JP4972366B2 - Body posture control device - Google Patents

Description

  The present invention relates to a vehicle body posture control device that controls a posture change of a vehicle body such as a railway vehicle.

  When the railway vehicle travels in a curved section, a centrifugal force directed to the opposite side from the center of curvature of the curved section acts on the railway vehicle. This centrifugal force increases as the traveling speed of the vehicle increases. Therefore, in the railroad track, a height difference called Kant is provided on the inner rail on the opposite side of the center of curvature and the outer rail on the opposite side to alleviate the centrifugal force, thereby improving the speed of the railcar during curve driving. .

However, the cant amount (the difference in height of each rail) cannot be changed once set. In a line section where a rail vehicle with a different traveling speed travels, the higher the rail vehicle travels at a higher speed, the greater the cant amount. There is a problem in that the excess centrifugal force acts on the railway vehicle and the ride comfort deteriorates.

  Therefore, in recent years, in order to reduce the excess centrifugal force due to the shortage of the cant amount, a railway vehicle is curved so that a control device that controls the posture of the vehicle body using a gas spring provided between the carriage and the vehicle body is mounted. When traveling in a section, the vehicle body is tilted toward the center of curvature with respect to the carriage to achieve high-speed traveling in a curved section (see, for example, Patent Documents 1, 2, and 3).

Specifically, the control device supplies gas to one of the gas springs provided on the left and right with respect to the vehicle traveling direction between the carriage and the vehicle body according to the turning direction of the railway vehicle, Lifts the opposite side to tilt the vehicle body toward the center of curvature relative to the carriage.
JP 7-81558 A JP-A-11-78875 Japanese Patent Laid-Open No. 2005-1520

  However, the above control device may point out that there are the following adverse effects.

In other words, in the conventional control device, when the railway vehicle runs off the curved section and travels in the straight section, the pressure of the gas spring that lifts the vehicle body is reduced, and the vehicle body is returned to the carriage horizontally. Although we are trying to control the posture with only the gas spring, when the vehicle body returns from the inclined state to the horizontal state, the phenomenon that the vehicle is tilted to the opposite side beyond the horizontal state, the so-called change or There is a concern that the hunting in which the left and right wobbling (rolling) of the vehicle body continues will be caused and the ride comfort in the vehicle will deteriorate.

That is, in the conventional control system, because it attempts to control the body attitude only by the gas spring, poor damping effect on rolling and pitching is from being to lead to deterioration of the ride comfort in the vehicle.

  Accordingly, the present invention has been developed to improve the above-described problems, and an object of the present invention is to provide a vehicle body posture control device suitable for vehicle body posture control.

To achieve the above object, the vehicle body attitude control device in problem-solving means of the present invention includes a cylinder, is inserted slidably in the cylinder to partition the inside of the cylinder into a first chamber and the second chamber piston A rod to which the piston is connected, a damping valve that provides resistance to the flow of liquid when the piston is displaced with respect to the cylinder, and a first supply path that allows only the flow of liquid from the tank to the first chamber, A second supply path that allows only the flow of liquid from the tank to the second chamber; a first discharge path that allows only the flow of liquid from the first chamber to the tank and suppresses the amount of liquid attenuation valve passing; A second discharge path that allows only the flow of liquid from the second chamber to the tank and inhibits the liquid from passing through the damping valve; a first on-off valve provided in the middle of the first discharge path; and in the middle of the second discharge path Two or more having a second on-off valve provided A rod-type damper is provided, and the first opening / closing valve in any one damper opens the first discharge passage when the pressure in the first chamber of the damper exceeds the pressure in the second chamber of any other damper by a predetermined amount. And the second opening / closing valve in the arbitrary damper opens the second discharge passage when the pressure in the second chamber of the damper exceeds the pressure in the first chamber of the other damper by a predetermined amount. To do.

  According to the attitude control device of the present invention, the arrangement in the vehicle can effectively suppress rolling and pitching in the vehicle body, and can insulate the propagation of vertical vibration from the road surface and the carriage to the vehicle body. Riding comfort can be improved, and especially when applied to railway vehicles, the vehicle body tilt control operation is not hindered when traveling on a curved section, and the vehicle body swings back, hunts, and the vehicle body returns too much. It is possible to prevent rolling due to, and is optimal for vehicle body posture control of automobiles, railway vehicles and the like.

Hereinafter, the present invention will be described with reference to the drawings. FIG. 1 is a plan view of a railway vehicle. FIG. 2 is a front view of the railway vehicle. FIG. 3 is a diagram conceptually illustrating the vehicle body attitude control device according to the embodiment. FIG. 4 is a diagram showing a specific configuration of the integrated first on-off valve and second on-off valve. FIG. 5 is a diagram showing another specific configuration of the integrated first on-off valve and second on-off valve. FIG. 6 is a diagram showing another specific configuration of the integrated first on-off valve and second on-off valve. FIG. 7 is a diagram showing an example of the arrangement of the damper with respect to the railway vehicle in the vehicle body attitude control device. FIG. 8 is a diagram showing an example of the arrangement of the damper with respect to the railway vehicle in the vehicle body attitude control device. FIG. 9 is a diagram illustrating an example of the arrangement of the damper with respect to the railway vehicle in the vehicle body attitude control device. FIG. 10 is a view showing an example of the arrangement of the damper with respect to the railway vehicle in the vehicle attitude control device. FIG. 12 is a diagram illustrating an example of the arrangement of the damper with respect to the railway vehicle in the vehicle body attitude control device.

  The vehicle body attitude control device 1 can be basically applied to passenger cars, buses, trucks, and railway vehicles. However, for convenience of explanation, the vehicle body attitude control device 1 is applied to the railway vehicle V. This will be described using the example.

  As shown in FIG. 1, a railway vehicle V to which the vehicle body posture control device 1 is applied includes a vehicle body B and a carriage that is disposed forward and backward with respect to the traveling direction of the vehicle body B and supports the vehicle body B via a gas spring A. The vehicle body B is configured to be rotatable around a point a with respect to the carts T1 and T2, respectively. Further, as shown in FIG. 2, gas springs A are interposed between the vehicle body B and each of the carts T1 (T2) on the left and right with respect to the vehicle traveling direction, and gas is supplied to one of the left and right gas springs A. By supplying the vehicle body B, the vehicle body B can be inclined to one side with respect to the carriage T1 (T2) as indicated by a broken line in FIG.

  On the other hand, as shown in FIGS. 2 and 3, the vehicle body attitude control device 1 is disposed between the carriage T <b> 1 (T <b> 2) of the railway vehicle V and the vehicle body B so as to be arranged on the left and right with respect to the vehicle traveling direction. Dampers 2R and 2L are provided.

  The dampers 2R and 2L are connected to the cylinder 10 and the piston 11, which is slidably inserted into the cylinder 10 and divides the cylinder 10 into the first chamber R1 and the second chamber R2. Rod 12 to be used, damping valves 13 and 14 for imparting resistance to the flow of liquid when the piston 11 is displaced with respect to the cylinder 10, and a first for allowing only the flow of liquid from the tank 15 toward the first chamber R1. The supply path 16, the second supply path 17 that allows only the flow of liquid from the tank 15 to the second chamber R2, and the liquid flow that passes only from the first chamber R1 to the tank 15 while allowing the liquid to pass through the damping valve. Provided in the middle of the first discharge path 18, the first discharge path 18 to be suppressed, the second discharge path 19 that allows only the flow of liquid from the second chamber R2 to the tank 15 and suppresses the passage amount of the damping valve of the liquid. First open A valve 20 and a second opening / closing valve 21 provided in the middle of the second discharge passage 19 are configured, and the first chamber R1 and the second chamber R2 in the cylinder 10 are filled with liquid, so-called double rods. It is a type damper.

  Further, the first opening / closing valve 20 in one damper 2R opens the first discharge passage 18 when the pressure in the first chamber R1 of the damper 2R exceeds the pressure in the second chamber R2 of the other damper 2L by a predetermined amount. In addition, the second on-off valve 21 in the one damper 2R opens the second discharge passage 19 when the pressure in the second chamber R2 of the damper 2R exceeds the pressure in the first chamber R1 of the other damper 2L by a predetermined amount. It is supposed to be.

  As shown in the drawing, the upper end of the rod 12 is connected to the vehicle body B, and the cylinder 10 is connected to the carriage T1 (T2) via the bracket 10a, whereby the dampers 2R and 2L are connected to the vehicle body B and the carriage T1 (T2). It is in between.

  The dampers 2R and 2L will be described in detail. The first chamber R1 is connected to the tank 15 via the first supply path 16, and a check valve 16a is provided in the middle of the first supply path 16, and the tank Only a liquid flow from 15 toward the first chamber R1 is allowed. The first chamber R <b> 1 is connected to the tank 15 via the first discharge path 18, and a first on-off valve 20 is provided in the middle of the first discharge path 18, and the first on-off valve 20 is the first When the discharge passage 18 is opened, the liquid in the first chamber R1 can be discharged to the tank 15. However, when the first on-off valve 20 closes the first discharge passage 18, the liquid in the first chamber R1. This liquid is not discharged to the tank 15 via the first discharge path 18.

  On the other hand, the second chamber R2 is connected to the tank 15 via the second supply path 17, and a check valve 17a is provided in the middle of the second supply path 17, and heads from the tank 15 to the second chamber R2. Only liquid flow is allowed. The second chamber R2 is connected to the tank 15 via the second discharge passage 19, and a second opening / closing valve 21 is provided in the middle of the second discharge passage 19, and the second opening / closing valve 21 is connected to the second opening / closing valve 21. When the discharge path 19 is opened, the liquid in the second chamber R2 can be discharged to the tank 15. However, when the second on-off valve 21 closes the second discharge path 19, the liquid in the second chamber R2 This liquid is not discharged to the tank 15 via the second discharge path 19.

  Further, the piston 11 is connected to the central portion of the rod 12 and is provided with a first damping passage 22 and a second damping passage 23 that communicate the first chamber R1 and the second chamber R2. In the middle of the first damping passage 22, there is provided a damping valve 13 that allows only the flow of liquid from the first chamber R1 to the second chamber R2 and gives resistance to the flow of the passing liquid. In the middle of the second damping passage 23, there is provided a damping valve 14 that allows only the flow of liquid from the second chamber R2 to the first chamber R1 and gives resistance to the flowing liquid.

  Subsequently, the first on-off valve 20 in the damper 2R (2L) and the second on-off valve 21 in the damper 2L (2R) are a set and are a housing that is arranged separately in the center of the dampers 2R, 2L. It is provided in the center blocks 30, 30.

  The tank 15 is provided with an outer cylinder 24 that covers the outer periphery of the cylinder 10 of the dampers 2R and 2L, and is formed between the cylinder 10 and the outer cylinder 24. The tank 15 is placed in each of the dampers 2R and 2L. I am preparing. Accordingly, since the connecting pipes between the dampers 2R, 2L and the center blocks 30, 30 are only the first discharge path 18 and the second discharge path 19, the piping in the vehicle body attitude control device 1 is simplified and mounted on the railway vehicle V. Will also improve. Note that each of the dampers 2R and 2L is provided with the tank 15, but one tank 15 may be provided separately.

  Furthermore, the dampers 2R and 2L are set to a double cylinder type having the tank 15 on the outer peripheral side, and the liquid discharged from the center blocks 30 and 30 having the first on-off valve 20 and the second on-off valve 21 respectively. Since the configuration for returning to the tank 15 is adopted, when connecting the dampers 2R, 2L and the center blocks 30, 30, there is no need to bleed air, and only a fixed amount of liquid needs to be injected. Manufacturing is easy.

  Further, even when the air in the dampers 2R, 2L and the center blocks 30, 30 is mixed, the air mixed liquid circulates in the tank 15 by operating the dampers 2R, 2L. Can be removed, handling is easy, and the function can be restored.

  Therefore, when the piston 11 is displaced upward in FIG. 3 with respect to the cylinder 10 in the dampers 2R and 2L, the first opening / closing valve 20 is closed and the first chamber R1 is reduced even if the volume is reduced. Since the liquid in the chamber R1 cannot move to the tank 15 via the first discharge passage 18, the damping valve 13 is pushed open and moves to the second chamber R2 via the first damping passage 22. On the other hand, in the second chamber R2 whose volume increases, the liquid is supplied from the first chamber R1 via the first attenuation passage 22. In this case, since the liquid passes through the damping valve 13 and a pressure loss occurs, the dampers 2R and 2L generate a damping force commensurate with the pressure loss.

  Further, even when the piston 11 is displaced upward in FIG. 3 with respect to the cylinder 10, when the first on-off valve 20 is open, the liquid corresponding to the volume reduction in the first chamber R 1 is discharged to the first discharge path 18. It moves to the tank 15 via, and does not move to the second chamber R2 via the first attenuation passage 22. On the other hand, in the second chamber R <b> 2 whose volume increases, the liquid is supplied from the tank 15 via the second supply path 17. In this case, since the liquid does not pass through the damping valve 13, no pressure loss occurs, and the dampers 2R and 2L do not generate damping force.

  On the contrary, when the piston 11 is displaced downward in FIG. 3 with respect to the cylinder 10 in the dampers 2R and 2L, the second opening / closing valve 21 is closed and the second chamber R2 is reduced even if the volume is reduced. Since the liquid in the two chambers R2 cannot move to the tank 15 via the second discharge path 19, the damping valve 14 is pushed open to move to the first chamber R1 via the second damping passage 23. On the other hand, in the first chamber R1 whose volume increases, the liquid is supplied from the second chamber R2 via the second attenuation passage 23. In this case, since the liquid passes through the damping valve 14 and a pressure loss occurs, the dampers 2R and 2L generate a damping force commensurate with the pressure loss.

  Further, even when the piston 11 is displaced downward in FIG. 3 with respect to the cylinder 10, when the second opening / closing valve 21 is open, the liquid corresponding to the volume reduction in the second chamber R 2 is discharged to the second discharge path 19. It moves to the tank 15 via, and does not move to the first chamber R1 via the second attenuation passage 23. On the other hand, in the first chamber R <b> 1 whose volume increases, the liquid is supplied from the tank 15 via the first supply path 16. In this case, since the liquid does not pass through the damping valve 13, no pressure loss occurs, and the dampers 2R and 2L do not generate damping force.

  Strictly speaking, since the pressure loss when the liquid passes through each flow path cannot be made zero, the expression that the dampers 2R and 2L do not generate a damping force includes a state where the damping force is substantially zero. included.

  As described above, when the first on-off valve 20 and the second on-off valve 21 are in the open state, the first on-off valve 20 and the second on-off valve 21 exhibit a function of suppressing the liquid from passing through the damping valves 13, 14. Whether or not a damping force is generated is controlled by opening and closing of the first on-off valve 20 and the second on-off valve 21 described above.

In the present embodiment, the first on-off valve 20 in one damper 2R opens and closes using the pressure in the first chamber R1 of the damper 2R and the pressure in the second chamber R2 of the other damper 2L as the pilot pressure. When the pressure in the first chamber R1 of the damper 2R exceeds the pressure in the second chamber R2 of the other damper 2L by a predetermined amount, the valve is opened to open the first discharge passage 18. The first opening / closing valve 20 in the other damper 2L is also opened / closed using the pressure in the first chamber R1 of the damper 2L and the pressure in the second chamber R2 of the other damper 2R as a pilot pressure. When the pressure in the first chamber R1 of the other damper 2L exceeds the pressure in the second chamber R2 of the one damper 2R by a predetermined amount, the valve is opened to open the first discharge path 18. Is set.

Furthermore, the second on-off valve 21 in one damper 2R is an on-off valve that opens and closes using the pressure in the second chamber R2 of the damper 2R and the pressure in the first chamber R1 of the other damper 2L as a pilot pressure, When the pressure in the second chamber R2 of the damper 2R exceeds the pressure in the first chamber R1 of the other damper 2L by a predetermined amount, the valve is opened to open the second discharge path 19, and the other damper The second open / close valve 21 in 2L is an open / close valve that opens and closes using the pressure in the second chamber R2 of the damper 2L and the pressure in the first chamber R1 of the other damper 2R as a pilot pressure, and the other damper When the pressure in the 2L second chamber R2 exceeds the pressure in the first chamber R1 of one damper 2R by a predetermined amount, the valve is opened to open the second discharge path 19.

That is, the first on-off valve 20 in the damper 2R, 2L the paired, own the pressure in the second chamber R2 of the user's own damper 2R (2L) of the first chamber the pressure in R1 is other party damper 2L (2R) When the amount exceeds a certain amount, the second on-off valve 21 opens, and when the pressure in the second chamber R2 of the damper 2R (2L) exceeds the pressure in the first chamber R1 of the counterpart damper 2L (2R) by a predetermined amount. It will open.

  Specifically, the first on-off valve 20 is provided in a center block 30 that is a housing, and includes a valve body 31 and a spring 32 that biases the valve body 31 in a direction to close the first discharge path 18. The pressure in the first chamber R1 of the damper 2R (2L) is a pilot pressure in the direction against the urging force of the spring 32, and the pressure in the second chamber R2 of the damper 2L (2R) is the spring. The pilot pressure is applied to the valve body 31 in the same direction as the urging force 32. The second on-off valve 21 has a substantially similar configuration, and is provided in the center block 30 and includes a valve body 31 and a spring 32 that urges the valve body 31 in a direction to close the second discharge path 19. In the second on-off valve 21, the pressure in the second chamber R2 of its own damper 2R (2L) is used as a pilot pressure in a direction against the urging force of the spring 32, and the other damper 2L The pressure in the first chamber R1 of (2R) is applied to the valve body 31 as a pilot pressure in the same direction as the urging force of the spring 32, respectively.

  Therefore, the first on-off valve 20 compresses the spring 32 by causing the pressure in the first chamber R1 of the damper 2R (2L) of its own to exceed the pressure in the second chamber R2 of the damper 2L (2R) of the counterpart. When the valve body 31 is moved backward, the first discharge path 18 is opened, and the other second on-off valve 21 is configured so that the pressure in the second chamber R2 of its damper 2R (2L) When the pressure in the first chamber R1 of the damper 2L (2R) exceeds the pressure in the spring 32 and the valve body 31 is retracted, the second discharge passage 19 is opened.

  The predetermined amount is determined by the setting of the urging force of the spring 32. In the case of this embodiment, the predetermined amount is an infinitely small amount. Basically, the damper 2R (2L) When the pressure in the first chamber R1 exceeds the pressure in the second chamber R2 of the counterpart damper 2L (2R), the first on-off valve 20 is set to open the first discharge passage 18. Even in the other second opening / closing valve 21, the pressure in the second chamber R2 of the damper 2R (2L) of the own side exceeds the pressure in the first chamber R1 of the damper 2L (2R) of the counterpart. Is set to open the second discharge path 19.

  Therefore, in this damper 2R (2L), when the piston 11 is displaced so as to rise in FIG. 3, the pressure in the first chamber R1 in its own damper 2R (2L) is reduced to the other damper 2L (2L). When the pressure in the second chamber R2 in 2R) is exceeded, no damping force is generated, and conversely, when the piston 11 is displaced so as to descend in FIG. 3, the first damper 2R (2L) When the pressure in the two chambers R2 exceeds the pressure in the first chamber R1 in the other damper 2L (2R), no damping force is generated.

  Also, the configuration of the first on-off valve 20 of one damper 2R (2L) and the second on-off valve 21 of the other damper 2L (2R) housed as a set in one center block 30 is shown in FIG. As shown, it can be constructed integrally using a spool.

More specifically, the first on-off valve 20 of one damper 2R (2L) and the second on-off valve 21 of the other damper 2L (2R) are a center block 40 that is a hollow housing, and two chambers in the center block 40. The spool 43 that defines 41 and 42 , the port 40b that connects one chamber 42 to the first discharge path 18 of the damper 2R (2L), and the second discharge path 19 of the other chamber 41 that connects the damper 2L (2R). A port 40a connected to the center block 40, a tank port 40c connecting the inside of the center block 40 to the tank 15, and springs 44 and 45 for urging the spool 43 from both ends to determine the position in the neutral position. .

Further, the spool 43 is maintained in a neutral position in a state where there is no difference between the pressures in the chambers 41 and 42, the outer periphery of the spool 43 is opposed to the tank port 40c, and both the chambers 41 and 42 are tanks. The port 40c is not communicated.

Therefore, when the pressure in the first chamber R1 of one damper 2R (2L) exceeds the pressure in the second chamber R2 of the other damper 2L (2R) by a predetermined amount, the spool 43 moves to the right in FIG. The chamber 42 is communicated with the tank port 40c, the first discharge path 18 in one damper 2R (2L) is opened, and conversely, the pressure in the second chamber R2 of the other damper 2L (2R) is reduced to one damper 2R. When the pressure in the first chamber R1 of (2L) exceeds a predetermined amount, the spool 43 moves to the left in FIG. 4 to connect the chamber 41 to the tank port 40c and the second discharge path in the other damper 2L (2R). 19 is opened, and the same operation as the first on-off valve 20 of one damper 2R (2L) and the second on-off valve 21 of the other damper 2L (2R) is realized.

  With the above configuration, the first on-off valve 20 of one damper 2R (2L) and the second on-off valve 21 of the other damper 2L (2R) can be integrated rather than separately, and one damper 2R (2L ) And the second on-off valve 21 of the other damper 2L (2R) are reduced. In this case, the predetermined amount is determined by the urging force of the springs 44 and 45 and the amount of movement from the neutral position of the spool 43 for opening the first discharge passage 18 and the second discharge passage 19. The

  As shown in FIG. 5, the center of the center block 40 is partitioned by a partition 46, and spools 43 are inserted into both end sides of the center block 40. For example, the first end of one damper 2 </ b> R is placed on the left end side of the center block 40. A configuration in which the one on-off valve 20 and the second on-off valve 21 of the other damper 2L are integrated is realized, and the second on-off valve 21 of one damper 2R and the first of the other damper 2L are arranged on the right end side of the center block 40. A configuration in which only the center block 40 is provided between the dampers 2R and 2L so as to realize a configuration in which the on-off valve 20 is integrated may be achieved. Mountability can be improved. Furthermore, in this case, since the center block 40 can be constituted by a single cylinder, the manufacturing cost is also reduced.

  Further, as shown in FIG. 6, the damping valves 13 and 14 may be provided in the spool 50. The configuration of the first on-off valve 20 and the second on-off valve 21 in the set shown in FIG. 6 is the same as that of the first on-off valve 20 and the second on-off valve 21 in the set shown in FIG. Only the structure is different.

  The spool 50 will be described in detail. The spool 50 has a small diameter at the center and is provided with a small diameter portion 51. The outer circumferences of both ends having a large diameter are in sliding contact with the inner circumference of the center block 40 via the annular seals 52, respectively. ing.

The first damping passage 53 is provided from the end of the spool 50 facing the one chamber 42 to the outer periphery of the small diameter portion 51, and the damping valve 13 is provided in the middle of the first damping passage 53. Further, a second damping passage 54 is provided from the end of the spool 50 facing the other chamber 41 to the outer periphery of the small diameter portion 51, and the damping valve 14 is provided in the middle of the second damping passage 54. Therefore, when the structure shown in FIG. 6 is adopted, the first damping passage 22 and the second damping passage 23 provided in the pistons 11 of the dampers 2R and 2L are abolished, and instead the first damping passage is provided in the spool 50. The passage 53 and the second attenuation passage 54 are provided.

Therefore, even in the configuration shown in FIG. 6, when the pressure in the first chamber R1 of one damper 2R (2L) exceeds the pressure in the second chamber R2 of the other damper 2L (2R), The spool 50 moves to the left side (right side) in FIG. 6 to connect the chamber 41 to the tank port 40c, and the second discharge path 19 in one damper 2R (2L) is opened. Conversely, the other damper 2L (2R) When the pressure in the second chamber R2 exceeds the pressure in the first chamber R1 of one damper 2R (2L) by a predetermined amount, the spool 50 moves to the right side (left side) in FIG. 40c, the first discharge path 18 in the other damper 2L (2R) is opened, and the first on-off valve 20 of one damper 2R (2L) and the second of the other damper 2L (2R) are opened. The same operation as the on-off valve 21 is realized.

In addition to this, when there is no difference between the pressure in the first chamber R1 of one damper 2R (2L) and the pressure in the second chamber R2 of the other damper 2L (2R), the spool 50 moves to the neutral position. The liquid moving from one chamber 42 to the tank 15 passes through the first damping passage 53 provided in the spool 50, and the liquid moving from the other chamber 41 to the tank 15 is provided in the spool 50. It passes through the second attenuation passage 54.

Therefore, the piston 11 is displaced with respect to the cylinder 10, and the liquid is discharged from the first chamber R1 in the damper 2R (2L) to the outside of the cylinder 10, and the pressure in the first chamber R1 of the damper 2R (2L) and the other damper 2L When there is no difference between the pressure in the second chamber R2 of (2R), the liquid discharged from the damper 2R (2L) passes through the damping valve 13 and moves to the tank 15, while the piston 11 moves to the cylinder 10. In contrast, the liquid is discharged from the second chamber R2 of the damper 2R (2L) to the outside of the cylinder 10, and the pressure in the second chamber R2 of the damper 2R (2L) and the first chamber R1 of the other damper 2L (2R) are discharged. When there is no difference in the internal pressure, the liquid discharged from the damper 2R (2L) passes through the damping valve 14 and moves to the tank 15, and the damper 2R (2L) generates a damping force. Become.

  That is, the configuration in FIG. 6 is the first on-off valve 20, the first damping passage 53 and the damping valve 13 in one damper 2R, and the second on-off valve 21, the second damping passage 54, and the damping valve 14 in the other damper 2L. And the second opening / closing valve 21, the second damping passage 54 and the damping valve 14 in one damper 2R, and the first opening / closing valve 20, the first damping passage 53 and the damping valve 13 in the other damper 2L are integrated. Thus, each of the first opening / closing valves 20, the first damping passages 53, the damping valves 13, and the dampers 2R and 2L of the dampers 2R and 2L are configured to be housed in one center block 40 as shown in FIG. Each second on-off valve 21, each second damping passage 54, and each damping valve 14 can be concentrated on one center block 40, and the manufacture of the vehicle body attitude control device 1 is simplified, and the center Lock 40 only exchanged can be exchanged main parts of the vehicle body posture control device 1, the easy maintenance.

  Further, since it is not necessary to provide the damping valves 13 and 14 in the cylinders 10 of the dampers 2R and 2L, the diameter of the cylinder 10 can be reduced, and the mountability of the vehicle body attitude control device 1 on the vehicle can be improved. .

  Now, the operation of the vehicle body posture control device 1 configured as described above will be described. When the piston 11 in the damper 2R on the right side in FIG. 3 is displaced upward with respect to the cylinder 10, and the piston 11 in the damper 2L on the left side in FIG. 3 is not displaced, the inside of the first chamber R1 of one damper 2R Since the pressure rises and the pressure in the first chamber R1 and the second chamber R2 of the other damper 2L does not rise or fall, the pressure in the first chamber R1 of one damper 2R becomes the second of the other damper 2L. The pressure in the chamber R2 is exceeded, and the first on-off valve 20 in one damper 2R opens the first discharge path 18.

Therefore, the liquid discharged from the first chamber R1 of the one damper 2R moves to the tank 15 via the first discharge path 18, and the second supply path against the increase in the volume of the second chamber R2. The liquid is supplied from the tank 15 through 17, and in this state, one damper 2R hardly generates a damping force, whereas the other damper 2L does not generate a damping force because the piston 11 is not displaced.

  In the second chamber R2 of the other damper 2L, the volume of liquid calculated by the product of the retraction amount and the area of the valve body 31 of the first on-off valve 20 in the one damper 2R becomes excessive. The excess liquid flows into the first chamber R1 through the second attenuation passage 23. Further, since the second chamber R2 of one damper 2R is guided to the tank pressure through the second supply path 17, this liquid is returned to the tank 15 by opening the first on-off valve 20 of the other damper 2L. become.

Conversely, when the piston 11 in the right damper 2R in FIG. 3 is displaced downward relative to the cylinder 10 and the piston 11 in the left damper 2L in FIG. 3 is not displaced, the second chamber of one damper 2R Since the pressure in R2 rises and the pressure in the first chamber R1 and the second chamber R2 of the other damper 2L does not rise or fall, the pressure in the second chamber R2 of one damper 2R becomes the other damper 2L. The pressure in the first chamber R1 is exceeded, and the second on-off valve 21 in one damper 2R opens the second discharge path 19.

Therefore, the liquid discharged from the second chamber R2 of the one damper 2R moves to the tank 15 via the second discharge path 19, and the first supply path for the increase in the volume of the first chamber R1. The liquid is supplied from the tank 15 through 16, and in this state, one damper 2R hardly generates a damping force, whereas the other damper 2L does not generate a damping force because the piston 11 is not displaced.

In addition, in the first chamber R1 of the other damper 2L, the liquid corresponding to the volume calculated by the product of the retraction amount and the area of the valve body 31 of the second on-off valve 21 in the one damper 2R becomes excessive. This excess liquid flows into the second chamber R2 through the first attenuation passage 22. Further, since the first chamber R1 of one damper 2R is guided to the tank pressure through the first supply path 16, this liquid is returned to the tank 15 by opening the second on-off valve 21 of the other damper 2L. become.

  Next, when the piston 11 of the damper 2R on the right side in FIG. 3 and the piston 11 of the damper 2L on the left side in FIG. 3 are displaced in the same phase with respect to the cylinder 10, the first chambers R1 of the dampers 2R, 2L The pressure between the chambers R2 is the same, and the pressure difference between the first chamber R1 and the second chamber R2 is the same between the dampers 2R and 2L. Therefore, the chamber on the compressed side of the first chamber R1 and the second chamber R2 The on-off valve corresponding to will open. That is, when the first chamber R1 is compressed, each first on-off valve 20 is opened, the liquid in the first chamber R1 moves to the tank 15, and conversely, when the second chamber R2 is compressed. Each second on-off valve 21 is opened, and the liquid in the second chamber R2 moves to the tank 15. On the other hand, the chamber on the side where the volume increases and expands receives liquid supply from the tank 15. That is, when the first chamber R1 expands, the liquid is supplied to the first chamber R1 through the first supply path 16, and on the contrary, when the second chamber R2 expands, the liquid supply through the second supply path 17 Is done.

  Therefore, in this case, since the liquid in the cylinder 10 is moved to the tank 15 without passing through the damping valves 13 and 14, neither of the dampers 2R and 2L generates a damping force.

  Next, if the piston 11 of the damper 2R on the right side in FIG. 3 and the piston 11 of the damper 2L on the left side in FIG. 3 are displaced in the opposite phase with respect to the cylinder 10, the pressure in the first chamber R1 of one damper 2R and the other The pressure in the second chamber R2 of the damper 2L is the same, and the pressure in the second chamber R2 of one damper 2R is the same as the pressure in the first chamber R1 of the other damper 2L, so that each first opening and closing The valve 20 and each second on-off valve 21 are not opened. Therefore, when the first chamber R1 is compressed, the liquid in the first chamber R1 moves to the second chamber R2 via the first attenuation passage 22, and when the second chamber R2 is compressed, The liquid in the second chamber R2 moves to the first chamber R1 via the second damping passage 23. In this case, the liquid in the cylinder 10 passes through the damping valves 13 and 14, and the damper 2R. , 2L both generate a damping force.

  That is, in the vehicle body attitude control device 1, when the pistons 11 of the dampers 2R and 2L are displaced in the same phase with respect to the cylinder 10, or when one of the dampers 2R and 2L strokes, the dampers 2R and 2L When the pistons 11 of the dampers 2R and 2L are displaced in the opposite phase with respect to the cylinder 10, the dampers 2R and 2L generate a damping force.

  Then, the vehicle body attitude control device 1 operating in this way moves the damper 2R and the damper 2L left and right with respect to the vehicle traveling direction between the carriage T1 (T2) and the vehicle body B of the railway vehicle V as shown in FIG. It is arranged and installed.

  For example, when the railway vehicle V is traveling in a curved section and the vehicle body B is inclined to the left side in FIG. 2 as shown by a broken line in order to reduce excess centrifugal force, the right side gas spring A in FIG. A large amount of gas is supplied, the right side of the vehicle body B is lifted up, and the gas spring A on the left side in FIG. .

  Then, the damper 2L in the vehicle body attitude control device 1 hardly expands and contracts, and the piston 11 of only the damper 2R is displaced upward in FIG. When the vehicle body B is tilted to relieve the force, the dampers 2R and 2L generate almost no damping force, so that the tilting operation of the vehicle body B during traveling in the curved section is not hindered.

  Further, when the railway vehicle V goes off the curved section and travels in the straight section, the vehicle body B is returned to the previous inclination, and the body B is moved horizontally with respect to the carriage T1 (T2). However, since the right side of the vehicle body B is restored to its original height, the piston 11 having only the damper 2R is displaced downward in FIG. 2 with respect to the cylinder 10 and only the damper 2R is contracted. Therefore, the dampers 2R and 2L generate almost no damping force, and thus do not hinder the operation of returning the inclination of the vehicle body B to the horizontal.

  When the vehicle body B tries to incline to the opposite right side beyond the horizontal state after the operation of returning to the horizontal state is completed, the displacement of the piston 11 with respect to the cylinder 10 in the dampers 2R and 2L is opposite in phase. Thus, each damper 2R, 2L exhibits a damping force, suppresses the inclination of the vehicle body B to the opposite side, swings back the vehicle body B, and swings the vehicle body B in the left-right direction (rolling). It is possible to improve a problem that causes hunting to continue.

  Further, when the vehicle body B in the railway vehicle V rolls due to a trajectory error or a centrifugal force due to turning, the vehicle body B rolls around the roll center, so that the displacement of the piston 11 relative to the cylinder 10 in each damper 2R, 2L. Becomes an opposite phase, and the dampers 2R and 2L expand and contract in the opposite phase. Therefore, for such rolling of the vehicle body B, the dampers 2R and 2L exhibit a damping force and effectively suppress rolling of the vehicle body B.

  Furthermore, when the bogie T1 (T2) in the railway vehicle V is vibrated in the vertical direction due to the vertical track deviation, the displacement of the piston 11 relative to the cylinder 10 in the dampers 2R and 2L has the same phase. The dampers 2R and 2L expand and contract in the same phase. Therefore, the dampers 2R and 2L do not exhibit a damping force with respect to the vertical vibration of the carriage T1 (T2), and the vertical vibration of the carriage T1 (T2) is transmitted to the vehicle body B. There is no end to it. That is, the vibration insulation effect can be exhibited against the vibration in the vertical direction.

  As can be understood from the above description, in the vehicle body attitude control device 1, the vehicle body B of the railway vehicle V that is traveling in a curved section is tilted to relieve excess centrifugal force, or from the curved section traveling to the straight section traveling. Since these operations are not hindered with respect to the operation of returning the vehicle body B to the horizontal state at the time of switching to the vehicle body, the vehicle body B is in an inclined state without impairing the responsiveness of the vehicle body inclination control when the railway vehicle V is traveling on a curve. When the vehicle body B is returned to the horizontal state, tilting of the vehicle body B to the opposite side, swinging back of the vehicle body B, and hunting of the vehicle body B are effectively suppressed. The propagation of vertical vibration from T2 to the vehicle body B can be suppressed.

  The above-mentioned place does not lose the operation and effect even when the posture control device 1 is applied to vehicles such as passenger cars, buses, trucks and the like, not limited to railway vehicles. Therefore, according to the attitude control device 1 of the present invention, it is possible to effectively suppress rolling and pitching in the vehicle body and to insulate the propagation of vertical vibrations from the road surface or the carriage to the vehicle body by the arrangement on the vehicle. In addition to improving the ride comfort in the vehicle, in particular, when applied to a railway vehicle, the vehicle body tilt control operation during running in a curved section is not hindered, and the vehicle body swings back, hunting, Can be prevented from rolling too much, and is optimal for vehicle body posture control of automobiles, railway vehicles, and the like.

  Therefore, in the vehicle body attitude control device 1, the riding comfort in the railway vehicle V can be dramatically improved.

  Next, the arrangement of the vehicle body attitude control device 1 with respect to the railway vehicle V will be described. As described above, the dampers 2R and 2L are disposed between the carriage T1 (T2) of the railway vehicle V and the vehicle body B so as to be arranged on the left and right with respect to the vehicle traveling direction, as shown in FIG. A damper 2R is interposed between the bogie T1 and the vehicle body B in front of the railway vehicle V, and a damper 2L is interposed between the bogie T2 and the vehicle body B behind, so An attitude control device 1 can also be arranged.

  As described above, by arranging the dampers 2R and 2L between the front and rear carriages T1 and T2 and the vehicle body B, the pitching of the vehicle body B can be suppressed, and the track has a vertical deviation. When the railway vehicle V passes through such an out-of-track location, the front cart T1 first passes through the out-of-track location, and then the rear cart T2 passes through the out-of-track location. . The damper 2R expands and contracts when the front cart T1 passes through the place where the trajectory is out of order, but the damper 2R disposed on the rear cart T2 does not expand and contract, so the damper 2R does not generate a damping force. Further, when the rear cart T2 passes through the place where the trajectory is out of order, the damper 2L expands and contracts, but the damper 2R disposed on the front cart T1 does not expand and contract, so the damper 2L does not generate a damping force.

  Therefore, for a vibration mode in which vibration is sequentially input before and after the vehicle body B, such as when the railway vehicle V passes through a track having such a vertical track error, the vehicle body attitude control device 1 The dampers 2R and 2L in FIG. 2 do not generate a damping force, making it difficult for vibration to be transmitted from the carriages T1 and T2 to the vehicle body B. In addition, the dampers 2R and 2L are used for pitching in which the vehicle body B swings back and forth. Can generate a damping force to suppress pitching and improve the ride comfort in the vehicle.

Further, in the arrangement shown in FIG. 8, the damper 2R in one vehicle body attitude control device 1 is interposed on one side with respect to the vehicle traveling direction between the front carriage T1 and the vehicle body B, and the damper 2L is installed on the rear side. The vehicle 2 is interposed on the other side with respect to the vehicle traveling direction between the carriage T2 and the vehicle body B, and the damper 2R in the second vehicle body attitude control device 1 is disposed in the vehicle traveling direction between the front vehicle T1 and the vehicle body B. The damper 2L is interposed on one side with respect to the vehicle traveling direction between the rear carriage T2 and the vehicle body B, and the two vehicle body attitude control devices 1 are connected to the same rail. In the vehicle V, it arrange | positions in what is called a mark.

  In this case, the dampers 2R and 2L in the vehicle body posture control device 1 do not generate a damping force with respect to the vibration mode in which vibrations are sequentially input before and after the vehicle body B, and the vehicle bodies B and B2 from the carts T1 and T2 have no damping force. Vibration is difficult to be transmitted to Further, for pitching in which the vehicle body B swings back and forth and rolling in which it swings left and right, the expansion and contraction of the dampers 2R and 2L are in opposite phases, and the dampers 2R and 2L generate a damping force, in addition to rolling. Pitching can be suppressed, and in addition, the dampers 2R and 2L do not generate damping force for the vehicle body tilt control, so that the operation of returning the vehicle body B from tilting and tilting is not hindered.

  Further, as shown in FIG. 9, dampers 2R and 2L are respectively provided between the carriage T1 in front of the railway vehicle V and the vehicle body B with respect to the vehicle traveling direction, and the rear vehicle T2 and the vehicle body B are In the meantime, it is also possible to arrange the dampers 2R and 2L via the center block 40, for example, via the center block 40, by arranging the dampers 2R and 2L oppositely from the arrangement on the front cart T1 side.

  Even in this case, the operation is the same as that shown in FIG. 8, and in this case, the vehicle body B is vibrated up and down in addition to the vibration mode in which vibrations are sequentially input before and after the vehicle body B. In such a vibration mode, the dampers 2R and 2L in the vehicle body attitude control device 1 do not generate a damping force, and vibration is hardly transmitted from the carriages T1 and T2 to the vehicle body B. In addition to this, the dampers 2R and 2L can generate a damping force to suppress pitching and rolling with respect to pitching in which the vehicle body B swings back and forth and rolling in the lateral direction. The riding comfort in the vehicle can be further improved.

  Furthermore, as shown in FIG. 10, the damper 2R is interposed between the rear truck T2 and the vehicle body B of the railway vehicle V, and the damper 2L is installed on the front truck T1 of the railway vehicle V behind the railway vehicle V. The vehicle body posture control device 1 can be disposed on the left and right sides of the vehicle traveling direction.

In this case, it is possible to suppress relative rolling between the vehicle bodies B in the adjacent railway vehicles V. In addition, as a technique for suppressing such relative rolling between the vehicle bodies B, there is known a technique in which a damper called a vehicle end damper is interposed between the vehicle bodies B, and in such a vehicle end damper, , It must be provided in a position that avoids the passage provided between the vehicle bodies B, and it becomes very long and a large bending moment is applied. This causes rattling and noise, causing passengers to feel uncomfortable. However, the vehicle body attitude control device 1 can suppress the relative rolling between the vehicle bodies B as in the case of the vehicle end damper, and does not need to be installed between the vehicle bodies B as described above. There is no risk of sacrificing the passage area between the vehicle bodies B, and the dampers 2R and 2L are interposed between the vehicle body B and the carriage T1 (T2), so that they can be kept short and large bending Maume Since nor preparative acts, since backlash is less likely to occur, it can be suppressed generation of noise, nor discomfort to passengers.

In addition, when there is a deviation in the vertical direction on the track, when the railroad vehicle V passes through such a place where the track is out of order, the carriage T2 on the rear side of the railroad vehicle V on the front side first passes the place where the track is out of order. Thereafter, the front carriage T1 of the rear railway vehicle V passes through the place where the trajectory is out of order. The damper 2R expands and contracts when the rear truck T2 of the front railway vehicle V passes through the wrong track, but the damper 2L disposed on the front truck T1 of the rear railway vehicle V does not expand and contract. 2R does not generate a damping force. The damper 2R mounted on the adjacent railway vehicle V is also used in the case where propagation of rolling vibrations in the adjacent railway vehicle V occurs sequentially, such as when passing through a tunnel or passing between trains. , 2L expands and contracts sequentially , and the dampers 2R, 2L generate no damping force and can prevent vibration transmission between the railway vehicles V.

  Therefore, the vibration mode in which vibrations are sequentially input to the adjacent railway vehicles V and the rolling of the vehicle body B are sequentially adjacent to each other as when the railway vehicle V passes through a track with such up-and-down track deviation. With respect to the vibration mode propagating to the vehicle body B of the railway vehicle V, the dampers 2R and 2L in the vehicle body attitude control device 1 do not generate a damping force, and vibrations are hardly transmitted to the vehicle body B.

  That is, according to the arrangement of FIG. 10, the dampers 2R and 2L generate a damping force for the relative rolling between the railway vehicles V to suppress the relative rolling, and vibrations are sequentially input to the neighboring railway vehicles V. For such vibration modes, it is possible to insulate the propagation of such vibrations.

  Further, as shown in FIG. 11, the vehicle travel of the dampers 2R and 2L arranged on the left and right with respect to the vehicle traveling direction of the rear truck T2 of the one rail vehicle V, and the front truck T1 of the adjacent rail vehicle V. The dampers 2 </ b> R and 2 </ b> L arranged on the left and right with respect to the direction can also be connected annularly via the center block 40.

  In this case, it is possible to suppress rolling of the vehicle body B, and it is also possible to suppress relative rolling between the vehicle bodies B in adjacent railway vehicles V, as in the arrangement of FIG. Occurrence can also be suppressed, and passengers are not uncomfortable.

Dampers 2R and 2L in the vehicle body attitude control device 1 generate a damping force in a vibration mode in which vertical vibrations are sequentially input to adjacent railcars V in spite of having such an effect. When the vibrations are not easily transmitted from the carriages T1 and T2 to the vehicle body B, and rolling vibrations are sequentially propagated in the adjacent railway vehicles V, such as when passing through a tunnel or passing between trains. In addition, the dampers 2R and 2L mounted on the adjacent railway vehicles V will be expanded and contracted in sequence , and the dampers 2R and 2L do not generate a damping force and can prevent vibration transmission between the railway vehicles V. There is no risk of impairing the ride comfort in the vehicle.

  That is, according to the arrangement shown in FIG. 11, in addition to suppressing rolling of the vehicle body B, the dampers 2R and 2L generate damping force to suppress the relative rolling between the rolling stocks V. For vibration modes in which vibrations are sequentially input to adjacent railway vehicles V, it is possible to insulate such propagation of vibrations.

  Furthermore, in the arrangement shown in FIG. 12, dampers 2R and 2L arranged on the left and right of the vehicle traveling direction between the vehicle body B of the railway vehicle V and the front carriage T1, and the vehicle body B and the rear side of the railway vehicle V are arranged. The dampers 2R and 2L arranged on the left and right of the vehicle traveling direction between the two trucks T2 are connected in a ring shape through the center block 40, and are arranged and connected in the same manner as other railway vehicles V. Both 2R and 2L are annularly connected via the center block 40.

  When the dampers 2R and 2L are arranged and connected in this way, the same effect as the arrangement shown in FIGS. 9 and 11 is obtained, and rolling and pitching in the vehicle body B of one railway vehicle V are suppressed, and the adjacent railways Relative rolling between the vehicle bodies B of the vehicle V can be suppressed, and in addition to vibration modes in which vibrations in the vertical direction and rolling are sequentially transmitted to the vehicle body B of the adjacent railway vehicle V, this vibration is transmitted. Can be insulated.

  In the arrangement and connection of the dampers 2R and 2L shown in FIGS. 7 to 12 described above, the dampers 2R and 2L do not exhibit a damping force when the entire vehicle body B vibrates uniformly in the vertical direction. Of course, it is possible to suppress the transmission of vertical vibrations from the carts T1, T2 to the vehicle body B.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a top view of a railway vehicle. It is a front view of a railway vehicle. It is the figure shown notionally of the vehicle body attitude | position control apparatus in one Embodiment. It is the figure which showed the specific structure of the integrated 1st on-off valve and the 2nd on-off valve. It is the figure which showed other specific structures of the integrated 1st on-off valve and the 2nd on-off valve. It is the figure which showed another concrete structure of the integrated 1st on-off valve and the 2nd on-off valve. It is the figure which showed an example of arrangement | positioning with respect to the railway vehicle of the damper in a vehicle body attitude | position control apparatus. It is the figure which showed an example of arrangement | positioning with respect to the railway vehicle of the damper in a vehicle body attitude | position control apparatus. It is the figure which showed an example of arrangement | positioning with respect to the railway vehicle of the damper in a vehicle body attitude | position control apparatus. It is the figure which showed an example of arrangement | positioning with respect to the railway vehicle of the damper in a vehicle body attitude | position control apparatus. It is the figure which showed an example of arrangement | positioning with respect to the railway vehicle of the damper in a vehicle body attitude | position control apparatus. It is the figure which showed an example of arrangement | positioning with respect to the railway vehicle of the damper in a vehicle body attitude | position control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body attitude | position control apparatus 2R, 2L Damper 10 Cylinder 10a Bracket 11 Piston 12 Rod 13, 14 Damping valve 15 Tank 16 First supply path 16a, 17a Check valve 17 Second supply path 18 First discharge path 19 Second discharge path 20 First open / close valve 21 Second open / close valve 22, 53 First damping passage 23, 54 Second damping passage 24 Outer cylinder 30, 40 Center block 31 Valve body 32, 44, 45 Spring 41, 42 Chamber 43, 50 Spool 40a 40b Port 40c Tank port 46 Partition 51 Small diameter portion 52 Seal A Gas spring B Vehicle body R1 First chamber R2 Second chamber T1 Front vehicle T2 Rear vehicle V Rail vehicle

Claims (11)

A cylinder, a piston that is slidably inserted into the cylinder and divides the cylinder into a first chamber and a second chamber, a rod to which the piston is connected, and a liquid that is displaced when the piston is displaced relative to the cylinder. A damping valve that provides resistance to the flow, a first supply path that allows only the flow of liquid from the tank to the first chamber, a second supply path that allows only the flow of liquid from the tank to the second chamber, The first discharge path that allows only the flow of liquid from one chamber to the tank and suppresses the amount of liquid passing through the damping valve, and the flow of the liquid from the second chamber to the tank only allows the flow of liquid to suppress the passage of the damping valve. Two or more double rod type dampers having a second discharge path, a first on-off valve provided in the middle of the first discharge path, and a second on-off valve provided in the middle of the second discharge path,
The first on-off valve in any one damper opens the first discharge passage and the above one arbitrary damper when the pressure in the first chamber of the damper exceeds the pressure in the second chamber of any other damper by a predetermined amount. The second on-off valve of the vehicle body opens the second discharge passage when the pressure in the second chamber of the damper exceeds the pressure in the first chamber of any other damper by a predetermined amount. Each damper communicates the first chamber and the second chamber with a first damping passage having a damping valve that allows only a liquid flow from the first chamber to the second chamber, and the first chamber and the second chamber. The vehicle body attitude control device according to claim 1, further comprising a second damping passage provided with a damping valve that allows only a liquid flow from the second chamber to the first chamber. Each damper communicates the first chamber and the tank with the first damping passage having a damping valve that allows only the flow of liquid from the first chamber to the tank, and the second chamber with the tank. The vehicle body attitude control device according to claim 1, further comprising a second damping passage provided with a damping valve that allows only a flow of liquid from the tank to the tank. The vehicle body attitude control device according to any one of claims 1 to 3, wherein the damper includes a tank on an outer periphery. The vehicle body attitude control device according to any one of claims 1 to 4, wherein the first on-off valve in any one damper and the second on-off valve in any other damper are accommodated in one housing. The first on-off valve has a hollow housing, a spool that defines two chambers in the housing, a port that connects one chamber to the first discharge path of any one damper, and an optional other chamber. A port that connects to the second discharge path of another damper and a tank port that connects the inside of the housing to the tank. When there is no difference in the amount of pressure in each room, the outer periphery of the spool faces the tank port. The vehicle body attitude control device according to any one of claims 1 to 5, wherein The second on-off valve includes a hollow housing, a spool that defines two chambers in the housing, a port that connects one chamber to the second discharge path of any one damper, and an optional other chamber. A port for connecting to the first discharge path in another damper and a tank port for connecting the inside of the housing to the tank. When there is no difference in the pressure in each room, the outer periphery of the spool faces the tank port. The vehicle body attitude control device according to any one of claims 1 to 6, wherein A cylinder, a piston that is slidably inserted into the cylinder and divides the cylinder into a first chamber and a second chamber, a rod to which the piston is connected, and a liquid that is displaced when the piston is displaced relative to the cylinder. A damping valve that provides resistance to the flow, a first supply path that allows only the flow of liquid from the tank to the first chamber, a second supply path that allows only the flow of liquid from the tank to the second chamber, The first discharge path that allows only the flow of liquid from one chamber to the tank and suppresses the amount of liquid passing through the damping valve, and the flow of the liquid from the second chamber to the tank only allows the flow of liquid to suppress the passage of the damping valve. Two or more double rod type dampers having a second discharge path, a first on-off valve provided in the middle of the first discharge path, and a second on-off valve provided in the middle of the second discharge path,
The first on-off valve in any one damper opens the first discharge passage and the above one arbitrary damper when the pressure in the first chamber of the damper exceeds the pressure in the second chamber of any other damper by a predetermined amount. When the pressure in the second chamber of the damper exceeds the pressure in the first chamber of any other damper by a predetermined amount, the second opening / closing valve in
The first on-off valve has a hollow housing, a spool that defines two chambers in the housing, a port that connects one chamber to the first discharge path of any one damper, and an optional other chamber. A port that connects to the second discharge path of another damper and a tank port that connects the inside of the housing to the tank. When there is no difference in the amount of pressure in each room, the outer periphery of the spool faces the tank port. ,
A vehicle body posture control device comprising a spool provided with a first damping passage for communicating one room with a tank port. A cylinder, a piston that is slidably inserted into the cylinder and divides the cylinder into a first chamber and a second chamber, a rod to which the piston is connected, and a liquid that is displaced when the piston is displaced relative to the cylinder. A damping valve that provides resistance to the flow, a first supply path that allows only the flow of liquid from the tank to the first chamber, a second supply path that allows only the flow of liquid from the tank to the second chamber, The first discharge path that allows only the flow of liquid from one chamber to the tank and suppresses the amount of liquid passing through the damping valve, and the flow of the liquid from the second chamber to the tank only allows the flow of liquid to suppress the passage of the damping valve. Two or more double rod type dampers having a second discharge path, a first on-off valve provided in the middle of the first discharge path, and a second on-off valve provided in the middle of the second discharge path,
The first on-off valve in any one damper opens the first discharge passage and the above one arbitrary damper when the pressure in the first chamber of the damper exceeds the pressure in the second chamber of any other damper by a predetermined amount. When the pressure in the second chamber of the damper exceeds the pressure in the first chamber of any other damper by a predetermined amount, the second opening / closing valve in
The second on-off valve includes a hollow housing, a spool that defines two chambers in the housing, a port that connects one chamber to the second discharge path of any one damper, and an optional other chamber. A port for connecting to the first discharge path in another damper and a tank port for connecting the inside of the housing to the tank. When there is no difference in the pressure in each room, the outer periphery of the spool faces the tank port. ,
A vehicle body attitude control device comprising a spool provided with a second damping passage for communicating the other chamber with a tank port. The vehicle body attitude control device according to any one of claims 1 to 9, wherein dampers are arranged on the left and right with respect to the vehicle traveling direction between the bogie and the vehicle body of the railway vehicle. The vehicle body attitude control device according to any one of claims 1 to 10, wherein a damper is disposed between each of the front and rear carriages and the vehicle body of the railway vehicle.

Images