Railway Bogie Air Spring Stopper Rubber Roll Vibration Control
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Solution Overview
Problem
Existing bogies for railway vehicles fail to optimally suppress roll vibration and wheel load variation during both high-speed curve travel and low-speed sharp curve travel, leading to compromised ride comfort and safety.
Innovation Solution
The bogie incorporates a simple configuration with stopper rubbers and receivers arranged in the air spring, which adjusts up-down rigidity based on travel conditions, providing high roll rigidity during high-speed curve travel and low roll rigidity during low-speed sharp curve travel.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Stability of the object's composition
If a damping member with fixed orifice is used to generate damping force, then roll vibration is suppressed during straight line travel, but roll vibration is not sufficiently suppressed during curve travel
Solution Approach 1:
The patent applies the dynamics principle by making the orifice movable rather than fixed. The orifice can move between a first position during straight line travel and a second position during curve travel, allowing the damping characteristics to dynamically adapt to different operating conditions. This enables the damping force to be optimized for each travel state, resolving the contradiction between stable roll vibration suppression and adaptability to varying travel conditions.
Solution Approach 2:
The patent changes the parameter of orifice position to optimize damping performance. By allowing the orifice to change its position between first and second positions based on travel state, the system modifies the damping characteristics to match different operating conditions. This parameter change enables sufficient roll vibration suppression during both straight line and curve travel, resolving the contradiction between fixed damping performance and adaptive performance.
2Stability of the object's composition
If high roll rigidity is provided for high-speed curve travel, then roll vibration is reduced, but wheel load variation increases during low-speed sharp curve travel
Solution Approach 1:
The patent applies dynamics by making the orifice position adjustable rather than fixed. During high-speed curve travel, the orifice moves to a first position that provides high roll rigidity to suppress roll vibration. During low-speed sharp curve travel, the orifice moves to a second position that reduces roll rigidity, thereby suppressing wheel load variation. This dynamic adjustment resolves the contradiction between providing high roll rigidity and maintaining wheel load stability under different conditions.
Solution Approach 2:
The patent changes the orifice position parameter to optimize the balance between roll rigidity and wheel load stability. By adjusting the orifice position based on travel state, the system provides high roll rigidity when needed for high-speed curve travel and reduces roll rigidity during low-speed sharp curve travel to suppress wheel load variation. This parameter optimization resolves the contradiction between roll rigidity and wheel load stability.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration effectively reduces roll vibration and left-right stationary acceleration at high speeds, enhancing ride comfort, while also suppressing wheel load variation at low speeds, ensuring safety and comfort across various travel conditions.
Implementation Method 1
a stopper rubber 21...when the stopper rubber 21 is compressed in an up-down direction, the stopper rubber 21 generates a restoring force in the up-down direction
Implementation Method 2
a damping force in an up-down direction is generated by an orifice provided inside a damping member formed inside an air spring
Data Source
Figure 1
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Figure 3
AI summary
In a bogie (1) for a railway vehicle, an air spring (6, 30) includes upper and lower opposed surfaces (11A, 13A, 31A, 33A) which are apart from each other in an up-down direction and face each other, a stopper rubber (21, 41) fixed to one opposed surface (13A, 33A) of the upper and lower opposed surfaces, and a stopper rubber receiver (22, 42) fixed to the other opposed surface (11A, 31A). A relative position between the upper and lower opposed surfaces varies from an initial state in response to a displacement of a vehicle body (7) in a front-back direction and a left-right direction allowed by the air spring. Separation distances to the one opposed surface in the up-down direction at left and right end portions (22L, 22R, 42L, 42R) of the stopper rubber receiver are shorter than that at a central portion (22M, 42M), and separation distances to the one opposed surface in the up-down direction at front and back end portions (22F, 22B, 42F, 42B) of the stopper rubber receiver are longer than that at the central portion.