JP2003252202A - Body inclination device for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve riding comfort by obtaining a required inclination angle of a car body at the time of traveling at a curved track, and reducing oscillation transmitted from a bogie to the car body through actuators at the same time. <P>SOLUTION: The actuators 13, 14 having displacement regulating members 11, 12 are fixed and supported at the bogie 2, and a displacement regulating member receiving 10 is fixed at the car body between the car body 1 and the bogie 2. The displacement regulating members are brought into contact with the displacement regulation member receiving by the actuators so that a car body inclination motion command from a control device 24 may incline the car body in a direction reverse to a centrifugal force of the curved track during traveling of the car. Therefore, the required inclination angle of the car body can be obtained completely, feeling crosswise acceleration can be reduced, and riding comfort can be improved. Besides, a gap is obtained between the displacement regulation members and the displacement regulation member receiving at the time of the traveling at a straight track at least, and the oscillation and force transmitted to the car body can be eliminated, thus improving the riding comfort. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body tilting device for a railway vehicle, and more particularly to a technique for tilting a vehicle body against a centrifugal force that the vehicle body receives when traveling on a curved track.

[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.

Here, an example of the vehicle body tilting method will be described.
In this method, the car body is elastically supported on the bogie by an air spring,
There is an example in which an air cylinder attached to a truck and a stopper attached to a vehicle body are fixed by welding or the like, and the inclination of the vehicle body is controlled by the air cylinder (Japanese Patent Laid-Open No. 2000-225).
942).

There is also an example in which a link torsion bar is arranged between the vehicle body and the bogie. In this link torsion bar, the upper ends of the levers are fixed to both ends of the torsion bar arranged in the width direction of the vehicle body, and the lower ends of the levers are connected to the carriage. In this case, the trapezoidal configuration is such that the distance between the upper ends of the two links (corresponding to the length of the torsion bar) is smaller than the distance between the lower ends (distance between the carriage connecting portions).

[0005]

In the conventional vehicle body tilting method, the vehicle body naturally tilts due to centrifugal force in a curved track traveling state. However, depending on the traveling conditions such as the traveling speed, the curved track radius, the cant, and the weight of the vehicle body, the inclination angle becomes small when the centrifugal force that is the source of the inclination motion is small or when the resistance to the inclination is large. As a result, the lateral acceleration of the vehicle body increases and the riding comfort deteriorates.

In addition, in the relaxation curve where the straight track and the curved track are connected, the response of the link mechanism and the vehicle body to the centrifugal force may be delayed, and the tilting motion may be delayed. Further, if the centrifugal force is too large, the lateral displacement of the vehicle body and the roll angle become large, the vehicle body comes into contact with a stopper that regulates the vehicle body displacement, and vibration is generated due to the impact at the time of contact, which causes a problem that the riding comfort deteriorates.

On the other hand, in order to reduce the impact per stopper, there are the following methods. In this method, an actuator that connects both the car body and the dolly is placed,
By applying inward force (opposite direction to centrifugal force) of the curved track from the actuator to the vehicle body while passing through the curved track,
The lateral displacement of the vehicle body outward of the curved track (direction of centrifugal force) can be reduced, and the impact on the stopper can be reduced.

However, when this actuator is applied to the above-mentioned conventional method, the force exerted on the vehicle body by the actuator force resists the tilting operation, so that a necessary tilt angle cannot be secured. Further, since the vehicle body and the bogie are directly coupled by the actuator, there arises a problem that vibration is transmitted between the vehicle body and the bogie via the actuator.

An object of the present invention is to secure a necessary inclination angle when traveling on a curved track in a railway vehicle equipped with an actuator for tilting the vehicle body between the vehicle body and the bogie, and from the bogie to the vehicle body via the actuator. It is an object of the present invention to provide a railway vehicle that is comfortable to ride by reducing the transmitted vibration.

[0010]

In order to achieve the above object, the present invention provides a displacement regulating member for regulating displacement of a vehicle body due to centrifugal force during traveling on a curved track between a vehicle body and a bogie of a railway vehicle and the displacement. A displacement regulating member receiving member for contacting the regulating member,
An actuator for driving the displacement restricting member is provided, and a gap is provided between the displacement restricting member and the displacement restricting member receiver at least when traveling on a linear track, and the drive of the actuator is controlled when traveling on a curved track. Based on a command from the control means, the actuator is driven to bring the displacement regulating member into contact with the displacement regulating member receiver to regulate the displacement of the vehicle body.

According to the present invention, the gap between the displacement regulating member and the displacement regulating member receiver can insulate vibration and force transmitted from the truck to the vehicle body via the actuator.
It becomes possible to travel in a comfortable state. Furthermore, when centrifugal force is applied when traveling on a curved track, the actuator can be driven to ensure the required inclination angle of the vehicle body,
You can improve the ride comfort by reducing the lateral acceleration. In addition, by controlling the displacement of the vehicle, it is possible to keep the vehicle within the vehicle limit or the building limit area.

Further, an example of concrete means will be described.
In a railway vehicle that includes an actuator, a displacement restricting member, and a displacement restricting member receiver between a vehicle body and a bogie, and in which a vehicle body tilting operation is provided, a control device that controls the actuator is provided, the displacement restricting member receiver is fixed to the vehicle body, and the actuator is a bogie. The displacement regulating member is fixedly supported on the actuator, and the displacement regulating member is arranged so that there is a gap between the displacement regulating member and the displacement regulating member receiver that the actuator has. , By moving the displacement regulating member facing the outside of the curved track to the outside of the curved track (the direction in which the centrifugal force acts) using an actuator, the direction of centrifugal force opposite to the direction of the centrifugal force is centered on the center of gravity of the vehicle body. The vehicle can be tilted inward of the curved track.

Further, in a railway vehicle which is provided with an actuator, a displacement regulating member and a displacement regulating member receiver between the vehicle body and the bogie, and in which the vehicle body tilts, a controller for controlling the actuator is provided and the displacement regulating member receiver is fixed to the bogie. The actuator is fixedly supported on the vehicle body, and the displacement regulating member of the actuator and the displacement regulating member receiver are arranged so that there is a gap between them. Then, by using the actuator to move the displacement regulating member facing the inside of the curved track to the inside of the curved track, the direction of the inside of the curved track opposite to the direction of centrifugal force with the center of gravity of the vehicle body as the center is moved. The vehicle can be tilted.

Further, two displacement regulating members are fixed to one supporting member, and the supporting members are installed on the actuator,
While the vehicle is traveling, by moving this support member using an actuator in response to a command to perform a vehicle body tilting operation from the control device, it is possible to tilt the vehicle body in both the left and right directions, which are the vehicle body width direction, with one actuator. The number is reduced and the cost is reduced.

In this case, the two displacement regulating members can be arranged so as to face each other with one displacement regulating member receiver interposed therebetween,
Alternatively, the two displacement regulating members may be arranged so as to face the outer side of the vehicle body, and the displacement regulating member receiver may be arranged on the outer side thereof.

Further, the present invention comprises track information data in which a curve radius of a track, a cant, a running speed of a curved track, etc. are recorded, and a speed detecting device for detecting a running speed of a vehicle, and the control device detects the speed. By calculating the current traveling position by integrating the speed obtained from the device, by comparing the calculated current traveling position and the track information data,
The control device grasps which part of the route the vehicle is traveling on, determines whether or not the vehicle body tilts, and if the vehicle is traveling in the section where the vehicle body tilts, the controller uses the actuator to operate the vehicle body. Characterized by sending a command.

Further, when there is a vehicle body tilting operation command from the control device, a target tilt angle is determined from the curve radius, the cant, the curve traveling speed, and the allowable lateral acceleration, and the vehicle body tilt angle and the left and right of the displacement regulating member receiver are determined. Based on the relationship with the displacement, calculate the target left and right position of the displacement regulating member that achieves the target tilt angle,
The control device positions the displacement regulating member so that the displacement regulating member is located at the target left-right position.

Further, the present invention is used in combination with the above-mentioned structure, and is connected to a torsion bar arranged along the width direction of the vehicle body, levers fixed to both ends of the torsion bar, and end portions of the respective levers. The link torsion bar is provided by the two links obliquely arranged so that the distance between the end points closer to the vehicle body is shorter than the distance between the end points closer to the bogie, and the link torsion bar is formed by the torsion bar, the lever, and the link. It is characterized in that it is configured.

With these configurations, when there is no command to tilt the vehicle body from the control device while the vehicle is running, the gap between the displacement regulating member and the vehicle body eliminates the vibration and force transmitted to the vehicle body via the actuator. It becomes possible to travel in a comfortable state. Further, when there is a command to incline the vehicle body from the control device, there is a gap between the displacement restricting member and the displacement restricting member, so it is possible to incline without receiving the inclination resistance from the actuator.

Further, since the displacement regulating member positioned inside the curve can surely secure the required inclination angle, the sensation lateral acceleration can be reduced and the riding comfort can be improved. Further, it is possible to make the displacement of the vehicle within the vehicle limit and the construction limit region by the displacement restricting member positioned outside the curve.

Further, two displacement regulating members are fixed to one supporting member, and the supporting members are arranged on the actuator,
The actuator may be used to move the support member when the control device issues a command to perform a vehicle body tilting operation while the vehicle is traveling. As a result, the number of actuators per trolley can be reduced, so that an increase in cost can be suppressed and maintenance work of the actuators can be reduced.

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION An outline of an embodiment of the present invention is shown in FIG.
In a railway vehicle equipped with actuators 13 and 14 for tilting the vehicle body between the vehicle body 1 and the bogie 2, a displacement regulating member 11 attached to the actuator in order to prevent vibration from being transmitted through the actuator, 1
2 is separated from the displacement regulating member receiver 10 (see FIG. 4), and when traveling on a curved track, the actuator is driven to bring the displacement regulating member 12 into contact with the displacement regulating member receiver 10 (see FIG. 1). The vehicle body is tilted so as to cancel the centrifugal force generated in the vehicle.

The first embodiment of the present invention will be described below with reference to FIGS. 1 and 2. FIG. 1 is a front view of a railway vehicle according to the present embodiment, and FIG. 2 is a diagram showing a detailed structure of an actuator and a control valve of FIG.

In FIG. 1, the vehicle body 1 includes air springs 3, 4
A torsion bar 8 fixed to the vehicle body 1 is elastically supported on the carriage 2, and links 6 and 7 are connected to both ends of the torsion bar 8. The other ends of the links 6 and 7 are fixed to the carriage 2.

Actuators 13 and 14 are arranged between the vehicle body 1 and the carriage 2, and the actuators 13 and 14 are fixedly supported by the carriage 2. The displacement restricting member 11 is arranged at the end of the actuator 13, and the actuator 14
A displacement regulating member 12 is arranged at the end of the. on the other hand,
The displacement regulating member receiver 10 is attached to the vehicle body 1.

The contact surfaces of the displacement restricting members 11, 12 and the displacement restricting member receiver 10 have a gap between the displacement restricting members 11, 12 and the displacement restricting member receiver 10 with respect to the displacement restricting member receiver 10 protruding downward of the vehicle body. Are arranged so that they face each other. Here, by using elastic bodies such as rubber for the displacement regulating members 11 and 12, the displacement regulating member receiver 1
The impact at the time of contact with 0 can be reduced.

The control system of the actuators 13 and 14 issues commands to the control valves 21 and 22 for controlling the air flow rate and direction to the actuators 13 and 14, the air supply device 23, and the control valves 21 and 22. It is composed of a control device 24 that controls the control valves 21 and 22.

The actuator 13 includes pipes 27a and 27b.
Connected to the control valve 21 by the actuator 1
4 is connected to the control valve 22 by pipes 28a and 28b. The air supplied from the air supply device 23 is supplied to the actuator 13 via the control valve 21 and to the actuator 14 via the control valve 22.
The structure is such that 3 and 14 are driven.

Detailed structures of the actuator 13 and the control valve 21 will be described with reference to FIG. Although not described here, the actuator 14 and the control valve 22 also have the same structure as the actuator 13 and the control valve 21.

The actuator 13 includes a cylinder 51,
It is composed of a piston 52 and a rod 53. The cylinder 51 is divided into a first air chamber 54 and a second air chamber 55 by a piston 52. Due to the pressure difference between the first air chamber 54 and the second air chamber 55, the axial force of the rod 53 is increased. Has a structure that causes. Reference numeral 56 is a displacement sensor, which measures the stroke of the rod 53 and sends the measured displacement data to the control device 24 to be used as feedback data in position control.

The control valve 21 comprises a case 31, a spool 32 that moves in the case 31 in the axial direction, and a drive unit 33. The drive device 33 is composed of a coil 34 and a position sensor 35, and 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, based on the position information of the spool 32 fed back from the position sensor 35, the spool 3
By controlling the position of 2 spool 3 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 case 31 is connected to the supply port 41 into which the air from the air supply device 23 flows, the discharge A port 42 and the discharge B port 43, and the first air chamber 54 of the cylinder 51 via the pipe 27a. There is a hole of the B port 45 connected to the second air chamber 55 of the cylinder 52 through the A port 44 and the pipe 27b, and the flow rate and flow of the air can be changed by changing the position of the spool 32 with respect to each hole. The direction can be controlled.

FIG. 2 shows a state in which the spool 32 stands still at the neutral position. In this state, the A port 44
B port 45 is closed, and the flow path from the supply port 41 to the cylinder 51 is cut off.

In this state, the air in the first air chamber 54 and the air in the second air chamber 55 are confined, so that the piston 52 and the rod remain stationary at the neutral position. When the actuator fails, the restoring force of the spring 36 returns to the neutral position and tries to maintain the stationary state.

On the other hand, when a current flows through the coil 34 according to a command from the control device 24, an electromagnetic force is generated in the coil 34 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 to each other, and from the supply port 41 to the A port 44,
Air is supplied to the first air chamber 54 via the pipe 27a. At this time, B port 45 and discharge B port 43
Therefore, 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, the piston 52 is displaced to the right, and as a result, the displacement restricting member 11 is displaced to the right. When the spool 32 is displaced to the right, the flow of air is reversed and the piston 52 is displaced to the left, and as a result, the displacement restricting member 11 is displaced to the left.

In FIG. 1, the control device 24 detects the traveling position of the vehicle based on the track information data 25 and the data obtained from the speed detection device 26. The track information data 25 records which points and sections of the track are straight sections or 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, a preset curve passing speed, etc. are recorded. Also, the orbit information data 25
The curve radius, the cant, the target inclination angle determined from the curve passing speed, and the allowable lateral acceleration are recorded in.

Here, whether or not the vehicle body tilting operation is performed in a certain section while the vehicle is traveling is determined on the basis of, for example, an allowable lateral acceleration that does not make a person feel uncomfortable while the vehicle is traveling as follows. .

That is, if the excessive centrifugal acceleration obtained from the curve radius, the cant, the curve passing speed, etc. is larger than the allowable lateral acceleration, the vehicle body tilting operation is performed. On the other hand, since the straight section or the radius of the curve 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 26 detects the current traveling speed and successively sends the traveling speed data to the control device 24. The control device 24 integrates the traveling speeds from the speed detecting device 26 to calculate the current traveling position. By correcting the current traveling position by using the information from the position detector installed along the track, the current traveling position can be calculated with higher accuracy.

The control device 24 collates the calculated current traveling position with the information of the track information data 25 to determine whether the vehicle is tilting or not tilting in the currently traveling section. Is determined.

Next, the operation of this embodiment will be described with reference to FIGS. 3, 4, and 5. When the vehicle is traveling, the control device 24 collates the current traveling position calculated based on the speed data of the speed detection device 25 with the track information data 21 to grasp the current traveling state, It is determined whether the vehicle is currently traveling in a section in which the vehicle body tilting operation is performed or in a section in which the vehicle body tilting operation is not performed (step 101 in FIG. 3).

When the vehicle is traveling in a section where the vehicle body tilting operation is not performed, the control device 24 sets the command current value to the control valves 13 and 14 to zero (step 102 in FIG. 3). As a result, in the control valve 21, the spool 32 returns to the neutral position shown in FIG. 2 due to the restoring force of the spring 36.

In this state, the supply port 41 is not connected to other ports, so that the air supply device 23 is connected to the control valve 2
The air supply to 1, 22 is stopped. Further, since the port 44 and the port 45 are closed, the first air chamber 54 and the second air chamber 55 are sealed, and the piston 52 is set to the neutral position with the internal pressures of the two air chambers balanced. Stand still. The actuator 14 and the control valve 22 are also stopped at the neutral position according to a command from the control device 24.

In this state, as shown in FIG. 4, there are gaps between the displacement regulating member 11 and the displacement regulating member receiver 10 and between the displacement regulating member 10 and the displacement regulating member receiver 12. Therefore, when the relative lateral displacement between the vehicle body and the bogie is small, it is possible to insulate vibration and force transmitted between the vehicle body and the bogie.

Further, when the relative lateral displacement between the vehicle body and the bogie is large and the displacement regulating member 11 and the displacement regulating member receiver 10 and the displacement regulating member 12 and the displacement regulating member receiver 10 come into contact with each other, the air of the actuators 13 and 14 is changed. Due to the compressive spring action of, the shock at the time of contact can be absorbed.

When the vehicle is traveling in a section in which the vehicle body tilts, the control device 24 calculates the target tilt angle from the curve radius, cant, curve running speed, allowable acceleration, etc. recorded in the track information data 21. (Step 10 in FIG. 3)
3).

In the control device 24, from the relationship between the vehicle body inclination angle recorded in the control device 24 and the lateral displacement at the displacement regulating member receiving position, the displacement regulating member receiving when the target inclination angle calculated in step 103 is taken. The lateral displacement is calculated, and the value is set as the target lateral position of the displacement regulating member (step 10).
4).

The control device 24 determines a command current to the control valve based on the current position of the displacement regulating member obtained from the displacement sensor and the target lateral displacement calculated in step 104 (step 105), Position the displacement regulating member.

As shown in FIG. 5, when the vehicle body leans to the right, the controller 24 sends a command current to the control valve 22,
The actuator 14 is driven to move the displacement restricting member 12 to the outside of the curve, and the displacement restricting member 12 is positioned so as to reach the target left and right position.

Further, the control device 24 sets the command current value to the control valve 21 to zero. As a result, the actuator 13
The displacement regulating member 11 is in the same state as when the vehicle is traveling in a section where the vehicle body is not tilted, and the actuator 13 makes the displacement regulating member 11 stand still at the neutral position in a state where the internal pressure of the air chamber is balanced.

As described above, according to the command from the controller 24,
The displacement regulating members 11 and 12 are positioned. Since the displacement regulating member 12 is positioned at the target lateral displacement, the vehicle body can surely maintain the inclination angle equal to or larger than the target inclination angle while passing through the curve, and as a result, the lateral acceleration of the vehicle body becomes equal to or less than the allowable value. You can drive in the condition.

Further, by applying a force from the actuator 14 to the vehicle body through the displacement restricting member 12 during the tilting motion to support the tilting motion, the tilting motion in the relaxation curve at the portion where the straight track and the curved track are connected is performed. It becomes possible to compensate for the delay.

Further, when the displacement of the vehicle body is large, the displacement regulating member 11 serves as a stopper for regulating the relative lateral displacement between the vehicle body and the bogie, and the displacement of the vehicle body can be maintained within the vehicle limit and the construction limit. Becomes

The displacement regulating member 11 is the displacement regulating member receiver 10
When it comes into contact with, the displacement restricting member 11 is supported by the actuator 21 having compressibility, so that the impact at the time of contact is absorbed by the air compressive spring action, and the increase in vehicle body vibration due to the contact can be alleviated.

In the railcar of the present embodiment described above, when there is no command to incline the vehicle body from the control device while the vehicle is traveling, the displacement regulating member mounted on the carriage and the displacement regulating member receiver mounted on the vehicle body are provided. Since there is a gap in the vehicle, it is possible to reduce the vibration and the force transmitted to the vehicle body and to travel in a comfortable state.

Further, when there is a command to incline the vehicle body from the control device, since there is a gap between the displacement regulating member and the displacement regulating member receiver, it is possible to incline without receiving the inclination resistance from the actuator. is there.

Further, since the displacement regulating member positioned inside the trajectory curve can surely secure the required inclination angle, the sensation lateral acceleration can be reduced and the riding comfort can be improved.
Further, it is possible to make the displacement of the vehicle within the vehicle limit and the construction limit region by the displacement restricting member positioned outside the curve.

In this embodiment, the actuator 1
3, 14 are fixedly supported on the trolley side, and the displacement regulating member receiver 10
Is arranged to be fixedly supported on the vehicle body 1, but as shown in FIG. 6, the displacement regulating member receiver 60 in which the actuators 13 and 14 are fixedly supported on the vehicle body side and the displacement regulating members 11 and 12 contact each other May be arranged so as to be fixedly supported on the carriage 2.

In this case, as shown in FIG. 6, the displacement regulating member 1
The displacement restricting member 11 whose contact surface between 1 and the displacement restricting member receiver 60 faces the inner side of the trajectory curve is displaced inward by the actuator 13 (to the right in FIG. 6), and the displacement restricting member 11 By locating at the target left / right position, the same effect as that of the embodiment of FIG. 1 can be obtained.

Although the actuator is driven by air pressure in this embodiment, the same effect can be obtained by positioning the displacement regulating member by driving the actuator by hydraulic pressure or an electric motor.

Next, another embodiment of the present invention will be described with reference to FIG. FIG. 7 is a front view of the railway vehicle according to the present embodiment. The same numbers are given to members having the same functions as those in the first embodiment.

In FIG. 7, the actuators 13 and 14 arranged between the vehicle body 1 and the carriage 2 are fixedly supported by the carriage 2. A displacement regulating member 11 is arranged at an end portion of the actuator 13 such that a contact surface with the displacement regulating member receiver faces the outside of the vehicle body, and a displacement regulating member receiver 61 is provided outside the vehicle body from the position of the displacement regulating member 11. It is arranged so as to project downward.

The displacement regulating member 12 is arranged at the end of the actuator 14 so that the contact surface between the displacement regulating member and the displacement regulating member receiver faces the outside of the vehicle body. The displacement regulating member receiver 62 is arranged so as to project downward from the vehicle body.

While the vehicle is traveling, when the vehicle is traveling in a section in which the vehicle body does not operate by this device, the control device 24 sets the command currents to the control valves 21 and 22 to zero and sets the displacement regulating members 11 and 12 to zero. Rest in neutral position.

In this state, there is a gap between the displacement regulating member 11 and the displacement regulating member receiver 61, and between the displacement regulating member 10 and the displacement regulating member receiver 62, and when the relative lateral displacement between the vehicle body and the carriage is small, It becomes possible to insulate vibration and force transmitted between the vehicle body and the bogie.

Further, when the relative lateral displacement between the vehicle body and the bogie is large and the displacement regulating member 11 contacts the displacement regulating member receiver 61 and the displacement regulating member 10 contacts the displacement regulating member receiver 62, the actuators 13 and 14 are operated. Due to the compressive spring action of air, it is possible to absorb the impact in the case of contact.

Further, when the vehicle is traveling in the section where the vehicle body tilts, the control device 24 calculates the target tilt angle, and the target of the displacement regulating member is calculated from the calculated target tilt angle, as in the first embodiment. Control is performed so that positioning is performed at the left and right positions.

When tilting to the right as shown in FIG. 7, the contact surface between the displacement restricting member and the displacement restricting member receiver is moved outward so that the displacement restricting member 11 faces the outer side of the trajectory curve. Positioning is performed so that the target horizontal position is reached. This ensures that the target tilt angle can be maintained while passing through the curved track.

Further, the control device 24 makes the displacement regulating member 12 (the right side in FIG. 7) facing the inside of the trajectory curve stand still at the neutral position. In this case, the displacement regulating member 12 serves as a stopper that regulates relative lateral displacement between the vehicle body and the carriage.

In the railcar using this embodiment described above, the vehicle and the vehicle body can be insulated from each other by the gap between the displacement regulating member and the vehicle body while the vehicle is running, so that the vibration and the force transmitted to the vehicle body can be prevented. It is possible to reduce the number of vehicles, and it is possible to travel in a comfortable state.

Further, since the displacement regulating member positioned outside the curve can ensure the required tilt angle,
You can reduce the lateral acceleration and improve the riding comfort. Further, it is possible to make the displacement of the vehicle within the vehicle limit and the construction limit region by the displacement regulating member positioned inside the curve.

In this embodiment, the actuator 1
3, 14 are fixedly supported on the trolley side, and the displacement regulating member receiver 6
1 and 62 are arranged on the vehicle body 1 side, the actuators 13 and 14 are fixedly supported on the vehicle body side, and the displacement regulating member receivers with which the displacement regulating members 11 and 12 come into contact are fixedly supported on the carriage 2. You may.

In this case, the displacement restricting member facing the inner side of the curved track is displaced inside the curve by the actuator so that the contact surface between the displacement restricting member and the displacement restricting member receiver is moved to the target lateral position. By positioning
The same effect can be obtained.

Next, another embodiment of the present invention will be described with reference to FIG. FIG. 8 is a partial front view of a railway vehicle using this embodiment. The same numbers are given to members having the same functions as those in the first embodiment.

In FIG. 8, the displacement restricting members 71 and 7 fixed to the vehicle body are sandwiched by the displacement restricting member receiver 10 so that their contact surfaces face each other.
2 are arranged, and the displacement regulating members 71 and 72 are fixed to the support member 73.

The support member 73 is supported by the carriage 2 via the sliders 75 and 76 and the rails 77 and 78 so as to be displaceable in the horizontal direction of the carriage. The support member 73 is connected to the actuator 74. In addition, the displacement regulating member 71,
Separately from 72, the displacement regulating members 79 and 80 are fixed to the carriage so as to face each other with the displacement regulating member receiver 10 interposed therebetween.

When the vehicle is traveling in a section in which the vehicle body is not operating during traveling of the vehicle, the control device 84 sets the command current to the control valve 82 to zero and stops the support member 73 at the neutral position. In this state, the displacement regulating member 71 and the displacement regulating member receiver 10, the displacement regulating member 72 and the displacement regulating member receiver 10
When there is a gap between the vehicle body and the relative lateral displacement between the vehicle body and the dolly is small, it is possible to insulate vibration and force transmitted between the vehicle body and the dolly.

When the relative lateral displacement between the vehicle body and the bogie is large and the displacement regulating member 71 or 72 comes into contact with the displacement regulating member receiver 10, the compressive spring action of the air of the actuator 74 causes the contact at the time of contact. Can absorb shock.

When the vehicle is traveling in the section where the vehicle body tilting operation is performed, the control device 84 is used as in the first embodiment.
Calculates a target tilt angle, and performs control so that the displacement regulating member is positioned at the target left and right position based on the calculated target tilt angle.

Specifically, in FIG. 8, for example, when the vehicle body leans to the right, the displacement regulating member 72 whose contact surface between the displacement regulating member and the displacement regulating member receiver faces the outside of the curved trajectory is The displacement regulating member 72 is moved to the outside, that is, in the direction in which the centrifugal force acts, so that the displacement regulating member 72 is positioned at the target left and right position. This ensures that the target tilt angle can be maintained while passing through the curve.

When the vehicle body is large, the displacement regulating member 79 fixed to the dolly and having the contact surface facing the inside of the curve is
It serves as a stopper that regulates the relative displacement between the vehicle body and the bogie, and it is possible to maintain the vehicle body displacement within the vehicle limit and the construction limit.

In the railway vehicle according to the present embodiment described above, the two displacement regulating members 71 and 72 are integrated with the supporting portion 74, so that one actuator can be provided for each vehicle. Therefore, it is possible to suppress an increase in cost due to the addition of the actuator and reduce maintenance work of the actuator.

In this embodiment, the displacement regulating member 7
9 and 80 are fixed to the bogie and serve as stoppers for restricting relative displacement between the car body and the bogie. However, when the car body displacement is large, a displacement restricting member whose contact surface faces the inside of the curved track is used. Alternatively, the relative displacement between the vehicle body and the bogie may be regulated by displacing it inside the curved track and contacting the displacement regulating member receiver.

In this embodiment, the displacement regulating members 71 and 72 are arranged so that the contact faces of the displacement regulating member and the displacement regulating member receiver face each other with respect to the displacement regulating member receiver 10. As described above, the contact surfaces of the two displacement restricting members 71 and 72 with the displacement restricting member receiver may be arranged so as to face opposite sides.

That is, the displacement regulating members 71 and 72 are fixed to the support member 93, and the displacement regulating members 71 and 72 are provided outside the displacement regulating members 71 and 72.
Two displacement regulating member receivers 95 and 96 are arranged, and further, the displacement regulating member 97, outside the displacement regulating member receivers 95 and 96,
The same effect can be obtained by arranging 98.

Further, in this embodiment, the actuator 7
4 is fixedly supported on the bogie 2 side, and the displacement regulating member is supported in a state of being displaceable in the lateral direction of the bogie, but the actuator is fixedly supported on the vehicle body side and the displacement regulating member is similarly displaced in the lateral direction of the vehicle body. Even if you support as possible,
The same effect can be obtained.

Here, reference examples of the body tilting technique are shown in FIGS.
This will be described with reference to FIG. In the vehicle body tilting method shown in FIG. 10, the vehicle body 1 is elastically supported on the carriage 2 by the air springs 3 and 4,
A link torsion bar 9 composed of links 6 and 7, a torsion bar 8 and levers 16 and 17 is arranged between the vehicle body 1 and the bogie 2.

The link torsion bar 9 has the torsion bar 8 arranged in the width direction of the vehicle body 1 as shown in FIG.
The levers 16 and 17 are fixed to both ends of the torsion bar 8, and the ends of the levers 16 and 17 are connected to the carriage 2. The links 6 and 7 are arranged in the width direction of the carriage in a trapezoidal shape such that the distance between the upper ends A and B is smaller than the distance between the lower ends C and D.

The operation of the link torsion bar 9 is as follows.
This will be described with reference to FIG. When a centrifugal force acts on the vehicle body weight center point CG in the direction of arrow FC when passing through a curved track or the like, the vehicle body 1
Is laterally displaced relative to the carriage 2 in the direction of arrow YC.

At this time, the diagonally arranged links 6 are
It rotates about the point C, and the connection point A between the link 6 and the vehicle body 1 is
Move to point A1 which is higher than point A. Similarly link 7
Rotates around the point D, and the connection point B between the link 7 and the vehicle body 1
Moves to a point B1 lower than the point B. as a result,
Since the line segments A1 to B1 are slanted, the vehicle body 1 undergoes roll angle displacement in the direction of arrow RC (in the figure, the left side of the vehicle body is displaced upward and the right side is displaced downward), and the vehicle body is inclined.

As described above, when the centrifugal force acts, the link torsion bar 9 is restrained, so that the vehicle body 1 is laterally displaced and at the same time the vehicle body is tilted. Therefore, the lateral acceleration of the vehicle body in a curved track traveling state is reduced and the riding comfort is deteriorated. It is preventing.

On the other hand, in order to reduce the impact per stopper, there is a system shown in FIG. In this method, actuators 213 and 214 are arranged between the vehicle body 1 and the carriage 2,
While passing through the curved track, by applying a force from the actuator to the vehicle body inwardly of the curved track, the lateral displacement of the vehicle body outward in the curved track can be reduced, and the impact when the stoppers 211 and 212 collide with the vehicle body can be reduced.

However, when this actuator is applied to the vehicle body tilting device of FIG. 10, the force exerted on the vehicle body by the actuator force resists the tilting operation, so that the necessary tilt angle cannot be secured. Further, since the vehicle body and the bogie are directly coupled by the actuator, there is a problem that vibration is transmitted between the vehicle body and the bogie via the actuator.

According to each of the embodiments of the present invention, since a gap is secured between the displacement regulating member and the displacement regulating member receiver during traveling on a straight track, it is possible to prevent vibration of the truck from being transmitted to the vehicle body. Further, when traveling on a curved track, the vehicle body can be tilted in the direction opposite to the direction in which the centrifugal force acts by bringing the displacement regulating member into contact with and pressing the displacement regulating member receiver. To improve ride comfort.

[0098]

As described above, according to the present invention,
When there is a vehicle body tilting operation command from the control device, the necessary tilt angle can be reliably ensured, so that the sensation lateral acceleration can be reduced and the riding comfort can be improved. Further, when there is no vehicle body tilting operation command from the control device, it is possible to reduce the vibration and force transmitted from the carriage to the vehicle body via the actuator, and improve the riding comfort.

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

FIG. 3 is a detailed view showing a control method 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 when there is no vehicle body tilting operation command.

FIG. 5 is a front view of the vehicle body leaning apparatus according to the first embodiment of the present invention when a vehicle body leaning operation command is issued.

FIG. 6 is a front view of the vehicle body tilting device according to the first embodiment of the present invention.

FIG. 7 is a front view of a vehicle body tilting device according to a second embodiment of the present invention.

FIG. 8 is a front view of a vehicle body tilting device according to a third embodiment of the present invention.

FIG. 9 is a front view of another example of the vehicle body tilting device according to the third embodiment of the present invention.

FIG. 10 is a front view showing a reference example of a vehicle body tilting device of a railway vehicle.

11 is a diagram showing details of the configuration of the link torsion bar in FIG.

FIG. 12 is a front view showing a reference example of a railway vehicle in which stopper contact is prevented by an actuator.

[Explanation of symbols]

1 vehicle body 2 bogie 3, 4 air spring 6, 7 link 8 torsion bar 10, 60, 61, 62 displacement regulating member receiver 11, 12, 71, 72, 211, 212 displacement regulating member 13, 14, 74, 213, 214 Actuator 16, 17 Lever 21, 22, 82 Control valve 23 Air supply device 24, 84 Control device 25 Orbit information data 26 Speed detection device 27a, 27b, 28a, 28b Piping 31 Case 32 Spool 33 Drive device 34 Coil 35 Position sensor 51 Cylinder 52 Piston 53 Rod 54 First air chamber 55 Second air chamber 56 Displacement sensor 73 Supports 75, 76 Sliders 77, 78 Rail

Continued front page    (72) Inventor Hideo Takai             Higashi-Toyoi 794, Kudamatsu City, Yamaguchi Prefecture             Tate Manufacturing Transportation Systems Division (72) Inventor Katsuyuki Iwasaki             Higashi-Toyoi 794, Kudamatsu City, Yamaguchi Prefecture             Tate Manufacturing Transportation Systems Division (72) Inventor Hiroshi Higaki             Higashi-Toyoi 794, Kudamatsu City, Yamaguchi Prefecture             Tate Manufacturing Transportation Systems Division (72) Inventor Michio Sebata             Higashi-Toyoi 794, Kudamatsu City, Yamaguchi Prefecture             At the Tate Manufacturing Kasado Works

Claims (5)

[Claims] 1. A displacement regulating member for regulating displacement of the vehicle body due to centrifugal force during traveling on a curved track between a vehicle body and a bogie of a railway vehicle, a displacement regulating member receiver for abutting the displacement regulating member, and the displacement. An actuator that drives a regulating member, and a control is provided between the displacement regulating member and the displacement regulating member receiver to have a gap at least when traveling on a straight track, and to control driving of the actuator when traveling on a curved track. A vehicle body tilting device for a railway vehicle, characterized in that, based on a command from a means, the actuator is driven to bring the displacement regulating member into contact with the displacement regulating member receiver to regulate displacement of the vehicle body. 2. The vehicle body tilting device according to claim 1, wherein the displacement restricting member receiver is fixed below a vehicle body, the displacement restricting member and the actuator are installed on a bogie, and the displacement is applied when traveling on a curved track. A vehicle body tilting device for a railway vehicle, comprising: moving a restricting member in the same direction as the centrifugal force to bring the restricting member into contact with the displacement restricting member receiver to incline the vehicle body inward of a curved track. 3. The vehicle body tilting device according to claim 1, wherein the displacement regulating member receiver is fixed to a carriage, the displacement regulating member and the actuator are installed below a vehicle body, and the displacement is generated when traveling on a curved track. A vehicle body tilting device for a railway vehicle, wherein a regulating member is moved in a direction opposite to a direction of the centrifugal force to abut against the displacement regulating member receiver, and the vehicle body is inclined inward of a curved track. 4. The vehicle body tilting device according to claim 1, wherein the actuator includes a plurality of displacement regulating members in one actuator, and the actuator is left in the width direction of the vehicle body when traveling on a curved track. Alternatively, the vehicle body can be moved in the right direction, one of the plurality of displacement regulating members is brought into contact with the displacement regulating member receiver, and the vehicle body can be tilted in the left-right direction by one actuator. Rail vehicle body tilting device. 5. The vehicle body tilting device according to claim 1, further comprising a link torsion bar between the vehicle body and the bogie, the link torsion bar having a width of the vehicle body. A torsion bar arranged along the direction, and levers fixed to both ends of the torsion bar, one end of each lever is connected to the truck, and a distance between the lever and two connecting portions of the truck. Therefore, the distance between the lever and the two connecting portions of the torsion bar is configured to be short, and the vehicle body tilting device for a railway vehicle is characterized.