JP2003137091A - Car body tilting device of rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce vibration transmitted from a truck to a car body via an actuator and to improve comfortableness. SOLUTION: In a rolling stock, an actuator 5 is disposed between the car body 1 and a truck 2, and is driven by working fluid supplied from a working fluid supplying device 13, and a car body tilting operation is performed. The rolling stock comprises a control valve 12 for controlling direction and flow rate of the working fluid to the actuator 5 and a controller 14 for controlling the control valve. When a command of performing the car body tilting operation is not issued from the controller 14 during running a vehicle, the control valve 12 is controlled so as to open a flow channel for making the working fluid in the actuator 5 flow out of the actuator 5.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for inclining a vehicle body of a railway vehicle.

[0002]

2. Description of the Related Art Conventionally, there is a car body tilting technique as a technique for passing a curved track of a railway vehicle at high speed. The vehicle body tilting technology tilts the vehicle body inside the curve when traveling on a curve and increases the inward curve component of the gravitational acceleration with respect to the floor surface of the vehicle body, thereby canceling the excessive centrifugal acceleration outward on the curve and at high speed traveling. This is to reduce the steady lateral acceleration outward of the curve that passengers experience and improve the riding comfort.

A vehicle body tilting method is disclosed in Japanese Patent Laid-Open No. 6-2786.
There is a system shown in Japanese Patent Laid-Open No. 04. In this system, as shown in FIG. 8, the double-acting cylinder 1 is mounted under the air springs 3 and 4 for supporting the vehicle body 1 via the supporting frames 103 and 104.
Configured to position hydraulic actuators 105 and 106 driven by 07. The hydraulic actuators 105, 1
By raising and lowering 06, the vehicle body 1 is tilted. Further, when traveling without a command for tilting operation, the hydraulic circuit 108 connected to the double-acting cylinder 107 is closed to hold the double-acting cylinder 107 in the neutral position,
By holding the hydraulic actuators 105 and 106 in a non-displaced holding state, the vehicle body 1 is prevented from being excessively displaced.

[0004]

In the above-mentioned vehicle body tilting method, the actuator is arranged on the carriage, and the support frame and the air spring are arranged on the actuator to support the vehicle body. It has a structure in which it is arranged in series with the air spring between the carriage and the carriage. With this structure, when the vehicle travels in the state where there is no command for tilting operation, the actuator is in a holding state in which it is not displaced, and the actuator transmits force and vibration. However, the vibration is isolated by the air spring, which has an elastic effect.
The vibration is not transmitted to the vehicle body and the riding comfort does not deteriorate.

However, in order to reduce the weight, the support frame which is a support member between the vehicle body and the bogie is omitted, or when it is necessary to arrange the actuator and the air spring in parallel due to space limitation, the vehicle is tilted. Since vibration is directly transmitted from the bogie to the vehicle body via the actuator in the holding state when traveling without an operation command, the vibration of the vehicle body becomes large and the ride comfort deteriorates.

An object of the present invention is to provide a railway vehicle equipped with an actuator for performing a tilting operation between a vehicle body and a bogie, and when the vehicle travels without a command for the tilting operation, the bogie is transmitted from the bogie to the vehicle body via the actuator. It is an object of the present invention to provide a railroad vehicle that is comfortable to ride in, with less vibration and force.

[0007]

In order to achieve the above object, according to the present invention, an actuator is provided between a vehicle body and a bogie, and the actuator is driven by a working fluid supplied from a working fluid supply device to perform a vehicle body tilting operation. In a railway vehicle to be performed, a control valve for controlling the working fluid to the actuator, and a control device for controlling the control valve are provided, and while the vehicle is traveling,
When there is a command to tilt the vehicle body from the control device, the control valve is controlled so that the flow path that supplies fluid from the working fluid supply device to the actuator is opened, and there is no command to tilt the vehicle body from the control device while the vehicle is running. In this case, the control valve is controlled so that the flow path through which the working fluid in the actuator flows out of the actuator is opened.

As a result, when there is no command from the control device to incline the vehicle body while the vehicle is traveling, the working fluid of the cylinder of the actuator is discharged from the control valve, so that the cylinder has a small resistance force due to the differential pressure of the working fluid. You can expand and contract with. Therefore, it is possible to reduce the vibration and the force transmitted from the trolley to the vehicle body via the actuator and improve the riding comfort.

Further, an actuator is provided between the vehicle body and the bogie, the actuator is driven by the working fluid supplied from the working fluid supply device, the vehicle body is tilted, and two working fluid chambers are provided in the cylinder of the actuator. A railway vehicle comprising: a pipe that forms a flow path that connects two working fluid chambers; an on-off valve that opens and closes the passage; and a control device that controls the on-off valve. The opening / closing valve may be closed when there is a command to operate, and the opening / closing valve may be opened when there is no command to tilt the vehicle body from the control device while the vehicle is traveling.

Thus, when there is no instruction from the control device to incline the vehicle body while the vehicle is traveling, the differential pressure between the working fluid chambers on the left and right of the cylinder is eliminated, and the cylinder can expand and contract without the resistance force by the working fluid. Therefore, the vibration and the force transmitted from the trolley to the vehicle body via the actuator can be blocked, and the riding comfort can be improved. Further, in this case, since the outflow amount of the working fluid is small, the consumption amount of the working fluid can be reduced.

Further, an actuator is provided between the vehicle body and the bogie, the actuator is driven by the working fluid supplied from the working fluid supply device, the vehicle body is tilted, and two working fluid chambers are provided in the cylinder of the actuator. In a railway vehicle provided with, a discharge valve and a control device for controlling the discharge valve are provided in two working fluid chambers, and when there is a command to incline the vehicle body from the control device while the vehicle is traveling, the discharge valve is closed. When there is no command from the control device to incline the vehicle during traveling, the discharge valve may be opened.

As a result, when there is no command to tilt the vehicle body from the control device while the vehicle is traveling, the differential pressure between the working fluid chambers on the left and right of the cylinder is quickly eliminated, and the cylinder expands and contracts without any resistance force by the working fluid. it can. Therefore, the vibration and the force transmitted from the trolley to the vehicle body via the actuator can be blocked, and the riding comfort can be improved.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION Embodiments of the present invention will be described below with reference to FIGS. 1, 2 and 3.

FIG. 1 is a front view of a railway vehicle according to the first embodiment of the present invention, FIG. 2 is a view showing a detailed structure of a link mounting portion, and FIG. 3 is a detailed structure of an actuator and a control valve of FIG. FIG.

In FIG. 1, 1 is a vehicle body, 2 is a trolley, and 3,
Reference numeral 4 is an air spring, and 5 is an actuator. Body 1 is
It is elastically supported on the truck 2 via the air springs 3 and 4. An actuator 5 is attached between the vehicle body 1 and the carriage 2 in the left-right direction.

In FIG. 1, 6 and 7 are links, 8 is a torsion bar, and FIG. 2 shows the details of the attachment portions of the links 6, 7 and the torsion bar 8. In FIG.
At both ends of the torsion bar 8, levers 16 and 17 extending in the radial direction of the torsion bar are fixed. The upper end of the link 6 is the lever 16 and the upper end of the link 7 is the lever 1
It is connected to 7. The lower ends of the links 6 and 7 are obliquely arranged and connected to the carriage 2 so that the distance between the upper ends of the links 6 and 7 is shorter than the distance between the lower ends of the links 6 and 7. Has been done.

With the above construction, when a centrifugal force acts on the center of gravity of the vehicle while passing through the curve shown in FIG. 1, the vehicle body is laterally displaced to the outer side (left side) of the curve, and the angle of the outer link 6 is increased to increase the angle of the inner link. The angle of the link 7 becomes smaller.
Here, since the vehicle body is displaced by being restrained by the link 6 and the link 7, the vehicle body tilts inside the curve. With the above configuration, the support frame and the pendulum beam, which are the support members between the vehicle body and the bogie, can be omitted, but as a result, it is necessary to dispose the actuator in parallel with the air spring to support the vehicle body.

The control system of the actuator 5 includes a control valve 12 for controlling the flow rate and direction of air to the actuator 5.
And an air supply device 13 and a control device 14 that issues a command to the control valve 12 to control the control valve 12. The actuator 5 uses the pipes 46 and 47 to control the valve 12
The air supplied from the air supply device 13 is supplied to the actuator 5 via the control valve 12, and the actuator 5 is driven.

Detailed structures of the actuator 5 and the control valve 12 will be described with reference to FIG. The actuator 5 is composed of a cylinder 51, a piston 52, and a rod 53. The cylinder 51 is divided by a piston 52 into a first air chamber 54 and a second air chamber 55.
Of the rod 5 due to the pressure difference between the air chamber 54 of the
It has a structure in which an axial force of 3 is generated.

The control valve 12 comprises a valve body 31, a spool 32 that moves axially within the valve body 31, and a drive unit 33.

The drive unit 33 includes a coil 34 and a position sensor 3
5, the coil 32 has a structure in which an electromagnetic force is generated by passing a current through the coil 34 and the spool 32 is displaced in the axial direction. Here, by controlling the position of the spool 32 based on the position information of the spool 32 fed back from the position sensor 35, the spool 3 can be more accurately
It is possible to position 2. The electromagnetic force of the coil 34 and the reaction force of the spring 36 act in the axial direction of the spool 32, and at a point where these two forces are balanced, they remain parallel and stand still.

The valve body 31 has a supply port 41 into which air from the air supply device 13 flows, a discharge A port 42 and a discharge B port 43, and a cylinder 51 via a pipe 46.
A port 44 connected to the first air chamber 54 of the
There is a hole for the B port 45 that is connected to the second air chamber 55 of the cylinder 52 via the spool 32 for each hole.
By changing the position of, the flow rate and direction of air can be controlled.

FIG. 3 shows a state in which the spool 32 stands still at the neutral position. In this state, the A port 44 and the discharge A port 42, the B port 45 and the discharge B port 43 are connected, and the supply port 41 is connected. The flow path from the cylinder to the cylinder 51 is cut off. In this state, the air in the first air chamber 54 flows out to the atmosphere through the pipe 46, the A port 44, and the exhaust A port 42, and the air in the second air chamber 55 flows in the pipe 4
7, B port 45, and exhaust B port 43 to the atmosphere. As a result, the first air chamber 54 and the second air chamber 5
The differential pressure of 5 becomes close to zero, and the actuator 5 does not generate a driving force. Here, when there is no command from the control device 14 to incline the vehicle body, the current flowing through the coil 34 is zero, and at this time, the spool 32 maintains a balanced state with the spring 36 and is in the neutral position shown in FIG. Further, when power cannot be supplied due to a failure of the power device, the current of the coil 34 becomes zero, so that the spool 32 stands still at the neutral position.

On the other hand, if there is a command from the control device 14 to incline the vehicle body, a current is passed through the coil 34 to cause the coil 3 to move.
An electromagnetic force is generated on the spool 4, and the spool 32 is displaced. When the spool 32 is displaced to the left, the A port 44 and the supply port 41 are connected, and the A
Air is supplied to the first air chamber 54 via the port 44 and the pipe 46. At this time, B port 45 and discharge B
Since the port 43 is connected, the air in the second air chamber 55 flows out to the atmosphere via the B port 45 and the exhaust B port 43. As a result, the pressure in the first air chamber 54 becomes larger than the pressure in the second air chamber 55, and the piston 52 is displaced to the right to drive the actuator 5. Spool 32
Is displaced to the right, the air flow is reversed, and the piston 52 is displaced to the left to drive the actuator 5.

In FIG. 1, the traveling position of the vehicle is detected by the control device 14 based on the track information data 21 and the data obtained from the speed detection device 22. The track information data 21 records which points and sections of the track are straight sections and curved sections, and sections where vehicle body tilt control is performed and sections where vehicle body tilt control is not performed are recorded. Further, regarding the section in which the vehicle body tilt control is performed, a curve radius, a cant, and a preset curve passing speed are recorded. Further, the trajectory information data 21 records a target inclination angle determined from the curve radius, the cant, the curve passing speed, and the allowable lateral acceleration. Here, the section in which the vehicle body tilting operation is performed and the section in which the vehicle body tilting operation is not performed are set with reference to an allowable lateral acceleration that does not make a person feel uncomfortable when the vehicle is traveling as described below. When the excess centrifugal acceleration obtained from the curve radius, the cant, and the curve passing speed is larger than the allowable lateral acceleration, the vehicle body tilting operation is performed. On the other hand, since the straight section or the curve radius is large, the vehicle body tilting operation is not performed when the excessive centrifugal acceleration is smaller than the allowable acceleration.

The speed detecting device 22 detects the present traveling speed and successively sends the traveling speed data to the control device 14.

The control device 14 integrates the traveling speeds from the speed detecting device 22 to calculate the current traveling position. The control device 14 collates the calculated current traveling position with the information of the track information data 14 to determine whether the vehicle is tilting or not tilting in the currently traveling section.

Next, the operation of this embodiment will be described with reference to FIGS.

When the vehicle is running, the controller 14
Grasps the current traveling state based on the data obtained from the speed detection device 22 and the track information data 21, and does not perform the vehicle body tilting operation whether the vehicle is currently traveling in a section where the vehicle body tilting operation is performed. Determine if you are traveling in a section.

When the vehicle is traveling in the section where the vehicle body tilts, the control device 14 calculates the target tilt angle recorded in the track information data 21 and the information from the height sensor of the air spring position. The command current value of the control valve 12 is determined based on the current vehicle body inclination angle. And the control device 1
Reference numeral 4 sends a command for inclining the vehicle body to the control valve 12, operates the control valve 12, controls the control valve 12 so as to open a flow path from the air supply device 13 to the actuator 5, and operates the actuator 5. Then, the vehicle body tilt control is performed.

On the other hand, when the vehicle is traveling in a section where the vehicle body is not operating, the controller 14 sets the command current value to the control valve 12 to zero. As a result, the restoring force of the spring 36 causes the spool 32 to return to the neutral position shown in FIG. 3, and the supply port 41 is not connected to any other port, so that the air supply from the air supply device 13 to the control valve 12 is stopped. Further, in this state, since the A port 44 and the exhaust A port 42 are connected, the air in the first air chamber 54 of the cylinder 51 is discharged from the exhaust A port 42. Further, since the B port 45 and the exhaust B port 43 are connected, the air in the second air chamber 55 is discharged from the exhaust B port 43. As a result, the first
The differential pressure between the air chamber 54 and the second air chamber 55 becomes close to zero. In this state, the piston 52 receives no differential pressure or resistance,
It becomes possible to freely displace, and as a result, even if the piston 52 of the actuator 5 is displaced, almost no vibration and force are transmitted to the rod 53.

In the railcar according to the present embodiment described above, it is possible to reduce the vibration and the force transmitted from the bogie to the vehicle body via the actuator while the vehicle is traveling, when there is no command to incline the vehicle body from the control device. You can Therefore, it becomes possible to travel with a comfortable ride.

In this embodiment, the air supply from the air supply device 13 is stopped by controlling the spool position of the control valve, but the air passage is opened and closed between the air supply device 13 and the control valve 12. The supply of air from the air supply device 13 may be stopped by providing an open / close valve and closing the open / close valve.

In this embodiment, the actuator 5 is arranged in the left and right directions of the vehicle body and the dolly, but when the actuator is arranged in the up and down direction of the vehicle body and the dolly as shown in FIG. In order to expand and contract the actuator up and down,
Further, when the vehicle body tilting operation is not performed, the air supply from the air supply device 13 may be stopped so that vertical vibration and force between the vehicle body and the bogie are hardly transmitted via the actuator. Can be obtained.

Next, another embodiment of the present invention will be described with reference to FIG. FIG. 5 is a diagram showing a detailed structure of the actuator and the control valve of the present embodiment. The same numbers are given to members having the same functions as those in the first embodiment.

In FIG. 5, a cylinder 51 is provided with a pipe 61 that forms a passage that connects the first air chamber 54 and the second air chamber 55, and an opening / closing valve 62 that opens and closes the passage. The opening / closing valve 62 is connected to the control device 64 and opens / closes based on a command from the control device 64.

When there is a command from the control device to tilt the vehicle body while the vehicle is running, the control device 64 closes the opening / closing valve 62. In this state, the first air chamber 54
Since the second air chamber 55 is divided, the air is supplied to and discharged from the first air chamber 54 and the second air chamber 55, so that the first air chamber 54 and the second air chamber 55 are It is possible to generate a differential pressure in the actuator, drive the actuator 5, and tilt the vehicle body.

When the control device issues a command to incline the vehicle body while the vehicle is traveling, the control device 64 opens the open / close valve 62. As a result, the first air chamber 54 and the second air chamber 55 of the cylinder 51 are connected, the differential pressure becomes zero, and the piston 52 is in a state where it can be freely displaced without receiving a resistance force. As a result, vibration and force are not transmitted from the truck to the vehicle body.

In the railway vehicle according to the present embodiment described above, as in the previous embodiments, when the vehicle is traveling, there is no command from the control device to incline the vehicle body, and the vehicle transmits it to the vehicle body via the actuator. Since it is possible to reduce the vibrations and forces that occur, it is possible to travel in a state in which the ride is comfortable. Further, in the present embodiment, air is not released to the atmosphere, so that the air consumption can be reduced.

Although the pipe 61 and the on-off valve 62 are arranged outside the cylinder 51 in the present embodiment, the same effect can be obtained by arranging the pipe and the on-off valve inside the cylinder or inside the piston. can get.

Next, another embodiment of the present invention will be described with reference to FIG. FIG. 6 is a diagram showing a detailed structure of the actuator and the control valve of the present embodiment. The same numbers are given to members having the same functions as those in the first embodiment.

In FIG. 6, a discharge valve 71 is installed in the first air chamber 54 of the cylinder 51, and a discharge valve 72 is installed in the second air chamber 55. The discharge valves 71 and 72 are connected to the control device 74, and the discharge valves 71 and 72 open and close based on a command from the control device 74.

When there is a command from the control unit to incline the vehicle body while the vehicle is traveling, the control unit 74 closes the discharge valves 71 and 72. While the vehicle is traveling, the control device 74 opens the discharge valves 71 and 72 when there is no command from the control device to tilt the vehicle body. As a result, the pressures of the air chambers 45 and 55 on the left and right of the cylinder 51 become the same as the atmospheric pressure, and the differential pressure between the air chamber 45 and the air chamber 55 becomes close to zero. as a result,
Vibration and force are not transmitted from the truck to the vehicle body.

In the railway vehicle according to the present embodiment described above, as in the first embodiment, while the vehicle is traveling, the vehicle moves from the trolley to the vehicle body via the actuator without a command from the control device to tilt the vehicle body. Since it is possible to reduce the transmitted vibration and force, it is possible to travel in a state in which the ride is comfortable. Further, in the present embodiment, since the air in the cylinder does not pass through the flow path such as the pipe and is directly discharged to the atmosphere from the discharge valve, the differential pressure of the cylinder is quickly brought close to zero and the vibration is generated via the actuator. And, it is possible to make it difficult to transmit the force.

Next, another embodiment of the present invention will be described with reference to FIG. FIG. 7 is a diagram showing a detailed structure of the actuator and the control valve of the present embodiment. The same numbers are given to members having the same functions as those in the first embodiment.

In FIG. 7, the control valve 80 comprises a first opening / closing valve 86, a second opening / closing valve 87, a third opening / closing valve 88, and a fourth opening / closing valve 89. Here, the on-off valve is constituted by, for example, an on / off solenoid valve. 4 on-off valves 8
6, 87, 88 and 89 are connected to the control device 84, and the opening / closing control is performed by the control device 84. The first opening / closing valve 86 is
It is arranged between the exhaust hole 82 and the first air chamber 54, and controls the exhaust of the air in the first air chamber 54. Second on-off valve 87
Is disposed between the supply hole 81 and the first air chamber 54, and controls the air supply to the air chamber 54. Third on-off valve 88
Is disposed between the supply hole 81 and the second air chamber 55, and controls the supply of air to the second air chamber 55. The fourth opening / closing valve 89 is arranged between the discharge hole 83 and the second air chamber 55, and controls the exhaust of the air in the second air chamber 55.

Next, the operation of this embodiment will be described.

When there is a command from the control device 84 to incline the vehicle body while the vehicle is traveling, the control device 84 opens the first opening / closing valve 86 and the third opening / closing valve 88, and opens the second opening / closing valve 87. The fourth opening / closing valve 89 is closed. This allows
Air is exhausted from the first air chamber 54 and air is supplied to the second air chamber 55, and the piston 52 is displaced leftward due to the differential pressure, and the actuator is driven. Here, when the actuator is driven in the reverse direction, the first opening / closing valve 86
And the 3rd on-off valve 88 is closed, and the 2nd on-off valve 87 and the 4th on-off valve 89 are opened.

When there is no command from the control device 84 to incline the vehicle body while the vehicle is traveling, the control device 84 opens the first opening / closing valve 86 and the fourth opening / closing valve 89, and the second opening / closing valve 87 and The third opening / closing valve 88 is closed. This allows
Air supply to the first air chamber 54 and the second air chamber 55 can be stopped. Further, since the air in the first air chamber 54 and the second air chamber 55 is exhausted, the air chamber 45
The pressures of and 55 become the same as the atmospheric pressure, and the differential pressure between the air chamber 45 and the air chamber 55 becomes close to zero. As a result, vibration and force are not transmitted from the truck to the vehicle body.

In the railcar according to the present embodiment described above, vibrations and forces transmitted from the bogie to the vehicle body through the actuators are transmitted in the same manner as in the first embodiment in the absence of a command for tilting the vehicle body from the control device. Therefore, it is possible to drive in a comfortable ride.

In the first to fourth embodiments of the present invention, the working fluid is air and the actuator is driven by air pressure. However, if the working fluid is oil and the actuator is driven by hydraulic pressure, the same applies. The effect of is obtained.

[0052]

According to the present invention, it is possible to reduce the vibration and the force transmitted from the trolley to the vehicle body through the actuator when there is no command from the control device to incline the vehicle body to improve the riding comfort. . Further, in the present invention, since the vehicle body tilting operation can be performed without using the pendulum beam, the vehicle body tilting device can be made lightweight.

[Brief description of drawings]

FIG. 1 is a front view of a vehicle body tilting device according to a first embodiment of the present invention.

FIG. 2 is a diagram showing a detailed structure of a link attachment portion according to the embodiment of the present invention.

FIG. 3 is a detailed view of an actuator and a control valve according to the embodiment of the present invention.

FIG. 4 is a front view of the vehicle body tilting device according to the first embodiment of the present invention.

FIG. 5 is a detailed view of an actuator and a control valve according to the second embodiment of the present invention.

FIG. 6 is a detailed view of an actuator and a control valve according to a third embodiment of the present invention.

FIG. 7 is a detailed view of an actuator and a control valve according to a fourth embodiment of the present invention.

FIG. 8 is a front view of a conventional vehicle body tilting device.

[Explanation of symbols]

1 ... Car body, 2 ... Bogie, 3, 4 ... Air spring, 5 ... Actuator, 6, 7 ... Link, 8 ... Torsion bar, 12
... Control valve, 13 ... Air supply device, 14, 64, 74, 8
4 ... Control device, 16, 17 ... Lever, 21 ... Orbit information data, 22 ... Speed detection device, 31 ... Valve body, 32 ... Spool, 33 ... Drive device, 34 ... Coil, 35 ... Position sensor, 46, 47, 61 ... Piping, 51 ... Cylinder, 52 ...
Piston, 53 ... Rod, 54 ... First air chamber, 55 ...
Second air chamber, 62, 86, 87, 88, 89 ... Open / close valve, 71, 72 ... Exhaust valve.

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Hideo Takai             Yamaguchi Prefecture Kudamatsu City Oita Toyoi 794 Stock Association             Hitachi Transport Systems Division (72) Inventor Katsuyuki Iwasaki             Yamaguchi Prefecture Kudamatsu City Oita Toyoi 794 Stock Association             Hitachi Transport Systems Division (72) Inventor Hiroshi Higaki             Yamaguchi Prefecture Kudamatsu City Oita Toyoi 794 Stock Association             Hitachi Transport Systems Division (72) Inventor Michio Sebata             Yamaguchi Prefecture Kudamatsu City Oita Toyoi 794 Stock Association             Inside Hitachi Kasado Works

Claims (9)

[Claims] 1. A body tilting apparatus for a railway vehicle, comprising: an actuator provided between a vehicle body and a bogie; the working fluid supplied from a working fluid supply device drives the actuator to tilt the vehicle body; A control valve for controlling the working fluid,
A control device for controlling the control valve is provided, and while the vehicle is traveling, when there is a command to incline the vehicle body from the control device, the control valve is controlled so that the flow passage supplied from the working fluid supply device to the actuator is opened, While the vehicle is traveling, when there is no command to tilt the vehicle body from the control device, the control valve is controlled so that the flow path through which the working fluid in the actuator flows out of the actuator is opened. Body tilting device. 2. An actuator is provided between a vehicle body and a bogie, the actuator is driven by a working fluid supplied from a working fluid supply device to perform a vehicle body tilting operation, and two working fluid chambers are provided in a cylinder of the actuator. In a vehicle body leaning device of a railway vehicle, comprising a pipe that forms a flow path that communicates two working fluid chambers, an on-off valve that opens and closes the passage, and a control device that controls the on-off valve, while the vehicle is traveling,
A railway vehicle characterized by closing the on-off valve when there is a command to tilt the vehicle body from the control device, and opening the on-off valve when there is no command to tilt the vehicle body from the control device while the vehicle is traveling. Body tilting device. 3. An actuator is provided between a vehicle body and a dolly, the actuator is driven by a working fluid supplied from a working fluid supply device, a vehicle body tilting operation is performed, and two working fluid chambers are provided in a cylinder of the actuator. In a vehicle body leaning device for a railroad vehicle, the two working fluid chambers are provided with a discharge valve and a control device for controlling the discharge valve. A vehicle body leaning device for a railway vehicle, which is closed, and when the control device does not instruct the vehicle body leaning operation while the vehicle is traveling, the discharge valve is opened. 4. The vehicle body tilting device for a railway vehicle according to claim 1, further comprising a valve that closes a flow path for supplying a working fluid from the working fluid supply device to the actuator, so that the vehicle body moves from the control device while the vehicle is traveling. A vehicle body tilting device for a railway vehicle, wherein the valve is closed when there is no command to tilt. 5. The vehicle body leaning device for a railway vehicle according to claim 1, wherein the working fluid is air, and the actuator is driven by air pressure. 6. The vehicle body leaning device for a railway vehicle according to claim 1, wherein the working fluid is oil and the actuator is driven by hydraulic pressure. 7. A vehicle body leaning device for a railway vehicle according to any one of claims 1 to 3, characterized in that actuators are arranged in the left-right direction between the vehicle body and the bogie. 8. A vehicle body leaning device for a railway vehicle according to any one of claims 1 to 3, wherein an actuator is arranged in a vertical direction between the vehicle body and the bogie. 9. A trolley having a torsion bar arranged along the width direction of the vehicle body, levers fixed to both ends of the torsion bar, and an end point distance closer to the vehicle body connected to an end portion of each lever. Is provided with two links obliquely arranged so as to be shorter than the distance between the end points closer to, and the link torsion bar is configured by the torsion bar, the lever, and the link, and an actuator is provided between the vehicle body and the bogie. A vehicle body tilting device for a railway vehicle that drives the actuator with a working fluid supplied from a working fluid supply device to perform a vehicle body tilting operation, and a control valve that controls the working fluid to the actuator,
A control device for controlling the control valve is provided, and while the vehicle is traveling, when there is a command to incline the vehicle body from the control device, the control valve is controlled so that the flow passage supplied from the working fluid supply device to the actuator is opened, While the vehicle is traveling, when there is no command to tilt the vehicle body from the control device, the control valve is controlled so that the flow path through which the working fluid in the actuator flows out of the actuator is opened. Body tilting device.