JP2007076480A - Railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railway vehicle capable of speedily carrying out adjustment of height and inclination of a vehicle body even while avoiding hunting by using a levelling valve of a delay type having constitution to cause a delay in working time. <P>SOLUTION: This railway rolling stock 1 can speedily carry out height adjustment of an air spring as the second levelling valve is arranged on the side to feed air to the air spring even in a state where the first levelling valve is in a dead zone. Additionally it is possible to speedily adjust a height change and the inclination of the rolling stock body while avoiding the hunting as the second levelling valve can carry out the height adjustment of the air spring by feeding air to the air spring even by applying the levelling valve of the delay type having the constitution to cause the working time delay to the first levelling valve. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a railway vehicle, and in particular, to quickly adjust the height and inclination of a vehicle body while enabling hunting to be avoided by using a delay type leveling valve having a configuration for generating a delay in operation time. It relates to railway vehicles that can

  As described in Patent Document 1, for example, a conventional railway vehicle includes a carriage, a vehicle body, and a suspension device that supports the vehicle body on the carriage, and the suspension device is an air spring positioned between the carriage and the vehicle body. And a leveling valve for supplying and exhausting air to and from an air spring, and an air source reservoir for storing air.

  The height of the vehicle body relative to the carriage is adjusted by supplying and exhausting air by the leveling valve in accordance with the height of the vehicle body relative to the carriage.

  FIG. 11 is a schematic view schematically showing a conventional railway vehicle, FIG. 11 (a) is a side view of the railway vehicle, and FIG. 11 (b) is a view in the direction of arrow XIb in FIG. 11 (a). It is a top view of a railway vehicle. FIG. 12 is a perspective view of a conventional railway vehicle 100 schematically showing the arrangement positions of the air springs 103 and the like on the carriage 102.

  As shown in FIGS. 11 and 12, the railway vehicle 100 is provided with two carriages 102 for one vehicle body 101. The carriage 102 includes a front carriage 102a and a rear carriage 102b. The front carriage 102a has air springs 103a and 103b, and the rear carriage 102b has air springs 103c and 103d at both ends in the width direction of the railway vehicle 100. Each is arranged. Each of the air springs 103a to 103d includes leveling valves 104a to 104d, respectively.

  The vehicle body 101 also includes an air source 105 for compressed air that is supplied to the air springs 103a to 103d.

  FIG. 13 is a side view of a conventional railway vehicle 100 schematically showing the leveling valve 104 and the like. As shown in FIG. 13, the leveling valve 104 is supported by the vehicle body 101 and has a carriage 102 via a support column 106 supported at one end by the carriage and an arm 107 connected to the other end of the support column 106. It is connected to the. When a change in height or inclination of the vehicle body 101 occurs, the change in height or the like is transmitted to the leveling valve 104 via the support pillar 106 and the arm 107, and air is supplied to and exhausted from the air spring 103.

  For example, when the height of the vehicle body 101 changes in an increasing direction, the arm 107 is inclined downward in the negative direction, whereby the exhaust valve of the leveling valve 104 is opened, and air is sent from the air spring 103 to the atmosphere. Exhausted. As a result, the air spring 103 contracts and the vehicle body 101 descends toward the carriage 102.

  On the other hand, when the height of the vehicle body 101 changes in the downward direction, the arm 107 is tilted upward in the forward direction, whereby the air supply valve of the leveling valve 104 is opened and air is supplied to the air spring 103. I care. As a result, the air spring 103 expands and the vehicle body 101 rises in a direction away from the carriage 102.

  Further, when air is supplied to and exhausted from the air spring 103, the vehicle body 101 descends or rises with respect to the carriage 102, and when the inclination angle of the arm 107 is returned to the horizontal from the descending or ascending inclination, the leveling valve The supply / exhaust valve 104 is closed, and the lowering or raising operation of the vehicle body 101 is stopped.

  As described above, the railcar 100 mechanically adjusts the height of the air spring 103 by operating the leveling valve 104 according to the inclination angle of the arm 107, that is, the height of the vehicle body 101 with respect to the carriage 102.

The leveling valve 104 is configured by a delay type leveling valve that gives a constant time lag (for example, 3 seconds) (has an operating time delay). Thereby, even when the vehicle body 101 instantaneously vibrates, tilts, etc. and the height of the air spring 103 fluctuates, it is possible to avoid hunting of air supply / exhaust and prevent waste of air.
Japanese Patent Laid-Open No. 2004-243895

  However, in the conventional railway vehicle described above, air is supplied / exhausted via a delay type leveling valve having a delay in operation time, so that the air spring is changed to the air spring after the height change or inclination of the vehicle body occurs. There is a problem that a time lag occurs before the air supply / exhaust is actually started, and the height of the air spring cannot be adjusted quickly.

  The present invention has been made in order to solve the above-described problems, and while using a delay type leveling valve having a configuration for generating a delay in operation time, it is possible to avoid hunting while increasing the height of the vehicle body. An object of the present invention is to provide a railway vehicle capable of quickly adjusting the sheath inclination.

  In order to solve this object, the railway vehicle according to claim 1 is configured such that an air spring placed on a carriage and supporting a vehicle body, and supported by the vehicle body and adjusting a height of the vehicle body relative to the carriage. A first leveling valve for supplying and exhausting air to and from an air spring; a first support column supported by the carriage; a first arm connecting the first leveling valve and the first support column; A delay type leveling comprising: a first air pipe connecting the air spring and the first leveling valve for supplying and exhausting air, and the first leveling valve has a configuration for generating a delay in operating time. And a second leveling that is supported by the vehicle body and that supplies and exhausts air to the air spring so as to adjust the height of the vehicle body relative to the carriage. A lub, a second support column supported by the carriage, a second arm connecting the second leveling valve and the second support column, and the air spring for supplying and exhausting air to and from the air spring; A second air line connecting the second leveling valve; a first electromagnetic valve interposed in the first air line for stopping the flow of air; and interposed in the second air line. And a control means for controlling the opening and closing operations of the first solenoid valve and the second solenoid valve, and the first leveling valve prohibits air supply and exhaust. In the dead zone, the second leveling valve is disposed on the side for supplying air to the air spring or on the side for exhausting air from the air spring.

  The railway vehicle according to claim 2 is the railway vehicle according to claim 1, wherein the second leveling valve supplies air to the air spring in a state where the first leveling valve is in a dead zone that prohibits air supply and exhaust. The control means closes the first electromagnetic valve and opens the second electromagnetic valve, and the control means is in a dead zone in which the first leveling valve prohibits air supply / exhaust. First raising means for raising the height of the vehicle body is provided.

  The railway vehicle according to claim 3 is the railway vehicle according to claim 1 or 2, wherein the control means includes first non-output means for opening the first electromagnetic valve and closing the second electromagnetic valve. ing.

  According to a fourth aspect of the present invention, there is provided the railway vehicle according to the second aspect, wherein the first leveling valve is disposed on a side of exhausting air from the air spring when the first leveling valve is in a dead zone that prohibits air supply and exhaust. A third leveling valve, a third support column supported by the carriage, a third arm connecting the third leveling valve and the third support column, and air for supplying and exhausting air to the air spring. A third air pipe connecting the air spring and the third leveling valve; a third air pipe interposed in the third air pipe for stopping the flow of air; And the control means closes the first solenoid valve and the third solenoid valve and opens the second solenoid valve, and the first leveling valve prohibits air supply and exhaust. In the dead zone And a second lifting means for raising the height of the vehicle body from the state.

  The railway vehicle according to claim 5 is the railway vehicle according to claim 4, wherein the control means closes the first electromagnetic valve and the second electromagnetic valve and opens the third electromagnetic valve. The first leveling valve includes a first lowering means for lowering the height of the vehicle body from a state where the leveling valve is in a dead zone in which air supply / exhaust is prohibited.

  The railway vehicle according to claim 6 is the railway vehicle according to claim 4 or 5, wherein the control means opens the first electromagnetic valve and the second electromagnetic valve and closes the third electromagnetic valve. The third leveling valve includes third raising means for raising the height of the vehicle body from a state where the third leveling valve is in a dead zone in which air supply / exhaust is prohibited.

  The railway vehicle according to claim 7 is the railway vehicle according to any one of claims 4 to 6, wherein the control means opens the first electromagnetic valve and the third electromagnetic valve and the second electromagnetic valve. And a second lowering means for lowering the height of the vehicle body from a state where the second leveling valve is in a dead zone in which air supply / exhaust is prohibited.

  The railway vehicle according to claim 8 is the railway vehicle according to any one of claims 4 to 7, wherein the control means opens the first electromagnetic valve, and the second electromagnetic valve and the third electromagnetic valve. The second non-output means for closing is included.

  The railway vehicle according to claim 9 is the railway vehicle according to any one of claims 4 to 8, wherein the first support column, the second support column, and the third support column are one merged support column. The first arm connected to the first leveling valve, the second arm connected to the second leveling valve, and the third arm connected to the third leveling valve are connected to the combined support column. Yes.

  A railway vehicle according to claim 10 is the railway vehicle according to any one of claims 1 to 9, wherein vehicle position acquisition means for acquiring position information of the railway vehicle traveling on a track, and opening and closing of the electromagnetic valve. Storage means for preliminarily storing points on the trajectory to be performed, and the control means opens and closes the electromagnetic valve according to the information of the vehicle position acquisition means and the information of the storage means to Make changes and tilts.

  According to the railway vehicle of the first aspect, in a state where the first leveling valve is in the dead zone for prohibiting air supply / exhaust, the second leveling valve supplies air to the air spring, or air is supplied from the air spring. Is disposed on the exhaust side.

  In addition, a first electromagnetic valve for stopping the flow of air is interposed in a first air pipe connecting the air spring and the first leveling valve to supply and exhaust air to the air spring, and the air spring and the second A second electromagnetic valve is interposed in a second air pipe that connects the leveling valve.

  In other words, even when the first leveling valve is in the dead zone, the second leveling valve is arranged on the air supply / exhaust side of the air spring, so the second electromagnetic valve that suppresses air supply / exhaust is opened. By doing so, air can be supplied to and discharged from the air spring. Thereby, the height adjustment of an air spring can be performed rapidly.

  Further, even when a delay type leveling valve having a configuration for generating a delay in operating time is used for the first leveling valve, the height of the air spring is adjusted by the second leveling valve supplying and exhausting air to and from the air spring. Since it is possible to avoid hunting by using a delay type leveling valve having a configuration for generating an operating time delay, it is possible to quickly adjust the height change and the inclination of the vehicle body. There is an effect.

  The first leveling valve includes a second support column having one end connected to the carriage and a second arm connected to the other end of the second support column, and adjusting the length of the second support column. Since the height of the vehicle body can be set in a state where the second electromagnetic valve is in the dead zone and in a state where the second leveling valve is in the dead zone, the amount of change in the height of the vehicle body performed by opening the second electromagnetic valve can be set for each railway vehicle. There is an effect that can be set to.

  Furthermore, in the conventional railway vehicle, the air spring cannot be supplied and exhausted unless the height of the vehicle body changes and the first arm is inclined. Since the control means for controlling the opening / closing operation of the second solenoid valve is provided, according to the vehicle body height change and inclination that can be predicted in advance, such as when passing through a point or curve section where the gradient on the track changes There is an effect that the height change and inclination of the vehicle body can be adjusted.

  According to the railway vehicle of the second aspect, in addition to the effect achieved by the railway vehicle according to the first aspect, in the state where the first leveling valve is in a dead zone for prohibiting air supply / exhaust, the second leveling valve acts as an air spring. The control means is provided with a first raising means, and is disposed on the air supply side.

  In other words, even when the first leveling valve is in the dead zone, the second leveling valve is disposed on the side of supplying air to the air spring, so the second electromagnetic valve that suppresses air supply is opened. By doing so, air can be supplied to the air spring. Thereby, the height adjustment of an air spring can be performed rapidly.

  Even if a delay type leveling valve having a configuration for causing a delay in the operation time of the first leveling valve is used, the height of the air spring can be adjusted by supplying air to the air spring by the second leveling valve. Since it is possible to avoid hunting by using a delay type leveling valve having a configuration for generating an operating time delay, it is possible to quickly adjust the height change and the inclination of the vehicle body. There is an effect.

  In addition, the first raising means is in a state where the second leveling valve is in the dead zone when the vehicle body rises with respect to the carriage due to air supply to the air spring and the inclination angle of the second arm becomes horizontal. Since the second leveling valve functions as a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring is generated by momentarily causing the vehicle body to vibrate or tilt like a conventional railway vehicle. Even when the air pressure fluctuates, there is an effect that it is possible to avoid hunting of air supply / exhaust and prevent waste of air.

  According to the railway vehicle of the third aspect, in addition to the effect produced by the railway vehicle according to the first or second aspect, the control means includes the first non-output means.

  In other words, in the state where the first leveling valve is in the dead zone, the first leveling valve works as a delay type leveling valve having a configuration for generating a delay in operation time as in a conventional railway vehicle. Even when the height of the air spring fluctuates due to vibration, inclination, or the like, there is an effect that the waste of air can be prevented by avoiding the hunting of the air supply / exhaust.

  According to the railway vehicle of the fourth aspect, in addition to the effect achieved by the railway vehicle according to the second aspect, in the state where the first leveling valve is in the dead zone for prohibiting air supply / exhaust, the air is exhausted from the air spring. A third leveling valve disposed on the air spring, a third air line connecting the air spring and the third leveling valve for supplying and exhausting air to the air spring, and an air interposed in the third air line. And a third solenoid valve whose opening / closing operation is controlled by the control means.

  That is, even when the first leveling valve is in the dead zone, the second leveling valve is disposed on the side for supplying air to the air spring and the third leveling valve is disposed on the side for exhausting air from the air spring. Therefore, air can be supplied to and exhausted from the air spring by opening the second solenoid valve that suppresses air supply or by opening the third solenoid valve that suppresses air exhaust. it can. Thereby, the height adjustment of an air spring can be performed rapidly.

  In addition, even when a delay type leveling valve having a configuration for causing a delay in operating time is used in the first leveling valve, the second leveling valve supplies air to the air spring or the third leveling valve starts from the air spring. Since the height of the air spring can be adjusted by exhausting air, it is possible to avoid hunting by using a delay type leveling valve having a configuration for generating a delay in operating time, while increasing the height of the vehicle body. There is an effect that the change of the height and the inclination can be adjusted quickly.

  The first leveling valve includes a third support column having one end connected to the carriage and a third arm connected to the other end of the third support column, and adjusting the length of the third support column. Since the height of the vehicle body can be set in the state where the vehicle is in the dead zone and the state in which the third leveling valve is in the dead zone, the amount of change in the vehicle body height which is performed by opening the third electromagnetic valve can be set for each rail vehicle. There is an effect that can be set to.

  Further, in the conventional railway vehicle, the air spring cannot be supplied and exhausted unless the height of the vehicle body changes and the first arm is inclined, but according to the present invention, the first electromagnetic valve Since the control means for controlling the opening / closing operation of the second solenoid valve and the third solenoid valve is provided, the height of the vehicle body that can be predicted in advance, such as when passing through a point or curve section where the gradient on the track changes. There is an effect that the height change and the inclination of the vehicle body can be adjusted according to the change and the inclination.

  Further, the control means includes a second raising means, and even when the first leveling valve is in the dead zone, the second leveling valve is disposed on the side of supplying air to the air spring to supply air. The height of the air spring can be adjusted quickly by opening the second electromagnetic valve that is being suppressed.

  Even if a delay type leveling valve having a configuration for causing a delay in the operation time of the first leveling valve is used, the height of the air spring can be adjusted by supplying air to the air spring by the second leveling valve. Since it is possible to avoid hunting by using a delay type leveling valve having a configuration for generating an operating time delay, it is possible to quickly adjust the height change and the inclination of the vehicle body. There is an effect.

  Further, the second raising means is configured such that the second leveling valve is in the dead zone when the vehicle body rises with respect to the carriage due to air supply to the air spring and the inclination angle of the second arm becomes horizontal. Since the second leveling valve functions as a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring is generated by momentarily causing the vehicle body to vibrate or tilt like a conventional railway vehicle. Even when the air pressure fluctuates, there is an effect that it is possible to avoid hunting of air supply / exhaust and prevent waste of air.

  According to the railway vehicle of the fifth aspect, in addition to the effect achieved by the railway vehicle according to the fourth aspect, the control means includes the first lowering means, and even if the first leveling valve is in the dead zone, The leveling valve is disposed on the side that exhausts air from the air spring, and the height of the air spring can be quickly adjusted by opening the third solenoid valve that suppresses the exhaust of air.

  Even if a delay type leveling valve having a configuration for causing a delay in operating time is used in the first leveling valve, the height of the air spring is adjusted by the third leveling valve exhausting air from the air spring. Therefore, it is possible to quickly adjust the height change and the inclination of the vehicle body while enabling hunting to be avoided by using a delay type leveling valve having a configuration for generating a delay in operation time. effective.

  Further, the first lowering means is in a state where the third leveling valve is in the dead zone when the vehicle body descends with respect to the carriage by the air exhaust from the air spring and the inclination angle of the third arm becomes horizontal, Since the third leveling valve functions as a delay type leveling valve having a configuration for generating a delay in operation time, the body of the vehicle instantaneously vibrates or tilts like a conventional railway vehicle, and the height of the air spring is increased. Even if it fluctuates, there is an effect that it is possible to avoid hunting of air supply / exhaust and prevent waste of air.

  According to the railway vehicle of the sixth aspect, in addition to the effect achieved by the railway vehicle according to the fourth or fifth aspect, the control means includes the third raising means, and even when the third leveling valve is in the dead zone, The first leveling valve and the second leveling valve are energized so as to supply air to the air spring, thereby opening the first electromagnetic valve and the second electromagnetic valve that suppress air supply. Since the air flow rate is doubled when the first leveling valve or the second leveling valve alone supplies air to the air spring, the height of the air spring can be adjusted more quickly.

  Further, even when a delay type leveling valve having a configuration for generating a delay in operating time is used in the third leveling valve, the first leveling valve and the second leveling valve supply air to the air spring to The height of the spring can be adjusted, so it is possible to avoid hunting using a delay type leveling valve that has a configuration for generating a delay in operating time, while adjusting the height change and inclination of the vehicle body. Furthermore, there is an effect that it can be performed quickly.

  According to the railway vehicle of the seventh aspect, in addition to the effect achieved by the railway vehicle according to any one of the fourth to sixth aspects, the control means includes the second lowering means, and the second leveling valve is in the dead zone. Even in the state, the first leveling valve and the third leveling valve are urged to exhaust air from the air spring, and the first solenoid valve and the third solenoid valve that suppress the exhaust of air are opened. As a result, the air flow rate is doubled as compared with the case where the first leveling valve or the third leveling valve independently exhausts air from the air spring, so that the height of the air spring can be adjusted more quickly.

  In addition, even when a delay type leveling valve having a configuration for causing a delay in operation time in the second leveling valve is used, the first leveling valve and the third leveling valve exhaust air from the air spring, so that the air spring The height adjustment of the vehicle body and the adjustment of the inclination can be further performed while the hunting can be avoided by using the delay type leveling valve having a configuration for generating the operation time delay. There is an effect that it can be performed quickly.

  According to the railway vehicle of the eighth aspect, in addition to the effect produced by the railway vehicle according to any one of the fourth to seventh aspects, the control means includes a second non-output means.

  In other words, in the state where the first leveling valve is in the dead zone, the first leveling valve works as a delay type leveling valve having a configuration for generating a delay in operation time as in a conventional railway vehicle. Even when the height of the air spring fluctuates due to vibration, inclination, or the like, there is an effect that the waste of air can be prevented by avoiding the hunting of the air supply / exhaust.

  According to the railway vehicle according to claim 9, in addition to the effect produced by the railway vehicle according to any one of claims 4 to 8, the first support pillar, the second support pillar, and the third support pillar are at one end. Is composed of one merged support column supported by the carriage, and includes a first arm, a second arm, and a third arm coupled to the other end of the merged support column.

  As a result, when the adjustment is performed so that the vehicle body is supported horizontally, the height of the four air springs arranged at both ends in the width direction of the two carriages with respect to one vehicle body is adjusted. The four leveling valves are adjusted so that the corresponding first leveling valves are in a dead zone that prohibits air supply / exhaust, and the second leveling valve is in the dead zone and the third leveling valves Since the vehicle body is supported horizontally without adjusting the state of the dead zone, there is an effect that the daily inspection work becomes easy.

  That is, when the first support column, the second support column, and the third support column are provided, the heights of the four air springs disposed at the width direction both ends of the front carriage and the width direction both ends of the rear carriage. The height of the vehicle body cannot be supported horizontally unless the lengths of the twelve support pillars for adjusting the height are adjusted so that each leveling valve is in a dead zone.

  According to the railway vehicle of the tenth aspect, in addition to the effect achieved by the railway vehicle according to any one of the first to ninth aspects, the vehicle includes a vehicle position acquisition unit and a storage unit, The solenoid valve can be opened and closed at an appropriate timing according to the information stored in the storage means, so that the vehicle body height change that can be predicted in advance, such as when passing through a point or curve section where the gradient on the track changes, There is an effect that the railway vehicle can be driven in a desired driving state according to the inclination.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. FIG. 1 is a side view of the railway vehicle 1 according to the first embodiment, and FIG. 2 is a side view of the railway vehicle 1 when the vehicle body 2 of the railway vehicle 1 shown in FIG. In FIG. 1 and FIG. 2, the railway vehicle 1 is schematically illustrated.

  Here, the railway vehicle 1 according to the first embodiment has the configuration of the vehicle body 2 and the bogie 3 and the arrangement of the air spring 4 with respect to the bogie 3 as shown in FIG. 11 and FIG. Since it is similar to the carriage 102 and the air spring 103), the description and illustration thereof are omitted.

  As shown in FIG. 1, the railway vehicle 1 according to the first embodiment includes a vehicle body 2, a carriage 3, an air spring 4 that is placed on the carriage 3 and supports the vehicle body 1, and a compression that supplies air to the air spring 4. Air source 5 for air is provided.

  The railcar 1 has a first support column 6 supported at one end by the carriage 3, a first arm 7 connected to the other end of the first support column 6, and a first arm supported by the vehicle body 2. 7, a first leveling valve 8 connected to the carriage 3 via a first support column 6 and a first arm 7, and an air spring 4 and a first leveling valve for supplying and exhausting air to and from the air spring 4. And a first electromagnetic valve 10 that is interposed in the first air pipe 9 and stops the flow of air.

  The first leveling valve 8 is configured such that the compressed air stored in the air source 5 is supplied to and exhausted from the air spring 4 through the first air conduit 9 and air supply / exhaust is prohibited. A dead zone and a certain operating time delay are generated. In addition, the further structure of the 1st leveling valve 8 is demonstrated in detail later with reference to FIG.

  Furthermore, the railway vehicle 1 in the first embodiment is supported by the vehicle body 2, the second support column 11 having one end supported by the carriage 3, the second arm 12 coupled to the other end of the second support column 11, and the like. And a second leveling valve 13 connected to the second arm 12 and connected to the carriage 3 via the second support column 11 and the second arm 12, and an air spring for supplying and exhausting air to and from the air spring 4. 4 and the second leveling valve 13, and a second electromagnetic valve 15 that is interposed in the second air pipe 14 and stops the flow of air.

  The second leveling valve 13 is configured such that the compressed air stored in the air source 5 is supplied to and exhausted from the air spring 4 via the second air pipe 14 and prohibits air supply and exhaust. A dead zone and a certain operating time delay are generated. In addition, the further structure of the 2nd leveling valve 13 is demonstrated in detail later with reference to FIG.

  Here, the second support column 11 is adjusted to be longer than the length of the first support column 6, and the first arm 7 and the second arm 12 are configured with substantially the same length. In a state where the first arm 7 is horizontal, the second arm 12 is inclined upward in the positive direction.

  That is, in a state where the first leveling valve 8 is in a dead zone in which air supply / exhaust is prohibited, the second leveling valve 13 is disposed on the air supply side of the air spring 4.

  Since the second electromagnetic valve 15 is interposed in the second air pipe 14, even if the second leveling valve 13 is disposed on the side of supplying air to the air spring 4, the second electromagnetic valve By closing 15, it is possible to prevent air from being supplied to the air spring 4 by the second leveling valve 13.

  On the other hand, as shown in FIG. 2, in a state where the second arm 12 is horizontal, the first arm 7 is inclined downward in the negative direction.

  That is, in a state where the second leveling valve 13 is in a dead zone that prohibits air supply / exhaust, the first leveling valve 8 is urged to exhaust air from the air spring 4.

  Since the first electromagnetic valve 10 is interposed in the first air pipe 9, even if the first leveling valve 8 is urged to exhaust air from the air spring 4, the first electromagnetic valve 10. Can be prevented from being exhausted from the air spring 4 by the first leveling valve 8.

  Here, the first leveling valve 8 and the second leveling valve 13 will be described in detail with reference to FIG. FIG. 3 is a sectional view of the first leveling valve 8.

  In addition, since the structure of the 1st leveling valve 8 and the 2nd leveling valve 13 is the same, it demonstrates here taking the structure of the 1st leveling valve 8 as an example, the description is abbreviate | omitted about the 2nd leveling valve 13, Further, the illustration thereof is omitted with reference to FIG.

  The first leveling valve 8 is a valve for adjusting the height of the air spring 4 by supplying and exhausting air to the air spring 4 according to the height of the vehicle body 2 with respect to the carriage 3. The main shaft 17, the air supply valve 18, the exhaust valve 19, and the oil damper 20 are mainly provided. The air supply valve 18 and the exhaust valve 19 penetrate the main body 16 and the first air pipe 9. Are connected by a passage connected to the.

  The air supply valve 18 and the exhaust valve 19 are configured such that the passage to the first air pipe 9 is closed by a reaction force of a spring (not shown). When opening, it opens by giving the resistance against a spring.

  Furthermore, the oil damper 20 mainly includes a piston 21, a supply valve 22 that is connected to the piston 21 and has a function of preventing a backflow, and a damper cap 23, which are immersed in the oil.

  The main shaft 17 is attached to a first arm 7 that is rotatably connected to the first support column 6. Therefore, when the inclination angle of the first arm 7 changes following the change in the height of the vehicle body 2, the main shaft 17 is rotated along with the change. However, the main shaft 17 is attached to the first arm 7 via a forward / reverse torsion spring, and returns to the neutral point by the biasing force of the torsion spring in either the forward / reverse direction. It is configured.

  Further, an upper protrusion 24 is provided on the upper portion of the main shaft 17, and a lower protrusion 25 is provided on the lower portion of the main shaft 17. As a result, the upper projection 24 opens and closes the air supply valve 18 or the exhaust valve 19 by applying a resistance against the spring of the air supply valve 18 or the exhaust valve 19, and the lower projection 25 moves the piston 21 left and right.

  The first leveling valve 8 is provided with a dead zone in which air supply / exhaust is prohibited, so that the air supply valve 18 or the exhaust valve 19 is not immediately opened / closed even when the main shaft 17 is rotated. There is a gap between the supply valve 18 and the exhaust valve 19. Thereby, air supply / exhaust can be prohibited even with respect to a constant rotation angle of the main shaft 17, that is, with respect to a constant height change of the vehicle body 2.

  When a change in height or inclination of the vehicle body 2 occurs, the change in height or the like is transmitted to the first leveling valve 8 via the first support column 6 and the first arm 7 to supply air to the air spring 4. Exhaust is performed.

  For example, when the height of the vehicle body 2 changes in the downward direction, as shown in FIG. 3A, the first arm 7 is inclined upward in the positive direction, so that the piston 21 is in FIG. ) And the air supply valve 18 of the first leveling valve 8 is opened, and air is supplied to the air spring 4. As a result, the air spring 4 expands and the vehicle body 2 rises in a direction away from the carriage 3.

  On the other hand, when the height of the vehicle body 2 changes in the increasing direction, as shown in FIG. 3B, the first arm 7 is inclined downward in the negative direction, so that the piston 21 is moved in the direction shown in FIG. ), The exhaust valve 19 of the first leveling valve 8 is opened, and air is exhausted from the air spring 4. As a result, the air spring 4 contracts and the vehicle body 2 descends toward the carriage 3.

  Further, when air supply / exhaust is performed on the air spring 4, the vehicle body 2 is raised or lowered with respect to the carriage 3, and the inclination angle of the first arm 7 is returned to the horizontal from the ascending or descending inclination, The upper protrusion 24 is returned to a position having a gap between the air supply valve 18 and the exhaust valve 19 and the springs of the air supply valve 18 and the exhaust valve 19 are also returned, so that the air supply valve 18 of the first leveling valve 8 and The exhaust valve 19 is closed, and the ascending or descending operation of the vehicle body 2 is stopped.

  In addition, the oil damper 20 has a certain operating time when the air supply valve 18 or the exhaust valve 19 of the first leveling valve 8 is quickly closed while the air supply valve 18 or the exhaust valve 19 is opened. It is configured to have a delay.

  As shown in FIG. 3A, when the air supply valve 18 is opened, the main shaft 17 is rotated by the first arm 7 being tilted upward in the forward direction, and is provided below the main shaft 17. The lower projection 25 thus moved moves the piston 21 to the right in FIG. In FIG. 3A, the supply valve 22 on the right side of the piston 21 prevents the back flow of oil in the left direction in FIG. 3A, so the right side of the piston 21 is a hydraulic chamber.

  That is, the effect of the damper can be obtained by the throttle hole 26 provided in the damper cap 23. The first leveling valve 8 is delayed by a certain operating time due to the resistance of oil passing through the throttle hole 26.

  On the other hand, when the air supply valve 18 is closed, the oil passes through the escape hole 27 provided in the main body 16 without resistance, so that the movement of the piston 21 is not suppressed and the operation time is not delayed.

  The same effect can be obtained when the exhaust valve 19 is opened and closed.

  Even if the height of the air spring 4 fluctuates due to momentary vibration or tilting of the vehicle body 2 due to the delay in the operation time, air supply / exhaust is prevented from hunting to prevent waste of air. Can do.

  Next, the electrical configuration of the railway vehicle 1 will be described with reference to FIG. FIG. 4 is a block diagram showing an electrical configuration of the railway vehicle 1 in the first embodiment.

  The control device 28 is a control device for controlling the opening and closing of the first electromagnetic valve 10 and the second electromagnetic valve 15, and includes a CPU 29, a ROM 30, and a RAM 31, as shown in FIG. It is connected to the input / output port 33 via 32. The input / output port 33 is connected to a vehicle position acquisition device 34 and an amplifier 35.

  The CPU 29 is an arithmetic unit that controls each unit connected by the bus line 32. The ROM 30 is a non-rewritable non-volatile memory that stores a control program executed by the CPU 29 (for example, a flowchart of the electromagnetic valve opening / closing process shown in FIG. 5), fixed value data, and the like. It is a memory for storing various work data, flags and the like in a rewritable manner at the time of execution.

  The vehicle position acquisition device 34 is a device that acquires position information of the railway vehicle 1 traveling on the track, and mainly includes a processing circuit (not shown) that outputs the acquisition information to the CPU 29.

  When receiving an instruction from the CPU 29 via the input / output port 33, the amplifier 35 is a device that switches (on / off) energization to the first electromagnetic valve 10 and the second electromagnetic valve 15 in accordance with the instruction.

  Note that the ROM 30 has an output pattern including point information 30a in which a point on the orbit where the electromagnetic valve is opened and closed and an output pattern at the point are stored, and a first non-output pattern 30b and a first rising pattern 30c. The set table is stored in advance.

  The first non-output pattern 30b is an output pattern in which the first electromagnetic valve 10 is opened and the second electromagnetic valve 15 is closed.

  Further, the first rising pattern 30c is an output pattern that stores the fact that the first electromagnetic valve 10 is closed and the second electromagnetic valve 15 is opened.

  When the CPU 29 determines that the first electromagnetic valve 10 and the second electromagnetic valve 15 need to be opened and closed based on the point information 30a, the CPU 29 reads the first non-output pattern 30b and the first rising pattern 30c and reads the read output pattern. Based on this, the amplifier 35 is instructed to control the first electromagnetic valve 10 and the second electromagnetic valve 15.

  Next, processing executed by the control device 28 will be described with reference to FIG. FIG. 5 is a flowchart showing the electromagnetic valve opening / closing process.

  The electromagnetic valve opening / closing process shown in FIG. 5 is a process repeatedly executed by the CPU 29 while the control device 28 is powered on.

  Regarding the electromagnetic valve opening / closing process, the CPU 29 first acquires information of the vehicle position acquisition device 34 (S1). Information from the vehicle position acquisition device 34 is position information of the railway vehicle 1 traveling on the track. If the information from the vehicle position acquisition apparatus 34 is acquired by the process of S1, the information of the point information 30a will be acquired (S2). The information from the point information 30a is a point on the orbit where the electromagnetic valve is opened and closed and an output pattern at that point. When the point information 30a is acquired in the process of S2, it is determined whether or not the solenoid valve needs to be opened and closed (S3). If the solenoid valve does not need to be opened and closed (S3: No), the solenoid valve is opened and closed. It returns to the process of S1 without performing the process of S4.

  On the other hand, if the solenoid valve needs to be opened or closed (S3: YES), the amplifier 35 is instructed to output based on the output pattern corresponding to the point information 30a acquired in the process of S2, and the solenoid valve is opened or closed (S4). ).

  Here, returning to FIG. 1 and FIG. 2, an instruction is given to the first solenoid valve 10 and the second solenoid valve 15 in the process of S <b> 4, and the amplifier 35 energizes the first solenoid valve 10 and the second solenoid valve 15. An operation of the railway vehicle 1 when switching (on / off) is described.

  As shown in FIG. 1, in a state where the first leveling valve 8 is in a dead zone in which air supply / exhaust is prohibited, the first non-output pattern 30 b is selected from the output pattern table stored in advance in the ROM 30.

  As described above, the first non-output pattern 30b is an output pattern in which the first electromagnetic valve 10 is opened and the second electromagnetic valve 15 is closed.

  Thus, in a state where the first leveling valve 8 is in the dead zone, the first leveling valve supplies and exhausts air to the air spring 4 according to the height of the vehicle body 2 with respect to the carriage 3 as in a conventional railway vehicle. Thus, the height of the air spring 4 can be adjusted.

  Further, since the first leveling valve 8 is a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring 4 fluctuates due to momentary vibration or inclination of the vehicle body 2. Even in this case, air hunting can be avoided by avoiding hunting of air supply / exhaust.

  Next, as shown in FIG. 2, when raising the height of the vehicle body 2 relative to the carriage 3 from the state of FIG. 1 in the direction of quickly separating from the state of FIG. The rising pattern 30c is selected.

  As described above, the first rising pattern 30c is an output pattern in which it is stored that the first electromagnetic valve 10 is closed and the second electromagnetic valve 15 is opened.

  As a result, even when the first leveling valve 8 is in the dead zone, the second leveling valve 13 is disposed on the side of supplying air to the air spring 4, so that the second air supply is suppressed. By opening the electromagnetic valve 15, air can be supplied to the air spring 4 and the height of the air spring 4 can be adjusted quickly.

  Further, even when a delay type leveling valve having a configuration for generating a delay in operation time is used for the first leveling valve 8, the second leveling valve 13 supplies air to the air spring 4, so that the air spring 4 Since the height can be adjusted, the hunting is performed in the state where the delay type leveling valve having the configuration for generating the operation time delay in the first leveling valve 8 is used and the first non-output pattern 30b is selected. The height change and the inclination of the vehicle body 2 can be adjusted quickly while making it possible to avoid this.

  Further, when air is supplied to the air spring 4 by the first ascending pattern 30c, the vehicle body 2 rises with respect to the carriage 3 and the inclination angle of the second arm 12 becomes horizontal. The second leveling valve 13 Is in a dead zone, and the second leveling valve 13 supplies and exhausts air to the air spring 4 according to the height of the vehicle body 2 with respect to the carriage 3 as in a conventional railway vehicle. Can be adjusted.

  Further, since the second leveling valve 13 is a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring 4 fluctuates due to momentary vibration or inclination of the vehicle body 2. Even in this case, air hunting can be avoided by avoiding hunting of air supply / exhaust.

  Further, as shown in FIG. 1, when the vehicle body 2 is rapidly lowered from the state of FIG. 2 toward the carriage 3, the first non-output pattern 30b is selected from the output pattern table stored in the ROM 30 in advance. Is done.

  Thus, even when the second leveling valve 13 is in the dead zone, the first leveling valve 8 is urged to exhaust air from the air spring 4, so that the first solenoid valve is restrained from exhausting air. By opening 10, air can be exhausted from the air spring 4, and the height of the air spring 4 can be adjusted quickly.

  Even if a delay type leveling valve having a configuration for causing a delay in operation time is used for the second leveling valve 13, the first leveling valve 8 exhausts air from the air spring 4 to increase the height of the air spring 4. Therefore, hunting can be avoided when a delay type leveling valve having a configuration for generating a delay in operating time is used for the second leveling valve 13 and the first rising pattern 30c is selected. The height change and inclination adjustment of the vehicle body 2 can be quickly performed.

  As described above, in the conventional railway vehicle, air cannot be supplied to and exhausted from the air spring 4 unless the height of the vehicle body 2 is changed and the first arm 7 is inclined. According to the railway vehicle 1, the control device 28 that controls the opening / closing operation of the first solenoid valve 10 and the second solenoid valve 15 is provided. Thus, the height change and inclination of the vehicle body 2 can be adjusted according to the height change and inclination of the vehicle body 2 that can be predicted in advance.

  Further, since the first electromagnetic valve 10 and the second electromagnetic valve 15 are opened and closed at an appropriate timing according to the information of the vehicle position acquisition device 34 and the point information 30a stored in advance in the ROM 30, the gradient on the track changes. As in the case of passing through a point or a curved section, the railway vehicle 1 can be made to travel in a desired traveling state in accordance with a vehicle body height change or inclination that can be predicted in advance.

  The height of the vehicle body 2 in the state where the first leveling valve 8 is in the dead zone and the state where the second leveling valve 13 is in the dead zone can be set by adjusting the length of the second support column 11. Therefore, the amount of change in the height of the vehicle body 2 performed by opening the second electromagnetic valve 15 can be set for each railway vehicle.

  Next, with reference to FIGS. 6 to 8, the railcar 50 in the second embodiment will be described. The railway vehicle 1 in the first embodiment is configured by two leveling valves, but the railway vehicle 50 in the second embodiment is configured by three leveling valves to which a third leveling valve 51 is added. .

  In the railway vehicle 50 according to the second embodiment, the configuration of the vehicle body 2 and the carriage 3 and the arrangement of the air spring 4 with respect to the carriage 3 are the same as those of the conventional railway vehicle (the vehicle body 101, the carriage shown in FIGS. 102 and the air spring 103), the description and illustration thereof are omitted. Further, the same parts as those of the first embodiment are denoted by the same reference numerals, and the description thereof is omitted.

  6 is a side view of the railway vehicle 50 according to the second embodiment, FIG. 7 is a side view of the railway vehicle 50 when the vehicle body 2 of the railway vehicle 50 shown in FIG. 6 is raised, and FIG. FIG. 2 is a side view of the railway vehicle 50 when the vehicle body 2 of the railway vehicle 50 shown in FIG. In FIG. 6 to FIG. 8, the railway vehicle 50 is schematically illustrated.

  As shown in FIG. 6, the railway vehicle 50 in the second embodiment further includes a third support column 52, one end of which is supported by the carriage 3 with respect to the railway vehicle 1 in the first embodiment, A third arm 53 coupled to the other end of the support column 52, supported by the vehicle body 2, coupled to the third arm 53, and connected to the carriage 3 via the third support column 52 and the third arm 53. A third leveling valve 51, a third air pipe 54 connecting the air spring 4 and the third leveling valve 51 for supplying and exhausting air to the air spring 4, and an air interposed in the third air pipe 54. And a third electromagnetic valve 55 for stopping the flow of

  The third leveling valve 51 is configured such that the compressed air stored in the air source 5 is supplied to and exhausted from the air spring 4 through the third air pipe 54, and prohibits air supply and exhaust. A dead zone and a certain operating time delay are generated. The further configuration of the third leveling valve 51 is the same as the configuration of the first leveling valve 8 and the second leveling valve 13 already described in detail with reference to FIG. .

  Here, the third support column 52 is adjusted to be shorter than the length of the first support column 6, and the first arm 7 and the third arm 53 are configured with substantially the same length. In a state where the first arm 7 is horizontal, the third arm 53 is inclined downward in the negative direction.

  That is, in a state where the first leveling valve 8 is in a dead zone for prohibiting air supply / exhaust, the second leveling valve 13 is disposed on the side of supplying air to the air spring 4 and the third leveling valve 51. Is arranged on the side of exhausting air from the air spring 4.

  Since the second electromagnetic valve 15 is interposed in the second air pipe 14, even if the second leveling valve 13 is disposed on the side of supplying air to the air spring 4, the second electromagnetic valve By closing 15, it is possible to prevent air from being supplied to the air spring 4 by the second leveling valve 13, and the third electromagnetic valve 55 is interposed in the third air conduit 54, so that the third Even if the leveling valve 51 is disposed on the side of exhausting air from the air spring 4, it is possible to prevent the third leveling valve 51 from exhausting air from the air spring 4 by closing the third electromagnetic valve 55. .

  As shown in FIG. 7, even when the second arm 12 is in a horizontal state, the third arm 53 is inclined downward in the negative direction.

  That is, in a state where the second leveling valve 13 is in a dead zone that prohibits air supply and exhaust, the first leveling valve 8 is urged to exhaust air from the air spring 4 and the third leveling valve 51 is The air spring 4 is biased to exhaust air.

  Since the first electromagnetic valve 10 is interposed in the first air pipe 9, even if the first leveling valve 8 is urged to exhaust air from the air spring 4, the first electromagnetic valve 10. Since the first leveling valve 8 can prevent the air from being exhausted from the air spring 4 and the third electromagnetic valve 55 is interposed in the third air pipe 54, the third leveling valve Even if 51 is urged to exhaust air from the air spring 4, it is possible to prevent the third leveling valve 51 from exhausting air from the air spring 4 by closing the third electromagnetic valve 55.

  Further, as shown in FIG. 8, when the third arm 53 is horizontal, the first arm 7 is inclined upward in the positive direction and the second arm 12 is inclined upward in the positive direction.

  That is, in a state where the third leveling valve 51 is in a dead zone for prohibiting air supply / exhaust, the first leveling valve 8 is biased to supply air to the air spring 4 and the second leveling valve 13. Is urged to supply air to the air spring 4.

  Since the first electromagnetic valve 10 is interposed in the first air pipe 9, even if the first leveling valve 8 is urged to supply air to the air spring 4, the first electromagnetic valve By closing 10, air can be prevented from being supplied to the air spring 4 by the first leveling valve 8, and the second electromagnetic valve 15 is interposed in the second air conduit 14, so that the second Even if the leveling valve 13 is urged to supply air to the air spring 4, the air is supplied to the air spring 4 by the second leveling valve 13 by closing the second electromagnetic valve 15. Can be suppressed.

  Next, the electrical configuration of the railway vehicle 50 will be described with reference to FIG. FIG. 9 is a block diagram showing an electrical configuration of the railway vehicle 50 in the second embodiment.

  In addition, about the structure of the control apparatus 56 of the rail vehicle 50 in 2nd Embodiment, the structure which controls opening / closing of a 3rd solenoid valve further with respect to the structure of the control apparatus 28 of the rail vehicle 1 in 1st Embodiment. Therefore, the same parts are denoted by the same reference numerals and the description thereof is omitted.

  The control device 56 is a control device for controlling the opening and closing of the first electromagnetic valve 10, the second electromagnetic valve 15, and the third electromagnetic valve 55. As shown in FIG. 9, the CPU 29, the ROM 57, the RAM 31, These are connected to the input / output port 33 via the bus line 32. The input / output port 33 is connected to a vehicle position acquisition device 34 and an amplifier 35.

  The vehicle position acquisition device 34 is a device that acquires position information of the railway vehicle 50 traveling on the track, and mainly includes a processing circuit (not shown) that outputs the acquisition information to the CPU 29.

  Upon receiving an instruction from the CPU 29 via the input / output port 33, the amplifier 35 switches energization (ON) to the first electromagnetic valve 10, the second electromagnetic valve 15, and the third electromagnetic valve 55 according to the instruction. / Off).

  In the ROM 57, the point information 57a on the orbit for opening and closing the electromagnetic valve, the second non-output pattern 57b, the second rising pattern 57c, the first falling pattern 57d, the third rising pattern 57e, and the first A table in which an output pattern including the 2 descending pattern 57f is set is stored in advance.

  The second non-output pattern 57b is an output pattern stored to open the first electromagnetic valve 10 and to close the second electromagnetic valve 15 and the third electromagnetic valve 55.

  Further, the second rising pattern 57c is an output pattern that stores the fact that the first electromagnetic valve 10 and the third electromagnetic valve 55 are closed and the second electromagnetic valve 15 is opened.

  The first descending pattern 57d is an output pattern stored to close the first electromagnetic valve 10 and the second electromagnetic valve 15 and to open the third electromagnetic valve 55.

  The third rising pattern 57e is an output pattern that stores the opening of the first solenoid valve 10 and the second solenoid valve 15 and the closing of the third solenoid valve 55.

  Further, the second descending pattern 57f is an output pattern stored to open the first electromagnetic valve 10 and the third electromagnetic valve 55 and to close the second electromagnetic valve 15.

  When the CPU 29 determines that opening / closing of the first solenoid valve 10, the second solenoid valve 15, and the third solenoid valve 55 is necessary based on the point information 57a, the second non-output pattern 57b and the second rise The pattern 57c, the first descending pattern 57d, the third ascending pattern 57e, and the second descending pattern 57f are read, and the first solenoid valve 10, the second solenoid valve 15, and the second solenoid valve 15f are read based on the read output pattern. 3 The control with the electromagnetic valve 55 is instructed to the amplifier 35.

  Note that the processing executed by the control device 56 of the railway vehicle 50 in the second embodiment is the same as the processing executed by the control device 28 of the railway vehicle 1 in the first embodiment shown in FIG. The description and illustration are omitted.

  Here, returning to FIG. 6 to FIG. 8, the railway when the amplifier 35 switches energization (ON / OFF) to the first electromagnetic valve 10, the second electromagnetic valve 15, and the third electromagnetic valve 55. The operation of the vehicle 50 will be described.

  As shown in FIG. 6, in a state where the first leveling valve 8 is in a dead zone in which air supply / exhaust is prohibited, the second non-output pattern 57 b is selected from the output pattern table stored in advance in the ROM 57.

  As described above, the second non-output pattern 57b is an output pattern in which the first electromagnetic valve 10 is opened and the second electromagnetic valve 15 and the third electromagnetic valve 55 are closed.

  Thus, in a state where the first leveling valve 8 is in the dead zone, the first leveling valve supplies and exhausts air to the air spring 4 according to the height of the vehicle body 2 with respect to the carriage 3 as in a conventional railway vehicle. Thus, the height of the air spring 4 can be adjusted.

  Further, since the first leveling valve 8 is a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring 4 fluctuates due to momentary vibration or inclination of the vehicle body 2. Even in this case, air hunting can be avoided by avoiding hunting of air supply / exhaust.

  Next, as shown in FIG. 7, when raising the height of the vehicle body 2 relative to the carriage 3 from the state of FIG. 6 in the direction of quickly separating from the state of FIG. The rising pattern 57c is selected.

  As described above, the second rising pattern 57c is an output pattern in which the first electromagnetic valve 10 and the third electromagnetic valve 55 are closed and the second electromagnetic valve 15 is opened.

  As a result, even when the first leveling valve 8 is in the dead zone, the second leveling valve 13 is disposed on the side of supplying air to the air spring 4, so that the second air supply is suppressed. By opening the electromagnetic valve 15, air can be supplied to the air spring 4 and the height of the air spring 4 can be adjusted quickly.

  Further, even when a delay type leveling valve having a configuration for generating a delay in operation time is used for the first leveling valve 8, the second leveling valve 13 supplies air to the air spring 4, so that the air spring 4 Since the height can be adjusted, the hunting is performed in the state where the delay type leveling valve having the configuration for causing the operating time delay in the first leveling valve 8 is used and the second non-output pattern 57b is selected. The height change and the inclination of the vehicle body 2 can be adjusted quickly while making it possible to avoid this.

  Further, when air is supplied to the air spring 4 by the second ascending pattern 57c, the vehicle body 2 rises with respect to the carriage 3 and the inclination angle of the second arm 12 becomes horizontal. The second leveling valve 13 Is in a dead zone, and the second leveling valve 13 supplies and exhausts air to the air spring 4 according to the height of the vehicle body 2 with respect to the carriage 3 as in a conventional railway vehicle. Can be adjusted.

  Further, since the second leveling valve 13 is a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring 4 fluctuates due to momentary vibration or inclination of the vehicle body 2. Even in this case, air hunting can be avoided by avoiding hunting of air supply / exhaust.

  Further, as shown in FIG. 6, when the vehicle body 2 is rapidly lowered from the state of FIG. 7 toward the carriage 3, the second non-output pattern 57b is selected from the output pattern table stored in the ROM 57 in advance. Is done.

  Thus, even when the second leveling valve 13 is in the dead zone, the first leveling valve 8 is urged to exhaust air from the air spring 4, so that the first solenoid valve is restrained from exhausting air. By opening 10, air can be exhausted from the air spring 4, and the height of the air spring 4 can be adjusted quickly.

  Even if a delay type leveling valve having a configuration for causing a delay in operation time is used for the second leveling valve 13, the first leveling valve 8 exhausts air from the air spring 4 to increase the height of the air spring 4. Therefore, hunting can be avoided when a delay type leveling valve having a configuration for generating a delay in operating time is used for the second leveling valve 13 and the second rising pattern 57c is selected. The height change and inclination adjustment of the vehicle body 2 can be quickly performed.

  Here, when the vehicle body 2 is rapidly lowered toward the carriage 3, the second descending pattern 57 f may be selected from an output pattern table stored in advance in the ROM 57.

  As described above, the second descending pattern 57f is an output pattern in which the first electromagnetic valve 10 and the third electromagnetic valve 55 are opened and the second electromagnetic valve 15 is closed.

  Thereby, even when the second leveling valve 13 is in the dead zone, the first leveling valve 8 is urged to exhaust air from the air spring 4 and the third leveling valve 51 exhausts air from the air spring 4. Since the first solenoid valve 10 and the third solenoid valve 55 that suppress the exhaust of air are opened, the air can be exhausted from the air spring 4 and the first leveling is performed. Since the air flow rate exhausted doubles compared with the case where the valve 8 or the third leveling valve 51 exhausts air from the air spring 4 alone, the height of the air spring 4 can be adjusted more quickly. .

  Further, as shown in FIG. 8, when the vehicle body 2 is rapidly lowered from the state shown in FIG. 6 toward the carriage 3, the first descending pattern 57d is selected from the output pattern table stored in the ROM 57 in advance. The

  As described above, the first descending pattern 57d is an output pattern in which the first electromagnetic valve 10 and the second electromagnetic valve 15 are closed and the third electromagnetic valve 55 is opened.

  Thus, even when the first leveling valve 8 is in the dead zone, the third leveling valve 51 is disposed on the side that exhausts air from the air spring 4, so that the third electromagnetic valve that suppresses the exhaust of air. By opening 55, air can be exhausted from the air spring 4, and the height of the air spring 4 can be adjusted quickly.

  Even if a delay type leveling valve having a configuration for causing a delay in the operation time of the first leveling valve 8 is used, the third leveling valve 51 exhausts air from the air spring 4 to increase the height of the air spring 4. Therefore, in the state where the delay type leveling valve having the configuration for generating the operating time delay in the first leveling valve 8 is used and the second non-output pattern 57b is selected, While avoidance is possible, the height change and inclination of the vehicle body 2 can be quickly adjusted.

  In addition, when the vehicle body 2 is lowered with respect to the carriage 3 and the inclination angle of the third arm 53 becomes horizontal by exhausting air from the air spring 4 by the first descending pattern 57d, the third leveling valve 51 is When the third leveling valve 51 supplies and exhausts air to and from the air spring 4 according to the height of the vehicle body 2 with respect to the carriage 3 as in a conventional railway vehicle, the height of the air spring 4 is reached. Can be adjusted.

  Further, since the third leveling valve 51 is a delay type leveling valve having a configuration for generating a delay in operation time, the height of the air spring 4 fluctuates due to momentary vibration or inclination of the vehicle body 2. Even in this case, it is possible to avoid hunting of air supply / exhaust and prevent waste of air.

  Further, as shown in FIG. 6, when the height of the vehicle body 2 with respect to the carriage 3 is increased in the direction of quickly separating from the state of FIG. 8, the second non-pattern is stored from the output pattern table stored in the ROM 57 in advance. The output pattern 57b is selected.

  As a result, even when the third leveling valve 51 is in the dead zone, the first leveling valve 8 is biased to supply air to the air spring 4, so that the first air supply is suppressed. By opening the electromagnetic valve 10, air can be supplied to the air spring 4 and the height of the air spring 4 can be adjusted quickly.

  Further, even when a delay type leveling valve having a configuration for causing a delay in operation time is used for the third leveling valve 51, the first leveling valve 8 supplies air to the air spring 4, so that the air spring 4 Since the height can be adjusted, hunting is avoided in the state where the delay type leveling valve having a configuration for causing the operation time delay in the third leveling valve 51 is used and the first descending pattern 57d is selected. The height change and inclination adjustment of the vehicle body 2 can be quickly performed.

  Here, in a case where the vehicle body 2 is quickly raised toward the carriage 3, the third ascent pattern 57 e may be selected from the output pattern table stored in advance in the ROM 57.

  As described above, the third rising pattern 57e is an output pattern in which the first electromagnetic valve 10 and the second electromagnetic valve 15 are opened and the third electromagnetic valve 55 is closed.

  Accordingly, even when the third leveling valve 51 is in the dead zone, the first leveling valve 8 is urged to supply air to the air spring 4 and the second leveling valve 13 supplies air to the air spring 4. The air spring 4 can be supplied with air by opening the first electromagnetic valve 10 and the second electromagnetic valve 15 that suppress the supply of air. Since the flow rate of air supplied is doubled as compared with the case where the first leveling valve 8 or the second leveling valve 13 supplies air to the air spring 4 alone, the height adjustment of the air spring 4 is further adjusted. Can be done quickly.

  As described above, in the conventional railway vehicle, air cannot be supplied to and exhausted from the air spring 4 unless the height of the vehicle body 2 is changed and the first arm 7 is tilted. According to the railway vehicle 50, the control device 56 that controls the opening / closing operation of the first electromagnetic valve 10, the second electromagnetic valve 15, and the third electromagnetic valve 55 is provided, and therefore the gradient on the track changes. The height change and inclination of the vehicle body 2 can be adjusted according to the height change and inclination of the vehicle body 2 that can be predicted in advance, as in the case of passing through a point or a curved section.

  Further, the first solenoid valve 10, the second solenoid valve 15, and the third solenoid valve 55 are opened and closed at appropriate timings according to the information of the vehicle position acquisition device 34 and the point information 57a stored in the ROM 57 in advance. Therefore, the railcar 50 can be driven in a desired driving state according to the vehicle body height change or inclination that can be predicted in advance, such as when passing through a point or curve section where the gradient on the track changes.

  The first leveling valve 8 is in the dead zone, the second leveling valve 13 is in the dead zone, and the third leveling valve 51 by adjusting the lengths of the second support column 11 and the third support column 52. Since the height of the vehicle body 2 can be set respectively, the amount of change in the height of the vehicle body 2 performed by opening the second electromagnetic valve 15 and the third electromagnetic valve 55 can be set for each railway vehicle. .

  Next, with reference to FIG. 10, the rail vehicle in 3rd Embodiment is demonstrated. The railway vehicle 50 according to the second embodiment includes a first support column 6 coupled to the first arm 7, a second support column 11 coupled to the second arm 12, and a third arm 53 coupled to the third arm 53. Although the three support pillars 52 are each configured to be supported by the carriage 3, the railway vehicle according to the third embodiment includes the first support pillar 6, the second support pillar 11, and the third support pillar. 52 is composed of one merged support column 70.

  In the railway vehicle according to the third embodiment, the configuration of the vehicle body 2 and the carriage 3 and the arrangement of the air spring 4 with respect to the carriage 3 are the same as those of the conventional railway vehicle (the vehicle body 101 and the carriage 102 shown in FIGS. 11 and 12). , And the description and illustration thereof are omitted because it is similar to the air spring 103). Moreover, about the part same as the railcar 50 in 2nd Embodiment, the same code | symbol is attached | subjected and the description and illustration are abbreviate | omitted.

  FIG. 10 is a side view of the first arm 7 and the first leveling valve 8, the second arm 12 and the second leveling valve 13, and the third arm 53 and the third leveling valve 51 connected to the merged support column 70. It is.

  As shown in FIG. 10, the railway vehicle in the third embodiment is different from the railway vehicle 50 in the second embodiment in that the first support pillar 6, the second support pillar 11, the third support pillar 52, Is composed of one merged support column 70.

  Here, the merge support column 70 having one end supported by the carriage 3 has the first arm 7, the second arm 12, and the third arm 53 having substantially the same length. In the state where the first arm 7 connected to is horizontal, the second arm 12 is inclined upward in the positive direction, and the third arm 53 is inclined downward in the negative direction.

  Thereby, the railway vehicle in 3rd Embodiment can have an effect similar to the railway vehicle 50 in 2nd Embodiment.

  Further, when the adjustment is performed so that the vehicle body 2 is supported horizontally, the height of the four air springs 4 arranged at both ends in the width direction of the two carriages 3 is adjusted with respect to the one vehicle body 2. The second leveling valve 13 is in the dead zone simply by adjusting the four merged support pillars 70 to be in a dead zone in which the corresponding first leveling valve 8 prohibits air supply / exhaust. And since the vehicle body is supported horizontally without adjusting the state where the third leveling valve 51 is in the dead zone, the daily inspection work is facilitated.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  For example, when a railway vehicle passes through a curved section on the track, the center of gravity of the vehicle body is moved from the neutral position of the carriage to the outside of the curve due to the centrifugal force, preventing the vehicle body from moving laterally relative to the carriage. In order to do so, the present invention may be implemented.

  That is, an air cylinder supported with respect to the vehicle body and the carriage and disposed horizontally with respect to the vehicle body, a connecting rod with one end supported by the carriage and disposed horizontally with respect to the vehicle body, And a leveling valve connected to the carriage via the connecting rod and a head side chamber or rod side chamber of the air cylinder and a leveling valve for supplying and exhausting air to and from the air cylinder. Two air pipes to be connected, two electromagnetic valves interposed in the respective air pipes for stopping the flow of air, and a control device for controlling opening and closing of the electromagnetic valves, The valve can move the piston in the air cylinder left and right by supplying and exhausting air to the head side chamber and rod side chamber of the air cylinder via the air pipe line, so that the center of gravity of the vehicle body can be returned to the neutral right above the carriage. It is configured so that.

  The leveling valve 2 is disposed in advance on the side of supplying air to the head side chamber and the rod side chamber of the air cylinder.

  However, since two solenoid valves for stopping the flow of air are provided in each air pipe, it is possible to prevent air from being supplied to the air cylinder by the leveling valve by closing the solenoid valve. .

  Here, when the center of gravity of the vehicle body is quickly returned to the neutral position of the carriage, the control device controls the opening / closing operation of the solenoid valve 2 to return the center of gravity of the vehicle body to the neutral position of the carriage. Prevents the horizontal displacement of the carriage.

  Also, by controlling the opening / closing operation of the solenoid valve 2 by the control device, the vehicle body is brought close to the platform to perform barrier-free, or the vehicle body is separated from the passing railcar to reduce discomfort when getting on, The shock caused by interference with the stopper can be reduced by separating the vehicle body from the stopper before passing through the branching device.

1 is a side view of a railway vehicle according to a first embodiment of the present invention. FIG. 2 is a side view of the railway vehicle when the vehicle body of the railway vehicle shown in FIG. 1 is raised. It is sectional drawing of a 1st leveling valve. It is a block diagram showing an electrical configuration of a railway vehicle. It is a flowchart which shows a solenoid valve opening / closing process. It is a side view of the rail vehicle in 2nd Embodiment of this invention. FIG. 7 is a side view of the railway vehicle when the vehicle body of the railway vehicle shown in FIG. 6 is raised. FIG. 7 is a side view of the railway vehicle when the vehicle body of the railway vehicle shown in FIG. 6 is lowered. It is a block diagram showing an electrical configuration of a railway vehicle. It is a side view of the 1st arm and 1st leveling valve, the 2nd arm and 2nd leveling valve, and the 3rd arm and 3rd leveling valve which were connected with the merge support pillar. It is the model which shows the conventional railway vehicle typically, (a) is a side view of a railway vehicle, (b) is a top view of the railway vehicle in the arrow XIb direction view of (a). It is a perspective view of the conventional railway vehicle which showed typically the arrangement position of an air spring etc. on a trolley. It is a side view of the conventional railway vehicle which shows a leveling valve etc. typically.

Explanation of symbols

1,50 Railway vehicle 2 Car body 3 Bogie 4 Air spring 6 First support column 7 First arm 8 First leveling valve 9 First air pipe 10 First electromagnetic valve 11 Second support column 12 Second arm 13 Second leveling Valve 14 Second air pipe 15 Second electromagnetic valve 28, 56 Control device (control means)
30, 57 ROM (storage means)
30a Point information (point on the orbit where the solenoid valve is opened and closed)
30b First non-output pattern (first non-output means)
30c First ascent pattern (first ascent means)
34 Vehicle position acquisition device (vehicle position acquisition means)
51 3rd leveling valve 52 3rd support pillar 53 3rd arm 54 3rd air pipe 55 3rd solenoid valve 57a Point information (point on the track which opens and closes a solenoid valve)
57b Second non-output pattern (second non-output means)
57c Second ascent pattern (second ascent means)
57d First descending pattern (first descending means)
57e Third ascent pattern (third ascent means)
57f Second descending pattern (second descending means)
70 Annexed support pillars

Claims (10)

An air spring that is mounted on a carriage and supports the vehicle body; a first leveling valve that is supported by the vehicle body and that supplies and exhausts air to the air spring so as to adjust the height of the vehicle body relative to the carriage; and the carriage A first support column supported by a first arm, a first arm connecting the first leveling valve and the first support column, and the air spring and the first leveling valve for supplying and exhausting air to and from the air spring. A railway vehicle comprising a delay type leveling valve, wherein the first leveling valve has a configuration for generating a delay in operation time.
A second leveling valve that is supported by the vehicle body and that supplies and exhausts air to the air spring to adjust the height of the vehicle body relative to the carriage;
A second support column supported by the carriage;
A second arm connecting the second leveling valve and the second support column;
A second air line connecting the air spring and the second leveling valve to supply and exhaust air to and from the air spring;
A first solenoid valve interposed in the first air pipe to stop the flow of air;
A second solenoid valve interposed in the second air pipe to stop the flow of air;
Control means for controlling opening and closing operations of the first solenoid valve and the second solenoid valve;
In a state where the first leveling valve is in a dead zone for prohibiting air supply / exhaust, the second leveling valve is disposed on the side for supplying air to the air spring or on the side for exhausting air from the air spring. A railway vehicle characterized by being. In a state where the first leveling valve is in a dead zone for prohibiting air supply / exhaust, the second leveling valve is disposed on the side of supplying air to the air spring,
The control means closes the first electromagnetic valve and opens the second electromagnetic valve, and raises the height of the vehicle body from a state where the first leveling valve is in a dead zone that prohibits air supply and exhaust. The railway vehicle according to claim 1, further comprising: 1 raising means.   3. The railway vehicle according to claim 1, wherein the control unit includes a first non-output unit that opens the first electromagnetic valve and closes the second electromagnetic valve. 4. A third leveling valve disposed on a side of exhausting air from the air spring in a state where the first leveling valve is in a dead zone for prohibiting air supply / exhaust;
A third support column supported by the carriage;
A third arm connecting the third leveling valve and the third support column;
A third air line connecting the air spring and the third leveling valve to supply and exhaust air to and from the air spring;
A third solenoid valve interposed in the third air pipe to stop the flow of air and to be controlled by the control means;
The control means closes the first electromagnetic valve and the third electromagnetic valve and opens the second electromagnetic valve so that the first leveling valve is in a dead zone in which air supply / exhaust is prohibited. The railway vehicle according to claim 2, further comprising second raising means for raising the height of the railway vehicle.   The control means closes the first solenoid valve and the second solenoid valve and opens the third solenoid valve so that the first leveling valve is in a dead zone in which air supply / exhaust is prohibited. The railway vehicle according to claim 4, further comprising first lowering means for lowering the height of the railway vehicle.   The control means opens the first solenoid valve and the second solenoid valve and closes the third solenoid valve, and the vehicle body is in a dead zone in which the third leveling valve prohibits air supply / exhaust. The railway vehicle according to claim 4 or 5, further comprising third raising means for raising the height of the railway vehicle.   The control means opens the first solenoid valve and the third solenoid valve and closes the second solenoid valve, and the vehicle body is in a dead zone in which the second leveling valve prohibits air supply / exhaust. The railway vehicle according to any one of claims 4 to 6, further comprising second lowering means for lowering the height of the rail.   The said control means is equipped with the 2nd non-output means which obstruct | occludes the said 2nd solenoid valve and the said 3rd solenoid valve while opening the said 1st solenoid valve, Any one of Claim 4 to 7 characterized by the above-mentioned. The railcar described in Crab.   The first support column, the second support column, and the third support column are composed of one merged support column, and the first arm connected to the first leveling valve and the second leveling valve The railway vehicle according to any one of claims 4 to 8, wherein the second arm to be connected and the third arm to be connected to the third leveling valve are connected to the merged support column. Vehicle position acquisition means for acquiring position information of the railway vehicle traveling on a track;
Storage means for pre-stored points on the track for opening and closing the electromagnetic valve,
2. The control unit according to claim 1, wherein the height of the vehicle body is adjusted and the inclination is adjusted by opening and closing the electromagnetic valve in accordance with information on the vehicle position acquisition unit and information on the storage unit. 9. The railway vehicle according to any one of 9 above.

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