JP2022072076A - Vehicle body inclination device for railway vehicle - Google Patents

Abstract

To provide a vehicle body inclination device for a railway vehicle that not only improves ride comfortableness of a passenger but also reduces consumption of compressed air by an action of LV for inclination that works only when a vehicle body rolling occurs.CONSTITUTION: The vehicle body inclination device comprises a sensor 41 to measure a roll angle of the vehicle body 11 and when a roll angle estimated by roll angle detection means 60 surpasses a prescribed angle SI, then electromagnetic valves 26, 36 shut the compressed air flow of an ordinary side passage 25 and allow the compressed air of an inclined side passage 35 to flow.SELECTED DRAWING: Figure 1

Description

INDUSTRIAL APPLICABILITY The present invention is provided on an air spring mounted on a trolley, an air reservoir for storing compressed air for supplying the air spring, and an air flow path between the air spring and the air reservoir. It relates to a body tilting device of a railroad vehicle provided with a height adjusting device for supplying, exhausting and shutting off compressed air according to the height position of the air.

Conventionally, as shown in Patent Documents 1 and 2, a railroad vehicle is mounted on a bogie, and has an air spring that supports a vehicle body, an air reservoir that stores compressed air for supplying the air spring, and an air spring and air. It is equipped with a leveling valve (LV) which is a height adjusting device provided in the air flow path between the reservoirs and which supplies, exhausts, and shuts off compressed air according to the height position of the vehicle body. Here, the leveling valve has an LV (normal LV) for keeping the air spring at a normal height and an LV (tilting LV) for tilting the vehicle body to improve the riding comfort when passing through a curve. It is provided, and the vehicle body tilt control is performed by switching between the normal LV and the tilt LV according to the tilt command.

The reason for switching between the normal LV and the tilting LV is that when traveling at high speed on a curved section without tilting due to the normal LV, when passing through the relaxation curve due to the influence of the centrifugal force and the delay time of the normal LV. Rolling occurs on the vehicle body, the left and right steady acceleration increases, and the ride quality deteriorates. In order to prevent this, the vehicle is switched to the LV for inclination and is traveling on an inclination.

Japanese Patent Application Laid-Open No. 2007-076480 JP-A-2015-147478

However, the conventional railroad vehicle body tilting device has the following problems.
The curve section has various curvatures and the distance of the relaxation curve, but conventionally, the vehicle height is uniform in the curve section (the section from the entrance of the entrance relaxation curve to the exit of the exit relaxation curve). It is switched to the tilting LV.
In a curved section with a large radius of curvature and a gentle curve, the amount of vehicle height increase required to secure a ride quality is small because the centrifugal force is small, but with the tilting LV, the vehicle height can be controlled only at a uniform vehicle height value, so the vehicle height is higher than necessary. There was a problem that the air was excessively consumed.

The present invention is for solving the above-mentioned problems, and by switching to the tilting LV only when rolling occurs in the vehicle body, the riding comfort can be improved and the consumption of compressed air can be reduced. It is an object of the present invention to provide a vehicle body tilting device.

In order to solve the above problems, the vehicle body tilting device for a railway vehicle of the present invention has the following configuration.
(1) The height of the vehicle body is provided in the air spring mounted on the trolley to support the vehicle body, the air reservoir for storing compressed air to be supplied to the air spring, and the air flow path between the air spring and the air reservoir. It is equipped with a height adjustment device that supplies, exhausts, and shuts off compressed air according to the position. The height adjustment device shuts off the flow of compressed air when the vehicle body is in the normal position, and the vehicle body is in the ascending position. A normal LV (passive leveling valve) that exhausts compressed air to the atmosphere at a certain time, and a compressed air supply to the air spring when the vehicle body is in the normal position, and the flow of compressed air when the vehicle body is in the ascending position. It has a tilting LV (tilt leveling valve) that shuts off, and communicates or shuts off the flow of compressed air in the normal side flow path between the normal LV and the air spring, and at the same time, the tilted side between the tilting LV and the air spring. In the vehicle body tilting device of a railway vehicle provided with an electromagnetic valve device that communicates or blocks the flow of compressed air in the flow path, the electromagnetic valve device has a roll angle detecting means for detecting the roll angle of the vehicle body, and the electromagnetic valve device detects the roll angle. When the roll angle detected by the means exceeds a predetermined angle, the flow of the compressed air in the normal side flow path is blocked and the flow of the compressed air in the inclined side flow path is communicated.
Here, communicating the flow of the compressed air in the normal side flow path and blocking the flow of the compressed air in the inclined side flow path means that the normal LV controls the flow. Further, blocking the flow of compressed air in the normal side flow path and communicating the flow of compressed air in the inclined side flow path means controlling by the tilting LV.
The roll angle of the vehicle body means the roll angle of the vehicle body with respect to the bogie. That is, it is a control in which the relative roll angle with respect to the bogie is set to 0 instead of the absolute roll angle of the vehicle body.

(2) In the vehicle body tilting device of the railway vehicle described in (1), the solenoid valve device performs the tilting LV on the outer rail side and the normal LV on the inner rail side when the vehicle body passes through the inlet relaxation curve. It is characterized by operating the tilting LV on the inner rail side and the normal LV on the outer rail side when the vehicle body has passed the exit relaxation curve. Here, the inner track means the inner peripheral side track of the curved section, and the outer track means the outer peripheral side track of the curved section.

(3) In the vehicle body tilting device of the railway vehicle according to (1) or (2), the roll angle detecting means is based on the traveling speed of the railway vehicle, the radius of curvature of the curved section to be passed next, and the cant amount. To calculate the centrifugal acceleration, estimate the roll amount of the car body from the centrifugal acceleration, estimate the maximum roll point where the roll amount of the car body is maximum, and suppress the roll amount of the car body at the maximum roll point. The feature is that the air circuit on the side where the vehicle body sinks is switched to the tilting LV in advance.
(4) In the vehicle body tilting device of the railway vehicle according to (1) or (2), the roll angle detecting means is characterized in that the roll angle is detected from a sensor attached to a normal LV or a tilting LV. do.

(1) The height of the vehicle body is provided in the air spring mounted on the trolley to support the vehicle body, the air reservoir for storing the compressed air to be supplied to the air spring, and the air flow path between the air spring and the air reservoir. It is equipped with a height adjustment device that supplies, exhausts, and shuts off compressed air according to the position. The height adjustment device shuts off the flow of compressed air when the vehicle body is in the normal position, and the vehicle body is in the ascending position. A normal LV (passive leveling valve) that exhausts compressed air to the atmosphere at a certain time, and a compressed air supply to the air spring when the vehicle body is in the normal position, and a flow of compressed air when the vehicle body is in the ascending position. It has an inclined LV (inclined leveling valve) that shuts off, and communicates or blocks the flow of compressed air in the normal side flow path between the normal LV and the air spring, and at the same time, the inclined side between the inclined LV and the air spring. In the vehicle body tilting device of a railway vehicle provided with an electromagnetic valve device that communicates or shuts off the flow of compressed air in the flow path, the electromagnetic valve device has a roll angle detecting means for detecting the roll angle of the vehicle body, and the electromagnetic valve device detects the roll angle. When the roll angle detected by the means exceeds a predetermined angle, the flow of the compressed air in the normal side flow path is blocked and the flow of the compressed air in the inclined side flow path is communicated. Riding comfort is achieved because the normal LV is operated for a gentle curve section with a large radius of curvature (a curve with a small centrifugal force and a vehicle body roll amount below the threshold) instead of switching to the tilting LV in the curve section. It is possible to reduce air consumption while ensuring the above.

(2) In the vehicle body tilting device of the railway vehicle described in (1), the solenoid valve device performs the tilting LV on the outer rail side and the normal LV on the inner rail side when the vehicle body passes through the inlet relaxation curve. Since it is characterized by operating, and when the vehicle body passes through the exit relaxation curve, the inclination LV on the inner rail side and the normal LV for the outer rail are operated, so that the entrance relaxation curve and the exit relaxation curve can be operated. In each case, the amount of vehicle height sinking can be suppressed and the riding comfort can be improved.

(3) In the vehicle body tilting device of the railway vehicle according to (1) or (2), the roll angle detecting means is based on the traveling speed of the railway vehicle, the radius of curvature of the curved section to be passed next, and the cant amount. To calculate the centrifugal acceleration, estimate the roll amount of the car body from the centrifugal acceleration, estimate the maximum roll point where the roll amount of the car body is maximum, and suppress the roll amount of the car body at the maximum roll point. Since the air circuit on the side where the vehicle body sinks is switched to the tilting LV in advance, the minimum amount of air required to suppress the vehicle body roll and secure the ride comfort by performing feed forward control at the point. Since only air is supplied, the amount of compressed air consumed can be reduced.

(4) In the vehicle body tilting device of the railway vehicle according to (1) or (2), the roll angle detecting means is characterized in that the roll angle is detected from a sensor attached to a normal LV or a tilting LV. Therefore, only when a large rolling occurs in the vehicle body, the feedback control switches to the tilting LV, so that the riding comfort can be improved while reducing the air consumption.

It is a block diagram of the control program stored in the vehicle body tilt control unit 15. It is a graph of centrifugal acceleration and roll amount of the vehicle body (relative roll amount with respect to the bogie). It is a figure which shows the statistical data of the distribution of the point where the maximum roll amount occurs in a curved part. It is a figure which shows the curvature in the entrance relaxation curve part, the curve section, the exit relaxation curve part, and the figure which shows the roll amount of a vehicle body. It is a figure which shows the inclined state of a vehicle body. It is a figure which shows the structure of the vehicle body tilting device 10. It is a figure which shows the action of the tilting LV of the vehicle body tilting device 10. It is a block diagram of the control device of 1st Embodiment. It is a block diagram of the control device of 2nd Embodiment.

The embodiment of the vehicle body tilting device 10 of the railway vehicle of the present invention will be described in detail below with reference to the drawings. FIG. 6 shows the configuration of the vehicle body tilting device 10.
As shown in FIG. 6, in the vehicle body tilting device 10, the air spring 13 mounted in the center of the bogie 12 and the first connecting rod 23 and the second connecting rod 33 are erected on both sides of the air spring 13. There is.
A normal LV21 (passive leveling valve) is fixedly installed near the upper end of the first connecting rod 23 of the vehicle body 11. Both end portions of the first arm 22 are rotatably held at the upper end portion of the first connecting rod 23 and the normal LV21. A sensor 41 for detecting the inclination angle of the first arm 22 with respect to the carriage 12 is mounted on the upper end portion of the first connecting rod 23.
An inclination LV31 (inclination leveling valve) is fixedly installed near the upper end of the second connecting rod 33 of the vehicle body 11. Both end portions of the second arm 32 are rotatably held by the upper end portion of the second connecting rod 33 and the tilting LV 31.

The normal LV 21 and the air spring 13 are connected by a normal side flow path 25, and the normal side flow path 25 is provided with a normal side solenoid valve 26 for communicating or blocking the flow of compressed air. The normal LV 21 is connected to the air reservoir 14 by an air pipe 24.
The inclined LV 31 and the air spring 13 are connected by an inclined side flow path 35, and the inclined side flow path 35 is provided with an inclined side solenoid valve 36 for communicating or blocking the flow of compressed air. There is. The tilting LV 31 is connected to the air reservoir 14 by an air pipe 34.
The normal side solenoid valve 26 and the inclined side solenoid valve 36 are electrically connected to the vehicle body inclination control unit 15.

As shown in FIG. 6, when the vehicle body 11 is in the normal position, the first arm 22 becomes horizontal, and the normal LV 21 is set to the side that blocks the flow of compressed air. Further, the second arm 32 is tilted upward from the tilting LV31, and the tilting LV31 is set on the side where compressed air is supplied to the air spring 13.
In this vehicle body tilting device 10, normally, the vehicle body tilting control unit 15 controls so that the normal side solenoid valve 26 communicates with the normal side flow path 25 and the tilting side solenoid valve 36 shuts off the tilting side flow path 35. do. As a result, the compressed air in the air reservoir 14 can pass through the tilting LV 31, but cannot pass through the tilting solenoid valve 36. That is, the tilting LV31 does not work.

Therefore, for example, when the number of passengers decreases and the height position of the vehicle body 11 rises, the first arm 22 rotates downward from the normal LV21 as shown in FIG. 7, and the normal LV21 exhausts compressed air to the atmosphere. It is switched to the side to do. As a result, the compressed air of the air spring 13 is exhausted into the atmosphere through the normal side flow path 25 and the normal LV21. As a result, the air spring 13 contracts and the height position of the vehicle body 11 is lowered.

On the other hand, when the vehicle body tilt control is performed, that is, when the vehicle body 11 is tilted when traveling on a curve, the vehicle body tilt control unit 15 blocks the flow of the normal side flow path 25 by the normal side solenoid valve 26, and the tilt side electromagnetic wave. The valve 36 controls the flow of the inclined side flow path 35 so as to communicate with each other. As a result, the normal LV21 does not function, whereas the tilting LV31 functions. As described above, since the tilting LV 31 is preset on the side that supplies compressed air to the air spring 13, the compressed air in the air reservoir 14 forms the air pipe 34, the tilting LV31, and the tilting side flow path 35. It flows and flows into the air spring 13.
As a result, the air spring 13 can be expanded and the vehicle body 11 can be tilted. Here, when the vehicle body 11 is tilted upward, the air springs provided on the outer rail side or the inner rail side of the curved section among the air springs 13 provided at both ends of the trolley 12 in the sleeper direction. 13 is stretched.

Next, the vehicle body tilt control of the present invention will be described in detail.
The configuration of the control device is shown in a block diagram in FIG. In the present embodiment, the roll amount of the vehicle is calculated in advance based on the distance (point) of the railway vehicle, and feedforward control is performed.
Specifically, the roll angle detecting means 60 has an excess centrifugal acceleration based on the vehicle speed input from the speed meter 51, the radius of curvature stored in the radius of curvature / cant amount storage unit 61 of the curved section, and the amount of cant. (Excessive centrifugal acceleration calculation unit 62). Next, the roll amount of the vehicle body is estimated based on the centrifugal acceleration and the roll amount of the vehicle body (relative roll amount with respect to the bogie) graph shown in FIG. 2 (roll amount estimation unit 63 of the vehicle body). The graph of FIG. 2 is stored in the roll angle detecting means 60.

Next, in the entrance relaxation curve section KI, the curve section S, and the exit relaxation curve section KD shown in FIG. 4, the roll maximum point at which the roll amount of the vehicle body is maximum is estimated (roll maximum point estimation section 64). FIG. 3 shows statistical data of the distribution of points where the maximum roll amount occurs in the curved portion. As shown in FIG. 3, it can be seen that the maximum roll amount is generated at the entrance of the inlet relaxation curve and the entrance of the exit relaxation curve. This data is used to estimate the maximum point.
Next, the solenoid valve command calculation unit 65 calculates the solenoid valve control information for controlling the air spring 13 in advance according to the maximum roll amount.
Based on the solenoid valve control information, the control of the air spring 13 on the inner rail side or the outer rail side is switched from the control by the normal LV to the control by the tilting LV by the solenoid valve of each part.
According to FIG. 3, the control by the inclination LV may be switched to only one or both of the entrance relaxation curve portion exit and the exit relaxation curve entrance.

FIG. 1 shows a block diagram of a control program stored in the vehicle body tilt control unit 15.
The vehicle body tilt control by this program is executed in the section from the entrance of the entrance relaxation curve to the exit of the exit relaxation curve (S1; YES).
In the entrance relaxation curve, as shown in FIG. 5A, the vehicle body is tilted outward (outward tilt) due to centrifugal force. When the roll amount of the vehicle body estimated in advance exceeds the threshold value (S2; YES), the control of the air spring on the outer rail side is switched from the normal LV to the tilting LV (S3). Then, the air spring on the outer rail side is controlled by the tilting LV until the previously estimated roll amount of the vehicle body becomes equal to or less than the threshold value (S4; NO) (S3). When the roll amount of the vehicle body estimated in advance becomes equal to or less than the threshold value (S4; YES), the air spring on the outer rail side is switched to the normal LV (S5).
In this way, when the outward tilt becomes large, especially when the outward tilt of the entrance relaxation curve becomes large, by enabling the LV for tilting the outer rail side, the increase in lateral acceleration due to the outward tilt is suppressed and the ride comfort is ensured. can do. Further, since the LV for tilting the outer rail side is effective only when the vehicle body roll amount exceeds the threshold value, the air consumption amount can be reduced.

When the vehicle curves to the right in the direction of travel, the right air spring is the air spring on the inner rail side and the left air spring is the air spring on the outer rail side. Conversely, when the vehicle curves to the left in the direction of travel, the left air spring is the air spring on the inner rail side and the right air spring is the air spring on the outer rail side.
Similarly, in the exit relaxation curve, when the pre-estimated roll amount of the vehicle body exceeds the threshold value due to inward tilt (S6; YES), the control of the air spring on the inner rail side is switched from the normal LV to the tilt LV (S6; YES). S7). Then, the air spring on the inner rail side is controlled by the tilting LV until the previously estimated roll amount of the vehicle body becomes equal to or less than the threshold value (S8; NO) (S7). When the roll amount of the vehicle body estimated in advance becomes equal to or less than the threshold value (S8; YES), the air spring on the inner rail side is switched to the normal LV (S9).
As described above, when the inward tilt becomes large, especially when the inward tilt becomes large in the exit relaxation curve, it is possible to quickly suppress the inward tilt by switching to the inner rail side tilt LV, and the riding comfort is improved.

Next, the operation of the vehicle body tilting device 10 of the railway vehicle of the present embodiment will be described.
The upper part of FIG. 4 shows the curvature M in the entrance relaxation curve portion KI, the curve section S, and the exit relaxation curve portion KD, and the lower part of FIG. 4 shows the roll amount N of the vehicle body. In both figures, the horizontal axis is the distance T (point). The vertical axis in the above figure indicates the curvature M of the orbit.
The vertical axis in the figure below shows the roll amount N of the vehicle body estimated by the roll angle detecting means 60 in FIG. The inward tilting state that is subducting on the inner rail side is taken as a plus (+ L), and the outward tilting state that is subducting on the outer rail side is taken as a minus (-L). The vehicle body tilt control unit 15 calculates a traveling point from the traveling speed (speedometer 51).

When the vehicle body tilt control unit 15 detects that the vehicle has entered the entrance relaxation curve, the program shown in FIG. 1 is started (S1; YES). Then, when the roll amount N of the vehicle body estimated by the roll angle detecting means 60 falls below a predetermined threshold value SI in the negative direction in the entrance relaxation curve portion KI (TS1), the control of the height adjusting device on the outer rail side is controlled. The control by the normal LV is switched to the control by the tilting LV (S3). Then, when the roll amount N of the vehicle body estimated by the roll angle detecting means 60 exceeds a predetermined threshold value SI (TS2), the control of the height adjusting device on the outer rail side is changed from the control by the tilting LV to the normal LV. Switch to control by (S5).
Similarly, in the exit relaxation curve portion KD, when the roll amount N of the vehicle body estimated by the roll angle detecting means 60 exceeds a predetermined threshold SD in the positive direction (TS3), the height adjusting device on the inner rail side is controlled. , The control by the normal LV is switched to the control by the tilting LV (S7). Then, when the roll amount N of the vehicle body estimated by the roll angle detecting means 60 becomes equal to or less than the predetermined threshold value SD (TS4), the control of the height adjusting device on the inner rail side is changed from the control by the tilting LV to the normal LV. Switch to control by (S9).

As described above, according to the vehicle body tilting device 10 of the railway vehicle of the present embodiment,
(1) An air spring 13 mounted on a trolley 12 and supporting the vehicle body 11, an air reservoir 14 for storing compressed air for supplying the air spring 13, and an air flow path between the air spring 13 and the air reservoir 14. A height adjusting device that supplies, exhausts, and shuts off compressed air according to the height position of the vehicle body 11 is provided in the height adjusting device, and the height adjusting device allows the flow of compressed air when the vehicle body 11 is in the normal position. The normal LV21 that shuts off and exhausts compressed air to the atmosphere when the vehicle body 11 is in the ascending position, and supplies compressed air to the air spring 13 when the vehicle body 11 is in the normal position, and the vehicle body 11 is in the ascending position. It has a tilting LV31 that sometimes shuts off the flow of compressed air, and communicates or shuts off the flow of compressed air in the normal side flow path 25 between the normal LV21 and the air spring 13, and at the same time, the tilting LV31 and the air spring 13 In the vehicle body tilting device 10 of a railway vehicle provided with electromagnetic valves 26 and 36 for communicating or blocking the flow of compressed air in the inclined side flow path 35 between the two, the roll angle detecting means for detecting the roll angle of the vehicle body 11 is provided. When the roll angle estimated by the roll angle detecting means exceeds a predetermined angle SI or SD, the electromagnetic valves 26 and 36 block the flow of compressed air in the normal side flow path 25 and the inclined side flow path 35. Since it is characterized by communicating the flow of compressed air, instead of switching to LV31 for inclination in all curve sections, the curve radius is large and the curve section is gentle (the centrifugal force is small, the vehicle body roll amount is below the threshold). In the curve), since the normal LV21 is operated, it is possible to reduce the air consumption while ensuring the riding comfort.

(2) In the vehicle body tilting device 10 of the railway vehicle according to (1), the solenoid valves 26 and 36 are the LV31 for tilting the outer track side and the inner track when the vehicle body 11 passes through the entrance relaxation curve portion KI. It is characterized by operating the normal LV21 on the side and operating the inclined LV31 on the inner rail side and the normal LV21 on the outer rail side when the vehicle body 11 passes through the exit relaxation curve portion KD. In each of the entrance relaxation curve portion KI and the exit relaxation curve portion KD, the amount of vehicle height sinking can be suppressed and the riding comfort can be improved.

(3) In the vehicle body tilting device 10 of the railway vehicle according to (1) or (2), the roll angle detecting means 60 cant the traveling speed of the railway vehicle, the radius of curvature of the curved section to be passed next, and the cant. Calculate the centrifugal acceleration from the amount, estimate the roll amount of the car body from the centrifugal acceleration, estimate the maximum roll point where the roll amount of the car body is maximum, and suppress the roll amount of the car body at the maximum roll point. It is characterized by switching the air circuit on the side where the vehicle body sinks to the tilting LV in advance so that it can be done, so by performing feed forward control at the point, the vehicle body roll can be suppressed and the minimum required to secure the ride comfort. Since only the limited amount of air is supplied, the amount of compressed air consumed can be reduced.

Next, the vehicle body tilting device 10 of the railway vehicle according to the second embodiment of the present invention will be described. Since the vehicle body tilting device 10 of the railway vehicle of the second embodiment has substantially the same configuration as that of the first embodiment, only different parts will be described in detail, and the same parts will be omitted.
FIG. 9 shows a block diagram of the control device. The first sensor 41A and the second sensor 41B are connected to the vehicle body tilt control unit 15 as inputs via the roll angle detecting means 42. Further, the vehicle body tilt control unit 15 has a first air spring normal side solenoid valve 26A, a first air spring tilt side solenoid valve 36A, a second air spring normal side solenoid valve 26B, and a second air spring tilt side solenoid as outputs. The valve 36B is connected.
Here, the first air spring means an air spring on the left side in the direction of the sleepers in the direction of travel of the vehicle. Further, the second air spring means an air spring on the right side in the direction of the sleepers in the traveling direction of the vehicle.
When the vehicle curves to the right in the traveling direction, the second air spring is on the inner rail side and the first air spring is on the outer rail side. Further, when the vehicle curves to the left in the traveling direction, the first air spring is on the inner rail side and the second air spring is on the outer rail side. The first sensor 41A measures the vehicle height value in the first air spring, the second sensor 41B measures the vehicle height value in the second air spring, and the roll angle detecting means 42 uses the first and second sensors 41A. , The inclination angle of the vehicle body (roll amount of the vehicle body) is calculated from the vehicle height value of 41B.

As described above, according to the vehicle body tilting device 10 of the railway vehicle of the second embodiment,
(4) In the vehicle body tilting device 10 of the railway vehicle according to (1) or (2), the roll angle detecting means 42 detects the roll angle from the sensor 41 attached to the normal LV21 or the tilting LV31. Therefore, only when a large rolling occurs in the vehicle body 11, the feedback control switches to the tilting LV31, so that the riding comfort can be improved.

It should be noted that the present embodiment is merely an example and does not limit the present invention in any way. Therefore, the present invention can be variously improved and modified without departing from the gist of the present invention.
For example, in the present embodiment, the sensor 41 is mounted on either the normal LV21 or the tilting LV31, but it may be mounted on both.
Further, in the present embodiment, the sensor 41 is used to detect the roll angle, but an angle sensor or a displacement sensor may be used as long as the roll amount of the vehicle body can be measured.

10 Railroad vehicle body tilting device 11 Body 12 Bogie 13 Air spring 14 Air reservoir 21 Normal LV
26 Normal side solenoid valve 31 Tilt LV
36 Inclined side solenoid valve 41 Sensor 60 Roll angle detecting means

Claims (4)

An air spring that is mounted on a bogie and supports the car body,
An air reservoir that stores compressed air to supply the air spring,
A height adjusting device provided in the air flow path between the air spring and the air reservoir to supply, exhaust, and shut off compressed air according to the height position of the vehicle body is provided.
The height adjusting device is
A normal LV (passive leveling valve) that blocks the flow of compressed air when the vehicle body is in the normal position and exhausts the compressed air to the atmosphere when the vehicle body is in the ascending position.
It has a tilting LV (tilt leveling valve) that supplies compressed air to the air spring when the vehicle body is in the normal position and shuts off the flow of compressed air when the vehicle body is in the ascending position.
The flow of compressed air in the normal side flow path between the normal LV and the air spring is communicated or cut off, and the flow of compressed air in the inclined side flow path between the inclined LV and the air spring is communicated or cut off. In the vehicle body tilting device of a railroad vehicle provided with a solenoid valve device that shuts off
It has a roll angle detecting means for detecting the roll angle of the vehicle body, and has
When the roll angle detected by the roll angle detecting means exceeds a predetermined angle, the solenoid valve device blocks the flow of compressed air in the normal side flow path and blocks the flow of compressed air in the inclined side flow path. To communicate,
A railroad vehicle body tilting device characterized by. In the vehicle body tilting device of the railway vehicle according to claim 1,
The solenoid valve device is
When the vehicle body passes through the entrance relaxation curve, the tilting LV on the outer rail side and the normal LV on the inner rail side are operated.
When the vehicle body has passed the exit relaxation curve, operating the tilting LV on the inner rail side and the normal LV on the outer rail side.
A railroad vehicle body tilting device characterized by. In the vehicle body tilting device of the railway vehicle according to claim 1 or 2.
The roll angle detecting means is
The centrifugal acceleration is calculated from the traveling speed of the railroad vehicle, the radius of curvature of the curved section to be passed next, and the cant amount, and the roll amount of the vehicle body is estimated from the centrifugal acceleration.
Estimating the maximum roll point where the roll amount of the vehicle body is maximum,
Switching the air circuit on the side where the vehicle body sinks to the tilting LV in advance so that the roll amount of the vehicle body can be suppressed at the maximum roll point.
A railroad vehicle body tilting device characterized by. In the vehicle body tilting device of the railway vehicle according to claim 1 or 2.
The roll angle detecting means detects a roll angle from a sensor attached to the normal LV or the tilting LV.
A railroad vehicle body tilting device characterized by.

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