JP2001001895A - Rail car body inclination control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a riding comfortableness between two continuous curved rails. SOLUTION: A body inclination control device inclines a body 3 using an instruction from a control calculation part 1 comprising a curve data storage part 1a storing curve data in traveling district, a speed signal input part 1b in which a speed signal from a speed generator 2 is input, a target inclination angle calculation part 1c obtaining a target inclination angle using the curve data and speed signal, and a target inclination angle output part 1d outputting a signal to incline a body 3 to an actuator 4 so that the target inclination angle obtained by the target inclination calculation part 1c can be provided. In this case, a target inclination angle pattern of sin wave having target inclination angle and its differential value continuously varying in an area ranging from the restoration start point of a curved road to an inclination holding point of the next curved road is calculated, and the calculated value is output to the actuator 4. Thus, a body rolling angular velocity can be suppressed within a target value of riding comfortableness, and the riding comfortableness when a car runs on continuous curve road districts can be improved.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body inclination control device for a railway vehicle capable of improving ride comfort in a section from an arbitrary curved road to a next curved road among a plurality of continuous curved roads. It is.

[0002]

2. Description of the Related Art For example, Japanese Patent Application Laid-Open No. 9-142300 discloses a conventional vehicle body inclination control in which control is performed using traveling distance information obtained by integrating curve data and a speed signal from a speed detector.

A vehicle body tilt control method disclosed in Japanese Patent Application Laid-Open No. 9-142300 will be described with reference to FIG. This method is based on a curve radius, a cant, a relaxation curve length, and a traveling speed. First, a target vehicle body inclination angle φa in a circular curve section (BCC to ECC) and a sin set within a guide value of a ride comfort.
A half-wave target vehicle body rolling angular velocity θ′a is set.
Next, a target vehicle body inclination angle φb is obtained which is a sin curve that increases from 0 to φa between the inclination start point P1 and the inclination holding point P2 determined by the θ′a curve. Note that the method of obtaining the target vehicle body inclination angle φb is the same at the curve exit.

[0004] Therefore, the slope start point P1 and the slope end point P4 are respectively located on the near side from the transition curve start point BTC and the point before the transition curve end point ETC according to the traveling speed, the relaxation curve length, and the like. However, since the vehicle body rolling angular velocity θ ′, which is an index of the ride quality, can be lowered and the vehicle body can be tilted smoothly, the ride comfort in the transition curve section is improved.

[0005] As described above, in order to improve the riding comfort in the transitional curve section, conventionally, the method of starting the leaning of the vehicle body before the start of the curved section and terminating the leaning of the vehicle body after the completion of the curved section is conventionally performed. Was taken.

[0006]

However, the prior art including the vehicle body inclination control method disclosed in Japanese Patent Application Laid-Open No. 9-142300 is directed to a single curved road, and the vehicle passes next. Since the slope start point and slope end point are calculated for one curved road, it may not be possible to determine the slope start point and slope end point in a section where multiple curved roads are continuous, and between two curved roads. Therefore, there has been a problem that the target inclination angle becomes discontinuous, and the vehicle body rolling angular velocity increases, and the riding comfort decreases. In particular,
In a high-response tilt mechanism that uses hydraulic pressure, electric power, or the like as power, discontinuity in the target tilt angle significantly affects ride comfort.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and it is intended to smoothly and continuously change a target inclination angle between an arbitrary curved road and a next curved road. Accordingly, an object of the present invention is to provide a vehicle body inclination control device for a railway vehicle that can improve the riding comfort between two curved roads.

[0008]

In order to achieve the above-mentioned object, a railway vehicle body inclination control device according to the present invention comprises:
Calculates a sinusoidal target inclination angle pattern in which the target inclination angle and its differential value change continuously from the restoration start point of a plurality of continuous curved roads to the inclination holding point on the next curved road, and outputs the pattern to the inclination drive unit. It has been configured to be. By doing so, it is possible to smoothly and continuously change the target inclination angle between an arbitrary curved road on a continuous curved road and the next curved road.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A vehicle body inclination control device for a railway vehicle according to the present invention has a curve data storage unit for storing curve data of a traveling section, and a speed signal input unit for receiving a speed signal from a speed detector. And a target tilt angle calculating section for obtaining a target tilt angle from the curve data and the speed signal; and outputting a signal for tilting the vehicle body to the target tilt angle obtained by the target tilt angle calculating section to the tilt driving section. In a vehicle body inclination control device for inclining a vehicle body according to a command from a control arithmetic unit having a target inclination angle output unit, a circle on a next curved road from a restoration start point set near a circular curve end point of a plurality of continuous curved roads The target inclination angle and its differential value continuously change over the inclination holding point set near the curve start point.
calculating an in-wave target tilt angle pattern, or
The first half and the second half between the two points is a function formula that becomes a curve,
Also, the intermediate portion is represented by a linear function formula, and a target tilt angle pattern in which a function formula obtained by differentiating these at the boundary points of these three portions smoothly continues is calculated and output to the tilt drive unit. Things.

In the vehicle body inclination control device for a railway vehicle according to the present invention, the target inclination angle and its differential value continuously change from the restoration start point of a plurality of continuous curved roads to the inclination holding point on the next curved road. A sin wave-like target inclination angle pattern is calculated, or a first half and a second half between two points are represented by a function formula that is a curve, and an intermediate portion is represented by a function formula that is a straight line. A function formula obtained by differentiating these at the point calculates a target inclination angle pattern that continues smoothly and outputs the target inclination angle pattern to the inclination drive unit, so that an arbitrary curved road in the continuous curved road and the next curved road Can be smoothly and continuously changed, and the riding comfort between the two curves is improved.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle body inclination control apparatus for a railway vehicle according to the present invention will be described with reference to the embodiments shown in FIGS. FIG. 1 is a diagram showing an overall schematic configuration of a vehicle body inclination control device for a railway vehicle according to the present invention, and FIG. 2 illustrates a target inclination angle calculation unit of a control arithmetic unit constituting the vehicle body inclination control device for a railway vehicle according to the present invention. FIG. 3 is an explanatory diagram of a target inclination angle pattern for two curved roads having opposite directions obtained by using a conventional vehicle body inclination control device, and FIG. 4 is a vehicle body inclination control device of a railway vehicle according to the present invention. FIG. 5 is an explanatory diagram of a target inclination angle pattern for two curved roads having opposite directions obtained by using FIG. 5. FIG. 5 is obtained for a curved road similar to that of FIG. FIG. 6 is an explanatory view of another target inclination angle pattern, FIG. 6 is an explanatory view of a target inclination angle pattern for two curved roads having the same direction obtained by using a conventional vehicle body inclination control device, and FIG. 7 is a railway vehicle according to the present invention. Using the body inclination control device FIG. 8 is an explanatory view of a target inclination angle pattern for two curved roads having the same direction. FIG. 8 shows another target inclination angle pattern obtained on a curved road similar to FIG. 7 using the vehicle body inclination control device for a railway vehicle according to the present invention. FIG.

FIG. 1 is a diagram showing an overall schematic configuration of a vehicle body inclination control device according to the present invention. In FIG. 1, reference numeral 1 denotes a speed data from a speed data generator 2 which is a speed detector and a speed data storage unit 1a. A speed signal input unit 1b to which the pulse signal f is input, a target tilt angle calculation unit 1c, and a signal for tilting the vehicle body 3 so that the target tilt angle φb obtained by the target tilt angle calculation unit 1c is tilted. It is a control operation unit provided with a target inclination angle output unit 1d that outputs to a drive unit, for example, the actuator 4.

The curve data storage unit 1a
Indicates start points BCC and BTC and end points ECC and ETC of a circular curve and a transition curve existing in a traveling section, a cant C of a circular curve, a curve radius R, and a curve direction.

The target inclination angle calculating section 1c integrates the curve data written in the curve data storage section 1a, the traveling speed V obtained by converting the speed pulse signal f in the speed signal input section 1b, and the integration. Using mileage D,
The target vehicle body inclination angle φb, the inclination start point and the inclination end point are calculated.

The obtained target tilt angle φb is output to a target tilt angle output unit 1d. The target tilt angle output unit 1d outputs a difference between the target tilt angle φb and the vehicle body tilt angle φ obtained by converting the stroke s of the actuator 4. The actuator 4 is controlled by using a value obtained by multiplying φb−φ by a gain to tilt the vehicle body to an optimum angle. In FIG. 1, reference numeral 5 denotes a bogie frame, 7 denotes an inclined beam supported on the bogie frame 5 by rollers 6, and 8 denotes an air spring.

FIG. 2 is a flowchart illustrating the details of the target tilt angle calculation section 1c in the control calculation section 1 constituting the vehicle body tilt control apparatus of the railway vehicle according to the present invention. The vehicle body tilt control device for a railway vehicle will be described in more detail.

From the traveling speed V, the traveling distance D, and the curve data, first, the target inclination angle φa1, the restoration start point P13, and the inclination end point P14 of the circular curve on the curved road that is currently passing are first obtained. This calculation method is the same as, for example, the method described in JP-A-9-142300 described above.

Next, the target slope angle φa2 of the circular curve, the slope start point P21, and the slope holding point P22 are similarly obtained for the curved road following the curved road that is currently passing. And a slope end point P14 on a curved road currently passing through,
The slope start point P21 on the next curved road is compared, and when the slope start point P21 is located before the slope end point P14 (Yes in FIG. 2), a continuous target slope angle pattern is formed between the two curved roads. . On the other hand, when the slope start point P21 is farther than the slope end point P14 (No in FIG. 2), the target slope angle pattern for each curved road is set as the conventional one.

Next, a method of calculating a continuous target inclination angle pattern between two curved roads will be described. The target inclination angle φa1 of the circular curve on the currently passing curved road, the target inclination angle φa2 of the circular curve on the next curved road, the restoration start point P13 on the currently passing curved road, as described above, and From the inclination holding point P22 on the next curved road, the target inclination angle between the curves with respect to the traveling distance D is obtained by the following equation (1). Expression 1 shows a case where the direction of the next curved road is opposite to the direction of the currently passing curved road.

[0020]

## EQU1 ## φb = 0.5 (φa1−φa2) × [1 + cos
{Π (D-P13) / (P22-P13)} + φa2, where P13 ≦ D ≦ P22

From the above equation 1, it can be seen that the target inclination angle φb between the two curved roads is smoothly continuous in a sin wave shape, and the time derivative φ′b of the target inclination angle φb is also continuously changed. Therefore, as a control result, the vehicle body inclination angular velocity φ ′
In addition, the vehicle body roll angular velocity θ ′, which is obtained by adding the orbital inclination angular velocity Ψ ′ corresponding to the cant increment, is also smooth, and the riding comfort between the two curves is improved.

Further, instead of the target inclination angle φb, the restoration starting point P on the curved road that is currently passing is used instead of the above equation (1).
13 is divided into three equal parts between two points, such as between the slope holding point P22 on the next curved road, and the first half and the second half are curved function expressions, and the respective function expressions and the function expressions obtained by differentiating each are: If the target inclination angle pattern expressed by three functional expressions corresponding to the first half, the middle, and the second half, which is a condition that smoothly continues at the boundary point between the first half and the middle, and the middle and the second half, the time differential value φ of the target inclination angle φb The maximum value of 'b becomes smaller than the value obtained by the above-described formula 1. Therefore, as a result of the control, the vehicle body roll angular velocity θ ′ is smaller than the case where the target inclination angle pattern of Expression 1 is used.
And the ride comfort between the two curves is further improved.

Next, the effect when the above-described vehicle body inclination control device of the present invention is used will be described. (Example 1) FIG. 3 shows a radius R of 400 m and a cant C of 10
A curved path A having a diameter of 5 mm and a relaxation curve length L of 80 m and a curved path B having the same radius R, cant C, and relaxation curve length L as the curved path A and having the opposite direction sandwich a straight path C of 40 m on the way. When the vehicle travels at a speed of 120 km / h in a continuous curved section at a speed of 120 km / h, a target inclination angle φb when the conventional vehicle body inclination control device disclosed in Japanese Patent Application Laid-Open No. 9-142300 is used, and a differential value φ ′ thereof. It is the figure which showed b.

The circular curve sections BCC to ECC are set to the target inclination angle φ.
a = 7 ° and the time required for φb to change from 0 ° to φa is 3.4.
Second, the restoration start point P13 is changed to the circular curve end point ECC, and
Starting point B22 is the circular curve start point of the next curved road
, The slope start points P11 and P21 are points 33 m before the transition curve start point BTC. Similarly, the end points P14 and P24 of the slope are three points more than the end point ETC of the transition curve.
It will be 3m ahead. At this time, since the distance between the curved roads A and B is only 40 m, the inclination start point P21 of the curved road B is closer to the front (P21 ≦ P1) than the inclined end point P14 of the curved road A.
4) Therefore, when the conventional vehicle body inclination control device is used, between the curved road A and the curved road B, before the φb returns to 0 °, the φb of the next curved road B starts from the inclination start point P21, At the inclination start point P21, φb and φ′b become discontinuous.

On the other hand, FIGS. 4 and 5 show the results when the vehicle travels on the same continuous curve section as in FIG. 3 using the vehicle body tilt control device of the present invention.

In FIG. 4, the circular curve end point EC on the curved road A is shown.
From C (P13), the circular curve start point BCC (P2
The inclination between 2) with the target inclination angle pattern of the sine function obtained by the above equation 1, that is, using the vehicle body inclination control device according to claim 1.
When the vehicle is inclined in the target inclination angle pattern shown in FIG. 4, since both φb and φ′b have no discontinuity, the vehicle body is smoothly inclined from the curved road A to the curved road B, and the ride comfort is improved. improves.

FIG. 5 shows a circular curve end point E on a curved road A.
From CC (P13), the circular curve start point BCC (P
Between 22), instead of the target inclination angle pattern of the sine function obtained by the above-described equation 1, the inclination is inclined by the target inclination angle pattern in which the maximum value of φ′b is smaller than the target inclination angle pattern of the sin function. That is, a vehicle body inclination control device according to claim 2 is used. This target inclination angle pattern corresponds to the circular curve end point ECC of the curved road A.
From (P13), the circular curve start point BCC on curved road B (P22)
Is divided into the first half, the second half, and the middle thereof. The first half and the second half are represented by a curve of a quadratic or higher-order function formula, and the middle portion is defined by a straight line of a linear function formula. φ '
This is a function using a function that satisfies the condition that b continues smoothly.

In the embodiment shown in FIG. 5, the first half and the second half are respectively 20% between two points and the middle is 60%. The pattern function is expressed by the following equation (2) in the section between P13 and P22. To 4 were used. Here, Dn indicates a dimensionless distance represented by the following Expression 5. In addition, other than the continuous curve section, for example, from the slope start point P11 to the circular curve start point BCC (P12) on the curved road A, the same equation is used.

[0029]

0 ≦ Dn ≦ 0.2 φb = (φa2−φa1) × (95.75 Dn ⁵ −53.125D
n ⁴ + 5.25Dn ² ) + φa1

[0030]

## EQU3 ## 0.2 <Dn ≦ 0.8 φb = (φa2−φa1) × (1.15Dn−0.075) + φ
a1

[0031]

0.8 <Dn ≦ 1.0 φb = (φa2−φa1) × [1- ｛95.75 (1-D
n) ⁵ −53.125 (1-Dn) ⁴ +5.25 (1-Dn)
² ｝] + φa1

[0032]

Dn = (D-P13) / (P22-P13)

When the vehicle body 3 is tilted with φb obtained by the above-described equations 2 to 4 as a target value, there is no discontinuity in both φb and φ′b. Since the vehicle body leans smoothly and the maximum value of φ′b is reduced to 72% of the sin curve shown in FIG. 4, the vehicle body rolling angular velocity θ ′ can be reduced, and the riding comfort can be further improved.

(Embodiment 2) FIG. 6 shows a continuous curve A and a curve B having the same radius R, cant C and relaxation curve length L in FIG. 3 and continuing in the same direction with a straight path C of 40 m therebetween. When traveling on a curved section at a speed of 120 km / h, Japanese Patent Application Laid-Open
FIG. 14 is a diagram showing a target inclination angle φb and a differential value φ′b when the conventional vehicle body inclination control device disclosed in Japanese Patent No. 142300 is used.

In this case, the target inclination angle φa = 7 ° for the circular curve sections BCC to ECC, the time required for φb to change from 0 ° to φa is 3.4 seconds, and the restoration start point P13 is set to the circular curve end point EC
When C and the slope holding point P22 are set as the circular curve start point BCC of the next curved road, the slope start points P11 and P21 are points 33 m before the transition curve start point BTC, and the slope end points P14 and P14. P24 is the end point of the transition curve ETC
It is the same as the case of FIG. Further, since there is only 40 m between the curved road A and the curved road B, the inclination start point P21 of the curved road B is closer to the front (P21 ≦ P14) than the inclination end point P14 of the curved road A. When the device is used, between the curved road A and the curved road B, before φb returns to 0 °, the slope start point P
Φb of the next curved road B starts from 21 and the slope start point P21
In this case, φb and φ′b become discontinuous as in the case of FIG.

On the other hand, FIGS. 7 and 8 show the results when the vehicle travels on the same continuous curve section as in FIG. 6 using the vehicle body tilt control apparatus of the present invention.

In FIG. 7, the circular curve end point EC of the curved road A is shown.
From C (P13), the circular curve start point BCC (P2
The target inclination angle at the Pm point between 2) is 2φm, one section is between the circular curve end point ECC (P13) on the curved road A and the Pm point, and the circular curve start point B is on the curved road B from the Pm point.
The interval between CC (P22) is set as another interval, and each interval is inclined by the target inclination angle pattern of the sine function obtained by the above equation 1, that is, a vehicle body inclination control device according to claim 1 is used. Things. In the section from P13 to Pm, φa2 in Equation 1 is replaced by 2φm, and in the section from Pm to P22, φa1 in Equation 1 is replaced by 2φm. Pm and φm are curves A in FIG.
Curve when extending from the circular curve end point ECC (P13) to the slope end point P14 of the curved road A, and the circle curve start point BCC of the curved road B from the slope start point P21 to the curved road B
The point at which the φb curve intersects (P22) and the target inclination angle at that time are shown. When the vehicle is tilted in the target tilt angle pattern shown in FIG. 7, since both φb and φ′b have no discontinuity, the vehicle body tilts smoothly from the curved road A to the curved road B, and the ride comfort is improved. improves.

FIG. 8 shows a circular curve end point E on a curved road A.
From CC (P13), the circular curve start point BCC (P
Between 22), instead of the target inclination angle pattern of the sine function obtained by the above-described equation 1, the inclination is inclined by the target inclination angle pattern in which the maximum value of φ'b is smaller than the target inclination angle pattern of the sin function. That is, a vehicle body inclination control device according to claim 2 is used. This target inclination angle pattern corresponds to the circular curve end point ECC of the curved road A.
The section between (P13) and Pm point is defined as one section, and the section between Pm point and the circular curve start point BCC (P22) of curved road B is defined as another section. And the middle part is a curve or a straight line determined by Equation 4, the middle part is a curve or a straight line determined by Equation 4, and φb and φ'b are smoothly continuous at the boundary points of these three parts. A function that satisfies the condition is used. In Equations 2 to 5, φa2 is replaced by 2φm and P22 by Pm in the section from P13 to Pm, and φa1 is replaced by 2φm and P13 by Pm in the section from Pm to P22.

When the vehicle body 3 is tilted with φb obtained by the above-described mathematical expressions 2 to 4 as the target value, there is no discontinuity in both φb and φ′b. Since the vehicle body tilts smoothly and the maximum value of φ′b decreases to 72 to 77% of the sin curve shown in FIG. 7, the vehicle body rolling angular velocity θ ′ can be reduced, and the riding comfort can be further improved.

In the above embodiment, the case where the straight section exists between the two curved roads has been described. However, even when the straight section does not exist between the two curved roads, the vehicle body of the railway vehicle according to the present invention can be used. It goes without saying that an inclination control device can be applied. Further, the target inclination angle pattern constituted by the function formula of a curve and the function formula of a straight line can be applied to a single curved road where two curved roads are not close to each other.

In the vehicle body tilting mechanism shown in FIG. 1, the tilt beam 7 supported by the rollers 6 on the bogie frame 5 is
The present invention is not limited to the vehicle body tilting mechanism shown in FIG. 1, but is, for example, a structure in which one left and right actuator is vertically mounted between a bogie frame and a vehicle body. But it is good. In addition, the power of the actuator can be pneumatic, but a more responsive hydraulic or electric motor can provide better results.

[0042]

As described above, according to the present invention,
Since the target inclination angle and the differential value of the target inclination angle are continuous in a plurality of continuous curved road sections, the vehicle body inclination angle can be changed gently, and the vehicle body rolling angular velocity can be suppressed within the guide value of the riding comfort. Therefore, it is possible to improve the riding comfort when traveling on a continuous curved road section.

[Brief description of the drawings]

FIG. 1 is a diagram showing an overall schematic configuration of a vehicle body inclination control device for a railway vehicle according to the present invention.

FIG. 2 is a flowchart illustrating a target tilt angle calculation unit of a control calculation unit included in the vehicle body tilt control device for a railway vehicle according to the present invention.

3A and 3B are explanatory diagrams of target inclination angle patterns for two curved roads having opposite directions, obtained by using a conventional vehicle body inclination control device. FIG. 3A shows the curvature 1 / R of the two curved roads and the cant. C
(B) is a diagram showing the target inclination angle φb,
(C) is a diagram showing the inclination angular velocity φ'b.

FIG. 4 is an explanatory view of a target inclination angle pattern for two curved roads having opposite directions, obtained by using the railway vehicle body inclination control device according to the present invention, wherein (a) represents a target inclination angle φb. FIG. 4B is a diagram showing the inclination angular velocity φ′b.

FIG. 5 is an explanatory view of another target inclination angle pattern obtained on the same curved road as that of FIG. 4 using the railway vehicle body inclination control device according to the present invention, wherein (a) represents a target inclination angle φb; FIG. 4B is a diagram showing the inclination angular velocity φ′b.

6A and 6B are explanatory diagrams of target inclination angle patterns for two curved roads having the same direction, which are obtained by using a conventional vehicle body inclination control device. FIG. 6A shows a curvature 1 / R of two curved roads and a cant C.
(B) is a diagram showing the target inclination angle φb,
(C) is a diagram showing the inclination angular velocity φ'b.

FIG. 7 is an explanatory diagram of a target inclination angle pattern for two curved roads having the same direction, obtained by using the railway vehicle body inclination control device according to the present invention, wherein (a) is a diagram illustrating a target inclination angle φb; (B) is a diagram showing the inclination angular velocity φ′b.

8 is an explanatory diagram of another target inclination angle pattern obtained on a curved road similar to that of FIG. 7 using the railway vehicle body inclination control device according to the present invention, wherein (a) represents a target inclination angle φb. FIG. 4B is a diagram showing the inclination angular velocity φ′b.

FIG. 9 is an explanatory diagram of a target inclination angle pattern for one curve obtained using a conventional vehicle body inclination control device.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Control calculation part 1a Curve data storage part 1b Speed signal input part 1c Target inclination angle calculation part 1d Target inclination angle output part 2 Speed generator 3 Body 4 Actuator

Claims (2)

[Claims] 1. A curve data storage unit for storing curve data of a traveling section, a speed signal input unit to which a speed signal from a speed detector is input, and a target tilt for obtaining a target tilt angle based on the curve data and the speed signal. An angle calculation unit, and a command from a control calculation unit including a target tilt angle output unit that outputs a signal for tilting the vehicle body to the tilt drive unit to achieve the target tilt angle obtained by the target tilt angle calculation unit. In a vehicle body inclination control device for inclining a vehicle body, a target inclination angle and its differential value continuously change from a restoration start point of a plurality of continuous curved roads to a slope holding point on a next curved road.
A vehicle body tilt control device for a railway vehicle, wherein a wave-like target tilt angle pattern is calculated and output to a tilt drive unit. 2. In place of the sin wave-shaped target inclination angle pattern, the first half and the second half between two points are represented by a curved line function formula, and the middle portion is represented by a straight line function formula.
The vehicle body inclination control device for a railway vehicle according to claim 1, wherein a target inclination angle pattern in which a function formula obtained by differentiating these at a boundary point of the two portions smoothly continues is calculated.