JP2014141244A - Vehicle body tilting device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body tilting device capable of performing control of whether or not an adequate predetermined amount of vehicle body tilting is performed with a relatively simple configuration.SOLUTION: A control unit 110 of a vehicle body tilting device 30 supplies a greater amount of gas to one of a first air spring 22 disposed at a left side and a second air spring 23 disposed at a right side of a vehicle 10 than the other to extends one of the first air spring 22 and the second air spring 23 greater than the other, so that the vehicle is tilted to left or right. A control valve 40 has a double structure of a fixed sleeve 91, a control sleeve 90, and a spool 80. The control sleeve 90 is driven to move by a link lever mechanism 24 and a rotational-linear motion conversion mechanism 44. The spool 80 is driven to move by a gas pressure actuator 120 according to a set vehicle height value.

Description

  The present invention relates to a vehicle body tilting device, and more particularly to a vehicle body tilting device that tilts a vehicle body with respect to a carriage by extending or contracting an air spring provided between the carriage and the vehicle body of the vehicle.

  In a transportation system using a railroad, an air spring is provided between the carriage and the vehicle body in order to improve the riding comfort of passengers. The air springs are provided on the front and rear and left and right of each vehicle, respectively, and by supplying pressurized air from a pressurized air source to these air springs or discharging the air in the air springs to the atmosphere, Can move up and down relative to the carriage. If all of the front and rear, left and right air springs are supplied or exhausted, the vehicle body can be translated up and down. If only one of the left and right air springs is supplied with air or the other is also exhausted, the vehicle body can be inclined in the left-right direction (vehicle width direction).

  For example, level adjustment control for adjusting the height of the vehicle body to be higher or lower than a predetermined height with respect to the carriage can be performed. Further, it is possible to perform vehicle body tilt control in which the vehicle body is tilted to the inside of the curve in order to relieve excess centrifugal force generated due to the lack of canting of the rails when the vehicle is traveling on the curved portion.

  Patent Document 1 describes a vehicle height measurement device for vehicle body tilt control that can perform highly accurate vehicle height measurement during vehicle body tilt control. Here, for level adjustment control, one end of an opening / closing operation lever is connected to the tip of a shaft that rotates integrally with the opening / closing operation portion of the automatic height adjustment valve so as to be integrally rotatable. The other end of the adjusting rod is connected to the carriage via a bracket, and a vehicle height measuring encoder is provided on the shaft. If the height of the vehicle body relative to the carriage is the vehicle height, and the vehicle height changes, for example, when the vehicle height falls, the tip of the open / close operation lever is pushed up through the adjustment rod, and the automatic height adjustment valve It switches, pressurized air is supplied to an air spring, and a vehicle body raises. When the air spring is extended, the distal end side of the opening / closing operation lever is pulled downward through the adjusting rod, and the supply of pressurized air to the air spring is stopped. In this way, the floor of the vehicle body is controlled to a certain height with respect to the carriage.

  Here, when vehicle body tilt control is performed, the air communication system for level adjustment is shut off using the vehicle height measuring encoder, the pneumatic circuit system for vehicle body tilt control is started, the small-diameter air supply valve is opened, and the air Air supply to the spring is started, and then the large-diameter air supply valve is opened, thereby increasing the vehicle height. When the predetermined height is reached, the large-diameter air supply valve is closed, and then the small-diameter air supply valve is closed. When the vehicle height is lowered, the exhaust valve is opened to exhaust air from the air spring.

Japanese Patent No. 3153160

  A track with a large number of curved portions is provided with a cant on the rail. However, as the vehicle speed increases, the set cant becomes insufficient, and the vehicle body tilt control is performed. For vehicle body tilt control, as shown in Patent Document 1, a large-scale facility including a complicated mechanism and an electronic sensor is required. In order to achieve both high-speed transportation and ride comfort, high-speed railways traveling on routes with many curved parts are increasingly equipped with such vehicle body tilt control.

  By the way, as the high-speed railway network is improved, tracks with fewer curved portions are often set. In particular, the new high-speed railway line reduces the need to use complicated vehicle body tilt control, such as setting a large radius of curvature even if a curved portion is provided. In such a track, it may be sufficient to control whether or not to tilt the vehicle body by an appropriate predetermined amount. In such a case, it is excessive quality and costly to mount the conventional complex vehicle body tilt control device.

  SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body tilting device that enables a proper predetermined amount of vehicle body tilt control with a relatively simple configuration. Another object of the present invention is to provide a vehicle body tilting device that enables an appropriate predetermined amount of vehicle body tilt control without using an electric actuator. The following means contribute to at least one of the above objects.

  The vehicle body tilting apparatus according to the present invention is configured so that one of the first air spring disposed on the left side of the vehicle and the second air spring disposed on the right side between the vehicle body and the carriage of the vehicle has more gas than the other. Supply and either one of the first air spring and the second air spring is extended more than the other, and at least the first vehicle height value that is the vehicle height value on the left side of the vehicle and the second vehicle height value that is the vehicle height value on the right side of the vehicle. A vehicle body tilting device that tilts a vehicle left and right by changing either one from a standard vehicle height value to a high predetermined vehicle height value, and is connected to a spool having a small-diameter stem and a large-diameter land and a gas supply source A fixed sleeve having an air supply port, an exhaust port, and a load port connected to the first air spring, and is slidably supported by the fixed sleeve on the outer peripheral side and slidably supported by the inner peripheral side And at least the spool run And a control sleeve in the range of the load port of the fixed sleeve, the load port being movable relative to the fixed sleeve within a predetermined range of movement that is predetermined. The relative flow rate between the land of the spool and the load port of the control sleeve determines the gas flow rate supplied from the air supply port to the first air spring through the load port, or from the first air spring to the exhaust port through the load port. In the two-layer three-way valve for the first air spring, when the two-layer three-way valve for the first air spring that determines the gas flow rate discharged from the vehicle and the command value for inclining the left side of the vehicle higher than the standard vehicle height value, A gas pressure control for the first air spring of the gas pressure control type that drives the spool to move in the axial direction with respect to the fixed sleeve so that gas is supplied from the air supply port to the first air spring through the load port. The control sleeve is axially moved with respect to the spool of the two-layer three-way valve for the first air spring in accordance with the first vehicle height deviation value which is the difference between the predetermined vehicle height value of the first vehicle height value and the actual vehicle height value. For the second air spring connected to the second air spring instead of the first air spring with the same structure as the mechanical actuator for the first air spring and the two-layer three-way valve for the first air spring. The two-layer three-way valve and the gas pressure actuator for the first air spring are connected to the two-layer three-way valve for the second air spring, and the command value for tilting the right side of the vehicle higher than the standard vehicle height value A gas pressure actuator for a second air spring that moves the spool in the axial direction relative to the fixed sleeve so that gas is supplied from the air supply port to the second air spring via the load port; Same structure as mechanical actuator for spring And a mechanical actuator for the second air spring connected to the two-layer three-way valve for the second air spring.

  Further, in the vehicle body tilting apparatus according to the present invention, the sleeve is a one-way structure three-way valve, and a three-way valve arranged in parallel via a two-layer three-way valve and an on-off valve between the gas supply source and the air spring; It is preferable to include a switching unit that switches a connection destination of the air spring from a two-layer three-way valve to a three-way valve having a single-layer structure under a predetermined switching condition.

  Further, in the vehicle body tilting apparatus according to the present invention, the switching unit may connect the air spring to the two-layer three-way when the two-layer three-way valve is abnormal or when the two-layer three-way valve is not in operation control. It is preferred to switch from a valve to a three-way valve with a single layer construction.

  With the above configuration, the vehicle body tilting device uses a two-layer three-way valve provided with a control sleeve that can move relative to both the fixed sleeve and the spool, as a spool / sleeve mechanism type control valve. When the vehicle body is tilted, the spool is moved in the axial direction with respect to the fixed sleeve and the control sleeve using a gas pressure actuator. By doing in this way, a setting vehicle height value can be made into the predetermined vehicle height value which offset the standard vehicle height value in the conventional automatic height adjustment valve.

  Then, a two-layer three-way valve is connected to each of the first air spring disposed on the left side of the vehicle and the second air spring disposed on the right side. In order to tilt the vehicle body to the left or right, based on the tilt command, either one of these two two-layer three-way valves is fixed so that gas is supplied from the air supply port to the first air spring via the load port. The spool is driven to move in the axial direction with respect to the sleeve. Accordingly, at least one of the first air spring and the second air spring is supplied with more gas than the other, and at least one of the first air spring and the second air spring is extended more than the other. . Here, there is no need for an electronic control device such as an encoder for precise detection of the vehicle height value, and no special switching valve is required. In this way, it is possible to control whether or not to tilt the vehicle body by an appropriate predetermined amount with a relatively simple configuration.

  Further, a two-layer three-way valve, a gas pressure control type gas pressure actuator for driving the sleeve, and a mechanical actuator for driving the control sleeve are used. As a result, a mechanical body tilting device can be obtained without using an electric actuator.

  Further, in the vehicle body tilting device, a three-way valve having a single-layer structure is arranged in parallel with the two-layer three-way valve via an on-off valve, and the connection point of the air spring is connected to the sleeve from the two-layer three-way valve by the on-off valve opening / closing control Switch to a one-way three-way valve. Since the two-layer three-way valve has a two-layer sleeve, leakage is likely to occur. When the air spring may be in a contracted state due to a leak, the air spring can be prevented from being contracted by switching to a three-way valve having a one-layer structure. For example, when the two-layer three-way valve becomes abnormal, even when the two-layer three-way valve is not in operation-controlled state, it is possible to suppress the air spring from being contracted.

It is a figure explaining the mode of the vehicle in which the vehicle body tilting apparatus of embodiment which concerns on this invention is used. It is a detailed block diagram of the control valve used for the vehicle body tilting device of the embodiment according to the present invention. It is detail drawing regarding the air supply on-off valve and two-layer three-way valve in embodiment which concerns on this invention. It is a detailed block diagram of the rotation / straight-ahead conversion mechanism in the embodiment according to the present invention. 1 is a block diagram of a vehicle body tilting apparatus according to an embodiment of the present invention. In embodiment which concerns on this invention, it is a figure explaining the vehicle height value of the position of the right and left air spring at the time of inclination control. In embodiment which concerns on this invention, it is a detailed block diagram of the control valve used for the vehicle body inclination apparatus which performs inclination control with respect to several stepwise vehicle height value. FIG. 8 is a diagram for explaining vehicle height values at the positions of the left and right air springs during tilt control in the configuration of FIG. 7. In embodiment which concerns on this invention, it is a figure explaining the control valve of another structure. In embodiment which concerns on this invention, it is a block diagram of the vehicle body tilting apparatus of another structure. FIG. 11 is a diagram showing a parallel arrangement of a two-layer three-way valve and a three-way valve having a general structure in the configuration of FIG. 10. It is a figure which shows a flow volume characteristic about the structure of FIG.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In the following, a spool-sleeve type control valve will be described as an example of a conventional automatic height adjustment valve. However, this is merely an example, and a load port communicating with an air spring and a gas supply source are communicated. Any other structure may be used as long as the gas control valve has three ports, that is, an air supply port to be opened and an exhaust port opened to the atmosphere side. A piston / cylinder mechanism with a restoring spring will be described as the gas pressure actuator, but other gas pressure control type actuators such as a diaphragm type actuator and a bellows type actuator may be used.

  In the following description, it is assumed that pressurized air is supplied to the air spring, but the air here is not only the outside air but also a dry air or a gas in which the component ratio of nitrogen and oxygen is appropriately changed. The gas etc. which added the inert gas etc. may be sufficient.

  In the following description, the same elements are denoted by the same reference symbols in all the drawings, and redundant description is omitted. In the description in the text, the symbols described before are used as necessary.

  FIG. 1 is a diagram illustrating a configuration of a vehicle 10 in which the vehicle body tilting device 30 is used. The vehicle 10 is provided between a carriage 18 having wheels 16 and 17 rotating on rails 14 and 15 laid on a road surface 12, a vehicle body 20 used by passengers and the like, and between the carriage 18 and the vehicle body 20. Air springs 22 and 23 and link lever mechanisms 24 and 25 provided between the carriage 18 and the vehicle body 20 are included. For each vehicle, air springs and corresponding link lever mechanisms are provided on the front, rear, left and right, respectively, but in FIG. 1, only the two left and right air springs 22 and 23 and the link lever mechanisms 24 and 25 are shown. Has been. Here, each element which comprises the vehicle body tilting apparatus 30 is demonstrated easily, and the specific detailed structure shall be explained in full detail in FIG.

  In FIG. 1, the road surface 12 is inclined, and the heights of the left and right rails 14 and 15 are different. This difference is for tilting the vehicle body 20 so that passengers in the vehicle body 20 do not feel centrifugal force when the rail 10 is laid in a curved line and the vehicle 10 travels while curving. The difference in height between the rail 14 inside the curve and the rail 15 outside the curve is called a cant amount. Since the cant amount is set in conformity with the set speed of the vehicle traveling along the curved portion, an excess centrifugal force is generated in the case of the vehicle 10 that travels at a speed higher than the set speed.

  In order to prevent the passenger in the vehicle body 20 from feeling the excess centrifugal force, the vehicle body 20 may be inclined toward the inside of the curve with respect to the carriage 18 in addition to the cant amount attached to the rail. . Inclining the vehicle body 20 with respect to the carriage 18 in this way is vehicle body inclination control. In the example of FIG. 1, a state in which the vehicle body 20 is inclined with respect to the carriage 18 is shown.

  The link lever mechanisms 24, 25 are a carriage side arm that is supported at one end so as to be rotatable with respect to the carriage 18, a lever that is a vehicle body side arm that is supported at the other end so as to be rotatable relative to the vehicle body 20, When the height position of the vehicle body 20 with respect to the carriage 18 changes, the link shape of the link lever mechanisms 24, 25 changes when the other end of the arm and one end of the vehicle body side arm are pivotally connected to each other. The shape change is uniquely determined by the height of the vehicle body 20 with respect to the carriage 18. Therefore, for example, a predetermined inclination angle of the vehicle body side arm with respect to the reference plane of the vehicle body 20 can be used as a height corresponding value corresponding to the height of the vehicle body with respect to the carriage. In that sense, the link lever mechanisms 24 and 25 are vehicle height detectors that can provide height-corresponding values as vehicle height values.

  The vehicle body tilting device 30 includes individual tilting portions 112 and 113 provided corresponding to the air springs 22 and 23 and a control unit 110 that controls the plurality of individual tilting portions 112 and 113 in an integrated manner. Assuming that the other side of the page is the traveling direction of the vehicle 10 in FIG. 1, the individual inclined portion 112 is a left inclined portion provided on the left side of the vehicle 10, and the individual inclined portion 113 is a right inclined provided on the right side of the vehicle 10. Part. The individual inclined portion 112 that is the left inclined portion and the individual inclined portion 113 that is the right inclined portion are symmetrical with respect to the central axis along the traveling direction of the vehicle. When discriminating between left and right, for example, “first” is given to each element constituting the individual slope part 112 that is the left slope part, and “second” is given to each element that constitutes the individual slope part 113 that is the right slope part. Can be attached. In such a distinction, the air spring 22 can be called a first air spring, and the air spring 23 can be called a second air spring. In the following, the description will be continued with the individual inclined portion 112 as a representative unless otherwise specified.

  The individual inclined portion 112 is a device that can drive the control valve 40 to sufficiently supply and exhaust air to the air spring 22. The set vehicle height value includes a standard vehicle height value and a predetermined vehicle height value that is higher than the standard vehicle height value.

The control valve 40 is provided with an air supply port connection portion, an exhaust port opening portion, and a load port connection portion. Gas source of FIG. 1 32 is connected to the air supply port connections of the control valve 40, a gas source that supplies pressurized air supply pressure P _S. Exhaust is performed by opening the exhaust port opening of the control valve 40 to the atmosphere side.

  The control valve 40 has a spool-sleeve mechanism and includes a two-layer three-way valve 78 having an air supply port, an exhaust port, and a load port. Here, the sleeve is divided into two layers, and is divided into a control sleeve 90 and a fixed sleeve 91. The fixed sleeve 91 is a casing of a spool / sleeve mechanism and corresponds to a sleeve of a general spool / sleeve mechanism. The control sleeve 90 is a member that is slidably supported by the fixed sleeve 91 on the outer peripheral side and slidably supports the spool 80 on the inner peripheral side.

  The spool 80 is moved and driven by a gas pressure control type gas pressure actuator, and the control sleeve 90 is moved and driven by the link lever mechanism 24 via the mechanical rotation / straight-ahead conversion mechanism 44.

  The control valve path 42 is a load path that connects the load port connection portion of the control valve 40 and the air spring 22. The air spring 22 can be supplied with pressurized air from the control valve 40 through the control valve path 42, and is also released from the air spring 22 to the atmosphere through the control valve 40 and exhausted. be able to.

  Next, the detailed structure of the control valve 40 will be described with reference to FIGS. The control valve 40 broadly includes an air supply opening / closing valve 60, a two-layer three-way valve 78, a rotation / straight-ahead conversion mechanism 44 corresponding to a mechanical actuator, and a gas pressure actuator 120. 2 is a structural view of the entire control valve 40, FIG. 3 is a detailed view of the air supply on / off valve 60 and the two-layer three-way valve 78, and FIG. 4 is a detailed view of the rotation / straight-ahead conversion mechanism 44. In these figures, orthogonal XYZ axes are shown. The X direction is the moving direction of the spool 80 and the control sleeve 90.

  The control valve 40 has three gas flow ports, an air supply port connection portion 52, an exhaust port opening portion 54, and a load port connection portion 41, and a spool drive control port 128. These are attached to the housing of the control valve 40. The housing of the control valve 40 is assembled by connecting the housings of the respective components because the control valve 40 combines a plurality of components. Here, the housing of the two-layer three-way valve 78 is used. The fixed sleeve 91, which is a body, is representatively referred to as a casing of the control valve 40.

The air supply port connection part 52 is a connection port for supplying pressurized air of the supply pressure P _S from the gas supply source 32 to the air supply on / off valve 60. The exhaust port opening 54 is an open end that is connected to the exhaust port of the two-layer three-way valve 78 and opens to the atmosphere. Here E _X denotes the exhaust. The load port connection portion 41 is a connection port for connecting the load port of the two-layer three-way valve 78 and the air spring 22. An appropriate filter may be provided in the air supply port connection portion 52 and the load port connection portion 41. Further, an appropriate silencer may be provided in the exhaust port opening 54.

  The spool drive control port 128 is a gas port for supplying a gas having a predetermined gas pressure to a gas pressure control type gas pressure actuator.

  FIG. 3 is a cross-sectional view showing details regarding the air supply opening / closing valve 60 and the two-layer three-way valve 78. The air supply on / off valve 60 corresponds to an air supply port in the two-layer three-way valve 78 and is connected to the gas supply source 32. The air supply on / off valve 60 is closed by the movement in the + X direction of the control sleeve 90 of the two-layer three-way valve 78 and is opened by the movement in the −X direction. Alternatively, it opens when the spool 80 of the two-layer three-way valve 78 moves in the + X direction, and closes when the spool 80 moves in the -X direction. FIG. 3 shows a state where the two-layer three-way valve 78 is in a neutral state.

  The air supply on / off valve 60 includes an on / off valve main body 61 that constitutes a part of the housing of the control valve 40 and a valve body mechanism 64 that is disposed so as to be housed in the internal space 62 thereof. The on-off valve body 61 is a cylindrical member that has one end connected to the air inlet connection portion 52 and the other end connected to the on-off valve end of a fixed sleeve 91 that is a part of the casing of the two-layer three-way valve 78. is there. An annular protrusion 63 is provided on one end side of the on-off valve body 61.

  The valve body mechanism 64 is a bi-directional valve body with a spring which has a disk on both sides and a coil spring 70 having a weak spring constant is attached between the disks. Specifically, the valve body mechanism 64 includes an air supply side valve body 66 that is a disk on the air supply port connection portion 52 side, an on-off valve body 68 that is a disk on the two-layer three-way valve 78 side, A coil spring 70 as an urging means for connecting the air side valve body 66 and the on-off valve body 68 is included. The coil spring 70 applies an urging force to the supply side valve body 66 and the on-off valve body 68 in a direction in which they are separated from each other.

  The air supply side valve element 66 has a check valve function for preventing a backflow when the internal pressure of the on-off valve body 61 becomes higher than the supply pressure, and is provided on one end side of the on-off valve body 61. It is a disk which has the external shape of the magnitude | size which plugs up the opening part enclosed by the annular | circular shaped protrusion part 63 by which it is made. In order to ensure airtightness as a check valve, the supply side valve body 66 is provided with an O-ring or a rubber plate.

  In the neutral state, the on-off valve body 68 has a circular shape with a size that closes the on-off valve side opening, which is an opening surrounded by an annular protrusion 98 provided on the on-off valve end side of the control sleeve 90. It is a board. The on-off valve body 68 is biased toward the other end of the on-off valve body 61 by the coil spring 70, so that the on-off valve body 68 is in the neutral state of the control sleeve 90. It is pressed against the protruding portion 98 on the side. In order to ensure airtightness by pressing, the on-off valve body 68 is provided with an O-ring or a rubber plate. In FIG. 3, the vicinity 65 on the open / close valve end side is shown surrounded by a broken line.

  When the spool 80 and the control sleeve 90 are in the neutral state, the annular protrusion 88 provided on the open / close valve end side of the spool 80 is exactly the same as the annular protrusion 98 of the control sleeve 90 in the X direction. Therefore, in the neutral state, the on-off valve body 68 is simultaneously pressed against the protrusion 88 on the on-off valve end side of the spool 80. Thus, in the neutral state, the opening portion surrounded by the protrusion 98 on the opening / closing valve end side of the control sleeve 90 and the opening portion surrounded by the protrusion 88 on the opening / closing valve end side of the spool 80 are both closed. Can be removed. The surface 69 of the on-off valve body 68 on the two-layer three-way valve 78 side, the tip end portion of the projecting portion 98 of the control sleeve 90, and the tip end portion of the projecting portion 88 of the spool 80 are adapted to be in airtight contact with each other. The In order to ensure airtightness, the on-off valve body 68 is provided with an O-ring or a rubber plate.

  The spool 80 of the two-layer three-way valve 78 has an + X direction end, which is one end side in the axial direction, as an opening / closing valve end side, an exhaust opening 82 on the opening / closing valve end side, and extends along the axial direction. This shaft member has a thin shaft stem portion provided with a central hole 84 whose end communicates with the exhaust port opening portion 54 and a central land portion 86 having an outer diameter larger than that of the stem portion. The exhaust opening 82 is an opening surrounded by the annular protrusion 88.

  The control sleeve 90 is a member that is slidably supported by the fixed sleeve 91 on the outer peripheral side and slidably supports the spool 80 on the inner peripheral side. The control sleeve 90 has an opening / closing valve side opening having an inner diameter larger than the outer diameter of the opening / closing valve end side of the spool 80 on the opening / closing valve end side, with the + X direction end being one end side in the axial direction as the opening / closing valve end side. And a guide hole for supporting the spool 80 slidably in the axial direction. The on-off valve side opening is an opening surrounded by an annular protrusion 98 on the on-off valve end side. FIG. 3 shows a gap space 100 between the outer diameter of the spool 80 on the opening / closing valve end side and the inner diameter of the opening / closing valve side opening of the control sleeve 90.

  The control sleeve 90 has three openings along the axial direction, one of which is the load port 50. As described above, in the combination of the air supply on / off valve 60 and the two-layer three-way valve 78, the pressurized air is supplied from the gas supply source 32 in the control sleeve 90 from the air supply on / off valve 60 side. In this sense, the gap space 100 in the vicinity 65 on the opening / closing valve end side corresponds to the air supply port. Further, the air is exhausted from the air spring 22 to the atmosphere in the control sleeve 90 through the center hole 84 of the spool 80. In this sense, the gap space 100 in the vicinity 65 on the opening / closing valve end side also corresponds to the exhaust port.

  Therefore, the control sleeve 90 having the configuration shown in FIG. 3 has three openings along the axial direction on the outer periphery, one of which is the load port 50. In the neutral state, the load port 50 and the position of the central land portion 86 of the spool 80 coincide with each other, and the load port 50 is closed by the central land portion 86. The other two openings 92 and 94 communicate with each other by a communication path 96. The two openings 92 and 94 supply pressurized air to the load port 50 connected to the air spring 22 by the cooperation of the spool 80, the control sleeve 90 and the air supply on / off valve 60, or from the load port 50. Used to switch between exhausting to the atmosphere.

  Returning to FIG. 2 again, the control sleeve 90 is connected to the link lever mechanism 24 via the rotation / straight-ahead conversion mechanism 44 at the end in the −X direction. FIG. 4 is an enlarged perspective view of the portion. Here, with respect to the link lever mechanism 24, a cart side arm 26, a lever 28 which is a vehicle body side arm, and a rotary connecting portion 27 which connects these to each other in a rotatable manner are shown.

  The rotation / straight-ahead conversion mechanism 44 converts the rotational movement of the lever 28 accompanying the change in shape formed by the carriage side arm 26 and the lever 28 as the vehicle body side arm into the straight movement of the control sleeve 90 according to the vehicle height value. Has a function to convert. As a result, the control sleeve 90 is driven to move in the axial direction in accordance with the vehicle height value. In that sense, the link lever mechanism 24 and the rotation / linear advance conversion mechanism 44 correspond to a mechanical actuator that moves and drives the control sleeve 90.

  The rotation / linear conversion mechanism 44 includes a rotating body 162 in which a central shaft 161 is rotatably held by a case 160 fixed to the casing of the control valve 40, and an eccentricity arranged eccentrically from the central shaft 161 of the rotating body 162. A pin 164 and a guide groove 168 provided in the guide plate 166 connected to the −X direction end of the control sleeve 90 are included.

  Here, one end of the lever 28 is attached to the central axis 161 of the rotating body 162. Further, since the guide plate 166 is integral with the control sleeve 90, the guide plate 166 can move only in the X direction. The guide groove 168 is a groove provided along the Z direction and has a groove width for receiving the eccentric pin 164.

  Returning again to FIG. 2, the spool shaft 118 is a portion in which the spool 80 extends in the −X direction beyond the region of the two-layer three-way valve 78 and protrudes. The gas pressure actuator 120 attached to the spool shaft 118 is a gas pressure control type piston / cylinder mechanism that drives the spool 80 to move in the axial direction.

  The pneumatic actuator 120 includes a cylinder 124, a piston 126 that slides on the inner wall of the cylinder 124, and a restoring spring 122 that biases the piston 126 in the −X direction. The internal space of the cylinder 124 is divided into two spaces by the piston 126, but a restoring spring 122 is provided in the + X side space, and a gas having a predetermined gas pressure is supplied from the spool drive control port 128 to the -X side space. Is done.

  There are two types of predetermined gas pressures supplied from the spool drive control port 128. One is a low-pressure gas pressure that cannot resist the restoring force of the restoring spring 122, for example, atmospheric pressure. When a gas having a low pressure gas pressure is supplied, the piston 126 moves to the −X side by the restoring force of the restoring spring 122 and is pressed to the −X side of the cylinder 124. This position is the home position of the gas pressure actuator. At this time, the spool 80 takes a neutral position with respect to the control sleeve 90. Another predetermined gas pressure is a high-pressure gas pressure that can resist the restoring force of the restoring spring 122 in the −X direction, for example, a supply gas pressure higher than the atmospheric pressure. When a gas having a high gas pressure is supplied, the piston 126 is moved to the + X side of the cylinder 124, the restoring spring 122 is compressed, hits the stopper, and stops there. As a result, the spool 80 can be moved from the neutral position to the + X side with respect to the control sleeve 90. Here, the low pressure gas pressure can be set to atmospheric pressure, and the high pressure gas pressure can be set to a supply gas pressure higher than the atmospheric pressure.

  As described above, the gas pressure actuator 120 switches the predetermined gas pressure supplied from the spool drive control port 128 between the low pressure and the high pressure, thereby holding the spool 80 in the neutral position or moving from the neutral position to the + X side. It can be either moved.

The amount of movement of the spool 80 in the axial direction can be determined by the stroke length in which the piston 126 can move in the gas pressure actuator 120. In other words, the length along the axial direction of the inner wall surface of the cylinder 124, the thickness along the axial direction of the piston 126, and the height of the stopper can be set. A predetermined vehicle height value h _{H to} be described later is determined by the amount of movement of the spool 80 in the axial direction, that is, the stroke of the piston 126 that can move in the gas pressure actuator 120.

  In order to generate two types of gas pressure supplied to the gas pressure actuator 120, a three-way valve having a supply port for supplying a gas having a high supply gas pressure, an exhaust port opened to atmospheric pressure, and one output port Can be used.

  FIG. 5 is a block diagram of the vehicle body tilting device 30 configured as described above. Here, control for extending one of the two air springs 22 and 23 more than the other in order to tilt the vehicle body 20 left and right will be described. The first air spring 22 and the second air spring 23 are used as the first air spring 22 and the second air spring 23, respectively, and the vehicle height values that are the height between the carriage and the vehicle body are referred to as the first vehicle height value and the second vehicle height value, respectively.

  Here, the vehicle height value, which is the height between the carriage 18 and the vehicle body 20, which is changed by the air spring 22, is returned to the air spring 22 via the link lever mechanism 24, the rotation / straight-forward conversion mechanism 44, and the two-layer three-way valve 78. The returning feedback loop is a height maintaining control loop for maintaining the vehicle height value at a predetermined value. This feedback loop corresponds to a conventional level adjustment control loop using a link lever mechanism. Therefore, this height maintenance control is referred to as level adjustment control using conventional terms.

In the level adjustment control, when the actual vehicle height value h deviates from a predetermined vehicle height value h _S and a vehicle height deviation value Δh occurs, the relative positional relationship of the control sleeve 90 with respect to the spool 80 changes, and the air spring 22 On the other hand, supply of pressurized air or exhaust to the atmosphere from the air spring 22 is performed at a magnitude of Q ₁ , and the vehicle body 20 is raised or lowered in a direction to make Δh zero.

The set vehicle height value h _S can be set by the position of the spool 80 with respect to the control sleeve 90. The set vehicle height value h _S in the level adjustment control is a standard vehicle height value h ₀ determined in advance by the structure setting of the vehicle body tilting device 30. The set vehicle height value h _S in the tilt control is set by a command from the control unit 110. When the vehicle 10 travels on a straight track having no curved portion, the set vehicle height value h _S remains the standard vehicle height value h ₀ . When the vehicle 10 travels on a curved portion and the excess centrifugal force becomes equal to or greater than a predetermined value, the tilt command value is output from the control unit 110 to the tilt command unit 200.

  This is schematically shown in FIG. Among the three diagrams shown in FIG. 6, the center diagram is a diagram for explaining the situation when the vehicle is running normally, and the left and right diagrams are the situations when the vehicle receives excessive centrifugal force. FIG. In each figure, the vertical axis represents the vehicle height value, and the horizontal axis represents the position of the air spring 22 and the position of the air spring 23. That is, in each figure, the vehicle height value of the air spring 22 and the vehicle height value of the air spring 23 are shown side by side.

As shown in the center diagram of FIG. 6, when the vehicle is traveling normally, the vehicle height value at the position of the air spring 22 and the vehicle height value at the position of the air spring 23 are both h ₀ . Assuming that this is the standard, the diagram on the right side is a diagram showing the situation when the right side of the vehicle is raised in order to cancel out the excess centrifugal force. In FIG. 6, this is shown as R-UP. At this time, the set vehicle height value h _S = h _H is output as the tilt command value for the position of the air spring 23, but the tilt command value is not output for the position of the air spring 22. Therefore, the vehicle height value at the position of the air spring 23 is h _H , but the vehicle height value at the position of the air spring 22 remains h ₀ .

The diagram on the left side of FIG. 6 is a diagram showing a situation when the left side of the vehicle is raised in order to cancel the excess centrifugal force. In FIG. 6, this is shown as L-UP. At this time, the set vehicle height value h _S = h _H is output for the position of the air spring 22, but the tilt command value is not output for the position of the air spring 23. Therefore, the vehicle height value at the position of the air spring 22 is h _H , but the vehicle height value at the position of the air spring 23 remains h ₀ . Thus, in the tilt control, the set vehicle height value h _S = h _H is output only to either the air spring 22 or the air spring 23. The set vehicle height value h _S = h _H is not output to both of the two air springs 22 and 23 at the same time.

  There are cases where it is desired to make the vehicle body tilt a little finer than tilting either the right side or the left side of the vehicle body 20. FIG. 7 is a diagram showing a structure applicable to such a case. 7 is provided with a displacement sensor 140 for detecting the displacement of the piston 126 of the gas pressure actuator 120 in the control valve 40 of FIG. This control valve 40 is for the air spring 22, and the same control valve 40 is used for the air spring 23.

When the control valve 40 having this configuration is used, the control unit 110 outputs a value between the standard vehicle height value h ₀ and the predetermined vehicle height value h _H that is the maximum vehicle height value as the set vehicle height value to the tilt command unit 200. To do.

  In FIG. 7, a displacement sensor 140 is a differential transformer displacement meter having a soft magnetic position probe provided at the tip of the piston 126 and a transformer winding provided in a fixed sleeve 91 which is a housing of the control valve 40. is there. Here, when the piston 126 moves in the axial direction, the position probe moves together therewith. The transformer winding includes an excitation coil and a detection coil, and the detection coil outputs a displacement signal corresponding to a change in the position of the position probe in the axial direction. As the displacement sensor 140, a magnetic displacement sensor, an optical displacement sensor, or the like may be used. The displacement sensor port 142 is a terminal that supplies an excitation signal to the transformer winding and extracts a detection signal.

  The tilt command unit 200 has a variable control valve 144 connected to the spool drive control port 128. The tilt command unit 200 in FIG. 5 is a three-way valve or the like whose output is either a high-pressure gas pressure output or a low-pressure gas pressure output. The variable control valve 144 here has a predetermined vehicle height value. On the other hand, the position of the spool 80 can be continuously controlled.

As the control circuit 146 of the variable control valve 144, a circuit that outputs a signal for driving the variable control valve 144 so as to output a gas pressure corresponding to the set vehicle height value h _S from the control unit 110 is used. The control circuit 146 feeds back the output of the displacement sensor port 142 indicating the displacement of the piston 126 actually moved by the signal for driving the variable control valve 144. As a result, the piston 126 drives the spool 80 as the gas pressure actuator 120 so that the vehicle height value corresponding to the position of the air spring 22 becomes the set vehicle height value h _S.

Similarly, the control valve 40 for the air spring 23 is also provided with a displacement sensor 140 and a displacement sensor port 142, and the inclination command part 200 is provided independently of the control valve 40 corresponding to the air spring 22. Accordingly, the air spring 22 and air spring 23, a vehicle height value between the standard vehicle height value h ₀ and a predetermined vehicle height h _H, can be set independently of each other.

  FIG. 8 is a diagram corresponding to FIG. 6 and is a diagram for explaining vehicle height values at the positions of the left and right air springs 22 and 23 in the configuration of FIG. Of the three diagrams shown in FIG. 8, the center diagram is the same as the center diagram of FIG. 6 and is when the vehicle is running normally. FIG. The meanings of the vertical and horizontal axes in each figure are the same as those in FIG.

The center diagram of FIG. 8 is when the vehicle is traveling normally, and the vehicle height value at the position of the air spring 22 and the vehicle height value at the position of the air spring 23 are both h ₀ . The diagram on the right side is a diagram showing a situation when the right side of the vehicle is raised in order to cancel the excess centrifugal force. Here, the standard vehicle height value h ₀ and the predetermined vehicle height value h _H are equally divided into four, h ₁ , h ₂ , h ₃ , and h ₄ .

  In this way, by using the variable control valve 144, the vehicle height value can be changed in stages, and the vehicle body can be finely inclined even on a route having a slightly curved portion.

  In the above, the structure which combined the air supply on-off valve 60 and the two-layer three-way valve 78 as the control valve 40 was demonstrated. Here, the control sleeve 90 of the two-layer three-way valve 78 has three openings along the axial direction on the outer periphery, one of which is a load port, while the other two are air supply ports or exhaust ports. It is not a configuration. In addition to this, use a general spool / sleeve type three-way valve that has three lands on the spool, and an air supply port, load port, and exhaust port are arranged along the axial direction on the outer periphery of the control sleeve. Can do.

  FIG. 9 is a diagram illustrating the basic configuration as an example of such a control valve 180. The two-layer three-way valve 181 used here includes a fixed sleeve 182, a control sleeve 184, and a spool 186. The spool 186 can be driven in the axial direction by the gas pressure actuator 120, and the control sleeve 184 can be driven in the axial direction by the link lever mechanism 24 and the rotation / linear advance conversion mechanism 44. The spool 186 is provided with three land portions spaced apart from each other in the axial direction on the stem. In the control sleeve 184, the air supply port 188, the load port 190, and the exhaust port 192 are sequentially arranged along the axial direction on the outer periphery corresponding to the arrangement of the three land portions.

  In the neutral state, the position of the load port 190 coincides with the position of the center land portion of the spool 186, and the center land closes the load port 190. The air supply port 188 and the exhaust port 192 are arranged in accordance with the positions of the stems before and after the central land portion. The fixed sleeve 182 is provided with an air supply port, a load port, and an exhaust port corresponding to the air supply port 188, the load port 190, and the exhaust port 192 of the control sleeve 184, respectively. The control sleeve 184 can move in the axial direction with respect to the fixed sleeve 182 within a predetermined movement range. In the movement range, the air supply port 188 is within the range of the air supply port, and the load port 190 is within the range of the load port. The exhaust port 192 is within the range of the exhaust port.

  The control valve 180 using the three-way valve 181 having the configuration shown in FIG. 9 can also adopt the configuration shown in the block diagram described in FIG. 9 is largely different from the configuration of FIGS. 2 and 3 in that the air supply port 188, the load port 190, and the exhaust port 192 are connected to the outer periphery of the control sleeve 184 without using the air supply on / off valve 60. It is provided in. This eliminates the need for an O-ring, a rubber plate, or the like necessary for adhesion between the air supply on / off valve 60 and the two-layer three-way valve 78, and is expected to improve the reliability accordingly. In addition, it is easy to increase the exhaust capacity as compared with the configuration of FIGS. 2 and 3 in which the exhaust port is provided in the spool along the axial direction.

  In the above description, it is assumed that the movement of the control sleeve 90 is performed by the link lever mechanism 24 whose shape changes depending on the vehicle height value, and the movement of the spool 80 is performed by the gas pressure actuator 120. The set vehicle height value can be changed by setting a relative position offset between the neutral position of the spool 80 and the control sleeve 90. Accordingly, the movement of the spool may be driven by a link lever mechanism whose shape changes depending on the vehicle height value, and the movement of the control sleeve may be driven by a control sleeve actuator of a gas pressure control type.

  The two-layer three-way valve 78 is expected to have more gas internal leak and external leak than the conventional spool / sleeve type three-way valve, since the sleeve has a two-layer structure. When the level adjustment control or the tilt control is executed, the vehicle height value is fed back every moment, so that the control is normally performed even if there is an internal leak or an external leak. When the two-layer three-way valve 78 is in a failure state in which feedback is not normally performed in level adjustment and tilt control, or the vehicle 10 equipped with the two-layer three-way valve 78 finishes operation and enters a garage entering a garage. When the control is not performed, gas may leak from the air springs 22 and 23 due to an internal leak or an external leak, resulting in a reduced state.

  In order to suppress such a state, it is preferable to arrange a normal three-way valve having a single-layer structure in parallel with the two-layer three-way valve 78. FIG. 10 is a block diagram corresponding to FIG. 5 and showing a portion related to the first air spring 22. Of course, the same application is also possible for the second air spring 23. Here, a normal three-way valve 220 is used, and its spool is connected to the link lever mechanism 24 so as to be driven by the rotation / straight-forward mechanism 222, and this is arranged in parallel with the two-layer three-way valve 78 to form a vehicle body tilting device. The configuration is shown.

  In FIG. 10, the three-way valve 220 may correspond to a height adjustment valve used in the prior art.

  The on / off valves 224, 226, and 228 are controlled to open / close under the control of a switching unit (not shown), and the two-layer three-way valve 78 and the three-way valve 220 are selectively used. That is, in the vehicle 10 in which the two-layer three-way valve 78 is mounted, in the normal case where level adjustment control or tilt control is executed, the on-off valve 224 is closed and the on-off valves 226, 228 are opened. When the two-layer three-way valve 78 is abnormal, or when the vehicle 10 on which the two-layer three-way valve 78 is mounted is in the storage state and the operation control is not performed, the on-off valves 226 and 228 are closed, and the on-off valve 224 is opened. With this configuration, even when the two-layer three-way valve 78 is abnormal or when the vehicle 10 on which the two-layer three-way valve 78 is mounted is in the storage state, the air spring 22 is prevented from being completely contracted. it can.

  FIG. 11 is a diagram showing a specific parallel arrangement of the two-layer three-way valve 78 and the three-way valve 220. Here, a link lever mechanism 24 having two levers connected to each of the two-layer three-way valve 78 and the three-way valve 220 is shown. The two levers are integrated and move in the same way. Instead of this, the link lever mechanism 24 having one lever may simultaneously drive the spool 80 of the two-layer three-way valve 78 and the spool of the three-way valve 220 with the one lever. The on-off valves 224 and 226 are connected in series, and the connection point is connected to the first air spring 22. The on-off valve 228 is provided between the supply port of the two-layer three-way valve 78 and the gas supply source 32.

In FIG. 11, the two-layer three-way valve 181 in the control valve 180 having the structure described in FIG. 9 is shown as the two-layer three-way valve. The two-layer three-way valve 181 in the control valve 180 can have a larger exhaust capacity than the two-layer three-way valve 78 having the air supply on / off valve 60 having the structure shown in FIGS. FIG. 12 is a diagram showing a flow rate characteristic when the two-layer three-way valve 181 in the control valve 180 is used as a two-layer three-way valve. The vertical axis represents the flow rate Q ₁ flowing through the first air spring 22, and the horizontal axis represents the rotation angle of the lever of the link lever mechanism 24. As shown in FIG. 11, when the absolute value of the rotation angle of the lever is compared, the flow rate on the exhaust side can be made larger than the flow rate on the supply side. Of course, when there is no special specification for the exhaust capacity, a two-layer three-way valve 78 having an air supply on / off valve 60 may be used as the two-layer three-way valve.

  The vehicle body tilting device according to the present invention is used in a vehicle that tilts the vehicle body relative to the carriage by extending or contracting an air spring provided between the carriage and the vehicle body.

  10 vehicles, 12 road surfaces, 14, 15 rails, 16, 17 wheels, 18 carts, 20 vehicle bodies, 22 (first) air springs, 23 (second) air springs, 24, 25 link lever mechanisms, 26 cart side arms, 27 Rotation connection part, 28 Lever, 30 Car body tilting device, 32 Gas supply source, 40,180 Control valve, 41 Load port connection part, 42 Control valve path, 44, 222 Rotation / straight-ahead conversion mechanism, 50, 190 Load port, 52 Supply port connection part, 54 Exhaust port opening part, 60 Supply air on / off valve, 61 Open / close valve body, 62 Internal space, 63, 88, 98 Protruding part, 64 Valve body mechanism, 65 (On the open / close valve end side) , 66 Supply valve body, 68 Open / close valve body, 69 Surface, 70 Coil spring, 78, 180 Two-layer three-way valve, 80, 186 Spool, 82 Exhaust opening, 84 Center hole, 86 Medium Land part, 90, 184 Control sleeve, 91, 182 Fixed sleeve, 92, 94 Opening part, 96 Communication path, 100 Clearance space, 110 Control part, 112, 113 Individual inclined part, 118 Spool shaft, 120, 121 Gas pressure actuator , 122 restoring spring, 124 cylinder, 126 piston, 128 spool drive control port, 140 displacement sensor, 142 displacement sensor port, 144 variable control valve, 146 (variable control valve) control circuit, 160 case, 161 central axis, 162 rotation Body, 164 eccentric pin, 166 guide plate, 168 guide groove, 220 three-way valve, 188 air supply port, 192 exhaust port, 200 tilt command section, 224, 226, 228 open / close valve.

Claims (3)

The first air spring and the first air spring are supplied by supplying more gas to one of the first air spring disposed on the left side of the vehicle and the second air spring disposed on the right side of the vehicle between the vehicle body and the carriage. Either one of the two air springs is extended more than the other, and at least one of the first vehicle height value that is the vehicle height value on the left side of the vehicle and the second vehicle height value that is the vehicle height value on the right side is higher than the standard vehicle height value. A vehicle body tilting device that changes the vehicle height to a predetermined value and tilts the vehicle left and right,
A spool having a small diameter stem and a large diameter land;
A fixed sleeve having an air supply port connected to the gas supply source, an exhaust port, and a load port connected to the first air spring;
The outer peripheral side is slidably supported by the fixed sleeve, the inner peripheral side is slidably supported, has a load port corresponding to at least the spool land, and has a predetermined moving range with respect to the fixed sleeve. A control sleeve that is relatively movable and has a load port in a range of a load port of the fixed sleeve in a predetermined movement range;
The flow rate of gas supplied from the air supply port to the first air spring via the load port is determined by the relative positional relationship between the land of the spool and the load port of the control sleeve, or the load port is determined from the first air spring. A two-layer three-way valve for the first air spring in which the gas flow rate discharged from the exhaust port is determined;
When the command value for inclining the left side of the vehicle higher than the standard vehicle height value is used, gas is supplied from the air supply port to the first air spring through the load port in the two-layer three-way valve for the first air spring. A gas pressure actuator for the first air spring of the gas pressure control type that drives the spool to move in the axial direction with respect to the fixed sleeve;
The control sleeve is driven to move in the axial direction with respect to the spool of the two-layer three-way valve for the first air spring according to the first vehicle height deviation value that is the difference between the predetermined vehicle height value of the first vehicle height value and the actual vehicle height value. A mechanical actuator for the first air spring;
A two-layer three-way valve for the second air spring having the same structure as the two-layer three-way valve for the first air spring and connected to the second air spring instead of the first air spring;
The same structure as the gas pressure actuator for the first air spring, connected to the two-layer three-way valve for the second air spring, and at the command value for inclining the right side of the vehicle higher than the standard vehicle height value, A gas pressure actuator for a second air spring that drives the spool to move in the axial direction with respect to the fixed sleeve so that gas is supplied to the second air spring through the load port;
A mechanical actuator for the second air spring having the same structure as the mechanical actuator for the first air spring and connected to a two-layer three-way valve for the second air spring;
A vehicle body tilting device comprising: The vehicle body tilting device according to claim 1,
A three-way valve having a single layer structure, and a three-way valve disposed in parallel between the gas supply source and the air spring via a two-layer three-way valve and an on-off valve;
Under a predetermined switching condition, a switching unit that switches the connection destination of the air spring from a two-layer three-way valve to a three-way valve having a single-layer structure;
A vehicle body tilting device comprising: The vehicle body tilting device according to claim 2,
The switching part
When the two-layer three-way valve is abnormal or when the two-layer three-way valve is not controlled, the connection destination of the air spring is switched from the two-layer three-way valve to the one-layer structure three-way valve. Car body tilting device.

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