JP2018039286A - Method of controlling inclination of vehicle body for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method of controlling inclination of a vehicle body for a railway vehicle, the method enabling a control of the inclination of the vehicle body as targeted.SOLUTION: A method of controlling inclination of a vehicle body according to the present invention includes: a first procedure for setting an initial target inclination angle φof a vehicle body 1 relative to a front carriage 2f and a back carriage 2b, the initial target inclination angle being common to the front carriage and the back carriage; a second procedure for calculating each inclination angle differences φand φof the vehicle body relative to the front carriage and the back carriage in a non-controlled state, on the basis of the balance of moment in a rolling direction based on each centroid of the vehicle body, the front carriage, and the back carriage when in an assumed non-control state in which an air supply/exhaust control to air springs 3 is not performed when the railway vehicle travels on a curved track; and a third procedure for calculating target inclination angles φand φfor the front carriage and the back carriage respectively by adding the calculated each inclination angle difference to the initial target inclination angle, and for controlling the air supply/exhaust to the air springs so that the vehicle body inclines at each calculated target inclination angle relative to the front carriage and the back carriage.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle body inclination control method for a railway vehicle that controls supply and exhaust of air springs so that the vehicle body of the railway vehicle is inclined at a target inclination angle with respect to the front carriage and the rear carriage when the railway vehicle travels on a curved track. About. In particular, the present invention relates to the inclination angle of the vehicle body relative to the front carriage when the railway vehicle enters the circular curve section from the entrance-side relaxation curve section of the curved track or enters the exit-side straight section from the exit-side relaxation curve section. The present invention relates to a vehicle body tilt control method that can reduce the vehicle overshoot and the undershoot of the tilt angle of the vehicle body relative to the rear carriage, and can tilt the vehicle body to the intended tilt angle.

In order to improve the riding comfort of a railway vehicle traveling on a curved track, a total of four vehicles arranged between a body of the railway vehicle and a pair of carriages (front carriage and rear carriage) arranged in front of and behind the carriage. 2. Description of the Related Art There is known a vehicle body tilt control method for tilting a vehicle body with respect to each carriage by controlling supply / exhaust of compressed air to / from an air spring for each carriage (see, for example, Patent Documents 1 and 2).
Specifically, this type of vehicle body tilt control method is designed to increase the height of the air spring by supplying air to the air spring disposed on the outer gauge side while the railway vehicle is traveling on the curved track. In this method, the air spring arranged in the above is exhausted and the height of the air spring is lowered to incline the vehicle body toward the target inclination angle with respect to each carriage toward the inside of the curved track.

The target inclination angle of the vehicle body required for improving the riding comfort of the railway vehicle is determined according to the traveling speed of the railway vehicle, the cant amount of the curved track, and the like. In the conventional vehicle body tilt control method, the target vehicle body tilt angle is generally set to a common target vehicle tilt angle for any vehicle without distinguishing between the front vehicle and the rear vehicle.
Even when the conventional vehicle body tilt control method is set to a common target tilt angle, when the railway vehicle travels in a circular curve section of a curved track, the vehicle body is tilted to the target tilt angle with respect to each carriage without any particular problem. It is possible to improve the riding comfort of the railway vehicle.

  However, in the conventional vehicle body tilt control method, when the railway vehicle enters the circular curve section from the entrance-side relaxation curve section of the curved track or when entering the exit-side straight section from the exit-side relaxation curve section, There is a difference between the inclination angle of the vehicle body and the inclination angle of the vehicle body with respect to the rear carriage. In particular, an overshoot in which the inclination angle of the vehicle body with respect to the front carriage exceeds the target inclination angle occurs, while an undershoot in which the inclination angle of the vehicle body with respect to the rear carriage does not reach the target inclination angle tends to occur. If overshoot occurs, the air spring arranged on the outer gauge side will be excessively supplied with air, and in order to correct the inclination angle of the vehicle body relative to the front carriage from the overshoot state to the target inclination angle, There is also a problem of causing an increase in the amount of compressed air consumed, such as the need to supply air to the air spring arranged on the side.

JP 58-126254 A JP-A-9-142300

  The present invention has been made to solve the above-described problems of the prior art, and when a railway vehicle enters a circular curve section from an entrance-side relaxation curve section of a curved track, or at an exit-side relaxation curve section. When entering the straight section on the exit side, it is possible to reduce the overshoot of the tilt angle of the vehicle body with respect to the front carriage and the undershoot of the tilt angle of the vehicle body with respect to the rear carriage, and to tilt the vehicle body to the intended tilt angle An object of the present invention is to provide a vehicle body tilt control method for a railway vehicle.

In order to solve the above-mentioned problems, the present inventors have conducted intensive studies. As a result, when a railway vehicle enters the circular curve section from the entrance-side relaxation curve section of the curved track, or enters the exit-side straight section from the exit-side relaxation curve section. In doing so, it has been found that the overshoot of the inclination angle of the vehicle body with respect to the front carriage and the undershoot of the inclination angle of the vehicle body with respect to the rear carriage are caused by the following causes.
In the curved track, the rail surface is inclined toward the inside of the curved track. Hereinafter, the entrance side relaxation curve section of the curved track will be described as an example. In the entrance side relaxation curve section, the inclination angle (rail surface angle) of the rail surface on which the front carriage is located with respect to the ground plane is larger toward the inside of the curved track than the rail surface angle of the rail surface on which the rear carriage is located. On the other hand, the inclination angle of the vehicle body (vehicle body roll angle) with respect to the ground plane is the same at any position of the front carriage and the rear carriage if the torsional elastic deformation of the vehicle body is ignored. For this reason, the inclination angle of the vehicle body with respect to the front carriage is larger toward the outside of the curved track than the inclination angle of the vehicle body with respect to the rear carriage.
As described above, in the conventional vehicle body inclination control method, the target inclination angle of the vehicle body relative to the carriage is set to a common target inclination angle for both the front carriage and the rear carriage, and this target inclination angle is a curve. The angle is toward the inside of the orbit. In general, in the entrance side relaxation curve section, the absolute value of the target inclination angle is larger than the absolute value of the inclination angle of the vehicle body with respect to the front carriage and the absolute value of the inclination angle of the vehicle body with respect to the rear carriage. In the conventional vehicle body tilt control method, an air supply / exhaust control command for each vehicle is transmitted according to the deviation between the target vehicle tilt angle and the vehicle body tilt angle (inclined angle measurement value) for each vehicle. As described above, in the entrance side relaxation curve section, the inclination angle of the vehicle body with respect to the front carriage is larger toward the outside of the curved track than the inclination angle of the vehicle body with respect to the rear carriage. Further, as described above, the target inclination angle is an angle directed toward the inside of the curved track, and in the entrance relaxation curve section, the absolute value of the target inclination angle is the absolute value of the inclination angle of the vehicle body with respect to the front carriage or the rear carriage. Is greater than the absolute value of the vehicle body inclination angle. Accordingly, in the entrance side relaxation curve section, the absolute value of the deviation between the target inclination angle and the inclination angle of the vehicle body with respect to the front carriage is larger than the absolute value of the deviation between the target inclination angle and the inclination angle of the vehicle body with respect to the rear carriage. Along with this, the absolute value of the supply / exhaust control command for the front carriage becomes larger than the absolute value of the supply / exhaust control command for the rear carriage.
Then, when the railway vehicle enters the circular curve section from the entrance side relaxation curve section, the rail surface angle of the rail surface where the front carriage is located and the rail surface angle of the rail face where the rear carriage is located are the same as described above. In addition, when the absolute value of the supply / exhaust control command for the front carriage is larger than the absolute value of the supply / exhaust control command for the rear carriage, the absolute value of the inclination angle of the vehicle body with respect to the front carriage is equal to the inclination angle of the vehicle body with respect to the rear carriage. It becomes larger than the absolute value. That is, when the railway vehicle enters the circular curve section from the entrance-side relaxation curve section of the curved track, an overshoot of the inclination angle of the vehicle body with respect to the front carriage and an undershoot of the inclination angle of the vehicle body with respect to the rear carriage are likely to occur. The same applies when the railway vehicle enters the exit-side straight section from the exit-side relaxation curve section of the curved track.
The present inventors have found that due to the causes described above, an overshoot of the inclination angle of the vehicle body with respect to the front carriage and an undershoot of the inclination angle of the vehicle body with respect to the rear carriage occur.

Therefore, when the railway vehicle travels in the relaxation curve section, the absolute value of the difference between the absolute value of the supply / exhaust control command for the front carriage and the absolute value of the supply / exhaust control instruction for the rear carriage is small. Thus, focusing on setting different target inclination angles of the vehicle body relative to the front carriage and the vehicle body inclination relative to the rear carriage, further studies were conducted on how different settings are appropriate.
As a result, when the railway vehicle travels on a curved track, it assumes a non-control state in which air supply / exhaust control is not performed on the air spring, and the inclination angle difference of the vehicle body with respect to the front and rear vehicles in this assumed non-control state (each vehicle Assuming that there is no difference between the inclination angle of the vehicle body with respect to the ground plane and the inclination angle of the curved track rail surface where the front carriage is located and the inclination angle of the curved track rail surface where the rear carriage is located with respect to the ground plane It was considered to calculate the difference between the inclination angle of the car body and each car.
In the uncontrolled state, a moment in the roll direction due to centrifugal force acts on the body of the railway vehicle traveling on the curved track, and thereby the vehicle body is inclined toward the outside of the curved track with respect to each carriage. At this time, for example, in the entrance-side relaxation curve section, the inclination angle (rail surface angle) of the rail surface on which the front carriage is located with respect to the ground plane is larger than the rail surface angle on the rail surface on which the rear carriage is located. Great towards. On the other hand, the inclination angle of the vehicle body (vehicle body roll angle) with respect to the ground plane is the same at any position of the front carriage and the rear carriage if the torsional elastic deformation of the vehicle body is ignored. For this reason, the inclination angle of the vehicle body with respect to the front carriage is larger toward the outside of the curved track than the inclination angle of the vehicle body with respect to the rear carriage. Therefore, the difference in the inclination angle of the vehicle body with respect to the front carriage (the inclination angle of the vehicle body with respect to the front carriage, the inclination angle with respect to the ground plane of the curved track where the front carriage is located, and the ground plane of the rail surface of the curved track where the rear carriage is located Assuming that there is no difference in the inclination angle with respect to the vehicle, the difference between the inclination angle of the vehicle body with respect to the front carriage is the difference in inclination angle of the vehicle body with respect to the rear carriage (the inclination angle of the vehicle body with respect to the rear carriage and the curve where the front carriage is located). More than the difference between the inclination angle of the rail surface of the track with respect to the ground plane and the inclination angle of the curved track where the rear carriage is located with respect to the ground plane of the curved track, with respect to the rear carriage. , Grows outside the curved trajectory.
Accordingly, the difference between the inclination angles calculated as described above is added to the target inclination angle (initial target inclination angle) common to the front carriage and the rear carriage as a new target inclination angle for each of the front carriage and the rear carriage. If set, in the entrance side relaxation curve section, the target inclination angle of the vehicle body with respect to the front carriage becomes larger toward the outside of the curved track than the target inclination angle of the vehicle body with respect to the rear carriage. Therefore, the absolute value of the deviation between the target inclination angle of the vehicle body relative to the front carriage and the inclination angle of the vehicle body relative to the front carriage, and the absolute value of the deviation between the target inclination angle of the vehicle body relative to the rear carriage and the inclination angle of the vehicle body relative to the rear carriage The absolute value of the difference between the absolute value of the deviation between the target inclination angle and the inclination angle of the vehicle body with respect to the front carriage, and the absolute value of the deviation between the target inclination angle and the inclination angle of the vehicle body with respect to the rear carriage in the conventional vehicle body inclination control method. It becomes smaller than the absolute value of the difference from the value. As a result, the absolute value of the difference between the absolute value of the supply / exhaust control command for the front carriage and the absolute value of the supply / exhaust control command for the rear carriage is also smaller than in the conventional vehicle body tilt control method. When entering the circular curve section from the entrance side relaxation curve section, it is possible to suppress overshoot of the vehicle body tilt angle with respect to the front bogie (overshoot with respect to the initial target tilt angle) and undershoot of the vehicle body tilt angle with respect to the rear bogie I found out that there was. The same applies when the railway vehicle enters the exit-side straight section from the exit-side relaxation curve section of the curved track.

The present invention has been completed based on the findings of the inventors.
That is, in order to solve the above problems, the present invention provides a vehicle body, a front carriage and a rear carriage arranged before and after the vehicle body, and an air spring arranged on the left and right of each of the front carriage and the rear carriage to support the vehicle body. A rail car body tilt control method for controlling supply and exhaust of air springs so that the car body tilts at a target tilt angle with respect to the front carriage and the rear carriage. 1 to 3 procedures are included.
(1) First procedure: An initial target inclination angle of the vehicle body with respect to the front carriage and the rear carriage, which is common to the front carriage and the rear carriage, is set.
(2) Second procedure: The respective center of gravity of the vehicle body, the front carriage, and the rear carriage when assuming a non-control state in which supply / exhaust control is not performed on the air spring when the railway vehicle travels on a curved track. Based on the balance of the moments in the roll direction as a reference, the inclination angle difference of the vehicle body with respect to the front carriage and the rear carriage in the uncontrolled state is calculated.
(3) Third procedure: by adding the calculated inclination angle difference to the initial target inclination angle, the target inclination angle is calculated for each of the front carriage and the rear carriage, and the railway vehicle follows a curved track. When traveling, the air supply / exhaust to the air spring is controlled so that the vehicle body is inclined at the calculated target inclination angles with respect to the front carriage and the rear carriage.
In addition, the inclination angle difference of the vehicle body with respect to the front carriage calculated in the second procedure is the inclination angle of the vehicle body with respect to the front carriage and the inclination angle with respect to the ground plane of the rail surface of the curved track on which the front carriage is located. And the inclination angle of the vehicle body with respect to the front carriage when it is assumed that there is no difference between the inclination angle with respect to the ground plane of the rail surface of the curved track on which the rear carriage is located, and in the second step The difference in the inclination angle of the vehicle body with respect to the rear carriage calculated is that the inclination angle of the vehicle body with respect to the rear carriage, the inclination angle with respect to the ground plane of the rail surface of the curved track where the front carriage is located, and the rear carriage are located. It means the difference between the inclination angle of the vehicle body with respect to the rear carriage when it is assumed that there is no difference between the inclination angle of the rail surface of the curved track and the ground plane.

According to the present invention, the initial target inclination angle (corresponding to the target inclination angle common to the conventional front and rear carriages) is set in the first procedure, and the vehicle body for the front and rear carriages in the uncontrolled state in the second procedure. Are calculated respectively. Then, in the third procedure, the target inclination angle is calculated for each of the front carriage and the rear carriage by adding each inclination angle difference calculated in the second procedure to the common initial target inclination angle set in the first procedure ( In the relaxation curve section, different target inclination angles are set for the front carriage and the rear carriage so that when the railway vehicle runs on the curved track, the vehicle body is inclined to each target inclination angle with respect to the front carriage and the rear carriage. Controls supply and exhaust of air springs.
For this reason, as described above, when the railway vehicle travels in the relaxation curve section as described above, the absolute value of the supply / exhaust control command for the front carriage and the absolute value of the supply / exhaust control instruction for the rear carriage The absolute value of the difference can be reduced, when the railway vehicle enters the circular curve section from the entrance side relaxation curve section of the curved track, or when entering the exit side straight section from the exit side relaxation curve section, It is possible to reduce the overshoot of the inclination angle of the vehicle body with respect to the front carriage and the undershoot of the inclination angle of the vehicle body with respect to the rear carriage, and to incline the vehicle body to the intended inclination angle (initial target inclination angle).

In the present invention, “if there is no difference between the inclination angle of the rail surface of the curved track where the front carriage is located and the inclination angle of the rail surface of the curved track where the rear carriage is located with respect to the ground plane. Assuming that the inclination angle of the vehicle body with respect to the front carriage when assumed (hereinafter, this is referred to as “first inclination angle” as appropriate), when the railway vehicle travels along a relaxation curve section of a curved track, Forward when assuming that both of the rear carriages travel on a rail surface having a rail surface angle that is an average of the rail surface angle of the rail surface where the front carriage is located and the rail surface angle of the rail surface where the rear carriage is located. The inclination angle of the vehicle body with respect to the carriage can be exemplified. Similarly, “when it is assumed that there is no difference between the inclination angle of the curved track where the front carriage is located with respect to the ground plane of the rail surface and the inclination angle of the curved track where the rear carriage is located with respect to the ground plane. The inclination angle of the vehicle body with respect to the rear carriage (hereinafter, referred to as “second inclination angle” as appropriate) is used when the railway vehicle travels along a curved curve section of a curved track. The vehicle body for the rear carriage when it is assumed that both run on the rail face having a rail face angle that is the average of the rail face angle of the rail face where the front carriage is located and the rail face angle of the rail face where the rear carriage is located Can be exemplified. The first inclination angle and the second inclination angle have the same value.
Further, in the present invention, when the railway vehicle travels in the circular curve section of the curved track, the inclination angle with respect to the ground plane of the rail surface of the circular curve section where the front carriage is located and the circular curve section where the rear carriage is located. Since there is no actual difference between the inclination angle of the rail surface and the ground plane, in the uncontrolled state, the inclination angle of the vehicle body with respect to the front carriage is equal to the first inclination angle, and the inclination angle of the vehicle body with respect to the rear carriage and the second inclination angle. The angle is equal. For this reason, the inclination angle difference of the vehicle body with respect to the front carriage and the rear carriage in the non-control state calculated in the second procedure is zero. Therefore, each target inclination angle calculated for each of the front carriage and the rear carriage in the third procedure is equal to the initial target inclination angle set in the first procedure, and the same control as the conventional vehicle body inclination control method is performed. It will be.

In the present invention, when the inclination angle difference of the vehicle relative to the front bogie to calculate in the second procedure and phi _2fs, the inclination angle difference of the vehicle body relative to said rear bogie be calculated by the second procedure and phi _2bs, each The inclination angle difference can be expressed by the following equations (15) and (16).
_{φ 2fs = K · (φ 0b} -φ 0f) ··· (15)
φ _2bs = −K · (φ _0b −φ _0f ) (16)
However, in the above formulas (15) and (16), K is a constant determined by the vertical stiffness of the air spring and the vertical stiffness of the shaft springs arranged in the front carriage and the rear carriage, and φ _0f is The inclination angle of the curved track where the front carriage is located with respect to the ground plane of the rail surface, and φ _0b is the inclination angle of the curved track where the rear carriage is located with respect to the ground plane.

  According to the present invention, when the railway vehicle enters the circular curve section from the entrance side relaxation curve section of the curved track, or when entering the exit side straight section from the exit side relaxation curve section, the inclination angle of the vehicle body with respect to the front carriage It is possible to reduce the overshoot and the undershoot of the inclination angle of the vehicle body with respect to the rear carriage, and to incline the vehicle body to the intended inclination angle. For this reason, it is also possible to reduce the consumption of compressed air.

It is explanatory drawing explaining the conventional vehicle body tilt control method. It is explanatory drawing which illustrates typically the state at the time of a railway vehicle drive | working a relaxation curve area (entrance side relaxation curve area) seeing from the advancing direction of a railway vehicle. It is explanatory drawing explaining the vehicle body tilt control method which concerns on one Embodiment of this invention. It is explanatory drawing which illustrates typically the non-control state at the time of a rail vehicle driving | running | working a relaxation curve area seeing from the advancing direction of a rail vehicle. It is a graph which shows the inclination-angle of the vehicle body with respect to each trolley | bogie obtained by numerical simulation. It is a graph which shows the consumption of compressed air obtained by numerical simulation.

Hereinafter, a vehicle body tilt control method for a railway vehicle according to an embodiment of the present invention will be described with reference to the accompanying drawings as appropriate.
First, a detailed description will be given of the conventional vehicle body tilt control method and the knowledge obtained by the present inventors regarding the cause of the overshoot of the front carriage and the undershoot of the rear carriage in the conventional vehicle body tilt control method.

<Conventional vehicle body tilt control method>
FIG. 1 is an explanatory diagram for explaining a conventional vehicle body tilt control method.
As shown in FIG. 1, a conventional vehicle body tilt control method includes a vehicle body 1, a pair of carriages 2 (front carriage 2 f and rear carriage 2 b) disposed before and after the carriage 1 (front and rear in the traveling direction of the railway vehicle), and In a railway vehicle having air springs 3 arranged on the left and right of the front carriage 2f and the rear carriage 2b and supporting the vehicle body 1, the vehicle body 1 is inclined at a target inclination angle with respect to the front carriage 2f and the rear carriage 2b (inclined in the roll direction). This is a method for controlling the supply and exhaust of air to the air spring 3 as described above. A pair of wheel shafts 4 are arranged before and after each carriage 2. A total of four shaft springs 5 (not shown in FIG. 1) are arranged on the front, rear, left and right of each carriage 2.
As shown in FIG. 1, in the conventional vehicle body inclination control method, the target inclination angle of the vehicle body 1 is set to a common target inclination angle for any of the carriages 2 without distinguishing between the front carriage 2f and the rear carriage 2b. ing. Then, the controller 10f for the front carriage 2f determines the difference between the target inclination angle and the measured value of the inclination angle of the vehicle body 1 with respect to the front carriage 2f measured by a known inclination angle measurement sensor (not shown). An air supply / exhaust control command for the front carriage 2f is transmitted so that the deviation becomes small. On the other hand, the controller 10b for the rear carriage 2b determines the difference between the target inclination angle and the measured value of the inclination angle of the vehicle body 1 with respect to the rear carriage 2b measured by a known inclination angle measurement sensor (not shown). An air supply / exhaust control command for the rear carriage 2b is transmitted so that the deviation becomes smaller.

FIG. 2 is an explanatory diagram schematically illustrating a state when the railway vehicle travels in a relaxation curve section (entrance-side relaxation curve section) when viewed from the traveling direction of the railway vehicle. 2A is an explanatory diagram of the vehicle body roll angle and the rail surface angle, FIG. 2B is a diagram showing the state of the front carriage 2f, and FIG. 2C is a diagram showing the state of the rear carriage 2b. It is.
In FIG. 2A, φ ₀ means a rail surface angle that is an inclination angle of the rail surface with respect to the ground plane. θ _c means a vehicle body roll angle that is an inclination angle of the vehicle body 1 with respect to the ground plane. As described below, ignoring the torsional elastic deformation of the vehicle body 1, the body roll angle theta _c, is the same at any position of the front bogie 2f and the rear bogie 2b.
In FIG. 2B, φ _0f means the rail surface angle of the rail surface on which the front carriage 2f is located. φ _1f means the inclination angle of the front carriage 2f with respect to the rail surface, and φ _2f means the inclination angle of the vehicle body 1 with respect to the front carriage 2f.
In _FIG.2 (c), (phi) _0b means the rail surface angle of the rail surface in which the back trolley _| bogie 2b is located. φ _1b means an inclination angle of the rear carriage 2b with respect to the rail surface, and φ _2b means an inclination angle of the vehicle body 1 with respect to the rear carriage 2b.
In the present embodiment, an angle (in the counterclockwise direction in FIG. 2) facing the inside of the curved trajectory with respect to the reference is a negative value, and an angle (outward of the curved trajectory with respect to the reference) ( In FIG. 2, the clockwise angle) is a positive value. In the curved track, the rail surface always tilts inward of the curved track with respect to the reference ground plane, so the rail surface angle φ ₀ (φ _0f , φ _0b ) is always a negative value.

In the entrance side relaxation curve section of the curved track, the rail surface angle φ _0f of the rail surface on which the front carriage 2f is located is directed toward the inside of the curved track rather than the rail surface angle φ _0b of the rail surface on which the rear carriage 2b is located. large. That is, the following formula (1) is established.
φ _0f <φ _0b (1)
Meanwhile, the body roll angle theta _c, neglecting torsional elastic deformation of the vehicle body 1, is the same at any position of the front bogie 2f and the rear bogie 2b. That is, the following formula (2) is established.
_{θ c = φ 0f + φ 1f} + φ 2f = φ 0b + φ 1b + φ 2b ··· (2)
Therefore, the inclination angle phi _2f of the body 1 relative to the front bogie 2f, rather than the inclination angle phi _2b of the vehicle body 1 with respect to the rear bogie 2b, increases toward the outer side of the curved track. Further, the inclination angle φ _1f of the front carriage 2f with respect to the rail surface is also larger toward the outside of the curved track than the inclination angle φ _1b of the rear carriage 2b with respect to the rail surface. That is, the following formulas (3) and (4) are established.
φ _2f > φ _2b (3)
φ _1f > φ _1b (4)

As described above, in the conventional vehicle body inclination control method, the target inclination angle of the vehicle body 1 with respect to the carriage 2 is set to a common target inclination angle for both the front carriage 2f and the rear carriage 2b. The target inclination angle is an angle facing the inside of the curved track. In general, in the entrance side relaxation curve section, the absolute value of the target inclination angle is the absolute value of the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage 2f or the absolute value of the inclination angle φ _2b of the vehicle body 1 with respect to the rear carriage 2b. Greater than the value. That is, if the common target inclination angle is φ _ref , the following expressions (5) and (6) are established.
φ _ref <0 (5)
the absolute value of φ the absolute value of the _ref> φ _2f, the absolute value of φ _2b ··· (6)
As described above, in the conventional vehicle body tilt control method, the supply / exhaust control command for each carriage 2 is transmitted in accordance with the deviation between the target inclination angle φ _ref and the measured tilt angle of the vehicle body 1 with respect to each carriage 2. doing.

As described above, at the inlet side transition curve section, the inclination angle phi _2f of the body 1 relative to the front bogie 2f, rather than the inclination angle phi _2b of the vehicle body 1 with respect to the rear bogie 2b, increases towards the outside of the curved track (Formula (3) is established). Further, as described above, the target inclination angle φ _ref is an angle toward the inside of the curved trajectory (formula (5) is established), and the absolute value of the target inclination angle φ _ref is the forward value in the entrance relaxation curve section. The absolute value of the inclination angle φ _2f of the vehicle body 1 with respect to the carriage 2f and the absolute value φ _2b of the inclination angle of the vehicle body 1 with respect to the rear carriage 2b are larger (equation (6) is established). Therefore, Equation (3), the equation (5) and (6), at the inlet side transition curve section, which is a deviation between the inclination angle phi _2f of the vehicle body 1 with respect to the target inclination angle phi _ref and the front bogie 2f phi _ref - the absolute value of phi _2f is larger than the absolute value of the deviation at which phi _ref -.phi _2b between the inclination angle phi _2b of the vehicle body 1 with respect to the target inclination angle phi _ref and rear bogie 2b. Accordingly, the absolute value of the supply / exhaust control command for the front carriage 2f becomes larger than the absolute value of the supply / exhaust control command for the rear carriage 2b.

Then, the railway vehicle enters the circular curve section from the entrance side relaxation curve section, and the rail surface angle φ _0f of the rail surface where the front carriage 2f is located and the rail surface angle φ _0b of the rail face where the rear carriage 2b is located are the same. Then, as described above, when the absolute value of the supply / exhaust control command for the front carriage 2f is larger than the absolute value of the supply / exhaust control command for the rear carriage 2b, the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage 2f The absolute value is larger than the absolute value of the inclination angle φ _2b of the vehicle body 1 with respect to the rear carriage 2b. That is, when the railway vehicle enters the circular curve section from the entrance side relaxation curve section of the curved track, the overshoot of the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage 2f and the inclination angle φ _2b of the vehicle body 1 with respect to the rear carriage 2b Undershoot is likely to occur. The same applies when the railway vehicle enters the exit-side straight section from the exit-side relaxation curve section of the curved track.
The present inventors have found that due to the causes described above, an overshoot of the inclination angle of the vehicle body with respect to the front carriage and an undershoot of the inclination angle of the vehicle body with respect to the rear carriage occur. In the above description, the case where the railway vehicle enters the circular curve section from the entrance side relaxation curve section is described as an example, but the same applies to the case where the railway vehicle enters the exit side straight section from the exit side relaxation curve section. The cause explained above can also be understood by referring to a graph shown in FIG.

<Car body tilt control method according to the present embodiment>
The vehicle body tilt control method according to the present embodiment has been devised based on the above cause analysis.
FIG. 3 is an explanatory diagram for explaining the vehicle body tilt control method according to the present embodiment.
As shown in FIG. 3, the vehicle body tilt control method according to the present embodiment is similar to the conventional vehicle body tilt control method. The vehicle body 1 and a pair of carriages 2 (front carriage 2 f and rear carriage 2) arranged before and after the vehicle body 1. 2b), and a railway vehicle having air springs 3 arranged on the left and right of the front carriage 2f and the rear carriage 2b and supporting the vehicle body 1, the vehicle body 1 is inclined at a target inclination angle with respect to the front carriage 2f and the rear carriage 2b ( This is a method of controlling supply / exhaust to the air spring 3 so as to be inclined in the roll direction).
However, the vehicle body tilt control method according to the present embodiment is different from the conventional one in that it includes the following first to third procedures.

(1) First procedure: An initial target inclination angle φ _ref of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b, which is common to the front carriage 2f and the rear carriage 2b, is set. This initial target inclination angle φ _ref corresponds to the conventional target inclination angle.

(2) Second procedure: The center of gravity of the vehicle body 1, the front carriage 2f, and the rear carriage 2b in a non-control state in which the supply / exhaust control for the air spring 3 is not performed when the railway vehicle travels on a curved track is used as a reference. Based on the balance of the moments in the roll direction, the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b in the uncontrolled state are calculated.
Inclination angle difference phi _2fs of the vehicle body 1 with respect to the front bogie 2f for calculating the second step, an inclination angle phi _2f of the body 1 relative to the front bogie 2f, rail surface angle of the rail surface of the curved track the front bogie 2f is positioned phi _0f And the inclination angle (first inclination angle) of the vehicle body 1 with respect to the front carriage 2f when it is assumed that there is no difference between the rail surface angle _φ0b of the rail surface of the curved track on which the rear carriage 2b is located. Further, the inclination angle difference φ _2bs of the vehicle body 1 with respect to the rear carriage 2b calculated in the second procedure is equal to the inclination angle φ 2b of the vehicle body 1 with respect to the rear carriage _2b and the rail surface angle of the rail surface of the curved track on which the front carriage 2f is located. It means the difference between the inclination angle of the vehicle body 1 (second inclination angle) with respect to the rear bogie 2b when the phi _0f the rear bogie 2b is assumed that the difference in the rail surface angle phi _0b rail surface of the curved track is not positioned To do.
As for the first inclination angle, when the railway vehicle travels on the curved curve section of the curved track, both the front carriage 2f and the rear carriage 2b have a rail surface angle φ _0f of the rail surface on which the front carriage 2f is located. And the inclination angle of the vehicle body 1 with respect to the front carriage 2f when it is assumed that the vehicle travels on a rail surface having a rail surface angle that is an average value of the rail surface angle _φ0b of the rail surface on which the rear carriage 2b is located. Similarly, as the second inclination angle, when the railway vehicle travels on the curved curve section of the curved track, both the front carriage 2f and the rear carriage 2b are rail surfaces of the rail surface on which the front carriage 2f is located. It can be exemplified an inclination angle of the vehicle body 1 with respect to the rear bogie 2b when the angular phi _0f the rear bogie 2b is assumed to travel the rail surface having a rail surface angle is the average of the rail surface angle phi _0b rail surface positioned . Since the first inclination angle and the second inclination angle have the same value, the following description will be given with the same reference numeral φ _2r .
An example of a specific calculation method of the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b will be described later.

(3) Third Step: second respective tilt angle difference calculated in step φ _2fs, φ _2bs a by adding to the initial target tilt angle phi _ref, the target inclination angle phi _reff, forward phi _refb truck 2f and the rear bogie When the railway vehicle travels on a curved track, the supply to the air spring 3 is such that the vehicle body 1 is inclined to the target inclination angles φ _ref and φ _refb calculated for the front carriage 2f and the rear carriage 2b. Control the exhaust. That is, the controller 10f for the front carriage 2f _responds to the _deviation between the target inclination angle φ _ref and the measured value of the inclination angle of the vehicle body 1 with respect to the front carriage 2f measured by a known inclination angle measurement sensor (not shown). Then, an air supply / exhaust control command for the front carriage 2f is transmitted so that the deviation becomes small. On the other hand, the controller 10b for the rear carriage 2b _responds to the _deviation between the target inclination angle φ _ref and the measured value of the inclination angle of the vehicle body 1 with respect to the rear carriage 2b measured by a known inclination angle measurement sensor (not shown). Then, an air supply / exhaust control command for the rear carriage 2b is transmitted so that the deviation becomes small.

Hereinafter, a method for calculating the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b in the uncontrolled state in the second procedure will be specifically described.
FIG. 4 is an explanatory diagram schematically illustrating a non-control state when the railway vehicle travels in the relaxation curve section as seen from the traveling direction of the railway vehicle.
In FIG. 4, b <b> 1 means a distance in the left-right direction of the attachment position of the shaft spring 5. b2 means the distance in the left-right direction of the mounting position of the air spring 3. k1 means the vertical rigidity obtained by synthesizing one side (for two) of each bogie of the shaft spring 5. k2 means the vertical rigidity of one side (one) of each carriage of the air spring 3. In FIG. 4, the front carriage 2f and the rear carriage 2b are not distinguished from each other and are represented as φ ₀ , φ ₁ , φ ₂ , but actually, the front carriage 2f is represented by φ _0f , φ _1f. , next phi _2f, the rear bogie 2b, φ _0b, φ _1b, the phi _2b. The meanings of φ _0f , φ _1f , φ _2f , φ _0b , φ _1b , and φ _2b are the same as those described above with reference to FIG.

Since the inclination angle difference φ _2fs of the vehicle body 1 with respect to the front carriage 2f is the difference between the inclination angle φ 2f of the vehicle body 1 with respect to the front carriage _2f and the first inclination angle φ _2r , the following equation (7) is established: Since the inclination angle difference φ _2bs of the vehicle body 1 with respect to the rear carriage 2b is a difference between the inclination angle φ 2b of the vehicle body 1 with respect to the rear carriage _2b and the second inclination angle φ _2r , the following equation (8) is established.
φ _2f = φ _2r + φ _2fs (7)
φ _2b = φ _2r + φ _2bs (8)

Here, if A = 2 · (b1 / 2) ² · k1 and B = 2 · (b2 / 2) ² · k2, the moment balance in the roll direction based on the center of gravity of the front carriage 2f (roll From the angular acceleration = 0 and the roll angular velocity = 0), the following equation (9) is established.
B · (φ _2r + φ _2fs ) −A · φ _1f = 0 (9)
Moreover, the following formula | equation (10) is materialized from the balance of the moment of the roll direction on the basis of the gravity center of the back trolley | bogie 2b.
B · (φ _2r + φ _2bs ) −A · φ _1b = 0 (10)
Further, from the balance of moments in the roll direction with respect to the center of gravity of the vehicle body 1, the following expression (11) is established.
B · (φ _2r + φ _2fs ) + B · (φ _2r + φ _2bs ) = F (11)
F shown in the above equation (11) is a moment in the roll direction due to the centrifugal force acting on the vehicle body 1 when the railway vehicle travels on a curved track. Even if there is a difference between the rail surface angle φ _0f of the rail surface of the curved track where the front carriage 2f is located and the rail surface angle φ _0b of the rail surface of the curved track where the rear carriage 2b is located, it acts on the vehicle body 1. Since the moment in the roll direction due to the centrifugal force is the same, the following equation (12) is established.
2 · B · φ _2r = F (12)

Therefore, from the above equations (7) to (12) and the above equation (2), the inclination angle difference φ _2fs of the vehicle body 1 with respect to the front carriage 2f in the uncontrolled state is expressed by the following equation (13). The inclination angle difference φ _2bs of the vehicle body 1 with respect to the rear carriage 2b in the non-controlled state is expressed by the following equation (14).
_{φ 2fs = A / {2 (} A + B)} · (φ 0b -φ 0f) ··· (13)
_{φ 2bs = -A / {2 (} A + B)} · (φ 0b -φ 0f) ··· (14)
Further, assuming that A / {2 (A + B)} = K, the above equations (13) and (14) become the following equations (15) and (16), respectively.
_{φ 2fs = K · (φ 0b} -φ 0f) ··· (15)
φ _2bs = −K · (φ _0b −φ _0f ) (16)
Here, the rail surface angle φ _0f of the rail surface on which the front carriage 2f is located and the rail surface angle φ _0b of the rail surface on which the rear carriage 2b are located are a curved track database constructed in advance, and travel position information of the railway vehicle. Based on the above. The value of K can be obtained from the structure of the railway vehicle. Therefore, based on the above equation (15) and (16), the inclination angle difference of the vehicle body 1 with respect to the rear bogie 2b in inclination angle difference phi _2fs and uncontrolled of the vehicle body 1 with respect to the front bogie 2f in uncontrolled phi _2bs Can be calculated.
As described above, in the second procedure, the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b in the uncontrolled state can be calculated, respectively.

As described above, in the third procedure, the target inclination angle φ _ref of the vehicle body 1 with respect to the front carriage 2f is _obtained by adding the inclination angle difference φ _2fs calculated as described above to the initial target inclination angle φ _ref. Calculated. That is, it is calculated by the following equation (17). The target inclination angle φ _refb of the vehicle body 1 with respect to the rear carriage 2b is calculated by _adding the inclination angle difference φ _2bs calculated as described above to the initial target inclination angle φ _ref . That is, it is calculated by the following equation (18).
_{φ reff = φ ref + φ 2fs} ··· (17)
φ _refb = φ _ref + φ _2bs (18)
In the vehicle body tilt control, it is common to give the target tilt angle a preceding time of about 1.5 _{seconds. Therefore} , the same applies to the initial target tilt angle φ _ref , the tilt angle difference φ _2fs, and the tilt angle difference φ _2bs. It is preferable to give the preceding time. That is, the initial target inclination angle φ _ref is set based on the database of the curved track at the traveling position after a lapse of the preceding time from the actual actual traveling position of the railway vehicle, and the inclination angle difference φ _2fs and It is preferable to calculate the inclination angle difference φ _2bs .

As described above, according to the vehicle body inclination control method according to the present embodiment, the initial target inclination angle φ _ref (corresponding to the target inclination angle common to the conventional front carriage 2f and the rear carriage 2b) is obtained in the first procedure. In the second procedure, the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b in the uncontrolled state are calculated, respectively. Then, in the third procedure, the inclined angle difference phi _2fs calculated in the second _procedure, phi _2bs a by adding to the initial target tilt angle phi _ref common set in the first procedure, the target inclination angle phi _reff, phi _refb is calculated for each of the front carriage 2f and the rear carriage 2b (in the relaxation curve section, different target inclination angles φ _ref and φ _refb are set for the front carriage 2f and the rear carriage 2b), and the railway vehicle travels on the curved track. At this time, supply / exhaust to the air spring is controlled so that the vehicle body 1 is inclined at the target inclination angles φ _ref and φ _refb with respect to the front carriage 2f and the rear carriage 2b.

In a non-controlled state, a moment in the roll direction due to centrifugal force acts on the vehicle body 1 of the railway vehicle traveling on the curved track, whereby the vehicle body 1 tilts toward the outside of the curved track with respect to each carriage 2 ( (See FIG. 5B described later). That is, the following equation (19) is established.
φ _2f , φ _2b > 0 (19)
At this time, even in the uncontrolled state, for example, in the entrance side relaxation curve section, the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage _2f is outside the curved track than the inclination angle φ _2b of the vehicle body 1 with respect to the rear carriage 2b. (Equation (3) described above is established. See FIG. 5B described later).
_Therefore , the inclination angle difference φ _2fs of the vehicle body 1 with respect to the front carriage 2f is larger toward the outside of the curved track than the inclination angle difference φ _2bs of the vehicle body 1 with respect to the rear carriage 2b. That is, the following equation (20) is established.
φ _2fs > φ _2bs (20)

Accordingly, in the third procedure, a new target tilt angle φ obtained by adding the respective tilt angle differences φ _2fs and φ _2bs calculated in the second procedure to the initial target tilt angle φ _ref common to the front carriage 2f and the rear carriage 2b. _{If ref} and φ _refb are set for each of the front carriage 2f and the rear carriage 2b, the target inclination angle φ _ref of the vehicle body 1 with respect to the front carriage 2f in the entrance-side relaxation curve section is the target inclination angle φ of the vehicle body 1 with respect to the rear carriage 2b. _{It becomes} larger than _refb toward the outside of the curved trajectory. That is, the following formula (21) is established.
φ _ref > φ _refb (21)
Therefore, the absolute value and the target inclination angle phi _refb of the vehicle body 1 with respect to the rear bogie 2b and the rear bogie of the deviation between the inclination angle phi _2f of the vehicle body 1 with respect to the target inclination angle phi _reff and front bogie 2f of the body 1 relative to the front bogie 2f the absolute value of the difference between the absolute value of the deviation between the inclination angle phi _2b of the vehicle body 1 with respect 2b is in the conventional vehicle body tilt control method, the inclination angle phi _2f of the vehicle body 1 with respect to the target inclination angle phi _ref and the front bogie 2f and the absolute value of the deviation becomes smaller than the absolute value of the difference between the absolute value of the deviation between the inclination angle phi _2b of the vehicle body 1 with respect to the target inclination angle phi _ref and the rear bogie 2b (FIG later 5 (a), (c )reference). As a result, the absolute value of the difference between the absolute value of the supply / exhaust control command for the front carriage 2f and the absolute value of the supply / exhaust control command for the rear carriage 2b is also smaller than that of the conventional vehicle body tilt control method. As a result, when the railway vehicle enters the circular curve section from the entrance side relaxation curve section of the curved track, an overshoot of the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage 2f (overshoot with respect to the initial target inclination angle φ _ref ), reducing the inclination angle phi _2b undershoot of the vehicle body 1 with respect to the rear bogie 2b (undershoot relative to the initial target inclination angle phi _ref), be tilted the vehicle body 1 with the inclination angle of as intended (initial target tilt angle phi _ref) Is possible. The same applies when the railway vehicle enters the exit-side straight section from the exit-side relaxation curve section of the curved track.

When the railway vehicle travels on a circular curved section of a curved track, the rail surface angle φ _0f of the rail surface of the circular curved section where the front carriage 2f is located and the rail surface of the circular curved section where the rear carriage 2b is located. Since there is no actual difference in the rail surface angle φ _0b of the vehicle body 1, the inclination angle φ ₂ f of the vehicle body 1 with respect to the front carriage 2 f is equal to the first inclination angle φ _{2 r in} the non-control state, and The inclination angle φ _2b is equal to the second inclination angle φ _2r . For this reason, the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to the front carriage 2f and the rear carriage 2b in the non-control state calculated in the second procedure are both zero. Accordingly, the target inclination angles φ _ref and φ _refb calculated for the front carriage 2f and the rear carriage 2b in the third procedure are all equal to the initial target inclination angle φ _ref set in the first procedure, and the conventional vehicle body Control similar to the tilt control method is performed.

Hereinafter, an example of a result obtained by evaluating the vehicle body tilt control method according to the present embodiment by numerical simulation will be described. The outline of the numerical simulation conditions is as follows.
(1) Railway vehicle: Conventional line vehicle, traveling speed 100 km / h
(2) Curve radius of circular curve section: 400m
(3) Cant amount of the circular curve section: 105mm
(4) Curve length of relaxation curve section: 80m
(5) Lead time of target inclination angle: 1.5 sec

FIG. 5 is a graph showing the inclination angle of the vehicle body with respect to each carriage obtained by this numerical simulation. FIG. 5 (a) shows the target inclination angle in the conventional vehicle body inclination control method and the time change of the inclination angles φ _2f and φ _2b of the vehicle body 1 with respect to each carriage 2 after the control. FIG. 5B shows temporal changes in the inclination angles φ _2f and φ _2b of the vehicle body 1 with respect to each carriage 2 in the uncontrolled state. FIG. 5 (c) shows a target inclination angle in the vehicle body inclination control method according to the present embodiment and time changes of the inclination angles φ _2f and φ _2b of the vehicle body 1 with respect to each carriage 2 after the control. 5A and 5C, the graph indicated as “front cart” is the inclination angle φ _2f of the vehicle body 1 with respect to the front cart 2f. Further, the graphs indicated as “rear carriage” in FIGS. 5A and 5C are the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage 2f.
According to the vehicle body inclination control method according to the present embodiment, when the railway vehicle travels in the relaxation curve section, as shown in FIG. 5B, the inclination angle φ _2f of the vehicle body 1 with respect to each carriage 2 in the uncontrolled state. , Φ _2b differs between the front carriage 2f and the rear carriage 2b, so that the inclination angle differences φ _2fs and φ _2bs of the vehicle body 1 with respect to each carriage 2 also differ between the front carriage 2f and the rear carriage 2b. Therefore, as shown in FIG. _5C , it can be seen that the target inclination angles φ _ref and φ _refb of the vehicle body 1 when the railway vehicle travels in the relaxation curve section are different between the front carriage 2f and the rear carriage 2b. .
As can be seen by comparing FIG. 5A and FIG. 5C, in the conventional vehicle body inclination control method, the inclination angle φ _2f of the vehicle body 1 with respect to the front carriage _2f is the target inclination angle (initial target inclination angle) φ. According to the vehicle body tilt control method according to the present embodiment, the overshoot is reduced at a point where overshoot occurs beyond _ref . Similarly, as can be seen by comparing FIG. 5A and FIG. 5C, in the conventional vehicle body inclination control method, the inclination angle φ _2b of the vehicle body 1 with respect to the rear carriage _2b is the target inclination angle (initial target inclination). According to the vehicle body tilt control method according to this embodiment, the undershoot is reduced at a point where an undershoot that does not reach (angle) φ _ref occurs.

FIG. 6 is a graph showing the amount of compressed air consumption obtained by this numerical simulation.
As shown in FIG. 6, according to the vehicle body tilt control method according to the present embodiment, the overshoot of the front carriage 2f is reduced, so that the consumption of compressed air is 7% compared to the conventional vehicle body tilt control method. Reduced.

  As described above, according to the vehicle body tilt control method according to the present embodiment, when the railway vehicle enters the circular curve section from the entrance-side relaxation curve section of the curved track, or from the exit-side relaxation curve section to the exit-side straight line. When entering the section, it is possible to reduce the overshoot of the inclination angle of the vehicle body 1 with respect to the front carriage 2f and the undershoot of the inclination angle of the vehicle body 1 with respect to the rear carriage 2b, and to incline the vehicle body 1 to the intended inclination angle. Is possible. For this reason, it is also possible to reduce the consumption of compressed air.

DESCRIPTION OF SYMBOLS 1 ... Car body 2 ... Carriage 2f ... Front car 2b ... Rear car 3 ... Air spring 4 ... Wheel shaft 5 ... Shaft spring 10f, 10b ... Controller

Claims (2)

In a railway vehicle having a vehicle body, a front carriage and a rear carriage arranged before and after the vehicle body, and air springs arranged on the left and right of the front carriage and the rear carriage to support the vehicle body, the vehicle body includes the front carriage and A vehicle body tilt control method for a railway vehicle that controls supply / exhaust to the air spring so as to tilt at a target tilt angle with respect to the rear carriage,
A first procedure for setting an initial target inclination angle of the vehicle body relative to the front carriage and the rear carriage, common to the front carriage and the rear carriage;
The moment in the roll direction based on the center of gravity of the vehicle body, the front carriage, and the rear carriage when assuming a non-control state in which supply / exhaust control is not performed on the air spring when the railway vehicle travels on a curved track A second procedure for calculating an inclination angle difference of the vehicle body with respect to the front carriage and the rear carriage in the uncontrolled state based on the balance of
By adding the calculated inclination angle difference to the initial target inclination angle, the target inclination angle is calculated for each of the front carriage and the rear carriage, and when the railway vehicle travels on a curved track, the vehicle body A third procedure for controlling supply / exhaust to the air spring so as to incline at the calculated target inclination angle with respect to the front carriage and the rear carriage,
The difference in the inclination angle of the vehicle body with respect to the front carriage calculated in the second procedure is the inclination angle of the vehicle body with respect to the front carriage, the inclination angle with respect to the ground plane of the rail surface of the curved track on which the front carriage is located, and Means the difference between the inclination angle of the vehicle body with respect to the front carriage when it is assumed that there is no difference between the inclination angle with respect to the ground plane of the rail surface of the curved track where the rear carriage is located;
The difference in the inclination angle of the vehicle body with respect to the rear carriage calculated in the second procedure is the inclination angle of the vehicle body with respect to the rear carriage, the inclination angle with respect to the ground plane of the rail surface of the curved track on which the front carriage is located, and Means the difference between the inclination angle of the vehicle body with respect to the rear carriage when it is assumed that there is no difference between the inclination angle with respect to the ground plane of the rail surface of the curved track where the rear carriage is located,
A vehicle body tilt control method for a railway vehicle. When the difference in inclination of the vehicle body with respect to the front carriage calculated in the second procedure is _φ2fs, and the difference in inclination angle of the vehicle body with respect to the rear carriage calculated in the second procedure is _φ2bs , each inclination angle difference is The vehicle body tilt control method according to claim 1, wherein the vehicle body tilt control method is expressed by the following equations (15) and (16).
_{φ 2fs = K · (φ 0b} -φ 0f) ··· (15)
φ _2bs = −K · (φ _0b −φ _0f ) (16)
However, in the above formulas (15) and (16), K is a constant determined by the vertical stiffness of the air spring and the vertical stiffness of the shaft springs arranged in the front carriage and the rear carriage, and φ _0f is The inclination angle of the curved track where the front carriage is located with respect to the ground plane of the rail surface, and φ _0b is the inclination angle of the curved track where the rear carriage is located with respect to the ground plane.

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