JP2015020445A - Railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle of which a travel resistance during deceleration can be increased.SOLUTION: When a vehicle is placed in a predetermined deceleration state, height control mechanisms 14, 24 are actuated, whereby air is fed to a first air spring 13 which is positioned on a leading first carriage 10 disposed in a rail direction of vehicle bodies 4, 6, or air in a second air spring 23, which is positioned on a second carriage 20 disposed in the rear of the first carriage 10 is discharged. As a result, the state that the vehicle bodies 4, 6 are inclined forwards is suppressed or the vehicle bodies are inclined backwards, whereby a frontal projected area is enlarged and an air resistance during deceleration can be increased. Further, an adhesive force between wheels 12, 22 and rails can be also secured, whereby a travel resistance during deceleration can be increased.

Description

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle that can increase running resistance during deceleration.

  In a railway vehicle in which the vehicle body is supported by a plurality of carriages via an air spring, the height of the air spring is mechanically transmitted to the height adjustment valve by a link mechanism including a lever and a connecting rod, and the height adjustment valve is opened and closed. As a result, the height of the air spring and the internal pressure are adjusted. In the conventional railway vehicle disclosed in Patent Document 1, the heights of the air springs of the plurality of carriages are adjusted according to the acceleration / deceleration of the vehicles, and the vehicle body load applied to the carriages is equalized. As a result, it is possible to prevent the wheels from idling or sliding, so that the adhesive force between the wheels and the rail can be ensured, and the operation as expected can be performed even during deceleration.

JP 2005-14785 A

  However, it is desirable to further increase the running resistance in addition to the adhesive force secured by the technique disclosed in Patent Document 1 in order to enable the expected operation even when the deceleration is large as in emergency braking. .

  The present invention has been made to meet the above-described demand, and an object of the present invention is to provide a railway vehicle capable of increasing running resistance during deceleration.

Means for Solving the Problems and Effects of the Invention

  In order to achieve this object, according to the railway vehicle of claim 1, a plurality of carriages are arranged in the rail direction, the vehicle body is supported by the air springs arranged on the carriages, and the air of the air spring is supported by the height adjusting mechanism. Is adjusted to adjust the height of the vehicle body. The traveling state of the vehicle is acquired by the traveling state acquisition unit, and it is determined by the deceleration state determination unit whether the vehicle is in a predetermined deceleration state. As a result of the determination, when the vehicle is in a predetermined deceleration state, the height adjustment mechanism is actuated by the projection area expanding means, and the air arranged in the head carriage among the plurality of carriages arranged in the rail direction of the vehicle body The air is supplied to the spring, or the air of the air spring disposed in another cart located behind the cart is exhausted.

  When the deceleration is large, the vehicle body is tilted forward by the inertial force. The projected area expanding means can suppress the vehicle body from being tilted forward or the vehicle body can be tilted rearward. . As a result, the front projection area can be enlarged as compared with the case where the projection area enlargement means is not provided. Since the air resistance is proportional to the front projection area, the air resistance during deceleration can be increased by increasing the front projection area. By moving the center of gravity rearward in the rail direction by means of the projection area expanding means, it is possible to secure the adhesive force between the wheels and the rail, so that there is an effect that the running resistance during deceleration can be increased.

  Further, the projection area enlarging means supplies or exhausts the air spring of the carriage arranged in the leading vehicle, and then supplies or exhausts the air spring of the carriage arranged in another vehicle connected to the rear of the leading vehicle. Exhaust. Therefore, the front projection area of the leading vehicle can be increased before the front projection area of another vehicle is enlarged.

  Here, the effect of increasing the air resistance by enlarging the front projection area of another vehicle is affected by the traveling wind flowing outside the front vehicle along the rail direction, so the front projection area of the front vehicle is enlarged. This is small compared to the effect of increasing air resistance. Therefore, there is an effect that the effect of increasing the air resistance can be obtained quickly by expanding the front projection area of the leading vehicle before the expansion of the front projection area of the other vehicle.

  Furthermore, the projected area enlargement means can suppress the state in which the vehicle body of the leading vehicle and other vehicles is tilted forward when decelerating, or the vehicle body can be tilted rearward, thereby reducing the deceleration experienced by the passenger during deceleration. There is an effect that can be done.

  According to the railway vehicle of the second aspect, the traveling state of the vehicle acquired by the traveling state acquisition unit is determined by the acceleration state determination unit to determine whether the vehicle is in a predetermined acceleration state. As a result of the determination, when the vehicle is in a predetermined acceleration state, the height adjustment mechanism is operated by the posture changing means, and the air spring disposed in the leading carriage among the plurality of carriages arranged in the rail direction of the vehicle body The air is exhausted or supplied to an air spring disposed in another cart located behind the cart.

  After the height adjustment mechanism is actuated by the posture change means, the front side of the vehicle body can be lowered and the rear side side can be made higher than before the height adjustment mechanism is actuated, so that it is possible to earn down force acting on the vehicle body it can. Therefore, in addition to the effect of Claim 1, it has the effect which can suppress that the adhesive force of a rail and a wheel falls at the time of acceleration.

  In addition, since the posture changing means can suppress the state in which the vehicle body is inclined rearward during acceleration or the vehicle body can be inclined forward, the acceleration experienced by the passenger during acceleration can be reduced.

  According to the railway vehicle of the third aspect, the posture changing means is arranged in another vehicle connected to the rear of the leading vehicle after supplying or exhausting the air spring of the carriage arranged in the leading vehicle. Supply or exhaust air from the dolly air spring.

  When the acceleration is large, the vehicle body is tilted rearward by inertial force, and the posture changing means can suppress the vehicle body tilted rearward or tilt the vehicle body forward. As a result, the front projection area can be reduced as compared with the case where the posture changing means is not provided. Since air resistance is proportional to the front projected area, reducing the front projected area has the effect of reducing the air resistance during acceleration.

  In addition, the attitude changing means supplies or exhausts air from the carriage of the carriage arranged in the leading vehicle, and then supplies or exhausts air from the carriage of the carriage arranged in another vehicle connected to the rear of the leading vehicle. do. Therefore, the front projection area of the leading vehicle can be reduced before the front projection area of other vehicles is reduced.

  Here, the effect of reducing the air resistance by reducing the front projected area of the other vehicle is affected by the traveling wind flowing outside the leading vehicle along the rail direction, so the front projected area of the leading vehicle is reduced. This is small compared to the effect of reducing air resistance. Therefore, by reducing the front projection area of the leading vehicle before the reduction of the front projection area of the other vehicle, in addition to the effect of the second aspect, the effect of reducing the air resistance can be obtained quickly.

1 is a side view of a railway vehicle according to an embodiment of the present invention. (A) is a schematic diagram of the leading vehicle showing a state where the air of the second air spring is exhausted, and (b) is a schematic diagram of the leading vehicle showing a state where air is supplied to the first air spring. (A) is a schematic diagram of the leading vehicle showing a state where the air of the first air spring is exhausted, and (b) is a schematic diagram of the leading vehicle showing a state where the air is supplied to the second air spring. It is a block diagram which shows the height adjustment mechanism and electrical structure of a railway vehicle. It is a flowchart which shows an acceleration / deceleration judgment process. It is a flowchart which shows an attitude | position adjustment process.

  DESCRIPTION OF EXEMPLARY EMBODIMENTS Hereinafter, preferred embodiments of the invention will be described with reference to the accompanying drawings. First, the configuration of the railway vehicle 1 will be described with reference to FIGS. 1 and 2. FIG. 1 is a side view of a railway vehicle 1 according to an embodiment of the present invention. In FIG. 1, illustration of a part of another vehicle 3 (second vehicle) connected to the rear of the leading vehicle 2 and other vehicles (third and subsequent vehicles) connected to the rear thereof is omitted.

  As shown in FIG. 1, the railway vehicle 1 includes a leading vehicle 2 and a plurality of other vehicles 3 connected to the rear of the leading vehicle 2. The leading vehicle 2 and the other vehicle 3 respectively include vehicle bodies 4 and 6 that accommodate passengers, and a first vehicle 10 and a second vehicle 20 that are arranged at two positions in the front and rear of the vehicle bodies 4 and 6 in the rail direction. Yes. In the leading vehicle 2, the vehicle body 4 is formed in a streamline shape having an inclined surface 4a with the leading portion rising upward and backward, and a curved plate-like obstruction device 5 is fixed to the lower portion of the leading portion.

  The first cart 10 supports the top side of the vehicle bodies 4 and 6, and includes a cart frame 11 and wheels 12 that are rotatably supported by the cart frame 11. The second carriage 20 supports the rear side of the vehicle bodies 4 and 6, and includes a carriage frame 21 and wheels 22 that are rotatably supported on the carriage frame 21.

  Next, with reference to FIG. 2, the relationship between the operation | movement of the 1st trolley | bogie 10 and the 2nd trolley | bogie 20 at the time of deceleration and the attitude | position of the top vehicle 2 is demonstrated. FIG. 2A is a schematic diagram of the leading vehicle 2 showing a state in which the air of the second air spring 23 arranged in the second carriage 20 is exhausted, and FIG. 2B is arranged in the first carriage 10. FIG. 3 is a schematic diagram of the leading vehicle 2 showing a state in which air is supplied to a first air spring 13.

  As shown in FIGS. 2A and 2B, the leading vehicle 2 is supported at the leading side of the vehicle body 4 between the first frame 10 and the bogie frame 11 by the first air spring 13 disposed in the first bogie 10. The rear side of the vehicle body 4 is supported between the second air spring 23 disposed on the second carriage 20 and the carriage frame 21. The first air spring 13 and the second air spring 23 are normally adjusted to substantially the same height with respect to the bogie frames 11 and 21 so that the upper end is positioned on the horizontal line h.

  On the other hand, at the time of deceleration, as shown in FIG. 2A, the air of the second air spring 23 arranged in the second carriage 20 is exhausted to contract the second air spring 23, and the second air spring 23 The height is set lower than that of the first air spring 13. Thereby, the head side of the vehicle body 4 can be made higher than the rear side, and the lower surface of the vehicle body 4 can be inclined upward with respect to the traveling direction. As a result, the front projection area can be increased by the amount the lower surface of the vehicle body 4 faces in the traveling direction.

  Further, as shown in FIG. 2 (b), when the first air spring 13 is extended by supplying air to the first air spring 13 arranged in the first carriage 10, the height of the first air spring 13 is further increased. 2 It can be higher than the air spring 23. Thereby, since the head side of the vehicle body 4 can be made higher than the tail side, the front projection area can be further increased. Since the air resistance of the railway vehicle 1 is proportional to the front projected area and proportional to the square of the traveling speed, the traveling resistance can be increased by increasing the front projected area.

  Further, at the time of deceleration, the vehicle body 4 tends to be inclined forward due to inertia, but the vehicle body 4 is inclined forward by making the height of the first air spring 13 higher than the second air spring 23. Can be suppressed. Alternatively, the vehicle body 4 can be in a rearward inclined state in which the vehicle body 4 is inclined rearward. As a result, it is possible to prevent the passenger from leaning forward during deceleration and to reduce the deceleration experienced by the passenger.

  Next, with reference to FIG. 3, the relationship between the operation | movement of the 1st trolley | bogie 10 and the 2nd trolley | bogie 20 at the time of acceleration and the attitude | position of the top vehicle 2 is demonstrated. FIG. 3A is a schematic diagram of the leading vehicle 2 showing a state in which the air of the first air spring 13 disposed in the first carriage 10 is exhausted, and FIG. 3B is arranged in the second carriage 20. FIG. 4 is a schematic diagram of the leading vehicle 2 showing a state in which air is supplied to a second air spring 23.

  As shown in FIG. 3A, at the time of acceleration, the air of the first air spring 13 disposed on the first carriage 10 is exhausted to contract the first air spring 13, and the height of the first air spring 13 is increased. Lower than the height of the second air spring 23. Thereby, the front side of the vehicle body 4 can be made lower than the rear side, and the vehicle body 4 can be made to lean forward. As a result, the roof of the vehicle body 4 is inclined downward in the traveling direction, so that it is possible to earn down force (downward lift) that acts on the vehicle body 4, and during acceleration, a rail (not shown) and wheels 12, 22 ( It can suppress that the adhesive force with reference to FIG. 1 falls.

  Further, during acceleration, the vehicle body 4 tends to be inclined rearward due to inertia, but by making the height of the first air spring 13 lower than the height of the second air spring 23, the vehicle body 4 is moved rearward. An inclined state can be suppressed. Alternatively, the vehicle body 4 can be set in a forward tilt state in which the vehicle body 4 is tilted forward. As a result, the acceleration experienced by the passenger during acceleration can be reduced.

  Further, as shown in FIG. 3B, when the second air spring 23 is expanded by supplying air to the second air spring 23 arranged on the second carriage 20, the height of the second air spring 23 is set to the first height. It can be made larger than the air spring 13. Thereby, since the rear side of the vehicle body 4 can be made higher than the head side, the down force acting on the vehicle body 4 can be further increased, and the effect of reducing the sensory acceleration can be increased.

  Next, the height adjusting mechanisms 14 and 24 for adjusting the heights of the first air spring 13 and the second air spring 23 will be described with reference to FIG. FIG. 4 is a block diagram showing the height adjustment mechanisms 14 and 24 and the electrical configuration of the railway vehicle 1. In FIG. 4, the flow of electrical signals is illustrated by a solid line, and the flow of air is illustrated by a broken line. The height adjusting mechanisms 14 and 24, the first air spring 13 and the second air spring 23 are provided for each vehicle. However, the height adjusting mechanisms 14 and 24, the first air spring 13 and the first air spring 13 provided for each vehicle are provided. Since the configuration of the second air spring 23 is the same, FIG. 4 shows a set of height adjusting mechanisms 14 and 24, a first air spring 13 and a second air spring 23 provided in one vehicle. Illustration of a set of height adjustment mechanisms, a first air spring and a second air spring provided in the vehicle is omitted.

  As shown in FIG. 4, the railway vehicle 1 has a height adjustment mechanism 14 for controlling supply and discharge of air from the first air spring 13 between the air tank 15 (original air reservoir) and the first air spring 13. A height adjusting mechanism 24 is provided between the air tank 15 and the second air spring 23 to control air supply / discharge of the second air spring 23. The height adjusting mechanisms 14 and 24 include height adjusting valves 16 and 26, air supply valves 17 and 27, shut-off valves 18 and 28, and exhaust valves 19 and 29, respectively, connected by an air pipe.

  The shutoff valves 18 and 28 are air between the height adjustment valves 16 and 26 (described later) and the first air spring 13 and the second air spring 23 when the first air spring 13 and the second air spring 23 are supplied and exhausted. This valve opens and closes the piping. The air supply valves 17 and 27 are valves that supply air to the first air spring 13 and the second air spring 23. One of the air supply valves 17, 27, the shutoff valves 18, 28 and the exhaust valves 19, 29 communicate with the first air spring 13 and the second air spring 23, and the other of the shutoff valves 18, 28 is the height adjustment valve 16. , 26 are connected. The other of the exhaust valves 19 and 29 is opened, and the other of the height adjustment valves 16 and 26 and the air supply valves 17 and 27 communicates with the air tank 15.

  The vehicle bodies 4 and 6 (see FIG. 1) move down or up based on the expansion and contraction of the first air spring 13 and the second air spring 23, and the height adjustment valves 16 and 26 move down or up the vehicle bodies 4 and 6. It is opened and closed according to the amount of tilting of a link mechanism (not shown) that tilts along with it. If the shut-off valves 18 and 28 are opened, the amount of air supplied to and discharged from the first air spring 13 and the second air spring 23 is adjusted according to the opening degree of the height adjusting valves 16 and 26, and the vehicle body 4 , 6 is automatically adjusted. Since the height adjusting valves 16 and 26 and the link mechanism are well known, description thereof is omitted here.

  Next, the detailed configuration of the control device 30 will be described. As shown in FIG. 4, the control device 30 includes a CPU 31, a ROM 32, and a RAM 33, which are connected to an input / output port 35 via a bus line 34. The input / output port 35 is connected to devices such as the height adjusting mechanisms 14 and 24. The control device 30 is mounted on the railway vehicle 1.

  The CPU 31 is an arithmetic unit that controls each unit connected by the bus line 34, and the ROM 32 is a control program executed by the CPU 31 (for example, the program of the flowchart shown in FIGS. 5 and 6), fixed value data, or the like. Is a non-rewritable non-volatile memory. The RAM 33 is a memory for rewritably storing various data when the control program is executed, and is provided with a deceleration flag 33a, an acceleration flag 33b, a backward tilt flag 33c, and a forward tilt flag 33d.

  The deceleration flag 33a is a flag indicating whether or not the railway vehicle 1 satisfies a predetermined deceleration condition, and the acceleration flag 33b is a flag indicating whether or not the railway vehicle 1 satisfies a predetermined acceleration condition. The deceleration flag 33a and the acceleration flag 33b are switched on or off when an acceleration / deceleration determination process (see FIG. 5) described later is executed. The backward tilt flag 33c and the forward tilt flag 33d are flags indicating the posture of the vehicle body 4, and are switched on or off when a posture adjustment process (see FIG. 6) described later is executed. The CPU 31 determines that the vehicle bodies 4 and 6 are adjusted to the rearward tilt state when the rearward tilt flag 33c is on, and the vehicle bodies 4 and 6 are forward tilted when the forward tilt flag 33d is on. Judged to be adjusted.

  The controller 41 (master controller) is a device that gives instructions to the main controller (not shown) for powering, coasting and braking of the railway vehicle 1 by a steering wheel operation by the driver, and processes notch information (stage number information). And an output circuit (not shown) for outputting to the CPU 31.

  The speed detection device 42 is a device for detecting the traveling speed of the railway vehicle 1 and outputting the detection result to the CPU 31. The speed sensor 42a detects the traveling speed of the railway vehicle 1, and the detection of the speed sensor 42a. An output circuit (not shown) that processes the result and outputs the result to the CPU 31 is mainly provided. The speed sensor 42a may detect a traveling speed based on an output signal from a vehicle driving motor (not shown). Based on the notch information output from the controller 41 and the traveling speed output from the speed detection device 42, the CPU 31 determines the acceleration (positive acceleration with the traveling direction being positive) and the deceleration (traveling direction) of the railway vehicle 1. Negative acceleration) is calculated.

  As another input / output device 50, for example, an automatic train control device (signal security device), a railroad control system, or the like is used to output the acquired current position and speed of the railcar 1 to the CPU 31; The acceleration sensor etc. which are mounted in can be mentioned.

  Next, the acceleration / deceleration determination process will be described with reference to FIG. FIG. 5 is a flowchart showing acceleration / deceleration determination processing. This process is a process that is repeatedly executed by the CPU 31 (for example, at intervals of 0.2 seconds) while the power of the control device 30 is turned on, and whether or not the railway vehicle 1 is in a predetermined acceleration condition or deceleration condition. This is a process for determining whether or not.

  Regarding the acceleration / deceleration determination processing, the CPU 31 first acquires the traveling speed of the railway vehicle 1 from the output signal of the speed detection device 42 (S11), and acquires notch information from the output signal of the controller 41 (S12). The CPU 31 calculates the acceleration (or deceleration) of the railway vehicle 1 from the acquired travel speed and notch information, and determines whether or not the acceleration is greater than a predetermined acceleration (S13). The CPU 31 compares a predetermined acceleration (threshold value) stored in advance in the ROM 32 with the calculated acceleration.

  As a result, when the acceleration of the railway vehicle 1 is equal to or less than a predetermined acceleration (threshold) (S13: No), it is next determined whether or not the deceleration is larger than the predetermined deceleration (S14). The CPU 31 compares a predetermined deceleration (threshold value) stored in advance in the ROM 32 with the calculated deceleration. As a result of the determination, if the deceleration is greater than the predetermined deceleration (S14: Yes), the railway vehicle 1 is in a deceleration state such as during braking, so the CPU 31 turns on the deceleration flag 33a and turns off the acceleration flag 33b. In step S15, the acceleration / deceleration determination process is terminated.

  On the other hand, when the deceleration is equal to or lower than the predetermined deceleration as a result of the processing of S14 (S14: No), the railway vehicle 1 is in a normal traveling state, and therefore the CPU 31 turns off the deceleration flag 33a and the acceleration flag 33b. (S16), and this acceleration / deceleration determination process is terminated. On the other hand, if the acceleration is larger than the predetermined acceleration as a result of the processing in S13 (S13: Yes), the railway vehicle 1 is in an acceleration state, so the CPU 31 turns off the deceleration flag 33a and turns on the acceleration flag 33b. In step S17, the acceleration / deceleration determination process is terminated.

  Next, the posture adjustment process will be described with reference to FIG. FIG. 6 is a flowchart showing the posture adjustment processing. This process is a process that is repeatedly executed by the CPU 31 (for example, at intervals of 0.2 seconds) while the power of the control device 30 is turned on, and is used to adjust the posture of the vehicle bodies 4 and 6 of the railway vehicle 1. It is processing.

  Regarding the posture adjustment processing, the CPU 31 first determines whether or not the deceleration flag 33a is on (S21). If the deceleration flag 33a is on (S21: Yes), the backward tilt flag 33c is on. It is determined whether or not (S22). When the backward tilt flag 33c is off (S22: No), the CPU 31 exhausts the air of the second air spring 23 of the leading vehicle 2 (S23). The process of S23 is performed by closing the shutoff valve 28 and opening the exhaust valve 29. Accordingly, the second air spring 23 of the leading vehicle 2 is contracted, and the rear side of the vehicle body 4 of the leading vehicle 2 can be lowered with respect to the leading side (see FIG. 2A). As a result, the front projected area of the railway vehicle 1 can be increased compared to before the second air spring 23 is contracted.

  Next, the CPU 31 supplies air to the first air spring 13 of the leading vehicle 2 (S24). Note that the process of S24 is performed by opening the air supply valve 17 and closing the shutoff valve 18. Thereby, the first air spring 13 of the leading vehicle 2 is extended, and the leading side of the vehicle body 4 of the leading vehicle 2 can be raised with respect to the trailing side (see FIG. 2B). As a result, the front projected area of the railway vehicle 1 can be further increased.

  Next, the CPU 31 exhausts the air of the second air spring 23 of the second vehicle (other vehicle 3) connected to the rear of the leading vehicle 2 (S25). The process of S25 is performed by closing the shutoff valve 28 and opening the exhaust valve 29. Accordingly, the second air spring 23 of the second vehicle (other vehicle 3) is contracted, and the rear side of the vehicle body 6 of the other vehicle 3 can be lowered with respect to the head side. As a result, the front projected area of the other vehicle 3 can be increased as compared to before the second air spring 23 is contracted.

  Next, the CPU 31 supplies air to the first air spring 13 of the other vehicle 3 (S26). The process of S26 is performed by opening the air supply valve 17. As a result, the first air spring 13 of the other vehicle 3 is extended, and the front side of the vehicle body 6 of the other vehicle 3 can be raised relative to the rear side. As a result, the front projected area of the other vehicle 3 can be further increased. Next, the CPU 31 turns on the backward tilt flag 33c (S27), turns off the forward tilt flag 33d (S28), and ends this posture adjustment processing.

  On the other hand, as a result of the process of S22, when the backward lean flag 33c is on (S22: Yes), the vehicle bodies 4 and 6 of the leading vehicle 2 and the other vehicles 3 are already in the backward lean state, so S23 to S28. This process is skipped, and the posture adjustment process is terminated.

  According to the above processing of S21 to S28 (posture adjustment processing), when the deceleration is large, the vehicle bodies 4 and 6 are tilted forward by the inertial force, and the air of the second air spring 23 is exhausted. Thus, it is possible to suppress the state in which the vehicle bodies 4 and 6 are tilted forward, or to tilt the vehicle bodies 4 and 6 rearward. As a result, compared with the case where the air of the second air spring 23 is not exhausted, the front projection area can be increased by the amount that the lower surfaces of the vehicle bodies 4 and 6 face each other in the traveling direction. Since the air resistance is proportional to the front projection area, the air resistance during deceleration can be increased by increasing the front projection area.

  Further, the load of the vehicle bodies 4 and 6 is equalized to the first carriage 10 and the second carriage 20 by suppressing the state in which the vehicle bodies 4 and 6 are tilted forward or by tilting the vehicle bodies 4 and 6 rearward. Since it can do, the adhesive force of the wheels 12 and 22 and a rail (not shown) is securable. Since the air resistance can be increased while ensuring the adhesive force, the running resistance during deceleration can be increased. As a result, the stopping distance during braking can be shortened.

  In addition, after supplying or exhausting the first air spring 13 and the second air spring 23 of the first carriage 10 and the second carriage 20 arranged in the leading vehicle 2, the first carriage arranged in the other vehicle 3. 10 and the first air spring 13 and the second air spring 23 of the second carriage 20 are supplied or exhausted. Therefore, the front projection area of the leading vehicle 2 can be increased before the front projection area of the other vehicle 3 is enlarged.

  Here, the effect of increasing the air resistance by enlarging the front projection area of the other vehicle 3 is affected by the traveling wind that flows outside the front vehicle 2 along the rail direction. It is small compared with the effect of increasing the air resistance by expanding. Therefore, by increasing the front projection area of the leading vehicle 2 before the expansion of the front projection area of the other vehicle 3, the effect of increasing the air resistance can be obtained quickly. As a result, the stopping distance during braking can be shortened.

  Further, since the air of the second air spring 23 of each vehicle is exhausted and supplied to the first air spring 13, either the air exhaust of the second air spring 23 or the air supply of the first air spring 13 is performed. Compared with the case where it carries out, the angle which the vehicle bodies 4 and 6 incline backward can be enlarged. Therefore, compared to the case where either the air exhaust of the second air spring 23 or the air supply of the first air spring 13 is performed, the area where the lower surfaces of the vehicle bodies 4 and 6 face in the traveling direction becomes large. The front projection area can be enlarged. Further, when the vehicle is decelerated, the state in which the vehicle bodies 4 and 6 of the leading vehicle 2 and the other vehicle 3 are inclined to the front side can be suppressed, or the vehicle bodies 4 and 6 can be inclined to the rear side. Can reduce the deceleration.

  On the other hand, as a result of the process of S21, when the deceleration flag 33a is off (S21: No), it is determined whether or not the acceleration flag 33b is on (S29). As a result, when the acceleration flag 33b is on (S29: Yes), it is determined whether or not the forward tilt flag 33d is on (S30). When the forward lean flag 33d is off (S30: No), the CPU 31 exhausts the air of the first air spring 13 of the leading vehicle 2 (S31). The process of S31 is performed by closing the shutoff valve 18 and opening the exhaust valve 19. Thereby, the first air spring 13 of the leading vehicle 2 is contracted, and the leading side of the vehicle body 4 of the leading vehicle 2 can be lowered with respect to the trailing side (see FIG. 3A). As a result, as compared with before the first air spring 13 is contracted, the upforce (upward lift force) of the railway vehicle 1 is suppressed and the downforce is earned as much as the vehicle bodies 4 and 6 tilt forward. Can do.

  Next, the CPU 31 supplies air to the second air spring 23 of the leading vehicle 2 (S32). The process of S32 is performed by opening the air supply valve 27 and closing the shutoff valve 28. As a result, the second air spring 23 of the leading vehicle 2 is extended, and the rear side of the vehicle body 4 of the leading vehicle 2 can be raised relative to the leading side (see FIG. 3B). As a result, the downforce of the railway vehicle 1 can be further increased.

  Next, the CPU 31 exhausts the air of the first air spring 13 of the second vehicle (other vehicle 3) connected to the rear of the leading vehicle 2 (S33). The process of S33 is performed by closing the shutoff valve 18 and opening the exhaust valve 19. As a result, the first air spring 13 of the second vehicle (other vehicle 3) is contracted, and the front side of the vehicle body 6 of the other vehicle 3 can be lowered relative to the rear side. As a result, the downforce of the other vehicle 3 can be increased compared to before the first air spring 13 is contracted.

  Next, the CPU 31 supplies air to the second air spring 23 of the other vehicle 3 (S34). The process of S34 is performed by opening the air supply valve 27. Thereby, the second air spring 23 of the other vehicle 3 is extended, and the rear side of the vehicle body 6 of the other vehicle 3 can be raised with respect to the head side. As a result, the downforce of the other vehicle 3 can be further increased. Next, the CPU 31 turns on the forward tilt flag 33d (S35), turns off the backward tilt flag 33c (S36), and ends this posture adjustment processing.

  On the other hand, if the forward lean flag 33d is turned on as a result of the process of S30 (S30: Yes), the vehicle bodies 4 and 6 of the leading vehicle 2 and the other vehicles 3 are already in the forward lean state, so S31 to S36. This process is skipped, and the posture adjustment process is terminated. Further, when the acceleration flag 33b is OFF as a result of the processing of S29 (S29: No), the railway vehicle 1 does not satisfy both the acceleration condition and the deceleration condition, so the shutoff valves 18 and 28 are opened. (S37) The forward tilt flag 33d and the reverse tilt flag 33c are turned off (S38), and this posture adjustment process is ended.

  According to the processing of S29 to S38 (posture adjustment processing) described above, when the acceleration is large, the vehicle bodies 4 and 6 are tilted rearward by the inertial force, and the air of the first air spring 13 is exhausted. Accordingly, it is possible to suppress the state in which the vehicle bodies 4 and 6 are tilted rearward, or to tilt the vehicle bodies 4 and 6 forward. As a result, as compared with the case where the air of the first air spring 13 is not exhausted, it is possible to earn down force by the amount of forward leaning of the vehicle bodies 4 and 6. Therefore, it can suppress that the adhesive force of a rail (not shown) and the wheels 12 and 22 falls at the time of acceleration, and can also drive | work as expected also at the time of acceleration.

  Further, since the vehicle bodies 4 and 6 can be tilted forward as compared with the case where the air of the first air spring 13 is not exhausted, the front projection area can be reduced accordingly. Since the air resistance is proportional to the front projection area, the air resistance during acceleration can be reduced by reducing the front projection area. Thereby, energy loss during acceleration can be reduced. In particular, the railway vehicle 1 includes the inclined surface 4a (see FIG. 1) in which the leading portion of the leading vehicle 2 is inclined upward and backward, so that the effect of reducing air resistance during acceleration can be increased. Furthermore, the state in which the vehicle bodies 4 and 6 are tilted rearward during acceleration can be suppressed, or the vehicle bodies 4 and 6 can be tilted forward, so that the acceleration experienced by the passenger during acceleration can be reduced.

  In addition, after supplying or exhausting the first air spring 13 and the second air spring 23 of the first carriage 10 and the second carriage 20 arranged in the leading vehicle 2, the first carriage arranged in the other vehicle 3. The first air spring 13 and the second carriage 23 of the 10 and the second carriage 20 are supplied or exhausted. Therefore, the front projection area of the leading vehicle 2 can be reduced before the front projection area of the other vehicle 3 is reduced.

  Here, the effect of reducing the air resistance by reducing the front projection area of the other vehicle 3 is affected by the traveling wind that flows outside the front vehicle 2 along the rail direction. This is small compared with the effect of reducing the air resistance by reducing. Therefore, by reducing the front projected area of the leading vehicle 2 before reducing the front projected area of the other vehicle 3, the effect of reducing the air resistance can be obtained quickly. As a result, the effect of reducing energy loss during acceleration can be increased.

  In the present embodiment, the travel state acquisition means described in claim 1 corresponds to the processes of S11 and S12 in the flowchart (acceleration / deceleration determination process) shown in FIG. The process of S21 in the flowchart (posture control process) shown in FIG. 6 corresponds to the deceleration state determination means, and the processes of S23 to S26 correspond to the projection area enlargement means. The acceleration state determination means described in claim 2 corresponds to the processing of S29 in the flowchart (posture adjustment processing) shown in FIG. 6, and the posture change means corresponds to the processing of S31 to S34.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed. For example, the number of carts (the first cart 10 and the second cart 20) that support the vehicle bodies 4, 6 is an example and can be selected as appropriate.

  In the above embodiment, in the acceleration determination process, the case where the traveling speed of the railway vehicle 1 is detected by the speed detection device 42 mounted on the railway vehicle 1 and the acceleration and deceleration are calculated based on the notch information has been described. However, it is not necessarily limited to this. For example, instead of the speed detection device 42, it is naturally possible to detect the traveling speed of the railway vehicle 1 using an automatic train control device (signal security device) or a railroad control system. Further, instead of calculating the acceleration and deceleration from the traveling speed and notch information of the railway vehicle 1, an acceleration sensor is mounted on the railway vehicle 1, and the acceleration sensor in the rail direction of the railway vehicle 1 is detected by the acceleration sensor. Of course it is possible to get.

  Also, instead of determining whether the vehicle is in a decelerating state by obtaining the acceleration of the vehicle and comparing the acceleration with a threshold value, it is determined that the vehicle is in a decelerating state triggered by the operation of the brake. Of course it is possible. Also, instead of determining whether the vehicle is in an accelerating state or a decelerating state by calculating acceleration from the traveling speed and notch information of the vehicle, a conversion table that uses the traveling speed and notch information of the vehicle as parameters is set in advance. Of course, it is possible to determine from the conversion table whether the vehicle is in a predetermined acceleration state or deceleration state.

  In the above-described embodiment, in the posture adjustment process, it is determined that the predetermined condition is satisfied when the acceleration or deceleration of the railway vehicle 1 is greater than the predetermined acceleration or deceleration, and the air supply valves 17 and 27 or the exhaust valves 19 and The case where the 1st air spring 13 and the 2nd air spring 23 are supplied and exhausted by operating 29 was demonstrated. In this case, it is naturally possible to set the operation amount of the supply valves 17 and 27 or the exhaust valves 19 and 29 according to the acceleration or deceleration as a conversion table in advance. The conversion table is stored in the ROM 32 (see FIG. 4). In this way, the supply valves 17 and 27 and the exhaust valves 19 and 29 can be opened and closed as desired according to the acceleration / deceleration, so that the posture of the vehicle bodies 4 and 6 can be finely controlled.

  In the above embodiment, in the posture adjustment process, the case where the air of the second air spring 23 is exhausted and then supplied to the first air spring 13 during deceleration is described. However, the present invention is not necessarily limited thereto. For example, it is naturally possible to exhaust the air of the second air spring 23 after supplying air to the first air spring 13. Since the air supply of the first air spring 13 can be completed in a shorter time than the exhaust of the air of the second air spring 23, compared with the case where the air of the second air spring 23 is exhausted first, The effect of enlarging the front projection area can be obtained quickly.

  Moreover, although the case where the air of the 1st air spring 13 was exhausted at the time of acceleration and the 2nd air spring 23 was supplied was demonstrated, it is not necessarily restricted to this. For example, it is naturally possible to exhaust the air of the second air spring 23 after supplying air to the second air spring 23. Since the air supply of the second air spring 23 can be completed in a short time compared to the exhaust of the air of the first air spring 13, compared to the case where the air of the first air spring 13 is exhausted first, The effect of earning downforce can be obtained quickly.

  In addition, when decelerating, the air of the second air spring 23 is exhausted and the first air spring 13 is supplied. When accelerating, the air of the first air spring 13 is exhausted and supplied to the second air spring 23. Although the description has been given of the case of concern, it is not necessarily limited to this, and it is naturally possible to control the posture of the vehicle bodies 4 and 6 by supplying / exhausting any one of the air springs. For example, the air is exhausted from the second air spring 23 or the air supplied from the first air spring 13 during deceleration, and the air is exhausted from the first air spring 13 or the second air spring 23 is accelerated during acceleration. It is of course possible to perform any of the air supply.

  In the above embodiment, the railway vehicle 1 in which the leading portion of the leading vehicle 2 is formed in a streamlined shape having the inclined surface 4a has been described, but the present invention is not necessarily limited thereto. For example, it is naturally possible to use a gable-type vehicle (railway vehicle) whose top is perpendicular to the roadbed (not shown). In the case of a gable-type vehicle, by adjusting the posture of the vehicle bodies 4 and 6 at the time of acceleration or deceleration, the effect of expanding the front projection area at the time of deceleration or earning the down force at the time of acceleration is the same as this embodiment. Can be realized.

DESCRIPTION OF SYMBOLS 1 Rail vehicle 2 Lead vehicle 3 Other vehicles 4,6 Car body 10 1st dolly (trolley)
13 First air spring (air spring)
14 Height adjustment mechanism 20 Second cart (cart)
23 Second air spring (air spring)
24 Height adjustment mechanism

Claims (3)

A plurality of carriages arranged in the rail direction, a vehicle body supported by air springs arranged on the carriages, and a height adjustment mechanism for adjusting the height of the vehicle body by supplying and discharging air from the air springs In the railway vehicle equipped,
Traveling state acquisition means for acquiring the traveling state of the vehicle;
Deceleration state determination means for determining whether the vehicle traveling state acquired by the traveling state acquisition unit is in a predetermined deceleration state;
When the deceleration state determining means determines that the vehicle is in a predetermined deceleration state, the height adjustment mechanism is operated to set the leading vehicle among the plurality of vehicles arranged in the rail direction of the vehicle body. A projection area enlarging means for supplying air to the arranged air spring or exhausting air of an air spring arranged on another carriage located behind the carriage to increase the front projection area;
The projected area enlarging means is configured to supply or exhaust air springs of a carriage arranged in a leading vehicle, and then supply air from an air spring of a carriage arranged in another vehicle connected to the rear of the leading vehicle or A railway vehicle characterized by exhausting. Acceleration state determining means for determining whether or not the vehicle traveling state acquired by the traveling state acquiring means is in a predetermined acceleration state;
When the acceleration state determination means determines that the vehicle is in a predetermined acceleration state, the height adjustment mechanism is operated to set the leading vehicle among the plurality of vehicles arranged in the rail direction of the vehicle body. 2. A posture changing means for exhausting the air of the arranged air spring or supplying air to an air spring arranged in another cart located behind the cart. Railway vehicles.   The posture changing means is configured to supply or exhaust an air spring of a carriage arranged in the leading vehicle, and then supply air from an air spring of a carriage arranged in another vehicle connected to the rear of the leading vehicle or 3. The railway vehicle according to claim 2, wherein exhaust is performed.

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