JP6509641B2 - Body tilting device for railway vehicle - Google Patents

Description

  According to the present invention, there is provided an air spring mounted on a carriage for supporting a vehicle body, a passive adjustment valve provided in a first air flow path for supplying and discharging air to the air spring, and having an adjustment link horizontally mounted The present invention relates to a vehicle body inclination device of a railway vehicle having a second air flow passage for supplying and discharging air and an inclination adjustment valve in which an adjustment link is attached in an inclined manner.

Conventionally, in the curved section of the track, in addition to the cant, tilting of the vehicle body has been performed to reduce the discomfort experienced by the passenger due to the centrifugal force.
Then, as an air spring height adjustment mechanism of a railway vehicle, air is supplied to and discharged from an air spring provided between a vehicle body and a bogie to appropriately adjust the inclination of the vehicle body. At this time, air supply and discharge is performed by the operation of the height adjustment valve using the adjustment link mechanism, but it is possible to optimally obtain the inclination of the vehicle body due to the restriction of the air supply and exhaust and the operation delay of the height adjustment valve. There was a difficulty.
In order to solve the problem, the applicant has proposed a vehicle body inclination device for a railway vehicle described in Patent Document 1.

Specifically, as shown in FIG. 10, a first air flow path for supplying and discharging air separately to the air spring 4 and the air spring 4 placed on the left and right for supporting the vehicle body 2 mounted on the carriage 3 as shown in FIG. No. 7, the passive control valve 60 provided with the adjustment link 5 mounted horizontally, the first shut-off valve 8 arranged in series with the passive control valve 60, and the air spring 4 for supplying and discharging air separately 2 A vehicle body inclination device 1 of a railway vehicle having an inclination adjustment valve 10 provided in the two air flow paths 11 and attached with the adjustment link 9 inclined, and a second shutoff valve 12 disposed in series with the inclination adjustment valve 10 Is proposed.
Also, in a state where the passive control valve 60 is in the dead zone region, control is performed so that the dead zone region of the passive control valve 60 is quickly released using only the inclination control valve 10 without using the passive control valve 60 Is proposed.

The structure of the passive control valve 60 is shown in FIG. 11 in a cross-sectional view. The configuration of the inclination adjustment valve 10 itself is the same as the passive adjustment valve 60.
The passive adjustment valve 60 includes a main body 16, a main shaft 17, an air supply valve 18, an exhaust valve 19, and an oil damper 20. The air supply valve 18 and the exhaust valve 19 are connected by a passage that penetrates the main body 16 and is connected to the first air flow path 7. The air supply valve 18 and the exhaust valve 19 are configured such that the passage to the first air flow path 7 is closed by the reaction force of the spring. One port of the air supply valve 18 is in communication with the air supply channel 15. One port of the exhaust valve 19 is in communication with an exhaust passage 14 opened to the atmosphere.
The oil damper 20 also includes a piston 21, a check valve 22 connected to the piston 21 and having a function to prevent backflow, and a damper cap 23, which are immersed in oil.

The main shaft 17 is attached to the adjustment link 5 rotatably connected to the first support 28. Therefore, when the inclination angle of the adjustment link 5 changes in accordance with the change in height of the vehicle body 2, the main shaft 17 is rotated along with the change. However, the main shaft 17 is attached to the adjustment link 5 via a forward and reverse torsion spring, and returns to the neutral point by the biasing force of the torsion spring in any of the forward and reverse directions. Is configured.
Further, an upper protrusion 44 is formed on the upper portion of the main shaft 17, and a lower protrusion 45 is formed on the lower portion of the main shaft 17. As a result, the upper projection 44 exerts a resistance against the spring of the air supply valve 18 or the exhaust valve 19 to open and close the air supply valve 18 or the exhaust valve 19, and at the same time, the lower side projection 45 Move in the direction.

Here, when the air supply valve 18 is opened, the adjusting link 5 is inclined upward in the forward direction, whereby the main shaft 17 is rotated counterclockwise in the figure and provided at the lower portion of the main shaft 17. The lower projection 45 moves the piston 21 in the right direction. The check valve 22 located on the right side of the piston 21 prevents backflow of oil from the right to the left, and since the flow from the left to the right is permitted, the right side of the piston 21 becomes an oil pressure chamber.
That is, since the flow of oil is limited by the throttle hole 26 provided in the damper cap 23, the effect of the damper can be obtained. Then, the resistance through which the oil passes through the throttle hole 26 causes the passive adjustment valve 60 to generate a constant operation time delay.
On the other hand, when the air supply valve 18 is closed, the oil passes through the escape hole 27 provided in the main body 16 without resistance, so the movement of the piston 21 is not suppressed and the operation time delay does not occur.

Patent No. 4764117

However, the technology of Patent Document 1 has the following problems.
As shown in FIG. 12, when the vehicle body is inclined, the vehicle body 2 receives a rotational force (indicated by an arrow A) clockwise in the figure due to the influence of the centrifugal force F. Thereby, on the curved outer rail side, the air spring 4A on the curved outer rail side receives a force (indicated by an arrow C) in the descending direction. Similarly, on the curved inner track side, the air spring 4B on the curved inner track side receives an upward force (indicated by an arrow B). For this reason, in order to improve the inclination speed, it is not sufficient to improve the air supply performance of the inclination adjustment valve 10, and the improvement of the exhaust performance of the passive adjustment valve 60 is also important.
However, the passive adjustment valve 60 and the inclination adjustment valve 10 are provided with operation delay time in order to prevent hunting at the time of oscillation in a straight portion or a loose curve portion and to reduce the air consumption. Therefore, even if the air spring 4B on the curve inner track side rises while passing through the curve portion, there is a problem that the exhaust operation is not immediately performed and the inclination angle is lowered.

  The present invention solves the above-mentioned problems, and it is an object of the present invention to provide a vehicle body inclination device of a railway vehicle capable of promptly entering an exhaust operation when the inner curve side air spring rises while passing a curved portion. Do.

In order to achieve the above-mentioned object, the body inclination device of the rail car of the present invention has the following composition.
(1) An air spring mounted on a carriage and supporting a vehicle body, a passive adjustment valve provided in a first air flow path for supplying air to and discharging air from the air spring, and having an adjustment link horizontally attached, and an air spring In a vehicle body inclination device of a railway vehicle having an inclination adjustment valve provided in a second air flow path for supplying and discharging air and having an adjustment link inclined, the passive adjustment valve and the inclination adjustment valve are each supplied with air A valve, an exhaust valve, an air supply valve hydraulic damper mechanism, an exhaust valve hydraulic damper mechanism, an exhaust valve of the passive adjustment valve, an orifice diameter of the hydraulic damper mechanism, an orifice of the air supply valve hydraulic damper mechanism of the passive adjustment valve It is characterized by being larger than the diameter.

(2) The vehicle body inclination device for a railway vehicle according to (1), further comprising: a first shutoff valve provided in the first air passage; and a second shutoff valve provided in the second air passage. When passing through a curved portion of the track, on the inner track side, the second shutoff valve is shut off to activate the passive adjustment valve, and on the outer track side, the first shutoff valve is shut off; It is characterized by having a control device which operates the inclination adjusting valve, and thereby shortening a delay time from the start of movement of the adjusting link of the passive adjusting valve to the start of air supply and exhaust.
(3) The vehicle body inclination device for a railway vehicle according to (1) or (2), characterized in that the exhaust flow rate of the passive adjustment valve is increased by more than a normal peristaltic displacement.

The railway vehicle body inclination device according to the present invention has the following operations and effects.
(1) An air spring mounted on a carriage and supporting a vehicle body, a passive adjustment valve provided in a first air flow path for supplying air to and discharging air from the air spring, and having an adjustment link horizontally attached, and an air spring In a vehicle body inclination device of a railway vehicle having an inclination adjustment valve provided in a second air flow path for supplying and discharging air and having an adjustment link inclined, the passive adjustment valve and the inclination adjustment valve are each supplied with air A valve, an exhaust valve, an air supply valve hydraulic damper mechanism, an exhaust valve hydraulic damper mechanism, an exhaust valve of the passive adjustment valve, an orifice diameter of the hydraulic damper mechanism, an orifice of the air supply valve hydraulic damper mechanism of the passive adjustment valve As it is characterized by being larger than the diameter, when passing through the curved part, the inner track side of the curve is controlled only by the passive control valve, and the orifice diameter of the exhaust valve hydraulic damper mechanism of the passive control valve is relatively large. Therefore, it is possible to shorten only the exhaust side operation delay time of the passive adjustment valve, it is possible to improve the exhaust performance of the passive adjustment valve. Thereby, the vehicle body tilt control in the curved portion can be performed promptly.

(2) The vehicle body inclination device for a railway vehicle according to (1), further comprising: a first shutoff valve provided in the first air passage; and a second shutoff valve provided in the second air passage. When passing through a curved portion of the track, on the inner track side, the second shutoff valve is shut off to activate the passive adjustment valve, and on the outer track side, the first shutoff valve is shut off; It is characterized by having a control device for operating a tilt adjustment valve, and thereby shortening the delay time from the start of movement of the adjustment link of the passive adjustment valve to the start of air supply and exhaust. When passing through the section, the curve inside track side is controlled only by the passive control valve, and the orifice diameter of the passive control valve exhaust valve hydraulic damper mechanism is relatively large, so only the exhaust side operation delay time of the passive control valve Can be shortened and passive adjustment Exhaust performance can be improved. Thereby, the vehicle body tilt control in the curved portion can be performed promptly.

(3) The vehicle body inclination device for a railway vehicle according to (1) or (2), characterized in that the exhaust flow rate of the passive adjustment valve is increased by more than a normal peristaltic displacement.
Generally, the passive control valve is used for exhausting the air spring on the curved outer rail side at the time of horizontal return, but the exhaust flow rate can not be increased in consideration of height adjustment during normal traveling. That is because air consumption increases as the exhaust flow rate is increased.
Therefore, the exhaust performance at the time of horizontal return is improved by increasing the exhaust flow rate only beyond the normal peristaltic displacement. This can prevent an increase in air consumption even when the passive control valve is used on the outer track side.

It is sectional drawing which shows the structure of the passive control valve 6 which is acting as an air supply valve of a present Example. It is sectional drawing which shows the structure of the passive control valve 6 which is acting as an exhaust valve of a present Example. It is a figure which shows the action | operation delay when the passive control valve 6 acts as an exhaust valve by the side of inner rail. It is a figure which shows the operation | movement delay at the time of the conventional passive control valve 60 acting as an exhaust valve by the side of inner rail. It is a figure which shows the air supply / discharge volume of the air spring when the conventional passive adjustment valve 60 is used. It is a figure which shows air supply / discharge volume of the air spring of the example which does not take the time delay countermeasure with respect to a dead zone. It is a figure which shows the air supply / discharge volume of the air spring at the time of using the passive control valve 6 of a present Example. It is a figure which shows the air supply / discharge characteristic of the passive control valve 6. FIG. It is a figure which shows the basic composition of the vehicle body inclination apparatus of this invention. It is a figure which shows the basic composition of the conventional vehicle body inclination apparatus. It is sectional drawing which shows the structure of the conventional passive adjustment valve 60. As shown in FIG. It is a figure which shows the influence by the centrifugal force F at the time of vehicle body inclination.

One embodiment of a vehicle body inclination device for a railway vehicle according to the present invention will be described in detail with reference to the drawings.
The basic configuration of the vehicle body tilting device is shown in FIG. Since the configuration is almost the same as the conventional configuration shown in FIG. 10, the same reference numerals are used for members having the same structure, and only different configurations are described by changing the numbers.
An air spring 4 mounted on the carriage 3 and disposed on the left and right to support the vehicle body 2 and an air spring 4 are provided in a first air flow path 7 for supplying and discharging air separately, and pivoted to a first support 28 The passive control valve 6 to which the adjustment link 5 held in an enabling manner is horizontally attached, the first shut-off valve 8 arranged in series with the passive control valve 6, and the air spring 4 (2) an inclination adjustment valve 10 provided in the second air flow passage 11 and attached with an adjustment link 9 which is rotatably held on the second support column 29 inclined, and a second one arranged in series with the inclination adjustment valve 10 It has a shutoff valve 12.
In FIG. 9, the adjustment link 5 is in the horizontal state, and the adjustment link 9 is in the inclined state.

  The structure of the passive control valve 6 of a present Example is shown with FIG.1 and FIG.2 by sectional drawing. The structure of the passive control valve 6 of FIG. 1 is also almost the same as the structure of the passive control valve 60 shown in FIG. 11. Therefore, for members having the same structure, the same numbers are used and only different configurations are changed explain. The configuration of the inclination adjustment valve 10 itself is the same as the passive adjustment valve 6. FIG. 1 shows a state in which the passive adjustment valve 6 is acting as an air supply valve, and FIG. 2 shows a state in which the passive adjustment valve 6 is acting as an exhaust valve.

The passive adjustment valve 6 includes a main body 16, a main shaft 17, an air supply valve 18, an exhaust valve 19, and an oil damper 20. The air supply valve 18 and the exhaust valve 19 are connected by a passage that penetrates the main body 16 and is connected to the first air flow path 7. The air supply valve 18 and the exhaust valve 19 are configured such that the passage to the first air flow path 7 is closed by the reaction force of the spring. The exhaust valve 19 is formed with a small diameter portion 19b at its tip end, and an intermediate diameter portion 19a is formed subsequently. The diameter of the middle diameter portion 19a is smaller than that of the inner circumferential surface, and a gap is formed between the inner diameter and the inner circumferential surface. One port of the air supply valve 18 is. It is in communication with the air supply passage 15. One port of the exhaust valve 19 is in communication with an exhaust passage 14 opened to the atmosphere.
In addition, the oil damper 20 is connected to the piston 21, the piston 21 and check valves 22 and 24 having a backflow prevention function, back chambers 36 and 37 provided behind the check valves 22 and 24, and a back chamber. The damper caps 23 and 25 which are small diameter parts communicating with 36 and 37 are provided, and these are immersed in oil.

Further, the damper cap 23 is provided with an orifice 31 communicating with the spindle chamber 35. Similarly, the damper cap 25 is provided with an orifice 32 communicating with the spindle chamber 35.
Further, in the state of FIG. 1, a communication passage 34 is provided which communicates the back chamber 37 and the main shaft chamber 35. In the state of FIG. 2, the communication passage 34 is closed, and the back chamber 37 and the main shaft chamber 35 are shut off.
Further, in the state of FIG. 2, a communication passage 33 is provided which communicates the back chamber 36 and the main shaft chamber 35. In the state of FIG. 1, the communication passage 33 is closed, and the back chamber 36 and the main shaft chamber 35 are shut off.
Here, the orifice diameter of the orifice 32 of the exhaust valve hydraulic damper mechanism of the passive adjustment valve 6 is formed larger than the orifice diameter of the orifice 31 of the feed valve hydraulic damper mechanism of the passive adjustment valve 6.

The main shaft 17 is rotatably held by the adjustment link 5 rotatably connected to the first support 28. Thus, when the inclination angle of the adjustment link 5 changes following the height change of the vehicle body 2, the main shaft 17 is rotated along with the change of the inclination angle. Here, the main shaft 17 is attached to the adjustment link 5 via forward and reverse torsion springs, and in either forward or reverse direction, the biasing force of each torsion spring brings it to the neutral point. It is configured to return.
Further, an upper protrusion 44 is formed on the upper portion of the main shaft 17, and a lower protrusion 45 is formed on the lower portion of the main shaft 17. The upper projection 44 exerts a reaction force against the spring of the air supply valve 18 or the exhaust valve 19 to open and close the air supply valve 18 or the exhaust valve 19 while the lower side projection moves the piston 21 in the left and right direction. Move it.

Next, the operation of the passive control valve 6 having the above structure will be described. First, as shown in FIG. 1, the case where the passive adjustment valve 6 acts as an air supply valve will be described.
In FIG. 1, the air supply valve 18 is open and the exhaust valve 19 is closed. That is, the main shaft 17 is turned counterclockwise in the figure by the upward and downward inclination of the adjustment link 5, and the lower projection 45 provided at the lower part of the main shaft 17 moves the piston 21 rightward. Move to The check valve 22 on the right side of the piston 21 prevents backflow of oil from right to left and allows flow from left to right, so the back chamber 36 of the piston 21 and the damper cap 23 are hydraulic It becomes a room.
At this time, since the flow of oil is restricted by the orifice 31 provided in the damper cap 23, the effect of the damper can be obtained. Then, due to the resistance of oil passing through the orifice 31, a constant operation time delay is generated in the passive control valve 6. The piston 21, the damper cap 23, and the orifice 31 constitute an air supply side hydraulic damper mechanism.

Next, as shown in FIG. 2, the case where the passive adjustment valve 6 acts as an exhaust valve will be described. As shown in FIG. 12, when passing through the curved portion of the track, the control device of this embodiment shuts off the second shutoff valve 12 shown in FIG. On the outer rail side, the first shutoff valve 8 is shut off and the inclination adjustment valve 10 is operated.
In FIG. 2, the air supply valve 18 is closed and the exhaust valve 19 is open. That is, when the adjustment link 5 is inclined downward in the negative direction, the main shaft 17 rotates clockwise in the figure, and the lower projection 45 provided at the lower part of the main shaft 17 moves the piston 21 in the left direction. Move it. The check valve 24 located on the left side of the piston 21 prevents backflow of oil from left to right and permits flow from right to left, so the back chamber 37 of the piston 21 and the damper cap 25 are hydraulic Become a room
At this time, the oil flow is slightly restricted by the orifice 32 provided in the damper cap 25, but the orifice diameter of the orifice 32 is larger than the orifice diameter of the orifice 31 of the air supply valve hydraulic damper mechanism of the passive adjustment valve 6. Therefore, the resistance of oil passing through the orifice 32 is small, and when the passive control valve 6 acts as an exhaust valve, the operation time delay is small. The piston 21, the damper cap 25 and the orifice 32 constitute an exhaust side hydraulic damper mechanism.

Next, in the vehicle body inclination device, the effect in the case of reducing the operation delay when the passive adjustment valve 6 acts as an exhaust valve will be described.
FIG. 4 illustrates the operation delay when the conventional passive control valve 60 acts as an exhaust valve on the inner track side.
The displacement of the inner rail side air spring when the outer rail side air spring is displaced as shown in (c) of FIG. 4 is shown in (b). The horizontal axis of (a) indicates the passage of time, and the vertical axis indicates the vehicle body inclination angle. The horizontal axes of (b) and (c) indicate the passage of time, and the vertical axes indicate the amount of displacement.
Since the exhaust of the inner rail side air spring is performed by the passive adjustment valve 60, after the displacement of the inner rail side air spring passes the dead zone H of the passive adjustment valve 60, the exhaust valve hydraulic pressure of the passive adjustment valve 60 Since it takes time for oil to be discharged due to the resistance of the orifice 32 of the damper mechanism, an operation delay time T2 has occurred.

FIG. 3 illustrates the operation delay when the passive adjustment valve 6 of the vehicle body inclination device of the present invention acts as an exhaust valve on the inner rail side.
The displacement of the inner rail side air spring is shown in (b) when the outer rail side air spring is displaced as shown in (c) of FIG. 3 (the same amount of displacement as in FIG. 4 (c)). The horizontal axis of (a) indicates the passage of time, and the vertical axis indicates the vehicle body inclination angle. The horizontal axes of (b) and (c) indicate the passage of time, and the vertical axes indicate the amount of displacement. Since the exhaust of the inner rail side air spring is performed by the passive adjustment valve 6, after the displacement of the inner rail side air spring passes the dead zone of the passive adjustment valve 6, the exhaust valve hydraulic damper of the passive adjustment valve 6 Since the resistance of the orifice 32 of the mechanism is small and it does not take time for oil to be discharged, the operation delay time T1 is reduced to one sixth of about T2.
In terms of the vehicle body tilt control time, as shown in FIG. 4 (a), it takes T4 seconds to set the vehicle body tilt angle to a predetermined value, but as shown in FIG. 3 (a), According to this embodiment, it can be shortened to T3 seconds.

Next, hunting of the air spring at the normal time will be described.
FIG. 6 shows the amount of air supplied and discharged from the air spring in the case where the time delay measure is not taken against the dead zone. The horizontal axis of (a) indicates the passage of time, and the vertical axis indicates the air supply and discharge amount. The horizontal axis of (b) indicates the passage of time, and the vertical axis indicates the amount of displacement. As shown in the figure, the displacement a of the air spring and the displacement b of the passive adjustment valve coincide. In this case, as shown in (a), hunting occurs in the displacement of the air spring due to the change in the amount of air supplied and discharged.
Next, FIG. 5 shows the amount of air supplied and discharged from the air spring when the conventional passive adjustment valve 60 is used. The displacement a of the air spring and the displacement b of the passive adjustment valve 60 are shown in (b). In this case, as shown in (a), there is no change in the air supply and discharge amount, and hunting does not occur in the displacement of the air spring.
Next, FIG. 7 shows the amount of air supplied and discharged from the air spring when the passive adjustment valve 6 of this embodiment is used. The displacement a of the air spring and the displacement b of the passive adjustment valve 6 are shown in (b). In this case, as shown in (a), it is confirmed that the hunting of the displacement of the air spring does not occur when there is a delay in the operation time of only one of the air supply and discharge in the air supply and discharge amount.

Next, a graph of the supply and discharge characteristics of the passive adjustment valve 6 is shown in FIG. In the passive adjustment valve 6 of the present embodiment, in the exhaust region, the displacement is a normal amount a in the region below the normal swing displacement, and the displacement is increased to b in the region above the normal swing displacement.
Specifically, the exhaust valve 19 is formed with a small diameter portion 19b at its tip end, and a medium diameter portion 19a is subsequently formed. The diameter of the medium diameter portion 19a is slightly smaller than that of the inner circumferential surface 16a, and a gap is formed between the medium diameter portion 19a and the inner circumferential surface 16a. Thus, when the middle diameter portion 19a is located near the center of the inner circumferential surface 16a, the exhaust amount a is maintained. Then, the middle diameter portion 19a moves away from the inner circumferential surface 16a, the exhaust amount increases, and when the middle diameter portion 19a goes out of the inner circumferential surface 16a, the exhaust amount b is maintained.
When the vehicle travels in a straight line, the main shaft 17 of the passive adjustment valve 60 is in the neutral position, that is, the upper projection 44 of the main shaft 17 is in a state where neither the air supply valve 18 nor the exhaust valve 19 is pressed. Link 5 is in a horizontal state.

  As described above in detail, according to the vehicle body tilting device of the railway vehicle of this embodiment, (1) air is supplied to and discharged from the air spring 4 mounted on the bogie 3 and supporting the vehicle body 2 and the air spring 4 The adjustment link 9 is provided in the first air flow path 7 and is provided in the passive adjustment valve 6 to which the adjustment link 5 is attached horizontally and the second air flow path 11 for supplying and discharging air to the air spring 4. In a vehicle body inclination device of a railway vehicle having an inclination adjustment valve 10 attached in an inclined manner, the passive adjustment valve 6 and the inclination adjustment valve 10 respectively include an air supply valve 18, an exhaust valve 19 and an air supply valve hydraulic damper mechanism. 21, 23, 31 and exhaust valve hydraulic damper mechanisms 21, 25, 32, the diameter of the orifice 32 of the exhaust valve hydraulic damper mechanisms 21, 25, 32 of the passive adjustment valve 6 is the charge of the passive adjustment valve 6 Orifice of valve hydraulic damper mechanism Since it is characterized by being larger than the orifice diameter of 1, when passing through the curved part, the curve inner track side is controlled only by the passive control valve 6, and the orifice 32 of the exhaust valve hydraulic damper mechanism of the passive control valve 6. Since the diameter of the valve is relatively large, only the exhaust side operation delay time of the passive control valve 6 can be shortened, and the exhaust performance of the passive control valve 6 can be improved. Thereby, the vehicle body tilt control in the curved portion can be performed promptly.

(2) In the vehicle body inclination device for a railway vehicle described in (1), the first shutoff valve 8 provided in the first air passage 7 and the second shutoff valve 12 provided in the second air passage 11 In the inner track side, the second shutoff valve 12 is shut off and the passive regulating valve 6 is activated, and on the outer track side the first shutoff valve 8 is shut off. Because the control device for operating the inclination control valve 10 is characterized in that the delay time from the start of movement of the adjustment link 5 of the passive control valve 6 to the start of air supply and exhaust is shortened. When passing through the curve portion, the curve inner track side is controlled only by the passive control valve 6, and the diameter of the orifice 32 of the exhaust valve hydraulic damper mechanism of the passive control valve 6 is relatively large. Only the exhaust side operation delay time of the It is possible to improve the exhaust performance of the probe control valve 6. Thereby, the vehicle body tilt control in the curved portion can be performed promptly.

(3) In the vehicle body inclination device for a railway vehicle described in (1) or (2), the exhaust flow rate of the passive adjustment valve 6 is increased by more than a normal peristaltic displacement.
In general, the passive control valve 6 is used for exhausting the air spring 4 on the curved outer rail side at the time of horizontal return, but considering the height adjustment during normal traveling, it is possible to increase the exhaust flow rate Can not. That is because air consumption increases as the exhaust flow rate is increased.
Therefore, the exhaust performance at the time of horizontal return is improved by increasing the exhaust flow rate only beyond the normal peristaltic displacement. This can prevent an increase in air consumption even when the passive regulator valve 6 is used on the outer track side.

  The vehicle body tilt control device for a railway vehicle of the present invention is not limited to the above embodiment, and various applications are possible.

4 air spring 5 adjustment link 6 passive adjustment valve 8 first shut-off valve 9 adjustment link 10 inclination adjustment valve 12 second shut-off valve 21 piston 23 damper cap 31 orifice 32 orifice

Claims (3)

An air spring mounted on a bogie to support a vehicle body, a passive adjustment valve provided in a first air flow path for supplying air to the air spring and supplying air to the air spring, and having an adjustment link horizontally attached, and air for the air spring In a vehicle body inclination device of a railway vehicle, provided in a second air flow passage for supplying and discharging air, and having an inclination adjustment valve in which an adjustment link is attached in an inclined manner,
Each of the passive control valve and the inclination control valve has an air supply valve, an exhaust valve, an air supply valve hydraulic damper mechanism, and an exhaust valve hydraulic damper mechanism.
The orifice diameter of the exhaust valve hydraulic damper mechanism of the passive adjustment valve is larger than the orifice diameter of the feed valve hydraulic damper mechanism of the passive adjustment valve;
A body inclination device of a railway vehicle characterized by The vehicle body inclination device for a railway vehicle according to claim 1,
Having a first shutoff valve provided in the first air flow passage, and a second shutoff valve provided in the second air flow passage;
When passing through a curved portion of the track, the second shutoff valve is shut off on the inner track side to activate the passive adjustment valve, and the first shutoff valve is closed on the outer track side to adjust the inclination Having a control device to operate the valve,
Thus, the delay time from the start of movement of the adjustment link of the passive adjustment valve to the start of air supply and exhaust is shortened.
A body inclination device of a railway vehicle characterized by The vehicle body inclination device for a railway vehicle according to claim 1 or 2
Increasing the exhaust flow rate of the passive control valve by more than a normal peristaltic displacement,
A body inclination device of a railway vehicle characterized by

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