JP2016037265A - Vehicle body attitude control device and vehicle body attitude control method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce air consumption by a simplified device configuration to shorten response time in vehicle body attitude control using a pneumatic spring.SOLUTION: A vehicle body attitude control device 30 includes: the pneumatic spring 20 provided on both sides in a vehicle width direction between a vehicle body 21 and a truck frame 17; a base air reservoir 31 and an auxiliary air reservoir 32 for supplying air to the pneumatic spring 20; a control part 33 for controlling the supply and exhaust of the air with respect to the pneumatic spring 20; and a heating part 34 for heating the air supplied to the pneumatic spring 20. The heating part 34 is provided to an air supply-exhaust passage 38 connecting the control part 33 to the pneumatic spring 20.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an apparatus and a method for controlling the posture of a vehicle body of a railway vehicle, and in particular, by supplying and discharging air to and from air springs provided on both sides in the vehicle width direction between the vehicle body and a carriage frame. The present invention relates to an apparatus and a method for controlling an attitude.

  Conventionally, in a railway vehicle provided with an air spring between the vehicle body and the carriage frame, in order to increase the traveling speed at which the curved section can be safely traveled and to improve the passenger comfort in the curved section And a vehicle body tilting device that tilts the vehicle body inward in the centrifugal direction by pressurizing one of the pair of air springs provided on both sides in the vehicle width direction and depressurizing the other is known. Yes. This vehicle body tilting device is advantageous in that the vehicle body can be tilted with a simple mechanism that does not use a pendulum beam, and even minute vibrations from the track can be attenuated.

  On the other hand, in such a vehicle body tilting apparatus, since compressed air is used as the working fluid, the amount of air consumed when the air spring is expanded and contracted is large. Accordingly, it is necessary to increase the capacity of a compressor that compresses air and an air supply source that stores compressed air, which not only increases the weight of the vehicle, but also reduces the compressor in the lower space of the vehicle body. In addition, the degree of freedom in installing the air supply source was reduced.

  Therefore, in Patent Document 1, in order to reduce the air consumption of the air spring when the vehicle body is tilted, a pair of air springs are connected by an air flow path, and the air in the internal space of these air springs is moved to each other. A technique for inclining the vehicle body is disclosed. Further, in view of the fact that the response time in the tilt control of the vehicle body becomes relatively long simply by moving the air between a pair of air springs, Patent Document 1 further operates in addition to compressed air as a working fluid. By using oil and supplying or discharging the hydraulic oil to and from a pair of hydraulic cylinders provided on both sides in the vehicle width direction, response time in vehicle body tilt control is shortened.

JP 2013-139238 A

  However, when the apparatus described in Patent Document 1 is used, an air flow path connecting a pair of air springs and an on-off valve provided in the air flow path are separately required. In addition, a pair of hydraulic cylinders, an oil passage connecting the pair of hydraulic cylinders, a control cylinder provided in the oil passage, and the like are also required. For this reason, the apparatus configuration becomes large, and there is room for improvement in order to reduce the air consumption and the response time in the vehicle body tilt control.

  The present invention has been made in view of this point, and an object of the present invention is to reduce air consumption and response time with a simple device configuration in vehicle body attitude control using an air spring.

  In order to achieve the above object, the present invention includes air springs provided on both sides in the vehicle width direction between a vehicle body and a carriage frame, and supplies and discharges air to and from the air springs. A vehicle body attitude control device that controls inclination, an air supply source that supplies air to the air spring, and a heating unit that heats the air supplied to the air spring or the air supplied to the air spring, It is characterized by having.

  According to the present invention, when the vehicle body is tilted, the air supplied to the air spring by the heating unit or the air supplied to the air spring is heated. Then, since the heated air is expanded inside the air spring, a predetermined pressure can be secured with a small air volume even if the amount of air supplied to the air spring is small. Accordingly, it is possible to reduce air consumption in the vehicle body tilt control. Moreover, since the supply amount of the air supplied to the air spring can be suppressed to a small amount, the air spring can be set to a predetermined pressure in a short time. In addition, since the vehicle body attitude control device of the present invention has only a heating unit added to the conventional vehicle body tilting device, it is possible to reduce air consumption and response time with a simple device configuration.

  Further, when controlling the vibration of the vehicle body or adjusting the vehicle body to a predetermined height, air is supplied to and discharged from the air spring. According to the present invention, even in such vehicle body posture control, the air supplied to the air spring by the heating unit or the air supplied to the air spring can be heated as described above. Time can be shortened.

  The heating unit may be provided in an air supply path that connects the air supply source and the air spring. In such a case, the air spring is connected to an exhaust path for discharging the air in the air spring, and the air supply path and the exhaust path are each provided with a check valve for preventing backflow of air. Also good.

  The heating unit may be provided inside the air spring. In such a case, the air spring includes an upper surface plate, a lower surface plate, a cylindrical flexible member that connects the upper surface plate and the lower surface plate, and an annular elastic member attached below the lower surface plate. And the heating section may be provided in any of the upper surface plate, the lower surface plate, the flexible member, and the elastic member.

  Another aspect of the present invention is a vehicle body tilt method for controlling the tilt of the vehicle body by supplying and discharging air to and from air springs provided on both sides in the vehicle width direction between the vehicle body and the carriage frame. And when controlling the attitude | position of the said vehicle body, the air supplied to the said air spring or the air supplied to the said air spring is heated.

  The air supplied to the air spring may be heated by a heating unit provided in an air supply path for supplying air to the air spring. In such a case, the air in the air spring may be discharged from an exhaust path provided separately from the air supply path.

  The air supplied to the air spring may be heated by a heating unit provided inside the air spring.

  According to the present invention, in vehicle body posture control using an air spring, the amount of air consumption can be reduced and the response time can be shortened with a simple device configuration. In addition, as the air consumption is reduced, the operating rate of the compressor can be reduced, and further the size of the air supply source can be reduced.

It is explanatory drawing which shows typically a partial structure of the rail vehicle provided with the vehicle body attitude | position control apparatus concerning this Embodiment. It is explanatory drawing which shows a mode that a vehicle body inclines from a neutral position. It is explanatory drawing which shows a mode that it returns to the neutral position from the state which inclined the vehicle body. It is explanatory drawing which shows typically a partial structure of the rail vehicle provided with the vehicle body attitude | position control apparatus concerning other embodiment. It is explanatory drawing which shows a mode that the vehicle body inclines from a neutral position in other embodiment. It is explanatory drawing which shows a mode that it returns to the neutral position from the state which inclined the vehicle body in other embodiment. It is explanatory drawing which shows a mode that the heating part was provided in the inside of the air spring in other embodiment. It is explanatory drawing which shows a mode that the heating part was provided in the inside of the air spring in other embodiment. It is explanatory drawing which shows a mode that the heating part was provided in the inside of the air spring in other embodiment. It is explanatory drawing which shows a mode that the heating part was provided in the inside of the air spring in other embodiment. It is explanatory drawing which shows a mode that the heating part was provided in the inside of the air spring in other embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, in this specification and drawing, about the component which has the substantially same function structure, duplication description is abbreviate | omitted by attaching | subjecting the same code | symbol.

<1. Rail vehicle structure>
FIG. 1 is an explanatory diagram schematically showing a partial configuration of a railway vehicle 10 according to the present embodiment. A carriage 11 of the railway vehicle 10 has a wheel shaft 14 in which two substantially disc-shaped wheels 13 are press-fitted on an axle 12 extending in the width direction of the rail R (the Y-axis direction in FIG. 1). The wheel shafts 14 are provided in a pair in the longitudinal direction of the carriage 11 (X-axis direction in FIG. 1), and the pair of wheel shafts 14 are arranged so that the wheel shafts 12 are parallel to each other. Shaft boxes 15 incorporating bearings are respectively attached to the left and right ends of the axle 12. A carriage frame 17 is supported on each axle box 15 via an axle spring 16.

  A pair of left and right air springs 20 are provided on the upper surface of the carriage frame 17 at the left and right ends in the vehicle width direction (Y-axis direction in FIG. 1). The vehicle body 21 is elastically supported by the carriage 11 through the pair of air springs 20.

<2. Configuration of body posture control device>
Next, the configuration of the vehicle body posture control device 30 that controls the posture of the vehicle body 21 provided in the railway vehicle 10 will be described. The vehicle body posture control device 30 controls the posture of the vehicle body 21 by supplying and discharging air to and from the pair of air springs 20, that is, performs tilt control and height adjustment of the vehicle body 21. In addition to the pair of air springs 20 described above, the vehicle body posture control device 30 includes a source air reservoir 31, an auxiliary air reservoir 32, a control unit 33, a heating unit 34, and a height adjustment valve 35. In the present embodiment, the original air reservoir 31 and the auxiliary air reservoir 32 constitute the air supply source of the present invention.

  Each mechanism of the vehicle body attitude control device 30 is connected by an air flow path. That is, the original air reservoir 31 and the control unit 33 are connected by an air supply path 36, and the auxiliary air reservoir 32 and the control unit 33 are connected by an air supply path 37, and the control unit 33 and the air spring 20 are connected to each other. The control section 33 and the height adjustment valve 35 are connected by an air supply path 39, and the height adjustment valve 35 and the air spring 20 are connected by an air supply / exhaust path 40. Has been. The air supply / exhaust passage 38 and the air supply / exhaust passage 40 merge before being connected to the air spring 20, and a three-way valve (not shown) is provided at the junction.

  The original air reservoir 31 stores air compressed by a compressor (not shown). The original air reservoir 31 is provided in common to the pair of air springs 20 in the vehicle body 21, and communicates with the air spring 20 via the air supply path 36, the control unit 33, and the air supply / exhaust path 38. The control unit 33 is provided with a control valve (not shown) for opening and closing between the air supply path 36 and the air supply / exhaust path 38, and supply of air from the original air reservoir 31 to the air spring 20 by the control valve. Or stop is controlled.

  Further, the original air reservoir 31 communicates with the air spring 20 via the air supply path 36, the control unit 33, the air supply path 39, the height adjustment valve 35, and the air supply / exhaust path 40. In this path, the supply or stop of air from the original air reservoir 31 to the air spring 20 is controlled by the height adjustment valve 35. Note that the air control by the height adjustment valve 35 is performed when the vehicle body 21 is not tilt-controlled, and the air control when the vehicle body 21 is tilt-controlled is performed by the control unit 33.

  The auxiliary air reservoir 32 stores air compressed by a compressor (not shown). The auxiliary air reservoir 32 is provided in common to the pair of air springs 20 in the vehicle body 21, and communicates with the air spring 20 via the air supply path 37, the control unit 33, and the air supply / exhaust path 38. The control unit 33 is provided with a control valve (not shown) that opens and closes between the air supply path 37 and the air supply / exhaust path 38, and the supply of air from the auxiliary air reservoir 32 to the air spring 20 by the control valve. Or stop is controlled. Note that the number and arrangement of the auxiliary air reservoirs 32 are not limited to the present embodiment, and are arbitrarily set. The auxiliary air reservoir 32 is provided in an auxiliary manner to ensure the supply amount of air supplied to the air spring 20, and can be omitted when the original air reservoir 31 has a sufficient capacity.

  In addition to controlling the supply of air from the original air reservoir 31 or the auxiliary air reservoir 32 as described above, the control unit 33 also controls the discharge of air from the air spring 20. That is, the air discharged from the air spring 20 is discharged from the control unit 33 to the outside through the air supply / exhaust passage 38.

  The control unit 33 also controls the operation of other mechanisms in the vehicle body posture control device 30 to execute posture control of the vehicle body 21 described later.

  The heating unit 34 is provided in common to the air supply / exhaust path 38 and the air supply / exhaust path 40. The heating unit 34 can heat the air supplied from the original air reservoir 31 or the auxiliary air reservoir 32 to the air spring 20 via the air supply / exhaust passage 38. The heating unit 34 can also heat the air supplied from the original air reservoir 31 to the air spring 20 via the air supply / exhaust passage 40. The configuration of the heating unit 34 is not particularly limited as long as it heats the air. For example, a heating unit 34 that includes an electric heating element or the like and controls supply power with a thermostat or the like so as to maintain a predetermined temperature is used. It is done.

  The height adjustment valve 35 is provided with a lever portion 41 and a height adjustment rod 42. The lever portion 41 is configured to be swingable and is provided to extend outward in the horizontal direction from the height adjustment valve 35. The arrangement of the lever portion 41 is not limited to this embodiment, and for example, the lever portion 41 may extend inward in the horizontal direction from the height adjustment valve 35, or the longitudinal direction of the rail R (X-axis direction in FIG. 1). It may extend to. The carriage frame 17 has a stepped portion 17a in a direction away from the vehicle body 21 (Z-axis negative direction in FIG. 1) on the outer side in the vehicle width direction than the air spring 21, and the height adjusting rod 42 is a lever portion 41. Is provided so as to extend in the height direction of the vehicle body 21. The height adjustment rod 42 has an upper end portion and a lower end portion connected to the end portion of the lever portion 41 and the step portion 17a via a rod end bearing or the like. In the illustrated example, for ease of explanation, the carriage frame 17 is provided with a stepped portion 17a. However, in practice, for example, the stepped portion 17a is omitted, and the carriage frame 17 is provided with a height adjusting rod receiver (not shown). ) And a height adjusting rod 42 may be provided between the end of the lever portion 41 and the height adjusting rod receiver.

<3. Operation of body posture control device>
Next, a posture control method for the vehicle body 21 performed using the vehicle body posture control device 30 described above will be described.

  First, a tilt control method for the vehicle body 21 using the vehicle body posture control device 30 will be described with reference to FIGS. Note that the tilting operation to the left side and the tilting operation to the right side differ only in the tilting direction. Therefore, in the description of this operation, the case where the vehicle body 21 tilts to the left side of the page as shown in FIGS. Only explained.

  When the railway vehicle 10 travels on the rail R and reaches a curved section, air is supplied to the air spring 20A on the outer gauge side of the pair of air springs 20 by the control unit 33 as shown in FIG. The internal pressure of the air spring 20A is made higher than the internal pressure of the air spring 20B on the inner track side. Then, the air spring 20A is extended to tilt the vehicle body 21 inward. In the present embodiment, air supply / exhaust to the air spring 20B on the inner track side is not performed, but air inside the air spring 20B may be discharged.

  When supplying air to the air spring 20 </ b> A, at the control unit 33, at least a control valve between the air supply path 36 and the air supply / exhaust path 38 or a control valve between the air supply path 37 and the air supply / exhaust path 38. The air spring 20A is supplied with air from at least the original air reservoir 31 or the auxiliary air reservoir 32. At this time, the height adjustment valve 35 is closed, and the supply of air from the original air reservoir 31 via the height adjustment valve 35 is stopped.

  Further, the air supplied to the air spring 20A is heated to a predetermined temperature by the heating unit 34 in the air supply / exhaust passage 38. Then, since the heated air expands, even if the amount of air supplied to the air spring 20A is small, the inside of the air spring 20A can secure a predetermined pressure with a small air volume. Therefore, it is possible to reduce the amount of air consumed when the vehicle body 21 is tilted. Moreover, since the supply amount of air supplied to the air spring 20A can be suppressed to a small amount, the air spring 20A can be set to a predetermined pressure in a short time.

  Thereafter, when the internal pressure of the air spring 20A reaches a predetermined pressure and the air spring 20A extends to a predetermined height, the supply of air to the air spring 20A is stopped.

  Thereafter, when the curved section transitions to the straight section, the air inside the air spring 20A is discharged to the outside through the air supply / exhaust passage 38 by the control unit 33 as shown in FIG. Shrink. When the internal pressure of the air spring 20A reaches a predetermined pressure and the air spring 20A contracts to a predetermined height, the exhaust of air from the air spring 20A is stopped. Then, the vehicle body 21 is restored to the neutral position. In addition, when the air spring 20A is depressurized in this way, the temperature inside the air spring A decreases, and the air spring 20A is ready for the next air supply.

  Next, a method for adjusting the height of the vehicle body 21 using the vehicle body attitude control device 30 will be described. For example, when the weight of the vehicle body 21 increases or decreases due to passengers getting on and off, the height adjustment valve 35 is used to adjust the internal pressure of the air spring 21 to hold the vehicle body 21 from the rail R at a predetermined height. As a result, the ride comfort of passengers can be improved.

  The height of the vehicle body 21 is adjusted by the height adjustment valve 35 based on the length of the height adjustment rod 42, and the internal pressure of the air spring 21 is adjusted so that the lever portion 41 is in the horizontal position.

  For example, when the lever portion 41 swings upward from the horizontal position, air is supplied from the original air reservoir 31 to the air spring 20 via the height adjustment valve 35, and the inside of the air spring 20 is Pressurized. And the air spring 20 is extended and the height of the vehicle body 21 is increased. At this time, in the control unit 33, the control valve between the air supply path 36 and the air supply / exhaust path 38 and the control valve between the air supply path 37 and the air supply / exhaust path 38 are closed, and the original air reservoir 31 is closed. The supply of air from the auxiliary air reservoir 32 through the air supply / exhaust passage 38 is stopped.

  The air supplied to the air spring 20 is heated to a predetermined temperature by the heating unit 34 in the air supply / exhaust passage 40. Then, since the heated air expands, even if the amount of air supplied to the air spring 20 is small, the inside of the air spring 20 can secure a predetermined pressure with a small air volume. Therefore, the air consumption when increasing the height of the vehicle body 21 can be reduced, and the response time can be further shortened.

  On the other hand, when the lever portion 41 swings below the horizontal position, the air inside the air spring 20 is discharged to the outside from the height adjustment valve 35, and the inside of the air spring 20 is decompressed. Is done. Then, the air spring 20 is contracted to reduce the height of the vehicle body 21.

  According to the above embodiment, when the posture of the vehicle body 21 is controlled, the air supplied to the air spring 20 is heated by the heating unit 34, so that air consumption can be reduced and response time can be shortened. it can. In addition, as the air consumption is reduced, the operating rate of the compressor can be reduced, and the original air reservoir 31 and the auxiliary air reservoir 32 can be downsized. In addition, since the vehicle body attitude control device 30 only includes the heating unit 34 with respect to the conventional vehicle body tilting device, the air consumption can be reduced and the response time can be shortened with a simple device configuration.

<4. Other Embodiments>
Next, another configuration of the vehicle body posture control device 30 will be described.

  As shown in FIG. 4, the air supply / exhaust path 38 may be branched into an air supply path 50 and an exhaust path 51 on the air spring 20 side. The air supply passage 50 and the exhaust passage 51 are provided with check valves 52 and 53 for preventing the backflow of air, respectively. In addition, a heating unit 34 is provided in the air supply path 50. The other configuration of the vehicle body posture control device 30 is the same as that of the vehicle body posture control device 30 of the above embodiment.

  In such a case, when the vehicle body 21 is tilted, at least air from the original air reservoir 31 or the auxiliary air reservoir 32 flows through the control unit 33, the air supply / exhaust passage 38 and the air supply passage 50 as shown in FIG. It is supplied to the spring 20A. At this time, since the check valve 53 is provided in the exhaust path 51, the air from the supply / exhaust path 38 does not flow into the exhaust path 51. The air supplied to the air spring 20 </ b> A is heated to a predetermined temperature by the heating unit 34 in the air supply path 50.

  On the other hand, when returning the vehicle body 21 to the neutral position, as shown in FIG. 6, the air inside the air spring 20 </ b> A is discharged from the control unit 33 to the outside via the exhaust path 51 and the supply / exhaust path 38. At this time, since the check valve 52 is provided in the air supply path 50, air from the air spring 20 </ b> A does not flow into the air supply path 50. And the air which flows through the exhaust path 51 and the supply / exhaust path 38 is not heated.

  Also in this embodiment, the same effect as that of the above embodiment can be enjoyed. That is, since the air supplied to the air spring 20 is heated by the heating unit 34, the air consumption can be reduced and the response time can be shortened.

  In addition, since the air supply path 50 and the exhaust path 51 are individually provided between the control unit 33 and the air spring 20, only the air supplied to the air spring 20 is heated and the air discharged from the air spring 20 is exhausted. Is not heated. Therefore, waste of energy consumed by the heating unit 34 can be omitted.

  In addition, since the check valves 52 and 53 are provided in the air supply path 50 and the exhaust path 51, respectively, backflow of air in the air supply path 50 and the exhaust path 51 can be reliably prevented.

  In the above embodiment, the heating unit 34 is provided in the air supply / exhaust path 38 or the air supply path 50, but may be provided in the air spring 20 as shown in FIGS. 7 to 11.

  First, the configuration of the air spring 20 will be described. The air spring 20 includes an upper surface plate 60 attached to the vehicle body 21, a lower surface plate 61 disposed below the upper surface plate 60, a flexible member 62 that connects the upper surface plate 60 and the lower surface plate 61, and the lower surface plate 61. And an elastic member 63 attached below. The space surrounded by the upper surface plate 60, the lower surface plate 61, and the flexible member 62 constitutes an air chamber 64 that can store air. Further, below the elastic member 63, an auxiliary air chamber 65 is provided which communicates with the air chamber 64 and is provided in an auxiliary manner to secure the amount of air inside the air spring 20.

  The upper surface plate 60 is made of, for example, metal and has a disk shape. The above-described air supply / exhaust path 38 is connected to the central portion of the upper surface plate 60.

  The lower surface plate 61 is made of, for example, metal and has an annular shape. A diaphragm 66 protruding inward from the inner surface of the lower surface plate 61 is formed at the center of the lower surface plate 61. For example, when the air spring 20 vibrates, the air reciprocates between the air chamber 64 and the auxiliary air chamber 65. At this time, the diaphragm 66 can become a resistance to attenuate the vibration.

  The flexible member 62 is, for example, a rubber diaphragm and has a cylindrical shape. The flexible member 62 is configured to be stretchable between the upper surface plate 60 and the lower surface plate 61, so that the upper surface plate 60 can move up and down.

  The elastic member 63 has a laminated structure in which annular hard plates 67 and annular elastic members 68 are alternately laminated. For example, a metal plate is used as the hard plate 67, and a rubber material is used as the elastic material 68, for example.

  Next, arrangement | positioning of the heating part arrange | positioned inside the air spring 20 is demonstrated. As shown in FIGS. 7 to 11, the heating unit 70 is disposed at various locations inside the air spring 20.

  FIG. 7 shows a state in which the heating unit 70 is embedded in the lower surface plate 61. FIG. 8 shows a state in which the heating unit 70 is provided on the lower surface of the upper surface plate 60. FIG. 9 shows a state in which the heating unit 70 is provided in the air chamber 64. FIG. 10 shows a state in which the heating unit 70 is provided in the flexible member 62. FIG. 11 shows a state in which the heating unit 70 is provided inside the elastic member 63. The configuration of the heating unit 70 is not particularly limited as long as it heats the air in the air spring 20, but includes, for example, a nichrome wire.

  Even when the heating unit 70 is disposed in any place shown in FIGS. 7 to 11, the air in the air chamber 64 is heated by the heating unit 70 when the air spring 20 is extended in the attitude control of the vehicle body 21. . Then, since the heated air expands, even if the amount of air supplied to the air spring 20 is small, the inside of the air chamber 64 can secure a predetermined pressure with a small air volume. Therefore, it is possible to reduce air consumption when controlling the posture of the vehicle body 21 and shorten the response time.

  The preferred embodiments of the present invention have been described above with reference to the accompanying drawings, but the present invention is not limited to such examples. It is obvious for those skilled in the art that various modifications or modifications can be conceived within the scope of the idea described in the claims, and these naturally belong to the technical scope of the present invention. It is understood.

  The present invention is useful when controlling the posture of the vehicle body of a railway vehicle using an air spring, and particularly useful when tilting the vehicle body.

DESCRIPTION OF SYMBOLS 10 Rail vehicle 11 Bogie 12 Axle 13 Wheel 14 Wheel axle 15 Shaft box 16 Shaft spring 17 Bogie frame 17a Step part 20 (20A, 20B) Air spring 21 Car body 30 Car body attitude control device 31 Original air reservoir 32 Auxiliary air reservoir 33 Control part 34 Heater 35 Height adjustment valves 36, 37 Air supply path 38 Air supply / exhaust path 39 Air supply path 40 Air supply / exhaust path 41 Lever part 42 Height adjustment rod 50 Air supply path 51 Exhaust path 52, 53 Check valve 60 Top plate 61 Bottom plate 62 Flexible member 63 Elastic member 64 Air chamber 65 Auxiliary air chamber 66 Restriction 67 Hard plate 68 Elastic material 70 Heating part R Rail

Claims (9)

A vehicle body attitude control device comprising air springs provided on both sides in the vehicle width direction between a vehicle body and a carriage frame, and controlling the attitude of the vehicle body by supplying and discharging air to the air springs,
An air supply source for supplying air to the air spring;
A vehicle body attitude control device comprising: a heating unit that heats air supplied to the air spring or air supplied to the air spring. The vehicle body attitude control device according to claim 1, wherein the heating unit is provided in an air supply path connecting the air supply source and the air spring. An exhaust path for discharging air in the air spring is connected to the air spring,
The vehicle body attitude control device according to claim 2, wherein a check valve that prevents backflow of air is provided in each of the air supply passage and the exhaust passage. The vehicle body attitude control device according to claim 1, wherein the heating unit is provided inside the air spring. The air spring includes an upper surface plate, a lower surface plate, a cylindrical flexible member that connects the upper surface plate and the lower surface plate, and an annular elastic member attached below the lower surface plate,
The vehicle body attitude control device according to claim 4, wherein the heating unit is provided in any one of the upper surface plate, the lower surface plate, the flexible member, and the elastic member. . A vehicle body attitude control method for controlling the attitude of the vehicle body by supplying and discharging air to and from air springs provided on both sides in the vehicle width direction between the vehicle body and the carriage frame,
A vehicle body posture control method, comprising: heating air supplied to the air spring or air supplied to the air spring when controlling the posture of the vehicle body. The vehicle body posture control method according to claim 6, wherein the air supplied to the air spring is heated by a heating unit provided in an air supply path for supplying air to the air spring. 8. The vehicle body posture control method according to claim 7, wherein the air in the air spring is discharged from an exhaust passage provided separately from the air supply passage. The vehicle body posture control method according to claim 6, wherein the air supplied to the air spring is heated by a heating unit provided inside the air spring.

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