JP5917343B2 - Railway vehicle body tilt control device and body tilt control method - Google Patents

Description

  The present invention relates to a vehicle body tilt control device and a vehicle body tilt control method for a railway vehicle.

  In order to mitigate excess centrifugal acceleration acting on passengers when traveling at a high speed in a curved section, a railway vehicle capable of tilting the vehicle body inside the track is known. As a railway vehicle capable of tilting such a vehicle body, a system in which the vehicle body is tilted using air springs arranged on the inner track side and the outer track side between each carriage and the vehicle body as an actuator (see, for example, Patent Document 1). For example, there is known a system in which a pendulum beam having an arcuate guide is provided between the carriage and the vehicle body, and the vehicle body is inclined along the guide using an air pressure actuator.

JP-A-11-268645

  By the way, when the vehicle travels on a relaxation curve or the like in which the cant of the track gradually changes, the angle of each carriage with respect to the vehicle body is inevitably different between the position of the front carriage and the position of the rear carriage. However, when the vehicle body tilt control by the above-described methods is performed, the vehicle body tilt control amount at the front portion of the vehicle body and the vehicle body tilt control amount at the rear portion of the vehicle body are controlled to be equal. There is a problem in that a torsional force acts on the vehicle body according to the difference in cant with the rear portion, and as a result, the wheel load fluctuation of the carriage may increase.

  FIG. 4 shows an example in which a vehicle including a pair of left and right air springs 121A and 121B on a front and rear carriage as a vehicle body tilt mechanism travels on an exit side relaxation curve formed on the exit side of a curved section of the relaxation curve. Is shown. In the outlet side relaxation curve, the air in the raised outer gauge side air spring 121A is exhausted to return the vehicle body 122 to a horizontal position. However, the rear carriage 111B has a large cant K2 and the front carriage 111A. The cant K1 is in a small state. That is, in this state, when air is evenly extracted from the outer spring side air springs 121A of the front and rear carriages 111A and 111B, the vehicle body 122 is a rigid body, so that the load is supported on the inner rail side of the front carriage 111A. The air spring 121B is supported at three points by the outer rail side of the rear carriage 111B and the air springs 121A, 121B on the inner gauge side, and there is a risk of causing wheel weight loss of the wheel on the outer gauge side of the front carriage 111A. is there. In FIG. 4, the traveling direction is indicated by a white arrow.

  On the other hand, the cant K1 in the front carriage 111A and the cant K2 in the rear carriage 111B are individually obtained from a database or the like held in the vehicle, and the inclination angles of the front part of the vehicle body 122 and the rear part of the vehicle body 122 are individually determined. Although control is also conceivable, there is a problem that the control program and the control mechanism become complicated and cannot be easily mounted on an existing railway vehicle.

  The present invention has been made in view of the above circumstances, and while preventing the control and tilting mechanisms from becoming complicated, it is possible to suppress the twisting force from acting on the vehicle body and to change the wheel load of the carriage. It is intended to provide a vehicle body tilt control device for a railway vehicle capable of reducing the above.

In order to solve the above problems, the present invention adopts the following configuration.
A railway vehicle body tilt control device according to the present invention includes a carriage that supports the vehicle body at front and rear portions in the traveling direction of the vehicle body, and a vehicle body tilt mechanism that tilts the vehicle body in the vehicle width direction for each carriage. In the vehicle body tilt control apparatus, a tilt angle target value calculation unit that calculates the target tilt angle value of the vehicle body, and a tilt control that performs drive control of the vehicle body tilt mechanism based on the calculation result of the target tilt angle value calculation unit And a delay unit that delays the tilting operation of the vehicle body tilting mechanism disposed at the front portion of the vehicle body relative to the tilting operation of the vehicle body tilting mechanism disposed at the rear portion of the vehicle body. .
For example, the traveling trajectory of the carriage arranged at the front part in the traveling direction always changes before the traveling trajectory of the carriage arranged at the rear side in the traveling direction, and the inclination angle is displaced. When the tilt angle of the front part of the vehicle body is displaced due to the displacement of the cant, the vehicle body tilt mechanism at the rear part of the vehicle body is operated before the vehicle body tilt mechanism at the front part of the vehicle body by the delay unit. An angle difference is generated between the tilt mechanism and the vehicle body tilt mechanism at the front part of the vehicle body, and the difference in cant between the front part of the vehicle body and the rear part of the vehicle body is absorbed by this angle difference, and the force in the torsional direction is increased. It can suppress acting on a vehicle body.

Furthermore, the vehicle body tilt control device for a railway vehicle according to the present invention is the above-described rail vehicle body tilt control device, wherein the vehicle body tilt control device has an exit side relaxation curve at a timing when a front portion of the vehicle body enters the exit side relaxation curve. The driving control in the outlet side relaxation curve of the vehicle body tilt mechanism arranged at the front of the vehicle body is delayed until the rear part of the vehicle body enters the outlet side relaxation curve. Good.
By configuring in this way, the height of the outer rail side rail of the track on which the railway vehicle runs is gradually lowered from the state where the height position of the outer rail side rail is higher than the height position of the inner rail side rail. In the exit side relaxation curve, the displacement of the rear part of the vehicle body in the rising direction can be started by the vehicle body tilt mechanism at the timing when the displacement starts in the direction in which the front part of the vehicle body rises due to the displacement of the cant. For this reason, in the exit side relaxation curve, the displacement timing of the inclination angle with respect to the ground between the front part of the vehicle body and the rear part of the vehicle body is aligned, and the force in the torsional direction is restrained from acting on the vehicle body. The wheel load fluctuation such as the wheel load missing on the outer gauge side of the bogie can be suppressed.

Furthermore, the vehicle body tilt control device for a railway vehicle according to the present invention is the vehicle body tilt control device for the rail vehicle described above, wherein the tilt control unit is configured such that the vehicle body tilt at a timing when a front portion of the vehicle body enters an entrance side relaxation curve. Drive control on the entrance side relaxation curve of the mechanism is started, and drive control on the entrance side relaxation curve of the vehicle body tilt mechanism arranged at the front of the vehicle body until the rear part of the vehicle body enters the entrance side relaxation curve. You may make it delay.
By configuring in this way, the height position of the outer rail side rail gradually increases from the state where the height position of the outer rail side rail of the track on which the railway vehicle travels is the same as the height position of the inner rail side rail. In the entrance side relaxation curve where the displacement is high, the displacement of the rear portion of the vehicle body in the sleeping direction can be started by the vehicle body tilting mechanism at the timing when the displacement of the front portion of the vehicle body starts to sleep due to the displacement of the cant. For this reason, in the relaxation curve on the entrance side, it is possible to prevent the force in the torsional direction from acting on the vehicle body by aligning the displacement timing of the inclination angle with respect to the ground between the front part of the vehicle body and the rear part of the vehicle body. The wheel load fluctuation such as the wheel load loss on the inner track side of the bogie can be suppressed.

Furthermore, in the vehicle body tilt control device for a railway vehicle according to the present invention, the vehicle body tilt mechanism includes a plurality of air springs spaced apart in the vehicle width direction in each carriage. Also good.
With this configuration, when the vehicle body tilt control is performed using an air spring that can be quickly expanded and contracted when traveling at high speed, a torsional force is easily applied to the vehicle body. Only by delaying the drive control of the air spring arranged at the front of the torsion can the torsional force be prevented from acting on the vehicle body.

Furthermore, the vehicle body tilt control method for a railway vehicle according to the present invention includes a carriage that supports the vehicle body at front and rear portions in the traveling direction of the vehicle body, and a vehicle body tilt mechanism that tilts the vehicle body in the vehicle width direction for each carriage. In the vehicle body tilt control method for a railway vehicle, the timing for starting the tilting operation of the vehicle body tilting mechanism at the front portion of the vehicle body is delayed from the timing for starting the tilting operation of the vehicle body tilting mechanism at the rear portion of the vehicle body. It is a feature.

Furthermore, the vehicle body tilt control method for a railway vehicle according to the present invention is the vehicle body tilt control method for a railcar according to the present invention, wherein the vehicle body tilt mechanism at the rear portion of the vehicle body is at a timing when the front portion of the vehicle body enters an exit-side relaxation curve. It starts tilting operation of the outlet side transition curve, at the timing when the rear portion of the vehicle body enters the outlet transition curve, so as to initiate the tilting movement on the outlet side relaxation curve of the vehicle body front portion of the vehicle body tilt mechanism May be.

Further, the vehicle body tilt control method for a railway vehicle according to the present invention is the vehicle body tilt control method for the rail vehicle described above, wherein the vehicle body tilt mechanism at the rear of the vehicle body is at a timing when the front portion of the vehicle body enters the entrance side relaxation curve. The leaning operation on the inlet side relaxation curve of the vehicle body is started, and at the timing when the rear part of the vehicle body enters the inlet side relaxation curve, the inclination operation on the inlet side relaxation curve of the vehicle body inclination mechanism at the front part of the vehicle body is started. May be.

  According to the vehicle body tilt control apparatus and the vehicle body tilt control method according to the present invention, it is possible to prevent the twisting force from acting on the vehicle body while preventing the control and the tilt mechanism from becoming complicated. Thus, the wheel load fluctuation of the carriage can be reduced.

1 is a schematic configuration diagram of a railway vehicle in an embodiment of the present invention. It is a figure which shows the arrangement | positioning of each trolley with respect to the vehicle body of the said rail vehicle, and schematic structure of a vehicle body tilt control apparatus. It is a flowchart which shows the control processing which concerns on the inclination operation | movement in the said vehicle body inclination control apparatus. It is a figure which shows an example which a vehicle drive | works an exit side relaxation curve. It is a graph which shows the wheel load fluctuation | variation in the curve area in the said vehicle body tilt control apparatus, and the wheel load fluctuation | variation in general inclination control.

Next, a vehicle body tilt control apparatus for a railway vehicle according to an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 shows a vehicle 10 on which the vehicle body tilt control device of this embodiment is mounted. The bogie 11 of the vehicle 10 has a pair of wheel shafts in which two substantially disc-shaped wheels 13 and 13 are press-fitted into an axle 12 extending in the width direction of the rail R constituting the track (hereinafter simply referred to as the vehicle width direction). 14 (only one of them is shown in FIG. 1), and the pair of wheel shafts 14 are arranged so that the axles 12 are parallel to each other. Here, the left and right end portions of the axle 12 are rotatably supported by bearings (not shown), and a carriage frame 16 is attached to a support portion (not shown) provided with these bearings via a shaft spring 15. It is supported.

  A pair of left and right diaphragm type air springs 21 are erected on the carriage frame 16 on the upper surfaces of the left and right side portions in the vehicle width direction. The vehicle body 22 described above is placed on the upper surfaces of these air springs 21. The front and rear portions in the longitudinal direction of the vehicle body 22 for one vehicle are supported by the carriage 11, that is, a total of four air springs 21 are provided between the vehicle body 22 for one vehicle and the two vehicles 11. Is provided. In the following description, the four air springs 21 are referred to as a first air spring 21a, a second air spring 21b, a third air spring 21c, and a fourth air spring 21d.

  Referring also to FIG. 2, the vehicle 10 controls the height of the fourth air spring 21d from the first air spring 21a, whereby the inclination angle of the vehicle body 22 with respect to the carriage 11, more specifically, the carriage frame 16 The vehicle body tilt control device 100 is configured to control the tilt angle with respect to. Here, FIG. 1 shows that among the rails R constituting the track of the curved section, the rail R outside the track (hereinafter simply referred to as the outer track side) is the rail R inside the track (hereinafter simply referred to as the inner track side). A state where a so-called cant K arranged at a higher position is provided. Of the first air spring 21a, the second air spring 21b, the third air spring 21c, and the fourth air spring 21d, the vehicle body 22 is arranged on the inner gauge side in the height of the one arranged on the outer gauge side. By being in a state higher than the height, it is in a state inclined to the inner track side.

  The vehicle body tilt control device 100 includes a travel position information detection unit 31 that detects position information of the host vehicle based on an external signal such as a GPS (Global Positioning System) signal or an ATS signal (Automatic Train Stop). The position information detected by the travel position information detection unit 31 is output toward the curve information output unit 32.

The curve information output unit 32 is based on, for example, the vehicle position information input from the travel position information detection unit 31 and the curve information of the track stored in advance in a storage medium such as a ROM (Read Only Memory). Curve information such as curvature and cant of the curve section in which the vehicle travels is searched from the stored information, and the corresponding curve information is output to the inclination angle target value calculation unit 34.
Further, the vehicle body tilt control device 100 includes a travel speed detection unit 33 that detects the travel speed of the host vehicle based on the output of the speed generator. The travel speed detector 33 outputs the detected speed information to the tilt angle target value calculator 34.

  The inclination angle target value calculation unit 34 is an inclination angle target that is a target value of the inclination angle of the vehicle body 22 with respect to the carriage 11 based on the curvature of the curve section in which the vehicle travels immediately afterward, the cant, and the traveling speed of the vehicle. The value is obtained by calculation. The tilt angle target value calculation unit 34 outputs information on the tilt angle target value obtained by the calculation to the tilt control unit 35. Here, the inclination angle target value is set to a value that reduces the centrifugal acceleration acting on the passenger when the vehicle 10 travels along a curve. More specifically, the cantilever K of the track causes the vehicle body 22 to incline toward the inner track side with respect to the ground, so that the centrifugal acceleration is relieved according to the inclination angle. This is the target value of the angle at which the vehicle body is inclined toward the inner track side with respect to the carriage 11 in order to cancel out the excess centrifugal acceleration that cannot be canceled out.

  The first air spring 21a to the fourth air spring 21d are connected to the original air reservoir 36 via pipes 30a to 30d, respectively. In the original air reservoir 36, compressed air having a pressure sufficient to extend the first air spring 21a to the fourth air spring 21d is sequentially stored by a compressor or the like. The internal space of the first air spring 21a to the fourth air spring 21d and the internal space of the original air reservoir 36 are communicated with each other through a flow path formed by the pipes 30a to 30d.

  A first height control device 37a having a supply / exhaust solenoid valve (not shown) for adjusting the air pressure of the first air spring 21a is provided in the middle of the pipe 30a, and a second air spring is provided in the middle of the pipe 30b. A second height control device 37b having a supply / exhaust solenoid valve (not shown) for adjusting the air pressure of 21b is provided. Similarly, a third height control device 37c having a supply / exhaust solenoid valve (not shown) for adjusting the air pressure of the third air spring 21c is provided in the middle of the pipe 30c. A fourth height control device 37d having a supply / exhaust solenoid valve (not shown) for adjusting the air pressure of the four air spring 21d is provided. The first height control device 37a to the fourth height control device 37d and the first air spring 21a to the fourth air spring 21d constitute the vehicle body tilt mechanism of the present invention.

  The first height control device 37 a to the fourth height control device 37 d are connected to the inclination control unit 35, respectively, and open and close the air supply / exhaust electromagnetic valve based on the height control command from the inclination control unit 35, so that the first air The air pressure in the internal space of the spring 21a to the fourth air spring 21d is adjusted. For example, when extending the first air spring 21a by the first height control device 37a, while opening the supply flow path for supplying the compressed air of the original air reservoir 36 to the air chamber of the first air spring 21a, When the first air spring 21a is degenerated, the supply passage is closed and the exhaust passage for exhausting the air in the air chamber of the first air spring 21a is opened. Since the second height control device 37b to the fourth height control device 37d have the same configuration as the first height control device 37 described above, detailed description thereof is omitted.

  The inclination control unit 35 adjusts the heights of the first air spring 21a to the fourth air spring 21d by the first height control device 37a to the fourth height control device 37d, thereby moving the vehicle body 22 in the vehicle width direction. Control the tilt angle. In other words, the heights of the paired first air spring 21a and the second air spring 21b are made different, and the heights of the paired third air spring 21c and the fourth air spring 21d are made different. Thus, the inclination angle of the vehicle body 22 with respect to the carriage 11 is adjusted. That is, the first air spring 21a and the second air spring 21b can displace the relative inclination angle between the carriage 11 and the vehicle body 22 arranged in the front portion of the vehicle body 22, and the third air spring 21c and the fourth air can be displaced. The relative inclination angle between the carriage 11 and the vehicle body 22 disposed at the rear of the vehicle body 22 can be displaced by the spring 21d.

  The inclination control unit 35 includes the first height control device 37a and the third height control so that the heights of the first air spring 21a and the third air spring 21c arranged on one side in the vehicle width direction are the same. The drive control of the device 37c is performed with the same control amount. In addition, the inclination control unit 35 includes the second height control device 37b and the fourth height so that the second air spring 21b and the fourth air spring 21d disposed on the other side in the vehicle width direction have the same height. The controller 37d is driven and controlled by the same control amount.

  The vehicle body inclination control device 100 controls the inclination of the first air spring 21 a and the second air spring 21 b arranged at the front part in the traveling direction of the vehicle body 22 and the third air arranged at the rear part in the traveling direction of the vehicle body 22. A control command output from the inclination control unit 35 is input to the first height control device 37a and the second height control device 37b so as to be delayed by a predetermined time from the inclination control of the spring 21c and the fourth air spring 21d. There is provided a delay unit 40 for delaying the above. In this embodiment, the first air spring 21a and the second air spring 21b are provided at the front part in the traveling direction of the vehicle 10, and the third air spring 21c and the fourth air spring 21d are provided at the rear part in the traveling direction. However, when the traveling direction of the vehicle 10 can be switched, the object whose input is delayed by the delay unit 40 is determined from the first height control device 37a and the second height control device 37b. The third height control device 37 and the fourth height control device 37d may be switched.

  The delay unit 40 calculates the predetermined time, which is the time to delay, using the interval between the carriages 11 and the traveling speed of the own vehicle. Specifically, when the distance between the carriages 11 is L (m) and the vehicle speed is V (m / second), the predetermined time is L / V (second). The delay unit 40 controls the input timing of control commands from the tilt control unit 35 to the first height control device 37a and the second height control device 37b by the timer (not shown) or the like, and the third height control from the tilt control unit 35. It is delayed from the input timing of the control command to the device 37c and the fourth height control device 37d. Note that a hardware configuration such as a general delay circuit can be used as the delay unit 40, but a delay function may be configured on the software of the tilt control unit 35.

  The vehicle body tilt control apparatus of this embodiment has the above-described configuration. Next, a control process for performing the tilt control of the vehicle body 22 in the curved section of the vehicle 10 will be described with reference to FIG. In this description, a case where the delay unit 40 is configured by software will be described as an example. The curve section includes a circular curve with a constant Kant K, an inlet side relaxation curve formed so that the Kant K gradually increases to the circular curve on the inlet side, and a Kant K gradually decreasing from the circular curve. And an outlet side relaxation curve formed in the above.

First, the travel position information detector 31 detects the travel position of the host vehicle, and the travel speed detector 33 detects the travel speed of the host vehicle (step S01).
Next, it is determined whether or not the vehicle 10 is traveling in a curved section (step S02). Here, when the carriage 11 arranged on the front side in the traveling direction enters the entrance side relaxation curve of the curved section, it is determined that the vehicle is traveling in the curved section.

  As a result of the determination, if it is not a curve section (No in step S02), this determination process is repeated. If it is a curve section (Yes in step S02), the curve information output unit 32 causes the vehicle to travel. Based on the position, curve information such as the curvature of the position where the vehicle travels and Kant K is searched for and obtained (step S03).

  Next, the tilt angle target value calculation unit 34 calculates the tilt angle target value for tilting the vehicle body 22 based on the travel speed information and the curve information (step S04).

Thereafter, the inclination angle target value is set to the first air spring 21a that is the air spring on the outer gauge side, the target value of the height of the third air spring 21c, and the second air spring 21b that is the air spring on the inner gauge side, It converts into the target value of the height of the 4th air spring 21d (Step S05).
Furthermore, the height target values of the first air spring 21a and the second air spring 21b arranged at the front part are stored in the delay unit 40 (step S06), and the third air spring 21c arranged at the rear part, For the third height control device 37c and the fourth height control device 37d that change the height of the fourth air spring 21d, the target values of the heights of the third air spring 21c and the fourth air spring 21d described above are set. This is input as the current height control command (step S07). As a result, the third air spring 21c and the fourth air spring 21d arranged at the rear part are expanded and contracted so as to become the target value of the current height.

At this time, the delay unit 40 controls the first height control device 37a and the second height control device 37b that change the heights of the first air spring 21a and the second air spring 21b disposed in the front portion. A target value at a height before L / V (seconds) is input as a control command (steps S08 and S09). And a series of control processing mentioned above is once ended, and the control processing mentioned above is repeated after that.

  Here, the series of control processes is realized by an arithmetic device or the like. Then, the time required to execute the series of control processes from step S01 to step S09 described above is a fixed time according to the operating frequency of the arithmetic unit. That is, L / V (seconds) can be measured based on the number of executions of a series of control processes. Since the height target value stored in the delay unit 40 is one by executing the series of control processes once, for example, the height target value stored in the delay unit 40 is set to the above-described height target value. , Information on the order in which the target values are stored in the delay unit 40, and among the target values of the height stored in the delay unit 40, the order is traced back by a predetermined order corresponding to L / V (seconds) By reading the target value of the height associated with the information, the target value of the height before L / V (seconds) can be read.

  The method for obtaining the target value of the height before L / V (seconds) described above is advantageous in that the number of parts does not increase, but is not limited to this method. For example, time measuring means may be provided, time information is stored in association with the target height value, and the target value of the height before L / V (seconds) may be read based on this time information.

  FIG. 5 is a graph of a simulation result showing wheel load fluctuations with the vertical axis on the wheel 11 in the front of the traveling direction 11 and the horizontal axis on the travel position of the car 11. In the graph, the wheel load variation of the outer-rail side wheel is indicated by a solid line, and the wheel load variation of the inner-track wheel is indicated by a broken line. Further, the wheel load fluctuation when the vehicle body tilt control device 100 performs the tilt control of the vehicle body 22 is indicated by a thick line (solid line and broken line), and the wheel load fluctuation when the conventional tilt control is performed is indicated by a thin line (solid line and (Shown by a broken line).

  As shown in the figure, the wheel load in the carriage 11 when traveling on the entrance side relaxation curve is more in the case where the tilt control is performed by the vehicle body tilt control device 100 than in the case where the conventional tilt control is performed. It can be seen that the wheel load fluctuation is reduced by decreasing on both the increase side and the decrease side with respect to the wheel load when the vehicle is neutral. Similarly, the wheel load of the carriage 11 when traveling on the exit side relaxation curve is greater when the vehicle is tilted when the vehicle body tilt control device 100 performs the tilt control than when the vehicle tilt control is performed. It can be seen that the wheel load fluctuation is reduced on both the increase side and the decrease side with respect to the wheel load. In particular, when traveling on the exit side relaxation curve, the wheel weight loss of the wheel on the outer gauge side is improved by about 50%.

Therefore, according to the vehicle body tilt control apparatus 100 of the above-described embodiment, in the curved section, the traveling of the carriage 11 in which the traveling track of the carriage 11 disposed at the front portion in the traveling direction is arranged on the rear side in the traveling direction is performed. The cant K always changes before the track and the tilt angle is displaced. However, when the tilt angle of the front portion of the vehicle body 22 is displaced by the displacement of the cant K, the delay unit 40 causes the third of the rear portion of the vehicle body 22 to be displaced. By operating the air spring 37c and the fourth air spring 37d before the first air spring 37a and the second air spring 37b at the front of the vehicle body 22, the third air spring 37c and the fourth air spring 37d at the rear of the vehicle body 22 are operated. And an inclination difference between the first air spring 37a and the second air spring 37b at the front portion of the vehicle body 22 is caused, and the angle difference causes an angle difference between the front portion of the vehicle body 22 and the vehicle body 22. Absorb the difference between Kant K between parts, torsional force can be prevented from acting on the vehicle body 22. As a result, it is possible to control profile grams or air springs due to the inclination mechanism while preventing from complication, reducing the wheel load variation of the carriage 11.

  Also, the exit where the height position of the rail R on the outer gauge side gradually shifts from the height position of the rail R on the outer gauge side where the vehicle 10 travels is higher than the height position of the rail R on the inner gauge side. In the side relaxation curve, the displacement of the rear portion of the vehicle body 22 in the direction of rising by the third air spring 21c and the fourth air spring 21d is started at the timing when the displacement starts in the direction of rising of the front portion of the vehicle body 22 due to the displacement of the cant K. Can do. Therefore, in the relaxation curve on the exit side, the displacement timing of the inclination angle with respect to the ground between the front portion of the vehicle body 22 and the rear portion of the vehicle body 22 is aligned to suppress the force in the torsional direction from acting on the vehicle body 22. It is possible to suppress wheel load fluctuations such as wheel load loss on the outer gauge side of the trolley 11 of the part.

  Similarly, the height position of the rail R on the outer gauge side gradually increases from the state where the height position of the rail R on the outer gauge side where the vehicle 10 travels is the same as the height position of the rail R on the inner gauge side. In the entrance-side relaxation curve that is highly displaced, the displacement of the rear part of the vehicle body 22 in the direction of sleeping by the third air spring 21c and the fourth air spring 21d at the timing when the front part of the vehicle body 22 starts to be displaced by the displacement of the cant K. Can be started. For this reason, even in the entrance side relaxation curve, it is possible to prevent the force in the torsional direction from acting on the vehicle body 22 by aligning the displacement timing of the inclination angle with respect to the ground between the front portion of the vehicle body 22 and the rear portion of the vehicle body 22. It is possible to suppress wheel load fluctuation such as wheel load loss on the inner track side of the trolley 11.

  Moreover, the first air spring 21a, the second air spring 21b, the third air spring 21c, and the fourth air spring 21d that can be rapidly expanded and contracted as the vehicle body tilt mechanism as in the above-described embodiment are provided. When the tilt control of the vehicle body 22 is performed by the spring 21a, the second air spring 21b, the third air spring 21c, and the fourth air spring 21d, a force in the twisting direction is likely to act on the vehicle body 22, Since it is possible to suppress the force in the torsional direction from acting on the vehicle body 22 only by delaying the drive control of the first air spring 21a and the second air spring 21b disposed in the front portion of the vehicle body 22, a simple operation is possible. The wheel load fluctuation can be suppressed by the configuration.

In addition, this invention is not restricted to the structure of embodiment mentioned above, A design change is possible in the range which does not deviate from the summary.
For example, in the embodiment described above, the tilt control of the vehicle body 22 is performed using the first air spring 21a, the second air spring 21b, the third air spring 21c, and the fourth air spring 21d as actuators as the vehicle body tilt mechanism. As described above, a pendulum beam having an arcuate guide is provided between the carriage frame 16 of the carriage 11 and the vehicle body 22, and the vehicle body 22 is inclined along the guide by swinging the pendulum beam by an actuator. A so-called tilt mechanism of a pendulum vehicle with control may be used. Further, as an actuator other than the air spring, for example, a tilt mechanism using a hydraulic actuator, a pneumatic actuator, an electric actuator, or the like may be employed.

  In the above-described embodiment, the case where the vehicle body 22 is inclined toward the inner track side by increasing the outer gauge side of the vehicle body 22 has been described. However, the vehicle body 22 is inclined by decreasing the inner track side of the vehicle body 22. Or may be performed simultaneously.

10 Vehicle (Railway)
11 Bogies 21 Air springs (body tilt mechanism)
22 Car body 34 Inclination angle target value calculation unit 35 Inclination control unit 37a First height control device (vehicle body tilting mechanism)
37b Second height control device (body tilt mechanism)
37c Third height control device (body tilt mechanism)
37d Fourth height control device (body tilt mechanism)
40 Delay part

Claims (7)

In a vehicle body tilt control device for a railway vehicle, comprising a carriage that supports the vehicle body in front and rear portions in the traveling direction of the vehicle body, and a vehicle body tilt mechanism that tilts the vehicle body in the vehicle width direction for each carriage.
An inclination angle target value calculation unit for calculating an inclination angle target value of the vehicle body;
An inclination control unit that performs drive control of the vehicle body inclination mechanism based on a calculation result of the inclination angle target value calculation unit;
A railcar comprising: a delay unit that delays a tilting operation of the vehicle body tilting mechanism disposed at a front portion of the vehicle body relative to a tilting operation of the vehicle body tilting mechanism disposed at a rear portion of the vehicle body. Body tilt control device. The tilt control unit starts driving control in the exit side relaxation curve of the vehicle body tilt mechanism at the timing when the front part of the vehicle body enters the exit side relaxation curve , and the rear part of the vehicle body enters the exit side relaxation curve. 2. The vehicle body tilt control device for a railway vehicle according to claim 1, wherein the drive control in the exit-side relaxation curve of the vehicle body tilt mechanism arranged at the front portion of the vehicle body is delayed until the vehicle is in operation. The tilt control unit starts driving control in the inlet side relaxation curve of the vehicle body tilt mechanism at the timing when the front part of the vehicle body enters the inlet side relaxation curve , and the rear part of the vehicle body enters the inlet side relaxation curve. 3. The vehicle body tilt control device for a railway vehicle according to claim 1, wherein the drive control in the entrance side relaxation curve of the vehicle body tilt mechanism arranged at a front portion of the vehicle body is delayed until the vehicle is in operation. The vehicle body tilt mechanism is
The vehicle body tilt control device for a railway vehicle according to any one of claims 1 to 3, wherein each carriage is provided with a plurality of air springs spaced apart in the vehicle width direction. In a vehicle body inclination control method for a railway vehicle, comprising a carriage that supports the vehicle body in front and rear portions in the traveling direction of the vehicle body, and a vehicle body inclination mechanism that inclines the vehicle body in the vehicle width direction for each carriage.
The timing for starting the tilting movement of the vehicle body tilt mechanism at the front of the vehicle body, the vehicle body tilt control of the railway vehicle, characterized in that delaying the timing at which to start tilting movement of the vehicle body tilt mechanism at the rear of the vehicle body Method. At the timing when the front portion of the vehicle body enters the outlet transition curve starts tilting the outlet side relaxation curve of the vehicle body of the rear part of the vehicle body tilt mechanism, the rear portion of the vehicle body enters the outlet transition curve timing 6. The vehicle body tilt control method for a railway vehicle according to claim 5, wherein an inclination operation in an outlet side relaxation curve of the vehicle body tilt mechanism at the front portion of the vehicle body is started. Timing front portion of the vehicle body at the time it enters the inlet side transition curve, which starts tilting operation of the inlet-side transition curve of the vehicle body of the rear part of the vehicle body tilt mechanism, the rear portion of the vehicle body enters the inlet side transition curve 7. The vehicle body tilt control method for a railway vehicle according to claim 5 or 6, wherein an inclination operation in an inlet side relaxation curve of the vehicle body tilt mechanism at the front portion of the vehicle body is started.

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