JP2017100571A - Vehicle body inclination device of railway vehicle and vehicle body inclination control method of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle body inclination device of a railway vehicle capable of improving ride comfort.SOLUTION: In a vehicle body inclination device 110 of a railway vehicle 100 having an air spring 20 for supporting a vehicle body 50 placed on a bogie 10, a first air flow passage 31 and a second air flow passage 41 for supplying-exhausting air to the air spring 20, a passive adjusting valve and an inclination adjusting valve 40, a first cutoff valve 32 and a second cutoff valve 42, a control device for controlling the first cutoff valve 32 and the second cutoff valve 42 for opening-closing, and a main air reservoir 60, the control device comprises: storage means for storing a map for determining a preceding time (t) of opening-closing control of the first cutoff valve 32 or the second cutoff valve 42, and differential pressure ΔP corresponding to the preceding time (t); and calculation means for calculating the differential pressure between air spring inner pressure P2 being inner pressure of the air spring 20 and main reservoir supply pressure P1 being inner pressure of the main air reservoir 60. The control device uses the preceding time (t) corresponding to the differential pressure ΔP determined in this map, for controlling opening-closing of the first cutoff valve 32 or the second cutoff valve 42.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a vehicle body tilting device for a railway vehicle, and more particularly to a technique for suppressing the occurrence of a time lag related to the start of tilting by controlling supply and exhaust of a vehicle body tilting device using a passive adjustment valve.

  Conventionally, in a curved section of a track on which a railway vehicle travels, in addition to providing a cant on the track, control for tilting the vehicle body is also performed on the rail vehicle side. This is performed for the purpose of reducing deterioration in riding comfort caused by the centrifugal force felt by passengers riding on the railway vehicle when traveling in a curved section. This control is realized by supplying / exhausting air to / from an air spring provided between the vehicle body and the carriage by an air spring height adjusting mechanism and appropriately adjusting the inclination of the vehicle body. At this time, the air supply / exhaust is performed by the operation of the height adjustment valve using the adjustment link mechanism. However, due to the restriction of the air supply / exhaust and the delay in the operation of the height adjustment valve, the optimum vehicle body inclination is appropriately obtained. It was difficult.

  Patent Document 1 discloses a technique related to a vehicle tilting device for a rail vehicle previously proposed by the applicant. Railcars have an air spring arranged on the left and right to support the vehicle body mounted on the carriage, and a first air passage that individually supplies and exhausts air to and from the air spring. And an attached passive regulating valve. A first electromagnetic valve arranged in series with the passive adjustment valve; an inclination adjustment valve provided in a second air flow path for supplying and exhausting air individually to the air spring; And a second solenoid valve arranged in series with the tilt adjustment valve. With such a configuration, it is possible to avoid hunting of the air supply / exhaust system in the vehicle tilting device, and it is possible to quickly adjust the height and tilt of the vehicle body appropriately.

Japanese Patent No. 4764117

  However, even the technique described in Patent Document 1 has a problem that the movement of the air spring is slightly delayed with respect to the supply and exhaust when tilt control is performed by supplying and exhausting the left and right air springs. This is because a passive adjustment valve is used, and an adjustment method is adopted in which the tilt command is advanced by a delay amount. However, since the delay time (inclination performance) differs depending on the pressure of the pneumatic system such as the original useless supply pressure and the air spring supply pressure, it has been found that there is a case where riding comfort deteriorates with uniform control.

  SUMMARY OF THE INVENTION In order to solve such problems, it is an object of the present invention to provide a railway vehicle body tilting apparatus and a railway vehicle body tilt control method capable of improving riding comfort.

  In order to solve the above-mentioned problems, a vehicle body tilting apparatus for a railway vehicle according to an aspect of the present invention has the following characteristics.

(1) An air spring that supports a vehicle body placed on a carriage, a first air channel and a second air channel that supply and exhaust air to the air spring, and a first air channel that is connected to the first air channel. A passive adjustment valve having an adjustment link attached horizontally, an inclination adjustment valve connected to the second air flow path and having the second adjustment link attached inclined, and interposed in the first air flow path A first shutoff valve, a second shutoff valve interposed in the second air flow path, a control device for opening and closing the first shutoff valve and the second shutoff valve, the passive adjustment valve, and the inclination In a vehicle body tilting apparatus for a railway vehicle having an original air reservoir connected to a regulating valve, the control device includes a timing for opening / closing control of the first cutoff valve or the second cutoff valve, and a pressure corresponding to the timing. Storage means for storing a map that defines the internal pressure of the air spring; Calculating means for calculating a differential pressure between an air spring internal pressure and an original useless internal pressure that is an internal pressure of the original air reservoir, and the control device has the timing corresponding to the differential pressure determined in the map, It is used for opening / closing control of the first cutoff valve or the second cutoff valve.

  According to the aspect described in (1) above, the timing corresponding to the pressure determined in the map can be selected, so that the opening / closing control of the first cutoff valve or the second cutoff valve by the control device can be performed at an appropriate timing. it can. As a result, the riding comfort of the railway vehicle can be improved. This is because a passive adjustment valve is used in a vehicle body tilting device for a railway vehicle, and in order to control the vehicle body tilting with the height of the air spring, it is necessary to adjust the timing of supply and exhaust. And the delay time by the difference in pressure can be adjusted appropriately by using the difference pressure of the original useless internal pressure which is the internal pressure of an original air reservoir, and the air spring internal pressure for the timing. As a result, an appropriate vehicle body inclination can be realized, and the riding comfort of the railway vehicle can be improved.

  In order to solve the above-mentioned problem, a railway vehicle tilt control method according to another aspect of the present invention has the following characteristics.

(2) An air spring that supports the vehicle body mounted on the carriage, an original air reservoir connected to the passive adjustment valve and the inclination adjustment valve, and a first air flow path connected to the air spring and the original air reservoir. And the second air flow path, the passive adjustment valve connected to the first air flow path, and the inclination adjustment valve connected to the second air flow path, and provided in the first air flow path. The vehicle body inclination control of the railway vehicle which controls the inclination of the vehicle body by controlling the height of the air spring by opening and closing the first cutoff valve and the second cutoff valve provided in the second air flow path. In the method, a control device that performs opening / closing control of the first cutoff valve and the second cutoff valve acquires an air spring internal pressure that is an internal pressure of the air spring, and acquires an original useless internal pressure that is an internal pressure of the original air reservoir. The air spring internal pressure and the original da A differential pressure of the internal pressure is calculated, a timing corresponding to the differential pressure is obtained from a map stored in a storage means provided in the control device, and the control device is configured to control the first shut-off valve or the second shut-off valve. The opening / closing control is performed at the timing described above.

  According to the aspect described in (2) above, the timing corresponding to the pressure determined in the map can be selected as in the railway vehicle inclination control apparatus described in (1). Thereby, opening / closing control of the 1st cutoff valve or the 2nd cutoff valve by a control apparatus can be performed at an appropriate timing, and it becomes possible to improve the riding comfort of a railway vehicle as a result.

1 is a schematic cross-sectional view of a railway vehicle according to an embodiment. It is a model side view of the vehicle body tilting apparatus of this embodiment. It is sectional drawing about the internal structure of the passive adjustment valve of this embodiment. It is sectional drawing about the internal structure of the passive adjustment valve of this embodiment. It is a model side view of the vehicle body tilting apparatus of this embodiment. It is a block diagram explaining the flow of the air in the vehicle body tilting apparatus of this embodiment. It is a flowchart explaining control of the time delay of the vehicle body tilting apparatus of this embodiment. It is a conceptual diagram of differential pressure | voltage and preceding time of this embodiment. It is a table | surface of the map information of this embodiment. It is a graph regarding the movement of a passive adjustment valve and an inclination adjustment valve of this embodiment. (A) It is a graph at the time of employ | adopting preceding time t1. (B) It is a graph at the time of employ | adopting preceding time t2. It is a block diagram which shows the electric constitution of this embodiment.

  First, an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, the schematic cross section of the rail vehicle 100 of this embodiment is shown. The railway vehicle 100 includes a carriage 10 and a vehicle body 50 supported by the carriage 10. As shown in FIG. 1, left and right air springs 20 (first air spring 20 </ b> A, second air spring 20 </ b> B) fixed to the carriage frame 11 of the carriage 10 are configured to support the lower surface of the vehicle body 50. Hereinafter, when it is described as the air spring 20, it means either the first air spring 20A or the second air spring 20B.

  FIG. 2 shows a schematic side view of the vehicle body tilting apparatus. As shown in FIG. 2, the vehicle body tilting device 110 includes a carriage 10, an air spring 20 connected thereto, a passive adjustment valve 30, a tilt adjustment valve 40, and an original air reservoir 60. A first air flow path 31 and a second air flow path 41 are connected to the air spring 20, and air is supplied and exhausted from the inside of the air spring 20. The first air flow path 31 is connected to the third air flow path 61 via the passive adjustment valve 30. The third air flow path 61 is connected to a main air reservoir (Main Reservoir) 60. The original air reservoir 60 is an air tank that accumulates air. Further, the second air flow path 41 is connected to the fourth air flow path 62 via the inclination adjustment valve 40. The fourth air flow path 62 is connected to the original air reservoir 60.

  A first adjustment link 17 is horizontally attached to the passive adjustment valve 30 via a main shaft 25, and the first adjustment link 17 is rotated by a first support column 15 that is rotatably attached to the carriage frame 11. It is supported movably. 3 and 4 are sectional views showing the internal structure of the passive regulating valve 30. FIG. 3 and 4, the angle of the first adjustment link 17 is different. The passive adjustment valve 30 includes a main body 316, a main shaft 25, an air supply valve 318, an exhaust valve 319, and an oil damper 320. The supply valve 318 and the exhaust valve 319 are connected by a passage that penetrates the main body 316 and is connected to the first air flow path 31. The supply valve 318 and the exhaust valve 319 are configured such that the passage to the first air flow path 31 is closed by a reaction force of a spring (not shown).

  The supply air flow path 315 connected to the first air flow path 31 and the third air flow path 61 is communicated and blocked by the tip portion of the supply air valve 318. Further, the first air flow path 31 and the exhaust path 314 are communicated and blocked by the tip portion of the exhaust valve 319. The oil damper 320 is connected to the piston 321 and the piston 321, and has a first check valve 322 and a second check valve 324 having a backflow prevention function, and a first check valve 322 or a second check valve 324 provided behind the second check valve 324. The first back chamber 336, the second back chamber 337, and the first damper cap 323 and the second damper cap 325, which are small diameter portions communicating with the first back chamber 336 and the second back chamber 337, are provided with oil. It is immersed in the oil stored in the damper 320.

  The first damper cap 323 is provided with a first orifice 331 that communicates with the main shaft chamber 335. Similarly, the second damper cap 325 is provided with a second orifice 332 that communicates with the main shaft chamber 335. Further, the first back chamber 336 is provided with a first communication passage 333 communicating with the main shaft chamber 335 in the state of FIG. The second back chamber 337 is provided with a second communication passage 334 communicating with the main shaft chamber 335 in the state shown in FIG. The first communication passage 333 is blocked by the piston 321 in the state of FIG. 3, and the communication between the main shaft chamber 335 and the first back chamber 336 is blocked. The second communication passage 334 is blocked by the piston 321 in the state of FIG. 4, and the communication between the main shaft chamber 335 and the second back chamber 337 is blocked.

  The main shaft 25 is rotatably held by a first adjustment link 17 that is rotatably connected to the first support column 15. Accordingly, when the inclination angle of the first adjustment link 17 changes following the change in the height of the vehicle body 50, the main shaft 25 is rotated with the change in the inclination angle. Here, the main shaft 25 is attached to the first adjustment link 17 via a forward / reverse torsion spring, and is set at a neutral point by the urging force of each torsion spring in any of the forward / reverse directions. It is configured to return. Further, the main shaft 25 is provided with an upper protrusion 326, and the supply valve 318 or the exhaust valve 319 can be opened and closed by applying a resistance against the spring of the supply valve 318 or the exhaust valve 319. Further, the main shaft 25 is provided with a lower protrusion to move the piston 321 left and right.

  The air supply flow path 315 provided in the passive adjustment valve 30 is connected to the third air flow path 61 shown in FIG. Since the original air reservoir 60 is connected to a compressor (not shown), the third air flow path 61 becomes a route through which compressed air is supplied. The exhaust path 314 provided in the passive adjustment valve 30 is a route for releasing the exhaust to the atmosphere. In addition, since the inclination adjustment valve 40 has the same structure as the passive adjustment valve 30 and performs the same operation, description thereof is omitted.

  Since the passive adjustment valve 30 and the inclination adjustment valve 40 have such a structure, the following operation is shown. First, the case where the passive adjustment valve 30 as shown in FIG. 3 acts as an air supply valve will be described. In FIG. 3, the supply valve 318 is opened and the exhaust valve 319 is closed. That is, when the first adjustment link 17 is inclined upward in the forward direction, the main shaft 25 rotates counterclockwise in the figure, and the lower protrusion provided at the lower portion of the main shaft 25 causes the piston 321 to move in the right direction. Move to.

  The first check valve 322 on the right side of the piston 321 prevents the backflow of oil from the right to the left, and permits the flow from the left to the right. Therefore, the first back chamber 336 of the piston 321 is a hydraulic chamber. It becomes. At this time, since the oil flow is restricted by the first orifice 331 provided in the first damper cap 323, the effect of the damper can be obtained. The piston 321, the first damper cap 323 and the first orifice 331 constitute an air supply side hydraulic damper mechanism.

  Moreover, the case where the passive adjustment valve 30 as shown in FIG. 4 acts as an exhaust valve will be described. As shown in FIG. 1, when the railway vehicle 100 passes through the curved portion of the track, the control device of the present embodiment shuts off the second shut-off valve 42 provided in the second air flow path 41 on the inner track side. Then, the passive adjustment valve 30 is operated. On the outer track side, the first shutoff valve 32 provided in the first air flow path 31 is shut off, and the tilt adjusting valve 40 is operated. In FIG. 4, the supply valve 318 is closed and the exhaust valve 319 is opened. That is, when the first adjustment link 17 is inclined downward in the negative direction, the main shaft 25 rotates clockwise in the figure, and the lower protrusion provided at the lower portion of the main shaft 25 moves the piston 321 leftward. Move.

  The second check valve 324 on the left side of the piston 321 prevents the backflow of oil from the left to the right, and permits the flow from the right to the left, so that the second back chamber 337 of the piston 321 is hydraulic. It becomes a room. In this case, since the oil flow is restricted by the second orifice 332 provided in the second damper cap 325, the effect of the damper can be obtained. The piston 321, the second damper cap 325, and the second orifice 332 constitute an exhaust side hydraulic damper mechanism.

  Next, the operation of the vehicle body tilting device 110 will be described. FIG. 6 is a block diagram for explaining the flow of air in the air circuit of the vehicle body tilting device 110. FIG. 11 is a block diagram showing the electrical configuration of the vehicle body tilting device 110. As shown in FIG. The compressor 201 supplies air to the original air reservoir 60. The original useless supply pressure P <b> 1 that is the pressure of the original air reservoir 60 is measured by the first pressure gauge 65. The original air reservoir 60 is connected to a brake. The air in the original air reservoir 60 is supplied to the air spring 20 via the passive adjustment valve 30. The air spring internal pressure P <b> 2 that is the pressure of the air spring 20 is measured by the second pressure gauge 66. The air in the air spring 20 is released to the atmosphere via the passive adjustment valve 30.

  Further, the control of the passive adjustment valve 30 and the inclination adjustment valve 40 is performed by the control device 74 as shown in FIG. The control device 74 includes a CPU 75, a ROM 76 and a RAM 77. The ROM 76 stores point information 76a and map information 76b. The control device 74 is connected to the vehicle position acquisition device 72 and the amplifier 71 via the input / output port 73. The first pressure gauge 65 and the second pressure gauge 66 are connected to the input / output port 73. A first cutoff valve 32 and a second cutoff valve 42 are connected to the amplifier 71.

  FIG. 7 is a flowchart illustrating time delay control of the vehicle body tilting device 110. FIG. 8 shows a conceptual diagram of the differential pressure ΔP and the preceding time t. In FIG. 8, the vertical axis represents the preceding time t, and the horizontal axis represents the differential pressure ΔP. FIG. 9 shows a table of map information 76b. In S10, the original useless supply pressure P1 of the original air reservoir 60 is acquired. The pressure is measured by the first pressure gauge 65, and the data is collected in the RAM 77 via the input / output port 73. Then, the process proceeds to S11. In S11, the air spring internal pressure P2 of the air spring 20 is acquired. The pressure is measured by the second pressure gauge 66, and the data is collected in the RAM 77 via the input / output port 73. Then, the process proceeds to S12. In S12, a differential pressure ΔP between the original useless supply pressure P1 and the air spring internal pressure P2 is acquired. The differential pressure ΔP is a difference between the original useless supply pressure P1 and the air spring internal pressure P2, and is calculated by the CPU 75 of the control device 74. Then, the process proceeds to S13.

  In S13, the preceding time is determined from the map information 76b based on the differential pressure ΔP. The map information 76b is defined as shown in FIG. 9 with a concept like the graph shown in FIG. As a result, the corresponding preceding time t is obtained from the value of the differential pressure ΔP. For example, when ΔP1 is between P11 and P12, the preceding time t meets the condition of the first row in FIG. 9, and thus is set as the preceding time t1. Then, the process proceeds to S14. In S14, valve control is performed based on the preceding time t. By controlling the opening / closing timing of the first cutoff valve 32 and the second cutoff valve 42 by the control device 74, the inflow timing of air from the air spring 20 side is controlled. Then, the process ends.

  Since the vehicle body tilting device 110 of the railway vehicle 100 according to the present embodiment has the above-described configuration, the following operations and effects are achieved.

  First, the ride comfort of the railway vehicle 100 can be improved by the vehicle body tilting device 110 of the present embodiment. This is realized by the following configuration. First, the air spring 20 that supports the vehicle body 50 placed on the carriage 10, the first air passage 31 and the second air passage 41 that supply and exhaust air to the air spring 20, and the first air passage 31 The passive adjustment valve 30 is connected and the first adjustment link 17 is attached horizontally, and the inclination adjustment valve 40 is connected to the second air flow path 41 and the second adjustment link 18 is attached inclined. Yes.

  In addition, the first shutoff valve 32 interposed in the first air flow path 31, the second shutoff valve 42 interposed in the second air flow path 41, the first shutoff valve 32 or the second shutoff valve 42 are provided. A control device 74 that controls opening and closing, and an original air reservoir 60 connected to the passive adjustment valve 30 and the inclination adjustment valve 40 are provided. In such a vehicle body tilting device 110 of the railway vehicle 100, the control device 74 instructs the control device 74 to perform opening / closing control timing of the first shutoff valve 32 or the second shutoff valve 42 corresponding to the pressure (differential pressure ΔP) and the differential pressure ΔP (preceding time). As a calculation means for calculating the differential pressure between the ROM 76 that stores the map information 76b defining t), the air spring internal pressure P2 that is the internal pressure of the air spring 20, and the original useless supply pressure P1 that is the internal pressure of the original air reservoir 60. CPU75. And the control apparatus 74 uses the timing corresponding to the differential pressure (DELTA) P defined in this map information 76b for the opening / closing control of the 1st cutoff valve 32 and the 2nd cutoff valve 42. FIG.

  As also referred to in Patent Document 1, if the vehicle body tilting device 110 of the railway vehicle 100 is configured to supply and exhaust air via a delay type passive adjustment valve 30 having a delay in operation time, the height of the vehicle body 50 is increased. There will be a time lag between when the change or inclination occurs and when the air supply / exhaust to the air spring 20 is actually started. For this reason, in Patent Document 1, the opening and closing timings of the first solenoid valve corresponding to the first shut-off valve 32 and the second solenoid valve corresponding to the second shut-off valve 42 are controlled to supply and exhaust air to the air spring 20. I was going.

  However, only by controlling the opening / closing timing of the first solenoid valve or the second solenoid valve 2 disclosed in Patent Document 1, the air pressure is supplied from the source air reservoir 60 and the air is supplied from the air spring 20. In this case, the pressure of the supplied air is different. However, in the control of the opening / closing timing, the same control is performed at the same opening / closing timing regardless of the supply pressure, so that the vehicle body tilt control as intended cannot be realized. This is considered to be because there was a variation in the control of the height of the air spring 20 due to the variation in the supplied pressure. Therefore, in the vehicle body tilting apparatus 110 of the present embodiment, control is performed at different timings depending on the differential pressure between the original useless supply pressure P1 and the air spring internal pressure P2.

  FIG. 10 shows a graph relating to the movement of the passive adjustment valve and the inclination adjustment valve. FIG. 10A shows the operation of the second air spring 20B at the preceding time t1, and FIG. 10B shows the operation of the second air spring 20B at the preceding time t2. The vertical axis represents the height of the second air spring 20B, and the horizontal axis represents the elapsed time. When the railway vehicle 100 reaches the curve entrance, the first shut-off valve 32 is closed and the second shut-off valve 42 is opened, so that the air in the original air reservoir 60 is supplied to the second air spring 20B via the inclination adjustment valve 40. Supply. Further, when the railway vehicle 100 reaches the curved exit, the first shutoff valve 32 is opened and the second shutoff valve 42 is closed, so that the air of the second air spring 20B is released to the atmosphere via the passive adjustment valve 30. To do.

  The time for the height of the second air spring 20B to become a predetermined height (the time for the second adjustment link 18 to be horizontal from the inclined state) differs depending on the differential pressure ΔP between the original useless supply pressure P1 and the air spring internal pressure P2. The opening / closing control of the first shut-off valve 32 and the second shut-off valve 42 is performed using the preceding time t1 shown in FIG. 10A according to the differential pressure ΔP between the original useless supply pressure P1 and the air spring internal pressure P2, or For example, the preceding time t2 shown in FIG. By doing so, it becomes possible to control the height of the air spring 20 appropriately.

  The timing is stored as a table as shown in FIG. 9 in a ROM 76 which is a storage means provided in the control device 74. The timings such as the preceding time t1 and the preceding time t2 are determined by an empirical rule by actually conducting an experiment. Then, the first shut-off valve 32 or the second shut-off valve 42 is controlled by the control device 74 at an appropriate timing in comparison with the position of the railway vehicle 100 obtained by the vehicle position obtaining device 72. By doing so, the height control of the railway vehicle 100 can be performed as scheduled. As a result, the height control does not vary due to a supply pressure difference or the like, which can contribute to improving the riding comfort of the railway vehicle 100.

  As mentioned above, although embodiment of the vehicle body tilting apparatus 110 of the rail vehicle 100 concerning this invention was described, this invention is not necessarily limited to this, A various change is possible in the range which does not deviate from the meaning.

10 bogie 11 bogie frame 15 first support pillars 17, 18 first and second adjustment links 20, 20A, 20B air spring 25 main shaft 30 passive adjustment valves 31, 41, 61, 62 first, second, third, 4th air flow path 32, 42 1st, 2nd shut-off valve 40 Inclination adjustment valve 50 Car body 60 Original air reservoir 100 Railway vehicle 110 Car body tilting apparatus 201 Compressor 312 Internal flow path 314 Exhaust path 315 Air supply flow path 316 Main body 318 Air supply Valve 319 Exhaust valve 320 Oil damper ΔP Differential pressure P1 Original waste supply pressure P2 Air spring internal pressure t, t1, t2 Leading time

Claims (2)

An air spring that supports the vehicle body placed on the carriage, a first air passage and a second air passage for supplying and exhausting air to the air spring, and a first adjustment link connected to the first air passage Is a horizontally mounted passive regulating valve, a tilt regulating valve connected to the second air flow path and having a second regulating link tilted thereto, and a first interposed between the first air flow paths. A shutoff valve, a second shutoff valve interposed in the second air flow path, a control device that controls opening and closing of the first shutoff valve and the second shutoff valve, the passive adjustment valve, and the inclination adjustment valve, A vehicle body tilting device for a railway vehicle having an original air reservoir connected to
In the control device,
Storage means for storing a timing for opening / closing control of the first shut-off valve or the second shut-off valve, and a map defining a pressure corresponding to the timing;
Calculation means for calculating a differential pressure between an air spring internal pressure that is an internal pressure of the air spring and an original useless internal pressure that is an internal pressure of the original air reservoir;
With
The control device uses the timing corresponding to the differential pressure determined in the map for opening / closing control of the first shut-off valve or the second shut-off valve;
A vehicle body tilting device for a railway vehicle. An air spring that supports the vehicle body mounted on the carriage, an original air reservoir connected to the passive adjustment valve and the inclination adjustment valve, a first air flow path connected to the air spring and the original air reservoir, and a second An air flow path, the passive adjustment valve connected to the first air flow path, and the inclination adjustment valve connected to the second air flow path, the first air flow path provided in the first air flow path In the vehicle body tilt control method for a railway vehicle, which controls the tilt of the vehicle body by controlling the height of the air spring by controlling the opening and closing of the shutoff valve and the second shutoff valve provided in the second air flow path.
A control device that performs opening / closing control of the first cutoff valve and the second cutoff valve,
Obtaining an air spring internal pressure which is an internal pressure of the air spring;
Acquire the original internal pressure that is the internal pressure of the original air reservoir,
By calculating means provided in the control device, the differential pressure between the air spring internal pressure and the original internal pressure is calculated,
From the map stored in the storage means provided in the control device, obtain the timing corresponding to the differential pressure,
Performing the opening and closing control of the first shut-off valve or the second shut-off valve at the timing by the control device;
A vehicle body tilt control method for a railway vehicle.

Images