JP7032182B2 - Railroad vehicle body tilting device - Google Patents

Description

The present invention relates to a vehicle body tilting device for a railway vehicle, and more particularly to a device for adjusting the height of a vehicle body by an electromagnetic valve to incline the vehicle body.

As a vehicle body tilting system for railway vehicles, there is one that is arranged on both sides of the bogie in the direction of the sleepers and tilts the vehicle body by changing the height of the air springs that support the vehicle body.
Specifically, in a curved section where the vehicle body needs to be tilted, the required vehicle body tilt angle is calculated from the shape data of the curved road and the traveling speed, the corresponding control command value is calculated, and the control command value is used. Correspondingly, the solenoid valve is activated to supply air to the air spring on the outside of the curved road to raise the air spring on the outside of the curved road to incline the vehicle body, and then exhaust from the air spring to return the vehicle body to the horizontal state. ing.

In such a vehicle body tilting system, an air pipeline connecting the leveling valve and the air spring and a switching valve for switching the air pipeline connecting the solenoid valve and the air spring are provided, and in the straight section, the leveling valve and the air spring are provided. The floor height of the vehicle body is adjusted by the leveling valve, and in the curved section, the vehicle body tilt control is performed by connecting the solenoid valve and the air spring and freely changing the inclination of the vehicle body by the solenoid valve. ..

In the vehicle body tilting system, an event that the air spring height drops due to the following causes is observed at the end of the vehicle body tilting control.
(1) The leveling valve is provided with an operation delay mechanism to prevent unnecessary supply and exhaust, and when the air spring is extended by the vehicle body tilt control, the leveling valve that is in the exhaust state ends the vehicle body tilt control. Even at that time, the exhaust state may be maintained by the operation delay mechanism, and when the air flow path is switched to the air pipeline between the leveling valve and the air spring by the switching valve, the air in the air spring is exhausted from the leveling valve. The height of the air spring drops.
(2) When the air spring is extended by the vehicle body tilt control, the leveling valve is in the exhaust state, the air in the pipe between the leveling valve and the switching valve is exhausted from the leveling valve, and the pressure in the pipe becomes atmospheric pressure. .. When the vehicle body tilt control is completed and the air flow path is switched to the air flow path between the leveling valve and the air spring by the switching valve, the air in the air spring becomes the piping between the leveling valve and the switching valve where the atmospheric pressure is high. It flows in at once and the height of the air spring drops.

Japanese Unexamined Patent Publication No. 2006-21595

In order to solve the above problems, in the device disclosed in Japanese Patent Application Laid-Open No. 2006-21595, the vehicle body tilt control is performed by connecting the solenoid valve and the air spring and freely changing the tilt of the vehicle body by the solenoid valve. When switching from the tilt control mode to the floor height control mode in which the leveling valve and the air spring are connected and the floor height of the vehicle body is adjusted by the leveling valve, both control modes are temporarily enabled. There is.
Therefore, a large amount of air is supplied to the air spring and the air is exhausted from the air spring to the atmosphere, and as a result, the consumption of air in the air source may increase.

Therefore, the present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide a vehicle body tilting device for a railway vehicle capable of suppressing air consumption when switching from vehicle body tilt control to normal traveling control. And.

One embodiment of the present invention made to solve the above problems is an air spring mounted on a bogie to support a vehicle body and an air reservoir for storing compressed air supplied to the air spring in a vehicle body tilting device of a railroad vehicle. A first circuit and a second circuit formed between the air spring and the air reservoir, a leveling valve provided in the first circuit to adjust the height of the vehicle body, and a leveling valve provided in the second circuit. A solenoid valve that adjusts the height of the vehicle body, a switching valve that switches the circuit connecting the air spring and the air reservoir to the first circuit or the second circuit, and the air spring by the switching valve. The circuit connecting the air reservoir is the first circuit, and the normal traveling control for adjusting the height of the vehicle body by the leveling valve and the circuit connecting the air spring and the air reservoir by the switching valve are provided. As the second circuit, the vehicle body tilt control for adjusting the height of the vehicle body to a rising position higher than the normal height position by the solenoid valve is provided, and the control unit has a control unit for switching between the vehicle body tilt control and the vehicle body tilt control unit. After switching from the control to the normal running control, the height of the vehicle body is adjusted to a predetermined height position lower than the ascending position and higher than the normal height position by the solenoid valve for a predetermined time. , The feature is to switch to the normal traveling control.

According to this aspect, when switching from the vehicle body tilt control to the normal travel control, the control unit keeps the state in which the height of the vehicle body is adjusted to the predetermined height position by the solenoid valve for a predetermined time, and then shifts to the normal travel control. Switch and adjust the height of the car body to the normal height position. Then, in this way, when switching from the control by the solenoid valve to the control by the leveling valve, the control by the solenoid valve is lengthened for a certain period of time. Then, while the control by the solenoid valve is lengthened for a certain period of time, the return operation from the exhaust mode in which the compressed air is exhausted for the leveling valve can be advanced. Therefore, the influence of the exhaust operation due to the return delay of the leveling valve itself at the time of switching from the vehicle body tilt control to the normal driving control can be reduced, so that the height of the vehicle body after switching from the vehicle body tilt control to the normal driving control can be reduced. Can be suppressed.

In addition, when switching from vehicle body tilt control to normal driving control, the height of the vehicle body is adjusted to a predetermined height position lower than the ascending position and higher than the normal height position by the solenoid valve. After switching to normal driving control, the air in the air spring flows into the piping between the leveling valve and the switching valve, which are at atmospheric pressure, at once, and the height of the vehicle body after the air spring height drops is the normal height. Since it can be set to a position, it corresponds to the amount of exhaust generated when the height of the vehicle body is lowered and the amount of air supply generated when the height of the vehicle body is returned to the normal height position by the leveling valve after the height of the vehicle body is lowered. The amount of air consumed can be reduced. Therefore, it is possible to suppress the amount of air consumed when switching from the vehicle body tilt control to the normal running control.

In the above aspect, it is preferable that the predetermined height position is defined in consideration of the capacity of the pipe between the leveling valve and the switching valve in the first circuit.

According to this aspect, it is possible to more effectively suppress the decrease in the height of the vehicle body after switching from the vehicle body tilt control to the normal traveling control.

In the above aspect, it is preferable that the predetermined time is defined in consideration of the time that the leveling valve is held in the exhaust mode.

According to this aspect, it is possible to more effectively suppress the decrease in the height of the vehicle body after switching from the vehicle body tilt control to the normal traveling control.

According to the vehicle body tilting device of the railway vehicle according to the present invention, it is possible to suppress the amount of air consumed when switching from the vehicle body tilting control to the normal traveling control.

It is a perspective view which shows typically the car body, the bogie, and the air spring provided in a railroad vehicle. It is an air circuit diagram of the vehicle body tilting device of this embodiment. It is a figure which showed typically the structure of the vehicle body tilting device of this embodiment, and is the figure which shows the time when the height of a vehicle body is a normal height position. It is a figure which showed typically the structure of the vehicle body tilting device of this embodiment, and is the figure which shows the time when the height of a vehicle body is an ascending position. It is sectional drawing which shows the structure of a leveling valve, and is the figure which shows the case where a leveling valve acts as an air supply valve. It is sectional drawing which shows the structure of a leveling valve, and is the figure which shows the case where a leveling valve acts as a isolation valve. It is sectional drawing which shows the structure of a leveling valve, and is the figure which shows the case where a leveling valve acts as an exhaust valve. It is a figure which shows the time change about the height of a car body. It is explanatory drawing about the return delay of a leveling valve, and is the figure which shows the initial state of a piston return process. It is explanatory drawing about the return delay of a leveling valve, and is the figure which shows the state which the piston return process has advanced.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. After explaining the configuration and operation of the vehicle body tilting device of a railway vehicle and the detailed structure and operation of the leveling valve, the control performed when switching from the vehicle body tilting control to the normal running control will be described.

<About the configuration and operation of the body tilting device of railway vehicles>
First, the configuration and operation of the vehicle body tilting device of a railway vehicle will be described. In a railroad vehicle, as shown in FIG. 1, the vehicle body 1 is provided above two front and rear bogies 2F and 2B to travel. Air springs 3FL, 3FR, 3BL, and 3BR are mounted on both ends of the bogies 2F and 2B in the sleeper direction, and the vehicle body 1 is supported by the air springs 3FL, 3FR, 3BL, and 3BR, respectively. When compressed air is supplied from the tank 4 (air reservoir), each of these air springs 3FL, 3FR, 3BL, and 3BR expands to raise the height of the vehicle body 1 (hereinafter referred to as "vehicle height"). When the stored compressed air is discharged, it contracts and lowers the vehicle height. The tank 4 stores compressed air for supplying the air springs 3FL, 3FR, 3BL, and 3BR, and is in a high pressure state.

In this railcar, the vehicle body tilt control for tilting the vehicle body 1 toward the inner rail side of the curved road when traveling on a curved road is performed by using the supply and exhaust of compressed air of each air spring 3FL, 3FR, 3BL, 3BR. .. For example, when a railroad vehicle travels toward the arrow side in FIG. 1 and turns to the right, the circular curve of the curved road (the curved road is composed of an entrance relaxation curve, a circular curve, and an exit relaxation curve, and the curvature of the curved road. Before reaching (the part where is almost constant at the maximum is a circular curve), the air springs 3FL and 3BL provided on the outer track side of the curved road are extended to the outside of the curved road in the vehicle body 1. Raise the vehicle height on the track side from the normal height position to the ascending position.

As a result, the vehicle body 1 is inclined so as to be inclined toward the inner rail side of the curved road, and when traveling on the curved road, the lateral acceleration acting on the vehicle body 1 is reduced. As a result, the lateral centrifugal force acting on the passenger can be reduced, and the riding comfort can be improved. Then, before the railroad vehicle reaches the straight road from the circular curve of the curved road, the air springs 3FL and 3BL provided on the outer rail side of the curved road are contracted to cause the outer rail side of the curved road in the vehicle body 1. The vehicle height is lowered from the ascending position to the normal height position. As a result, the vehicle body 1 becomes horizontal.

The vehicle body tilting devices 10FL, 10FR, 10BL, and 10BR for performing such vehicle body tilt control are provided corresponding to the respective air springs 3FL, 3FR, 3BL, and 3BR. Since the configurations of the vehicle body tilting devices 10FL, 10FR, 10BL, and 10BR are the same, the configuration of the vehicle body tilting device 10FL will be described below as a representative.

First, the structure of the vehicle body tilting device 10FL will be described. As shown in FIGS. 2 to 4, the vehicle body tilting device 10FL mainly includes an air spring 3FL, a tank 4, a leveling valve (LV) 21A, a solenoid valve 21B, a switching valve 30, a control unit 40, and the like. Have. In addition, one control unit 40 is provided for each railroad vehicle.

The leveling valve 21A is provided in the normal traveling circuit 50A (first circuit, first air flow path) formed between the air spring 3FL and the tank 4, and the compressed air to the air spring 3FL is provided according to the vehicle height. The vehicle height is adjusted by supplying air, exhausting, and shutting off. An arm 22 and a support column 23 are attached to the leveling valve 21A. The normal traveling circuit 50A includes an air flow path 51A and an air flow path 52A.

The leveling valve 21A is attached to the vehicle body 1, and has a side that supplies compressed air from the tank 4 to the air spring 3FL (see FIG. 5 described later) and a side that shuts off the flow of compressed air (see FIG. 5 described later) according to the vehicle height. It is switched between the side that discharges the compressed air in the air spring 3FL to the atmosphere (see FIG. 7 described later). One end of the arm 22 is connected to the leveling valve 21A, and the other end is connected to the support column 23. The support pillar 23 is attached to the bogie 2F in an upright state, and the arm 22 can be moved according to the distance (vehicle height) between the vehicle body 1 and the bogie 2F.

Then, as shown in FIG. 3, when the vehicle height is at the normal height position, the arm 22 extends horizontally and the leveling valve 21A is set to the side that blocks the flow of compressed air (FIG. 6 described later). reference). Then, as shown in FIG. 4, when the vehicle height is in the ascending position, the arm 22 extends downward from the leveling valve 21A, and the leveling valve 21A is set to the side where the compressed air is discharged to the atmosphere ( See FIG. 7 described later). On the other hand, when the vehicle height is in the descending position (not shown), the arm 22 is inclined upward from the leveling valve 21A and extends, and the leveling valve 21A is set to the side that supplies compressed air to the air spring 3FL (described later). See FIG. 5). The detailed structure and operation of the leveling valve 21A will be described later.

The solenoid valve 21B is provided in a vehicle body tilting circuit 50B (second circuit, second air flow path) formed between the air spring 3FL and the tank 4, and supplies and shuts off compressed air to the air spring 3FL. Adjust the vehicle height by exhausting. The solenoid valve 21B can adjust the speed at which the compressed air is supplied and the speed at which the vehicle body 1 is tilted by changing the combination of the plurality of throttles. The vehicle body tilting circuit 50B includes an air flow path 51B and an air flow path 52B. Further, the operation of the solenoid valve 21B is controlled by the control unit 40.

The switching valve 30 switches the circuit connecting the air spring 3FL and the tank 4 to the normal traveling circuit 50A or the vehicle body tilting circuit 50B. That is, the switching valve 30 allows or prohibits the flow of compressed air in the air flow path 51A between the leveling valve 21A and the air spring 3FL, and also allows or prohibits the flow of compressed air in the air flow path 51B between the solenoid valve 21B and the air spring 3FL. Allows or prohibits the flow of. The switching of the compressed air flow by the switching valve 30 is controlled by the control unit 40.

As shown in FIGS. 2 to 4, an air flow path 51A through which compressed air flows is provided between the leveling valve 21A and the switching valve 30, and air through which compressed air flows between the leveling valve 21A and the tank 4. A flow path 52A is provided. Further, an air flow path 51B through which compressed air flows is provided between the solenoid valve 21B and the switching valve 30, and an air flow path 52B through which compressed air flows is provided between the solenoid valve 21B and the tank 4. .. An air flow path 53 through which compressed air flows is provided between the switching valve 30 and the air spring 3FL.

The control unit 40 includes a CPU, RAM, and ROM, and executes a control program for performing vehicle body tilt control. Specifically, the control unit 40 determines that the railway vehicle travels on a curved road based on the vehicle speed of the railway vehicle, the traveling position of the railway vehicle, the traveling route data stored in the database, and the actual inclination of the vehicle body 1. At the time of determination, the switching valve 30 and the electromagnetic valve 21B are controlled to control the vehicle body tilt. The vehicle speed of the railway vehicle is sequentially calculated by a well-known method using an acceleration sensor, a speed generator, or the like, and is sequentially input to the control unit 40. Further, the traveling position of the railway vehicle is obtained by a well-known method using the traveling route data stored in the database and the traveling distance calculated from the vehicle speed, and is sequentially input to the control unit 40.

Next, the operation of the vehicle body tilting device 10FL will be described. Here, a case where the control unit 40 performs vehicle body tilt control when the railroad vehicle travels toward the arrow side in FIG. 1 and turns to the right will be described as an example. In this vehicle body tilt control, the air spring 3FL (3BL) is extended to tilt the vehicle body 1 before the railway vehicle reaches the circular curve of the curved road from the straight road. Therefore, the control unit 40 recognizes the inlet relaxation curve of the curved road during traveling, and when the railway vehicle enters the entrance relaxation curve of the curved road, the switching valve 30 switches the flow of compressed air.

Specifically, the flow of compressed air is prohibited between the air flow path 51A and the air flow path 53, and the flow of compressed air is allowed between the air flow path 51B and the air flow path 53. That is, the control unit 40 switches the circuit connecting the air spring 3FL and the tank 4 from the normal traveling circuit 50A to the vehicle body tilting circuit 50B by the switching valve 30. In this way, the solenoid valve 21B will function while the leveling valve 21A will substantially cease to function. Then, the compressed air of the tank 4 is supplied to the air spring 3FL by the solenoid valve 21B via the air flow path 52B, the electromagnetic valve 21B, the air flow path 51B, the switching valve 30, and the air flow path 53.

As a result, the air spring 3FL expands, and the air spring 3BL of the vehicle body tilting device 10BL also expands, so that the vehicle height on the outer track side of the curved road in the vehicle body 1 is at the normal height position (see FIG. 3). Since the vehicle body 1 is adjusted to a higher climbing position (see FIG. 4), the vehicle body 1 is inclined so as to be inclined toward the inner rail side of the curved road.

Further, when the vehicle height on the outer track side of the curved road in the vehicle body 1 becomes an ascending position due to the inclination of the vehicle body 1 in this way, the leveling valve 21A is set to the side where the compressed air is discharged to the atmosphere (see FIG. 7 described later). ). As a result, the compressed air inside the air flow path 51A is discharged to the atmosphere through the leveling valve 21A.

Then, after the railroad vehicle passes through the circular curve of the curved road in a state where the vehicle body 1 is inclined, the stretched air spring 3FL (3BL) is contracted before reaching the straight road, and the vehicle body 1 is returned horizontally. That is, before the railroad vehicle reaches the straight road, the vehicle height on the outer rail side of the curved road in the vehicle body 1 is lowered from the ascending position to the normal height position. Therefore, when the control unit 40 recognizes the outlet relaxation curve of the curved road during traveling and enters the outlet relaxation curve, the solenoid valve 21B is used to transfer the compressed air of the air spring 3FL to the air flow path 53 and the switching valve. It is discharged into the atmosphere through 30, the air flow path 51B, and the solenoid valve 21B. As a result, the air spring 3FL contracts, and the air spring 3BL of the vehicle body tilting device 10BL also contracts, so that the vehicle height on the outer track side of the curved road in the vehicle body 1 is at the normal height position (see FIG. 3). Therefore, the vehicle body 1 becomes horizontal.

Then, after the vehicle height on the outer rail side of the curved road in the vehicle body 1 is lowered to the normal height position in this way, the flow of compressed air is switched by the switching valve 30. Specifically, the flow of compressed air is allowed between the air flow path 51A and the air flow path 53, and the flow of compressed air is prohibited between the air flow path 51B and the air flow path 53. That is, the control unit 40 switches the circuit connecting the air spring 3FL and the tank 4 from the vehicle body tilting circuit 50B to the normal traveling circuit 50A by the switching valve 30. After that, the vehicle height is adjusted by the leveling valve 21A. In this way, the control unit 40 switches from the vehicle body tilt control to the normal travel control.

Further, when the vehicle height on the outer track side of the curved road in the vehicle body 1 becomes the normal height position due to the horizontal return of the vehicle body 1 in this way, the leveling valve 21A is set to the side that blocks the flow of compressed air (described later). See FIG. 6). As a result, the compressed air inside the air flow path 51A is not discharged to the atmosphere through the leveling valve 21A.

<Detailed structure and operation of leveling valve>
Next, the detailed structure and operation of the leveling valve 21A will be described. First, the structure of the leveling valve 21A will be described. As shown in FIGS. 5 to 7, the leveling valve 21A includes a main body 116, a main shaft 117, an air supply valve 118, an exhaust valve 119, and an oil damper 120.

The air supply valve 118 and the exhaust valve 119 are connected by a passage that penetrates the main body 116 and is connected to the air flow path 51A. The air supply valve 118 and the exhaust valve 119 are configured so that the passage to the air flow path 51A is blocked by the force of a spring (not shown).

The air flow path 51A and the air supply flow path 115 are communicated / blocked by the tip portion of the air supply valve 118. The air supply flow path 115 is connected to the air flow path 52A connected to the tank 4. Further, the air flow path 51A and the exhaust flow path 114 are communicated / blocked by the tip portion of the exhaust valve 119. The exhaust flow path 114 is open to the atmosphere.

Further, the oil damper 120 includes a piston 121, check valves 122 and 124 connected to the piston 121 and having a function of preventing backflow, and a back chamber 136 and 137 provided behind the check valves 122 and 124. These are immersed in oil.

Further, the check valve 122 is provided with an orifice 131 as a throttle passage for communicating the back chamber 136 and the communication passage 126. The check valve 124 is provided with an orifice 132 as a throttle passage for communicating the back chamber 137 and the communication passage 128.

Further, in the state of FIG. 7, a communication passage 133 for communicating the back chamber 136 and the spindle chamber 135 is provided. The communication passage 133 is closed by the piston 121 in the states of FIGS. 5 and 6, whereby the main shaft chamber 135 and the back chamber 136 are blocked from each other. Further, in the state of FIG. 5, a communication passage 134 for communicating the back chamber 137 and the spindle chamber 135 is provided. The communication passage 134 is closed by the piston 121 in the state of FIGS. 6 and 7, and the main shaft chamber 135 and the back chamber 137 are cut off.

The spindle 117 is rotatably held by an arm 22 rotatably connected to the support column 23. As a result, when the inclination angle of the arm 22 changes according to the change in vehicle height, the spindle 117 is rotated according to the change in the inclination angle. Here, the spindle 117 is attached to the arm 22 via a torsion spring in the forward and reverse directions, and returns to the neutral point by the urging force of each torsion spring in either the forward or reverse direction. It is configured as follows.

Further, the spindle 117 includes an upper protrusion 144. The upper protrusion 144 can open and close the air supply valve 118 or the exhaust valve 119 by resisting the urging force of the spring. Further, the spindle 117 includes a lower protrusion 145. The lower protrusion 145 moves the piston 121 in the left-right direction.

Next, the operation of the leveling valve 21A will be described. First, a case where the leveling valve 21A acts as an air supply valve (when the vehicle height is in the descending position and the leveling valve 21A is set to the side where compressed air is supplied to the air spring 3FL) will be described. At this time, as shown in FIG. 5, the air supply valve 118 is opened and the exhaust valve 119 is closed. That is, as the arm 22 is tilted upward, the main shaft 117 rotates clockwise in the figure, and the lower protrusion 145 provided at the lower part of the main shaft 117 moves the piston 121 to the left. The check valve 122 on the left side of the piston 121 prevents the backflow of oil from the left to the right and allows the flow from the right to the left, so that the back chamber 136 of the piston 121 becomes the hydraulic chamber.

Next, a case where the leveling valve 21A acts as an exhaust valve (when the vehicle height is in the rising position and the leveling valve 21A is set to the side where the compressed air is discharged to the atmosphere) will be described. At this time, as shown in FIG. 7, the air supply valve 118 is closed and the exhaust valve 119 is open. That is, when the arm 22 is tilted downward, the main shaft 117 rotates counterclockwise in the drawing, and the lower protrusion 145 provided at the lower part of the main shaft 117 moves the piston 121 to the right. The check valve 124 on the right side of the piston 121 prevents the backflow of oil from the right to the left and allows the flow from the left to the right, so that the back chamber 137 of the piston 121 becomes the hydraulic chamber.

Further, when the leveling valve 21A acts as a isolation valve (when the vehicle height is at the normal height position and the leveling valve 21A is set to the side where the flow of compressed air is blocked), as shown in FIG. The air supply valve 118 and the exhaust valve 119 are closed.

Further, in the leveling valve 21A of the present embodiment, as described above, the check valve 122 is provided with the orifice 131, and the check valve 124 is provided with the orifice 132. As a result, the leveling valve 21A blocks the flow of compressed air even if the vehicle body 1 momentarily vibrates or tilts when the vehicle height is at the normal height position, and the compressed air with respect to the air spring 3FL. There is a certain time lag before the start of air supply and exhaust. That is, the leveling valve 21A is composed of a delay type leveling valve having an operation time delay. As a result, even if the vehicle body 1 momentarily vibrates or tilts, hunting due to the supply and exhaust of compressed air can be prevented, and waste of compressed air can be prevented.

<Regarding the control performed when switching from vehicle body tilt control to normal driving control>
Next, the control performed when switching from the vehicle body tilt control to the normal running control will be described.

The vehicle body tilting device 10FL of a railroad vehicle has two circuits, a switchable normal traveling circuit 50A and a vehicle body tilting circuit 50B. When the air spring 3FL is arranged on the outer rail side of the curved road when the railroad vehicle travels on a curved road, the vehicle body tilting device 10FL provided corresponding to the air spring 3FL includes the air spring 3FL and the tank 4. The circuit connecting the two (hereinafter, appropriately referred to simply as "circuit") is referred to as a vehicle body tilting circuit 50B. As a result, the vehicle body tilting device 10FL adjusts the vehicle height to the ascending position by the solenoid valve 21B (see FIG. 4), and the vehicle height on the outer track side of the curved road in the vehicle body 1 (hereinafter, simply "vehicle height" as appropriate). By raising), the vehicle body 1 is tilted. At this time, since the vehicle height is in the ascending position, the leveling valve 21A provided in the normal traveling circuit 50A in the vehicle body tilting device 10FL is in the exhaust mode (the mode set to the side where the compressed air is discharged to the atmosphere). (See FIG. 7), the inside of the air flow path 51A between the leveling valve 21A and the switching valve 30 is exhausted.

Then, when the railroad vehicle enters the exit relaxation curve from the state where the vehicle body 1 is tilted in this way, the vehicle body tilting device 10FL lowers the vehicle height to the normal height position by the solenoid valve 21B. After passing through the exit relaxation curve, the circuit is switched from the vehicle body tilting circuit 50B to the normal traveling circuit 50A. As a result, the railroad vehicle travels on a straight road with the vehicle body 1 horizontal.

Here, as a comparative example, when a railroad vehicle enters the exit relaxation curve, the vehicle body tilting device 10FL suddenly lowers the vehicle height from the ascending position to the normal height position by the solenoid valve 21B, and then tilts the circuit body. An example of switching from the circuit 50B to the circuit 50A for normal driving is assumed. Then, the leveling valve 21A causes a circuit due to a return delay of the leveling valve 21A itself, that is, a constant operation time delay generated by resistance when oil passes through orifices 131 and 132 (see FIGS. 5 to 7). Even after switching from the vehicle body tilting circuit 50B to the normal traveling circuit 50A, the exhaust mode is maintained for a while.

That is, when the vehicle height is lowered from the ascending position to the normal height position, the piston 121 of the leveling valve 21A moves from the state shown in FIG. 7 to the left in the drawing and returns to the state shown in FIG. However, at this time, in the initial state of the piston return step (the step of returning the piston 121), as shown in FIG. 9, oil flows from the back chamber 136 to the spindle chamber 135 via the communication passage 133. However, when the piston return process is advanced, as shown in FIG. 10, the communication passage 133 is blocked by the piston 121, and oil does not flow from the back chamber 136 to the spindle chamber 135 via the communication passage 133. Instead, the oil will flow from the back chamber 136 through the orifice 131 and further through the communication passage 126 to the spindle chamber 135. Therefore, the resistance when the oil passes through the orifice 131 causes a certain operating time delay in the leveling valve 21A, so that the return delay of the leveling valve 21A occurs.

Then, in the comparative example, leveling is performed even after the circuit is switched from the vehicle body tilting circuit 50B to the normal traveling circuit 50A (after the time T0 shown in FIG. 8) due to the return delay of the leveling valve 21A itself. Since the valve 21A maintains the exhaust mode, the vehicle height may drop more than necessary from the normal height position (H0 shown in FIG. 8) (see the broken line in FIG. 8). In FIG. 8, the ascending position is indicated by H1.

Therefore, in the present embodiment, when the railroad vehicle enters the exit relaxation curve and the circuit is switched from the vehicle body tilting circuit 50B to the normal traveling circuit 50A, the vehicle height is changed from the ascending position as in the above comparative example. Instead of lowering to the normal height position at once, lower it to a certain height, maintain that height for a certain period, and then switch the circuit. In this way, in the present embodiment, when switching from the control by the solenoid valve 21B to the control by the leveling valve 21A, the control by the solenoid valve 21B is lengthened for a certain period of time as compared with the comparative example (see FIG. 8). In FIG. 8, in the comparative example, the time for controlling by the solenoid valve 21B is shown as α0, and the time for controlling by the solenoid valve 21B is shown as α1 in the present embodiment.

That is, when the control unit 40 switches from the vehicle body tilt control to the normal traveling control, the electromagnetic valve 21B keeps the vehicle height adjusted from the ascending position H1 to the predetermined height position Ha for a predetermined time. , Switch to normal driving control (see solid line in FIG. 8). Here, as shown in FIG. 8, the predetermined height position Ha is lower than the ascending position H1 and higher than the normal height position H0. Further, the predetermined time is a time corresponding to the time when the leveling valve 21A is held in the exhaust mode due to the return delay of the leveling valve 21A itself. That is, the predetermined time is defined in consideration of the time that the leveling valve 21A is held in the exhaust mode.

Then, in the present embodiment, by performing such control, the leveling valve 21A is set from the exhaust mode to the shutoff mode (the side that shuts off the flow of compressed air) while the control by the solenoid valve 21B is lengthened for a certain period of time. Mode). Therefore, the influence of the return delay of the leveling valve 21A can be reduced, and it is possible to suppress the vehicle height from dropping from the normal height position after the circuit is switched to the normal traveling circuit 50A (after the time T1 shown in FIG. 8). (See the solid line in FIG. 8). Since the decrease in vehicle height (sinking) can be suppressed in this way, the vehicle height tends to return to the normal height position due to the displacement generated when the vehicle height decreases and the function of the leveling valve 21A after the decrease in vehicle height. It is possible to reduce the amount of air consumption equivalent to the amount of air supply that occurs when (rising). Therefore, it is possible to suppress the amount of air consumed when switching from the vehicle body tilt control to the normal running control. As a result, the tank 4 can be downsized and the compressor (not shown) connected to the tank 4 can be downsized.

By the way, the inside of the air flow path 51A (see FIG. 4 and the like) provided between the leveling valve 21A and the switching valve 30 is exhausted from the leveling valve 21A during the tilting operation of the vehicle body 1, and the pressure drops (for example, to atmospheric pressure). Become). Therefore, after the circuit is switched from the vehicle body tilting circuit 50B to the normal traveling circuit 50A, compressed air flows from the high-pressure air spring 3FL to the low-pressure air flow path 51A via the air flow path 53 and the switching valve 30. As a result, the vehicle height may decrease.

Therefore, it is desirable that the height at which the vehicle height is kept constant is a height in consideration of the capacity of the air flow path 51A provided between the leveling valve 21A and the switching valve 30. That is, it is desirable that the predetermined height position Ha is defined in consideration of the capacity of the air flow path 51A in the normal traveling circuit 50A. This makes it more effective to reduce the vehicle height after switching the circuit from the vehicle body tilting circuit 50B to the normal driving circuit 50A, that is, reducing the vehicle height after switching from the vehicle body tilting control to the normal driving control. It can be suppressed.

As described above, the vehicle body tilting device 10FL of the present embodiment includes an air spring 3FL mounted on the carriage 2F to support the vehicle body 1, a tank 4 for storing compressed air supplied to the air spring 3FL, and an air spring 3FL. The normal traveling circuit 50A and the vehicle body tilting circuit 50B formed between the tank 4 and the normal traveling circuit 50A, the leveling valve 21A provided in the normal traveling circuit 50A to adjust the vehicle height, and the vehicle body tilting circuit 50B provided in the vehicle height. It has an electromagnetic valve 21B for adjusting the speed, and a switching valve 30 for switching the circuit connecting the air spring 3FL and the tank 4 to the normal traveling circuit 50A or the vehicle body tilting circuit 50B. Further, in the vehicle body tilting device 10FL, the circuit connecting the air spring 3FL and the tank 4 by the switching valve 30 is used as the normal traveling circuit 50A, the vehicle height is adjusted by the leveling valve 21A, and the air is adjusted by the switching valve 30. A control unit that switches between the vehicle body tilt control that adjusts the vehicle height to the ascending position H1 higher than the normal height position H0 by the solenoid valve 21B using the circuit that connects the spring 3FL and the tank 4 as the vehicle body tilting circuit 50B. Has 40. One control unit 40 is provided for each railroad vehicle.

Then, in such a vehicle body tilting device 10FL, when switching from the vehicle body tilting control to the normal traveling control, the control unit 40 raises the vehicle height lower than the ascending position H1 and higher than the normal height position H0 by the solenoid valve 21B. After maintaining the state adjusted to the predetermined height position Ha for a predetermined time, the vehicle body tilt control is switched to the normal running control.

As described above, when switching from the control by the solenoid valve 21B to the control by the leveling valve 21A, the control by the solenoid valve 21B is lengthened for a certain period of time. Then, while the control by the solenoid valve 21B is lengthened for a certain period of time in this way, the return operation from the exhaust mode in which the compressed air is exhausted to the leveling valve 21A can be advanced. Therefore, the influence of the exhaust operation due to the return delay of the leveling valve 21A itself at the time of switching from the vehicle body tilt control to the normal driving control can be reduced, so that the decrease in the vehicle height after switching from the vehicle body tilt control to the normal driving control can be suppressed. can. Therefore, it is possible to reduce the amount of air consumption corresponding to the displacement generated when the vehicle height is lowered and the air supply amount generated when the vehicle height is returned to the normal height position H0 by the leveling valve 21A after the vehicle height is lowered. Therefore, it is possible to suppress the amount of air consumed when switching from the vehicle body tilt control to the normal running control.

Further, the leveling valve 21A exhausts compressed air in the air flow path 51A between the leveling valve 21A and the switching valve 30 in the normal traveling circuit 50A when the vehicle height is in the ascending position. Therefore, by defining the predetermined height position Ha in consideration of the capacity of the air flow path 51A between the leveling valve 21A and the switching valve 30 in the normal traveling circuit 50A, the vehicle body tilt control is switched to the normal traveling control. It is possible to more effectively suppress the subsequent decrease in vehicle height.

It should be noted that the above-described embodiment is merely an example and does not limit the present invention in any way, and it goes without saying that various improvements and modifications can be made without departing from the gist thereof.

1 Body 2F, 2B Cart 3FL, 3FR, 3BL, 3BR Air spring 4 Tank 10FL, 10FR, 10BL, 10BR Body tilting device 21A Leveling valve 21B Solenoid valve 22 Arm 23 Support column 30 Switching valve 40 Control unit 50A Normal running circuit 50B Body tilting circuit 51A Air flow path 51B Air flow path 52A Air flow path 52B Air flow path 53 Air piping 118 Air supply valve 119 Exhaust valve 120 Oil damper 121 Piston 122 Check valve 124 Check valve 131 Orchid 132 Orchid 135 Spindle chamber 136 Back Room 137 Check valve H0 Normal height position H1 Ascending position Ha Predetermined height position

Claims (3)

An air spring that is mounted on a bogie and supports the car body,
An air reservoir that stores compressed air supplied to the air spring,
The first circuit and the second circuit formed between the air spring and the air reservoir,
A leveling valve provided in the first circuit to adjust the height of the vehicle body,
A solenoid valve provided in the second circuit to adjust the height of the vehicle body,
A switching valve that switches the circuit connecting the air spring and the air reservoir to the first circuit or the second circuit,
The circuit that connects the air spring and the air reservoir by the switching valve is the first circuit, and the normal running control that adjusts the height of the vehicle body by the leveling valve and the air spring and the air by the switching valve. It has a control unit that switches between a vehicle body tilt control that adjusts the height of the vehicle body to a rising position higher than the normal height position by the solenoid valve as the second circuit that connects the circuit to the reservoir.
When switching from the vehicle body tilt control to the normal travel control, the control unit adjusts the height of the vehicle body to a predetermined height position lower than the ascending position and higher than the normal height position by the solenoid valve. After keeping the state for a predetermined time, switching to the normal driving control,
A railroad vehicle body tilting device characterized by. In the vehicle body tilting device of the railway vehicle of claim 1,
The predetermined height position is defined in consideration of the capacity of the pipe between the leveling valve and the switching valve in the first circuit.
A railroad vehicle body tilting device characterized by. In the vehicle body tilting device of the railway vehicle according to claim 1 or 2.
The predetermined time shall be specified in consideration of the time that the leveling valve is held in the exhaust mode.
A railroad vehicle body tilting device characterized by.

Images