JP4478529B2 - Railway vehicle - Google Patents

Description

  The present invention relates to a railway vehicle having an air spring height control device that changes the height of an air spring by controlling the supply / exhaust amount of an air spring disposed between a vehicle body and a carriage, and in particular, the height of the air spring. The present invention relates to a railway vehicle having improved control device responsiveness.

The railway vehicle is configured such that the vehicle body travels while being supported by a carriage, and an air spring that absorbs vibration is disposed between the carriage and the carriage. A height adjusting device and a vehicle body tilting device described in Patent Document 1 below are provided between the vehicle body and the carriage.
In the height adjusting device, the height adjusting rod transmits the vertical displacement of the vehicle body to the control valve, and by switching the compressed air in the air spring is supplied and exhausted, the height of the air spring is adjusted. . This is because when the load changes due to passengers getting on and off, or when the load changes due to inclination during travel, the distance between the vehicle body and the carriage changes with the change, so the height control valve is operated. The height of the air spring, that is, the height of the vehicle body is adjusted.

  Further, in order to improve the riding comfort during curved traveling at high speed, the railway vehicle is provided with a vehicle body tilting device that tilts the vehicle body by forcibly changing the heights of the left and right air springs. The body tilting device is equipped with a height adjustment mechanism that adjusts the height of the air spring by a height control valve whose opening and closing timing is determined by the length of the height adjustment rod, and both ends of the torsion bar provided in the left and right direction of the vehicle body. An anti-rolling mechanism is provided which is configured by attaching a rod continuously provided via a link to a vehicle body. The hydraulic actuator between the torsion bar and the rod is driven to incline the vehicle body, and the push-pull cable connecting the left and right height adjustment rods is moved in the longitudinal direction by a linear motor. Then, the set length of the adjustment rod is increased or decreased in the opposite direction on the left and right sides, and the valve rod of the height control valve is rotated to supply compressed air to the air spring on the outer gauge side. Raise the spring and tilt the vehicle.

By the way, in such a conventional railway vehicle, although the height of the air spring can be made constant with respect to the fluctuation of the load, for example, as a barrier-free measure recently attracting attention, the height of the platform and the floor of the vehicle Could not match. Therefore, the applicant of the present invention provides an air spring height control device for a railway vehicle that can raise and lower and tilt the vehicle body using the above-described existing system of the railway vehicle by applying the following Patent Document 2.
That is, by providing a cylinder as an actuator to the height adjustment rod, the control valve is operated by apparently displacing the height adjustment rod by the expansion and contraction of the cylinder, and compressed air is supplied to and exhausted from the air spring. Adjust the height and tilt.
Japanese Patent No. 3193469 (page 3-4, FIG. 1, FIG. 3, FIG. 4) JP 2003-231465 A (page 3-4, FIGS. 1 to 6)

However, in the conventional railway vehicle, there is a problem that the ride comfort is impaired by the one provided with the air spring height control device described in Patent Document 2.
For example, there is a noticeable delay in the downward movement of the air spring when the vehicle is empty. This is because the pressure in the air tank for storing the compressed air is 0.9 MPa, whereas the pressure in the air spring is 0. The pressure difference is about 4 MPa, and there is a pressure difference of 0.5 MPa when air is supplied from the air tank to the air spring, but when compressed air is released from the air spring to the atmosphere (0.1 MPa). Because the pressure difference is as small as 3 MPa, exhaust from the air spring is delayed in the same opening area, and responsiveness is not good.
On the other hand, since the maximum speed of the tilt is governed by the operating speed of the air spring due to the maximum flow rate of the height control valve, when a high flow height control valve is selected, the supply and exhaust during leveling action other than the tilt operation is intense, The waste of compressed air and the instability of rolling behavior of the vehicle body were caused, and it was difficult to achieve both responsiveness to tilt.

  Therefore, the present invention provides a railway vehicle having an air spring height control device that improves the response during an inclination operation with respect to the supply and exhaust of compressed air performed on the air spring in order to solve the conventional problems. For the purpose.

The railway vehicle of the present invention includes an air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve that controls supply and exhaust of compressed air to and from the air spring. The control valve is switched by a vertical displacement of a height adjusting rod connected to the carriage, and controls supply and exhaust of compressed air to the air spring. The height adjusting rod and the height control valve The height of the air spring is provided with a vehicle height controller that transmits the displacement of the height adjustment rod to the height control valve as it is and provides the apparent displacement of the height adjustment rod to the height control valve. A negative pressure tank maintained at a negative pressure downstream of the exhaust port of the height control valve, a compressor connected to the downstream of the negative pressure tank, and Between the height control valve and the negative pressure tank, Wherein the switching valve for switching the communication between the pressure tank and the atmosphere are connected.

The railway vehicle includes an air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve that controls supply and exhaust of compressed air to and from the air spring. , Which is switched by the vertical displacement of a height adjusting rod connected to the carriage and controls the supply and exhaust of compressed air to and from the air spring. Between the height adjusting rod and the height control valve The air spring height control device is provided with a vehicle height controller that transmits the displacement of the height adjusting rod to the height control valve as it is and provides the apparent displacement of the height adjusting rod to the height control valve. be one having a, preferably the one in which quick exhaust valve for opening and closing as operating a pressure of the height control valve side between the air springs and the height control valve is provided.
Also, railway vehicle, said quick exhaust valve silencer without significant pressure loss in the exhaust port, it is preferred that the filter or check valve is connected.

  The railway vehicle of the present invention includes an air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve that controls supply and exhaust of compressed air to and from the air spring. The control valve is switched by a vertical displacement of a height adjusting rod connected to the carriage, and controls supply and exhaust of compressed air to the air spring. The height adjusting rod and the height control valve The height of the air spring is provided with a vehicle height controller that transmits the displacement of the height adjustment rod to the height control valve as it is and provides the apparent displacement of the height adjustment rod to the height control valve. The height control valve is provided with a first height control valve with a narrow dead zone width and a small flow rate, and a second height control valve with a wide dead zone width and a large flow rate, Both the first and second height control valves adjust the height. Characterized in that it is connected to.

The railway vehicle of the present invention includes an air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve that controls supply and exhaust of compressed air to and from the air spring. The control valve is switched by a vertical displacement of a height adjusting rod connected to the carriage, and controls supply and exhaust of compressed air to the air spring. The height adjusting rod and the height control valve The height of the air spring is provided with a vehicle height controller that transmits the displacement of the height adjustment rod to the height control valve as it is and provides the apparent displacement of the height adjustment rod to the height control valve. A flow rate proportional control valve is connected between the height control valve and the air spring.
Moreover, the railway vehicle of the present invention is a single flow rate proportional control valve, and is characterized in that compressed air can flow in both directions between the height control valve and the air spring.

  Furthermore, the railway vehicle of the present invention is an air cylinder in which the vehicle height controller is provided with a return spring that is integrally provided coaxially with the height adjusting rod, and the piston rod is provided with the height control. It is characterized by being connected via a lever to a valve stem for operating the switching of the valve.

According to the railway vehicle of the present invention, when the height adjustment rod is displaced in the vertical direction due to the vertical movement of the vehicle body, the port of the height control valve is switched in conjunction with this, and the compressed air is supplied from the air tank to the air spring. Or the compressed air of the air spring is released into the atmosphere, and the height of the vehicle body is adjusted by controlling the height of the air spring. On the other hand, even if the height adjusting rod is not displaced in the vertical direction, an apparent displacement is given to the height control valve by a vehicle height controller composed of an air cylinder or the like. Then, the port of the height control valve is switched in the same manner as the height adjustment rod is displaced in the vertical direction, and compressed air is supplied from the air tank to the air spring, or the compressed air of the air spring is returned to the atmosphere. The height of the vehicle body is adjusted by being released and the height control of the air spring is performed, or the vehicle body is inclined at the curved portion of the traveling track.
And, particularly in the present invention, by providing the height control valve of the negative pressure tank and a high flow rate, and improve the efficiency of the supply and exhaust of compressed air for the air spring, the responsiveness of the height adjustment at the time of tilting operation I was able to improve.

Next, an embodiment of a railway vehicle according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic diagram illustrating an embodiment of an air spring height control device, and FIG. 2 is a schematic diagram illustrating an air spring and a height adjustment mechanism.
As shown in the figure, a railway vehicle has a vehicle body 1 mounted on a carriage 2 with left and right air springs 3L and 3R interposed therebetween. As described above, when the vehicle body is viewed in the rail direction, the height control part by the air spring is configured symmetrically. Therefore, for the symmetrical configuration, the left side will be left when “L” is added after the number. In the same way, when “R” is added, the one arranged on the right side is shown.

  The vehicle body 1 is installed on the carriage 2 through the air springs 3L and 3R, and vibrations from the carriage side are absorbed by the air spring. The air springs 3L and 3R are provided with height adjustment mechanisms such as height adjustment rods 4L and 4R and height control valves 5L and 5R. This is because the height of the air springs 3L and 3R changes depending on the load of passengers getting on and off and the inclination of the vehicle body while traveling, so the compressed air in the air springs 3L and 3R is kept constant so that the vehicle height is constant. Supply and exhaust air.

Height adjustment rods 4L constituting the height adjustment mechanism, 4R are air cylinders 6L, 6R are provided on the upper shaft. The air cylinders 6L and 6R are actuators that can be returned to the initial state by a spring force, and the piston rods 7L and 7R are connected to the insulators 9L and 9R. Here, FIG. 3 is a plan view showing a connecting portion from the piston rods 7L, 7R of the height adjusting mechanism to the height control valves 5L, 5R. The height control valves 5L and 5R are three-port switching valves, and projecting valve rods 8L and 8R for operating switching of each port. The levers 9L and 9R are orthogonally connected to the valve rods 8L and 8R, and the ports of the height control valves 5L and 5R are switched by the swing of the levers 9L and 9R.

  As shown in FIGS. 1 and 2, the height adjusting rods 4L and 4R are connected between the carriage 2 and the height control valves 5L and 5R provided on the vehicle body 1 side. Accordingly, the air springs 3L, 3R are deformed and the position of the vehicle body 1 is moved up and down, whereby the levers 9L, 9R are shaken, that is, the tip positions of the height adjusting rods 4L, 4R, that is, the piston rods 7L of the air cylinders 6L, 6R. The tip position of 7R is relatively displaced. The displacement of the piston rods 7L and 7R at the tip is transmitted as rotation of the valve rods 8L and 8R via the levers 9L and 9R. The ports of the height control valves 5L and 5R are switched so that compressed air is supplied from the air tank 12 to the air springs 3L and 3R, and compressed air is released from the air springs 3L and 3R to the atmosphere. It has come to be.

  Next, FIG. 4 is a conceptual diagram showing a piping configuration between the air tank 12 through which compressed air flows through the height control valves 5L, 5R and the air springs 3L, 3R. An air pipe 13 is connected to the air tank 12, and height control valves 5L and 5R are provided there. Between the height control valves 5L and 5R and the air springs 3L and 3R, a pipe line 15 provided with an on-off valve 14 and a pipe line 17 provided with a throttle 16 are connected in parallel. . This on-off valve 14 is a normally closed type, and the power is turned off, so that the on-off valve 14 is fully closed. On the other hand, the height control valves 5L and 5R still operate in accordance with the displacement of the height adjusting rods 4L and 4R. In this case, the supply and exhaust of compressed air to the air springs 3L and 3R is suppressed by the throttle 16 at that time. Can be performed via the flow path 17.

  As shown in FIG. 2, air cylinders 6L and 6R, which are spring return single-acting cylinders, have an air tank 12 connected to their cylinder chambers via electromagnetic switching valves 18L and 18R. Therefore, the air cylinders 6L and 6R are returned by extending the piston rods 7L and 7R with compressed air supplied to the cylinder chamber by switching the electromagnetic switching valves 18L and 18R, while releasing the compressed air in the cylinder chamber to the atmosphere. It is configured to be reduced by the urging force of the spring 6a to return to the initial state. The electromagnetic switching valves 18L and 18R that control the expansion and contraction of the air cylinders 6L and 6R are controlled to be switched by a command from the control device 20 mounted on the vehicle body 1.

  The control device 20 controls the raising and lowering of the vehicle body 1 and the inclination of the vehicle body 1, and as shown in FIG. 1, a vehicle height control unit 21, an abnormality diagnosis unit 22, a track data storage unit 23, and a spot information detection unit 24 have. Further, a platform height detection sensor 25 provided in the vehicle body 1 is connected to the vehicle height control unit 21, and a data depot installed in front of the curve portion of the vehicle track and the spot information detection unit 24 is detected. A vehicle speed / depot signal sensor 26 for receiving a point information signal from the ground unit is connected.

In the air spring height control device for a railway vehicle having such a configuration, the height control of the air springs 3L and 3R is performed by the following operation.
First, when passengers get on and off, the vehicle body 1 rises and falls with the load fluctuation, and the distance from the carriage 2 changes. Then, the height adjusting rods 4L and 4R connected to the vehicle body 1 and the carriage 2 are displaced in the axial direction relative to the vehicle body 1, and the air cylinders 6L and 6R integrated with the height adjusting rods 4L and 4R. The tip position of fluctuates.

  At this time, the levers 9L and 9R connected to the piston rods 7L and 7R are shaken to rotate the valve rods 8L and 8R of the height control valves 5L and 5R. That is, the levers 9L and 9R are shaken by the ups and downs of the vehicle body 1, the valve rods 8L and 8R rotate in a predetermined direction, and the ports of the height control valves 5L and 5R are switched. At this time, as shown in FIG. 4, the on-off valve 14 is closed, and the air springs 3L, 3R and the height control valves 5L, 5R are communicated with each other through a flow path 17 provided with a throttle 16. Therefore, the amount of compressed air supplied to and exhausted from the air springs 3L and 3R is small, and the height of the air springs 3L and 3R is adjusted slowly. When the insulators 9L and 9R return to the horizontal state, the ports are shut off and supply / exhaust of compressed air is stopped.

Therefore, when the passenger gets heavy, the air springs 3L and 3R are crushed and the vehicle body 1 is lowered, so that the height adjusting rods 4L and 4R are relatively raised, and the height control valves 5L and 5R are switched. Compressed air is sent from the air tank 12 to the air springs 3L and 3R. When the insulators 9L and 9R return to the horizontal state, the ports are blocked and the supply and exhaust of the compressed air is stopped, and the height of the vehicle body 1 is kept constant.
On the other hand, when the passenger gets off and becomes lighter, the load applied to the air springs 3L and 3R is reduced and the vehicle body 1 is raised, so that the height adjusting rods 4L and 4R are relatively lowered. Then, the height control valves 5L and 5R are switched, and the compressed air in the air springs 3L and 3R is released from the exhaust ports of the height control valves 5L and 5R. When the insulators 9L and 9R return to the horizontal state, the ports are blocked and the supply and exhaust of the compressed air is stopped, and the height of the vehicle body 1 is kept constant.

  Next, left and right ups and downs occur in the vehicle body 1 due to shaking or the like during traveling. In such a case, when the left and right air springs 3L, 3R move up and down relatively, the levers 9L, 9R are shaken to rotate the valve rods 8L, 8R, and the communication between the ports of the respective height control valves 5L, 5R is switched. . Therefore, for example, when the left side is lowered due to the leaning of the vehicle body, the compressed air from the air tank 12 is sent to the air spring 3L and swells in the vertical direction, and the compressed air is discharged from the air spring 3R to the atmosphere to the side. It is controlled so that the height of the vehicle body becomes constant by being deformed so as to spread. Thus, the height of the air springs 3L, 3R is kept constant.

  Incidentally, as described above, when the height adjusting rods 4L, 4R are relatively displaced up and down with the vertical movement of the vehicle body 1, the vehicle body is supplied by the compressed air supply / exhaust to the air springs 3L, 3R as described above. A height adjustment of 1 is made. However, in the present embodiment, air cylinders 6L and 6R are provided as actuators on the height adjusting rods 4L and 4R, and even if the vehicle body 1 does not fluctuate due to the expansion and contraction operation, the compression to the air springs 3L and 3R is apparently described as described above. The height and inclination of the vehicle body can be adjusted by supplying and exhausting air.

  In addition, when the railway vehicle travels on a curved portion, the height of the air springs 3L and 3R is positively changed to incline the vehicle body in order to improve the riding comfort during curved traveling at high speeds. For this purpose, the vehicle speed / depot signal sensor 26 receives a point information signal from a ground unit such as a data depot, and the vehicle height control unit 21 compares the detected vehicle speed with the track data stored in the track data storage unit 23. The Then, the inclination of the vehicle body 1 is controlled based on the curve shape information such as the curvature of the curve traveling portion and the cant amount. For example, a case where the vehicle body is tilted as shown in FIG. 5 when turning to the left will be described.

First, a control signal is sent from the vehicle height controller 21 based on various information, the electromagnetic switching valve 18R is switched, and compressed air is supplied from the air tank 12 to the air cylinder 6R. As a result, the stroke of the piston rod 7R extends as shown in FIG. As the piston rod 7R is extended, the lever 9R is swung to rotate the valve rod 8R, and the height control valve 5R is switched. Therefore, compressed air is supplied from the air tank 12 to the air spring 3R, the air spring 3R swells upward as shown in FIG. 6B, and the vehicle body 1 is tilted toward the inside of the curve as shown in FIG. . In this case, the on-off valve 14 that is opened, the height control valve 5L from the air tank 12 via line 15, to increase the air flow rate that is supplied to and discharged from the 5R, improve the responsiveness of the height adjustment ing.

And the vehicle body 1 is returned horizontally with the completion | finish of the curve part of a driving | running track. For this purpose, a point information signal from a ground unit such as a data depot and the vehicle speed detected by the vehicle speed / depot signal sensor 26 provided on the carriage 2 are compared with the track data stored in the track data storage unit 21. Similarly, a control signal is sent from the vehicle height control unit 21, the electromagnetic switching valve 18 is switched, compressed air is released from the air cylinder 6R to the atmosphere, and the stroke of the piston rod 7R contracts. Therefore, the valve rod 8R rotates via the lever 9R, the height control valve 5R is switched to communicate with the exhaust port, the compressed air in the air spring 3R is released to the atmosphere, and the vehicle body 1 returns to the horizontal.

Thus, in addition to the case where the height adjusting rods 4L and 4R themselves fluctuate up and down, the height adjusting rods 4L and 4R are apparently formed by extending and contracting the piston rods 7L and 7R of the air cylinders 6L and 6R. The insulators 9L and 9R swing up and down. Therefore, the height control valves 5L and 5R are switched by the expansion and contraction operation of the air cylinders 6L and 6R, and the height of the air springs 3L and 3R can be adjusted by supplying and exhausting compressed air.
Therefore, such an air spring height control device for a railway vehicle has a simple structure with a small number of parts using an existing system with high reliability, and does not affect the unsprung weight, thereby reducing the cost.

  By the way, in the air spring height control device for a railway vehicle having the above-described configuration, the compressed air supplied to and exhausted from the height control valves 5L and 5R by opening the on-off valve 14 provided in the pipe line 15 is provided. The flow rate is increased to improve the response. However, since the pressure difference between the air springs 4L and 4R and the atmosphere is small, the response is not sufficient. That is, there is a problem that the operation delay is conspicuous in adjusting the height of the vehicle body 1 by exhaust from the air springs 4L and 4R, and even if the vehicle body is tilted for the purpose of improving the curve passing speed, the ride comfort becomes worse due to the timing delay. It was. Then, the air spring height control apparatus of the railway vehicle which improved the responsiveness by adding various improvements based on the control apparatus mentioned above next is proposed.

First, FIG. 7 is a conceptual diagram of the first embodiment showing a pipe configuration between an air tank and compressed air through which compressed air flows via height control valves 5L and 5R.
Here, the exhaust ports of the height control valves 5L and 5R are not directly opened to the atmosphere, but a negative pressure tank 31 is connected for the purpose of increasing the pressure difference with the air springs 3L and 3R. The negative pressure tank 31 is connected to a compressor 32 for keeping the internal pressure always lower than the atmosphere.

  In addition, the compressor 32 is not driven at the time of failure such as power failure, and the compressed air in the air springs 4L and 4R is in a sealed state and cannot be exhausted. Therefore, a switching valve 33 for switching between the atmosphere and the negative pressure tank 31 is provided between the control valves 5L and 5R and the negative pressure tank 31 so that the exhaust ports of the control valves 5L and 5R are connected to the atmosphere in the event of a failure. It is connected to the. The switching valve 33 communicates with the atmospheric port when the power is turned off, and a silencer 34 is attached to the atmospheric port. If the compressor 32 is not sealed but communicates with the atmosphere, the switching valve 33 need not be provided.

  Therefore, for example, when the vehicle body is inclined at the curved portion of the track as described above, the vehicle speed / depot signal sensor 26 receives the point information signal from the depot ground element in the same manner, and is detected by the vehicle height control unit 21. The vehicle speed is compared with the track data stored in the track data storage unit 23. Then, the inclination of the vehicle body 1 is controlled based on the curve shape information such as the curvature of the curve traveling portion and the cant amount. That is, when the curve enters, for example, the stroke of the air cylinder 6R is controlled to be extended, the lever 9R is shaken with the extension operation of the piston rod 7R, the valve rod 8R is rotated, and the height control valve 5R is switched. Therefore, compressed air is supplied from the air tank 12 to the air spring 3R via the pipe line 15, and the vehicle body 1 is tilted toward the inside of the curve as shown in FIG.

  On the other hand, when passing through the curve, the electromagnetic switching valve 18 is switched to release the compressed air in the air cylinder 6R to the atmosphere, and the stroke of the piston rod 7R contracts. Then, the valve rod 8R rotates through the lever 9R, the height control valve 5R is switched to communicate with the exhaust port, and the compressed air in the air spring 3R is released through the pipe line 15. In particular, in this embodiment, the negative pressure tank 31 is evacuated by the compressor 32, and the pressure difference with the air spring 3R is large. Therefore, the compressed air in the air spring 3R is exhausted vigorously by switching the height control valve 5R, and the vehicle body 1 returns to the horizontal. The compressed air in the air spring 3 </ b> R pulled by the negative pressure tank 31 is released from the compressor 32 to the atmosphere.

When the power is turned off, the switching valve 33 is switched to the atmospheric port as shown in the figure, and is opened to the atmosphere from here through the silencer 34, and the compressed air in the air spring 3R is discharged. The Therefore, it is possible to avoid a dangerous state in which the vehicle body is tilted.
Therefore, in the present embodiment, since the negative pressure tank 31 is brought into a negative pressure state by the compressor 32, the compressed air can be rapidly discharged from the air springs 3L, 3R. Responsiveness to improved.

Next, FIG. 8 is a conceptual diagram of a second embodiment showing a piping configuration between an air tank and compressed air through which compressed air flows via the height control valves 5L and 5R.
From the air tank 12 to the air springs 3L and 3R, height control valves 5L and 5R are piped to the air pipe line 13, and a pipe line 15 is further connected. In this embodiment, a quick exhaust valve 35 is provided in the pipe line 15. The quick exhaust valve 35 is, for example, a diaphragm system, and is configured such that a port is switched by a differential pressure between the height control valve sides 5L and 5R and the air springs 3L and 3R.

  That is, when the compressed air of the air tank 12 is supplied from the height control valve side 5L, 5R, the quick exhaust valve 35 presses the diaphragm to close the exhaust port, passes through the pipe line 15 and the air springs 3L, 3R side. It is supposed to flow through. On the other hand, when the compressed air is discharged from the air springs 3L and 3R, the diaphragm moves to the height control valves 5L and 5R (in the state shown in the figure), and the exhaust port of the quick exhaust valve 35 opens. Yes.

  It is desirable that a silencer, a filter, or a check valve is connected to the exhaust port of the quick exhaust valve 35. This is because by providing a filter and a check valve, it is possible to prevent entry of dust and the like and to prevent malfunction of the quick exhaust valve 35. In addition, it is conceivable that a malfunction may occur due to the freezing of the diaphragm in winter, so it is desirable that the quick exhaust valve 35 be equipped with an electric heater so that it can be heated.

Therefore, when the vehicle body is tilted at the curved portion of the track as described above, the vehicle speed / depot signal sensor 26 similarly receives the point information signal from the depot ground element, and the vehicle height control unit 21 detects the detected vehicle speed. And the orbit data stored in the orbit data storage unit 23 are compared. Then, the inclination of the vehicle body 1 is controlled based on the curve shape information such as the curvature of the curve traveling portion and the cant amount.
That is, when the curve enters, for example, the stroke of the air cylinder 6R is controlled to be extended, the lever 9R is shaken with the extension operation of the piston rod 7R, the valve rod 8R is rotated, and the height control valve 5R is switched.

At this time, the compressed air in the air tank 12 flows into the pipe line 15 through the height control valve 5R. In the quick exhaust valve 35, the exhaust port is closed by the pressure of the compressed air that has flowed in, so the compressed air flows through the pipe line 15 and is supplied to the air spring 3R. Therefore, as shown in FIG. 5, the vehicle body 1 is tilted toward the inside of the curve.
On the other hand, when passing through the curve, the electromagnetic switching valve 18 is switched to release the compressed air in the air cylinder 6R to the atmosphere, and the stroke of the piston rod 7R contracts. Then, the valve rod 8R rotates through the lever 9R, and the height control valve 5R is switched to communicate with the exhaust port. As a result, in the quick exhaust valve 35, the pressure on the height control valve 5R side decreases, the diaphragm fluctuates due to the pressure in the pipe line 15, and the exhaust port opens as shown in the figure.

Therefore, compressed air outlet or found in air spring 3R big quick exhaust valve 35 of the aperture cross-section is vigorously discharged body 1 returns to the horizontal.
Therefore, in this embodiment, since the quick exhaust valve 35 can quickly discharge the compressed air from the air springs 3L and 3R, the responsiveness to the height adjustment of the vehicle body 1 is improved.

Next, FIG. 9 is a conceptual diagram of a third embodiment showing a piping configuration between an air tank and compressed air through which compressed air flows via a height control valve.
By the way, dead zones are provided in the height control valves 5L and 5R. FIG. 11 is a graph showing the flow rate of the height control valve with respect to the lever angle at which the lever swings. The dead zone is a finite range of input change that does not produce any appreciable change in the output variable, or an extremely small flow rate (for example, it takes 20 seconds to rise 10 mm). The range where the body does not move with it.

  For example, the height control valves 5L and 5R used in the present embodiment have the levers 9L and 9R in the horizontal state as shown in FIG. 2, and the flow rate increases as the lever angle changes. It is configured to stop the flow when it reaches zero. The dead zone also has a displacement dead zone and a velocity dead zone. In the displacement dead zone, as shown in the figure, in a predetermined region including a lever angle of zero, even if the levers 9L and 9R are swung, no fluid flows and the flow rate is zero. On the other hand, in the speed dead zone, after a predetermined flow rate of fluid flows outside the displacement dead zone, the flow rate changes only slightly with respect to the change in the lever angle.

  By providing dead zones in the height control valves 5L and 5R in this manner, even if the insulators 9L and 9R are shaken due to subtle vibrations, compressed air is not supplied or exhausted in response thereto. That is, since the railcar always produces some shaking, if it always reacts to the subtle shaking, it will cause hunting and uselessly spilled compressed air.

  Therefore, in this embodiment, height control valves 5L1 and 5R1 and height control valves 5L2 and 5R2 having different dead zones are provided. One of the height control valves 5L1 and 5R1 is the same as that used in the above embodiment. For example, the dead zone width is about 5 mm of the displacement of the height adjusting rods 4L and 4R. The control valves 5L2 and 5R2 have a larger dead zone width and are about 8 to 12 mm wide in displacement of the height adjusting rods 4L and 4R. The maximum flow rate of the height control valves 5L2 and 5R2 is designed to be larger than that of the height control valves 5L1 and 5R1. Although not shown in detail, the left and right sets of height control valves 5L1, 5L2 or height control valves 5R1, 5R2 are connected to the same piston rods 7L, 7R with levers 9L1, 9L2, and levers 9R1, 9R2. ing.

In this embodiment, the height adjustment is performed as follows by using two height control valves having different flow rates and dead zones for one air spring.
First, when the vehicle body 1 is lifted and lowered by passengers getting on and off, and the height adjusting rods 4L and 4R are displaced by a small distance in the axial direction, the height control valve having a large dead zone even if the levers 9L1, 9L2 / 9R1, and 9R2 swing. 5L2 and 5R2 communicate with the ports of the height control valves 5L1 and 5R1 having a small dead zone while the ports are closed. Therefore, compressed air is supplied to and exhausted from the air springs 3L, 3R only through the height control valves 5L1, 5R1.

  On the other hand, when the vehicle body is inclined at the curved portion of the track, for example, the stroke of the air cylinder 6R is controlled to be extended when the curve enters, based on the curved shape information such as the curvature of the curved traveling portion and the cant amount. As the rod 7R is extended, the levers 9R1 and 9R2 are greatly swung to rotate the valve rods 8R1 and 8R2, and the ports of both height control valves 5R1 and 5R2 are switched over a large dead zone width in the height control valve 5R2. . At this time, the compressed air in the air tank 12 flows through the height control valves 5R1 and 5R2 to the pipeline 15 side. Accordingly, compressed air is rapidly supplied from the air tank 12 having a large pressure difference to the air spring 3R, and the vehicle body 1 is tilted toward the inside of the curve as shown in FIG.

Then, when passing through the curve, the electromagnetic switching valve 18 is switched, the compressed air in the air cylinder 6R is released to the atmosphere, and the stroke of the piston rod 7R contracts. Then, the valve rods 8R1, 8R2 rotate via the insulators 9R1, 9R2, and the height control valves 5R1, 5R2 are switched to communicate with the exhaust port. Accordingly, the compressed air in the air spring 3R is vigorously discharged from the height control valves 5R1 and 5R2 to the atmosphere, and the vehicle body 1 returns to the horizontal.
Therefore, in this embodiment, since the compressed air can be rapidly discharged from the air springs 3L, 3R by providing the height control valve 5R2 with a large flow rate, the responsiveness to the height adjustment of the vehicle body 1 is achieved. Improved.

Next, FIG. 10 is a conceptual diagram of a fourth embodiment showing a piping configuration between an air tank and compressed air through which compressed air flows via a height control valve.
An air pipe 13 is connected to the air tank 12, and in this embodiment, height control valves 50L and 50R with large flow rates are connected thereto. Between the height control valves 50L, 50R and the air springs 3L, 3R, a normally open type open / close valve 36 and a throttle 37 are connected to the pipe line 15, and the flow rate is proportional to the pipe line 17 connected in parallel. A control valve 38 is connected. In the present embodiment, when the power is turned off, the on-off valve 36 is fully opened, and even if the height control valves 50L and 50R are operated, the flow rate is suppressed by the throttle 37 and the compressed air is supplied to the air springs 3L and 3R. Supply and exhaust can be performed through the flow path 15.

In the present embodiment, the flow control is performed by the flow proportional control valve 38 by using the high flow height control valves 50L and 50R for supplying and exhausting the air springs 3L and 3R in the following manner. Height adjustment is performed.
First, when the vehicle body 1 is lifted and lowered by the passenger getting on and off and the height adjusting rods 4L and 4R are displaced by a small distance in the axial direction, the levers 9L and 9R are shaken and the height control valves are rotated by the rotation of the valve rods 8L and 8R. 50L and 50R are switched. Therefore, compressed air is supplied to and exhausted from the air springs 3L, 3R via the height control valves 50L, 50R. At this time, if the compressed air is vigorously supplied and exhausted through the flow control valves 50L and 50R with a large flow rate, the body roll hunting is likely to occur and the ride comfort is deteriorated.

On the other hand, when the vehicle body is tilted at the curved portion of the track, the stroke of the air cylinder 6R is controlled to extend, for example, when the curve enters, based on the curved shape information such as the curvature of the curved traveling portion and the cant amount. With the extension operation of the rod 7R, the lever 9R is greatly shaken to rotate the valve rod 8R, and the height control valve 50R is switched. At this time, the valve opening degree of the flow rate proportional control valve 38 is increased. Accordingly, compressed air is rapidly supplied from the air tank 12 having a large pressure difference to the air spring 3R, and the vehicle body 1 is tilted toward the inside of the curve as shown in FIG.

Then, when passing through the curve, the electromagnetic switching valve 18 is switched, the compressed air in the air cylinder 6R is released to the atmosphere, and the stroke of the piston rod 7R contracts. Then, the valve rod 8R rotates through the lever 9R, the height control valve 50R is switched, and the exhaust port communicates. Therefore, since the valve opening degree of the flow rate proportional control valve 38 is also large at this time, the compressed air in the air spring 3R is vigorously discharged from the high flow height control valve 50R to the atmosphere, and the vehicle body 1 is leveled. Return. However, even when the vehicle is returned to the horizontal position or when the vehicle body 1 is tilted as described above, since the compressed air is supplied and exhausted vigorously, the valve opening degree of the flow rate proportional control valve 38 is reduced immediately before the end of the tilting operation. So that it does not stop suddenly.

In the present embodiment, the vehicle body 1 can be tilted at an arbitrary angle by stopping the tilting operation halfway. FIG. 12 is a diagram showing a tilt command calculation flow when the tilt angular velocity is adjusted by the flow rate proportional control valve 38.
First, it is confirmed whether or not the vehicle 1 is passing the curve (S101). During traveling on a straight line (S101: NO), since it is not necessary to tilt the vehicle body, the tilt ON-OFF command is output OFF (S141), and the flow rate proportional control valve 38 is controlled to be fully closed (S142). Then, the on-off valve 36 is controlled to be in an open state (S143). The tilt ON-OFF command is a command for switching the electromagnetic switching valve 18, and the height control valve 50L. 50R supply / exhaust is selected.

  On the other hand, when it is confirmed that the vehicle 1 is passing through the curve (S101: YES), the maximum equilibrium inclination angle θ1max of the curve during the passage is calculated (S102), and the balance of the current position where the vehicle 1 travels is calculated. The inclination angle θ1 is calculated (S103). Then, the tilt command value θ2 is obtained from the value thus calculated (S104). That is, the tilt command value θ2 is a value obtained by multiplying the balanced tilt angle θ1 by the maximum tilt angle θmax and further dividing by the maximum balanced tilt angle θ1max. Furthermore, the actual inclination angle θ3 of the vehicle body is measured (S105), and the difference between the inclination command value θ2 and the actual vehicle body inclination angle θ3 is compared with the set threshold value (S106).

Therefore, if the value of θ2−θ3 is larger than the threshold value (S106: YES), the inclination ON-OFF command is turned ON (S111), and the flow rate proportional control valve 38 is supplied to supply compressed air to the air spring. The opening degree is controlled by (θ2−θ3) · gain (S112), and the on-off valve 36 is closed (S113).
On the other hand, when the value of θ2−θ3 is smaller than the threshold value (S106: NO), the value obtained by subtracting the tilt command value θ2 from the vehicle body tilt angle θ3 is compared with the threshold value (S107). If the value of θ3-θ2 is larger than the threshold value (S107: YES), the inclination ON-OFF command is turned ON (S121), and the flow rate proportional control valve 38 is opened to exhaust the compressed air from the air spring. The degree is controlled by (θ3−θ2) · gain (S122), and the on-off valve 36 is closed (S123).
If the value of θ3-θ2 is smaller than the threshold value (S107: NO), the inclination ON-OFF command is turned ON (S131), and the flow rate is set to temporarily stop the supply and exhaust of compressed air to the air spring. The proportional control valve 38 is fully closed (S132), and the on-off valve 36 is opened (S133).

Therefore, in this embodiment, since the high flow height control valves 50L and 50R are provided, the compressed air can be rapidly supplied and exhausted from the air springs 3L and 3R. Improved. Further, by adjusting the flow rate by the flow rate proportional control valve 38, deterioration of the riding comfort due to intense supply and exhaust of compressed air is prevented.
And in this railway vehicle, it has information such as relaxation curve length, curvature value, cant value, traveling speed, and when it enters the curve, what speed should be tilted to calculate the vehicle body, You can run smoothly on the curve. In this embodiment, since the flow rate is adjusted by the flow rate proportional control valve 38, the high flow height control valves 50L and 50R may have no dead zone.

As mentioned above, although several embodiment was demonstrated about the rail vehicle of this invention provided with the air spring height control apparatus, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning. is there.
For example, in the fourth embodiment, the flow rate proportional control valve 38 is replaced with the height control valve 50L. 50R and the air springs 3L, 3R are provided, but the air tank 12 and the height control valve 50L. 50R and the height control valve 50L. You may make it each provide in 50R exhaust port.
In the fourth embodiment, one flow proportional control valve 38 that can flow fluid in both directions is used. However, for example, two flow proportional valves that can flow fluid in only one direction have their check valves in opposite directions. You may make it connect.

It is the schematic which showed one Embodiment of the air spring height control apparatus. It is the schematic which showed the air spring and the height adjustment mechanism. It is the top view which showed the connection part from piston rod 7L, 7R of a height adjustment mechanism to height control valve 5L, 5R. It is the conceptual diagram which showed the piping structure between the air tank 12 and the air springs 3L and 3R through which compressed air flows via the height control valves 5L and 5R. It is the schematic which showed one Embodiment of the air spring height control apparatus, and is the figure which showed the state which inclined the vehicle body. It is the schematic of the state which extended the air cylinder from normal time about one Embodiment of an air spring height control apparatus. It is a conceptual diagram of 1st Embodiment which showed the piping structure between the air tank and compressed air which a compressed air flows through height control valve 5L, 5R. It is a conceptual diagram of 2nd Embodiment which showed the piping structure between the air tank and compressed air through which compressed air flows via height control valve 5L, 5R. It is a conceptual diagram of 3rd Embodiment which showed the piping structure between the air tank and compressed air which a compressed air flows through height control valve 5L, 5R. It is a conceptual diagram of 4th Embodiment which showed the piping structure between the air tank and compressed air which a compressed air flows through height control valve 5L, 5R. It is the figure which showed the flow volume of the height control valve with respect to the lever angle which a lever swings in the graph. In 4th Embodiment, it is the figure which showed the inclination command calculation flow in the case of adjusting inclination angular velocity with a flow proportional control valve.

Explanation of symbols

1 Car body 2 Bogies 3L, 3R Air springs 4L, 4R Height adjusting rods 5L, 5R Height control valves 6L, 6R Air cylinders 7L, 7R Air cylinder piston rods 8L. 8R valve stem 9L, 9R insulator 12 air tank 20 controller 31 negative pressure tank 32 compressor 35 rapid exhaust valve 38 flow proportional control valve

Claims (5)

An air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve for controlling supply and exhaust of compressed air to the air spring are provided. The height control valve is connected to the carriage. It is switched by the vertical displacement of a height adjusting rod connected between them, and controls the supply and exhaust of compressed air to and from the air spring. Between the height adjusting rod and the height control valve, Railway vehicle having an air spring height control device provided with a vehicle height controller that transmits the displacement of the height adjusting rod to the height control valve as it is and provides the apparent displacement of the height adjusting rod to the height control valve In
A negative pressure tank maintained at a negative pressure is provided downstream of the exhaust port of the height control valve, a compressor is connected to the downstream of the negative pressure tank, and further, the height control valve and the negative pressure tank are connected to each other. A railway vehicle characterized in that a switching valve for switching communication between the negative pressure tank and the atmosphere is connected therebetween . An air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve for controlling supply and exhaust of compressed air to the air spring are provided. The height control valve is connected to the carriage. It is switched by the vertical displacement of a height adjusting rod connected between them, and controls the supply and exhaust of compressed air to and from the air spring. Between the height adjusting rod and the height control valve, Railway vehicle having an air spring height control device provided with a vehicle height controller that transmits the displacement of the height adjusting rod to the height control valve as it is and provides the apparent displacement of the height adjusting rod to the height control valve In
The height control valve includes a first height control valve having a narrow dead zone width and a small flow rate, and a second height control valve having a wide dead zone width and a large flow rate, and the first and second height control valves. Are connected to the one height adjusting rod. An air spring disposed between the vehicle body and the carriage, an air tank provided on the vehicle body side, and a height control valve for controlling supply and exhaust of compressed air to the air spring are provided. The height control valve is connected to the carriage. It is switched by the vertical displacement of a height adjusting rod connected between them, and controls the supply and exhaust of compressed air to and from the air spring. Between the height adjusting rod and the height control valve, Railway vehicle having an air spring height control device provided with a vehicle height controller that transmits the displacement of the height adjusting rod to the height control valve as it is and provides the apparent displacement of the height adjusting rod to the height control valve In
A railway vehicle, wherein a flow rate proportional control valve is connected between the height control valve and an air spring. In the railway vehicle according to claim 3 ,
A railway vehicle characterized in that it is a single flow proportional control valve, and allows compressed air to flow bidirectionally between the height control valve and an air spring. The railway vehicle according to any one of claims 1 to 4 ,
The vehicle height controller is an air cylinder including a return spring provided coaxially and integrally with the height adjusting rod, the piston rod of which is a valve rod for operating the switching of the height control valve; A railway vehicle characterized by being connected via an insulator.

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