JP2010173354A - Method for controlling tilting of vehicle body using air spring for railway vehicle - Google Patents

Method for controlling tilting of vehicle body using air spring for railway vehicle Download PDF

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JP2010173354A
JP2010173354A JP2009015324A JP2009015324A JP2010173354A JP 2010173354 A JP2010173354 A JP 2010173354A JP 2009015324 A JP2009015324 A JP 2009015324A JP 2009015324 A JP2009015324 A JP 2009015324A JP 2010173354 A JP2010173354 A JP 2010173354A
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air spring
vehicle body
carriage
vehicle
air springs
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Shogo Kamoshita
庄吾 鴨下
Kimiaki Sasaki
君章 佐々木
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Railway Technical Research Institute
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Railway Technical Research Institute
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for controlling tilting of a vehicle body using air springs for railway vehicles which prevents wheel load reduction of outer rail side wheels by communicatively connecting the right and left air springs of a truck on one side in the advance direction. <P>SOLUTION: In the method for controlling the tilting of the vehicle body using the air springs for railway vehicles, tilting operation of the entire vehicle body A is carried out by communicatively connecting the right and left air springs 4A and 4B of the truck B1 in the one side in the advance direction of the railway vehicle and then subjecting the communicatively connected air springs 4A and 4B to the tilting operation with moments that receive them as external force; and performing control to raise the height of an outer rail side air spring 4C on the opposite side in the advance direction, thereby to transmit a moment in a rolling direction generated by this control to the truck B1 on the one side as a torsional moment of the vehicle body A. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

本発明は、鉄道車両用空気ばね車体傾斜の制御方法に関するものである。   The present invention relates to a method for controlling the inclination of an air spring body for a railway vehicle.

従来、鉄道線路の曲線走行時に、車体を曲線側に傾斜させて乗り心地を確保する鉄道における振子車両のうち、空気ばねの左右の高さを制御して車体傾斜させる車両（下記特許文献１，２参照）が開発され、営業運転されている。   Conventionally, among the pendulum vehicles in the railway that ensure the riding comfort by tilting the vehicle body to the curve side when traveling along the railway track, the vehicle tilts the vehicle body by controlling the left and right heights of the air springs (the following Patent Document 1, 2) has been developed and is in commercial operation.

図４はかかる従来の空気ばね車体傾斜車両の断面構造を示す図、図５はその定常円曲線走行中の空気ばね車体傾斜の状態を示す図、図６は従来技術の問題点の説明図である。   FIG. 4 is a diagram showing a cross-sectional structure of such a conventional air spring vehicle body tilting vehicle, FIG. 5 is a diagram showing a state of the air spring vehicle body tilting during the steady circular curve traveling, and FIG. is there.

これらの図において、１０１は軌道、１０２，１０２′は軌道１０１のカント、１０３はレール、１０４は輪軸、１０５は車輪、１０６はバネ体、１０７は台車枠、１０８Ａは外軌側空気ばね、１０８Ｂは内軌側空気ばね、１０９は車体、１１０Ａは前側台車、１１０Ｂは後側台車、Ｄは鉄道車両の進行方向である。   In these drawings, 101 is a track, 102 and 102 'are cants of the track 101, 103 is a rail, 104 is a wheel shaft, 105 is a wheel, 106 is a spring body, 107 is a carriage frame, 108A is an outer-gauge air spring, 108B Is an inner-rail air spring, 109 is a vehicle body, 110A is a front carriage, 110B is a rear carriage, and D is a traveling direction of the railway vehicle.

特開平５−２３８３８７号公報JP-A-5-238387 特開平１１−２６８６４５号公報JP-A-11-268645

空気ばね車体傾斜車両の車体傾斜動作は、図４及び図５に示すように、曲線走行時に外軌側空気ばね１０８Ａに圧縮空気を送り込み、外軌側空気ばね１０８Ａ高さを上昇させることで行っている。そのため、空気ばね車体傾斜機能を持つ鉄道車両では、円曲線走行中の左右定常加速度低減に効果があり、その乗り心地確保に有効である。   As shown in FIGS. 4 and 5, the vehicle body tilting operation of the air spring body tilting vehicle is performed by sending compressed air to the outer gauge side air spring 108 </ b> A during curve traveling and raising the height of the outer gauge side air spring 108 </ b> A. ing. Therefore, a railway vehicle having an air spring body tilt function is effective in reducing left and right steady-state acceleration while traveling on a circular curve, and is effective in ensuring the ride comfort.

一方、出口緩和曲線では上昇させた外軌側空気ばね１０８Ａ内の空気を排気して車体１０９を水平に戻す動作を行う。ここで、前後台車１１０Ａ，１１０Ｂは走行位置によってカントが異なっており、図６に示すように、後側台車１１０Ｂはカント１０２′が大きく、前側台車１１０Ａはカント１０２が小さい状態となっている。この状態で前後台車の外軌側空気ばね１０８Ａから均等に空気を抜くと、車体の荷重支持はカントの大きい後側台車１１０Ｂだけで負担することとなり、結果的に前側台車１１０Ａの外軌側車輪の輪重抜けを引き起こす。つまり、出口緩和曲線で前後台車１１０Ａ，後側台車１１０Ｂの外軌側空気ばね１０８Ａを同一の高さに保とうとする動作は、前側台車１１０Ａの外軌側輪重を積極的に低減させる動作となる。外軌側輪重の低減は、脱線係数の観点から走行安全性に影響を与える問題である。そして、輪重抜けの発生する程度は、線路形状が厳しく、走行速度が速いほど大きくなる。特に、前側台車１１０Ａの先頭車輪は、一般に発生横圧が最も大きいため、脱線係数上危険な状態となりやすい。   On the other hand, on the exit relaxation curve, the air inside the raised outer gauge side air spring 108A is exhausted to return the vehicle body 109 to a horizontal position. Here, the front and rear carriages 110A and 110B have different cants depending on the travel position. As shown in FIG. 6, the rear carriage 110B has a larger cant 102 'and the front carriage 110A has a smaller cant 102. If air is evenly extracted from the outer gauge side air springs 108A of the front and rear carriages in this state, the load support of the vehicle body is borne only by the rear carriage 110B having a large cant, and as a result, the outer gauge side wheels of the front carriage 110A. Cause the loss of wheel load. That is, the action of trying to keep the outer gauge side air springs 108A of the front and rear carriages 110A and 110B at the same height on the exit relaxation curve is an action of actively reducing the outer gauge side wheel load of the front carriage 110A. Become. Reduction of wheel load on the outer track side is a problem that affects running safety from the viewpoint of derailment coefficient. The degree of occurrence of wheel load loss increases as the track shape is severe and the traveling speed is high. In particular, the front wheel of the front carriage 110A generally has the largest generated lateral pressure, and therefore tends to be in a dangerous state due to the derailment coefficient.

また、空気ばね車体傾斜では、大量の圧縮空気を空気ばね内から短時間に給排するため、大流量の空気バルブを使用する。このような大流量のバルブを使用して空気ばね高さを制御する際に、車体傾斜角度が安定せず、ロール動揺を引き起こす場合がある。   Further, when the air spring body is inclined, a large flow rate air valve is used to supply and discharge a large amount of compressed air from the air spring in a short time. When controlling the height of the air spring using such a large flow rate valve, the tilt angle of the vehicle body is not stable, and roll shaking may occur.

本発明は、上記状況に鑑みて、進行方向片側の台車の左右空気ばねを連通させることにより、外軌側車輪の輪重抜けを防止することができる鉄道車両用空気ばね車体傾斜の制御方法を提供することを目的とする。   In view of the above situation, the present invention provides an air spring vehicle body tilt control method for a railway vehicle that can prevent wheel load loss of an outer gauge side wheel by communicating left and right air springs of a carriage on one side in the traveling direction. The purpose is to provide.

本発明は、上記目的を達成するために、
〔１〕鉄道車両用空気ばね車体傾斜の制御方法において、鉄道車両の進行方向片側台車の左右空気ばねを連通させ、この連通させた空気ばねを外力で受けるモーメントによって傾斜動作させるとともに、前記鉄道車両の進行方向反対側台車の外軌側空気ばねの高さを上昇させる制御を行うことにより、この制御によって生じたロール方向のモーメントを車体のねじりモーメントとして前記片側台車に伝達させ、前記車体全体の傾斜動作を行うことを特徴とする。 In order to achieve the above object, the present invention provides
[1] In the rail car air spring body tilt control method, the left and right air springs of the one-side carriage in the traveling direction of the railway vehicle are communicated, and the communicated air spring is tilted by a moment received by an external force. By performing control to increase the height of the outer gauge side air spring of the carriage opposite to the traveling direction, the moment in the roll direction generated by this control is transmitted to the one-side carriage as a torsional moment of the vehicle body, A tilting operation is performed.

〔２〕上記〔１〕記載の鉄道車両用空気ばね車体傾斜の制御方法において、前記進行方向片側台車の左右空気ばねの連通により、等価的に単一のばねが前記片側台車中央に取り付けられている状態とし、このばねと前記進行方向反対側台車の左右の空気ばねで車体荷重を支持することを特徴とする。   [2] In the rail car air spring vehicle body tilt control method according to [1], the single spring is equivalently attached to the center of the one-side carriage by the communication of the left and right air springs of the one-side carriage in the traveling direction. The vehicle body load is supported by this spring and the left and right air springs of the carriage opposite to the traveling direction.

〔３〕上記〔１〕又は〔２〕記載の鉄道車両用空気ばね車体傾斜の制御方法において、前記連通される左右空気ばねの左右連通バルブが配置される配管にオリフィスを配置し、前記車体ロール方向のダンパとして機能させ、ロール動揺の発生を抑制することを特徴とする。   [3] In the control method of a railcar air spring vehicle body inclination according to [1] or [2] above, an orifice is disposed in a pipe in which the left and right communication valves of the communicated left and right air springs are disposed, and the vehicle body roll It functions as a direction damper and suppresses the occurrence of roll fluctuation.

本発明によれば、線形の厳しい線区を走行する空気ばね車体傾斜車両において、特に、曲線部から抜けて直線部へと移行する出口緩和曲線での外軌側車輪の輪重抜けを防止することができる。   According to the present invention, in an air spring vehicle body inclined vehicle that travels in a linearly severe line section, it is possible to prevent wheel load loss of an outer gauge side wheel particularly at an exit relaxation curve that moves from a curved portion to a straight portion. be able to.

また、片側台車のみ傾斜動作させることで、車体傾斜時の空気消費量低減にも寄与できる。   Further, by tilting only the one-side carriage, it is possible to contribute to a reduction in air consumption when the vehicle body is tilted.

本発明の実施例を示す鉄道車両用空気ばね車体傾斜の制御装置の模式図である。It is a schematic diagram of the control apparatus of the air spring vehicle body inclination for railway vehicles which shows the Example of this invention. 本発明の実施例を示す鉄道車両用空気ばね車体傾斜の制御装置による車体傾斜の状態を示す図である。It is a figure which shows the state of the vehicle body inclination by the control apparatus of the air spring vehicle body inclination for railway vehicles which shows the Example of this invention. 本発明の他の実施例を示す鉄道車両用空気ばね車体傾斜の制御装置の模式図である。It is a schematic diagram of the control apparatus of the air spring vehicle body inclination for railway vehicles which shows the other Example of this invention. 従来の空気ばね車体傾斜車両の断面構造を示す図である。It is a figure which shows the cross-sectional structure of the conventional air spring vehicle body inclination vehicle. 従来の定常円曲線走行中の空気ばね車体傾斜の状態を示す図である。It is a figure which shows the state of the air spring vehicle body inclination in the conventional steady circle curve driving | running | working. 従来技術の問題点の説明図である。It is explanatory drawing of the problem of a prior art.

本発明の鉄道車両用空気ばね車体傾斜の制御方法は、鉄道車両の進行方向片側台車の左右空気ばねを連通させ、この連通させた空気ばねを外力で受けるモーメントによって傾斜動作させるとともに、前記鉄道車両の進行方向反対側台車の外軌側空気ばねの高さを上昇させる制御を行うことにより、この制御によって生じたロール方向のモーメントを車体のねじりモーメントとして前記片側台車に伝達させ、前記車体全体の傾斜動作を行う。   The railcar air spring vehicle body tilt control method according to the present invention is such that the left and right air springs of the one-side carriage in the traveling direction of the railway vehicle are communicated, and the communicated air spring is tilted by a moment received by an external force. By performing control to increase the height of the outer gauge side air spring of the carriage opposite to the traveling direction, the moment in the roll direction generated by this control is transmitted to the one-side carriage as a torsional moment of the vehicle body, Tilt operation is performed.

以下、本発明の実施の形態について詳細に説明する。   Hereinafter, embodiments of the present invention will be described in detail.

図１は本発明の実施例を示す鉄道車両用空気ばね車体傾斜の制御装置の模式図、図２はその鉄道車両用空気ばね車体傾斜の制御装置による左右空気ばね連通時の状態を示す図である。   FIG. 1 is a schematic diagram of a railcar air spring vehicle body tilt control apparatus according to an embodiment of the present invention, and FIG. 2 is a diagram showing a state in which the left and right air springs communicate with the railcar air spring car body tilt control apparatus. is there.

この図において、１は軌道、２は軌道１の前側台車のカント、３は軌道１の後側台車のカント、４Ａは前側台車外軌側空気ばね、４Ｂは前側台車内軌側空気ばね、４Ｃは後側台車外軌側空気ばね、４Ｄは後側台車内軌側空気ばね、５は前側台車外軌側空気ばね４Ａと前側台車内軌側空気ばね４Ｂとに接続される空気ばね制御装置、６は後側台車外軌側空気ばね４Ｃと後側台車内軌側空気ばね４Ｄとに接続される空気ばね制御装置、７は前側台車外軌側空気ばね４Ａと空気ばね制御装置５を接続する第１の配管、８は前側台車内軌側空気ばね４Ｂと空気ばね制御装置５を接続する第２の配管、９は後側台車外軌側空気ばね４Ｃと空気ばね制御装置６を接続する第３の配管、１０は後側台車内軌側空気ばね４Ｄと空気ばね制御装置６を接続する第４の配管、１１は第１の配管７と第２の配管８との間に配置される左右連通バルブ、１２は第３の配管９と第４の配管１０との間に配置される左右連通バルブ、１３は左右連通バルブ１１を第１の配管７と第２の配管８との間に接続する第５の配管、１４は左右連通バルブ１２を第３の配管９と第４の配管１０との間に接続する第６の配管、Ａは車体、Ｂ１は前側台車、Ｂ２は後側台車、Ｃはレール、Ｄは鉄道車両の進行方向である。   In this figure, 1 is a track, 2 is a can of a front bogie of track 1, 3 is a can of a rear bogie of track 1, 4A is a front bogie outer gauge side air spring, 4B is a front bogie inner gauge side air spring, 4C Is a rear carriage outer gauge side air spring, 4D is a rear carriage inner gauge side air spring, and 5 is an air spring control device connected to the front carriage outer gauge side air spring 4A and the front carriage inner gauge side air spring 4B. Reference numeral 6 denotes an air spring control device connected to the rear carriage outer gauge side air spring 4C and the rear carriage inner gauge side air spring 4D, and reference numeral 7 denotes a front carriage outer gauge side air spring 4A connected to the air spring control apparatus 5. The first pipe, 8 is a second pipe that connects the front carriage inner gauge side air spring 4B and the air spring control apparatus 5, and 9 is a rear carriage outer gauge side air spring 4C and the second spring pipe that connects the air spring control apparatus 6. The pipe 3 and 10 are connected to the rear carriage inner air spring 4D and the air spring control device 6 , 11 is a left and right communication valve arranged between the first pipe 7 and the second pipe 8, and 12 is a left and right communication valve arranged between the third pipe 9 and the fourth pipe 10. , 13 is a fifth pipe that connects the left and right communication valve 11 between the first pipe 7 and the second pipe 8, and 14 is a connection between the left and right communication valve 12 between the third pipe 9 and the fourth pipe 10. A sixth pipe connected in between, A is a vehicle body, B1 is a front carriage, B2 is a rear carriage, C is a rail, and D is a traveling direction of the railway vehicle.

鉄道車両がＤ方向に進行している場合、その進行方向前側となる台車である前側台車Ｂ１の空気ばね４Ａと４Ｂを左右連通バルブ１１を開いて連通させる。この連通させた空気ばね４Ａと４Ｂは、圧縮空気を送り込むと左右内圧が釣り合う位置でバランスするため、外力で受けるモーメントによって傾斜動作をすることとなる。進行方向Ｄに対して後側の台車Ｂ２では、通常通り外軌側空気ばね４Ｃの高さを上昇させる制御を行なう。この動作によって生じたロール方向のモーメントが車体のねじりモーメントとなって前側台車Ｂ１に伝達され、車体Ａ全体の傾斜動作を行う。このように外軌側及び内軌側の空気ばねを連通させると、連通させた前側台車Ｂ１では等価的に単一のばね４′が台車中央に取り付けられている状態となり、図２に示すようにこのばね４′と後側台車Ｂ２の２つの空気ばね４Ｃ，４Ｄ、合計３つの空気ばねで車体荷重を支持することとなる。したがって、３点で平面（車体Ａ床面）を支持することになり安定して車体Ａを支持することができる。   When the railway vehicle is traveling in the direction D, the left and right communication valves 11 are opened to communicate with the air springs 4A and 4B of the front vehicle B1, which is a vehicle on the front side in the traveling direction. Since the air springs 4A and 4B communicated with each other balance at a position where the left and right internal pressures are balanced when compressed air is fed, the air springs 4A and 4B are inclined by a moment received by an external force. In the rear carriage B2 with respect to the traveling direction D, control is performed to raise the height of the outer gauge side air spring 4C as usual. The moment in the roll direction generated by this operation is transmitted to the front carriage B1 as a torsional moment of the vehicle body, and the entire vehicle body A is tilted. When the outer and inner gauge air springs are communicated in this way, the communicated front carriage B1 is equivalently attached to the center of the carriage, as shown in FIG. The vehicle load is supported by a total of three air springs, that is, the spring 4 'and the two air springs 4C and 4D of the rear carriage B2. Accordingly, the plane (vehicle body A floor) is supported at three points, and the vehicle body A can be stably supported.

なお、上記した実施例では、それぞれの空気ばねに接続される空気ばね制御装置５，６を備えるようにしているが、片側の空気ばね制御装置５または６を省略して左右連通バルブ１１，１２のみで制御するようにしてもよい。なお、図示しないが通常のレベリングシステムは備えるものとする。   In the above-described embodiment, the air spring control devices 5 and 6 connected to the respective air springs are provided. However, the left and right communication valves 11 and 12 are omitted by omitting the air spring control device 5 or 6 on one side. You may make it control only by. Although not shown, a normal leveling system is provided.

本発明では、片側台車（進行方向後側台車）の空気ばねのみで車体傾斜動作を行うこととなるため、その動作遅れが生じる可能性があるが、左右連通バルブ５，６の仕様変更で対応可能である。   In the present invention, since the vehicle body tilting operation is performed only with the air spring of the one-side carriage (the rear carriage in the traveling direction), there may be a delay in the operation, but this can be dealt with by changing the specifications of the left and right communication valves 5 and 6. Is possible.

また、傾斜動作にあたって車体構体にねじりモーメントが発生するため、構体設計時の配慮が必要である。   In addition, since a torsional moment is generated in the vehicle body structure during the tilting operation, it is necessary to consider the structure design.

図３は本発明の他の実施例を示す鉄道車両用空気ばね車体傾斜の制御装置の模式図である。   FIG. 3 is a schematic view of a railcar air spring vehicle body tilt control apparatus according to another embodiment of the present invention.

この実施例では、ロール動揺の対策として、左右連通バルブ１１が配置される第５の配管１３の途中と、左右連通バルブ１２が配置される第６の配管１４の途中に、それぞれオリフィス１５と１６を設けるようにした。圧縮空気がオリフィス１５，１６を通過する際に適切な減衰力を発生させることで、車体ロール方向のダンパとして機能させ、ロール動揺発生の抑制をすることができる。   In this embodiment, as measures against roll fluctuation, orifices 15 and 16 are provided in the middle of the fifth pipe 13 where the left and right communication valves 11 are arranged and in the middle of the sixth pipe 14 where the left and right communication valves 12 are arranged, respectively. It was made to provide. By generating an appropriate damping force when the compressed air passes through the orifices 15 and 16, it is possible to function as a damper in the vehicle body roll direction and to suppress the occurrence of roll shaking.

なお、本発明は上記実施例に限定されるものではなく、本発明の趣旨に基づき種々の変形が可能であり、これらを本発明の範囲から排除するものではない。   In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

本発明の鉄道車両用空気ばね車体傾斜の制御方法は、その線形の厳しい線区を走行する鉄道車両を安定して走行させると共に、その乗り心地を確保することができる鉄道車両の空気ばね車体傾斜の制御方法として利用することができる。   The air spring body tilt control method for a railway vehicle according to the present invention allows the rail vehicle traveling on the linear line to be stable to travel stably and ensures the riding comfort of the air spring body tilt of the railway vehicle. It can be used as a control method.

１ 軌道
２ 前側台車のカント
３ 後側台車のカント
４Ａ 前側台車外軌側空気ばね
４Ｂ 前側台車内軌側空気ばね
４Ｃ 後側台車外軌側空気ばね
４Ｄ 後側台車内軌側空気ばね
４′ ばね
５，６ 空気ばね制御装置
７ 第１の配管
８ 第２の配管
９ 第３の配管
１０ 第４の配管
１１，１２ 左右連通バルブ
１３ 第５の配管
１４ 第６の配管
１５，１６ オリフィス
Ａ 車体
Ｂ１ 前側台車（片側台車）
Ｂ２ 後側台車（反対側台車）
Ｃ レール
Ｄ 鉄道車両の進行方向 DESCRIPTION OF SYMBOLS 1 Track | truck 2 Can of front trolley 3 Can of back trolley 4A Front trolley outer gauge side air spring 4B Front trolley inner gauge side air spring 4C Rear trolley outer gauge side air spring 4D Rear trolley inner gauge side air spring 4 'Spring 5, 6 Air spring control device 7 1st piping 8 2nd piping 9 3rd piping 10 4th piping 11 and 12 Left and right communication valve 13 5th piping 14 6th piping 15 and 16 Orifice A Car body B1 Front trolley (one trolley)
B2 Rear cart (opposite cart)
C Rail D Railroad direction

Claims (3)

鉄道車両の進行方向片側台車の左右空気ばねを連通させ、該連通させた空気ばねを外力で受けるモーメントによって傾斜動作させるとともに、前記鉄道車両の進行方向反対側台車の外軌側空気ばねの高さを上昇させる制御を行うことにより、該制御によって生じたロール方向のモーメントを車体のねじりモーメントとして前記片側台車に伝達させ、前記車体全体の傾斜動作を行うことを特徴とする鉄道車両用空気ばね車体傾斜の制御方法。   The left and right air springs of the one-side carriage in the traveling direction of the railway vehicle are communicated and tilted by a moment received by the external force of the communicated air spring, and the height of the outer gauge side air spring of the carriage opposite to the traveling direction of the railway vehicle The air spring vehicle body for a railway vehicle is characterized in that the control means for raising the vehicle body causes the moment in the roll direction generated by the control to be transmitted to the one-side carriage as a torsional moment of the vehicle body to perform the tilting operation of the entire vehicle body. Tilt control method. 請求項１記載の鉄道車両用空気ばね車体傾斜の制御方法において、前記進行方向片側台車の左右空気ばねの連通により、等価的に単一のばねが前記片側台車中央に取り付けられている状態とし、該ばねと前記進行方向反対側台車の左右の空気ばねで車体荷重を支持することを特徴とする鉄道車両用空気ばね車体傾斜の制御方法。   In the rail car air spring vehicle body tilt control method according to claim 1, a state in which a single spring is equivalently attached to the center of the one-side carriage by the communication of the left and right air springs of the one-side carriage in the traveling direction, A vehicle body load is supported by the spring and the left and right air springs of the carriage opposite to the traveling direction, and the air spring body tilt control method for a railway vehicle is provided. 請求項１又は２記載の鉄道車両用空気ばね車体傾斜の制御方法において、前記連通される左右空気ばねの左右連通バルブが配置される配管にオリフィスを配置し、前記車体ロール方向のダンパとして機能させ、ロール動揺の発生を抑制することを特徴とする鉄道車両用空気ばね車体傾斜の制御方法。   3. The method of controlling an air spring body tilt for a railway vehicle according to claim 1 or 2, wherein an orifice is disposed in a pipe in which left and right communication valves of the left and right air springs to be communicated are disposed to function as a damper in the body roll direction. A method for controlling the inclination of an air spring body for a railway vehicle, characterized by suppressing the occurrence of roll fluctuation.
JP2009015324A 2009-01-27 2009-01-27 Method for controlling tilting of vehicle body using air spring for railway vehicle Withdrawn JP2010173354A (en)

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014010624A1 (en) 2012-07-13 2014-01-16 川崎重工業株式会社 Vehicle body support device and railroad vehicle
JP2014073797A (en) * 2012-10-05 2014-04-24 Railway Technical Research Institute Car height adjusting device and car height adjusting method for railway vehicle
US9643622B2 (en) 2013-02-21 2017-05-09 Mitsubishi Heavy Industries, Ltd. Track-guided vehicle, and car body tilt control method therefor

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014010624A1 (en) 2012-07-13 2014-01-16 川崎重工業株式会社 Vehicle body support device and railroad vehicle
CN104428185A (en) * 2012-07-13 2015-03-18 川崎重工业株式会社 Vehicle body support device and railroad vehicle
JP5897128B2 (en) * 2012-07-13 2016-03-30 川崎重工業株式会社 Car body support device and railway vehicle
KR20170012596A (en) 2012-07-13 2017-02-02 가와사키 쥬코교 가부시키가이샤 (디/비/에이 가와사키 헤비 인더스트리즈, 리미티드) Vehicle body support device and railroad vehicle
US9932050B2 (en) 2012-07-13 2018-04-03 Kawasaki Jukogyo Kabushiki Kaisha Carbody support device and railway vehicle
KR101932977B1 (en) 2012-07-13 2018-12-27 가와사키 쥬코교 가부시키가이샤 (디/비/에이 가와사키 헤비 인더스트리즈, 리미티드) Vehicle body support device and railroad vehicle
KR20190001603A (en) 2012-07-13 2019-01-04 가와사키 쥬코교 가부시키가이샤 (디/비/에이 가와사키 헤비 인더스트리즈, 리미티드) Vehicle body support device and railroad vehicle
US10464581B2 (en) 2012-07-13 2019-11-05 Kawasaki Jukogyo Kabushiki Kaisha Carbody support device and railway vehicle
US10464582B2 (en) 2012-07-13 2019-11-05 Kawasaki Jukogyo Kabushiki Kaisha Carbody support device and railway vehicle
JP2014073797A (en) * 2012-10-05 2014-04-24 Railway Technical Research Institute Car height adjusting device and car height adjusting method for railway vehicle
US9643622B2 (en) 2013-02-21 2017-05-09 Mitsubishi Heavy Industries, Ltd. Track-guided vehicle, and car body tilt control method therefor

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