Rail vehicle

Abstract

To provide a rail vehicle with comfortable ride by suppressing the vertical primary bending vibration of a vehicle body even if the mass of an underfloor device changes with the running distance and time of the vehicle.SOLUTION: A rail vehicle comprises: means for elastically supporting an underfloor device; means for detecting the mass of the underfloor device; and a mechanism for adjusting a spring constant of the elastic support. The spring constant of the elastic support is adjusted so that the underfloor device vibrating with the detected mass vibrates at a frequency slightly lower than the vertical primary bending vibration eigenvalue of the vehicle body.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to an underfloor equipment structure that reduces elastic vibration of a railway vehicle. [Background technology]

[0002] In rail vehicles (for example, railway cars), it is essential to reduce vibrations in the passenger compartment to improve passenger comfort.

[0003] Meanwhile, in recent years, as railway vehicles have become lighter, they have become more susceptible to vibration. Of the vibrations that occur in railway vehicles, vertical elastic vibration is particularly problematic. Among these, a vibration mode in which the entire car body deforms uniformly, with the center of the car body as the antinode and the area near the top of the bogie as the node, is called vertical primary bending of the car body. This vertical primary bending of the car body has a significant impact on passenger comfort, as the center and ends of the car body vibrate significantly in the vertical direction.

[0004] Patent Document 1 discloses a method for reducing the elastic vibration of a railway vehicle's car body by placing an elastic support made of an elastic or viscoelastic material between the floor of the vehicle and seats placed on the upper surface of the floor, and utilizing the dynamic vibration-absorbing effect of the mass of the seats, with the aim of providing a method for reducing the elastic vibration of the car body without significantly increasing the car body weight. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2011-201476 Summary of the Invention [Problem to be solved by the invention]

[0006] Since the number of passengers on a railway vehicle varies from empty to full capacity, the mass of the railway vehicle changes when passengers get on and off at stations. Furthermore, the mass of the fuel tanks on diesel railcars changes as fuel is consumed according to the distance traveled. Similarly, the mass of water tanks and wastewater tanks also changes depending on the frequency of toilet use. This change in mass changes the vertical primary bending vibration of the railway vehicle body.

[0007] In Patent Document 1, a dynamic vibration absorption effect is expected by attaching a mass body to the car body via spring elements and damping elements to suppress the primary bending vibration of the car body in the vertical direction, and lowering the natural frequency of the mass body that vibrates relatively compared to the natural frequency of the elastic vibration of the car body. However, in the case of water tanks, sewage tanks, and fuel tanks, whose mass changes over time, this effect cannot be obtained, and there is a risk that the ride comfort for passengers will deteriorate.

[0008] The present invention has been made in consideration of the above-mentioned problems, and aims to provide a technology that can suppress the primary vertical bending vibration of the carbody even when mass changes occur in the railcar or the mass bodies attached to it, thereby providing a railcar with a comfortable ride in which the primary vertical bending vibration of the carbody is suppressed. [Means for solving the problem]

[0009] The railway vehicle according to the present invention comprises means for detecting vehicle mass, means for calculating the eigenvalue of the primary vertical bending vibration of the vehicle body from the detected vehicle mass, means for detecting the mass of equipment attached to the vehicle whose mass changes, and means for elastically supporting all or part of the equipment attached to the vehicle and for changing the spring constant of the elastic support, and the spring constant for elastically supporting the equipment attached to the vehicle can be changed so that the eigenvalue becomes smaller relative to the calculated eigenvalue of the primary vertical bending vibration of the vehicle body, taking into account the mass value of the equipment attached to the vehicle.

[0010] Other problems and solutions disclosed in the present application will be made clear in the detailed description and drawings. [Effects of the Invention]

[0011] According to the present invention, even if the natural frequency of the primary vertical bending vibration of the car body changes due to changes in vehicle mass as the rail vehicle operates, the dynamic vibration absorption effect can be expected to reduce the primary vertical bending vibration of the car body, making it possible to provide a rail vehicle with reduced vibration and a comfortable ride. [Brief explanation of the drawings]

[0012] [Figure 1] FIG. 1 is a side view of a train made up of multiple railcars. [Figure 2] 5 is a schematic diagram illustrating changes in mass of a water tank and a wastewater tank. FIG. [Figure 3] 1 is a schematic diagram illustrating a flow chart of adjustment according to the present invention. [Figure 4] FIG. 10 is a schematic diagram illustrating a method for supporting the water tank. [Figure 5] FIG. 10 is a schematic diagram illustrating a method for supporting a wastewater tank. [Figure 6] 10A and 10B are schematic diagrams showing a method for elastically supporting the water tank. [Figure 7] 10A and 10B are schematic diagrams showing a method for elastically supporting the water tank. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. However, the present invention is not limited to the description of the embodiments exemplified below. Examples in which the specific configuration is modified are also included within the scope that does not deviate from the idea or purpose of the present invention. For example, the following embodiments are a detailed description of the present invention, and are not necessarily limited to those that include all of the configurations included in the description.

[0014] In the configuration of the invention described below, the same parts and / or elements, or parts and / or elements having similar functions, will be denoted by the same symbols in different drawings, and duplicated explanations may be omitted.

[0015] Furthermore, when there are multiple identical parts and / or elements, or parts and / or elements with similar functions, the same reference numerals may be used with different subscripts to distinguish between the multiple parts and / or elements. On the other hand, when there is no need to distinguish between the multiple parts and / or elements, the subscripts may be omitted.

[0016] The terms "first," "second," "third," etc. used in this specification are used to identify components and do not necessarily limit the number, order, or content of the components. Furthermore, numbers used to identify components are used in different contexts, and numbers used in one context do not necessarily indicate the same configuration in another context. Furthermore, this does not prevent a component identified by a certain number from also serving the function of a component identified by another number.

[0017] To facilitate understanding of the invention, the position, size, shape, range, etc. of each component shown in this specification and / or the drawings may not represent the actual position, size, shape, range, etc. Therefore, the present invention is not necessarily limited to the position, size, shape, range, etc. disclosed in this specification and / or the drawings.

[0018] As used herein, elements referred to in the singular are intended to include the plural unless the context clearly indicates otherwise.

[0019] A rail vehicle is a general term for a vehicle that operates along an installed track. Specific examples of rail vehicles include railway vehicles, monorail vehicles, new transit system vehicles, and streetcar vehicles. The embodiment of the present invention described below illustrates the application of the present invention to a rail vehicle, which is a representative example of a rail vehicle.

[0020] FIG. 1 is a schematic side view of a train 1 made up of multiple railcars coupled together, which runs along rails 4 using bogies and wheels 5 (not shown). In the train 1, a lead car 2 and an intermediate car 3 are coupled together by a coupling device (not shown), and a canopy 6 is provided at the coupling location, through which passengers pass between the cars. The equipment necessary for the train's operation is mainly installed under the floor (underfloor equipment 9a, 9b), and of the underfloor equipment 9a, 9b, the engine 20, which has a large mass, is installed between the bogies (not shown), and its fuel tank 21 is installed near the engine 20. Washbasins and toilets are often installed at the ends of the railcar, and for this reason, a water tank 10 and a sewage tank 11 are installed at the ends of the cars nearby.

[0021] Figure 2 shows a schematic diagram of the changes in mass of the water tank 10 and the wastewater tank 11. As the distance and time traveled by a railway vehicle increases, the mass of the water tank 10 decreases because water is used to flush the toilet, and the mass of the wastewater tank 11, which stores wastewater, increases.

[0022] In this embodiment, the water tank 10 and the wastewater tank 11 are elastically supported, and their natural vibration frequencies are brought close to the natural values ​​of the primary vertical bending vibration of the vehicle body, thereby suppressing vibration through the dynamic vibration absorption effect.In order to avoid changes in the natural vibration frequencies and a decrease in the dynamic vibration absorption effect due to mass fluctuations in the water tank 10 and the wastewater tank 11, the mass fluctuations in the water tank 10 and the wastewater tank 11 are detected, and the spring constants in the elastic support of the water tank 10 and the wastewater tank 11 are adjusted so that the natural vibration frequencies of the water tank 10 and the wastewater tank 11 approach the natural values ​​of the primary vertical bending vibration of the vehicle body.

[0023] FIG. 3 is a schematic flow chart of this adjustment.

[0024] In (1), before the vehicle starts operation, the following vehicle state values ​​are stored. The vertical primary bending vibration eigenvalue of the vehicle body is f0 Water tank mass in mm -Mass of wastewater tank is md0 The water tank support spring constant (when the torsion bar branch is not fixed) is km0 The sewage tank support spring constant (when the torsion bar branch is not fixed) is kd0 Water tank support spring constant (when fixing the branch of the torsion bar) The sewage tank support spring constant (when fixing the branch of the torsion bar) is kd1 -FMX natural vibration upper limit of water tank · Lower limit of natural vibration of wastewater tank

[0025] In (2-1), since the water tank 10 is full of water, its elastic support stiffness is increased, and km0 is set so that the natural frequency fmm is slightly smaller than the natural value f0 of the primary vertical bending vibration of the vehicle body.

[0026] In (2-2), since the wastewater tank 11 is empty, its elastic support stiffness is lowered and kd0 is set to be slightly smaller than the eigenvalue of the water tank 10 described above.

[0027] (3) Depart from the first station and (4) stop at the next station.

[0028] During this stop, in (5-1), the mass of the water tank 10 is detected by the load cells 100a and 100b (mm1).

[0029] In addition, in (5-2), the mass of the wastewater tank 11 is detected by the load cells 102a and 102b (md1).

[0030] In (6), using these masses, the natural frequency fmm of the water tank 10 and the natural frequency fdm of the wastewater tank 11 at that time are calculated by the calculation device 108 using the following equations.

[0031] The natural frequency fmm of the water tank 10 is calculated by the following formula.

[0032]

number

[0033] In addition, the natural frequency fdm of the wastewater tank 11 is calculated by the following formula.

[0034]

number

[0035] In (7), the calculated natural frequency fmm of the water tank 10 is compared with its upper natural frequency limit fmx. If the result shows that fmm is higher than fmx, (8) the elastic support stiffness of the water tank 10 is reduced. On the other hand, if fmm is equal to or lower than fmx, operation continues with the elastic support as is.

[0036] In (9), the calculated natural frequency fdm of the wastewater tank 11 is compared with its lower limit natural frequency fdx. If the result is that fdm is lower than fdx, (10) increase the elastic support stiffness of the wastewater tank 11. On the other hand, if fdm is equal to or higher than fdx, continue operation with the elastic support as is.

[0037] Figure 4 shows an example of the configuration for (8) changing (lowering) the elastic support stiffness of the water tank 10 in the flowchart shown in Figure 3. The water tank 10 is connected to the intermediate car 3 using elastic supports 12a and 12b and via load cells 100a and 100b.

[0038] Figure 5 shows an example of a configuration for changing (increasing) the elastic support stiffness of the wastewater tank 11 (10) in the flowchart shown in Figure 3. The wastewater tank 11 is connected to the intermediate car 3 using elastic supports 13a and 13b via load cells 102a and 102b.

[0039] 6 shows an example of a structure for changing the elastic support stiffness of the water tank 10 or the wastewater tank 11. The water tank 10 is connected to multiple torsion bars 110a, 110b, 110c, and 110d with fixing bolts 130, and is fixed to an intermediate car 3 (not shown) via supports 112.

[0040] The water tank 10 vibrates due to the applied acceleration, and the value of the natural frequency fmm is calculated by the following formula.

[0041]

number

[0042]

number

[0043] The spring constant k of the torsion bars 110a, 110b, 110c, and 110d is calculated by the following formula, where Ip is the polar moment of inertia, L is the length, and G is the modulus of transverse elasticity of the material.

[0044]

number

[0045] Therefore, the spring constant k can be changed by adjusting the length L of the torsion bars 110a, 110b, 110c, and 110d.

[0046] To achieve this, the present invention provides branches 114a, 114b, 114c, and 114d on torsion bars 110a, 110b, 110c, and 110d. The spring constant k is increased by fixing branches 114a, 114b, 114c, and 114d, and decreased by not fixing branches 114a, 114b, 114c, and 114d. Branches 114a, 114b, 114c, and 114d are fixed by pressing them against supports 122a, 122b, 122c, and 122d, and are not pressed when not fixed.

[0047] In order to explain this operation, FIG. 7 is a diagram showing the torsion bars 110a, 110b, 110c, and 110d of FIG. 6 in a schematic view facing forward.

[0048] 7(a) shows a state in which branch portions 114b and 114c are fixed, and slide fixing device 128b is moved and positioned as indicated by arrow 140a by actuator 120b (not shown), thereby fixing branch portions 114b and 114c to supports 122b and 122c (not shown), respectively.

[0049] 7(A) shows a state in which the branches 114b and 114c are not fixed, and the slide fixing device 128b is moved and positioned by the actuator 120b (not shown) as indicated by the arrow 140b. As a result, the branches 114b and 114c are detached from the supports 122b and 122c (not shown), respectively, and are not fixed. A plurality of branches 114 may be provided along the torsion bar 110, in which case the actuator 120 positions the slide fixing device 128 at a plurality of locations. This allows the spring constant k of the torsion bar 110 to be set in a variety of ways, thereby further enhancing the dynamic vibration absorption effect caused by vibrations of the water tank 10 or the wastewater tank 11.

[0050] Furthermore, when the vibrations of the water tank 10 and the wastewater tank 11 are used for the dynamic vibration absorption effect, vibration damping can be expected due to the liquid inside the tanks freely deforming and moving. Therefore, by setting the upper limit fmx of the natural frequency of the water tank 10 and the lower limit fdx of the natural frequency of the wastewater tank 11 to a wide deviation from the eigenvalue f0 of the primary bending vibration of the vehicle body up and down, the range in which the primary bending vibration of the vehicle body up and down can be suppressed by the dynamic vibration absorption effect can be widened, and the driving distance with a comfortable ride can be extended.

[0051] Furthermore, the method of suppressing primary bending vibrations in the vertical direction of the car body and improving ride comfort through the dynamic vibration absorption effect of elastically supporting the water tank 10 can also be achieved with the fuel tank 21 if the train car 1 is a diesel railcar.

[0052] In this embodiment, instead of detecting the mass of the water tank 10 or the wastewater tank 11 using load cells 100a, 100b, 102a, and 102b, the mass may be estimated from the distance traveled from the starting station based on the record of the vehicle's running state. In this case, the configuration in Figure 4 or Figure 5 is simplified, and vehicle costs can be reduced.

[0053] The above-described embodiment of the present invention can be summarized as follows.

[0054] (1) A rail vehicle has a means for detecting the mass of equipment mounted on the vehicle whose mass changes according to the distance and time of the vehicle's operation and a means for elastically supporting the equipment, and calculates the spring constant (km, kd) of the elastic support from the detected mass so that the spring constant (km, kd) of the elastic support is lower than the eigenvalue f0 of the vertical primary bending vibration of the railway vehicle, and changes the spring constant (km, kd) of the elastic support of the equipment. That is, the railway vehicle comprises a means for detecting vehicle mass, a means for calculating an eigenvalue f0 of the carbody's vertical primary bending vibration from the detected vehicle mass, a means for detecting the mass of equipment attached to the vehicle whose mass changes, and a means for elastically supporting all or part of the equipment attached to the vehicle and for changing the spring constant (km, kd) of the elastic support, and the spring constant k can be changed so that the spring constant (km, kd) that elastically supports the equipment attached to the vehicle is reduced relative to the calculated eigenvalue f0 of the carbody's vertical primary bending vibration, taking into account the mass value of the equipment attached to the vehicle. Because of this, the carbody's vertical primary bending vibration can be suppressed even if mass changes occur in the railway vehicle or the mass of the objects attached to it. As a result, a railway vehicle can be provided in which the carbody's vertical primary bending vibration is suppressed and the ride is comfortable.

[0055] (2) The equipment is installed under the floor of the vehicle.

[0056] (3) The device is installed in the ceiling of the vehicle.

[0057] (4) The vehicle is equipped with two pieces of equipment, and has means for detecting the mass of each of the two pieces of equipment and means for elastically supporting each of the two pieces of equipment. The spring constant (km, kd) of one of the elastic supports is calculated from the detected mass so that it is lower than the eigenvalue f0 of the vertical primary bending vibration of the railway vehicle, and the spring constant (km, kd) of the elastic support of the relevant piece of equipment is changed. In addition, the spring constant (km, kd) of the other elastic support is calculated so that it is lower than the vibration eigenvalue of the relevant piece of equipment, and the spring constant (km, kd) of the elastic support of the relevant piece of equipment is changed.

[0058] (5) For the relevant equipment, estimate the mass corresponding to the distance traveled from the starting station based on the records of the vehicle's running conditions.

[0059] The present invention is not limited to the above-described embodiment, and can be implemented using any components without departing from the spirit of the present invention.

[0060] The above-described embodiments are merely examples, and the present invention is not limited to these details as long as the features of the invention are not impaired. Furthermore, although various embodiments have been described above, the present invention is not limited to these details, and not all of these details are necessarily essential to the solution of the present invention. Other aspects conceivable within the scope of the technical idea of ​​the present invention are also included within the scope of the present invention. [Explanation of symbols]

[0061] 1...Train 2...Front car 3...Intermediate car 4...Rail 5...Wheel 6...Canopy 7...Entrance / exit 8...Side window 9…Underfloor equipment 10...Water tank 11...Sewage tank 12a, 12b...Elastic support 13a, 13b...Elastic support 14...Side structure 15…Mass information 16...Variable rubber information 20...Engine 21...Fuel tank 22...Engine elastic support 23...Fuel tank elastic support 100a, 100b...load cell 102a, 102b...Load cells 108...Calculating device 109...Acceleration sensor 110a, 110b, 110c, 110d...Torsion bar 112...Support 114a,114b,114c,114d...branch 120a, 120b...Actuators 122a, 122b, 122c, 122d...Support 128a, 128b...Slide fixing device 130...Fixing bolt 140a, 140b...Arrows showing the sliding direction and distance

Claims

1. A railway vehicle having a means for detecting the mass of equipment mounted on the vehicle whose mass changes according to the running distance and time of the vehicle and a means for elastically supporting the equipment, and which calculates the spring constant of the elastic support from the detected mass so that the spring constant of the elastic support is lower than the natural value of the vertical primary bending vibration of the railway vehicle, and changes the spring constant of the elastic support of the equipment.

2. 2. The railway vehicle according to claim 1, wherein the device is installed under the floor of the vehicle.

3. 2. The railway vehicle according to claim 1, wherein the device is installed in the ceiling of the vehicle.

4. 2. A railway vehicle as described in claim 1, characterized in that two of the above-mentioned devices are mounted on the vehicle, and the vehicle has means for detecting the masses of the two corresponding devices, and means for elastically supporting the two corresponding devices, and in that the spring constant of one of the elastic supports is calculated from the detected mass so that it becomes a value lower than the natural value of the first-order bending vibration of the railway vehicle, and the spring constant of the elastic support of the corresponding device is changed, and the spring constant of the other elastic support is calculated so that it becomes lower than the natural value of the vibration of the device, and the spring constant of the elastic support of the corresponding device is changed.

5. 2. The rail vehicle according to claim 1, wherein the mass of said device is estimated based on a record of the running state of said vehicle, said mass corresponding to the running distance from the starting station.

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