JP3162986B2 - Vehicle body tilt control method for railway vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling the inclination of a vehicle body of a railroad vehicle in which the riding comfort is improved on a transition curve when passing through a curved road.

[0002]

2. Description of the Related Art A railway vehicle traveling on a curved road must be run at a speed that is commensurate with the amount of cant. However, since the size of the cant is limited, the speed of a train passing through a curved road is mainly limited to a speed that does not deteriorate the ride comfort of passengers. In order to increase the speed without lowering the riding comfort on a curved road, the vehicle body may be tilted so as to offset the lateral acceleration acting on the passenger. Various methods have heretofore been proposed as a method of inclining the vehicle body.
Japanese Patent Publication No. 62-43896 is one of the vehicle body tilt control methods.
There is a body preview tilt device disclosed in Japanese Patent Application Laid-Open Publication No. HEI 9-303, 1988.

The vehicle body predicting and tilting device obtains a required maximum vehicle body tilt angle in a circular curve from a curve information device and a speed detecting device, and obtains a preview signal from the required maximum vehicle body tilt angle, the speed, and the length of the relaxation curve. Alternatively, a preview signal is obtained from the instantaneous required vehicle body inclination angle and the derivative of the required vehicle body inclination angle from the instantaneous curve radius and the cant amount. The fluid pressure operating mechanism is operated based on the preview signal to incline the vehicle body.

According to this method, the instantaneous vehicle body inclination angle can be matched with the required vehicle body inclination angle without delay in control. However, since the vehicle body is inclined to the required maximum vehicle body inclination angle between the start point and the end point of the transition curve section, if the passage time of the transition curve is short, the rolling angular velocity of the vehicle body and the rate of change thereof are not used as control amounts, so the transition curve Depending on the passing time and the amount of inclination of the vehicle body, these values may become large and the riding comfort may be reduced.

[0005]

As described above, in the conventional vehicle body inclination control method, when the passing time of the relaxation curve is short, the vehicle body is inclined at a large angular velocity to reach the maximum vehicle body inclination angle. Riding comfort on curves was inevitable.

SUMMARY OF THE INVENTION In order to solve the problems encountered in the conventional method, the present invention provides a vehicle body tilt control method for a railway vehicle in which the vehicle body is tilted at a relatively gentle angular velocity to improve the riding comfort on a transition curve. Is provided.

[0007]

The ride comfort when a railway vehicle passes on a curved road is determined by the steady lateral acceleration parallel to the floor surface of the vehicle body passing through a circular curve, and when the vehicle body leans while passing through a transition curve. At the rolling angular velocity and the rolling angular acceleration of the vehicle body. The rolling angular acceleration of the vehicle body includes an increase and decrease in cant. The present inventors have completed the following invention based on these matters as a vehicle body tilt control method in consideration of the influence of the trajectory.

[0008] (1) comprising a vehicle body tilt control mechanism, the car to actively tilt the car body in response to a command from the control unit of the mechanism
In the body inclination method , the target inclination angle φ _{a in a} circular curve obtained from the curve data of the section in which the vehicle travels and the speed signal of the speed detector, the inclination angle of the line due to the cant, and the expected passage time t _{B of the} transition curve of the entrance and exit. , T _E , the target vehicle body rolling angular velocity θ′a with respect to the horizontal plane is calculated. In the transition curve section between the entrance and the exit, the detected value θ ′ from the vehicle body rolling angular velocity detector and the calculated target vehicle body rolling angular velocity θ′a are calculated.
A vehicle body leaning or horizontal restoration using a value obtained by multiplying a deviation of the vehicle body by a proportional gain as a leaning control output.

[0009] (2) includes a vehicle body tilt control mechanism, the car to actively tilt the car body in response to a command from the control unit of the mechanism
In the body inclination method , the target inclination angle φ _a in the circular curve obtained from the curve data of the section where the vehicle travels and the speed signal of the speed detector, the inclination angle の _o of the track due to cant, and the expected passage time of the entrance / exit relaxation curve t _B , t _E and target body rolling
When reaching from the maximum value of angular velocity θ'max to the target inclination angle
Calculated between t _T, if the arrival time t _T to the target tilting angle is longer than the relaxation Curving expected time, the entrance relaxation curve starts inclined earlier by time duration tp becomes longer from the front of the start point of the transition curve In the exit transition curve, the vehicle body is restored horizontally after a delay of tp ', which is longer than the end point of the transition curve,
The arrival time t _T to the target inclination angle is expected to pass through the relaxation curve.
If shorter than the time, an angle smaller than the maximum value θ'max
Increasing the slope angle at the entrance transition curve with speed as the target value
Direction, and decreasing the inclination angle in the exit relaxation curve
A vehicle body inclination control method for a railway vehicle, wherein the vehicle body is restored to a horizontal state by inclining the vehicle body horizontally.

[0010] (3) includes a vehicle body tilt control mechanism, the car to actively tilt the car body in response to a command from the control unit of the mechanism
In the body leaning method , in the slope operation section including the curve data of the section where the vehicle is traveling and the circular curve obtained from the speed signal of the speed detector and the target tilt angle and the relaxation curve in the straight section,
The target inclination angle is calculated so as to be connected by an n-curve, and a value obtained by multiplying the deviation from the detected value from the inclination angle detector of the vehicle body by a proportional gain is further represented by a sin curve in the inclination operation section, and a value in other sections. Calculates the target vehicle body rolling angular velocity at which is zero, and adds the value obtained by multiplying the deviation from the detected value from the rolling angular velocity detector of the vehicle body by the proportional gain as the inclination control output to restore the vehicle body to the inclination or the horizontal state. A vehicle body inclination control method for a railway vehicle.

(4) The proportional gain set value of the inclination angle feedback and the proportional gain set value of the vehicle body rolling feedback are changed for each inclination operation section including a straight section, a curved section and a transition curve. Vehicle body inclination control method for railway vehicles.

(5) In order to detect the rolling angular velocity of the vehicle body relative to the horizontal plane, the time change of the inclination angle of the track due to the cant obtained from the curve data of the section where the vehicle travels and the speed signal of the speed detector, and the distance between the bogie and the vehicle body 4. The method according to claim 1, wherein a value obtained by adding a time change of the inclination angle of the inclination angle detector provided in the step (c) is used.

[0013]

FIG. 1 shows a vehicle body inclination control method according to the present invention. The curve data includes the start point and the end point of the circular curve, the transition curve, and the like (entrance transition curve distance 1 _B , exit transition curve distance l _E ), the curve Cant C, the curve radius R, It is configured in the direction of the curve and recorded in the storage device. Further, a traveling distance obtained by integrating the traveling speed V of the vehicle and the traveling speed over time is obtained from the signal of the speed detector. Then, based on these values, a target vehicle body rolling angular velocity when the vehicle body is tilted in the next curved section (hereinafter, the angular velocity is replaced with θ′a as shown in the following equation in the text) is calculated.

[0014]

(Equation 1)

[0015] With respect to the target vehicle body rolling angular velocity θ'a,
Controls the tilt drive system of the tilt mechanism by using the value obtained by multiplying the deviation from the value obtained from the rolling angular velocity detector of the vehicle body (replaced with θ 'as shown in the following equation in the following text) by the proportional gain as the vehicle body tilt control output I do.

[0016]

(Equation 2)

[0017] Figures 2 and 3 show a calculation procedure of the target vehicle body rolling angular velocity theta _'a. When the target inclination angle of the entire route is φ _b and the target inclination angle of the circular curve section is φ _a , the target inclination angle φ _a of the circular curve section is calculated using the curve data and the value of the speed detector,

Φ _a = V ² / (gR) -C / G 1 where g is the centrifugal force, G is the gauge,

## EQU1 ## However, since the maximum tilt angle φ _max that can be tilted is determined due to the restriction on the tilting mechanism of the vehicle, φ _a = φ _max is used when φ _a > φ _{max in} one equation. The inclination angle ψ _o of the line due to the cant in the circular curve section is expressed by the following two equations using the value of the curve data.

Ψ _o = C / G 2 equations

Next, the expected passage time t _B of the entrance relaxation curve and the passage time t _E of the exit relaxation curve are calculated from the entrance relaxation curve distance l _B and the exit relaxation curve distance l _E and the traveling speed V in the curve data. It is given by Equation 3.

[0022]

(Equation 3)

From Equations (1) and (2), the arrival time t _T required to reach the target inclination angle φ _a of the circular curve section is obtained as follows. When the target vehicle body rolling angular velocity θ′a is given by the acceleration / deceleration pattern shown in FIG. 4, Equations 4 and 5 hold.

[0024]

(Equation 4)

Here, ψ ′ is represented by ψ ′ = ψ _o / t _B or ψ ′ = ψ _o / t _E when cant reduction is a linear reduction. From equations 4 and 5

[0026]

(Equation 5)

If the arrival time t _T is shorter than the passage time of the relaxation curve, the target vehicle body rolling angular velocity θ′a is based on the equation (6), and is smaller than the maximum value of the vehicle body rolling angular velocity θ ′ _max ;

[0028]

(Equation 6)

As shown in FIG. 5, the slope is increased in the direction of increasing the inclination angle in the entrance relaxation curve, and restored in the direction of decreasing the inclination angle in the exit relaxation curve.

Further, if the arrival time t _T calculated in 6 expression is longer than the relaxation curve transit time, shown in FIG. 6 at the maximum value theta _'max which defines the target vehicle body rolling angular velocity θ'a advance In the entrance transition curve, just before the transition curve,
The inclination is started from the point of xp = V × tp, and the vehicle is restored to be horizontal at the point of xp ′ = V × tp ′ ahead of the exit of the transition curve in the exit transition curve.

Next, another method of the vehicle body inclination control method according to the present invention is shown in FIG. Based on the curve data and various values obtained from the speed detector signal, the target vehicle body rolling angular velocity θ′a
And the target inclination angle φ _a of the circular curve section are calculated. The deviation Δθ ′ between the target vehicle body rolling angular velocity θ′a and the value θ ′ from the rolling angular velocity detector of the vehicle body is obtained. Further, with respect to the target inclination angle phi _a circle curved section, a deviation Δφ between the value phi from the vehicle body inclination angle detector. After multiplying these deviations by different proportional gains, the combined value is used as the vehicle body tilt control output to control the tilt drive system of the tilt mechanism.

[0032] The method of obtaining the target inclination angle phi _a of the target vehicle body rolling angular velocity θ'a and circularly curved section in the method FIG. 8
This will be described below. First, the tilt operation time t ₄ is obtained. The transition time t ₁ of the transition curve is given by equation (8).

T ₁ = l _B / V Equation 8

The tilting operation time t ₄ is represented by the formula (9) using the maximum value theta _'max of the target vehicle body rolling angular velocity preset target inclination angle phi _a of a circle curved section.

[0035]

(Equation 7)

Further, the time required t ₂ inclined to the holding point P ₂ from the circular curve start point (BCC) is expressed by equation (10).

[0037]

(Equation 8)

The required time t ₃ from the relaxation curve start point (BTC) to the preceding slope start point P ₁ is given by equation (11).

T ₃ = t ₄ − (t ₁ + t ₂ ) Equation 11

Next, a target value during the tilting operation is obtained. The pattern of the target vehicle body rolling angular velocity is given by a sin wave of Formula 12.

[0041]

(Equation 9)

The pattern of the target inclination angle in the transition curve section is represented by the sine wave of Equation 13, and the target value in the straight section (φ _b = 0) and the target value in the circular curve section (φ _b = φ _a ). And is tied smoothly.

Φ _b = １ ／ × φ _a {1−cos (π × t / t ₄ )} 13 where φ _a is a value obtained by equation 1.

[0044] Incidentally, when the target vehicle body rolling angular velocity is integrated over time from P ₁ to P _2, equal to the sum of the inclination angle [psi ₀ by phi _a and cant.

Next, FIGS. 9 and 10 show the procedure of the tilt control. Based on the curve data and the value detected by the speed detector, it is determined whether the current traveling position is a straight section, a circular curve section, or a tilt operation section. In the case of the tilting operation section, the target value is set to Equations 12 and 13, and the proportional gain ζ of the vehicle body rolling angular velocity is set to ζ.
_The tilt angle proportional gain η is set to η ₁ . For straight sections, each target value _{θ 'a = 0, φ b} = 0, proportional gain zeta = zeta _2, is set to η = η _2. In the case of a circular curve section, the target values are set to θ ′ _a = 0, φ _b = φa, and the proportional gains are set to ζ = ζ ₃ and η = η ₃ , respectively.

The value θ 'from the vehicle body rolling angular velocity detector
And a deviation from the inclination angle detector with respect to each target value is calculated. After multiplying each deviation by a proportional gain ζ or η, the sum υ is output to the inclination drive source as a control output.

Next, a method of detecting the vehicle body rolling angular velocity θ 'will be described. As shown in FIG. 11, the rolling angular velocity θ ′ of the vehicle body with respect to the horizontal plane is expressed by Equation 14 if the rolling of the shaft spring 5 is considered small and the rolling angular velocity of this part is ignored.

[0048]

(Equation 10)

As described above, φ ′ is obtained by dividing the change in the detection value of the existing tilt angle detector 4 in the vehicle by the time. Ψ ′ is obtained by calculating the amount of change per hour of the cant from the curve data and the traveling speed.

As described above, the vehicle body rolling angular velocity with respect to the horizontal plane is set as the control target value of the vehicle body inclination control in the transition curve section, so that the vehicle body rolling angular velocity can be kept within the guide value for the ride comfort, and the ride comfort is improved. Can be improved.

[0051]

An embodiment of the present invention will be described with reference to the drawings.
FIG. 12 is a schematic explanatory view showing an example of a vehicle provided with a control device for implementing the vehicle body control method of the present invention. A left-right air spring 11 provided between the vehicle body 1 and the bogie 2 is provided with a double-acting air cylinder 8 in which the left and right chambers are respectively connected to the vehicle body 1. By changing the internal pressure of 11, the spring height is adjusted. On the other hand, the controller 6 provided on the vehicle body 1 stores the curve data of the above-mentioned track, and detects signals from the speed detector 9 provided on the wheel axle 3 and the angular velocity detector 10 provided on the vehicle body 1. The calculation is performed upon input, and the calculation result is output to the motor 7. The angular velocity detector 10 detects the rolling angular velocity of the vehicle body about the rail direction of the vehicle body 1 on the basis of a horizontal surface on the ground. A value obtained by multiplying a deviation of the target vehicle body rolling angular velocity obtained from the vehicle body rolling angular velocity, the curve data and the velocity by a proportional gain is used as the motor 7.
Output to

Referring to FIG. 14, an example of the vehicle body inclination control method of the present invention is described by using a curve radius R = 400 m and a cant C = 105 m.
m, a curve having a relaxation curve length l _B and l _E = 80 m will be described. As a condition of the vehicle, the traveling speed v = 30.5 m / s
ec (110 Km / h), maximum inclination angle φ _{max of the} vehicle body =
0.087 rad (5 °), the upper limit of the target vehicle body rolling angular velocity is set as a guideline of the upper limit of good ride comfort = 0.087 rad.
d / sec (5 ° / sec ), the acceleration / deceleration time t ₁ of the target vehicle body rolling angular velocity pattern is set to 0.8 sec .

As described above, first, the target inclination angle φ _a = 0.140 rad in the circular curve section is obtained by the equation (1), and since it is a value larger than φ _max , φ _a = φ _max = 0.087 rad. From equation (2), ψ _o = 0.098 rad and from equation (3), t _B = t _E = 2.
It becomes 62 sec. Next, ψ ′ = ψ _o / t _B = 0.037
From rad / sec, the arrival time is t _T = 2.5 from equation (6).
It becomes 9 sec.

Therefore, since t _T <t _B = t _E , the target rolling angular velocity of the vehicle body can be calculated from the following equation (7) as θ′a = 0.08.
A motor which is a drive source of the vehicle body tilt control mechanism is a value obtained by multiplying a deviation between the pattern of the target vehicle body rolling angular velocity θ′a and the vehicle body rolling angular velocity value θ ′ of the angular velocity detector by a proportional gain in the relaxation curve as 5 rad / sec. Output to the controller.

FIG. 15 shows a running speed V = 33.3 m.
/ Sec (120 km / h), maximum inclination angle φ _max =
An example of 0.122 rad is shown. The passage time of the transition curve is t
_B = t _E = 2.40 sec, ψ ′ = 0.041
From rad / sec, t _T = 2.95 sec. Therefore, since t _T > t _B = t _E , θ ′ _a = θ′max =
At 0.087 rad / sec, the target vehicle body rolling angular velocity θ ′ _{a is} set so that the slope starts before the start point of the entrance transition curve and is restored at a position beyond the end point of the exit transition curve.
Determine the pattern. In this case, tp = tp '= 0.7
4 seconds.

In FIGS. 14 and 15, an example of the conventional method is shown by a one-dot chain line as a comparative example. In the conventional method,
The inclination angle φ between the vehicle body and the bogie is set as the target value. Therefore, when the cant reduction is a straight line, the target value becomes a constant increase rate within the transition curve, that is, φ ′ = constant.

Therefore, when this is applied to the above example, when V = 30.5 m / sec, the vehicle body rolling angular velocity is lower at both ends of the relaxation curve in the method of the present invention, that is, in the method of the present invention, the inclination start is started. And the operation at the end of the inclination tends to be smooth. V = 33.3 m / sec
In the case of (1), in the conventional method, the rolling angular velocity becomes larger than the standard value of the riding comfort, and the riding comfort may be reduced.

FIG. 8 shows another example of the vehicle body control method according to the present invention, in which a curve radius R = 400 m and a cant C = 105.
A curve having a mm and a relaxation curve length l _B , l _E = 70 m will be described. As a condition of the vehicle, the traveling speed v = 33.3 m /
sec (120 km / h), maximum tilt angle φ _{max of the} vehicle body
= 0.105rad (6 °), when the maximum value θ _'max = 0.087rad / sec of the target vehicle body rolling angular velocity, each of the time t ₁ ~t ₄ of tilting section 8 expression to 1
From equation 1, t ₁ = 2.1 sec, t ₂ = 0.67 sec,
t ₃ = 0.92 sec and t ₄ = 3.69 sec. Also, the pattern of the target value is obtained from Equations 12 and 13,

[0059]

[Equation 11]

And the rolling angular velocity of the vehicle body is si
The vehicle body can be tilted while smoothly changing in n waves.

The proportional gain is changed to ζ ₁ > ζ ₂ and ζ ₃ , η ₁ <η ₂ and η ₃ with respect to the values in the straight section and the circular curve section, so that the vehicle body rolling angular velocity in the inclination operation section is changed. To improve the riding comfort within the guideline,
In the circular curve section, the inclination angle approaches the target value, and the posture of the vehicle body can be kept constant.

Next, another method for detecting the rolling angular velocity θ 'of the vehicle body will be described with reference to FIG. Air spring 1
The tilt angle detector 4 provided between the vehicle body 1 and the bogie 2 in the vicinity of 1 measures the vertical displacement of each air spring. From the installation interval of the inclination angle detector 4. Φ ′ is obtained from the change of the inclination angle per unit time. Ψ 'is obtained from the curve data and the traveling speed. And considering that the rolling angular velocity of the shaft spring portion is negligibly small,
θ ′ = φ ′ + ψ ′.

[0063]

According to the present invention, the vehicle body rolling angular velocity with respect to the horizontal plane is set as a control target value of the vehicle body inclination control in the relaxation curve section. Riding comfort on curves can be improved.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a vehicle body inclination control method according to the present invention.

FIG. 2 is a block diagram showing a first half of a method of giving a target vehicle body rolling angular velocity in the vehicle body inclination control method of the present invention.

FIG. 3 is a block diagram showing a latter half of the manner of giving the target vehicle body rolling angular velocity of FIG.

FIG. 4 is an explanatory diagram showing a method of calculating a reaching time t _T until the vehicle reaches a target inclination angle in the vehicle body inclination control method of the present invention.

FIG. 5 is an explanatory diagram showing an inclination pattern on a transition curve in the vehicle body inclination control method of the present invention.

FIG. 6 is an explanatory diagram showing another inclination pattern in the vehicle body inclination control method of the present invention.

FIG. 7 is a block diagram showing another vehicle body inclination control method according to the present invention.

FIG. 8 is an explanatory diagram showing an inclination pattern on a transition curve in another vehicle body inclination control method of the present invention.

FIG. 9 is a block diagram showing a first half of a method of giving a target vehicle body rolling angular velocity in another vehicle body inclination control method of the present invention.

FIG. 10 is a block diagram showing a second half following the first half of how to give the target vehicle body rolling angular velocity in FIG. 9;

FIG. 11 is an explanatory diagram of a method of detecting a vehicle body rolling angular velocity θ ′ in the vehicle body inclination control method of the present invention.

FIG. 12 is an explanatory diagram of a vehicle incorporating a control device for implementing the vehicle body tilt control method of the present invention.

FIG. 13 is an explanatory view of a vehicle incorporating another control device for implementing the vehicle body tilt control method of the present invention.

FIG. 14 is a graph showing a comparison between the embodiment of the present invention and the conventional method in which the vehicle body inclination control at the time of passing a curve is started from the starting point of the relaxation curve.

FIG. 15 is a graph showing a comparison between the embodiment of the present invention and the conventional example in which the vehicle body inclination control at the time of passing a curve is started just before the relaxation curve.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Body 2 Bogie 3 Wheelset 4 Tilt angle detector 5 Shaft spring 6 Controller 7 Motor 8 Double-acting cylinder 9 Speed detector 10 Angular velocity detector 11 Air spring

──────────────────────────────────────────────────続 き Continuation of front page (72) Inventor Yasushi Nishioka 4-33, Kitahama, Chuo-ku, Osaka-shi, Osaka Sumitomo Metal Industries, Ltd. (56) References JP-A-6-107172 (JP, A) JP-A-50-112913 (JP, A) JP-A-53-107077 (JP, A) JP-A-58-78858 (JP, A) JP-A-58-101867 (JP, A) JP-A-61-108053 (JP, A) JP, A) JP-B 62-43896 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61F 5/22

Claims (5)

(57) [Claims] [Claim 1 further comprising a vehicle body tilt control mechanism, the vehicle body tilt to actively tilt the car body in response to a command from the control unit of the mechanism
In the method , the target inclination angle in a circular curve obtained from the curve data of the section where the vehicle travels and the speed signal of the speed detector
Calculate the target vehicle body rolling angular velocity θ'a with respect to the horizontal plane from φ _a , the inclination angle of the track due to the cant and the expected passage times t _B and t _E of the relaxation curve at the entrance and exit, and the rolling angular velocity of the vehicle body in the transition curve section at the entrance and exit Detected value from detector
A vehicle body tilt control method for a railway vehicle, wherein a value obtained by multiplying a deviation between θ ′ and the calculated target vehicle body rolling angular velocity θ′a by a proportional gain is used as a tilt control output to restore the vehicle body to tilt or horizontal. 2. A comprises a vehicle body tilt control mechanism, the vehicle body tilt to actively tilt the car body in response to a command from the control unit of the mechanism
In the method , the target inclination angle in a circular curve obtained from the curve data of the section where the vehicle travels and the speed signal of the speed detector
φ _a , angle of inclination of the track due to cant ψ _o, estimated passage times t _B and t _{E of the} transition curves at the entrance and exit, and the target vehicle body rolling angle
Time to reach the target inclination angle from the maximum value θ'max of the speed
t _T is calculated, and when the arrival time t _T to the target inclination angle is longer than the expected passage time of the transition curve, the entrance transition curve starts the inclination earlier by the time tp longer than before the start point of the transition curve, In the exit transition curve, the vehicle body is restored to a horizontal position with a delay of tp ', which is longer than the end point of the transition curve , and
When the arrival time t _T to the target inclination angle is expected to pass through the relaxation curve
If it is shorter than the interval, the angular velocity is smaller than the maximum value θ'max
The degree of increase in the slope of the entrance transition curve with the degree as the target value
In the direction of decreasing the inclination angle in the exit relaxation curve
A vehicle body inclination control method for a railway vehicle, characterized in that the vehicle body is restored to a horizontal state by inclining the vehicle body horizontally. 3. A comprises a vehicle body tilt control mechanism, the vehicle body tilt to actively tilt the car body in response to a command from the control unit of the mechanism
In the method , the target inclination angle is calculated so as to be connected by a sin curve in the inclination operation section including the circular curve obtained from the curve data of the section where the vehicle travels and the speed signal of the speed detector, the target inclination angle in the straight section, and the relaxation curve. Then, a value obtained by multiplying a deviation from the detected value from the inclination angle detector of the vehicle body by a proportional gain, and further calculating a target vehicle body rolling angular velocity at which a value is zero in a sin curve in the inclination operation section and zero in other sections. The value obtained by adding the value obtained by multiplying the deviation from the detected value from the rolling angular velocity detector of the vehicle body by the proportional gain is used as the inclination control output,
A vehicle body tilt control method for a railway vehicle, wherein the vehicle body is restored to a tilt or a horizontal position. 4. The proportional gain set value of the inclination angle feedback and the proportional gain set value of the vehicle body rolling feedback are changed for each inclination operation section including a straight section, a curved section and a transition curve. A method for controlling the body inclination of railway vehicles. 5. A method of detecting a rolling angular velocity of a vehicle body with respect to a horizontal plane, the time change of a slope angle of a track due to a cant obtained from curve data of a section where a vehicle travels and a speed signal of a speed detector, The vehicle body inclination control method according to claim 1, wherein a value obtained by adding a time change of the inclination angle of the inclination angle detector provided is used.