With the speeding up of railway locomotives between cities, in order to improve the curve passing speed and ride comfort of the locomotive, the pendulum body is widely used. The company (Hokkaido Passenger Railway Company) has developed a natural pendulum body car with a cold-resistant and snow-resistant belt control device that uses a ground sensor to detect the position. It can achieve a basic speed of +30km/h on a curve with a radius of 600m or more. Although the curve passing performance of the natural tilting type vehicle body is good, the structure of the tilting system is complicated, and the entire system is expensive. In order to improve the performance of high-speed trains in the curve section and to reduce the cost, the company and Kawasaki Heavy Industries Co., Ltd. jointly developed a simple structure air spring type vehicle body tilt control system. The system was put into practical use in the commuter 201 series internal combustion engine in 1997. Furthermore, the 261 series new express internal combustion engine that transforms the vehicle body and the interior equipment from the commuter type to the express internal combustion engine has been developed, and the optimal vehicle body tilt control using the air spring system that can adapt to the line area operation has been realized. In order to realize the position detection, the device needs to set the ATS ground sensor and the memory for storing the line data on the vehicle. Before the train reaches the entrance of the easing curve, the vehicle body is tilted by the pendulum control cylinder, and the centrifugal force is used to make the pendulum act on the curve. The car body has a maximum inclination of 5b6b to ease the centrifugal force. The air-spring type body tilting system developed by the company uses the car gyro and the accelerometer to detect the curve, and the air spring on the side of the outer rail supplies the pressurized air to make the car. The body can tilt 2b at the maximum to relieve the centrifugal force. The amount of increase in speed of various locomotives over different curve radii relative to the basic passing speed is as shown. The system measures the curve direction and the curve radius according to the yaw rate and the vehicle speed information installed in the vehicle body tilt control device, and removes the horizontal constant acceleration of the vehicle body according to the filter processing to remove the high frequency vibration component and the inherent vibration component of the vehicle body. The vehicle body tilt amount is calculated, and the vehicle height information is provided by the built-in encoder and the height adjustment valve (LV device) having the vehicle height detecting function, thereby issuing the air spring intake and exhaust commands. In addition, the vehicle body tilt control device can communicate with the motor vehicle monitoring device, and output necessary information and fault information obtained by the vehicle body to the monitoring device. The main sensing elements such as the gyroscope are in the double series. In the fault detection, not only the fault detection such as disconnection check can be performed by each sensor unit, but also the coordination of the necessary information and each sensor is fully considered in the curve detection. The car body is different, because the tilt is started after the curve is detected, so a certain tilt lag occurs. Therefore, how to achieve rapid detection of the curve in the system to improve the responsiveness (sensitivity) of the car body rise and fall is the key to success. For this reason, it is extremely important to set the weight of the vehicle, the position of the center of gravity, and the effective sectional area of ​​the air piping system. The high level control of the continuous vehicle of the head vehicle is as shown. When the locomotive vehicle enters the curve, the air spring on the outer rail side is pressed down and the air spring on the inner rail side rises due to the centrifugal force. If the curve passing speed of the train is increased, the amount of depression of the air spring on the outer rail side is greater. In order to suppress the temporary failure of the air spring on the outer rail side when the train enters the curve and compensate for the rising lag of the vehicle body, the horizontal control of the vehicle body relative to the rail surface (continuous control of the vehicle height) is often performed on the head vehicle. The continuous control of the vehicle height means that the train is continuously controlled by the control solenoid valve on the outer rail side and the inner rail side of the air spring in the straight section and the curved section. According to the performance test result (Asahikawa) of the 261 series internal combustion engine curve, the relationship between the super centrifugal acceleration aU and the lateral constant acceleration aH when performing the vehicle body tilt control is shown. The straight line in the line is the result of linear regression of each data through the origin using the least squares method. Conclusion The air spring type 2b body tilt control can achieve safe travel, stability and ride comfort, and ensure the curve passing speed. As mentioned above, the key to the success of the system is how to quickly detect the curve and improve the responsiveness of the car body ascending and descending. Among them, it is particularly important to achieve a low center of gravity, reduce the weight of the vehicle, and expand the effective cross-sectional area of ​​the air piping system. By running the test, many problems are solved, and the responsiveness of the air spring system is improved, which is closely related to the improvement of the vehicle's motion characteristics, thereby obtaining the result of improving the train curve passing speed. The vehicle body tilt control method using such an air spring is lower in cost than the control swing type, and thus is a high-performance vehicle body tilt system that can be used in a motorcycle vehicle in the future.
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