多くなるので、吸込不良が生じやすい高回転速度時にもポンプ１５の吸込口へ十分な作動油量が供給される。よって、ポンプ１５の吸込不良を効果的に抑制できる。なお、分流弁２７の分流比率は、可変とされてもよく、たとえば、ポンプ１５の吐出流量に応じて変化するようになっていてもよい。 When the diverting valve 27 is provided as described above, the diverting valve 27 diverts at a constant ratio to the flow rate discharged from the pump 15 and returns it to the suction port of the pump 15 through the charge passage 24. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railway vehicle vibration damping device 1 provided with the diverter valve 27 in this manner, the noise of the pump 15 can be suppressed even if the tank 8 is disposed lower than the pump 15, and noises are transmitted to passengers of the railway vehicle. It is possible to improve the quietness of the vehicle without perceiving it. Since the diverting valve 27 returns the flow rate of a constant ratio to the total flow rate discharged by the pump 15 to the suction port, the flow rate returned to the suction port also increases when the rotational speed of the pump 15 becomes high, so suction failure easily occurs. A sufficient amount of hydraulic fluid is supplied to the suction port of the pump 15 also at high rotational speeds. Therefore, suction failure of the pump 15 can be effectively suppressed. The diversion ratio of the diversion valve 27 may be variable, and may be changed according to the discharge flow rate of the pump 15, for example.
　また、図５に示す第三変形例のように、液圧回路ＨＣにおいて流量制御弁２５の代わりに、ポンプ１５の吐出流量に応じてチャージ通路２４に流れる作動油を制御する弁要素としてチャージ通路２４に可変オリフィス２８を設ける構成も採用できる。第三変形例では、チャージ通路２４の可変オリフィス２８の上流側にポンプ１５の吐出口側から吸込口側への流れのみを許容する逆止弁２９を設けており、作動油が、チャージ通路２４を介してポンプ１５を迂回してポンプ１５の吸込口から吐出口へ向かわないようにしている。 Further, as in the third modification shown in FIG. 5, instead of the flow control valve 25 in the hydraulic circuit HC, the charge passage is used as a valve element for controlling the hydraulic fluid flowing to the charge passage 24 according to the discharge flow rate of the pump 15. A configuration in which the variable orifice 28 is provided at 24 can also be employed. In the third modification, a check valve 29 that allows only the flow from the discharge port side to the suction port side of the pump 15 is provided on the upstream side of the variable orifice 28 of the charge passage 24. And the pump 15 is bypassed so as not to go from the suction port of the pump 15 to the discharge port.
　このように可変オリフィス２８を設けると、可変オリフィス２８の抵抗に応じてポンプ１５から吐出された流量の一部をポンプ１５の吸込口へチャージ通路２４を介して戻せる。可変オリフィス２８の抵抗を大きくすれば、ポンプ１５の吸込口へ戻す流量を少なくでき、反対に抵抗を小さくすれば、ポンプ１５の吸込口へ戻す流量を多くできる。 When the variable orifice 28 is thus provided, a part of the flow rate discharged from the pump 15 can be returned to the suction port of the pump 15 through the charge passage 24 according to the resistance of the variable orifice 28. If the resistance of the variable orifice 28 is increased, the flow rate returned to the suction port of the pump 15 can be reduced, and if the resistance is decreased, the flow rate returned to the suction port of the pump 15 can be increased.
　そして、ポンプ１５の回転速度が高くなるほど可変オリフィス２８の抵抗を小さくするか、或いは、ポンプ１５の吐出流量が予め設定される所定流量としての第三流量以上になると抵抗を小さくする場合には、流量制御弁２５と同様に、吸込不良が生じやすくなるポンプ１５の高回転駆動時に多くの流量をポンプ１５の吸込口へ供給できる。よって、このように設定されると可変オリフィス２８を備えた鉄道車両用制振装置１では、ポンプ１５の吸込不良が生じやすくなる場面で効果的に吸込不良を解消して騒音を抑制でき、車両における静粛性を向上できる。なお、第三流量は、ポンプ１５の回転速度等に応じて予め設定されるが、任意に変更可能である。 Then, the resistance of the variable orifice 28 is reduced as the rotational speed of the pump 15 becomes higher, or the resistance is reduced when the discharge flow rate of the pump 15 becomes equal to or more than a third flow rate as a predetermined flow rate. Similar to the flow control valve 25, a large flow rate can be supplied to the suction port of the pump 15 at the time of high-rotation drive of the pump 15 where suction failure easily occurs. Therefore, the damping device 1 for a railway vehicle provided with the variable orifice 28 when set in this manner can effectively eliminate the suction defect and suppress the noise in a situation where the suction defect of the pump 15 tends to occur. Quietness can be improved. The third flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed.
　また、ポンプ１５の回転速度が高くなるほど可変オリフィス２８の抵抗を大きくするか、或いは、ポンプ１５の吐出流量が予め設定される所定流量としての第四流量以上になると抵抗を大きくすることもできる。この場合には、流量制御弁２６と同様に、車体Ｂの振動が小さく車体Ｂの制振に鉄道車両用制振装置１が大きな推力を必要とせず、ポンプ１５の回転速度が低く吐出流量が少なくて済む状態においてポンプ１５の吸込不良が防止される。なお、第四流量は、ポンプ１５の回転速度等に応じて予め設定されるが、任意に変更可能である。他方、車体Ｂの振動が大きく車体Ｂの制振に鉄道車両用制振装置１が大きな推力を必要とする場合、ポンプ１５の回転速度が高く吐出流量が多くなると、可変オリフィス２８の抵抗が大きくなるので、ポンプ１５の吐出流量の多くがシリンダ装置Ｃｙへ供給されるようになる。よって、鉄道車両用制振装置１は、車体Ｂが大きく振動する場面では十分な振動抑制効果を発揮できる。また、ポンプ１５の吐出流量が多くなると吸込不良が生じやすい状態では車体Ｂが大きく振動して車両自体の騒音が大きくなるため、ポンプ１５の吸込不良による騒音も乗客に知覚されにくくなる。よって、このように設定された可変オリフィス２８を備えた鉄道車両用制振装置１では、車体Ｂの振動抑制効果を充分に発揮しつつ車両における静粛性を向上できる。 Further, the resistance of the variable orifice 28 can be increased as the rotational speed of the pump 15 becomes higher, or the resistance can be increased when the discharge flow rate of the pump 15 becomes equal to or more than a fourth flow rate as a predetermined flow rate. In this case, similarly to the flow control valve 26, the vibration of the vehicle body B is small and the railway vehicle damping device 1 does not require a large thrust for damping the vehicle body B, and the rotational speed of the pump 15 is low and the discharge flow rate is low. In the state which can be decreased, suction failure of the pump 15 is prevented. The fourth flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed. On the other hand, when the vibration of the vehicle body B is large and the railway vehicle damping device 1 requires a large thrust for damping the vehicle body B, the resistance of the variable orifice 28 is large when the rotational speed of the pump 15 is high and the discharge flow rate is large. Therefore, much of the discharge flow rate of the pump 15 is supplied to the cylinder device Cy. Therefore, the damping device 1 for railway vehicles can exhibit a sufficient vibration suppression effect in the scene where the vehicle body B vibrates largely. When the discharge flow rate of the pump 15 increases, the vehicle body B vibrates greatly in a state where suction failure easily occurs, and the noise of the vehicle itself becomes large. Therefore, noise due to suction failure of the pump 15 is not easily perceived by passengers. Therefore, in the railway vehicle damping device 1 provided with the variable orifice 28 set as described above, the quietness of the vehicle can be improved while sufficiently exhibiting the vibration suppressing effect of the vehicle body B.
　また、図６に示す第四変形例のように、液圧回路ＨＣにおいて流量制御弁２５の代わりに、ポンプ１５の吐出流量に応じてチャージ通路２４に流れる作動油を制御する弁要素として、チャージ通路２４にチャージ通路２４の連通と遮断を切換える切換弁３０を設ける構成も採用できる。切換弁３０は、電磁切換弁とされており、ソレノイドへの通電の有無によって開閉して、チャージ通路２４を通じてポンプ１５の吐出流量の一部を吸込口への供給と停止を切換える。 Further, as in the fourth modification shown in FIG. 6, instead of the flow control valve 25 in the hydraulic circuit HC, as a valve element for controlling the hydraulic oil flowing to the charge passage 24 according to the discharge flow rate of the pump It is also possible to employ a configuration in which a switching valve 30 is provided in the passage 24 to switch between communication and shutoff of the charge passage 24. The switching valve 30 is an electromagnetic switching valve, which opens and closes depending on whether or not the solenoid is energized, and switches a part of the discharge flow rate of the pump 15 through the charge passage 24 to supply and stop to the suction port.
　そして、ポンプ１５の回転速度が高くなりポンプ１５の吐出流量が予め設定される第五流量以上になると切換弁３０を開いてチャージ通路２４を有効とし、吐出流量が第五流量未満であると切換弁３０を閉じてチャージ通路２４を無効とするようにできる。このように切換弁３０を動作させる場合、流量制御弁２５と同様に、吸込不良が生じやすくなるポンプ１５の高回転駆動時に多くの流量をポンプ１５の吸込口へ供給できる。よって、このように設定されると切換弁３０を備えた鉄道車両用制振装置１では、ポンプ１５の吸込不良が生じやすくなる場面で効果的に吸込不良を解消して騒音を抑制でき、車両における静粛性を向上できる。なお、第五流量は、ポンプ１５の回転速度等に応じて予め設定されるが、任意に変更可能である。 Then, when the rotational speed of the pump 15 becomes high and the discharge flow rate of the pump 15 becomes equal to or more than the preset fifth flow rate, the switching valve 30 is opened to make the charge passage 24 effective, and switching is performed when the discharge flow rate is less than the fifth flow rate. The valve 30 can be closed to disable the charge passage 24. When the switching valve 30 is operated as described above, a large flow rate can be supplied to the suction port of the pump 15 at the time of high-rotation driving of the pump 15 where suction failure tends to occur similarly to the flow control valve 25. Therefore, in the damping device 1 for railway vehicles provided with the switching valve 30 when set in this manner, the suction defect can be effectively eliminated and the noise can be suppressed when the suction defect of the pump 15 is likely to occur. Quietness can be improved. The fifth flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed.
　また、ポンプ１５の回転速度が高くなりポンプ１５の吐出流量が予め設定される第六流量以上になると切換弁３０を閉じてチャージ通路２４を無効とし、吐出流量が第六流量未満であると切換弁３０を開いてチャージ通路２４を有効とすることもできる。このように切換弁３０を動作させる場合には、流量制御弁２６と同様に、車体Ｂの振動が小さく車体Ｂの制振に鉄道車両用制振装置１が大きな推力を必要とせず、ポンプ１５の回転速度が低く吐出流量が少なくて済む状態においてポンプ１５の吸込不良が防止される。なお、第六流量は、ポンプ１５の回転速度等に応じて予め設定されるが、任意に変更可能である。他方、車体Ｂの振動が大きく車体Ｂの制振に鉄道車両用制振装置１が大きな推力を必要とする場合、ポンプ１５の回転速度が高く吐出流量が多くなると、切換弁３０が閉弁するので、ポンプ１５が吐出する全流量がシリンダ装置Ｃｙへ供給されるようになる。よって、鉄道車両用制振装置１は、車体Ｂが大きく振動する場面では十分な振動抑制効果を発揮できる。また、ポンプ１５の吐出流量が多くなると吸込不良が生じやすくなる状態では車体Ｂが大きく振動して車両自体の騒音が大きくなるため、ポンプ１５の吸込不良による騒音も乗客に知覚されにくくなる。よって、このように設定された切換弁３０を備えた鉄道車両用制振装置１では、車体Ｂの振動抑制効果を充分に発揮しつつ車両における静粛性を向上できる。 Further, when the rotational speed of the pump 15 becomes high and the discharge flow rate of the pump 15 becomes equal to or more than the sixth flow rate set in advance, the switching valve 30 is closed to invalidate the charge passage 24 and switching is performed when the discharge flow rate is less than the sixth flow rate The valve 30 can also be opened to enable the charge passage 24. When the switching valve 30 is operated as described above, the vibration of the vehicle body B is small as in the case of the flow control valve 26, and the railway vehicle vibration damping device 1 does not require a large thrust for damping the vehicle body B. The suction failure of the pump 15 is prevented in a state where the rotational speed is low and the discharge flow rate can be small. The sixth flow rate is preset according to the rotational speed of the pump 15 or the like, but can be arbitrarily changed. On the other hand, when the vibration of the vehicle body B is large and the railway vehicle damping device 1 requires a large thrust for damping the vehicle body B, the switching valve 30 closes when the rotational speed of the pump 15 is high and the discharge flow rate is large. Therefore, the entire flow rate that the pump 15 discharges is supplied to the cylinder device Cy. Therefore, the damping device 1 for railway vehicles can exhibit a sufficient vibration suppression effect in the scene where the vehicle body B vibrates largely. In addition, when the discharge flow rate of the pump 15 increases, the vehicle body B vibrates greatly in a state where suction failure easily occurs, and the noise of the vehicle itself becomes large. Therefore, noise due to suction failure of the pump 15 is hardly perceived by passengers. Therefore, in the railway vehicle damping device 1 including the switching valve 30 set in this manner, the quietness of the vehicle can be improved while sufficiently exhibiting the vibration suppression effect of the vehicle body B.
　さらに、図７に示す第五変形例のように、液圧回路ＨＣにおいて流量制御弁２５を廃止するとともに、チャージ通路２４でポンプ１５の吐出口と吸込口とを接続する代わりに、チャージ通路３１で排出通路２１の可変リリーフ弁２２の下流であるタンク８側を供給通路１６におけるポンプ１５の吸込口側へ接続してもよい。つまり、チャージ通路３１は、排出通路２１を戻り通路として、タンク８を介さずに排出通路２１の可変リリーフ弁２２より下流をポンプ１５の吸込口へ接続している。 Furthermore, as in the fifth modification shown in FIG. 7, the flow control valve 25 is eliminated in the hydraulic circuit HC, and instead of connecting the discharge port and the suction port of the pump 15 in the charge passage 24, the charge passage 31 is The tank 8 side downstream of the variable relief valve 22 of the discharge passage 21 may be connected to the suction port side of the pump 15 in the supply passage 16. That is, the charge passage 31 connects the discharge passage 21 as a return passage, and the downstream of the variable relief valve 22 of the discharge passage 21 to the suction port of the pump 15 without using the tank 8.
　本例の鉄道車両用制振装置１では、ポンプ１５から吐出された作動油は、一旦シリンダ装置Ｃｙへ供給されてから排出通路２１を通じてタンク８へ戻されるが、その際に、排出通路２１を通じてタンク８へ向かう作動油の流量の一部がタンク８を介さずにチャージ通路３１を介してポンプ１５の吸込口へ戻される。 In the railcar damping device 1 of this example, the hydraulic fluid discharged from the pump 15 is once supplied to the cylinder device Cy and then returned to the tank 8 through the discharge passage 21, but at that time, through the discharge passage 21. A portion of the flow rate of the hydraulic oil directed to the tank 8 is returned to the suction port of the pump 15 via the charge passage 31 without passing through the tank 8.
　このようにチャージ通路３１で排出通路（戻り通路）２１とポンプ１５の吸込口とを接続する構成を備えた鉄道車両用制振装置１にあっては、シリンダ装置Ｃｙから排出された作動油の一部をチャージ通路３１によってポンプ１５の吸込口へ戻せる。よって、タンク８がポンプ１５よりも下方に配置されても、ポンプ１５の吸込口へ十分な量の作動油を供給でき、ポンプ１５の吸込不良が解消されて騒音の発生が抑制される。したがって、第五変形例における鉄道車両用制振装置１によれば、タンク８がポンプ１５よりも下方に配置されてもポンプ１５の騒音を抑制でき、鉄道車両の乗客へ騒音を知覚させずに済んで車両における静粛性を向上できる。 Thus, in the damping device 1 for a railway vehicle having a configuration in which the discharge passage (return passage) 21 and the suction port of the pump 15 are connected by the charge passage 31, the hydraulic oil discharged from the cylinder device Cy A portion can be returned to the suction port of the pump 15 by the charge passage 31. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railcar damping device 1 in the fifth modification, even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and the passenger of the railcar can not perceive the noise. It is possible to improve the quietness of the vehicle.
　また、図８に示す第六変形例のように、液圧回路ＨＣにおいて流量制御弁２５を廃止するとともに、チャージ通路２４でポンプ１５の吐出口と吸込口とを接続する代わりに、チャージ通路３２で第二通路１３の第二開閉弁１４よりタンク８側を供給通路１６におけるポンプ１５の吸込口側へ接続してもよい。つまり、チャージ通路３２は、第二通路１３を戻り通路として、タンク８を介さずに第二通路１３の第二開閉弁１４よりタンク８側をポンプ１５の吸込口へ接続している。 Further, as in the sixth modification shown in FIG. 8, instead of eliminating the flow control valve 25 in the hydraulic circuit HC, instead of connecting the discharge port and the suction port of the pump 15 in the charge passage 24, the charge passage 32 is The tank 8 side of the second passage 13 from the second on-off valve 14 may be connected to the suction port side of the pump 15 in the supply passage 16. That is, the charge passage 32 connects the tank 8 side to the suction port of the pump 15 from the second on-off valve 14 of the second passage 13 without using the tank 8 with the second passage 13 as a return passage.
　本例の鉄道車両用制振装置１では、第二開閉弁１４が開弁状態ではシリンダ装置Ｃｙが収縮すると作動油は、ピストン側室６からタンク８へ排出されるが、その際に、タンク８へ向かう作動油の流量の一部がタンク８を介さずにチャージ通路３２を介してポンプ１５の吸込口へ戻される。 In the railcar damping device 1 of the present embodiment, when the second on-off valve 14 is in the open state, the hydraulic oil is discharged from the piston side chamber 6 to the tank 8 when the cylinder device Cy is contracted. A part of the flow rate of the hydraulic fluid toward the rear is returned to the suction port of the pump 15 through the charge passage 32 without passing through the tank 8.
　このようにチャージ通路３２で第二通路（戻り通路）１３とポンプ１５の吸込口とを接続する構成を備えた鉄道車両用制振装置１にあっては、シリンダ装置Ｃｙから排出された作動油の一部をチャージ通路３２によってポンプ１５の吸込口へ戻せる。よって、タンク８がポンプ１５よりも下方に配置されても、ポンプ１５の吸込口へ十分な量の作動油を供給でき、ポンプ１５の吸込不良が解消されて騒音の発生が抑制される。したがって、第六変形例における鉄道車両用制振装置１によれば、タンク８がポンプ１５よりも下方に配置されてもポンプ１５の騒音を抑制でき、鉄道車両の乗客へ騒音を知覚させずに済んで車両における静粛性を向上できる。なお、チャージ通路３１とチャージ通路３２とは、双方とも設置されていても構わない。 As described above, in the railway vehicle damping device 1 having the configuration in which the second passage (return passage) 13 and the suction port of the pump 15 are connected by the charge passage 32, the hydraulic oil discharged from the cylinder device Cy A portion of the valve can be returned to the suction port of the pump 15 by the charge passage 32. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railcar damping device 1 in the sixth modification, even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and the passenger of the railcar can not perceive the noise. It is possible to improve the quietness of the vehicle. Note that both the charge passage 31 and the charge passage 32 may be installed.
　前述したとおり、本発明の鉄道車両用制振装置１は、シリンダ２を備えたシリンダ装置Ｃｙと、シリンダ装置Ｃｙに取付けられるとともに作動液体をタンク８から吸込んでシリンダ２へ供給するポンプ１５と、ポンプ１５の吸込口と、シリンダ２からタンク８へ作動液体を戻す戻り通路（第二通路）１３、或いはポンプ１５の吐出口とを接続するチャージ通路２４，３１，３２とを備えている。このように構成された鉄道車両用制振装置１にあっては、ポンプ１５が吐出した作動油の一部をポンプ１５の吸込口へ戻せる。よって、タンク８がポンプ１５よりも下方に配置されても、ポンプ１５の吸込口へ十分な量の作動油を供給でき、ポンプ１５の吸込不良が解消されて騒音の発生が抑制される。したがって、本発明の鉄道車両用制振装置１によれば、タンク８がポンプ１５よりも下方に配置されてもポンプ１５の騒音を抑制でき、鉄道車両の乗客へ騒音を知覚させずに済んで車両における静粛性を向上できる。 As described above, the damping device 1 for a railway vehicle according to the present invention includes: a cylinder device Cy including the cylinder 2; and a pump 15 attached to the cylinder device Cy and suctioning the working fluid from the tank 8 to supply the cylinder 2; The suction passage of the pump 15 and the return passage (second passage) 13 for returning the working fluid from the cylinder 2 to the tank 8 or the charge passage 24, 31 or 32 connecting the discharge port of the pump 15 is provided. In the railway vehicle damping device 1 configured as described above, part of the hydraulic fluid discharged by the pump 15 can be returned to the suction port of the pump 15. Therefore, even if the tank 8 is disposed below the pump 15, a sufficient amount of hydraulic oil can be supplied to the suction port of the pump 15, the suction failure of the pump 15 is resolved, and the generation of noise is suppressed. Therefore, according to the railcar damping device 1 of the present invention, even if the tank 8 is disposed below the pump 15, the noise of the pump 15 can be suppressed, and noises can not be perceived by the passengers of the railcar. Quietness of the vehicle can be improved.
　また、鉄道車両用制振装置１は、チャージ通路２４でポンプ１５の吸込口とポンプ１５の吐出口とを接続し、チャージ通路２４にチャージ通路２４を流れる作動液体を制御する弁要素２５，２６，２７，２８，３０を備えていてもよい。このように構成された鉄道車両用制振装置１によれば、ポンプ１５の吸込不良が生じやすくなる場面でポンプ１５の吸込口へ供給する作動流体を多くするようにすれば効果的に吸込不良を解消して騒音を抑制でき、車両における静粛性を向上できる。反対に、シリンダ装置Ｃｙが大きな推力を必要とする場面ではポンプ１５の吐出口へ戻す作動液体の量を少なくするように弁要素が設定される場合、鉄道車両用制振装置１は車体Ｂが大きく振動する場面では十分な振動抑制効果を発揮できる。このような場合、車体Ｂが大きく振動して車両自体の騒音が大きくなるため、ポンプ１５の吸込不良による騒音も乗客に知覚されにくくなるから、車体Ｂの振動抑制効果を充分に発揮しつつ車両における静粛性を向上できる。 In addition, the damping device for railway vehicle 1 connects the suction port of the pump 15 and the discharge port of the pump 15 through the charge passage 24 and controls the operating fluid flowing through the charge passage 24 to the charge passage 24. , 27, 28, 30 may be provided. According to the vibration damping device 1 for a railway vehicle configured in this manner, if the working fluid supplied to the suction port of the pump 15 is increased in a situation where the suction failure of the pump 15 is likely to occur, the suction failure is effective. Noise can be suppressed, and the quietness of the vehicle can be improved. On the other hand, when the valve element is set to reduce the amount of working liquid returned to the discharge port of the pump 15 in a situation where the cylinder device Cy requires a large thrust, the vehicle B for the railway vehicle damping device 1 In the case of large vibration, sufficient vibration suppression effect can be exhibited. In such a case, the vehicle B vibrates to a large extent and the noise of the vehicle itself is increased. Therefore, the noise due to the suction failure of the pump 15 is hardly perceived by the passengers. Quietness can be improved.
　また、鉄道車両用制振装置１は、弁要素２５，２８がポンプ１５の吐出流量の増加に応じてチャージ通路２４を流れる作動液体を増加させるように制御するように構成されてもよい。このように構成された鉄道車両用制振装置１によれば、ポンプ１５の吸込不良が生じやすくなる場面でポンプ１５の吸込口へ供給する作動流体を多くするため、効果的に吸込不良を解消して騒音を抑制できる。 Alternatively, the railway vehicle damping device 1 may be configured to control the valve elements 25 and 28 to increase the working fluid flowing through the charge passage 24 according to the increase of the discharge flow rate of the pump 15. According to the vibration damping device 1 for a railway vehicle configured as described above, the suction failure is effectively eliminated because the working fluid supplied to the suction port of the pump 15 is increased when the suction failure of the pump 15 is likely to occur. Noise can be suppressed.
　さらに、鉄道車両用制振装置１は、弁要素２５，３０がポンプ１５の吐出流量が予め設定される所定流量以上となるとチャージ通路２４を連通させるように構成されてもよい。このように構成された鉄道車両用制振装置１によれば、ポンプ１５の吸込不良が生じやすくなる場面で弁要素２５，３０が開弁してポンプ１５の吐出口へ作動液体を供給するから、効果的に吸込不良を解消して騒音を抑制でき、車両における静粛性を向上できる。 Furthermore, the railcar damping device 1 may be configured to cause the charge passage 24 to communicate when the valve elements 25 and 30 have the discharge flow rate of the pump 15 equal to or more than the predetermined flow rate set in advance. According to the railcar damping device 1 configured as described above, the valve elements 25 and 30 are opened to supply the working fluid to the discharge port of the pump 15 in a situation where suction failure of the pump 15 is likely to occur. Thus, the suction failure can be effectively eliminated to suppress the noise, and the quietness of the vehicle can be improved.
　また、鉄道車両用制振装置１がポンプ１５の吐出口をシリンダ装置Ｃｙへ接続する供給通路１６を備え、弁要素をチャージ通路２４と供給通路１６とに接続されてチャージ通路２４と供給通路１６への作動液体の流れ分流する分流弁２７としてもよい。このように構成された鉄道車両用制振装置１によれば、ポンプが吐出する全流量に対して一定比率の流量を吸込口へ戻すので、吸込不良が生じやすい高回転速度時にもポンプの吸込口へ十分な作動液体量を供給でき、ポンプの吸込不良を効果的に抑制できる。 In addition, the damping device for railway vehicle 1 includes a supply passage 16 connecting the discharge port of the pump 15 to the cylinder device Cy, and a valve element is connected to the charge passage 24 and the supply passage 16 to connect the charge passage 24 and the supply passage 16. Alternatively, the flow dividing valve 27 may be used to divide the flow of the working fluid. According to the railway vehicle damping device 1 configured as described above, since the flow rate of a fixed ratio is returned to the suction port with respect to the total flow rate discharged by the pump, the suction of the pump occurs even at high rotational speed where suction failure easily occurs. A sufficient amount of working fluid can be supplied to the mouth, and suction failure of the pump can be effectively suppressed.
　そして、鉄道車両用制振装置１は、弁要素をポンプ１５の回転速度、或いはポンプ１５の吐出流量に応じてチャージ通路２４に与える抵抗を変更可能な可変オリフィス２８としてもよい。このように構成された鉄道車両用制振装置１によれば、ポンプ１５の吸込不良が生じやすくなる場面で可変オリフィス２８における抵抗を小さくして、ポンプ１５の吐出口へ供給する作動液体を多くし、効果的に吸込不良を解消して騒音を抑制でき、車両における静粛性を向上できる。 The railway vehicle vibration damping device 1 may use a variable orifice 28 capable of changing the resistance given to the charge passage 24 according to the rotational speed of the pump 15 or the discharge flow rate of the pump 15. According to the vibration damping device 1 for a railway vehicle configured in this manner, the resistance at the variable orifice 28 is reduced in the situation where suction failure of the pump 15 easily occurs, and the amount of working fluid supplied to the discharge port of the pump 15 is large. As a result, the suction failure can be effectively eliminated, the noise can be suppressed, and the quietness of the vehicle can be improved.
　さらに、鉄道車両用制振装置１は、シリンダ装置Ｃｙの伸縮を制御する液圧回路ＨＣを備え、シリンダ装置Ｃｙがシリンダ２内に摺動可能に挿入されてシリンダ２内をロッド側室５とピストン側室６とに区画するピストン３と、シリンダ２内に移動可能に挿入されてピストン３に連結されるロッド４とを有し、液圧回路ＨＣがロッド側室５とピストン側室６とを連通する第一通路１１の途中に設けた第一開閉弁１２と、ピストン側室６とタンク８とを連通する第二通路１３の途中に設けた第二開閉弁１４と、ロッド側室５とタンク８とを接続する排出通路２１と、排出通路２１の途中に設けられてシリンダ２内の圧力を制御する制御弁２２とを有し、排出通路２１或いは第二通路１３を戻り通路として、チャージ通路３１，３２で戻り通路１３，２１とポンプ１５の吸込口とを接続するように構成されてもよい。このように構成されても、ポンプ１５が吐出した作動油の一部をポンプ１５の吸込口へ戻せるので、タンク８がポンプ１５よりも下方に配置されてもポンプ１５の騒音を抑制でき、鉄道車両の乗客へ騒音を知覚させずに済んで車両における静粛性を向上できる。 Furthermore, the railway vehicle vibration damping device 1 includes a hydraulic circuit HC that controls expansion and contraction of the cylinder device Cy. The cylinder device Cy is slidably inserted into the cylinder 2 and the rod side chamber 5 and the piston in the cylinder 2 A piston 3 divided into the side chamber 6 and a rod 4 movably inserted into the cylinder 2 and connected to the piston 3, and the hydraulic circuit HC communicates the rod side chamber 5 with the piston side chamber 6 The first on-off valve 12 provided in the middle of one passage 11, the second on-off valve 14 provided in the middle of the second passage 13 communicating the piston side chamber 6 and the tank 8, the rod side chamber 5 and the tank 8 are connected Discharge passage 21 and a control valve 22 provided in the middle of the discharge passage 21 to control the pressure in the cylinder 2, and the charge passage 31, 32 with the discharge passage 21 or the second passage 13 as a return passage. Return passage And 3,21 and the suction port of the pump 15 may be configured to connect. Even with this configuration, a part of the hydraulic fluid discharged by the pump 15 can be returned to the suction port of the pump 15, so the noise of the pump 15 can be suppressed even if the tank 8 is disposed below the pump 15, It is possible to improve the quietness of the vehicle without making the passengers of the vehicle perceive the noise.
　以上、本発明の好ましい実施の形態を詳細に説明したが、特許請求の範囲から逸脱しない限り、改造、変形、および変更が可能である。 While the preferred embodiments of the present invention have been described above in detail, modifications, variations and changes are possible without departing from the scope of the claims.
　本願は、２０１７年８月１４日に日本国特許庁に出願された特願２０１７－１５６３８９に基づく優先権を主張し、この出願の全ての内容は参照により本明細書に組み込まれる。 The present application claims priority based on Japanese Patent Application No. 2017-156389 filed on Aug. 14, 2017 to the Japanese Patent Office, and the entire contents of this application are incorporated herein by reference.

Claims (7)

  1. 　鉄道車両用制振装置であって、
    　シリンダを備えたシリンダ装置と、
    　前記シリンダ装置に取付けられるとともに作動液体をタンクから吸込んで前記シリンダへ供給するポンプと、
    　前記ポンプの吸込口と、前記シリンダから前記タンクへ前記作動液体を戻す戻り通路、或いは前記ポンプの吐出口とを接続するチャージ通路とを備えた
    　鉄道車両用制振装置。     It is a damping device for railway vehicles, and
    A cylinder device provided with a cylinder;
    A pump attached to the cylinder device and suctioning a working fluid from a tank and supplying it to the cylinder;
    A vibration control device for a railway vehicle, comprising: a suction port of the pump; and a charge passage connecting the return passage for returning the working fluid from the cylinder to the tank or a discharge port of the pump.
  2. 　請求項１に記載の鉄道車両用制振装置であって、
    　前記チャージ通路は、前記ポンプの吸込口と前記ポンプの吐出口とを接続し、
    　前記チャージ通路には、前記チャージ通路を流れる前記作動液体を制御する弁要素を備えた
    　鉄道車両用制振装置。     It is a damping device for railway vehicles according to claim 1,
    The charge passage connects the suction port of the pump and the discharge port of the pump,
    A damping device for a railway vehicle, comprising a valve element for controlling the hydraulic fluid flowing through the charge passage in the charge passage.
  3. 　請求項２に記載の鉄道車両用制振装置であって、
    　前記弁要素は、前記ポンプの吐出流量の増加に応じて、前記チャージ通路を流れる前記作動液体を増加させるように制御する
    　鉄道車両用制振装置。     It is a damping device for rail vehicles according to claim 2,
    The vibration control device for a railway vehicle, wherein the valve element controls the hydraulic fluid flowing through the charge passage to increase according to an increase in the discharge flow rate of the pump.
  4. 　請求項３に記載の鉄道車両用制振装置であって、
    　前記弁要素は、前記ポンプの吐出流量が予め設定される所定流量以上となると前記チャージ通路を連通させる
    　鉄道車両用制振装置。     It is a damping device for rail vehicles according to claim 3,
    The damping device for a railway vehicle, wherein the valve element causes the charge passage to communicate when the discharge flow rate of the pump is equal to or more than a predetermined flow rate set in advance.
  5. 　請求項２に記載の鉄道車両用制振装置であって、
    　前記ポンプの吐出口を前記シリンダ装置へ接続する供給通路をさらに備え、
    　前記弁要素は、前記チャージ通路と前記供給通路とに接続されて前記チャージ通路と前記供給通路への前記作動液体の流れ分流する分流弁である
    　鉄道車両用制振装置。     It is a damping device for rail vehicles according to claim 2,
    It further comprises a supply passage connecting the discharge port of the pump to the cylinder device,
    The vibration control device for a railway vehicle, wherein the valve element is a diverting valve connected to the charge passage and the supply passage to divert the flow of the working liquid to the charge passage and the supply passage.
  6. 　請求項２に記載の鉄道車両用制振装置であって、
    　前記弁要素は、前記ポンプの回転速度、或いは前記ポンプの吐出流量に応じて前記チャージ通路に与える抵抗を変更可能な可変オリフィスである
    　鉄道車両用制振装置。     It is a damping device for rail vehicles according to claim 2,
    The said valve element is a variable orifice which can change the resistance given to the said charge passage according to the rotational speed of the said pump, or the discharge flow volume of the said pump.
  7. 　請求項１に記載の鉄道車両用制振装置であって、
    　前記シリンダ装置の伸縮を制御する液圧回路を備え、
    　前記シリンダ装置は、
    　前記シリンダ内に摺動可能に挿入されて前記シリンダ内をロッド側室とピストン側室とに区画するピストンと、
    　前記シリンダ内に移動可能に挿入されて前記ピストンに連結されるロッドとをさらに有し、
    　前記液圧回路は、
    　前記ロッド側室と前記ピストン側室とを連通する第一通路の途中に設けた第一開閉弁と、
    　前記ピストン側室と前記タンクとを連通する第二通路の途中に設けた第二開閉弁と、
    　前記ロッド側室と前記タンクとを接続する排出通路と、
    　前記排出通路の途中に設けられて前記シリンダ内の圧力を制御する制御弁とを有し、
    　前記第二通路を前記戻り通路として前記チャージ通路で前記第二通路の前記第二開閉弁よりタンク側と前記ポンプの吸込口とを接続するか、或いは前記排出通路を前記戻り通路として前記チャージ通路で前記排出通路の前記制御弁より前記タンク側と前記ポンプの吸込口とを接続するか、或いは前記第二通路と前記排出通路とを前記戻り通路として前記チャージ通路で前記第二通路の前記第二開閉弁より前記タンク側と前記ポンプの吸込口とを接続するとともに前記排出通路の前記制御弁より前記タンク側と前記ポンプの吸込口とを接続する
    　鉄道車両用制振装置。     It is a damping device for railway vehicles according to claim 1,
    It has a hydraulic circuit that controls expansion and contraction of the cylinder device,
    The cylinder device is
    A piston slidably inserted in the cylinder to divide the inside of the cylinder into a rod side chamber and a piston side chamber;
    And a rod movably inserted in the cylinder and connected to the piston,
    The hydraulic circuit is
    A first on-off valve provided in the middle of a first passage communicating the rod side chamber and the piston side chamber;
    A second on-off valve provided in the middle of a second passage communicating the piston side chamber and the tank;
    A discharge passage connecting the rod side chamber and the tank;
    A control valve provided in the middle of the discharge passage to control the pressure in the cylinder;
    Connect the tank side of the second passage from the second on-off valve of the second passage with the suction passage of the pump, or use the discharge passage as the return passage. In the discharge passage, the tank side of the control valve of the discharge passage is connected to the suction port of the pump, or the second passage and the discharge passage are used as the return passage in the charge passage. A damping device for a railway vehicle, wherein the tank side and the suction port of the pump are connected from two on-off valves and the tank side and the suction port of the pump are connected from the control valve of the discharge passage.
PCT/JP2018/026651 2017-08-14 2018-07-17 Vibration damping device for rolling stock WO2019035303A1 (en)

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JP2017156389A JP2019034620A (en) 2017-08-14 2017-08-14 Damping device for railway vehicle
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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63148509U (en) * 1987-03-20 1988-09-30
JPH01130804U (en) * 1988-03-02 1989-09-06
JP2010065797A (en) * 2008-09-12 2010-03-25 Kayaba Ind Co Ltd Cylinder device
JP2016084841A (en) * 2014-10-24 2016-05-19 Ｋｙｂ株式会社 Liquid pressure equipment

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS63148509U (en) * 1987-03-20 1988-09-30
JPH01130804U (en) * 1988-03-02 1989-09-06
JP2010065797A (en) * 2008-09-12 2010-03-25 Kayaba Ind Co Ltd Cylinder device
JP2016084841A (en) * 2014-10-24 2016-05-19 Ｋｙｂ株式会社 Liquid pressure equipment

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