JP2002356163A - Wheel load difference reducing method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a wheel load difference reducing method which can reduce the wheel load difference between right and left when torsion is generated in a car body rigid body and even when eccentricity is generated. SOLUTION: A first air spring 1A is made to communicate with a second air spring 2A, an air spring height concerning a second to a fourth air springs 2A to 4A is adjusted by automatic height adjusting mechanisms 2M to 4M to a reference height, and a difference between the air spring height concerning the first air spring 1A and the reference height is acquired. Similarly, a third air spring 3A is made to communicate with the fourth air spring 4A, the air spring height concerning the first to the third air springs 1A to 3A is adjusted to the reference height by the automatic height adjusting mechanisms 1M to 3M, and a difference between the air spring height concerning the fourth air spring 4A and the reference height is acquired. An average value of the acquired two differences is calculated to adjust the height of the air spring based on the calculated average value.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle having a rigid body mounted on a front bogie and a rear bogie with a first to fourth air springs interposed therebetween. The present invention relates to a method for reducing a difference in wheel load using an automatic height adjustment mechanism for supplying and exhausting air to and from the air spring according to the height of the air spring between the bogie and the rigid body.

[0002]

2. Description of the Related Art In recent years, railway vehicles have been developed to enable more stable traveling. In a railway vehicle having an air spring, the running stability deteriorates as the difference between the right and left wheel loads of the railway vehicle in a stationary state increases. The difference in wheel weight, which has a bad influence on the running stability, depends on each part of the vehicle, but the torsion and eccentricity of the rigid body of the vehicle are the major factors.

In order to remove the twist and eccentricity of the rigid body, the twist and eccentricity of the rigid body are completely eliminated, a liner (shim) is inserted between the bogie and the rigid body, or an appropriate amount of air is applied to the air spring. A method of pseudo-twisting by supplying and discharging compressed air is conceivable. However, since it is difficult to manufacture a large structure such as a railway vehicle without twisting or eccentricity, a method of inserting a liner or the like is generally used.

Conventionally, as an apparatus for reducing a difference in wheel load by using an automatic height adjusting mechanism provided in an air spring, Japanese Patent Laid-Open No. 20-210
No. 00-344099 is disclosed. Figure 8 is a schematic diagram showing a conventional wheel load difference reducing method. As shown in FIG. 8, air springs 1 </ b> A to 4 </ b> A (hereinafter sometimes represented by A) are provided between the rigid bodies (not shown) on the left and right sides of the front bogie F and the rear bogie R, respectively. Each of the air springs A is provided with an automatic height adjustment mechanism 1M to 4M (2M and 4M are not shown), and the height between the front bogie F or the rear bogie R and the rigid body (hereinafter referred to as air). The compressed air is supplied to and exhausted from each air spring A according to the spring height.

[0005] The operation of the automatic height adjusting mechanism 1M explained below. The automatic height adjustment mechanism 1M includes a support column 1MV, one end of which is erected on the front bogie F, and a horizontal lever 1MH rotatably connected to the other end of the support column 1MV. When it rises, that is, when the horizontal lever 1MH rises around the joint with the support column 1MV, compressed air is exhausted from an exhaust port (not shown) of the air spring 1A to lower the height mechanically. It is. On the other hand, when the air spring 1A is lowered, that is, when the horizontal lever 1MH is lowered around the joint with the support column 1MV, compressed air is supplied from an air reservoir (not shown) to adjust the height of the air spring 1A to mechanical. It is configured to be ascended. The automatic height adjustment mechanism has a height sensor (not shown) for detecting the height of the air spring in addition to the above-described configuration.
There is also a configuration in which the height is automatically adjusted by feedback control, that is, by appropriately supplying / exhausting compressed air to / from each air spring, so that the output from the controller becomes a predetermined reference height.

In the conventional wheel load difference reducing method, in addition to the above-described structure, a pipe P communicating the air springs 1A and 2A of the front bogie F is provided.
They are provided, each of the air springs 1A by a pipe P and 2
Compressed air in A is configured for traversing freely. An opening / closing valve V for restricting free movement of the compressed air is provided at an appropriate position of the pipe P. Note that a pipe P and an on-off valve V are also provided on the rear bogie R.

In the above-described configuration, when performing an adjustment for reducing the wheel load difference, first, the support column 1MV of the automatic height adjusting mechanism 1M of the air spring 1A is removed. And the opening and closing valve V
The communicating the air spring 1A and 2A open. in this case,
The automatic height adjusting mechanisms 3M and 4M of the rear bogie R and the automatic height adjusting mechanism 2M of the front bogie F operate, and the air spring heights of the air springs 2A to 4A change to a predetermined reference height. Then, the on-off valve V is closed, and the length of the support columns 1MV to 4MV is adjusted so that the air spring height becomes the reference height. In this way, the torsion of the rigid body due to manufacturing tolerances is absorbed to reduce the difference between the left and right wheel loads.

[0008]

SUMMARY OF THE INVENTION However, Japanese Patent Application Laid-Open
The wheel load difference reduction method disclosed in Japanese Patent Application Publication No. 000-344099 does not cause any particular problem when only a rigid body is twisted. There occurred, it had become a adversely affect the running stability.

Further, the automatic height adjustment mechanism has a certain dead zone (play) so that it does not operate even if the horizontal lever is slightly moved up and down. In spite of the fact that the dead zone differs for each automatic height adjustment mechanism, the influence of the dead zone has not been taken into account in the past, so that the wheel load difference has not been sufficiently reduced.

The present invention has been made in view of such circumstances, and an object of the present invention is to generate a twist in a rigid body of a vehicle body by using an average value of the results adjusted in each of a front bogie and a rear bogie. Another object of the present invention is to provide a wheel load difference reducing method capable of accurately reducing the right and left wheel load differences even when eccentricity occurs, in addition to the case where eccentricity occurs.

Still another object of the present invention is to provide a wheel load difference reducing method capable of more accurately reducing a wheel load difference by considering a dead zone inherent to the automatic height adjustment mechanism. lies in the fact.

[0012]

According to a first aspect of the present invention, there is provided a method for reducing a difference in wheel load between a front bogie and a rear bogie.
To automatically supply and exhaust air to / from the air spring according to the height of the air spring between the bogie and the vehicle body rigid body, based on the wheel load difference of the railway vehicle on which the vehicle body rigid body is mounted with the fourth to fourth air springs interposed. In a method for reducing a wheel load difference using a height adjustment mechanism, an automatic height adjustment provided in the second to fourth air springs is provided by communicating between the first air spring and the second air spring. The mechanism adjusts the air spring heights of the second to fourth air springs to a predetermined reference height, and calculates a difference between the air spring height of the first air spring and the reference height. The air springs according to the first to third air springs are communicated between the third air spring and the fourth air spring by an automatic height adjusting mechanism provided in the first to third air springs. The height is adjusted to a predetermined reference height, and the airbag according to the fourth air spring is adjusted. Obtains the difference between the height and the reference height, and calculates the average value of the two differences obtained, and adjusting the height of the air spring based on the calculated average value.

[0013] In the first invention, the conventional and well, first
The support column of the air spring is removed, and communication between the first air spring and the second air spring is performed. Then, by operating the automatic height adjustment mechanism provided in the second to fourth air springs,
The air spring heights of the second to fourth air springs are adjusted to a predetermined reference height. Next, the difference between the air spring height of the first air spring and the reference height is determined.

Further, in the present invention, after that, the support column of the fourth air spring is removed, and the communication between the third air spring and the fourth air spring is established. Then, the automatic height adjusting mechanism provided on the first to third air springs is operated to adjust the air spring heights of the first to third air springs to a predetermined reference height. Next, the difference between the air spring height of the fourth air spring and the reference height is determined. And obtained 2
An average value of the two differences was calculated, and the height of the air spring was adjusted based on the calculated average value. In other words, since the adjustment is made based on the average value of the adjustment values obtained for the front bogie and the rear bogie respectively, even if the rigid body is twisted or eccentric, it can be compared with the conventional one. it is possible to significantly reduce the left and right wheel load difference Te.

According to a second aspect of the present invention, there is provided a wheel load difference reducing method for a railway vehicle having a vehicle body rigid body mounted on first and fourth air springs on left and right sides of a front bogie and a rear bogie, respectively. A method for reducing a difference in weight using an automatic height adjustment mechanism that supplies and exhausts air to and from the air spring in accordance with the height of the air spring between the bogie and the rigid body of the vehicle, comprising: And a state in which the heights of the air springs of the second to fourth air springs are adjusted by an automatic height adjustment mechanism provided in the second to fourth air springs by communicating between the second and fourth air springs. Then, from the total value of the air spring heights of the air springs provided at each of the diagonal positions, the difference is obtained by subtracting the total value of the air spring heights of the air springs provided at the other diagonal positions,
An automatic height adjustment mechanism provided in the first to third air springs communicates between the third air spring and the fourth air spring, and the air spring height of the first to third air springs is increased. The air spring heights of the air springs provided at the other diagonal positions are calculated from the total value of the air spring heights of the air springs provided at the diagonal positions in a state where the height of the air springs is adjusted at a predetermined reference height. , The difference is obtained by subtracting the sum of the two, the average value of the two obtained differences is calculated, and the height of the air spring is adjusted based on the calculated average value.

[0016] In the second aspect, as in the first invention,
The support column of the first air spring is removed, and communication between the first air spring and the second air spring is performed. Then, in a state where the heights of the air springs of the second to fourth air springs are adjusted by the automatic height adjustment mechanisms provided to the second to fourth air springs, the air springs provided at the diagonal positions are adjusted. The difference is obtained by subtracting the total value of the air spring heights of the air springs provided at the other diagonal positions from the total value of the air spring heights. For example, from the sum of the heights of the first and fourth air springs provided at the diagonal positions, the second
And the total value of the third air spring heights is subtracted to obtain the value.

Similarly, the support column of the fourth air spring is removed, and the third air spring and the fourth air spring are communicated with each other to automatically adjust the height of the first to third air springs. With the mechanism, the air spring heights of the first to third air springs are adjusted to a predetermined reference height, and from the total value of the air spring heights of the air springs provided at diagonal positions, The difference is obtained by subtracting the sum of the air spring heights of the air springs provided at the other diagonal positions. Then, an average value of the obtained two differences is calculated, and the height of the air spring is adjusted based on the calculated average value. That is, since the automatic height adjustment mechanism has a dead zone, it is difficult to strictly adjust the height to the reference height. Therefore, the difference between the total values of the heights of the air springs provided at the diagonal positions is determined, and the average value is applied as a value to be adjusted. Therefore, a dead zone inevitably present in the automatic height adjustment mechanism is taken into consideration. It was, it is possible to achieve the correct wheel load difference reducing.

According to a third aspect of the present invention, in the first or second aspect, the adjustment of the air spring height based on the calculated average value includes the step of: It is performed by inserting or removing between a bogie and the air spring or between the air spring and the rigid body.

In the third invention, a liner according to the calculated average value is inserted or removed between the bogie and the air spring or between the air spring and the rigid body.
By inserting or removing the liner with the optimal thickness in this way, the effects of twisting and eccentricity of the rigid body can be reduced,
As a result, it is possible to improve running stability.

According to a fourth aspect of the present invention, in the first or second aspect, the adjustment of the air spring height based on the calculated average value includes the step of: It is characterized by performing the supply and exhaust to and from the air spring.

In the fourth invention, compressed air corresponding to the calculated average value is supplied to and exhausted from the air spring. By supplying and discharging the optimal compressed air in this manner, the effects of torsion and eccentricity of the rigid body of the vehicle body can be reduced, and as a result, running stability can be improved.

According to a fifth aspect of the present invention, in the method of the first or second aspect, the adjustment of the air spring height based on the calculated average value includes adjusting the height of the air spring based on the calculated average value. It is characterized by adjusting the length of the support column that constitutes the automatic height adjustment mechanism to be erected.

In the fifth invention, the length of the support column of the automatic height adjusting mechanism erected on the bogie is adjusted according to the calculated average value. By providing a support column having an optimum length in this way, the effects of torsion and eccentricity of the rigid body of the vehicle body can be reduced, and as a result, running stability can be improved.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in detail with reference to the drawings showing embodiments. Embodiment 1 FIG. 1 is a schematic view showing a railway vehicle configuration. As shown in the figure, air springs 1A to 4A are provided on the left and right sides of a front bogie F and a rear bogie R (hereinafter, occasionally represented by bogie FR).
(Hereinafter sometimes represented by A) is provided between the bogie FR and the rigid body B. Each air spring A
Are provided with automatic height adjustment mechanisms 1M to 4M (2M and 4M are not shown), respectively, according to the height between the bogie FR and the vehicle body rigid body B (hereinafter referred to as air spring height). Compressed air is supplied to and exhausted from each air spring A.

The automatic height adjusting mechanism 1M includes a support column 1MV having one end standing on the front bogie F, and a horizontal lever 1MH rotatably connected to the other end of the support column 1MV. When the spring 1A rises, that is, when the horizontal lever 1MH rises around the joint with the support column 1MV, compressed air is exhausted from an exhaust port (not shown) of the air spring 1A, and the height is mechanically reduced. It is configured to. On the other hand, when the air spring 1A is lowered, that is, when the horizontal lever 1MH is lowered around the joint with the support column 1MV, compressed air is supplied from an air reservoir (not shown) to adjust the height of the air spring 1A to mechanical. It is configured to be ascended.

Further, each of the air springs A has exhaust valves 1E to 4E for exhausting compressed air in the air springs.
Representative) is provided in. To communicate each air spring A, a pipe P such as a hose is inserted into the exhaust valves E, E. The exhaust valve E is opened to move the compressed air freely, and the exhaust valve is restricted to restrict the movement of the compressed air. Close E.

With the above configuration, the processing procedure of the wheel load difference reducing method of the present invention will be described with reference to FIGS. 2 and 3 is a flowchart showing a processing procedure of HanawaShigerusa reduction method. First, the operation of the automatic height adjustment mechanism 1M is disabled by removing the support column 1MV or the horizontal lever 1MH of the automatic height adjustment mechanism 1M attached to the air spring 1A (step S21).

Then, the air springs 1A and 2A are communicated (step S22). Specifically, a pipe P such as a hose is inserted into the exhaust valve E, and then the exhaust valve E is opened and the air spring 1 is opened.
Freeing the movement of the compressed air between A and 2A. Thereafter, the automatic height adjustment mechanisms 2M to 4M are operated to bring the air springs 2A to 4M to a predetermined reference height (for example, 30 mm).
The height of A is adjusted (step S23). The difference between the air spring height of the air spring 1A at this time and the reference height is obtained (step S24). After that, the exhaust valve E is closed, the pipe P is removed, and the removed automatic height adjustment mechanism 1M
Attaching the support columns 1MV or horizontal lever 1 MH.

Subsequently, in the same manner as the above processing, the support column 4MV or the horizontal lever 4MH of the automatic height adjustment mechanism 4M is removed (step S25), and the air springs 3A and 4A are communicated (step S26). After the communication, the automatic height adjustment mechanisms 1M to 3M are operated to adjust the air spring heights of the air springs 1A to 3A to the reference height (step S27). After adjusting the air spring height of the air springs 1A to 3A to the reference height,
The difference between the air spring height of the air spring 4A and the reference height is obtained (step S31).

Then, an average value of the difference obtained in step S24 and the difference obtained in step S31 is calculated (step S32). The air spring A is calculated based on the average value calculated last.
Is adjusted (step S33). Adjustment of the height of the air spring A has the following three ways.

As a first method, a liner (not shown) corresponding to the obtained average value is placed between the bogie FR and the air spring A.
Alternatively, it is performed by inserting or removing between the air spring A and the vehicle body rigid body B. That is, by interposing a liner (shim) between the bogie FR and the air spring A,
The twist and eccentricity of the vehicle body rigid body B are eliminated in a simulated manner, and the difference between the left and right wheel loads is reduced.

The second method is to supply and exhaust compressed air to and from the air spring A in accordance with the obtained average value. In other words, an appropriate amount of compressed air is supplied and exhausted to eliminate the torsion and eccentricity of the vehicle body rigid body B in a simulated manner, thereby reducing the difference between the left and right wheel loads.

As a third method, the adjustment is performed by adjusting the length of the support pillar MV constituting the automatic height adjustment mechanism M according to the obtained average value. That is, by appropriately changing the length of the support column MV, the torsion and eccentricity of the vehicle body rigid body B are eliminated in a pseudo manner, and the difference between the left and right wheel loads is reduced.

[0034]

[Table 1]

Table 1 shows a list of adjustment amounts for adjusting the air spring heights of the air springs 1A to 4A, where X is the obtained average value. As shown in Table 1, (1) insert or remove a liner according to the average value, (2) supply and exhaust compressed air according to the average value, or (3) support column MV to a length according to the average value. it is possible to reduce the wheel load difference by adjusting the.

For example, when the liner is inserted or removed, which is the first method, and when the liner adjustment is performed on all the portions of the air springs 1A to 4A ((a) in Table 1), 1
The X / 4 liner is inserted into the position air springs 1A and 4A, and the X / 4 liner is removed from the position 2 air spring 2A and the position 3 air spring 3A. When the average value X is negative, on the contrary, the liner of X / 4 is removed from the first air spring 1A and the fourth air spring 4A, and the second air spring 2A and the third air spring 3A are removed. X / 4
Adjusted by inserting a liner.

When only the air spring A at one position is adjusted (case (c) of Table 1) and the average value X is positive, the average is obtained only for the air spring 1A for the first position or the air spring 4A for the fourth position. A liner having a value X may be inserted, or a liner having an average value X may be removed only for the second air spring 2A or the third air spring 3A.

When the height of the air spring is adjusted by supplying and discharging compressed air to and from the air spring A, an appropriate amount of compressed air is supplied and exhausted with reference to Table 1 to adjust the height of the air spring A.
Similarly, the length of the support column MV may be adjusted to an appropriate length based on Table 1.

[0039] In the above description, the air spring 1
A and the air spring 2A, and the air spring 3A and the air spring 4A are communicated.
A and the air spring 2A and the air spring 4A may be communicated with each other to implement the wheel load difference reducing method of the present invention.

Embodiment 2 Embodiment 2 relates to a wheel load difference reducing method for reducing the influence of a dead zone inherent in the automatic height adjustment mechanism M.

FIGS. 4 and 5 are flowcharts showing the processing procedure of the wheel weight difference reducing method according to the second embodiment. As in the first embodiment, first, the support column 1MV or the horizontal lever 1 of the automatic height adjustment mechanism 1M attached to the air spring 1A.
The operation of the automatic height adjustment mechanism 1M is disabled by removing the MH (step S41) or the like.

Then, the air springs 1A and 2A are communicated (step S42). After that, automatic height adjustment mechanism 2M~
Actuating the 4M, air spring 2 as a reference predetermined height
The height of A to 4A is adjusted (step S43). From the sum of the heights of the air springs provided at the diagonal positions at this time (the sum of the height of the air spring 1A and the height of the air spring 4A), the total value of the heights of the air springs provided at the other diagonal positions The difference is obtained by subtracting (the total value of the height of the air spring 2A and the height of the air spring 3A) (step S44). After that, the exhaust valve E is closed, the pipe P is removed, and the support column 1MV or the horizontal lever 1MH of the removed automatic height adjustment mechanism 1M is attached.

Subsequently, in the same manner as the above processing, the support column 4MV or the horizontal lever 4MH of the automatic height adjustment mechanism 4M is removed (step S45), and the air springs 3A and 4A are communicated (step S46). After the communication, the automatic height adjustment mechanisms 1M to 3M are operated to adjust the air spring heights of the air springs 1A to 3A to the reference height (step S47). After adjusting the air spring height of the air springs 1A to 3A to the reference height,
From the total value of the air spring heights provided at the diagonal positions (the total value of the height of the air spring 1A and the air spring 4A), the total value of the air spring heights provided at the other diagonal positions (the air spring 2A)
(The total value of the height of the air spring 3A) and the height of the air spring 3A (step S51).

Then, an average value of the difference obtained in step S44 and the difference obtained in step S51 is calculated (step S52). The air spring A is calculated based on the average value calculated last.
Is adjusted (step S53). Subsequent procedures are the same as in the first embodiment, and a description thereof will be omitted.

Finally, the effect of the method for reducing wheel load difference according to the second embodiment of the present invention will be verified. FIG. 6 is a graph showing the torsional or eccentric characteristics of an arbitrary rigid body B of the vehicle body. In the graph of the figure, the vertical axis represents the internal pressure of each air spring A, and the horizontal axis represents the sum of the heights of the air springs A provided at other diagonal positions based on the total height of the air springs A provided at diagonal positions. A value obtained by subtracting the value (hereinafter referred to as a diagonal height difference) is prepared. Then, the height of each air spring A is changed so that the diagonal height difference fluctuates, and the internal pressure of each air spring A at that time is measured and plotted on the graph of FIG.

When there is no twist or eccentricity in the rigid body B, the four lines intersect at one of the reference points (diagonal height difference 0 mm, internal pressure 160 kPa), and the rigid body B has only twist. If so, the four lines intersect at a position shifted from the reference point according to the magnitude of the twist. The rigid body B used in this experiment has a form in which the four lines do not intersect at one point because the rigid body B also has torsion and eccentricity.

As is apparent from FIG. 6, the first-place air spring 1A and the second-place air spring 2A communicate with each other, and the diagonal height difference is 3.5.
Seeking mm, also 3-position air spring 3A and 4-position air spring 4A
DOO seek communication with diagonal height difference 13.5mm to. Then, the average 8.5 mm is obtained as an average X. The height of each of the air springs A was adjusted according to Table 1 based on the obtained average value X, and the propriety of running stability at that time was verified. The results are shown in Table 2.

[0048]

[Table 2]

[0049] The evaluation value was calculated according to equation 1 below. Front bogie evaluation value (%) = | Internal pressure of 1st air spring 1A−Internal pressure of 2nd air spring 2A | ÷ (Internal pressure of 1st air spring 1A + Internal pressure of 2nd air spring 2A) × 100 Rear bogie evaluation value (% ) = | Internal pressure of 3rd air spring 3A−internal pressure of 4th air spring 4A | Ａ (internal pressure of 3rd air spring 3A + internal pressure of 4th air spring 4A) × 100 Equation 1

When no height adjustment is performed (Table 2)
In (a)), a pressure difference is generated especially in the rear bogie R, and as a result, the wheel weight is greatly affected, and it can be said that running stability is low when the vehicle passes through the relaxation curve.

When the height is adjusted by the conventional method (Table 2 (b)), the effect of improvement can be seen, but it can be said that the running stability is low especially because the pressure difference occurs in the front bogie F. In the conventional method, the adjustment amount is 13.5 mm, which is the intersection of the third and fourth lines.

When the height was adjusted by the method of the present invention (Table 2 (c)), the first place was 4.8%, the second place was -4.8%,
The third position is 7.1%, the fourth position is -7.1%, the pressure difference is kept low, and it can be said that the running stability is extremely high.

The advantage of using the average value X of the diagonal height differences as the adjustment amount as described above will be described below. FIG. 7 is a schematic diagram showing the characteristics of torsion and eccentricity of the vehicle body rigid body B. FIG. 7A shows the characteristics when the vehicle body rigid body B has no twist or eccentricity. As shown in FIG. 7A, the four lines intersect at the reference point. FIG. 7B shows the characteristics when only the torsion exists in the vehicle body rigid body B and there is no eccentricity. As shown in FIG. 7B, four lines intersect at positions shifted from the reference point.

In such a case, it is sufficient that the diagonal height difference between the respective intersections (the intersection between the first and fourth positions or the intersection between the second and third positions) is used as the adjustment amount. However, as shown in FIG. 6, the actual rigid body B has torsion and eccentricity, and the diagonal height difference between the intersections of the first and second positions (3.5 in FIG. 6).
mm) or the diagonal height difference (13.5 mm in FIG. 6) at the intersection of the 3rd and 4th positions, the improvement is seen as is clear from the results shown in Table 2. there is a certain limit in reducing the HanawaShigerusa. The applicant of the present application has determined that the coordinate value of the diagonal height difference, that is, the average value of the diagonal height difference, of the figure center coordinates of the figure surrounded by four lines is an ideal adjustment amount. was findings, it was decided to adopt the mean value as the adjustment amount. Thus, even when the rigid body B is twisted and eccentric, the difference in wheel load can be reduced and running stability can be increased.

The second embodiment has the above-described configuration, and the other configurations and operations are the same as those of the first embodiment. Corresponding portions are allotted with the same reference numerals, and description thereof is not repeated. omitted.

[0056]

As described above in detail, in the first invention, the air spring is communicated with the front bogie and the rear bogie, respectively.
After adjusting the automatic height adjusting mechanism, obtaining a difference from the reference height. Then, an average value of the obtained two differences is calculated, and the height of the air spring is adjusted based on the calculated average value. In other words, since the adjustment is made based on the average value of the adjustment values obtained for the front bogie and the rear bogie respectively, even if the rigid body is twisted or eccentric, it can be compared with the conventional one. it is possible to significantly reduce the left and right wheel load difference Te.

[0057] In the second aspect, as in the first invention,
After the air springs are communicated with the front bogie and the rear bogie, respectively, and adjusted by the automatic height adjustment mechanism, the air springs are provided at the other diagonal positions based on the sum of the air spring heights of the air springs provided at the diagonal positions. determining a difference by subtracting the total value of the air spring height of the air spring to be. Then, an average value of the obtained two differences is calculated, and the height of the air spring is adjusted based on the calculated average value. That is, since the automatic height adjustment mechanism has a dead zone, it is difficult to strictly adjust the height to the reference height. Therefore, the difference between the total values of the heights of the air springs provided at the diagonal positions is determined, and the average value is applied as a value to be adjusted. Therefore, a dead zone inevitably present in the automatic height adjustment mechanism is taken into consideration. It was, it is possible to achieve the correct wheel load difference reducing. Further, since the average value is adopted, it is possible to reduce the difference in wheel load even when the rigid body is twisted and eccentric.

In the third invention, a liner according to the calculated average value is inserted or removed between the bogie and the air spring or between the air spring and the rigid body.
By inserting or removing the liner with the optimal thickness in this way, the effects of twisting and eccentricity of the rigid body can be reduced,
As a result, it is possible to improve running stability.

In the fourth invention, compressed air corresponding to the calculated average value is supplied to and discharged from the air spring. By supplying and discharging the optimal compressed air in this manner, the effects of torsion and eccentricity of the rigid body of the vehicle body can be reduced, and as a result, running stability can be improved.

In the fifth invention, the length of the support column of the automatic height adjusting mechanism erected on the bogie is adjusted according to the calculated average value. By preparing the support columns having the optimum length in this manner, the effects of the torsion and eccentricity of the rigid body of the vehicle body can be reduced, and as a result, the running stability can be improved. obtain.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a configuration of a railway vehicle.

2 is a flowchart showing a processing procedure of HanawaShigerusa reduction method.

3 is a flowchart showing a processing procedure of HanawaShigerusa reduction method.

FIG. 4 is a flowchart showing a processing procedure of a wheel load difference reducing method according to a second embodiment.

FIG. 5 is a flowchart showing a processing procedure of a wheel load difference reducing method according to the second embodiment.

FIG. 6 is a graph showing a characteristic of torsion or eccentricity of an arbitrary rigid body.

FIG. 7 is a schematic diagram showing characteristics of torsion and eccentricity of a rigid body of a vehicle body.

FIG. 8 is a schematic diagram showing a conventional wheel load difference reducing method.

[Explanation of symbols]

 A (1A to 4A) Air spring F Front bogie R Rear bogie P Piping E (1E to 4E) Exhaust valve M (1M to 4M) Automatic height adjustment mechanism MH (1MH to 4MH) Horizontal lever MV (1MV to 4MV) Support Pillar B Rigid body V On-off valve

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Toshiaki Matsui 5-1-1109 Shimaya, Konohana-ku, Osaka, Japan Inside Sumikin Design Engi Co., Ltd. (72) Machi Nakata 5-chome, Shimaya, Konohana-ku, Osaka, Osaka 1-109 Sumitomo Metal Industries, Ltd.Kansai Works Steelworks Office (72) Inventor Yoshiyuki Shimokawa 5-1-1 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Metal Industries, Ltd.Kansai Works Steelworks Office

Claims (5)

[Claims] To claim 1, wherein each left and right on the front carriage and rear carriage,
A difference in wheel load of a railway vehicle having a rigid body mounted thereon with first to fourth air springs interposed therebetween is used to supply and exhaust air to and from the air spring according to the height of the air spring between the bogie and the rigid body. A method for reducing a wheel load difference using an automatic height adjustment mechanism, wherein the automatic height adjustment mechanism is provided on the second to fourth air springs by communicating between the first air spring and the second air spring. The height adjustment mechanism adjusts the air spring heights of the second to fourth air springs to a predetermined reference height, and calculates a difference between the air spring heights of the first air springs and the reference height. According to the first to third air springs, an automatic height adjustment mechanism provided in the first to third air springs communicates between the third air spring and the fourth air spring. Adjusting the air spring height to a predetermined reference height, Calculating a difference between an air spring height and the reference height, calculating an average value of the obtained two differences, and adjusting a height of the air spring based on the calculated average value. . To the claim 2, wherein each left and right on the front carriage and rear carriage,
A difference in wheel load of a railway vehicle having a rigid body mounted thereon with first to fourth air springs interposed therebetween is used to supply and exhaust air to and from the air spring according to the height of the air spring between the bogie and the rigid body. A method for reducing a wheel load difference using an automatic height adjustment mechanism, wherein the automatic height adjustment mechanism is provided on the second to fourth air springs by communicating between the first air spring and the second air spring. In a state where the heights of the air springs of the second to fourth air springs are adjusted by the height adjustment mechanism, the sum of the air spring heights of the air springs provided at the diagonal positions is calculated based on the sum of the air spring heights at the other diagonal positions. The difference is obtained by subtracting the total value of the air spring heights of the air springs provided in each of the first to third air springs so as to communicate between the third air spring and the fourth air spring. The air height of the first to third air springs is adjusted by an automatic height adjustment mechanism. With the height adjusted to a predetermined reference height, the air spring heights of the air springs provided at the other diagonal positions are calculated from the sum of the air spring heights of the air springs provided at the diagonal positions. A wheel weight difference reduction method, comprising: calculating a difference by subtracting a total value of the two values; calculating an average value of the obtained two differences; and adjusting a height of the air spring based on the calculated average value. 3. The method of adjusting the height of the air spring based on the calculated average value, comprising: forming a liner corresponding to the calculated average value between the bogie and the air spring or between the air spring and the rigid body. The method according to claim 1 or 2, wherein the method is performed by inserting or removing the intermediate member. 4. The air spring height adjustment based on the calculated average value is performed by supplying and discharging compressed air to the air spring according to the calculated average value. or wheel load difference reducing method according to. 5. The method of adjusting the height of the air spring based on the calculated average value, comprising: adjusting a length of a support column that constitutes the automatic height adjustment mechanism erected on the bogie according to the calculated average value. The method according to claim 1 or 2, wherein the method is performed by adjusting.