JP2008100614A - Device and method for inclining railroad vehicle body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a device and a method for inclining a railroad vehicle body capable of enhancing the responsive speed of the railroad vehicle body inclination control, and enhancing the ride quality by realizing the smooth inclining operation and suppressing the vibration when the vehicle body is inclined. <P>SOLUTION: When inclining a railroad vehicle body 15 by a vehicle body inclining device, a control throttle 27R of an air spring (an air spring receiving air supply) 13R located on the outer side of a curve section is firstly throttled. Then, a communication passage 25R between the air spring 13R and an auxiliary air chamber 21R communicated therewith is narrowed, air hardly flows from the air spring 13R to the auxiliary air chamber 21R, and the internal pressure in the air spring 13R is rapidly increased with less air volume. When inclining the vehicle body, the internal pressure of the air spring 13R receiving air supply can be rapidly increased, the responsiveness of the vehicle body inclination control can be enhanced, and the vehicle body 15 can be rapidly inclined inward of the curve section. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle body tilting apparatus and a vehicle body tilting method for tilting a vehicle body to the inside of a curve in a curved section of a railway. In particular, the present invention relates to a vehicle body tilting device and a vehicle body tilting method for a railway vehicle that can improve the response speed of the vehicle body tilt control, or can achieve smooth ride operation and vibration suppression when the vehicle body is tilted to improve riding comfort. .

First, taking a patent document 1 (Japanese Patent Laid-Open No. 9-48345) as an example, a method or apparatus for mitigating centrifugal force acting when a railway vehicle passes through a curved section will be described.
The “railway vehicle body tilt control method and apparatus” disclosed in Patent Document 1 includes a pair of left and right air spring devices that support a vehicle body on a carriage. The air spring of each air spring device is connected to a compressed air piping system. The compressed air from this compressed air piping system is supplied to each of the air springs, and the vehicle body is tilted on the carriage according to the expansion amount (the supplied air amount) of the left and right air springs. When the vehicle travels in a curved section, by increasing the expansion amount of the outer air spring, the vehicle body can be intentionally tilted inward to reduce the centrifugal force applied to the passenger. In Patent Document 1, it is also possible to adjust the inclination angle so that the pantograph is not separated from the overhead line when the vehicle body is inclined.

  In order to tilt the vehicle body using the air spring device, it is necessary to supply a large amount of air to the air spring. However, in the above-mentioned Patent Document 1, in practice, a large amount of air is smoothly supplied to the air spring. It is difficult to do. For this reason, there are drawbacks in that a delay occurs in the tilting operation of the vehicle body, and the tilting operation cannot be performed smoothly, causing passengers to feel uncomfortable.

Next, an air spring used as a shock absorber for a railway vehicle will be described using Patent Document 2 (Japanese Patent Laid-Open No. 6-239230) as an example.
The “air spring device for railway vehicles” disclosed in Patent Document 2 includes an auxiliary air chamber attached to a carriage, and an air spring body communicated with the auxiliary air chamber via a variable throttle mechanism. The air spring body is disposed on the carriage and supports the vehicle body. The variable throttle mechanism between the auxiliary air chamber and the air spring main body can continuously change the size of the throttle. Using this variable diaphragm mechanism, for example, the vibration of the vehicle body is detected by a sensor, the vibration speed of the vehicle body is calculated based on the detection result of this sensor, and the size of the diaphragm is generated so that a damping force proportional to the calculation result is generated. By controlling, vertical vibrations of the vehicle body can be suppressed.

  The air spring device of Patent Document 2 changes the size of the throttle according to the vibration based on the skyhook control theory or the like, thereby generating an optimum damping force at that time in the air spring main body. The objective is to obtain an excellent vibration control effect over a fixed aperture. This air spring device can improve the low-frequency vibration insulation performance without deteriorating the high-frequency vibration insulation performance. However, there is no description from the viewpoint of vehicle body tilt control when the vehicle travels in a curved section as in Patent Document 1 described above.

Japanese Patent Laid-Open No. 9-48345 JP-A-6-239230

When tilting the vehicle body to the inside of the curve in the curved section, there is a demand to prevent a delay in the response of the vehicle body tilt control or to shift the tilting operation more smoothly. Furthermore, it is more desirable if a vibration suppressing effect can be realized together with the vehicle body tilt control.

  The present invention has been made to solve such problems, and can improve the response speed of the vehicle body tilt control, or can realize a smooth tilting operation and vibration suppression at the time of vehicle body tilting to improve the riding comfort. It is an object of the present invention to provide a vehicle body tilting apparatus and a vehicle body tilting method that can be improved.

  A vehicle body tilting device for a railway vehicle according to the present invention is a vehicle body tilting device for a railcar that supports a vehicle body via a pair of left and right air springs on a carriage, and each air supply / exhaust air of each air spring is supplied. A supply / exhaust valve, each auxiliary air chamber communicating with each air spring via a communication passage, each control throttle disposed in each communication passage, A tilt control unit for controlling each supply / exhaust valve of each air spring and each control throttle so as to tilt the vehicle body to a desired angle inside the curve by changing the height of the air spring, The control throttle on the side of the air spring that receives air is first throttled, and then the control throttle is gradually opened after the air pressure in the air spring rises.

  When the vehicle body is tilted by the vehicle body tilting device, the tilt control unit first throttles a control throttle of an air spring (air spring that receives supply air) located outside the curved section. Then, the communication path between the air spring and the auxiliary air chamber communicating with the air spring becomes narrow, and it becomes difficult for air to flow from the air spring to the auxiliary air chamber. Generally, an air spring for a railway vehicle has an auxiliary air chamber volume of about 2 to 4 times the air spring volume. For this reason, the internal pressure of the air spring quickly rises with a smaller air supply amount due to this action. In this way, during the vehicle body tilting operation, the internal pressure of the air spring that receives the air supply can be quickly increased, so that the response of the vehicle body tilt control can be improved and the vehicle body can be quickly directed toward the inside of the curve section. Can be tilted. After the internal pressure of the air spring has risen sufficiently, the tilt control section controls to gradually open the throttle that has been throttled, and the pressure in the auxiliary air chamber rises to approximately the same pressure as the inside of the air spring. Thus, control is performed so that the normal aperture amount is obtained. In general, it is desirable for the vehicle balance that the throttle amount of the left and right air springs is equal, but in this way the vehicle can be controlled by minimizing the situation where the left and right throttle amounts are different and controlling while paying attention to safety. The running stability of the vehicle is maintained, and the deterioration of ride comfort is suppressed.

In the vehicle body tilting apparatus for a railway vehicle according to the present invention, the control throttle of the air spring exhausted when the vehicle body is tilted can be throttled, and the control throttle can be gradually opened after the air pressure in the air spring decreases.
In this case, when the vehicle passes through the curved section, the tilting operation of the vehicle body can be controlled more quickly by narrowing the control throttle of the air spring (exhaust air spring) located inside the curved section.

The vehicle body tilting apparatus for a railway vehicle according to the present invention may further include a vibration control unit that controls the control diaphragm in order to suppress vibration of the vehicle body that occurs when the vehicle body tilts.
In this case, in addition to the above-described smooth tilting operation, vibration of the vehicle body that occurs when the vehicle body is tilted can be suppressed, so that riding comfort can be improved.

The vehicle body tilting apparatus for a railway vehicle according to the present invention further includes a vibration detection unit that detects the vibration of the vehicle body, and the vibration control unit detects roll vibration of the vehicle body when the vehicle body is tilted based on a detection result of the vibration detection unit. The control aperture can be controlled so as to suppress this.
In this case, by suppressing the roll vibration of the vehicle body, the vehicle body can be tilted more smoothly, and the riding comfort when the vehicle passes through the curved section can be improved.

  The vehicle body tilting method for a railway vehicle according to the present invention is a vehicle body tilting method for a railway vehicle in which the vehicle body is supported on a carriage via a pair of left and right air springs, and each of the air springs is respectively connected via a communication path. The air springs are supplied and exhausted to change the height of the left and right air springs in a curved section of the railway to incline the vehicle body at a desired angle inside the curve. Control each supply / exhaust valve and each control throttle arranged in each communication passage, and when the vehicle body tilts, first control the control throttle on the side of the air spring that receives the supplied air, and then in the air spring Control is performed such that the control throttle is gradually opened after the air pressure rises.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle body tilting apparatus and vehicle body of a rail vehicle which can improve the response speed of vehicle body tilt control, or implement | achieve smooth inclination operation | movement and the vibration suppression at the time of vehicle body tilting, and can aim at riding comfort. An inclination method can be provided.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a schematic front view showing a state during traveling in a straight section of a railway vehicle equipped with a vehicle body tilting apparatus according to the present embodiment.
FIG. 2 is a schematic front view showing a state of the railway vehicle equipped with the vehicle body tilting device according to the present embodiment when traveling in a curved section (when the vehicle body is tilted).
FIG. 3 is a pneumatic control system diagram of the vehicle body tilting apparatus according to the present embodiment.
FIG. 4 is a cross-sectional view showing a configuration example of the air spring, the auxiliary air chamber, and the control throttle of the vehicle body tilting apparatus according to the present embodiment.
FIG. 5 is a schematic plan view and a control system diagram of the railway vehicle according to the present embodiment.

  As shown in FIGS. 1 and 2, left and right rails 1L, 1R are laid on the track floor, and wheels 3L, 3R of the railway vehicle are placed thereon. The left and right wheels 3L and 3R are connected by an axle 5. The wheels 3L and 3R and the axle 5 are collectively referred to as a wheel shaft 6. Axle boxes 7L and 7R with built-in bearings are attached to the left and right ends of the axle 5, respectively. A carriage frame 9 is placed on each axle box 7L, 7R via axle springs 8L, 8R. The carriage 10 includes a wheel shaft 6 (wheels 3L and 3R and an axle 5), axle boxes 7L and 7R, shaft springs 8L and 8R, a carriage frame 9 and the like.

  A vehicle body 15 is placed on the carriage frame 9 of the carriage 10 via air springs 13L and 13R. Displacement detection mechanisms 17L and 17R for detecting the displacement between them (the strokes of the air springs 13L and 13R) are installed between the carriage frame 9 and the vehicle body 15. The displacement detection mechanisms 17L and 17R are connected to a control device 70 (see FIG. 5) described later. As shown in FIG. 5, the carriage 10 is disposed near both ends in the longitudinal direction (front-rear direction) of the vehicle body 15. The air springs 13L and 13R are arranged on each of the front and rear carriages 10, and there are a total of four (front left, front right, rear left, rear right) for each vehicle. A total of four displacement detection mechanisms 17L and 17R are installed corresponding to each air spring.

  In FIG. 5, vehicle body vibration detection sensors 18 are schematically depicted on the right and left of the vehicle body 15 directly above the carriage 10. The vehicle body vibration detection sensor 18 is, for example, an acceleration sensor that detects vertical acceleration of the vehicle body 15. A total of four sensors 18 are mounted on the carriage 10 at the front and rear of the vehicle body 15 at the height of the floor surface of the vehicle body 15, whereby the vertical translation, pitching, and rolling vibration acceleration of the vehicle body 15 can be obtained. it can. These sensors 18 are connected to a control device 70 described later, and output an acceleration signal corresponding to the detected vibration.

  As shown in FIGS. 1 and 2, an auxiliary air chamber 21 is installed inside the carriage frame 9. The auxiliary air chamber 21 is partitioned by a partition wall 22 into left and right chambers 21L and 21R. The air spring 13L and the left chamber 21L, and the right air spring 13R and the right chamber 21R are connected by communication paths 25L and 25R, respectively. As shown in FIG. 4, the spring bodies of the air springs 13L and 13R are formed of a rubber bellows 13 'and a laminated rubber 13 ". A communication path between the air spring 13L (13R) and the chamber 21L (21R). At 25L (25R), a control diaphragm 27L (27R) is disposed inside the laminated rubber 13 ″. The control throttle 27L (27R) is a throttle control valve that can change the effective sectional area of the communication passage 25L (25R), and is connected to a control device 70 (see FIG. 5) described later. The volume of each chamber 21L, 21R of the auxiliary air chamber 21 is 70 liters as an example, and the volume of the rubber bellows 13 'of each air spring 13L, 13R is 20 liters as an example.

The air spring as shown in FIG. 4 has the following two documents:
Nobuo Sugawara and Akito Kazato, “Fundamental test on throttle control of railcar air springs”, 11th Symposium of Railway Technology (J-Rail 2004), pp. 513-514, December 2004・ Co-authored by Akito Kazato, “Reduction of vertical vibration of railway vehicles by damping control of air spring”, Proceedings of the 9th “Symposium on Motion and Vibration Control”, 140-145 pages, August 2005 It is preferable to configure based on the consideration results.

  As shown in FIG. 3, the air springs 13 </ b> L and 13 </ b> R are connected to the compressed air piping system 30. The compressor 31 and the original air reservoir 33 shown in FIG. 3 are attached to the floor lower surface of the vehicle body 15 described above. A pipe 35 extends from the original air reservoir 33. The tip of the pipe 35 is branched in the middle and connected to each of the air springs 13L and 13R. Since the piping structure between the original air reservoir 33 and each of the air springs 13L and 13R is the same, in the description using FIG. 3 below, the piping member corresponding to the left air spring 13L is mainly described, and the right air The piping member corresponding to the spring 13R will be described using reference numerals in parentheses.

  A shutoff valve 41 (51) and a flow control valve 43 (53) of an LV device (vehicle height adjusting device) are attached to a pipe 36A (37A) branched from the pipe 35 and extending to the air spring 13L (13R). Yes. The flow rate control valve 43 (53) has a rotation shaft (not shown), and the flow rate can be adjusted according to the rotation angle of the rotation shaft. The valve body of the flow control valve 43 (53) is attached to the vehicle body 15 described above, and the rotation shaft of the flow control valve 43 (53) is connected to the cart frame 9 through a link mechanism (not shown). Has been.

  Furthermore, a pipe 36B (37B) including a forced exhaust valve 45 (55) is connected to the pipe 36A (37A). The pipe 36B (37B) is connected in a loop on the input / output side of the flow control valve 43 (53). The forced exhaust valve 45 (55) is interlocked with the flow control valve 43 (53). The forced exhaust valve 45 (55) plays a role of forcibly exhausting excess air when the vehicle body tilt control becomes impossible for some reason and the air supply amount to the air spring 13L (13R) becomes excessive. . The LV device mainly includes a flow control valve 43 (53), a link mechanism (not shown), and a forced exhaust valve 45 (55). Even when the vehicle weight changes due to increase or decrease of passengers, the air spring 13L ( 13R) plays a role of controlling so as to be a constant height.

The air spring stroke control (vehicle height control) by the LV device is performed as follows.
When the vehicle body is at a predetermined height, the rotation shafts of the flow control valves 43 and 53 are set to the neutral position, and the air supplied to the air springs 13L and 13R is shut off. If the weight balance in the vehicle body becomes uneven and one of the air springs 13L, 13R is compressed and the vehicle body sinks, the rotating shaft of the flow control valve corresponding to the compressed air spring rotates. Open and air is supplied to lift the car. As the vehicle body lifts, the rotary shaft of the flow control valve gradually returns, and when the vehicle body reaches a predetermined height, the air is shut off again. On the other hand, when the vehicle body rises to a predetermined height or higher, the rotation shafts of the flow control valves 43 and 53 change from the neutral position, exhaust the air in the air springs 13L and 13R, and lower the vehicle body to a predetermined height.

The piping structure will now be described.
A pipe 36C (37C) is further branched from the pipe 35. The pipe 36C (37C) is connected to the pipe 36A (37A) before the air spring 13L (13R). The pipe 36C (37C) includes a large supply / exhaust valve 46 (56) and a small supply / exhaust valve 47 (57) arranged in parallel, and two shut-off valves 49 arranged on the inlet / outlet side of the pipe 36C (37C). (59) is attached.

  The large supply / exhaust valve 46 (56) is a valve that allows a relatively large flow rate of air to pass therethrough, and is used to quickly supply and exhaust a large amount of air to the air spring 13L (13R). The small supply / exhaust valve 47 (57) is a valve through which a relatively small amount of air can pass, and is used when supplying and exhausting a small amount of air to the air spring 13L (13R). These supply / exhaust valves 46, 56 and 47, 57 are used when the inclination of the vehicle body is controlled by adjusting the amount of air in the air springs 13L, 13R. The vehicle body tilt control using the supply / exhaust valves 46, 56 and 47, 57 and the vehicle height control using the LV device described above are the shut-off valves 41, 51, 49, 59, and not shown. It can be switched by operating the deadline cock.

  As described above with reference to FIG. 4 and the like, the chambers 21L and 21R of the auxiliary air chamber 21 are connected to the tips of the air springs 13L and 13R via the communication passages 25L and 25R. Control throttles 27L and 27R are arranged in the communication passages 25L and 25R. The chambers 21 </ b> L and 21 </ b> R of the auxiliary air chamber 21 communicate with each other through a pipe 39 including a differential pressure valve 61 and a shut-off valve 63 arranged in series. When the vehicle body is tilted, the shutoff valve 63 of the pipe 39 is closed and the chambers 21L and 21R of the auxiliary air chamber 21 are shut off.

  Among the components described above, the control diaphragms 27L and 27R, the displacement detection mechanisms 17L and 17R, and the vehicle body vibration detection sensor 18 are connected to the control device 70 as shown in FIG. Further, although not shown in FIG. 5, the control device 70 is also connected with a control cable for each valve in the piping structure described above with reference to FIG. The control device 70 is a controller that performs vehicle body tilt control and vibration control.

  When the vehicle enters the curved section, the control device 70 changes the height of the left and right air springs 13L, 13R to incline the vehicle body 15 to the inside of the curve by a desired angle so that the supply / exhaust valves 46, 56, 47 , 57 and the control diaphragms 27L, 27R. At this time, the height (stroke) of the air springs 13L, 13R is input to the control device 70 from the displacement detection mechanisms 17L, 17R, and the supply / exhaust valves 46, 56, 47, 57 and control apertures 27L and 27R are controlled. Further, the control device 70 controls the control throttles 27L and 27R based on the signal output from the vehicle body vibration detection sensor 18 so as to suppress the vehicle body vertical vibration that occurs during normal traveling and the vehicle body roll vibration that occurs during vehicle body tilting. . When the damping of the air spring 13L or 13R is increased, the control device 70 performs control so that the throttle diameter of the control throttle 27L or 27R is reduced. Conversely, when reducing the attenuation of the air spring 13L or 13R, the control device 70 performs control so that the throttle diameter of the control throttle 27L or 27R is increased.

Next, a vehicle body tilt method using the vehicle body tilt device according to the present embodiment will be described.
When the vehicle is traveling in a substantially flat straight section, as shown in FIG. 1, substantially the same amount of air is supplied to the left and right air springs 13L and 13R. At this time, the control device 70 (see FIG. 5) controls the shut-off valves 41, 51, 63 in FIG. 3 to be open and the shut-off valves 49, 59 to be closed. The air passes through 37A, and the vehicle height control is performed by the LV device as described above. Further, the control device 70 controls the throttles of the control throttles 27L and 27R based on the signal detected by the vehicle body vibration detection sensor 18 of FIG. 5, and adjusts the damping force of the air springs 13L and 13R to control the damping of the vehicle body. Also do. That is, as described above, when increasing the damping of the air spring 13L or 13R, control is performed so that the throttle diameter of the control throttle 27L or 27R decreases, and when decreasing the damping of the air spring 13L or 13R, control is performed. Control is performed so that the aperture diameter of the aperture 27L or 27R is increased.

  Here, when the vehicle enters the curved section, as shown in FIG. 2, the vehicle body tilting device tilts the vehicle body 15 toward the curve inside by a desired angle θ. At this time, the control device 70 controls the shut-off valves 41, 51, 63 in FIG. 3 to be closed and the shut-off valves 49, 59 to be opened. Will pass. Furthermore, the strokes of the air springs 13L and 13R are input to the control device 70 from the displacement detection mechanisms 17L and 17R. The control device 70 controls the supply / exhaust valves 46, 56, 47, and 57 and the control throttles 27L and 27R so that the stroke value is optimized.

  When the vehicle body 15 is tilted by a desired angle θ toward the curve inner side (left side) as shown in FIG. 2, the control device 70 controls the right air spring (air spring receiving air supply) 13 </ b> R located outside the curve section. First, the diaphragm 27R is squeezed. Then, the communication path 25R between the air spring 13R and the auxiliary air chamber 21R communicating with the air spring 13R is narrowed, and it becomes difficult for air to flow from the air spring 13R to the auxiliary air chamber 21R. The internal pressure of 13R increases. That is, when the control throttle 27R is throttled, the internal pressure of the air spring 13R (20 liters, for example) is reduced with a small amount of air from the original air reservoir 33 without supplying a large amount of air to the auxiliary air chamber 21R (70 liters, for example). Can be raised (see FIG. 3). Thus, when the vehicle body is tilted, the internal pressure of the air spring 13R that receives the air supply can be quickly increased, so that the response of the vehicle body tilt control can be improved and the vehicle body 15 is directed toward the inside of the curved section. It can be tilted smoothly.

During such a vehicle body tilting operation, the control throttle 27L of the left air spring (exhaust air spring) 13L located inside the curved section is throttled, and the control throttle 27L waits for the air pressure in the air spring 13L to drop. Can be controlled to gradually open. In this case, the curved outer portion of the vehicle body 15 is lifted by the air spring 13R, and air in the air spring 13L of the curved inner portion is quickly released, so that the tilting operation of the vehicle body 15 becomes smoother.
In FIG. 2, the vehicle body 15 is tilted to the left (when the curved section is a left curve), but when the vehicle body 15 is tilted to the right (the curved section is a right curve), The left and right air springs 13L and 13R and the control throttles 27L and 27R are controlled in reverse to the above. In addition, on the exit side of the curve, the vehicle body is returned to the horizontal by performing the control opposite to the control at the curve entrance.

During the vehicle body tilting operation and the vehicle body tilting, the control device 70 sets the diaphragm diameters of the control throttles 27L and 27R based on the signals output from the vehicle body vibration detection sensor 18 and the displacement detection mechanism 17 to the vibration of the vehicle body. The vehicle body vibration can be controlled by opening and closing in accordance with. As shown in FIG. 5, when a total of four vehicle body vibration detection sensors 18 are installed on the vehicle body 15, the vertical translation vibration, pitching vibration and rolling vibration of the vehicle body can be detected. By performing vibration control, each vibration component of the vehicle body can be suppressed. In particular, by controlling the vehicle body rolling vibration, the tilting operation of the vehicle body 15 can be made smoother, and the riding comfort when the vehicle passes through the curved section can be improved.
However, if such vibration control is frequently performed during the vehicle body tilting operation, the effect of quickly tilting the vehicle body by the throttle valve control may be reduced. Therefore, it is necessary to appropriately adjust the priority of the control throttle valve control for the tilting operation and the control valve throttle control for suppressing the vibration during the vehicle body tilting operation.

  After the internal pressure of the air spring 13R has risen sufficiently, the control device 70 controls to gradually open the throttle 27R that has been throttled, and the inside of the auxiliary air chamber 21R and the air spring 13R becomes nearly equal in pressure. Then, control is performed so that the normal aperture amount is obtained. In general, it is desirable for the vehicle balance that the throttle amount of the left and right air springs is equal, but in this way the state where the left and right throttle amounts are different is minimized, and by controlling while paying attention to safety, The running stability of the vehicle is maintained, and the deterioration of ride comfort is suppressed.

  Note that the vehicle body tilting apparatus according to the present invention can be configured by combining the vehicle body tilting apparatus described in Japanese Patent Application No. 2005-104593 by the same applicant as the present applicant. Further, when a variable damping shaft damper is installed between the axle boxes 7L and 7R of the carriage 10 and the carriage frame 9 (see FIGS. 1 and 2), and an acceleration sensor is installed in the center of the vehicle body and / or the carriage 10 Further, the present invention can be combined with a vehicle body tilting device described in Japanese Patent Application No. 2005-104122 by the same applicant as the present applicant, and the effect of further suppressing vibration in the vertical direction of the vehicle can also be obtained.

It is a typical front view which shows the state at the time of the linear section driving | running | working of the railway vehicle carrying the vehicle body tilting apparatus which concerns on this Embodiment. It is a typical front view which shows the state at the time of the curve section driving | running | working of the railway vehicle carrying the vehicle body tilting apparatus which concerns on this Embodiment (at the time of vehicle body tilt). It is a pneumatic control system diagram of the vehicle body tilting apparatus according to the present embodiment. It is sectional drawing which shows the structural example of the air spring of the vehicle body tilting apparatus which concerns on this Embodiment, an auxiliary air chamber, and a control aperture. FIG. 2 is a schematic plan view and a control system diagram of a railway vehicle according to the present embodiment.

Explanation of symbols

1L, 1R Rail 3L, 3R Wheel 5 Axle 6 Wheel Axle 7L, 7R Shaft Box 8L, 8R Shaft Spring 9 Bogie Frame 10 Bogie 13L, 13R Air Spring 13 'Rubber Bellows 13 "Laminated Rubber 15 Car Body 17L, 17R Displacement Detection Mechanism 18 Car Body Vibration detection sensor 21 (21L, 21R) Auxiliary air chamber 22 Partition walls 25L, 25R Communication path 27L, 27R Control throttle 30 Compressed air piping system 46, 56 Large supply / exhaust valve 47, 57 Small supply / exhaust valve 70 Control device

Claims (8)

A vehicle body tilting device for a railway vehicle that supports a vehicle body via a pair of left and right air springs on a carriage,
Each supply / exhaust valve for supplying / exhausting air of each air spring;
Each auxiliary air chamber communicating with each air spring via a communication path;
Each control throttle disposed in each communication path;
An inclination control unit for controlling each supply / exhaust valve and each control throttle of each air spring so that the height of the left and right air springs is changed in a curved section of the railway to incline the vehicle body at a desired angle inside the curve; ,
With
A body tilting device for a railway vehicle, characterized in that a control throttle on the side of an air spring that receives air supply when the vehicle body is tilted is first throttled, and then the control throttle is gradually opened after an increase in air pressure in the air spring.   2. The vehicle body tilting device for a railway vehicle according to claim 1, wherein the control throttle of the air spring exhausted when the vehicle body is tilted is throttled, and the control throttle is gradually opened after the air pressure in the air spring is lowered.   The vehicle body tilting device for a railway vehicle according to claim 1, further comprising a vibration control unit that controls the control throttle to suppress vibration of the vehicle body that occurs when the vehicle body is tilted. A vibration detection unit for detecting the vibration of the vehicle body;
4. The vehicle body tilting device for a railway vehicle according to claim 3, wherein the vibration control unit controls the control throttle so as to suppress roll vibration of the vehicle body when the vehicle body is tilted based on a detection result of the vibration detecting unit. . A vehicle body tilt method for a railway vehicle that supports a vehicle body via a pair of left and right air springs on a carriage,
Each of the air springs communicates with each auxiliary air chamber via a communication passage,
Each supply / exhaust valve for supplying / exhausting air of each air spring so as to incline the vehicle body at a desired angle inside the curve by changing the height of the left and right air springs in a curved section of the railway, and Control each control throttle arranged in each communication path,
In the vehicle body tilting operation, the control throttle on the side of the air spring that receives the supplied air is first throttled, and then the control throttle is gradually opened after waiting for the air pressure in the air spring to rise. Method.   6. The vehicle body tilting method for a railway vehicle according to claim 5, wherein the control throttle of the air spring exhausted when the vehicle body is tilted is throttled, and the control throttle is gradually opened after the air pressure in the air spring decreases. .   7. The vehicle body tilting method for a railway vehicle according to claim 5, wherein the control throttle is controlled to suppress vibration of the vehicle body that occurs when the vehicle body tilts.   8. The method of tilting a railway vehicle according to claim 7, wherein the control throttle is controlled based on the vibration of the vehicle body so as to suppress roll vibration of the vehicle body when the vehicle body is tilted.

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