JP6873851B2 - Railroad vehicle body tilt control device - Google Patents

Description

In the present invention, an air spring paired to the left and right and an actuator paired to the left and right are interposed between the bogie and the vehicle body, and the vehicle body of the railway vehicle tilts the vehicle body by controlling the air spring and the actuator. Regarding the tilt control device.

Conventionally, when a railroad vehicle passes through a curved section, the height of a pair of left and right air springs interposed between the bogie and the vehicle body is made different, so that the vehicle body is tilted to suppress excessive centrifugal force and ride. A body tilting system that improves comfort has been proposed. However, in the vehicle body tilting system, if the capacity of the air supply / exhaust system that supplies compressed air to the air spring is not large, the pressure rise speed of the air spring is insufficient when entering the curved section, and the target tilt angle of the vehicle body is reached. May be delayed and the ride quality may be reduced. In this regard, in the device disclosed in Patent Document 1, a pair of left and right actuators interposed between the carriage and the vehicle body are used, and the vehicle body tilting operation by the air spring is assisted by the actuators. The tilting speed of the vehicle body can be improved, and the amount of air consumed (the amount of air supplied to the air spring) can also be reduced.

JP-A-2007-176400

However, in the configuration of Patent Document 1, the control of the air spring and the control of the actuator are independent of each other. If the assist force of the actuator is weak even though the control capability of the air spring is set low on the premise that the actuator exerts the assist force, as shown in FIG. 6, simply generating the rated thrust in the actuator is sufficient. Since the assist force of the actuator is weak, the vehicle body is delayed in reaching the target inclination angle, and there is a problem that the riding comfort is deteriorated at the initial stage of the curved section. On the other hand, as shown in FIG. 7, when a large thrust is generated in the actuator in an attempt to quickly reach the target inclination angle of the vehicle body when entering a curved section, the temperature of the actuator exceeds the upper limit value and the fail-safe function is activated, depending on the actuator. There is a problem that the assist cannot be continued. In addition, the number of air tanks and compressors for filling the air tanks with air is increased or increased in order to increase the ability of air spring control, and actuators are used to increase the assist force within the range where the fail-safe function does not work. There is also a situation that it is not desirable to increase or increase the size from the viewpoint of cost and mounting space.

Therefore, an object of the present invention is to stably reduce the air consumption when the vehicle body is tilted without falling into fail-safe while aiming to quickly reach the target tilt angle by the actuator.

In the vehicle body tilt control device for a railroad vehicle according to one aspect of the present invention, a pair of left and right air springs and a pair of left and right actuators are interposed between the trolley and the vehicle body to control the air spring and the actuator. This is a vehicle body tilt control device for a railway vehicle that tilts the vehicle body, and the air spring is detected while detecting the height of the air spring so that the vehicle body has a target tilt angle when passing through a curved section of the vehicle. While detecting the height of the air spring controller that executes the first vehicle body tilt control that controls the air supply / exhaust valve of the vehicle and the vehicle body so that the vehicle body has the target tilt angle when passing through the curved section of the vehicle. The actuator controller includes an actuator controller that executes a second vehicle body tilt control that controls the thrust of the actuator, and a weighting determinant that determines the weighting of each control of the air spring controller and the actuator controller. Is configured to shift from the second vehicle body tilt control to the fail-safe control when the temperature of the actuator exceeds the upper limit value, and the weighting determinant includes track information including track curve information and the vehicle. Based on the input data including the traveling position and traveling speed of the actuator and the temperature of the actuator, the temperature of the actuator is kept lower than the upper limit value while passing through the curved section. The weighting between the tilt control and the second vehicle body tilt control is determined.

According to the above configuration, by referring to the curve information of the track and the traveling position and traveling speed of the vehicle, the temperature rise tendency of the actuator when passing through the target curve section can be grasped in advance, so that the current actuator can be grasped. By adjusting the weighting of the first vehicle body tilt control and the second vehicle body tilt control in consideration of the temperature of the vehicle body tilt control, the temperature of the actuator is kept lower than the upper limit value while passing through the curved section. Can be carried out. Therefore, it is possible to quickly reach the target inclination angle by the actuator, and it is possible to stably reduce the air consumption when the vehicle body is inclined without falling into fail-safe.

The weighting determinant may change the weighting between the first vehicle body tilt control and the second vehicle body tilt control while passing through the curved section.

According to the above configuration, the weighting can be optimized over the entire curve section, and the target inclination angle can be quickly reached and the air consumption can be reduced at a high level.

In the weighting determinant, the amount of increase in the thrust of the actuator from the start of the vehicle entering the curved section until the vehicle body reaches the maximum target inclination angle in the curved section is calculated by the vehicle in the curved section. The first vehicle body tilt control and the second vehicle body tilt so as to be larger than the amount of increase in the generated force due to the pressure of the air spring from the start of approach until the vehicle body reaches the maximum target tilt angle in the curved section. The weighting with the control may be determined.

According to the above configuration, the contribution of the actuator to the vehicle body tilt is relatively high in the initial stage of the vehicle body tilt, and the vehicle body can be quickly reached at the target tilt angle.

After the vehicle body reaches the maximum target inclination angle in the curved section, the weighting determinant determines the first vehicle body inclination control with respect to the first vehicle body inclination control while maintaining the state in which the vehicle body reaches the maximum target inclination angle. 2 The weight of the vehicle body tilt control may be reduced.

According to the above configuration, it is possible to suppress the temperature rise of the actuator while maintaining the state in which the vehicle body reaches the maximum target inclination angle.

The weighting determinant may increase the pressure of the air spring and at the same time decrease the thrust of the actuator after the vehicle body reaches the maximum target inclination angle.

According to the above configuration, it is possible to suppress the temperature rise of the actuator while maintaining the state in which the vehicle body reaches the maximum target inclination angle.

The input data further includes the pressure of the air tank that supplies compressed air to the air spring, and the weighting determinant is based on the input data that the pressure of the air tank is the lower limit value while passing through the curved section. The weighting of the first vehicle body tilt control and the second vehicle body tilt control may be determined so that the higher state is maintained.

According to the above configuration, it is possible to reliably prevent an excessive drop in the pressure of the air tank while keeping the temperature of the actuator lower than the upper limit value while passing through the curved section.

According to the present invention, it is possible to quickly reach the target inclination angle by the actuator, and it is possible to stably reduce the air consumption when the vehicle body is inclined without falling into fail-safe.

It is an overall view of the system of the railroad vehicle including the vehicle body tilt control device which concerns on embodiment. It is a block diagram of the vehicle body inclination control device shown in FIG. It is a timing chart which shows an example of the vehicle body tilt angle and other changes with time by the vehicle body tilt control device shown in FIG. It is a timing chart which shows other example of the vehicle body tilt angle and other time-dependent changes by the vehicle body tilt control device shown in FIG. FIG. 5 is a timing chart showing still another example of the vehicle body tilt angle and other changes over time by the vehicle body tilt control device shown in FIG. 2. It is a timing chart which shows an example of a vehicle body tilt angle and other changes with time by a conventional vehicle body tilt control device. It is a timing chart which shows other example of a vehicle body tilt angle and other changes with time by a conventional vehicle body tilt control device.

Hereinafter, embodiments will be described with reference to the drawings. In the following description, the direction in which the railroad vehicle travels and the vehicle body extends is the vehicle longitudinal direction (front-rear direction), and the lateral direction orthogonal to the vehicle width direction (horizontal direction).

FIG. 1 is an overall view of a railroad vehicle system including a vehicle body tilt control device according to an embodiment. As shown in FIG. 1, the railroad vehicle 1 includes a vehicle body 2 having a passenger compartment, a bogie 3 supporting the vehicle body 2, a pair of first air springs 4 and a first air spring 4 interposed between the vehicle body 2 and the bogie 3. 2 Air spring 5 (secondary suspension) is provided. The first air spring 4 is arranged on the right side of the vehicle body 2, and the second air spring 5 is arranged on the left side of the vehicle body 2. The bogie 3 has a bogie frame 3a, a wheel set 3b, and a primary suspension 3c (for example, a coil spring or a leaf spring) interposed between the bogie frame 3a and the wheel set 3b.

An air tank 8 is connected to the first and second air springs 4 and 5 via an air pipe 6 and a solenoid valve device 7. The air tank 8 stores the compressed air supplied from the compressor 9. The solenoid valve device 7 adjusts the air supply and exhaust to the first and second air springs 4 and 5, respectively. That is, by controlling the solenoid valve device 7, the internal pressure of the first air spring 4 and the internal pressure of the second air spring 5 are made different, so that the height of the first air spring 4 and the height of the second air spring 5 are increased. Can be different.

A pair of first actuators 11 and second actuators 12 that generate thrust by a direct motion type are interposed between the vehicle body 2 and the bogie 3. The first actuator 11 is arranged on the right side of the vehicle body 2, and the second actuator 12 is arranged on the left side of the vehicle body 2. The body 2 can be displaced relative to the bogie 3 in the vertical direction by the thrusts of the first and second actuators 11 and 12. If the thrust of the first actuator 11 and the thrust of the second actuator 12 are different, the vehicle body 2 tilts in the vehicle width direction (rotates in the roll direction) with respect to the bogie frame 3a. For the first and second actuators 11 and 12, for example, an electromagnetic actuator is used, but an actuator of another type (for example, a hydraulic type or a pneumatic type) may be used.

The first air spring 4 is provided with a first air spring height sensor 21 that detects the height H1 of the first air spring 4. The second air spring 5 is provided with a second air spring height sensor 22 that detects the height H2 of the second air spring 5. The vehicle 1 is provided with a traveling position sensor 23 that detects the traveling position D of the vehicle 1. The traveling position sensor 23 is, for example, a GPS sensor. The vehicle 1 is provided with a traveling speed sensor 24 that detects the traveling speed V of the vehicle 1. The traveling speed sensor 24 is, for example, a wheel rotation speed sensor.

The first actuator 11 is provided with a first actuator temperature sensor 25 that detects the temperature T1 of the first actuator 11. The second actuator 12 is provided with a second actuator temperature sensor 26 that detects the temperature T2 of the second actuator 12. The air tank 8 is provided with an air tank pressure sensor 27 that detects the internal pressure P of the air tank 8. A first acceleration sensor 28 for detecting the vertical acceleration A1 of the right side portion of the vehicle body 2 is provided on the right side portion of the vehicle body 2. A second acceleration sensor 29 for detecting the vertical acceleration A2 of the left side portion of the vehicle body 2 is provided on the left side portion of the vehicle body 2.

The vehicle 1 is equipped with an integrated control device 30 that controls a solenoid valve device 7 for the first and second air springs 4 and 5 and the first and second actuators 11 and 12. In terms of hardware, the integrated control device 30 includes a processor, a volatile memory, a non-volatile memory, an I / O interface, and the like. In terms of functionality, the integrated control device 30 includes a vehicle body tilt control device 31 and a vibration control device 32. A storage device 33 that stores track information including curve information of the track is connected to the vehicle body inclination control device 31.

The vehicle body tilt control device 31 will be described later with reference to FIG. 2 and the like. The vibration control device 32 refers to the vertical acceleration A1 detected by the first acceleration sensor 28 and the vertical acceleration detected by the second acceleration sensor 29, and controls the vertical vibration and roll vibration of the vehicle body 2 by known skyhook control. The anti-sway force commanded to the first and second actuators 11 and 12 to prevent the vibration is calculated. The command value of the anti-sway force output from the vibration control device 32 is added to the command value of the assist force output from the vehicle body tilt control device 31 and transmitted to the first and second actuators 11 and 12 as the actuator thrust command value. Will be done.

FIG. 2 is a block diagram of the vehicle body tilt control device 31 shown in FIG. As shown in FIG. 2, the vehicle body inclination control device 31 includes a target inclination angle calculation unit 41, an air spring control unit 42, an actuator control unit 43, and a weighting determination unit 44. Each unit 41 to 44 of the vehicle body tilt control device 31 is realized by the processor performing arithmetic processing using the volatile memory based on a program stored in the non-volatile memory.

The target inclination angle calculation unit 41 uses the traveling position D of the vehicle 1 detected by the traveling position sensor 23, the traveling speed V of the vehicle 1 detected by the traveling speed sensor 24, and the track information read from the storage device 33. Based on this, the target inclination angle θ _T of the vehicle body 2 is calculated. The track information includes information such as the location, curvature, and cant of the curved section of the track. That is, the target inclination angle calculation unit 41 grasps the curve information (curvature and cant) at the present time from the traveling position D and the trajectory information, and suppresses the excess centrifugal force generated in the vehicle body 2 by the curve information and the traveling speed V. Calculate the vehicle body tilt angle (target vehicle body tilt angle θ _{T) required for.}

The air spring control unit 42 detects the heights H1 and H2 of the first and second air springs 4 and 5 so that the vehicle body 2 has a target vehicle body inclination angle θ _{T when passing through the curved section of the vehicle 1.} The first vehicle body tilt control for controlling the solenoid valve devices 7 of the first and second air springs 4 and 5 is executed. That is, the air spring control unit 42 is detected by the height H1 of the first air spring 4 and the second air spring height sensor 22 detected by the first air spring height sensor 21 when the vehicle 1 passes through the curve. The current vehicle body tilt angle θ of the vehicle body 2 is calculated from the height H2 of the second air spring 5, and the target vehicle body tilt angle θ _T calculated by the target tilt angle calculation unit 41 and the current vehicle body tilt angle θ The electromagnetic valve device 7 is instructed to obtain an air spring supply / exhaust command so as to reduce the deviation Δθ.

The actuator control unit 43 detects the heights H1 and H2 of the first and second air springs 4 and 5 so that the vehicle body 2 becomes the target vehicle body inclination angle θ _{T when passing through the curved section of the vehicle 1.} However, the second vehicle body tilt control that controls the thrust of the first and second actuators 11 and 12 is executed. That is, the actuator control unit 43 was detected by the height H1 of the first air spring 4 and the second air spring height sensor 22 detected by the first air spring height sensor 21 when the vehicle 1 passed the curve. The current vehicle body tilt angle θ of the vehicle body 2 is calculated from the height H2 of the second air spring 5, _{and the deviation between the target vehicle body tilt angle θ T} calculated by the target tilt angle calculation unit 41 and the current vehicle body tilt angle θ. The thrusts (assist forces) of the first and second actuators 11 and 12 are calculated and output so as to reduce Δθ.

The actuator control unit 43, either the temperature T1, T2 of the first and second actuators 11 and 12 exceeds the upper limit value T _U, the process proceeds to the fail-safe control of the second vehicle body tilt control. The fail-safe control is a control that forcibly makes the thrusts of the first and second actuators 11 and 12 smaller than the thrusts calculated by the second vehicle body tilt control. For example, the fail-safe control can be a control that forcibly reduces the thrust of the first and second actuators 11 and 12 to less than the rated thrust.

The weighting determination unit 44 determines the weighting of each control of the air spring control unit 42 and the actuator control unit 43. The weighting determination unit 44 contains track information read from the storage device 33, a traveling position D detected by the traveling position sensor 23, a traveling speed V detected by the traveling speed sensor 24, and a first actuator temperature sensor 25. The detected temperature T1 of the first actuator 11, the temperature T2 of the second actuator 12 detected by the second actuator temperature sensor 26, and the pressure P of the air tank 8 detected by the air tank pressure sensor 27 are input. Entered as data.

The weighting determination unit 44 sets the temperatures T1 and T2 of the first and second actuators 11 and 12 based on the input data including the track information, the traveling position D, the traveling speed V, the actuator temperatures T1 and T2, and the air tank pressure P. so that the pressure P of the upper limit T _U is lower than the maintained and air tank 8 is high is maintained than the lower limit value P _L, a first vehicle body tilt controlled during passage of the curved section of the vehicle 1 The weighting with the second vehicle body tilt control is adjusted (changed).

That is, if the trajectory information (curve information), the traveling position D, and the traveling speed V are known, the temperature rise patterns of the first and second actuators 11 and 12 can be predicted from the curvature, cant, passing time, etc. of the curved section, and the current actuators can be predicted. actuator temperatures T1, T2 when the temperature T1, T2 is known can be predicted be more than what extent the upper limit T _U. Therefore, weighting determination unit 44 during the execution of the first and second body tilt control when passing curves in the vehicle 1, first and second actuator 11 in a range actuator temperatures T1, T2 is not exceeding the upper limit T _U , 12 are calculated so as to effectively utilize the thrusts of the first and second air springs 4 and 5 to reduce the supply and exhaust amounts as much as possible.

The weighting determination unit 44 may perform the weighting optimization calculation of the first vehicle body tilt control and the second vehicle body tilt control before passing through the curve, or sequentially perform the optimization calculation during passing through the curve. May be good. Further, the optimization calculation may be performed on one curve, a plurality of curves, or a curve of the entire commercial traveling section. Further, the weighting determination unit 44 selects the optimum weighting pattern closest to the conditions from the plurality of optimum weighting patterns corresponding to the plurality of conditions of the curve information, the traveling position D, the traveling speed V, and the actuator temperatures T1 and T2. Weighting may be determined.

FIG. 3 is a timing chart showing an example of the vehicle body tilt angle θ and other changes with time by the vehicle body tilt control device 31 shown in FIG. In FIGS. 3 to 5, the actuator thrust indicates the thrust (assist force) of the actuator on the outer rail side when passing through the curve among the first and second actuators 11 and 12, and the air spring pressure is the first and first. 2 Of the air springs 4 and 5, the pressure of the air spring on the outer rail side when passing through a curve is shown. In FIG. 3, the graph is drawn assuming that the actuator thrust for one scale of the assist force is equal to the force generated by the air spring due to the pressure increase for one scale of the air spring pressure. Therefore, the sum of the actuator thrust and the air spring generation force is the force that tilts the vehicle body. Therefore, in the example of FIG. 3, the vehicle body has the maximum force of three scales, which is the sum of the actuator thrust and the air spring generation force. Reach the target tilt angle.

In the example of FIG. 3, the weighting determination unit 44 of the vehicle body tilt control device 31 determines the amount of increase in the actuator thrust from the start of the vehicle 1 entering the curved section until the vehicle body 2 reaches the maximum target tilt angle in the curved section ( That is, the _{amount of increase in the actuator thrust from time t 0} to time t ₁ ) is generated by the air spring pressure from when the vehicle 1 starts entering the curved section until the vehicle body 2 reaches the maximum target inclination angle in the curved section. The first vehicle body tilt control of the air spring control unit 42 and the first of the actuator control unit 43 so as to be larger than the increase amount of the force (that is, the increase amount _{of the generated force due to the air spring pressure from time t 0} to time t _1). 2 Weighting with vehicle body tilt control is determined. Then, in the weighting determination unit 44, the time from when the vehicle 1 starts entering the curved section until the actuator thrust reaches the peak (that is, the time _{from the time t 0} to the time t ₁ ) is set in the curved section. The first vehicle body tilt control and actuator control unit of the air spring control unit 42 so that the time from the start of approach until the air spring pressure reaches its peak (that is, the time from time t _{0 to time t 2) is shorter.} The weighting with the second vehicle body tilt control of 43 is determined. In this way, by making the contribution of the actuator thrust to the vehicle body tilt relatively high in the initial stage of the vehicle body tilt control, the vehicle body 2 can quickly reach the target tilt angle while suppressing the air consumption of the air tank 8. Become.

Then, when the vehicle body 2 reaches the maximum target inclination angle (time t ₁ ), the weighting determination unit 44 maintains the state in which the vehicle body 2 reaches the maximum target inclination angle, and the ratio of the actuator thrust to the force generated by the air spring pressure. Is instructed to the air spring control unit 42 and the actuator control unit 43 to reduce (time t ₁ to time t ₂ ). That is, when the vehicle body 2 reaches the maximum target tilt angle (time t ₁ ), the weighting determination unit 44 weights the second vehicle body tilt control of the actuator control unit 43 with respect to the first vehicle body tilt control of the air spring control unit 42. To reduce.

Specifically, when the vehicle body 2 reaches the maximum target inclination angle, the weighting determination unit 44 continuously and gradually increases the air spring pressure while maintaining the vehicle body inclination angle, and at the same time gradually decreases the actuator thrust. (Time t ₁ to time t ₂ ). In this way, the vehicle body 2 is also suppressed Atsushi Nobori of the actuator while maintaining the state has reached the maximum target tilting angle, the actuator temperature is kept below the upper limit T _U.

Then, when the reduced actuator thrust reaches the rated thrust (time t ₂ ), the weighting determination unit 44 then controls the first vehicle body tilt of the air spring control unit 42 and the actuator control unit 43 until the end of the curved section. The weight with the second vehicle body tilt control is kept constant (time t ₂ to time t ₃ ).

FIG. 4 is a timing chart showing another example of the vehicle body tilt angle and other changes over time by the vehicle body tilt control device 31 shown in FIG. In the example of FIG. 4, the control from the start of the vehicle 1 entering the curved section until the actuator thrust reaches the peak is the same as that of the example of FIG. 3 (time t ₀ to time t ₁ ). Then, when the vehicle body 2 reaches the maximum target inclination angle (time t ₁ ), the weighting determination unit 44 maintains the state in which the vehicle body 2 reaches the maximum target inclination angle, and the ratio of the actuator thrust to the force generated by the air spring pressure. However, the ratio is gradually reduced as compared with the example of FIG.

Then, weighting determination unit 44, when the actuator thrust was reduced reaches the predetermined value F _P (time t _2), then the first body tilt control and the actuator control unit of the air spring control unit 42 to the end of the curved section The weight of 43 with the second vehicle body tilt control is kept constant (time t ₁ to time t ₃ ). The predetermined value F _P, a value greater than the rated thrust, and a value actuator temperature is continuously maintained below the upper limit value T _U. By doing so, the air consumption of the air tank 8 can be further suppressed as compared with the example of FIG. Incidentally, the weighted determining unit 44, when the actuator thrust was reduced reaches the predetermined value F _P (time t _2), then the first body tilt control and the actuator control unit of the air spring control unit 42 to the end of the curved section The weight of 43 with the second vehicle body tilt control is kept constant (time t ₂ to time t ₃ ).

FIG. 5 is a timing chart showing still another example of the vehicle body tilt angle and other changes with time by the vehicle body tilt control device 31 shown in FIG. In the example of FIG. 5, the ability of air spring control is higher than that of the examples of FIGS. 3 and 4. Therefore, in the period from the start of the vehicle 1 entering the curved section until the actuator thrust reaches its peak (time t ₀ to time t ₁ ), the weighting determination unit 44 determines the ratio of the force generated by the air spring pressure to the actuator thrust. The weights of the first vehicle body tilt control of the air spring control unit 42 and the second vehicle body tilt control of the actuator control unit 43 are determined so that Then, when the vehicle body 2 reaches the maximum target inclination angle (time t ₁ ), the weighting determination unit 44 determines the generated force due to the air spring pressure and the actuator thrust while maintaining the state in which the vehicle body 2 reaches the maximum target inclination angle. Keep it constant.

According to the vehicle body inclination control device 31 described above, by referring to the curve information of the track and the traveling position D and traveling speed V of the vehicle 1, the first and second when passing through the target curve section. Since the temperature rise tendency of the actuators 11 and 12 can be grasped in advance, the weighting between the first vehicle body tilt control and the second vehicle body tilt control is weighted in consideration of the current temperatures T1 and T2 of the first and second actuators 11 and 12. by adjusting, it is possible to carry out the body tilt control so that the temperature T1, T2 of the first and second actuators 11 and 12 is kept lower than the upper limit T _U during passage curved section. Therefore, it is possible to quickly reach the target inclination angle by the first and second actuators 11 and 12, and it is possible to stably reduce the air consumption when the vehicle body is inclined without falling into fail-safe.

1 Railcar 2 Car body 3 Bogie 4 1st air spring 5 2nd air spring 11 1st actuator 12 2nd actuator 31 Body tilt control device 42 Air spring control unit (air spring controller)
43 Actuator control unit (actuator controller)
44 Weighting determination unit (weighting determination device)

Claims (6)

An air spring paired to the left and right and an actuator paired to the left and right are interposed between the bogie and the vehicle body, and the body tilt control device of the railway vehicle tilts the vehicle body by controlling the air spring and the actuator. There,
An air spring controller that executes a first vehicle body tilt control that controls an air supply / exhaust valve of the air spring while detecting the height of the air spring so that the vehicle body has a target inclination angle when passing through a curved section of the vehicle. When,
An actuator controller that executes a second vehicle body tilt control that controls the thrust of the actuator while detecting the height of the air spring so that the vehicle body reaches the target tilt angle when passing through the curved section of the vehicle.
A weighting determinant that determines the weighting of each control of the air spring controller and the actuator controller is provided.
The actuator controller is configured to shift from the second vehicle body tilt control to the fail-safe control when the temperature of the actuator exceeds the upper limit value.
Based on the track information including the curve information of the track, the traveling position and the traveling speed of the vehicle, and the input data including the temperature of the actuator, the weighting determinant measures the temperature of the actuator while passing through the curve section. A vehicle body tilt control device for a railroad vehicle that determines the weighting of the first vehicle body tilt control and the second vehicle body tilt control so that a state lower than the upper limit value is maintained. The body tilt control device for a railroad vehicle according to claim 1, wherein the weighting determinant changes the weighting between the first body tilt control and the second body tilt control while passing through the curved section. In the weighting determinant, the amount of increase in the thrust of the actuator from the start of the vehicle entering the curved section until the vehicle body reaches the maximum target inclination angle in the curved section is calculated by the vehicle in the curved section. Weighting of the first vehicle body tilt control and the second vehicle body tilt control so as to be larger than the amount of increase in the generated force due to the pressure of the air spring from the start of approach until the vehicle body reaches the maximum target tilt angle. The vehicle body tilt control device for a railroad vehicle according to claim 1 or 2, which determines. After the vehicle body reaches the maximum target inclination angle in the curved section, the weighting determinant is the first with respect to the first vehicle body inclination control while maintaining the state in which the vehicle body reaches the maximum target inclination angle. 2. The vehicle body inclination control device for a railway vehicle according to any one of claims 1 to 3, which reduces the weight of the vehicle body inclination control. The vehicle body tilt control device for a railway vehicle according to claim 4, wherein the weighting determinant increases the pressure of the air spring and at the same time reduces the thrust of the actuator after the vehicle body reaches the maximum target inclination angle. .. The input data further includes the pressure of the air tank that supplies compressed air to the air spring.
Based on the input data, the weighting determinant controls the first vehicle body tilt and the second vehicle body so that the pressure of the air tank is maintained higher than the lower limit value while passing through the curved section. The vehicle body tilt control device for a railroad vehicle according to any one of claims 1 to 5, which determines the weighting with the tilt control.

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