JP5881516B2 - Railway vehicle body tilting device - Google Patents

Description

  The present invention includes a high-pressure tank and a low-pressure tank whose internal pressure is adjusted in advance, and the vehicle body inclination of a railway vehicle is controlled by exchanging compressed air between a pair of left and right air springs. Relates to the device.

  Railcars are equipped with an air spring that absorbs vibration between the car body and the bogie, and the amount of air in the air spring can be adjusted by air supply and exhaust performed by the car body tilting device, allowing the height and inclination of the car body to be adjusted. There is something that was made. According to this, when running on a curve, the height of the left and right air springs is forcibly changed, and the vehicle body is tilted to avoid shortage. In the vehicle body tilting device described in Patent Document 1 below, compressed air is stored in the main tank by a compressor mounted on the vehicle body, and the air spring is expanded by the compressed air supplied from the main tank. By releasing the compressed air to the atmosphere, the air spring is contracted.

Japanese Patent No. 3814237 Japanese Utility Model Publication No. 61-95609 JP 2009-46027 A

  By the way, in the section where a curve continues like a mountainous part etc., the frequency | count of air supply / exhaust with respect to an air spring increases, and the consumption of compressed air will also increase. Therefore, a structure has been adopted in which a large capacity compressor or air tank is used or a plurality of small capacity ones are provided so that the pressure of the compressed air does not decrease. However, there is a problem that the installation space is difficult because of the small equipment space under the vehicle body, and the initial cost and the maintenance cost are increased.

  In this regard, Patent Documents 2 and 3 disclose inventions relating to a vehicle body posture control device for an automobile in which the energy consumption of the compressor is reduced. A high pressure side tank for supplying compressed air to the air spring and a low pressure side tank for receiving compressed air discharged from the air spring. Compressed air is supplied from the high-pressure side tank, and compressed air is discharged from the upper air spring to the low-pressure side tank. However, these are intended for vehicle attitude control, and do not actively tilt the vehicle body by extending the air spring itself as in the present invention.

  Therefore, the present invention provides a vehicle body tilting device for a railway vehicle that controls the tilt of a vehicle body by exchanging compressed air between a pair of left and right air springs, a high-pressure side tank, and a low-pressure side tank. Objective.

  A vehicle body tilting apparatus for a railway vehicle according to the present invention includes a pair of left and right air springs disposed between a vehicle body and a carriage, and a high-pressure side tank and a low-pressure side tank connected via an inclination control valve. By switching one of the pair of left and right air springs communicating with the high pressure side tank or the low pressure side tank by switching the control valve, and controlling the inclination of the vehicle body by contracting the other, A booster pump for increasing or decreasing the internal pressure of the tank and the low-pressure side tank, the low-pressure side tank being provided in an input-side pipe connected between the input port and the control valve for tilting, and an output port and the control for tilting An output side pipe connected to the valve has an inclination preparation circuit provided with the high pressure side tank, and a ring connected to the input port and the output port of the booster pump. A switching valve is provided in the pipe, an idling circuit that switches between communication and blocking of the input port and output port is formed, and the control valve for tilting, the booster pump, and the switching valve are controlled by a control device. It is characterized by.

Further, in the vehicle body tilting apparatus for a railway vehicle according to the present invention, before the control device controls the tilting of the vehicle body, the booster pump is driven in advance, the inside of the low-pressure side tank is set to a low pressure, and the inside of the high-pressure side tank is Is prepared for a high-pressure inclination, the inclination control valve is switched at a predetermined timing, compressed air is sent from the high-pressure side tank to one of a pair of left and right air springs, and the other air spring is supplied to the low-pressure side. Compressed air is drawn into the tank, and when the booster pump is started to drive, the idling circuit is made to communicate with the switching valve for a predetermined time, and the compressed air is circulated in the annular pipe to boost the booster pump. Preferably, the pump is idled.
In the vehicle body tilting apparatus for a railway vehicle according to the present invention, the control device operates the tilting control valve before the idling is performed, and the input side pipe and the output side pipe and the pair of right and left air It is preferable that the connection with each pipe communicating with the spring is alternately switched instantaneously.
In the vehicle body tilting apparatus for a railway vehicle according to the present invention, it is preferable that a pressure sensor is provided in the high-pressure side tank, and the control device controls the booster pump based on a detection value of the pressure sensor. .

Further, the vehicle body tilting apparatus for a railway vehicle according to the present invention is configured to detect the vertical displacement of a height control valve provided for each of the pair of left and right air springs and a height adjusting rod connected to the carriage side. A height adjusting mechanism having a link mechanism for transmitting rotation to a valve stem of the height control valve fixed on the side, and an actuator in the link mechanism for rotating the valve stem; Preferably, the actuator is driven at a predetermined timing, and compressed air is supplied to and discharged from the pair of left and right air springs via the height control valve.
Moreover, the vehicle body tilting apparatus for a railway vehicle according to the present invention is preferably a direct acting actuator in which the actuator is integrally formed on a transmission path between the height adjusting rod and the height adjusting valve.

  According to the present invention, the booster pump is driven to create a pressure difference between the high-pressure side tank and the low-pressure side tank in the tilt preparation circuit, thereby sending compressed air from the high-pressure side tank to one of the pair of left and right air springs. Since the vehicle body is tilted so that the compressed air discharged from the air spring is drawn into the low-pressure side tank, consumption of the compressed air can be greatly suppressed. Further, when the booster pump starts to be driven, the compressed air is circulated in an idle state in the idling circuit, thereby enabling stable operation avoiding malfunction of the booster pump.

It is the schematic which showed one Embodiment of the vehicle body tilting apparatus. It is the top view which showed the connection part from the cylinder for height adjustment to a height control valve. It is the conceptual diagram which showed the piping structure of the height control valve provided between the main tank and the air spring. It is the schematic which showed the air spring and the height adjustment mechanism. It is the circuit diagram shown about the 1st proposal of the differential pressure | voltage inclination mechanism with respect to a right and left air spring. It is the circuit diagram shown about the 2nd proposal of the differential pressure | voltage inclination mechanism with respect to a right and left air spring. It is the circuit diagram shown about the 3rd plan of the differential pressure | voltage inclination mechanism with respect to a right and left air spring. It is the circuit diagram shown about the 4th plan of the differential pressure | voltage inclination mechanism with respect to a right and left air spring.

  Next, an embodiment of a railway vehicle body tilting apparatus according to the present invention will be described below with reference to the drawings. FIG. 1 is a schematic view showing an embodiment of a vehicle body tilting apparatus. In a railway vehicle, a vehicle body 1 is mounted on a carriage 2 via air springs 3L and 3R. The vehicle body tilting device of the present embodiment is configured with a symmetrical structure with respect to such air springs 3L, 3R. Therefore, the reference numerals of the respective components used in the drawings and the following description indicate those arranged on the left side when “L” is appended to the number, and are arranged on the right side when “R” is added. It shall be shown.

  The air springs 3L and 3R are configured with a height adjusting mechanism including height adjusting rods 4L and 4R, height control valves 5L and 5R, and the like. This is to incline the vehicle body to compensate for the shortage of the cant and to keep the vehicle height constant with respect to load fluctuations. Supply and exhaust compressed air to and from the air springs 3L and 3R. , 3R height adjustment. The height adjusting rods 4L and 4R are provided with height adjusting cylinders 6L and 6R on the upper coaxial axis as actuators. The height adjusting cylinders 6L and 6R are extended by compressed air and contracted by a spring force, and insulators 9L and 9R are connected to the ends.

  FIG. 2 is a plan view showing a connecting portion from the height adjusting cylinder 6R to the height control valve 5R. Here, only the right side configuration of FIG. 1 is shown, but the left side is similarly configured. The height control valve 5R is a three-port switching valve, and a valve rod 8R for operating switching of each port is projected, and a lever 9R is connected to the valve rod 8R in the orthogonal direction. The lever 9R, the height adjustment rod 4R, and the height adjustment cylinder 6R constitute a link mechanism for rotating the valve rod 8R. Therefore, the lever 9R swings due to the vertical displacement of the height adjusting rod 4R and the expansion and contraction of the height adjusting cylinder 6R, and the valve rod 8R rotates to switch the port of the height control valve 5R.

  The height control valves 5L and 5R are provided on the vehicle body 1 side. Therefore, if the air springs 3L and 3R expand and contract in the state shown in FIG. 1, the distance between the vehicle body 1 and the carriage 2 changes, and the height adjusting rods 4L and 4R are displaced in the vertical direction accordingly. The levers 9L and 9R are swung, and the rotation direction of the valve rods 8L and 8R, that is, the switching of the ports of the height control valves 5L and 5R is determined depending on the swinging direction. By such port switching, compressed air is supplied to the air springs 3L and 3R from the main tank 12, which is an air source reservoir, or compressed air is discharged from the air springs 3L and 3R to the atmosphere.

  Next, FIG. 3 is a conceptual diagram showing a piping structure of the height control valve 5R provided between the main tank 12 and the air spring 3R. Here, only the configuration on the right side of FIG. 1 is shown, but the configuration on the left side is the same. The air spring 3R is connected to the main tank 12 by a pipe 13R. A height control valve 5R is connected to the pipe 13, and a pipe line 15R provided with a normally closed on-off valve 14R and a pipe line 17R provided with a throttle 16R are disposed in parallel with the air spring 3R. It is connected. This is because even when the power is turned off, the compressed air flows through the throttle 16R, and the compressed air is supplied and exhausted with a reduced flow rate to the air spring 3R.

  FIG. 4 is a schematic view showing an air spring and a height adjusting mechanism. Here, only the configuration on the right side of FIG. 1 is shown, but the configuration on the left side is the same. Further, the configuration of the on-off valve 14R and the throttle 16R shown in FIG. 3 is omitted. A stroke adjusting valve 18R is connected between the height adjusting cylinder 6R and the main tank 12. The height adjusting cylinder 6R is constituted by a pair of upper and lower air cylinders 161 and 162, and the stroke adjusting valve 18R is constituted by a pair of electromagnetic valves 181 and 182 corresponding thereto. Therefore, the stroke adjustment of the height adjusting cylinder 6R is performed by opening and closing the set of solenoid valves 181 and 182.

  The control device 20 controls the raising and lowering and tilting of the vehicle body 1, and includes a vehicle height control unit 21, an abnormality diagnosis unit 22, a track data storage unit 23, and a point information detection unit 24 as shown in FIG. ing. The vehicle height control unit 21 is connected to a platform height detection sensor 25 provided on the vehicle body 1, and the point information detection unit 24 is connected to the ground such as a data depot installed in front of the vehicle speed detection and the curve part of the traveling track. A vehicle speed / depot signal sensor 26 for receiving a point information signal from the child is connected.

  FIG. 5 is a circuit diagram showing a first proposal of a differential pressure tilt mechanism for the left and right air springs 3L, 3R. The air springs 3L and 3R are connected to the main tank 12 via height control valves 5L and 5R, respectively. Although omitted in FIG. 5, pipes 32L and 32R branch to pipes 31L and 31R between the on-off valves 14L and 14R and throttles 16L and 16R shown in FIG. 3 and the air springs 3L and 3R. .

  The left and right air springs 3 </ b> L and 3 </ b> R are connected to a high-pressure side tank 37 and a low-pressure side tank 38 via an inclination control valve 33. In addition to the air springs 3L, 3R side pipes 32L, 32R, an output side pipe 35 and an input side pipe 36 connected to the booster pump 34 are connected to the control valve 33 for tilting. A high pressure side tank 37 is connected, and a low pressure side tank 38 is connected to the input side pipe 36.

  The tilting control valve 33 is a four-port solenoid valve. The high pressure side tank 37 and the low pressure side tank 38 are alternately arranged with respect to the central block 332 that cuts off all connected pipes and the left and right air springs 3L and 3R. The left block 331 and the right block 333 can be connected to each other. The differential pressure gradient mechanism 30 drives the booster pump 34 to place the high-pressure side tank 37 in a pressurized state while the low-pressure side tank 38 is in a low-pressure state, and to one of the air springs 3L and 3R. Thus, the compressed air is supplied, and the other side is configured to create an inclined preparation state for exhausting the compressed air.

  Further, an annular pipe 46 that connects the input / output port of the booster pump 34 is connected to the differential pressure gradient mechanism 30 via a high-pressure side tank 37, and an idling electromagnetic valve 45 is provided in the annular pipe 46. . When the idling electromagnetic valve 45 is opened, the annular pipe 46 is communicated, and the booster pump 34 is driven to circulate the compressed air. This is because suddenly supplying / exhausting compressed air between the high-pressure side tank 37 and the low-pressure side tank 38 may cause a load on the pump motor 42 and cause malfunction. Thus, in the present embodiment, idling for driving the booster pump 34 without load is performed in advance.

  Incidentally, the high pressure side tank 37 is provided with a pressure sensor 41. The control device 20 for performing vehicle body tilt control is connected to a pump motor 42, a tilt control valve 33, and an idling electromagnetic valve 45 in addition to the pressure sensor 41. Although not shown, the low-pressure side tank 38 is provided with a low-pressure limit switch and a negative pressure relief so that the operation is more stable when creating an inclined preparation state for supplying and exhausting compressed air.

Subsequently, the tilt control of the vehicle body 1 will be described.
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. Therefore, in the height adjusting mechanism shown in FIG. 1 and the like, the height adjusting rods 4L and 4R are relatively displaced in the vertical direction with respect to the vehicle body 1, and accordingly, the levers 9L and 9R are swung, and the valve rods 8L and 8L 8R rotates and the height control valves 5L and 5R are switched. Since the on-off valves 14L and 14R (see FIG. 3) are closed, compressed air flows through the throttle 16, and the air springs 3L and 3R are supplied and exhausted. When the insulators 9L and 9R return to the horizontal state, the height control valves 5L and 5R are switched again to stop the supply and exhaust of the compressed air.

  That is, if 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. Then, compressed air is sent from the main tank 12 to the air springs 3L and 3R. On the other hand, when the passenger gets off and gets lighter, the vehicle body 1 is raised and the height adjusting rods 4L and 4R are relatively lowered. Therefore, the height control valves 5L and 5R are switched, and the compressed air in the air springs 3L and 3R is switched. Is released into the atmosphere. In either case, after the air springs 3L, 3R are expanded or contracted by a certain amount, the insulators 9L, 9R return to the horizontal state, the ports are shut off, the supply / exhaust of the compressed air is stopped, and the vehicle body 1 is Stable at a predetermined height.

  In addition to such height adjustment of the vehicle body 1, the height adjustment mechanism supplies and exhausts compressed air to and from the air springs 3 </ b> L and 3 </ b> R in order to compensate for the shortage of the cant, thereby enabling traveling with controlled inclination of the vehicle body 1. In a running railway vehicle, the vehicle speed / depot signal sensor 26 receives a point information signal from a ground unit such as a data depot. In the control device 20, the vehicle speed detected by the vehicle height control unit 21 is compared with the track data stored in the track data storage unit 23. The vehicle body tilt control is executed according to the vehicle body tilt control program stored in the vehicle height control unit 21 based on the curve portion information such as the curvature of the curved portion and the cant amount.

  In the present embodiment, by switching the tilt control valve 33, compressed air is supplied from the high pressure side tank 37 to one of the left and right air springs, and the compressed air is discharged from the other air spring by drawing into the low pressure side tank 38. As a result, the vehicle body tilts in a predetermined direction. In the differential pressure inclination mechanism 30, in order to control the inclination of the vehicle body 1 in this manner, the inside of the high-pressure side tank 37 is previously pressurized to a set value, and conversely, the inside of the low-pressure side tank 38 is reduced to the set value, and compressed air is supplied and exhausted. A tilt ready state is created.

  At that time, first, the connection with the piping to the tilt control valve 33 is instantaneously switched by alternately switching the left and right blocks 331 and 333 so that the horizontal vehicle body does not tilt. This is because the left and right air springs 3L, 3R communicate with the tanks 37, 38 on both sides, respectively, so that the pressure in the air springs 3L, 3R is higher than the low pressure side tank 38, and then the pressure is reduced. This is because the inclination control is performed in a state where the pressure in the air springs 3L, 3R is higher than the pressure in the air pressure 38.

  After such a switching operation of the tilt control valve 33, the driving of the pump motor 42 is started, and the idling electromagnetic valve 45 is opened for 3 seconds from the start, and an idling state is created. That is, the compressed air sent out from the booster pump 34 passes through the high-pressure side tank 37 and circulates in the annular pipe 46 in an unloaded state. After 3 seconds, the idling electromagnetic valve 45 is closed, and the inflow of compressed air into the annular tube 46 is stopped. As a result of the continued drive of the booster pump 34, compressed air is sent from the low-pressure side tank 38 to the high-pressure side tank 37 in the closed flow path, and a pressure difference is created between the two.

  At this time, the high-pressure side tank 37 is pressurized to about 0.9 MPa, which is the same as the main tank 12, and the low-pressure side tank 38 is decompressed to about atmospheric pressure. The pressure in the high-pressure tank 37 is detected by the pressure sensor 41, and the drive of the pump motor 42 is controlled based on the detection signal. In this way, an inclination ready state for supplying and exhausting compressed air between the air springs 3L and 3R is created.

  In order to compensate for the shortage, for example, when the vehicle body 1 is tilted to the L side, the tilt control valve 33 is switched to the left block 331 at a predetermined timing. The pipe 32R and the output side pipe 35 are connected, and the pipe 32L and the input side pipe 36 are connected. Since the pressure in the air springs 3L and 3R is about 0.3 to 0.5 MPa, the compressed air in the air spring 3L is drawn into the low-pressure side tank 38 at atmospheric pressure, and conversely into the air spring 3R. Compressed air flows from the high-pressure side tank 37 having a high internal pressure. The left air spring 3L is lowered by the exhaust of compressed air, and the right air spring 3R is raised by the supply of compressed air, whereby the vehicle body 1 tilts to the left.

  Before the vehicle body 1 is tilted to the target angle, the tilt control valve 33 is switched to the connection of the central block 332. Then, the tilt control of the vehicle body 1 is subsequently performed by the expansion and contraction of the height adjusting cylinders 6L and 6R shown in FIG. In the tilt control by the height adjustment mechanism, the height adjustment cylinder 6L of the left air spring 3L is contracted by the control of the stroke adjustment valve 18L. Therefore, the height control valve 5L is switched, and a certain amount of compressed air in the air spring 3L is released to the atmosphere. On the other hand, the right air spring 3R is controlled by the stroke adjusting valve 18R and is supplied with compressed air from the main tank 12 to the height adjusting cylinder 6R and extends. The height control valve 5R is switched, and the compressed air in the main tank 12 is sent to the air spring 3R. By thus operating the height adjusting cylinders 6L and 6R, the inclination of the vehicle body 1 is finely adjusted.

  Thereafter, the vehicle body 1 is returned to the horizontal state with the end of the curved portion of the traveling track. In that case, the tilt control valve 33 is switched to the right block 333, the air spring 3L is connected to the high pressure side tank 37, and the air spring 3R is connected to the low pressure side tank 38. Compressed air in the air spring 3R is discharged, compressed air is sent into the opposite air spring 3L, and the right air spring 3R that has been swollen becomes lower due to the exhaust of the compressed air and conversely contracts The compressed air is supplied to the air spring 3L, and the vehicle body 1 is returned to the horizontal state by being raised. The expansion and contraction of the height adjusting cylinders 6L and 6R is controlled, and fine adjustment is performed by supplying and exhausting compressed air to and from the air springs 3L and 3R via the height control valves 5L and 5R.

  The above-described vehicle body tilt and tilt return control are performed in the same manner for the R-side tilt. Since the vehicle body tilt control is repeated in accordance with the left and right curve directions in the traveling railway vehicle, in preparation for supply / exhaust of compressed air to the air springs 3R and 3L, as described above, the tilt control valve 33 and idling The electromagnetic valve 45 and the booster pump 34 are driven at a predetermined timing, and an inclined preparation state is created for supplying and exhausting compressed air between the air springs 3L and 3R to both tanks 37 and 38.

  In the vehicle body tilting apparatus of this embodiment, compressed air is exchanged between the left and right air springs 3L, 3R and the high-pressure side tank 37 and the low-pressure side tank 38. It becomes possible to reduce the consumption of compressed air. Therefore, even if the inclination control of the vehicle body 1 is repeated in a section where curves are continuous, consumption of compressed air can be greatly suppressed, and there is no need to increase the size of the compressor or the main tank 12 or to provide a plurality of them. In addition, the initial cost and maintenance cost can be suppressed, the production of compressed air by the compressor can be reduced, and the energy efficiency is improved.

  In the present embodiment, such an effect is further achieved by creating a pressure difference between the high-pressure side tank 37 and the low-pressure side tank 38 with the booster pump 34, but such a differential pressure gradient mechanism 30 has a simple configuration and is inexpensive. Can be provided. Moreover, since the booster pump 34 should just be driven as needed, it can reduce power consumption more. At that time, an annular pipe 46 equipped with an idling solenoid valve 45 is connected to the booster pump 34 to create an idling state in which the booster pump 34 is driven with no load, thereby preventing a malfunction of the pump motor 42. Is possible.

  Next, modified examples of the differential pressure tilt mechanism shown in FIG. 5 will be described below with reference to FIGS. 6 to 8, the same components as those in FIG. 5 are denoted by the same reference numerals. First, FIG. 6 is a circuit diagram showing a second proposal of the differential pressure tilt mechanism for the left and right air springs. In the second plan, in order to create an idling state, an annular pipe 47 that connects the input / output port of the booster pump 34 is connected via the low-pressure side tank 38, and an idling electromagnetic valve 45 is provided in the annular pipe 47.

  Therefore, in this second plan, when the idling electromagnetic valve 45 is opened for 3 seconds when the drive of the pump motor 42 is started, the compressed air sent from the booster pump 34 passes through the low pressure side tank 38 and enters the annular pipe 47. Will be circulated without load. After 3 seconds, the idling electromagnetic valve 45 is closed and the flow in the annular pipe 47 is stopped. Thereafter, the booster pump 34 is driven to send compressed air from the low-pressure side tank 38 to the high-pressure side tank 37, and a pressure difference is created between the two.

  Next, FIG. 7 is a circuit diagram showing a third proposal of the differential pressure tilt mechanism for the left and right air springs. In the third plan, in order to create an idling state, an annular pipe 48 directly connecting the input / output ports of the booster pump 34 is connected, and an idling electromagnetic valve 45 is provided in the annular pipe 48. Check valves 51 and 52 are provided so that compressed air does not flow from the high-pressure side tank 37 to the low-pressure side tank 38 when the idling electromagnetic valve 45 is opened.

  Therefore, in the third plan, when the idling electromagnetic valve 45 is opened for 3 seconds when the driving of the pump motor 42 is started, the compressed air sent out from the booster pump 34 circulates in the annular pipe 48 in an unloaded state. Will be. After 3 seconds, the idling electromagnetic valve 45 is closed and the flow in the annular pipe 48 is stopped. Thereafter, the booster pump 34 is driven to send compressed air from the low-pressure side tank 38 to the high-pressure side tank 37 via the check valves 51 and 52, thereby creating a pressure difference between the two.

  FIG. 8 is a circuit diagram showing a fourth proposal of the differential pressure tilt mechanism for the left and right air springs. In the fourth plan, as in the first plan, the input / output ports of the booster pump 34 are connected by the annular pipe 49 via the high-pressure side tank 37. The annular pipe 49 is provided with an idling electromagnetic valve 45. An open / close solenoid valve 53 is provided between the booster pump 34 and the low pressure side tank 38 so that compressed air does not flow from the high pressure side tank 37 to the low pressure side tank 38 when the idling solenoid valve 45 is opened. .

  Therefore, in this fourth plan, when the idling electromagnetic valve 45 is opened for 3 seconds when the drive of the pump motor 42 is started, the compressed air sent out from the booster pump 34 passes through the high-pressure side tank 37 into the annular pipe 49. Will be circulated without load. At this time, the open / close electromagnetic valve 53 is closed. After 3 seconds, the idling electromagnetic valve 45 is closed and the flow in the annular tube 49 is stopped. On the other hand, since the open / close electromagnetic valve 53 is opened, the compressed air is sent from the low-pressure side tank 38 to the high-pressure side tank 37 by the subsequent drive of the booster pump 34, and a pressure difference is created between the two.

  By the way, in the railway vehicle, as described above, it is determined whether or not the curve section has been reached from the current position during travel of the vehicle, and the vehicle body is tilted to compensate for the lack of cant according to the curve section. In the present embodiment, the height adjustment mechanism shown in FIG. 4 is provided, and the differential pressure gradient mechanism 30 is combined to achieve accurate gradient control together with the effect of reducing the consumption of compressed air. However, the effect of the differential pressure tilting mechanism 30 can be achieved in the same manner even in a combination with not only the height adjusting mechanism of the above embodiment but also a height adjusting mechanism constituted by another structure.

  For example, as another height adjusting mechanism, one disclosed in Japanese Patent No. 3340283 may be used. This has a height control valve that supplies and exhausts compressed air to and from the air spring by a lever that rotates according to the distance between the carriage and the vehicle body, as in this embodiment, and an encoder provided on the height control valve. The control device receives the rotation angle signal from the vehicle, and controls the opening and closing of a plurality of electromagnetic valves provided in the inclination control circuit based on the vehicle body inclination angle and other travel information calculated from the rotation angle signal. Supply / exhaust to the air spring is performed.

As mentioned above, although embodiment was described about the vehicle body tilting apparatus of the railway vehicle which concerns on this invention, this invention is not limited to these, A various change is possible in the range which does not deviate from the meaning.
For example, in the above-described embodiment, the combination of the height adjustment mechanism and the differential pressure tilt mechanism is described as the vehicle body tilt device. However, when the fine adjustment by the height adjustment mechanism is not required, the vehicle body is formed only by the differential pressure tilt mechanism. A tilting device may be configured.
Moreover, although the case where fine adjustment control by the height adjustment mechanism is performed after the control of the differential pressure gradient mechanism 30 has been described in the above embodiment, both controls may be performed in an overlapping manner.

DESCRIPTION OF SYMBOLS 1 Car body 2 Carriage 3L, 3R Air spring 4L, 4R Height adjustment rod 5L, 5R Height control valve 6L, 6R Height adjustment cylinder 12 Air tank 18L, 18R Stroke adjustment valve 20 Controller 30 Differential pressure inclination mechanism 33 Inclination Control valve 34 booster pump 37 high pressure side tank 38 low pressure side tank 42 pump motor 45 idling solenoid valve 46 annular pipe

Claims (6)

A pair of left and right air springs arranged between the vehicle body and the carriage, and a high-pressure side tank and a low-pressure side tank are connected via a tilt control valve, and by switching the tilt control valve, the high-pressure side tank or A vehicle body tilting device for a railway vehicle that controls the tilt of the vehicle body by extending one of the pair of left and right air springs communicating with the low-pressure side tank and contracting the other,
A booster pump for increasing or decreasing the internal pressure of the high-pressure side tank and the low-pressure side tank is provided, and the low-pressure side tank is provided in an input-side pipe connected between the input port and the control valve for tilting, and an output port and the An inclination preparation circuit in which the high-pressure side tank is provided in the output side pipe connected between the inclination control valve,
For the booster pump, a switching valve is provided in an annular pipe connected to the input port and the output port, and an idling circuit that switches between communication and blocking of the input port and the output port is formed,
A vehicle body tilting device for a railway vehicle, wherein the tilt control valve, the booster pump, and the switching valve are controlled by a control device. In the vehicle body tilting apparatus for a railway vehicle according to claim 1,
The controller is
Before controlling the tilt of the vehicle body, the booster pump is driven in advance, the low pressure side tank is set to a low pressure, and the high pressure side tank is set to a high pressure, and the tilt preparation state is created at a predetermined timing. The control valve is switched, compressed air is sent from the high-pressure side tank to one of a pair of left and right air springs, and compressed air is drawn from the other air spring to the low-pressure side tank,
When starting to drive the booster pump, the idling circuit is communicated by the switching valve for a predetermined time, and the booster pump is idled by circulating compressed air in the annular pipe. Vehicle body tilting device. In the vehicle body tilting apparatus for a railway vehicle according to claim 2,
The controller is
Before the idling is performed, the control valve for tilting is operated, and the connection between the input side pipe and the output side pipe and the pipes communicating with the pair of left and right air springs is switched alternately and instantaneously. A vehicle body tilting device for a railway vehicle, characterized in that: In the vehicle body tilting apparatus for a railway vehicle according to claim 2 or claim 3,
A vehicle body tilting device for a railway vehicle, wherein a pressure sensor is provided in the high-pressure side tank, and the control device controls the booster pump based on a detection value of the pressure sensor. In the vehicle body tilting apparatus for a railway vehicle according to any one of claims 1 to 4,
A height control valve provided for each of the pair of left and right air springs;
A link mechanism that transmits the vertical displacement of the height adjusting rod connected to the carriage side as a rotation to the valve rod of the height control valve fixed to the vehicle body side;
A height adjusting mechanism having an actuator in the link mechanism for rotating the valve stem;
The control device is configured to drive the actuator at a predetermined timing, and supply and exhaust compressed air to and from the pair of left and right air springs via the height control valve. Vehicle body tilting device. The vehicle body tilting device for a railway vehicle according to claim 5,
The vehicle body tilting apparatus for a railway vehicle, wherein the actuator is a direct acting actuator integrally formed on a transmission path between the height adjusting rod and a height adjusting valve.

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