JP2005035321A

JP2005035321A - Body tilting system for railway rolling stock

Info

Publication number: JP2005035321A
Application number: JP2003197322A
Authority: JP
Inventors: Hiroshi Niimura; 浩新村; Yuzo Sawabe; 雄造澤部
Original assignee: Nippon Sharyo Ltd
Current assignee: Nippon Sharyo Ltd
Priority date: 2003-07-15
Filing date: 2003-07-15
Publication date: 2005-02-10
Anticipated expiration: 2023-07-15
Also published as: JP4242719B2

Abstract

<P>PROBLEM TO BE SOLVED: To miniaturize an air supply system to inexpensively improve energy efficiency by reducing air consumption at the time of a body tilting operation. <P>SOLUTION: Each two of air springs 5LO, 5LI, 5RO and 5RI are arranged to apply to both sides of a sleeper direction of a carriage 3. The device is provided with a body tilting control system 30 to tilt a body by charging air to the air spring 5RO at the outside of the right side air spring to be the outside of a curved passage, exhausting air from the air spring 5LO at the outside of the left side air spring to be the inside of the curved passage, communicating the air spring 5RI at the right inside with the air spring 5LI at the left inside, setting the right side air springs 5RO and 5RI to be high and setting the left side air springs 5LO and 5LI to be low, at the time of the body tilting operation. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

【０００１】
【発明の属する技術分野】
本発明は、曲線路走行時に、左右の空気バネ高さを変えることによって車体を曲線路内側に傾斜させて、速度の向上と乗り心地の改善を図った鉄道車両の車体傾斜装置に関する。
【０００２】
【従来の技術】
車体傾斜装置として、台車の枕木方向両側にそれぞれ１個の空気バネを配置し、両空気バネにて車体を支持し、車体傾斜動作時に、車体傾斜制御装置が曲線路の形状データと走行速度から必要な車体傾斜角度を演算し、電磁弁等を作動させて、曲線路外側の空気バネに給気して該空気バネを高くするとともに、曲線路内側の空気バネから排気して該空気バネを低くして車体を傾斜させるものがある（例えば、特許文献１参照。）。
【０００３】
【特許文献１】
特公昭４７−４１１６５号公報（第１〜３頁、図１、２）
【０００４】
【発明が解決しようとする課題】
ところで、上述の空気バネには、受圧面積の関係から大型ダイヤフラム空気バネや大径の多段ダイヤフラム式空気バネが採用されているが、これらの空気バネは、車体傾斜動作時の空気消費量が多いため、車載のコンプレッサ容量及び個数並びに空気溜めタンク容量及び個数を大きく設定する必要がある。また、傾斜動作の応答性を高めるため、大容量の圧縮空気を供給できるように、圧損の小さい大型の弁・大口径の配管等が必要となり、重量増、消費電力増、コストの上昇等の問題があった。
【０００５】
そこで本発明は、車体傾斜動作時の空気消費量を少なくすることにより、空気供給系統を小型化し、安価でエネルギー効率のよい鉄道車両の車体傾斜装置を提供することを目的としている。
【０００６】
【課題を解決するための手段】
上記した目的を達成するため、本発明は、台車の枕木方向両側に配置した空気バネにて車体を支持し、車体傾斜動作時に、曲線路外側となる空気バネに給気して該空気バネを高くし、曲線路内側となる空気バネから排気して該空気バネを低くして車体を傾斜させる鉄道車両の車体傾斜装置において、第１の手段は、前記空気バネを、台車の枕木方向両側に各２個充て、枕木方向又はレール方向に並列に配置し、車体傾斜動作時に、曲線路外側となる空気バネのうちのいずれか一方に給気し、曲線路内側となる空気バネのうちのいずれか一方から排気するとともに、曲線路外側となる空気バネのうちのいずれか他方と曲線路内側となる空気バネのうちのいずれか他方とを連通させ、曲線路外側となる空気バネを高く曲線路内側となる空気バネを低くして車体を傾斜させる車体傾斜制御装置を備えたことを特徴とし、第２の手段は、前記各空気バネ内を二室に仕切り、それぞれの空気室に個別に給排気可能な空気流路を設け、車体傾斜動作時に、曲線路外側となる空気バネのいずれか一室に給気し、曲線路内側となる空気バネのいずれか一室から排気するとともに、曲線路外側となる空気バネのうちのいずれか他室と曲線路内側となる空気バネのうちのいずれか他室とを連通させ、曲線路外側となる空気バネを高く曲線路内側となる空気バネを低くして車体を傾斜させる車体傾斜制御装置を備えたことを特徴としている。また、第２の手段において、前記各空気バネは、内外二室に仕切られていることが好ましい。
【０００７】
【発明の実施の形態】
以下、本発明を図面に示される実施形態例に基づいて説明する。図１乃至図５は本発明の第１実施形態例を示すもので、以下、数字の後の「Ｌ」は図において左側に、「Ｒ」は右側に配置されたものを示す。軌道１を走行する車輪２を備えた台車３には、台車枠４の枕木方向両側に各２個充て、すなわち、左側に２個の空気バネ５ＬＯ，５ＬＩが、右側に２個の空気バネ５ＲＯ，５ＲＩ（Ｏは外側、Ｉは内側）が配置され、該空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩにて車体６が支持されている。
【０００８】
各空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩＲは、同一の構成で、２個一組合計でそれぞれ目的とする有効受圧面積となるように、従来使用されていた多段ダイヤフラム式空気バネよりも小径に設計されている。各空気バネ５１Ｌ，５２Ｌ，５１Ｒ，５２Ｒは、台車枠４に積層ゴム７を介して取り付けられるバネ座８と車体６を支持する上面板９との間に、ダイヤフラム式ゴムベローズ１０をリング部材１１により折り曲げて膜長を稼いだ多段ダイヤフラム式空気バネで、上面板９の中央には給排気口１２が設けられ、台車枠６内の補助空気溜めタンク１３への連通孔１４は、パンク時スリ板１５を貫通して開口している。
【０００９】
台車３と車体６との間には、乗客の乗り降りによる荷重の変動及び走行中の荷重の変動により空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩが変化するのに対して車高を一定にするために、各空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩ内の圧力空気を給排する高さ調整機構として、高さ調整棒１６Ｌ，１６Ｒと高さ調整弁１７Ｌ，１７Ｒとが設けられている。高さ調整棒１６Ｌ，１６Ｒの上部には空気シリンダ１８Ｌ，１８Ｒがそれぞれ設けられ、各空気シリンダ１８Ｌ，１８Ｒのピストンロッド１９Ｌ，１９Ｒの上端は、前記高さ調整弁１７Ｌ，１７Ｒの開閉操作部である弁棒２０を回動する梃子２１Ｌ，２１Ｒにそれぞれ連結されている。
【００１０】
高さ調整弁１７Ｌ，１７Ｒには、空気源としてコンプレッサ２２で発生させた圧縮空気を貯留する元空気溜めタンク２３からの空気供給流路２４Ｌ，２４Ｒがそれぞれ接続されている。高さ調整弁１７Ｌと空気バネ５ＬＯ，５ＬＩの各給排気口１２との間には、電磁弁２５Ｌを備えた車高調整空気流路２６Ｌが、また、高さ調整弁１７Ｒと空気バネ５ＲＯ，５ＲＩの各給排気口１２との間には、電磁弁２５Ｒを備えた車高調整空気流路２６Ｒがそれぞれ接続されている。電磁弁２５Ｌ，２５Ｒは、付設されたバネ２５ａによって常時開状態にされている。
【００１１】
この高さ調整機構は、荷重の変動に伴う台車３と車体６との距離の変化によって、高さ調整棒１６Ｌ，１６Ｒのピストンロッド１９Ｌ，１９Ｒの上端の位置が変動することにより、梃子２１Ｌ，２１Ｒが回動して高さ調整弁１７Ｌ，１７Ｒを操作して元空気溜めタンク２３から空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩへの空気の給排を制御して車高を一定にする。すなわち、車体６の荷重の増加によって車体６が沈み込むと、ピストンロッド１９Ｌ，１９Ｒの上端位置が高くなり、梃子２１Ｌ，２１Ｒが水平状態から上方へ回動し、元空気溜めタンク２３から圧縮空気が空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩへ給気されて、空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩが膨らんで車体６を高くし、梃子２１Ｌ，２１Ｒが水平状態になると給気が停止される。また、車体６が上昇した場合は、ピストンロッド１９Ｌ，１９Ｒの上端位置が低くなり、梃子２１Ｌ，２１Ｒが水平状態から下方へ回動し、空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩ中の圧縮空気が高さ調整弁１７Ｌ，１７Ｒから排気され、梃子２１Ｌ，２１Ｒが水平状態になると排気が停止される。
【００１２】
前記空気シリンダ１８Ｌ，１８Ｒは、ピストンロッド１９Ｌ，１９Ｒの戻しバネ１８ａをそれぞれ内蔵し、シリンダ室１８ｂには、前記空気供給流路２４Ｌ，２４Ｒからそれぞれ分岐して電磁比例制御弁２７Ｌ，２７Ｒを経由する空気供給流路２８Ｌ，２８Ｒが接続され、車体傾斜制御装置３０からの指令によって作動する電磁比例制御弁２７Ｌ，２７Ｒを介して元空気溜めタンク２３から圧縮空気が供給され、シリンダ室１８ｂ内の空気圧又は空気量を調整して目的の高さに制御される。
【００１３】
車体傾斜制御装置３０は、地点情報検知部３１、線路データ記憶部３２、異常診断部３３及び傾斜制御部３４で構成され、地点情報検知部３１には、車速の検出及び走行路線の一定キロ毎に置されたデポ地上子３５からの地点情報を受信する車速・デポ検出器３６が接続されている。また、異常診断部３３及びに傾斜制御部３４は、車体傾斜動作時に、著大な車体ロールによる左右Ｇが発生した場合に、高さ調整棒１８Ｌ，１８Ｒの長さ（すなわち、空気バネ高さ）情報信号を受信するための電気回路３７Ｌ，３７Ｒが接続されている。
【００１４】
傾斜制御部３４には、前記電磁比例制御弁２７Ｌ，２７Ｒが電気回路３８Ｌ，３８Ｒにて接続されるとともに、車体傾斜動作時に空気バネ５ＬＩ，５ＲＩを連通させる傾斜電磁弁３９が電気回路４０にて接続されている。この傾斜電磁弁３９は、付設されたバネ３９ａによって常時閉状態にされており、該傾斜電磁弁３９から前記電磁弁２５Ｌ，２５Ｒへ直列の電気回路４１が接続されている。これにより、車体傾斜動作時に、傾斜電磁弁３９、電磁弁２５Ｌ，２５Ｒのどれか１つでも断線した場合は、すべての電磁弁がバネ側回路になって、フェイルセーフ性を確保できる。また、車体傾斜動作時に、著大な車体ロールによる左右Ｇが発生した場合には、車体床面左右Ｇを検知して電磁弁２５Ｌ，２５Ｒ及び電磁弁３９の通電を解除して、全空気バネ５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩにて車体６のロールを保持できる状態に速やかに復帰するようになっている。なお、傾斜電磁弁３９、電磁弁２５Ｌ，２５Ｒをエアーオペレート弁にし、電気回路４０，４１に代えて、エアーオペレート弁用オペレート空気管としてもよい。
【００１５】
次に、このように構成された車体傾斜制御装置３０による車体傾斜動作について説明する。車体傾斜制御装置３０は、走行開始と同時にスタンバイ上昇を開始し、システムの健全性をチェックする。走行時に曲線路手前の入り口緩和曲線に接近したことを地上からの信号にて地点情報検知部３１が検知すると、例えば、図３に示されるように、車体６を左に傾斜させる場合には、傾斜制御部３４が電磁比例制御弁２７Ｒに空気シリンダ１８Ｒのピストンロッド１９Ｒを伸張させる指令を出力するとともに、電磁比例制御弁２７Ｌに空気シリンダ１８Ｌのピストンロッド１９Ｌを縮小させる指令を出力し、同時に、電磁弁２５Ｌ，２５Ｒを閉じるとともに電磁弁３９を開く指令を出力する。
【００１６】
これにより、右外側の空気バネ５ＲＯに圧縮空気が給気されるとともに、左外側の空気バネ５ＬＯの圧縮空気が高さ調整弁１７Ｌから排気され、右内側の空気バネ５ＲＩと左内側の空気バネ５ＬＩとが連通し、車体傾斜動作が始まる。異常診断部３３に車体ロール異常発生の信号がなければ、さらに給気と排気が続けられ、右側の空気バネ５ＲＯ，５ＲＩの圧力が高くなって空気バネ５ＲＯ，５ＲＩが上方へ伸張し、一方、左側の空気バネ５ＬＯ，５ＬＩの圧力は低くなって空気バネ５ＬＯ，５ＬＩが下方へ縮小して車体６が左に傾斜する。線路データ記憶部３２のデータに基づき車体６の傾斜が所定の角度に達したら、傾斜制御部３４が電磁弁３９を閉じるとともに電磁弁２５Ｌ，２５Ｒを開いて傾斜角度を維持して曲線路を走行する。
【００１７】
そして、曲線路出口緩和曲線に接近したことを地上からの信号にて地点情報検知部３１が検知すると、傾斜制御部３４が電磁比例制御弁２７Ｒに空気シリンダ１８Ｒのピストンロッド１９Ｒを縮小させる指令を出力するとともに、電磁比例制御弁２７Ｌに空気シリンダ１８Ｌのピストンロッド１９Ｌを伸張させる指令を出力し、同時に、電磁弁２５Ｌ，２５Ｒを閉じるとともに電磁弁３９を開く指令を出力し、右外側の空気バネ５ＲＯから排気し、左外側の空気バネ５ＬＯに給気して傾斜復帰動作を始め、車体ロール異常の発生がなければ、排気と給気を続けて復帰動作を完了し、電磁弁３９を閉じるとともに電磁弁２５Ｌ，２５Ｒを開いて車体６を水平にする。また、車体６を右側に傾斜させる場合は逆の操作をする。なお、内側の空気バネ５ＬＩ，５ＲＩの一方へ給気他方から排気してもよく、この場合には、外側の空気バネ５ＬＯ，５ＲＯを連通させる。また、右外側の空気バネ５ＲＯに給気、左内側の空気バネ５ＬＩから排気させ、右内側の空気バネ５ＲＩと左外側の空気バネ５ＬＯとを連通させてもよく、逆に、右内側の空気バネ５ＲＩに給気、左外側の空気バネ５ＬＯから排気させ、右外側の空気バネ５ＲＯと左内側の空気バネ５ＬＩとを連通させてもよい。
【００１８】
このように、従来よりも小径に形成された空気バネの１つに給気するから、例えば、従来２度傾斜に必要な空気消費量で４度の傾斜が可能となり、空気消費量が少なくなって、空気供給系統を小型化でき、ランニングコストを抑えエネルギー効率のよい車体傾斜装置とすることができる。
【００１９】
図７乃至図９は本発明の第２実施形態例を示すもので、本実施形態例は、片側２個１組の空気バネをそれぞれレール方向に並列に配置したものである。このため、空気バネの符号を５ＬＦ，５ＬＢ，５ＲＦ，５ＲＢ（Ｆは前、Ｂは後）とし、それ以外の前記第１実施形態例と同一要素には同一の符号を付して説明する。車体６は、台車枠４の枕木方向両側に各２個充てレール方向に並列に配置された空気バネ５ＬＦ，５ＬＢ，５ＲＦ，５ＲＢに支持されている。この構成でも、前記第１実施形態例と同様の車体傾斜制御回路により、車体傾斜動作時に、曲線路外側となる空気バネのいずれか一方に給気し、曲線路内側となるいずれか一方から排気し、残りの空気バネ同士を連通させることで車体６を傾斜させることができる。
【００２０】
図１０乃至図１２は本発明の第３実施形態例を示すもので、台車３の台車枠４の枕木方向両側に設けられて車体６を支持する空気バネ５０Ｌ，５０Ｒは、それぞれ内外二つの空気室５１，５２を有している。内側の空気室５１には、ダイヤフラム式ゴムベローズ５３をリング部材５４により折り曲げて膜長を稼いだ多段ダイヤフラム式空気バネが、外側の空気室５２には、大径ダイヤフラム式空気バネがそれぞれ用いられ、両者の合計で目的とする有効受圧面積となるように設計されている。
【００２１】
内側空気室５１には、空気流路が接続される給排気口５５が上面板５６の中央に設けられ、台車枠４内の補助空気溜めタンク５７への連通孔５８は、バネ座５９に設けられたパンク時スリ板６０を貫通して形成されている。外側空気室５２には、上面板５６の一側に空気流路が接続される給排気口６１が開設されている。
【００２２】
この構成でも、前記第１実施形態例と同様の車体傾斜制御回路により、車体傾斜動作時に、例えば図１１に示されるように、曲線路外側となる右側の空気バネ５０Ｒの外側空気室５２に給気するとともに、曲線路内側となる左側の空気バネ５０Ｌの外側空気室５２から排気し、右側の空気バネ５０Ｒの内側空気室５１と左側の空気バネ５０Ｌの内側空気室５１とを連通させることで車体６を左側に傾斜させることができる。
【００２３】
【発明の効果】
以上説明したように、本発明は、例えば、従来２度の傾斜に要していた空気消費量で４度の傾斜が可能となり、車体傾斜動作時の空気消費量を少なくすることにより、車載のコンプレッサ容量及び個数の低減、配管系統のサイズダウンができ、車両の軽量化が図れる。また、コンプレッサ容量及び稼働減による車両のイニシャル及びランニングコストの低減、給排気騒音の低減が図れ、さらに、圧縮空気流量減により配管圧損が小さく車体傾斜及び復帰時の応答性がよい。
【図面の簡単な説明】
【図１】第１実施形態例の車体傾斜制御装置の回路図
【図２】同じく車体水平状態の概略図
【図３】同じく車体傾斜状態の概略図
【図４】同じく空気バネの配置を示す台車の平面図
【図５】同じく空気バネの断面図
【図６】車体傾斜制御装置の作動を示すフロー図
【図７】第２実施形態例の空気バネの配置を示す台車の平面図
【図８】同じく車体水平状態の側面図
【図９】同じく車体傾斜状態の側面図
【図１０】第３実施形態例の空気バネの断面図
【図１１】同じく車体水平状態の概略図
【図１２】同じく車体傾斜状態の概略図
【符号の説明】
１…軌道、２…車輪、３…台車、４…台車枠、５ＬＯ，５ＬＩ，５ＲＯ，５ＲＩ，５ＬＦ，５ＬＢ，５ＲＦ，５ＲＢ…空気バネ、６…車体、１６Ｌ，１６Ｒ…高さ調整棒、１７Ｌ，１７Ｒ…高さ調整弁、１８Ｌ，１８Ｒ…空気シリンダ、１９Ｌ，１９Ｒ…ピストンロッド、２１Ｌ，２１Ｒ…梃子、２２…コンプレッサ、２３…元空気溜め、２５Ｌ，２５Ｒ…電磁弁、３０…車体傾斜制御装置、３１…地点情報検知部、３２…線路データ記憶部、３３…異常診断部、３４…傾斜制御部、３９…電磁弁、５０Ｌ，５０Ｒ…空気バネ、５１…内側空気室、５２…外側空気室、５５…内側空気室の給排気口、６１…外側空気室の給排気口[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle body tilting device for a railway vehicle which is designed to improve speed and ride comfort by tilting the vehicle body to the inside of the curved road by changing the left and right air spring heights when traveling on a curved road.
[0002]
[Prior art]
As the body tilting device, one air spring is arranged on each side of the carriage in the sleeper direction, the body is supported by both air springs, and during the body tilting operation, the body tilt control device determines from the shape data of the curved road and the traveling speed. The necessary vehicle body tilt angle is calculated, the solenoid valve or the like is operated, the air spring outside the curved road is supplied to raise the air spring, and the air spring is exhausted from the air spring inside the curved road. There is one that lowers the vehicle body to lower it (see, for example, Patent Document 1).
[0003]
[Patent Document 1]
Japanese Examined Patent Publication No. 47-41165 (pages 1 to 3, FIGS. 1 and 2)
[0004]
[Problems to be solved by the invention]
By the way, a large diaphragm air spring or a large-diameter multi-stage diaphragm type air spring is adopted as the above-mentioned air spring because of the pressure receiving area. However, these air springs consume a large amount of air when the vehicle body is tilted. For this reason, it is necessary to set a large capacity and number of on-vehicle compressors and capacity and number of air reservoir tanks. In addition, in order to increase the responsiveness of the tilting operation, a large valve with a small pressure loss and a large-diameter pipe are required so that a large volume of compressed air can be supplied, which increases weight, power consumption, costs, etc. There was a problem.
[0005]
SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicle body tilting device for a railway vehicle that is small in size and low in energy efficiency by reducing the air consumption during the vehicle body tilting operation.
[0006]
[Means for Solving the Problems]
In order to achieve the above-mentioned object, the present invention supports the vehicle body by air springs arranged on both sides of the carriage in the sleeper direction, and supplies air to the air spring that is outside the curved road during the vehicle body tilting operation. In a vehicle body tilting apparatus for a railway vehicle that raises and lowers the air spring inside the curved road and lowers the air spring to tilt the vehicle body, the first means includes the air springs on both sides of the sleeper of the carriage. 2 each, arranged in parallel in the sleeper direction or rail direction, and during the vehicle body tilting operation, either one of the air springs outside the curved road is supplied and either of the air springs inside the curved road The air spring that exhausts from one side and communicates with the other one of the air springs on the outside of the curved road and the other one of the air springs on the inside of the curved road, and raises the air spring that is on the outside of the curved road Air spring on the inside The second means includes an air flow path that divides each air spring into two chambers and that can supply and exhaust air individually to each air chamber. During the vehicle body tilting operation, air is supplied to any one of the air springs on the outside of the curved road, exhausted from any one of the air springs on the inside of the curved road, and among the air springs on the outside of the curved road Any one of the other chambers communicates with any one of the air springs on the inside of the curved road, and the body is tilted by increasing the air spring on the outside of the curved road and lowering the air spring on the inside of the curved road A tilt control device is provided. Further, in the second means, it is preferable that each air spring is partitioned into an inner and an outer two chambers.
[0007]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described based on an embodiment shown in the drawings. FIGS. 1 to 5 show a first embodiment of the present invention. In the following, “L” after the numeral is arranged on the left side in the figure, and “R” is arranged on the right side. The carriage 3 provided with the wheels 2 traveling on the track 1 is filled with two each on both sides of the carriage frame 4 in the sleeper direction, that is, two air springs 5LO, 5LI on the left side and two air springs 5RO on the right side. , 5RI (O is the outside, I is the inside), and the vehicle body 6 is supported by the air springs 5LO, 5LI, 5RO, 5RI.
[0008]
Each air spring 5LO, 5LI, 5RO, 5RIR has the same configuration and is designed to have a smaller diameter than the conventionally used multistage diaphragm type air spring so that the total effective load receiving area for each set of two is the same. Has been. Each air spring 51L, 52L, 51R, 52R has a diaphragm rubber bellows 10 attached to a ring member 11 between a spring seat 8 attached to the carriage frame 4 via a laminated rubber 7 and an upper surface plate 9 supporting the vehicle body 6. A multistage diaphragm type air spring bent to obtain a film length, and is provided with an air supply / exhaust port 12 at the center of the upper surface plate 9, and a communication hole 14 to the auxiliary air reservoir tank 13 in the carriage frame 6 is formed by a puncture slot. An opening is made through the plate 15.
[0009]
In order to make the vehicle height constant between the carriage 3 and the vehicle body 6, the air springs 5 LO, 5 LI, 5 RO, and 5 RI change due to fluctuations in load caused by passengers getting on and off and fluctuations in load during traveling. Height adjusting rods 16L, 16R and height adjusting valves 17L, 17R are provided as height adjusting mechanisms for supplying and discharging the pressure air in the air springs 5LO, 5LI, 5RO, 5RI. Air cylinders 18L and 18R are respectively provided above the height adjustment rods 16L and 16R. The upper ends of the piston rods 19L and 19R of the air cylinders 18L and 18R are the opening / closing operation portions of the height adjustment valves 17L and 17R. The valve rod 20 is connected to levers 21L and 21R that rotate.
[0010]
Air supply channels 24L and 24R from an original air reservoir tank 23 for storing compressed air generated by the compressor 22 as an air source are connected to the height adjusting valves 17L and 17R, respectively. Between the height adjustment valve 17L and the air supply / exhaust ports 12 of the air springs 5LO and 5LI, a vehicle height adjustment air flow path 26L including an electromagnetic valve 25L is provided, and the height adjustment valve 17R and the air springs 5RO, A vehicle height adjusting air flow path 26R having an electromagnetic valve 25R is connected between each 5RI air supply / exhaust port 12. The electromagnetic valves 25L and 25R are normally opened by an attached spring 25a.
[0011]
The height adjusting mechanism is configured to change the position of the upper ends of the piston rods 19L and 19R of the height adjusting rods 16L and 16R due to a change in the distance between the carriage 3 and the vehicle body 6 due to a change in the load. 21R rotates to operate the height adjustment valves 17L and 17R to control the supply and discharge of air from the original air reservoir tank 23 to the air springs 5LO, 5LI, 5RO, and 5RI, thereby making the vehicle height constant. That is, when the vehicle body 6 sinks due to an increase in the load of the vehicle body 6, the upper end positions of the piston rods 19L and 19R are increased, and the levers 21L and 21R are rotated upward from the horizontal state, and compressed air is supplied from the original air reservoir tank 23. Is supplied to the air springs 5LO, 5LI, 5RO, 5RI, and the air springs 5LO, 5LI, 5RO, 5RI swell to raise the vehicle body 6, and the supply of air is stopped when the levers 21L, 21R become horizontal. When the vehicle body 6 is raised, the upper end positions of the piston rods 19L, 19R are lowered, the levers 21L, 21R are rotated downward from the horizontal state, and the compressed air in the air springs 5LO, 5LI, 5RO, 5RI is Exhaust is stopped from the height adjusting valves 17L, 17R, and the insulators 21L, 21R are stopped when they are in the horizontal state.
[0012]
The air cylinders 18L and 18R incorporate return springs 18a of piston rods 19L and 19R, respectively. The cylinder chamber 18b branches from the air supply passages 24L and 24R and passes through electromagnetic proportional control valves 27L and 27R. Compressed air is supplied from the original air reservoir tank 23 via electromagnetic proportional control valves 27L and 27R that are operated by commands from the vehicle body tilt control device 30 and connected to the air supply passages 28L and 28R. The air pressure or air volume is adjusted to control the target height.
[0013]
The vehicle body tilt control device 30 includes a point information detection unit 31, a track data storage unit 32, an abnormality diagnosis unit 33, and a tilt control unit 34. The point information detection unit 31 includes a vehicle speed detection and a fixed kilometer of a travel route. A vehicle speed / depot detector 36 is connected to receive point information from the depot ground element 35 placed in the. In addition, the abnormality diagnosis unit 33 and the tilt control unit 34 are provided with the lengths of the height adjusting rods 18L and 18R (that is, the height of the air spring) when left and right G are generated by a significant body roll during the body tilting operation. ) Electrical circuits 37L and 37R for receiving information signals are connected.
[0014]
The electromagnetic proportional control valves 27L and 27R are connected to the inclination control unit 34 by electric circuits 38L and 38R, and an inclination electromagnetic valve 39 for communicating the air springs 5LI and 5RI during the vehicle body tilting operation is provided by the electric circuit 40. It is connected. The inclined electromagnetic valve 39 is normally closed by an attached spring 39a, and a series electric circuit 41 is connected from the inclined electromagnetic valve 39 to the electromagnetic valves 25L and 25R. Thus, when any one of the tilting solenoid valve 39 and the solenoid valves 25L and 25R is disconnected during the vehicle body tilting operation, all the solenoid valves become spring-side circuits, and fail-safeness can be ensured. Also, if left and right G due to a significant body roll occurs during the vehicle body tilting operation, the left and right G of the vehicle body floor surface is detected and the energization of the solenoid valves 25L and 25R and the solenoid valve 39 is released, and the all air spring 5LO, 5LI, 5RO, and 5RI quickly return to a state in which the roll of the vehicle body 6 can be held. The tilting electromagnetic valve 39 and the electromagnetic valves 25L and 25R may be air operated valves, and may be operated as air operated valve air pipes instead of the electric circuits 40 and 41.
[0015]
Next, the vehicle body tilting operation by the vehicle body tilt control device 30 configured as described above will be described. The vehicle body tilt control device 30 starts standby rising simultaneously with the start of traveling and checks the soundness of the system. When the point information detection unit 31 detects that the vehicle has approached the entrance relaxation curve in front of the curved road during traveling by a signal from the ground, for example, when the vehicle body 6 is tilted to the left as shown in FIG. The tilt control unit 34 outputs a command for extending the piston rod 19R of the air cylinder 18R to the electromagnetic proportional control valve 27R, and outputs a command for reducing the piston rod 19L of the air cylinder 18L to the electromagnetic proportional control valve 27L. A command for closing the solenoid valves 25L and 25R and opening the solenoid valve 39 is output.
[0016]
As a result, compressed air is supplied to the right outer air spring 5RO, and the compressed air of the left outer air spring 5LO is exhausted from the height adjustment valve 17L, and the right inner air spring 5RI and the left inner air spring are exhausted. 5LI communicates and the vehicle body tilting operation begins. If there is no vehicle roll abnormality occurrence signal in the abnormality diagnosing unit 33, the air supply and exhaust are continued, the pressure of the right air springs 5RO, 5RI increases, and the air springs 5RO, 5RI expand upward, The pressures of the left air springs 5LO, 5LI become lower, the air springs 5LO, 5LI shrink downward, and the vehicle body 6 tilts to the left. When the inclination of the vehicle body 6 reaches a predetermined angle based on the data in the track data storage unit 32, the inclination control unit 34 closes the electromagnetic valve 39 and opens the electromagnetic valves 25L and 25R to maintain the inclination angle and travel on a curved road. To do.
[0017]
And if the point information detection part 31 detects that it approached the curve road exit relaxation curve with the signal from the ground, the inclination control part 34 will command the electromagnetic rod control valve 27R to reduce the piston rod 19R of the air cylinder 18R. And outputs a command to extend the piston rod 19L of the air cylinder 18L to the electromagnetic proportional control valve 27L. At the same time, a command to close the solenoid valves 25L and 25R and open the solenoid valve 39 is output. 5RO exhausts air and supplies air to the left outer air spring 5LO to start the tilt return operation. If no vehicle body roll abnormality occurs, exhaust and air supply are continued to complete the return operation and close the solenoid valve 39. The electromagnetic valves 25L and 25R are opened to make the vehicle body 6 horizontal. When the vehicle body 6 is tilted to the right, the reverse operation is performed. Note that one of the inner air springs 5LI and 5RI may be supplied from the other air supply, and in this case, the outer air springs 5LO and 5RO are communicated. Alternatively, the right outer air spring 5RO may be supplied with air, exhausted from the left inner air spring 5LI, and the right inner air spring 5RI and the left outer air spring 5LO communicate with each other. The spring 5RI may be supplied with air, exhausted from the left outer air spring 5LO, and the right outer air spring 5RO and the left inner air spring 5LI communicate with each other.
[0018]
Thus, since one of the air springs having a smaller diameter than the conventional one is supplied with air, for example, it is possible to incline 4 degrees with the air consumption required for the conventional 2 degree inclination, and the air consumption is reduced. Thus, the air supply system can be miniaturized, and the vehicle body tilting apparatus can be made energy efficient with reduced running costs.
[0019]
7 to 9 show a second embodiment of the present invention. In this embodiment, a pair of two air springs on one side are arranged in parallel in the rail direction. For this reason, the reference numerals of the air springs are 5LF, 5LB, 5RF, and 5RB (F is the front, B is the rear), and the same elements as those of the first embodiment are denoted by the same reference numerals. The vehicle body 6 is supported by air springs 5LF, 5LB, 5RF, and 5RB that are provided in two on both sides of the cart frame 4 in the sleeper direction and are arranged in parallel in the rail direction. Even in this configuration, the vehicle body tilt control circuit similar to that of the first embodiment supplies air to either one of the air springs on the outside of the curved road and exhausts from one of the inside of the curved road during the vehicle body tilting operation. The vehicle body 6 can be tilted by communicating the remaining air springs.
[0020]
FIGS. 10 to 12 show a third embodiment of the present invention. Air springs 50L and 50R which are provided on both sides of the bogie frame 4 of the bogie 3 in the sleeper direction and support the vehicle body 6 have two inner and outer air. Chambers 51 and 52 are provided. The inner air chamber 51 is a multistage diaphragm air spring that is obtained by bending a diaphragm rubber bellows 53 by a ring member 54 to increase the film length, and the outer air chamber 52 is a large-diameter diaphragm air spring. In addition, the total effective pressure receiving area is designed to be the target.
[0021]
In the inner air chamber 51, an air supply / exhaust port 55 to which an air flow path is connected is provided in the center of the upper surface plate 56, and a communication hole 58 to the auxiliary air reservoir tank 57 in the carriage frame 4 is provided in the spring seat 59. It is formed so as to penetrate through the punctured slot plate 60. The outer air chamber 52 is provided with an air supply / exhaust port 61 connected to one side of the upper surface plate 56.
[0022]
Even in this configuration, the vehicle body tilt control circuit similar to that of the first embodiment supplies air to the outer air chamber 52 of the right air spring 50R on the outside of the curved road, for example, as shown in FIG. In addition, the air is exhausted from the outer air chamber 52 of the left air spring 50L on the inner side of the curved road, and the inner air chamber 51 of the right air spring 50R and the inner air chamber 51 of the left air spring 50L are communicated. The vehicle body 6 can be tilted to the left.
[0023]
【The invention's effect】
As described above, the present invention enables, for example, a 4 degree tilt with the air consumption conventionally required for the 2 degree tilt, and reduces the air consumption during the vehicle body tilting operation. The capacity and number of compressors can be reduced and the size of the piping system can be reduced, reducing the weight of the vehicle. In addition, the initial and running costs of the vehicle can be reduced by reducing the compressor capacity and operation, and the noise of supply and exhaust can be reduced. Further, the pressure loss of the piping can be reduced by reducing the flow rate of compressed air, and the vehicle body can be tilted and responsive when returning.
[Brief description of the drawings]
FIG. 1 is a circuit diagram of a vehicle body tilt control device according to a first embodiment. FIG. 2 is a schematic diagram of a vehicle body horizontal state. FIG. 3 is a schematic diagram of a vehicle body tilt state. FIG. 5 is a sectional view of the air spring. FIG. 6 is a flowchart showing the operation of the vehicle body tilt control device. FIG. 7 is a plan view of the carriage showing the arrangement of the air spring according to the second embodiment. 8 is a side view of the vehicle body in a horizontal state. FIG. 9 is a side view of the vehicle body in a tilted state. FIG. 10 is a cross-sectional view of an air spring according to the third embodiment. Schematic diagram of the same body tilt state [Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Track | truck, 2 ... Wheel, 3 ... Bogie, 4 ... Bogie frame, 5LO, 5LI, 5RO, 5RI, 5LF, 5LB, 5RF, 5RB ... Air spring, 6 ... Car body, 16L, 16R ... Height adjustment rod, 17L , 17R ... Height adjustment valve, 18L, 18R ... Air cylinder, 19L, 19R ... Piston rod, 21L, 21R ... Insulator, 22 ... Compressor, 23 ... Original air reservoir, 25L, 25R ... Solenoid valve, 30 ... Body tilt control Device 31 ... Point information detection unit 32 ... Line data storage unit 33 ... Abnormality diagnosis unit 34 ... Tilt control unit 39 ... Solenoid valve 50L, 50R ... Air spring 51 ... Inside air chamber 52 ... Outside air Chamber 55 ... Air supply / exhaust port of inner air chamber, 61 ... Air supply / exhaust port of outer air chamber

Claims

台車の枕木方向両側に配置した空気バネにて車体を支持し、車体傾斜動作時に、曲線路外側となる空気バネに給気して該空気バネを高くし、曲線路内側となる空気バネから排気して該空気バネを低くして車体を傾斜させる鉄道車両の車体傾斜装置において、前記空気バネを、台車の枕木方向両側に各２個充て、枕木方向又はレール方向に並列に配置し、車体傾斜動作時に、曲線路外側となる空気バネのうちのいずれか一方に給気し、曲線路内側となる空気バネのうちのいずれか一方から排気するとともに、曲線路外側となる空気バネのうちのいずれか他方と曲線路内側となる空気バネのうちのいずれか他方とを連通させ、曲線路外側となる空気バネを高く曲線路内側となる空気バネを低くして車体を傾斜させる車体傾斜制御装置を備えたことを特徴とする鉄道車両の車体傾斜装置。The body is supported by air springs arranged on both sides of the sleeper of the carriage, and when the body tilts, the air spring on the outside of the curved road is supplied with air to raise the air spring and exhausted from the air spring on the inside of the curved road In the vehicle body tilting apparatus for a railway vehicle that tilts the vehicle body by lowering the air spring, two air springs are provided on both sides of the sleeper direction of the carriage and arranged in parallel in the sleeper direction or the rail direction. During operation, air is supplied to one of the air springs on the outside of the curved road, exhausted from one of the air springs on the inside of the curved road, and any of the air springs on the outside of the curved road A vehicle body inclination control device for inclining the vehicle body by communicating either one of the air springs on the inside of the curved road and the other air spring and lowering the air spring on the outside of the curved road and lowering the air spring on the inside of the curved road Prepared Body-tilt system for a railway vehicle, characterized.

台車の枕木方向両側に配置した空気バネにて車体を支持し、車体傾斜動作時に、曲線路外側となる空気バネに給気して該空気バネを高くし、曲線路内側となる空気バネから排気して該空気バネを低くして車体を傾斜させる鉄道車両の車体傾斜装置において、前記各空気バネ内を二室に仕切り、それぞれの空気室に個別に給排気可能な空気流路を設け、車体傾斜動作時に、曲線路外側となる空気バネのいずれか一室に給気し、曲線路内側となる空気バネのいずれか一室から排気するとともに、曲線路外側となる空気バネのうちのいずれか他室と曲線路内側となる空気バネのうちのいずれか他室とを連通させ、曲線路外側となる空気バネを高く曲線路内側となる空気バネを低くして車体を傾斜させる車体傾斜制御装置を備えたことを特徴とする鉄道車両の車体傾斜装置。The body is supported by air springs arranged on both sides of the sleeper of the carriage, and when the body tilts, the air spring on the outside of the curved road is supplied with air to raise the air spring and exhausted from the air spring on the inside of the curved road In the vehicle body tilting apparatus of a railway vehicle for tilting the vehicle body by lowering the air spring, each air spring is partitioned into two chambers, and an air flow path that can be individually supplied and exhausted is provided in each air chamber, During tilting operation, air is supplied to one of the air springs outside the curved road, exhausted from one of the air springs inside the curved road, and one of the air springs outside the curved road A vehicle body tilt control device for inclining the vehicle body by connecting any other chamber to any one of the air springs on the inside of the curved road, and lowering the air spring on the inside of the curved road and lowering the air spring on the inside of the curved road Featuring an iron Body tilt system for a vehicle.

前記各空気バネは、内外二室に仕切られていることを特徴とする請求項２記載の鉄道車両の車体傾斜装置。3. The vehicle body tilting apparatus for a railway vehicle according to claim 2, wherein each of the air springs is partitioned into an inner and an outer two chambers.