JPH0656034A - Car body tilting device for rolling stock - Google Patents

Abstract

PURPOSE:To obtain a car body tilting device for a rolling stock wherein a runnable speed is improved by large displacement from a cant balancing speed and further by keeping safe eccentricity. CONSTITUTION:At the time of curve running, for instance, a vehicle body 1 is tilted in a left direction by lowering down a left rod 47L and lifting up a right rod 47R, by driving a hydraulic actuator 35R. Here by placing the cant center C under the vehicle body 1 to move its center of gravity to the inside of a cant, inner wheel weight is increased to act in a direction of negating increase of outer wheel weight by centrifugal force. Accordingly, a runnable speed is improved by keeping safe eccentricity. Here by moving a push-pull cable, when a preset length of right/left height adjusting bar is decreased shorter than a reference value by a predetermined amount in the left and increased longer than the reference value by the predetermined amount in the right, right/ left air springs 5L, 5R are balanced in a condition of placing the left low and the right high. Accordingly, since action is generated such that the vehicle body 1 tends to hold a cant condition, the cant of the vehicle body 1 is not disturbed at the time of curve running.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body tilting device for a railway vehicle that tilts a vehicle body to improve riding comfort when traveling on a curve at a cant equilibrium speed.

[0002]

2. Description of the Related Art Conventionally, when a vehicle passes a curved road, the vehicle can pass at a high speed and a curved portion of the track is canted to improve passenger comfort, and the resultant force of centrifugal force and gravity is applied to the vehicle body. It works vertically to the floor. To run at high speed on a curve, it is sufficient to increase the cant, but when a slow train passes or is stopped at the curve, there is a risk that the vehicle will fall to the inside of the curve and there is a limit to the amount of cant. Has been done. Therefore, if the vehicle runs on a curve at a speed equal to or higher than the equilibrium speed determined by the cant amount, an excessive centrifugal force that cannot be offset by the cant is generated, which deteriorates the riding comfort and causes derailment.

On the other hand, when the vehicle runs at a low speed on a curved portion having a large cant, the vehicle body inclines to the inside of the curved line, which also gives passengers an uncomfortable feeling. In particular, when sleeping on a bed like a sleeper train, the head side is lowered or the person rolls sideways, and the discomfort is particularly great.

Therefore, when an excessive centrifugal force is applied, only the vehicle body is further tilted with the dolly as it is so that the resultant force of the excessive centrifugal force and gravity acts perpendicularly to the floor surface of the vehicle body, without giving passengers any discomfort. There is known a pendulum truck that can pass a curve at a speed higher than the cant equilibrium speed. This pendulum truck has a natural pendulum system and a forced pendulum system in which the vehicle body is forcibly tilted at the entrance of a curve using hydraulic pressure or air pressure.

[0005]

However, in such a pendulum truck, the center of the pendulum, which is the center of inclination of the vehicle body, is above the vehicle body center of gravity, and when the vehicle body is inclined, the vehicle body center of gravity moves to the anti-inclination side. Therefore, the wheel load of the outer wheel increases while the vehicle travels on a curve, while the wheel load of the inner wheel decreases.

In order to drive at a higher speed without making passengers feel uncomfortable centrifugal force, it is necessary to incline the vehicle body inward, but the wheel weight movement increases with the degree of inward inclination of the vehicle body. Eccentricity increases and the risk of capsizing increases. As described above, there is a problem that the curve traveling speed cannot be further improved.

Therefore, the present invention is to provide a vehicle body tilting device for a railway vehicle which exceeds the cant equilibrium speed and which improves the traveling speed while keeping a safe eccentricity.

[0008]

In order to achieve such an object, a vehicle body tilting apparatus for a railway vehicle according to the present invention is provided with an air spring disposed between the vehicle body and a bogie so as to be separated from each other in the left and right direction, and the left and right air chambers. A height adjusting mechanism that adjusts the height of the air spring by a height control valve whose opening and closing timing is determined based on the set length of height adjusting rods provided for each spring A vehicle body tilting device for a railway vehicle, comprising: an anti-rolling mechanism configured by attaching rods, which are continuously provided via links to both ends of a torsion bar provided in a direction, to the vehicle body. Is a push-pull cable that connects the left and right height adjustment rods, and the set length of both height adjustment rods can be increased or decreased in the opposite directions by moving the cables in the longitudinal direction. And means, The anti-rolling mechanism is characterized in that hydraulic actuators are respectively provided between the torsion bar and the left and right rods, and the relative positions of the rods can be moved up and down by driving the hydraulic actuators. .

[0009]

According to the vehicle body tilting apparatus of the present invention having the above-described structure, the set lengths of the height adjusting rods are set to the reference values for both left and right during normal traveling. When is tilted, the height control valve acts to supply and exhaust air to the air spring, and a force that keeps the vehicle body horizontal acts.

Further, the anti-rolling mechanism produces a normal anti-rolling action when the hydraulic actuators provided between the torsion bar and the left and right rods are not driven. In other words, when rolling occurs in the vehicle body, the left and right links try to bend at different angles via the rod, so it becomes similar to twisting the torsion bar in opposite directions, and the restoring force acts to suppress rolling. .

On the other hand, when it is necessary to incline the vehicle body when traveling on a curve, for example, the hydraulic rod is driven to lower the left rod while raising the right rod to move the vehicle body to the left. Incline. At this time, the center of inclination is below the vehicle body, and when the vehicle body is inclined, the center of gravity of the vehicle moves to the inside of the inclination (left side in this case). Therefore, when traveling on a curve, the weight of the inner ring increases due to the movement of the center of gravity, and acts to cancel out the increase in the outer ring load due to the centrifugal force. Therefore, it is possible to exceed the cant equilibrium speed and to maintain a safe eccentricity. The speed can be improved. When tilting to the right, the movement of the rod may be reversed.

When the vehicle body is tilted to the left side, the height adjusting mechanism also moves the push-pull cable to the right in the longitudinal direction by the set length varying means in correspondence with the moving amount of the rod. Then, the set length of the left height adjustment rod becomes shorter than the reference value by a predetermined amount, while the set length of the right height adjustment rod becomes longer than the reference value by a predetermined amount. , Balance with left low and right high. Therefore, the air spring acts to keep the vehicle body tilted, and therefore does not prevent the vehicle body from tilting and traveling.

[0013]

Embodiments of the present invention will now be described in detail with reference to the drawings. FIG. 1 is a partially cutaway front view showing a schematic structure of a vehicle body tilting device according to an embodiment of the present invention, and FIG. 2 is a top view of the partial structure. Air springs 5 </ b> L and 5 </ b> R are arranged between the vehicle body 1 and the bogie 3 (only shown in FIG. 3) so as to be separated from each other in the left and right directions (in the vehicle body width direction). Hereinafter, "L" following the number is left and "R" is right, and is distinguished by which of the left and right air springs 5L and 5R.

The vehicle body tilting device of the present embodiment has a so-called height adjusting mechanism and an anti-rolling mechanism as a basic structure, and a new structure is added. First, a description will be given of the configuration related to the height adjusting mechanism. As schematically shown in FIG. 3 (A), the height adjusting rods 7L and 7R are opened and closed corresponding to the left and right air springs 5L and 5R, respectively, and the height adjustment rods 7L and 7R are opened and closed from the air source 8. Height control valves 9L and 9R for controlling the supply and discharge of air to and from the air springs 5L and 5R are provided. The height control valves 9L and 9R are used for the height adjusting rod 7
The levers are connected to the L and 7R to operate, but in order to prevent the air springs 5L and 5R from being easily supplied to and discharged from the air springs 5L and 5R due to a slight vehicle body inclination caused by vibration during traveling, It is designed so that it does not work within an appropriate angle above and below the horizontal position.

The left and right height adjusting rods 7L and 7R are connected by a push-pull cable (hereinafter simply referred to as cable) 11. A moving plate 13 is attached near the center of the cable 11, and the linear motor 15 allows the cable 11 to move in the longitudinal direction.

The moving plate 13 is biased from both sides by neutral return springs 17, and when the moving plate 13 is located at a neutral position where the biasing forces of both neutral return springs 17 are balanced.
The left and right height adjusting rods 7L and 7R have a reference set length for keeping the vehicle body 1 horizontal. Then, when the moving plate 13 is moved,
Both height adjusting rods 7 for a predetermined length corresponding to the movement amount
The set lengths of L and 7R increase or decrease in the left and right directions.

A differential pressure valve 23 is provided in a pipe 21 that connects the air chambers of the left and right air springs 5L and 5R. The differential pressure valve 23 is a double check valve type, and is configured to communicate the two air chambers when the internal pressure difference between the left and right air springs 5L and 5R exceeds a specified value, and to make the other chambers non-communicative.

Next, the structure related to the anti-rolling mechanism will be described. As shown in FIGS. 1 and 2, a first torsion bar 31 arranged in the left-right direction of the vehicle body 1 is rotatably held, and the first links 33L, 3 are provided at both ends thereof.
3R are fixed respectively. Hydraulic actuator 3
The 5L and 35R are arranged such that the expansion and contraction directions of the piston rods 37L and 37R are in the front-rear direction of the vehicle body 1, and one end sides of the 5L and 35R are supported by the first links 33L and 33R so as to be vertically rotatable. There is.

The tips of the piston rods 37L and 37R are
They are supported by the second links 39L and 39R, respectively.
One ends of second torsion bars 41L and 41R are fixed to the second links 39L and 39R, respectively. The second torsion bars 41L and 41R are arranged in parallel with the first torsion bar 31, and are rotatably held by the brackets 43L and 43R.

Further, the second torsion bars 41L, 41
Third links 45L and 45R are fixed to the other ends of R, respectively, and rods 4 are attached to the third links 45L and 45R.
One ends of 7L and 47R are rotatably attached.
The other ends of the rods 47L and 47R are rotatably attached to the lower portion of the vehicle body 1.

Next, the control system will be described with reference to FIG. The left and right hydraulic actuators 35L and 35R described above
Are provided with displacement gauges 38L and 38R for detecting the movement amounts of the piston rods 37L and 37R, respectively.
The detected movement amount is input to the controller 50. Then, the controller 50 inputs the movement amount and feeds it back, and controls the left and right control valves 51L, 5L.
1R is controlled to drive the hydraulic actuators 35L, 35R.

Further, the traveling speed detected by the speedometer 53, the lateral acceleration acting perpendicularly to the traveling direction detected by the lateral accelerometer 55, and the spot information detected by the spot detecting means 57 are also input to the controller 50. ing. Next, the operation of the vehicle body tilting device of this embodiment will be described. During normal running, the set lengths of the height adjusting rods 7L and 7R are set to the left and right reference values, and when the vehicle body 1 is tilted by the height adjusting mechanism, the height control valves 9L and 9R act. Air is supplied to and exhausted from the air springs 5L and 5R, and the vehicle body 1
The force to keep it horizontal works.

Further, the anti-rolling mechanism produces a normal anti-rolling action when the hydraulic actuators 35L, 35R are not driven. That is, when rolling occurs in the vehicle body 1, it is transmitted to each link element via the rods 47L and 47R, and the left and right first links 33L and 33L are transmitted.
R, second links 39L, 39R, third links 45L, 4
5R tries to bend at different angles.

Then, the left and right first links 33L, 33R
Bending at different angles is similar to twisting the first torsion bar 31 between them in opposite directions,
Also, when the second links 39L, 39R and the third links 45L, 45R on the left and right sides are bent at different angles, it becomes the same as twisting the second torsion bars 41L, 41R between them at opposite ends in opposite directions. , Restoring force works to suppress rolling. Further, when it is necessary to tilt the vehicle body 1 when traveling on a curved line, the hydraulic actuators 35L and 35R are driven to extend the left piston rod 37L in the direction of the arrow in FIG.
The link 39L is rotated in the arrow direction in FIG.
Then, as shown in FIG. 5C, the left third link 45L rotates via the left second torsion bar 41L, and the left rod 47L descends.

On the other hand, by contracting the right piston rod 37R in the opposite direction to the above-mentioned left, the right second link 39R,
The right third link 45R also rotates in the opposite direction, and the right rod 47R
Rises. Therefore, the vehicle body 1 leans to the left as shown by the chain double-dashed line in FIG. At this time, the center of inclination C is the body 1
When the vehicle body 1 is tilted, the center of gravity of the vehicle moves to the inside of the tilt (left side in this case).

When the vehicle body is tilted, the linear motor 15 is also driven in the height adjusting mechanism in accordance with the movement amount of the rods 47L and 47R to drive the cable 1.
1 is moved to the right in the longitudinal direction by a predetermined amount. Then, the set length of the left height adjusting rod 7L becomes a predetermined amount shorter than the reference value,
On the other hand, the set length of the right height adjusting rod 7R is longer than the reference value by a predetermined amount. Therefore, the left and right air springs 5L and 5R are
The balance is maintained in the state where the left side is high and the right side is low, and the vehicle body 1 acts to maintain the inclined state. Therefore, the vehicle body 1 does not prevent the vehicle from leaning and traveling.

As described above, when the vehicle body 1 is tilted while traveling on a curve, the center of gravity of the vehicle moves to the inner side of the tilt, so that the inner ring wheel weight increases and acts to cancel out the increase of the outer ring wheel weight due to the centrifugal force. Therefore, it is possible to improve the traveling speed over the cant equilibrium speed while keeping a safe eccentricity, and for example, it can be expected that the time can be greatly shortened in a line section having many curved sections such as a mountain portion. When tilting to the right, the movements of the rods 47L and 47R may be reversed.

[0028]

As described above in detail, according to the vehicle body tilting apparatus for a railroad vehicle of the present invention, the hydraulic actuator that also functions as a component of the anti-rolling mechanism is driven to lower one of the left and right rods and the other one. When the vehicle body is tilted by raising, the center of inclination is below the vehicle body and the center of gravity of the vehicle moves to the inside of the inclination. Since it acts in the direction of canceling the increase, it is possible to exceed the cant equilibrium speed and improve the travelable speed while keeping a safe eccentricity. Further, at the time of tilting the vehicle body, the height adjusting mechanism can change the set lengths of the left and right height adjusting rods in accordance with the movement amount of the rod. It acts to maintain the state and does not prevent the vehicle body from leaning and traveling.

[Brief description of drawings]

FIG. 1 is a partially cutaway front view showing a schematic configuration of a vehicle body tilting device according to an embodiment of the present invention.

FIG. 2 is a top view of a partial configuration of the vehicle body tilting device of the present embodiment.

FIG. 3A is an explanatory diagram schematically showing a configuration related to a height adjusting mechanism, and FIG. 3B is an explanatory diagram showing an operation during tilting.

FIG. 4 is a block diagram showing a controller of the present embodiment.

FIG. 5 is a side view showing movements of a link and a rod.

[Explanation of symbols]

C ... center of inclination, 1 ... vehicle body, 3 ... bogie, 5L,
5R ... Air spring, 7L, 7R ... Height adjusting rod, 9L,
9R ... Height control valve, 11 ... Push-pull cable, 1
3 ... Moving plate, 15 ... Linear motor, 31 ... First torsion bar, 33L, 33R ... First link, 35
L, 35R ... hydraulic actuator, 39L, 39R
... second link, 41L, 41R ... second torsion bar,
45L, 45R ... third link, 47L, 47R ... rod

Claims (1)

[Claims] 1. An opening / closing timing based on set lengths of air springs which are spaced apart from each other between a vehicle body and a bogie and left and right air springs and height adjusting rods provided corresponding to the left and right air springs, respectively. A height control mechanism that can adjust the height of the air spring by a height control valve, and a rod that is connected to both ends of a torsion bar provided in the left and right direction of the vehicle body via a link via the link. A vehicle body tilting device for a railway vehicle, comprising: an anti-rolling mechanism attached to a vehicle, wherein the height adjusting mechanism includes a push-pull cable connecting the left and right height adjusting rods, and the cable in a longitudinal direction. And a set length varying means for increasing or decreasing the set lengths of the both height adjusting rods in the left and right directions in the opposite directions by moving the height adjusting rods to the left and right, and the anti-rolling mechanism is provided between the torsion bar and the left and right rods. Respectively a hydraulic actuator is provided, said by driving the hydraulic actuator, the body tilt system for a railway vehicle, characterized in that the movable structure relative position of the rod up and down.