JP2016215730A - Car body inclination control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a car body inclination control device capable of suppressing increase in cost and weight.SOLUTION: A car body inclination control device of a vehicle equipped with a car body and a truck supporting the car body through a bolster spring, includes: a torsion bar 12 which has an axle line extending along a width direction of the truck and is supported by the truck or the car body for rotation along a circumferential direction with the axle line as a center; a link 14 which is provided at both ends of the torsion bar 12 and displaces both sides of the car body in the width direction along vertically opposite directions to each other by a torque generated by a twist in the circumferential direction of the torsion bar 12; and a rotary actuator 15 which is interlocked with the torsion bar 12 to apply a force in a twisting direction to the torsion bar 12.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle body tilt control device.

  In the case of railway vehicles, it is particularly desired to increase the speed of conventional lines in order to shorten the travel time of users. However, in a conventional straight line section, it is difficult to further improve the maximum speed due to the restriction of the brake stop distance due to the installation of a railroad crossing. For this reason, it is desirable to travel without reducing the speed as much as possible in the curved section. When the vehicle travels without reducing the speed in a curved section, not only the user's travel time can be shortened, but also the acceleration / deceleration at the entrance / exit of the curved section can be reduced. Therefore, the acceleration fluctuation in the front-rear direction with respect to the passenger is reduced, and the ride comfort can be improved. Furthermore, this reduction in acceleration / deceleration leads to energy saving.

  There is a vehicle body inclination as a technique for causing a railway vehicle to travel at a higher speed without deteriorating the riding comfort in a curved section. As a method of inclining the vehicle body, there are a pendulum type and an air spring type. The air spring type is disadvantageous in terms of the maximum inclination angle compared to the pendulum type, but it can be realized at a low cost without the need for a special cart like the pendulum type, so the pendulum type is replaced with the air spring type. Is progressing.

  Patent Document 1 describes a technique for inclining a vehicle body supported by a carriage via an air spring using an anti-rolling device using a torsion bar. In the technique described in Patent Document 1, a hydraulic actuator is provided between the torsion bar and the rod so that the relative position of the rod can be moved up and down. With this configuration, in Patent Document 1, it is possible to tilt the vehicle body by lowering one of the rods and raising the other with a hydraulic actuator.

  Non-Patent Document 1 describes a configuration in which an actuator is connected to only one of left and right rods in a vehicle that tilts a vehicle body using an anti-rolling device using a torsion bar. According to this non-patent document 1, the number of actuators can be made smaller than that described in Patent document 1.

  Patent Document 2 describes a fail-safe technique for tilting a vehicle body using an anti-rolling device using a torsion bar. In the technique described in Patent Document 2, two actuators are attached in parallel. Thereby, for example, when one of the two actuators attached in parallel gets stuck, the other actuator can return the vehicle body to the horizontal.

JP-A-6-056034 JP 2009-184629 A

J T Pearson, RM Goodall and I Pratt "Control system studies of an active anti-roll bar tilt system for railway vehicles" (UK) Proceedings of the Institution of Mechanical Engineers Vol.212 Part F 1998 P43-60

  In the technique described in Patent Document 1, the number of parts increases, leading to an increase in cost. However, even when a configuration such as Non-Patent Document 1 with a small number of parts is adopted, if a mechanism for returning the vehicle body to a horizontal position is added in consideration of the firmness of the actuator, for example, a complicated structure as in Patent Document 2 is required. As a result, the number of parts increases and the cost and weight increase.

  This invention is made in view of the said situation, and provides the vehicle body tilt control apparatus which can suppress a cost increase and a weight increase.

According to a first aspect of the present invention, a vehicle body tilt control device is a vehicle body tilt control device including a vehicle body and a carriage that supports the vehicle body via a pillow spring, wherein the vehicle body tilt control apparatus has a width direction of the carriage. A torsion bar supported by the carriage or the vehicle body so as to be rotatable in a circumferential direction centered on the axis, and provided at both ends of the torsion bar, in the circumferential direction of the torsion bar A link that displaces both sides in the width direction of the vehicle body in opposite directions up and down by torque generated by torsion, and a rotary actuator that is linked to the torsion bar and applies a torsional direction force to the torsion bar.
In this way, the torsion bar can be twisted by operating the rotary actuator. Further, the links provided at both ends of the torsion bar can convert torque generated by twisting of the torsion bar into a force that displaces both sides in the width direction of the vehicle body in the opposite directions. For this reason, the vehicle body can be tilted using a rotary actuator that is less likely to cause trouble. As a result, cost increase and weight increase can be suppressed.

According to the second aspect of the present invention, in the vehicle body inclination control device, the pillow springs in the first aspect are air springs respectively disposed on both sides in the width direction of the carriage, and An automatic height adjustment valve that changes the height of the vehicle body by adjusting the air pressure of the air spring may be provided.
In this way, in the case of a vehicle equipped with an air spring system equipped with an automatic height adjustment valve and having a torsion bar type anti-rolling mechanism, the mechanism is secured while ensuring roll rigidity. The vehicle body can be tilted without complication.

According to a third aspect of the present invention, the vehicle body tilt control device includes a brake mechanism that brakes the rotation of the torsion bar when the rotary actuator according to the second aspect is not in operation, and the brake mechanism includes the automatic height. The rotation of the torsion bar may be braked with a braking force that allows the rotation of the torsion bar accompanying the adjustment of the air pressure of the air spring by the adjusting valve.
With this configuration, when the supply of a power source such as electricity to the rotary actuator is stopped and the rotary actuator is in an inoperative state, the rotation of the torsion bar is braked by the brake mechanism. Thereby, roll rigidity can be ensured when supply of a power source is stopped. Therefore, it can suppress that roll rigidity falls and riding comfort falls, when the vehicle is running the curve. Further, since the torsion bar is allowed to rotate in accordance with the adjustment of the air spring air pressure, the inclination angle of the vehicle body can be changed by adjusting the air spring air pressure. Therefore, the vehicle body can be returned to the horizontal state while ensuring the roll rigidity.

According to a fourth aspect of the present invention, in the third aspect, the vehicle body tilt control device includes a first air pipe capable of communicating the air springs respectively disposed on both sides in the width direction of the carriage, and the first air pipe. A differential pressure valve that is provided in an air pipe and opens when a differential pressure between the air springs exceeds a predetermined differential pressure, and a second that is provided in parallel with the first air pipe and allows the air springs to communicate with each other. You may provide the air piping and the 1st series valve provided in the said 2nd air piping, and obstruct | occluded at the time of non-operation.
Since the first series valve is provided in parallel to the differential pressure valve in this way, when the vehicle body is tilted using the torsion bar, if the first series valve is operated and opened, the air Generation of differential pressure between the springs can be suppressed. Therefore, when the vehicle body is tilted using the torsion bar, it is possible to suppress the inhibition of the vehicle body tilt due to only the air pressure of the air spring on one side being increased. In addition, when the first series valve is deactivated, the second air pipe is closed, so that, for example, during a failure when the first series valve is deactivated, a differential pressure is generated between the air springs. And the vehicle body can be returned to the horizontal position by the air spring.

According to a fifth aspect of the present invention, in the fourth aspect, the vehicle body tilt control device is provided in the air supply pipe between the automatic height adjustment valve and the air spring and is opened when not in operation. A communication valve may be provided.
With this configuration, when the vehicle body is tilted using the torsion bar, it is possible to close the air supply pipe and cancel the air pressure adjustment of the air spring by the automatic height adjustment valve. Therefore, it is possible to suppress the obstruction of the vehicle body tilting operation using the torsion bar. On the other hand, when it becomes inactive, obstruction | occlusion of air supply piping is cancelled | released. Therefore, at the time of a failure or the like, the air pressure of the air spring is adjusted by the automatic height adjustment valve, and the vehicle body can be returned to the horizontal state.

  According to the vehicle body tilt control device, an increase in cost and an increase in weight can be suppressed.

It is a front view which shows the structure of the vehicle in embodiment of this invention. It is a side view which shows the structure of the vehicle in embodiment of this invention. 1 is a diagram illustrating an overall configuration of a vehicle body tilt control device according to an embodiment of the present invention.

Next, a vehicle body tilt control apparatus according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a front view showing a configuration of a vehicle in an embodiment of the present invention. FIG. 2 is a side view showing the configuration of the vehicle in the embodiment of the present invention.
As shown in FIGS. 1 and 2, the vehicle 1 according to this embodiment is a railway vehicle and includes a carriage 2 and a vehicle body 3.
The carriage 2 includes a wheel shaft 5, a shaft spring (not shown), a carriage frame 7, an air spring 8, and an anti-rolling device 9.

  The wheel shaft 5 is formed by press-fitting two disk-shaped wheels 5b on an axle 5a extending in the width direction (hereinafter, simply referred to as the left-right direction) of the rail R constituting the track. One carriage 2 is provided with a pair of wheel shafts 5, and the wheel shafts 5 a of these wheel shafts 5 are arranged in parallel in the front-rear direction. The left and right ends of the axle 5a are rotatably supported by a bearing (not shown). A carriage frame 7 is supported by these bearings via a shaft spring (not shown). The carriage frame 7 is provided with a pair of left and right diaphragm type air springs 8 on the upper surfaces of the left and right side portions thereof.

  The air spring 8 is a pillow spring that supports the vehicle body 3 from the lower left and right. The air spring 8 is formed of an elastic body such as rubber and can supply compressed air to the internal space. The vehicle body 3 is elastically supported by the carriage frame 7 via the air spring 8. Here, the carriage 2 is attached to one side and the other side of the longitudinal direction of the vehicle body 3 for one vehicle. That is, at least four air springs 8 are provided between the vehicle body 3 for one vehicle and the two carriages 2.

  The anti-rolling device 9 is a device that elastically suppresses the rolling of the vehicle body 3. The anti-rolling device 9 includes a torsion bar 12, an arm 13, a link 14, and a rotary actuator 15.

  The torsion bar 12 is a spring formed of a metal rod and utilizing a restoring force against its torsional deformation. The torsion bar 12 has an axis O extending in the left-right direction of the carriage 2. The torsion bar 12 in this embodiment is supported so as to be rotatable in the circumferential direction about the axis O with respect to the carriage frame 7. The torsion bar 12 has arms 13 extending at the left and right ends of the torsion bar 12 toward the front or rear, respectively. The arm 13 is attached integrally to the left and right ends of the torsion bar 12 and can swing around the axis O.

  The link 14 converts the circumferential torque generated by the twist of the torsion bar 12 into a vertical force. The link 14 is provided between the end of the left arm 13 of the torsion bar 12 and the left side 3a of the vehicle body 3, and between the end of the right arm 13 of the torsion bar 12 and the right side 3b of the vehicle body 3. Each is attached to cross. Both ends of the link 14 are swingably attached to the vehicle body 3 and the arm 13, respectively. For example, when a downward swinging force is applied to the arm 13 of the torsion bar 12, the link 14 converts this force into a downward pulling force and transmits it to the vehicle body 3. On the other hand, when a force that swings upward acts on the arm 13, the link 14 converts this force into an upward pressing force and transmits it to the vehicle body 3. Here, since the restoring force of the opposite direction which tries to return torsion of the torsion bar 12 acts on both ends of the torsion bar 12, the left and right links 14 exert forces on the vehicle body that are displaced in directions opposite to each other. Will be communicated.

  The rotary actuator 15 can apply a twisting force to the torsion bar 12. The rotary actuator 15 in this embodiment is an actuator that is driven by an electric motor such as a servo motor. The rotary actuator 15 has a structure that does not hinder the rotation (twisting) of the torsion bar 12 in a non-energized state (hereinafter simply referred to as non-operating) in which electricity as a drive source is not supplied. The rotary actuator 15 is provided for each carriage 2. The rotary actuator 15 has a brake mechanism 16.

  The rotary actuator 15 is driven and controlled by the control device 100 (see FIG. 3). The control device 100 detects the position information of the own vehicle based on an external signal such as a GNSS (Global Navigation Satellite System) signal or an ATS signal (Automatic Train Stop). Further, the control device 100, for example, based on the position information of the vehicle and the curve information of the track stored in advance in a storage medium such as a ROM (Read Only Memory), for example, the radius of curvature of the curve section where the vehicle travels, Or the like is searched from the stored information. Furthermore, the control device 100 detects the traveling speed of the own vehicle based on the output of a speed generator (not shown).

  The control device 100 sets an inclination angle target value, which is a target value of the inclination angle of the vehicle body 3 with respect to the carriage 2, based on the radius of curvature of the curved section in which the own vehicle travels immediately after, the cant amount, and the traveling speed of the own vehicle. Calculate by calculation.

  Here, when the vehicle body 3 is tilted toward the inner track side with respect to the ground by the canal of the track, the centrifugal acceleration is reduced according to the tilt angle. However, excessive centrifugal acceleration, which is centrifugal acceleration that cannot be canceled out by the inclination of the vehicle body 3 due to the cant, occurs. The tilt angle target value is a target value of an angle at which the vehicle body 3 is tilted toward the inner track side with respect to the carriage 2 in order to cancel out the excessive centrifugal acceleration. The control device 100 drives and controls the rotary actuator 15 so that the rotation angle corresponds to the target value.

  The brake mechanism 16 brakes the rotation of the torsion bar 12 when the rotary actuator 15 is not operated. The brake mechanism 16 in this embodiment is provided in the vicinity of one end portion of both end portions of the torsion bar 12. The braking force that can be generated by the brake mechanism 16 is a braking force that allows the torsion bar 12 to rotate with the adjustment of the air pressure of the air spring 8 by an automatic height adjusting valve 22 described later. As the brake mechanism 16, for example, an elastic body such as a coil spring or the like is pressed against the torsion bar 12 by an elastic body such as a coil spring when deenergized to generate a braking force, while an electromagnetic force is generated when energized to generate an elastic body such as a coil spring. And a configuration in which a braking force is not generated by compressing and deforming.

FIG. 3 is a diagram showing an overall configuration of the vehicle body tilt control apparatus according to the embodiment of the present invention.
As shown in FIG. 3, the vehicle body tilt control device 20 includes an air supply pipe 21, an automatic height adjustment valve 22, auxiliary air, in addition to the air spring 8, the anti-rolling device 9, and the rotary actuator 15 described above. A chamber 23, a first air pipe 24, a differential pressure valve 25, a second air pipe 26, a first series valve 27, and a second communication valve 28 are provided. Here, the air spring 8, the air supply pipe 21, the automatic height adjustment valve 22, the auxiliary air chamber 23, the first air pipe 24, and the differential pressure valve 25 are arranged so that the vehicle body 3 is horizontal with respect to the carriage 2. A so-called automatic height adjusting device is provided.

  The air supply pipe 21 forms a flow path for sending compressed air from an air source (not shown) to the air spring 8. Here, the air source is attached to, for example, the bottom surface of the vehicle body 3. This air source is a so-called original air reservoir, and is filled with air compressed by a compressor (not shown) so as not to fall below a predetermined pressure.

  The automatic height adjustment valve 22 is provided in the middle of the air supply pipe 21 that connects the air spring 8 and the air source. The automatic height adjustment valve 22 has a lever 29 that can swing. For example, the levers 29 are arranged on the left and right sides of the vehicle body 3, respectively, and swing according to changes in the distance between the vehicle body 3 and the carriage 2.

  The automatic height adjustment valve 22 is opened and closed according to the swing of the lever 29. For example, when the distance between the vehicle body 3 and the carriage 2 at the position where the lever 29 is disposed is longer than the reference distance, the air of the air spring 8 is exhausted. On the other hand, if the distance between the vehicle body 3 and the carriage 2 at the position where the lever 29 is disposed is shorter than the reference, the air spring 8 is supplied with air. Further, when the distance between the vehicle body 3 and the carriage 2 is a reference distance, the valve is closed. That is, the automatic height adjustment valve 22 automatically adjusts the supply of air to the air spring 8 so that the horizontal inclination of the vehicle body 3 is horizontal.

  The auxiliary air chamber 23 is connected to the air spring 8 for the purpose of increasing the air capacity of the air spring 8. The auxiliary air chamber 23 is connected to the air spring 8 on a one-to-one basis. The auxiliary air chamber 23 in this embodiment is connected via a pipe 30. The pipe 30 is provided with a throttle (not shown) in the middle thereof. Since the flow path is suddenly restricted by this restriction, the vibration of the air spring 8 can be attenuated.

  The first air pipe 24 connects the left and right auxiliary air chambers 23 provided on the same carriage 2. A differential pressure valve 25 is provided in the middle of the first air pipe 24. The differential pressure valve 25 is opened when the difference in air pressure between the left and right air springs 8 (pressure difference) becomes excessive, and the left and right auxiliary air chambers 23 communicate with each other so that the air pressure difference between the left and right air springs 8 is different. Reduce.

  The second air pipe 26 is provided in parallel with the first air pipe 24. In other words, the second air pipe 26 connects the left and right auxiliary air chambers 23 separately from the first air pipe 24. In the middle of the second air pipe 26, a first series valve 27 is provided. The opening and closing of the first series valve 27 is controlled by the control device 100. The first series valve 27 can be opened and closed using a driving source such as electricity or working fluid. The first series valve 27 is closed at the time of non-operation when the drive source is not supplied, and can be opened at the time of operation for performing vehicle body tilt control using the torsion bar 12. When the first series valve 27 is opened, the two air springs 8 are communicated with each other via the second air pipe 26. That is, in this state, the differential pressure between the air springs 8 is substantially zero.

  The second communication valve 28 is provided in the middle of the air supply pipe 21 between the automatic height adjustment valve 22 and the air spring 8. Opening and closing of the second communication valve 28 is controlled by the control device 100. The second communication valve 28 can be opened and closed using a drive source such as electricity or working fluid. The second communication valve 28 is opened at the time of non-operation when the drive source is not supplied, and can be closed at the time of operation for performing the vehicle body tilt control using the torsion bar 12. When the second communication valve 28 is closed, the air spring 8 is disconnected from the automatic height adjustment valve 22. Therefore, it is possible to suppress the vehicle body tilt control from being hindered by the supply of air to the air spring 8 by the automatic height adjustment valve 22.

The vehicle 1 of this embodiment has the above-described configuration. Next, the vehicle body tilting operation of the vehicle 1 will be described.
<During normal driving>
When it is not necessary to incline the vehicle body 3 such as when the vehicle is stopped or traveling at a low speed, the control device 100 performs control so that the vehicle body 3 is kept horizontal. More specifically, the control device 100 closes the first series valve 27 and opens the second communication valve 28. Thereby, the air pressure of the air spring 8 is automatically adjusted by the automatic height adjustment valve 22, and the vehicle body 3 is kept in a horizontal state.

  Further, the control device 100 does not energize the rotary actuator 15 and the brake mechanism 16. That is, the torsion bar 12 is braked by the brake mechanism 16. Thereby, the roll rigidity between the vehicle body 3 and the carriage 2 is ensured by the state in which the anti-rolling device 9 functions, that is, the torsional rigidity of the torsion bar 12.

<At tilt control>
The control device 100 determines whether or not tilt control of the vehicle body 3 is required. When it is determined that the tilt control is necessary, the control device 100 energizes the first series valve 27 and the second communication valve 28. As a result, the first series valve 27 is opened, and the air springs 8 communicate with each other via the second air pipe 26. Further, the second communication valve 28 is closed, and the automatic height adjustment valve 22 is disconnected from the air spring 8.

  Further, the control device 100 calculates a target value of the inclination angle of the vehicle body 3 and operates the rotary actuator 15 based on the target value. At this time, since the brake mechanism 16 is also energized, the braking of the torsion bar 12 by the brake mechanism 16 is released. Thereby, a force due to torsion of the torsion bar 12 acts on the vehicle body 3, and the vehicle body 3 is inclined at an inclination angle corresponding to the rotation of the rotary actuator 15.

<During fail>
For example, when energization to the control device 100 is stopped due to some trouble, the rotary actuator 15, the first series valve 27, and the second communication valve 28 are inactivated. Therefore, the torsion bar 12 is braked by the brake mechanism 16 of the rotary actuator 15. Thereby, the roll rigidity by an anti-rolling apparatus is ensured. Further, the first series valve 27 is closed and the second communication valve 28 is opened. Thereby, the automatic height adjustment valve 22 is in a state in which the height of the air spring 8 can be adjusted. At this time, since the force acting on the torsion bar 12 with the height adjustment of the air spring 8 exceeds the braking force of the brake mechanism 16, the vehicle body 3 is returned to the horizontal state while ensuring the roll rigidity.

  Therefore, according to the above-described embodiment, the torsion bar 12 can be twisted by operating the rotary actuator 15. Further, the torque generated by the twisting of the torsion bar 12 is converted into a force that displaces both sides in the width direction of the vehicle body 3 in the opposite directions by the arms 13 and the links 14 provided at both ends of the torsion bar 12. be able to. For this reason, the vehicle body can be tilted using a rotary actuator that is less likely to cause trouble. As a result, cost increase and weight increase can be suppressed.

  Further, in the case of the vehicle 1 equipped with the system of the air spring 8 having the automatic height adjusting valve 22 and having the torsion bar type anti-rolling device 9, the mechanism is complicated while ensuring the roll rigidity. The vehicle body can be tilted without being changed.

Furthermore, the rotation of the torsion bar 12 is braked by the brake mechanism 16 when the supply of a power source such as electricity to the rotary actuator 15 is stopped and the rotary actuator 15 is deactivated. Thereby, roll rigidity can be ensured when supply of a power source is stopped. Therefore, it can suppress that roll rigidity falls and riding comfort falls, when the vehicle 1 is drive | working the curve.
Further, even if the rotation of the torsion bar 12 is braked by the brake mechanism 16, the rotation of the torsion bar 12 accompanying the adjustment of the air pressure of the air spring 8 is allowed. Therefore, the inclination angle of the vehicle body 3 can be changed by adjusting the air pressure of the air spring 8. Thereby, the vehicle body 3 can be returned to the horizontal state while ensuring the roll rigidity.

  Further, since the first series valve 27 is provided in parallel to the differential pressure valve 25, the first series valve 27 can be operated and opened when the vehicle body is tilted using the torsion bar 12. Thus, the occurrence of differential pressure between the air springs 8 can be suppressed. Therefore, when the vehicle body is tilted using the torsion bar 12, it is possible to suppress that only the air pressure of the air spring 8 on one side increases and the vehicle body tilt is inhibited. In addition, when the first series valve 27 is inoperative, the second air pipe 26 is closed, so that a differential pressure is generated between the air springs 8 at the time of failure or the like, and the air spring 8 It becomes possible to return the vehicle body 3 to the horizontal by the force of.

  Further, when the vehicle body is tilted using the torsion bar 12, the air supply pipe 21 can be closed to cancel the air pressure adjustment of the air spring 8 by the automatic height adjustment valve 22. Therefore, it can suppress that the operation | movement of the vehicle body tilt using the torsion bar 12 is inhibited. On the other hand, at the time of non-operation, obstruction | occlusion of the air supply piping 21 is cancelled | released. Therefore, the air pressure of the air spring 8 is adjusted by the automatic height adjustment valve 22 at the time of a failure and the vehicle body 3 can be returned to the horizontal state.

The present invention is not limited to the above-described embodiment, and includes various modifications made to the above-described embodiment without departing from the spirit of the present invention. That is, the specific shapes, configurations, and the like given in the embodiment are merely examples, and can be changed as appropriate.
For example, in the above-described embodiment, the case where the rotary actuator 15 and the brake mechanism 16 are provided integrally has been described. However, the rotary actuator 15 and the brake mechanism 16 may be provided separately.

  Furthermore, the case where the brake mechanism 16 of the embodiment described above brakes the rotation of the torsion bar 12 has been described. However, it is not limited to this configuration. For example, the rotation of the components of the rotary actuator 15 linked to the torsion bar 12 and rotating together with the torsion bar 12 may be braked.

  Furthermore, in the anti-rolling device 9 of the above-described embodiment, the case where the torsion bar 12 is supported by the carriage 2 and the link 14 is attached between the arm 13 and the vehicle body 3 has been described. However, the configuration of the anti-rolling device 9 is not limited. For example, the torsion bar 12 may be supported on the vehicle body 3 side and the link 14 may be attached across the arm 13 and the carriage 2. In this case, the rotary actuator 15 can be attached to the vehicle body 3.

  Furthermore, in the above-described embodiment, the case has been described in which a mechanism for adjusting the air pressure of the air spring 8 by the automatic height adjusting valve 22 to level the vehicle body 3 is provided. However, a mechanism for adjusting the air pressure of the air spring 8 to level the vehicle body 3 without using the automatic height adjustment valve 22 may be used.

  Furthermore, although embodiment mentioned above demonstrated the case where the air spring 8 was used as a pillow spring, you may use pillow springs other than the air spring 8. FIG.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Bogie 3 Car body 5 Wheel axle 5a Axle 5b Wheel 7 Bogie frame 8 Air spring 9 Anti-rolling device 12 Torsion bar 13 Arm 14 Link 15 Rotary actuator 16 Brake mechanism 20 Vehicle body tilt control device 21 Air supply piping 22 Automatic height adjustment valve 23 Auxiliary air chamber 24 First air pipe 25 Differential pressure valve 26 Second air pipe 27 First series valve 28 Second communication valve 29 Lever 30 Pipe 100 Controller R Rail

Claims (5)

The car body,
A vehicle body tilt control device comprising: a carriage that supports the vehicle body via a pillow spring;
A torsion bar having an axis extending in the width direction of the carriage, and supported by the carriage or the vehicle body so as to be rotatable in a circumferential direction around the axis;
A link provided at both ends of the torsion bar, and displaces both sides in the width direction of the vehicle body in opposite directions by torque generated by twisting in the circumferential direction of the torsion bar;
A rotary actuator linked to the torsion bar to apply a twisting force to the torsion bar;
A vehicle body tilt control device. The pillow springs are air springs arranged on both sides in the width direction of the carriage,
The vehicle body tilt control device according to claim 1, further comprising an automatic height adjustment valve that adjusts an air pressure of the air spring in accordance with a tilt of the vehicle body to change a height of the vehicle body. The rotary actuator is
A brake mechanism for braking the rotation of the torsion bar when not operating;
The brake mechanism is
The vehicle body tilt control device according to claim 2, wherein the rotation of the torsion bar is braked with a braking force that allows the rotation of the torsion bar in accordance with adjustment of the air pressure of the air spring by the automatic height adjustment valve. A first air pipe capable of communicating the air springs arranged on both sides in the width direction of the carriage,
A differential pressure valve that is provided in the first air pipe and opens when a differential pressure between the air springs exceeds a predetermined differential pressure;
A second air pipe provided in parallel with the first air pipe and capable of communicating the air springs;
The vehicle body tilt control device according to claim 3, further comprising: a first series valve that is provided in the second air pipe and is closed when not operated.   The vehicle body tilt control device according to claim 4, further comprising a second communication valve that is provided in an air supply pipe between the automatic height adjustment valve and the air spring and is opened when the valve is not operated.

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