JP2001088694A - Monorail vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve the riding quality by suppressing the rolling of a carriage and a car body in a monorail vehicle. SOLUTION: This monorail vehicle is provided with the car body 1 and the carriage 2. The carriage 2 is provided with a traveling tire 61 traveling on a track girder 7, a guide tire 62 guiding the carriage 2 along the track girder 7, and a stable tire 63 preventing the carriage from overturning. A hydraulic cylinder 31 driving the stable tire 63 in an arrow B direction is attached to the carriage 2. Acceleration detectors 11, 12, 13 detecting the acceleration of the vehicle in the left/right direction are provided. The safety tire 63 is driven in the arrow B direction (approximately vertically relative to the track girder 7 side) based on the results detected by the acceleration detectors 11, 12, 13.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a monorail vehicle, and more particularly to a straddle-type monorail vehicle running on a track girder.

[0002]

2. Description of the Related Art Monorail vehicles are widely used for short-distance transportation in cities. In particular, when constructing a new line in an overcrowded urban area, a monorail vehicle that can use space has attracted attention as an effective means of transportation. The configuration of a general bogie of such a monorail vehicle is, for example,
No. 24762.

Here, the bogie configuration of a general monorail vehicle will be described. FIG. 13 is a front view of the monorail vehicle. As shown in FIG. 13, the vehicle body 1 is supported on the carriage 2 by an air spring 3 which is a pillow spring. The truck 2 is provided with running tires 61. Running tire 61
The two sets are arranged in the front-rear direction of the carriage 2 (perpendicular to the plane of FIG. 13), and support the load of the carriage 2 in the vertical direction. The bogie 2 is provided with a guide tire 62. The guide tires 62 are also arranged in two sets of two, one set of guide tires being arranged at the front of the trolley 2 and the other set of guide tires being arranged at the rear of the trolley 2. The guide tires 62 have a guide function so that the bogie 2 can travel along the track girder 7 while holding the side surface of the track girder 7 therebetween. A stable tire 63 that sandwiches the side surface of the track girder 7 is provided below the intermediate position of the two sets of the guide tires 62. This stable tire 63
Has a vehicle overturn prevention function. The running tire 61, the guide tire 62, and the stable tire 63 all use pneumatic tires, and have been devised to improve ride comfort.

Incidentally, since the track girder of the monorail is basically elevated, it is difficult to construct the rail girder with high precision. As compared with a general railway, irregularities due to corner breaks and torsion of the track girder are more likely to occur at the joint of the track girder. Also, due to the effects of thermal expansion and contraction, the load of the vehicle, and the like, the joint of the track girder may be expanded and unevenness may occur. When irregularities occur at the track girder joint in this way, the vehicle shakes every time the vehicle passes through the track girder joint, and the ride quality deteriorates.

On the other hand, for example, Japanese Patent Application Laid-Open No. 10-183
Japanese Patent Application Publication No. 505 discloses that the interval between track girder joints can be adjusted. However, simply adjusting the spacing of the track girder in this way can suppress the occurrence of irregularities due to the spread of the track girder joint, but eliminate the occurrence of irregularities due to corner breaks and torsion at the joint of the track girder. It is not possible to improve the riding comfort by some other method.

[0006] In addition, although the present invention relates to a general railway vehicle instead of a monorail vehicle, Japanese Patent Laid-Open No. 9-286331 discloses a ride comfort in which vibration acceleration is reduced by a semi-active damper disposed between a vehicle body and a bogie. Is disclosed. In the case of a general railway vehicle, yaw vibration of the vehicle body due to left-right vibration of the bogie is the greatest factor in lowering the riding comfort in the left-right system. Therefore, to prevent this, as described in the above publication, arranging the vibration damping device between the vehicle body and the bogie is an effective method for improving the riding comfort.

[0007]

However, in the above-mentioned conventional technique, there is a problem that it is not possible to control the vibration of the natural frequency of the bogie. Hereinafter, this will be described using a simple two-degree-of-freedom vibration model shown in FIG. The vehicle body 1 is a rigid body having a mass M _c simulating the vehicle body, and moves in a direction indicated by an arrow Z _c . Bogie 2 is a rigid body mass M _t simulating the carriage, moves in the direction indicated by the arrow Z _t.
The secondary spring 3 is an element corresponding to a pillow spring, and connects the vehicle body 1 and the bogie 2. The damper 4 is an element corresponding to the damping of the pillow spring portion, and similarly connects the vehicle body 1 and the bogie 2. The damping element 5 is an active damping element for damping the vehicle body, and connects the vehicle body 1 and the bogie 2. The primary spring 6 is the spring element corresponding to the tire and transmits the forced displacement force due to the unevenness of the arrow Z ₀ of the track 7 in carriage 2. The displacement of the vehicle body 1 is Z _c , the displacement of the bogie 2 is Z _t , the forced displacement due to the unevenness of the track 7 is Z ₀ , the spring constant of the secondary spring 3 is K ₂ , the damping constant of the damper 4 is C ₂ , Assuming that the spring constant of the spring 6 is K ₁ and the damping force of the damping element 5 is u, the equations of motion of this model are as shown in the following equations (1) and (2).

[0008]

(Equation 1)

[0009]

(Equation 2)

Here, when the equations (1) and (2) are added together, the following equation (3) is obtained.

[0011]

(Equation 3)

Then, Z _c , Z _t , and Z ₀ are _expressed by Equation (4),
By setting (5) and Equation (6), Equation (7) is obtained.

[0013]

(Equation 4)

[0014]

(Equation 5)

[0015]

(Equation 6)

[0016]

(Equation 7)

Here, considering the response of the vehicle body at the natural frequency of the bogie 2 as shown in Expression (8), Expression (9) is obtained.

[0018]

(Equation 8)

[0019]

(Equation 9)

As can be seen from equation (9), the response of the vehicle body in a state corresponding to the natural frequency of the bogie is constant regardless of the control force u generated by the damping element 5. This means that the vehicle body cannot be damped at this frequency. In the case of a monorail vehicle, as shown in FIG.
Therefore, if there is unevenness in this portion, the bogie itself is easily rolled, and damping the vibration of the bogie itself is an important issue for improving ride comfort.

Further, the following problems also exist in the monorail vehicle. FIG. 15 is a diagram of a state in which the guide tire 62 and the stable tire 63 pass through the curve as viewed from above. As shown in FIG. 15, on the straight track 7a, the stable tire 63 and the guide tire 62 are substantially aligned along the track. However, on the curved track 7b, the stable tire 63 is pushed outside the curve indicated by the arrow A by the curved track 7b, so that the stable tire 63 is displaced outside the curve with respect to the guide tire 62. As shown in FIG. 13, since the stable tire 63 is disposed below the guide tire 62, when the stable tire 63 is displaced to the outside of the curve, the bogie 2 rolls in the direction of falling to the inside of the curve. This roll moment is transmitted to the vehicle body 1 via the air spring 3, and the vehicle body 1 is also displaced inside the curve. When the center of gravity of the vehicle body 1 having a large mass is displaced inward of the curve, the vehicle body 1 further rolls inward of the curve due to gravity. Such a phenomenon is more remarkable in a sharp curve.

Normally, it is possible to set the cant angle to 0 on a sharp curve because the vehicle travels at a low speed, but the displacement of the stable tire 63 to the outside of the curve as described above is inevitable regardless of the presence or absence of the cant angle. Rolling inward of the curve of the vehicle body 1 due to this is inevitable. Also, while the vehicle is running, the centrifugal force toward the outside of the curve is acting on the vehicle body. However, if the vehicle stops during the curve, the effect of the centrifugal force cannot be expected, and the vehicle body 1 is moved inside the curve. There is a problem that the roll rolls largely in the direction of falling.

An object of the present invention is to provide a monorail vehicle capable of improving ride comfort by suppressing rolling of a bogie and a vehicle body.

[0024]

In order to achieve the above object, the present invention comprises a vehicle body, and a bogie for supporting the vehicle body, wherein the bogie includes running tires running on a track girder,
In a monorail vehicle provided with a guide tire for guiding the bogie along the track girder and a stable tire for preventing the bogie from tipping over, according to the shape of the track girder, the stable tire and the guide tire Driving means for driving at least one of them in a direction substantially perpendicular to the side surface of the track girder is provided.

Further, the present invention comprises a vehicle body, and a bogie for supporting the vehicle body. The bogie includes a running tire that runs on a track girder, and a guide tire that guides the bogie along the track girder. And a driving means for driving the guide tire in a direction substantially perpendicular to the side surface of the track girder according to the shape of the track girder.

According to each of the above constructions, the rolling of the bogie and the vehicle body is suppressed by driving the stable tires and the guide tires in a direction substantially perpendicular to the side surfaces of the track girder in accordance with the shape of the track girder. Can be improved.

Further, in the present invention, the driving means includes an acceleration detecting device for detecting an acceleration in the left-right direction of the vehicle, and performs the driving based on an acceleration signal detected by the acceleration detecting device. With this configuration, the acceleration detection device can detect the acceleration in the left-right direction of the vehicle, and if the guide tire or the stable tire is actively driven in the left-right direction so as to cancel the acceleration, the acceleration source may be used. Since the vibration of a certain bogie itself can be damped, a vehicle with good riding comfort can be realized. Note that an acceleration information storage device that stores the acceleration information detected by the acceleration detection device and an acceleration information transmission device that transmits the acceleration information to the ground can be provided.

Further, in the present invention, the driving means includes an inclination angle detecting device for detecting an inclination angle of the vehicle, and performs the driving based on the inclination angle signal detected by the inclination angle detecting device. . With this configuration, when the vehicle inclines when passing through the curved portion, the fact can be detected by the inclination angle detection device. Then, for example, control is performed such that the stable tire on the outside of the curve is driven in a direction to escape to the outside, and the stable tire on the inside of the curve is pressed against the side surface of the track. As a result, the roll moment due to the forced displacement of the stable tire to the outside of the curve can be reduced, and the inside of the curve of the vehicle can be lifted, so that the bogie and the vehicle body can be prevented from rolling inside the curve. .

Further, the present invention is characterized in that the driving means includes a switch on the vehicle, and the driving is performed by operating the switch. With this configuration, when the vehicle is inclined and stopped on the curved portion when passing through the curved portion, the vehicle is erected by operating a switch to drive the stable tire in the same manner as described above. be able to.

In the present invention, the driving means includes an acceleration detecting device for detecting a lateral acceleration of the vehicle, and a calculating device for calculating a motion of the vehicle after a predetermined time using the detected acceleration signal. And performing the driving based on a calculation result in the calculation device.

Further, according to the present invention, the driving means includes a displacement detecting device for detecting a relative displacement between the vehicle body and the track girder at a tip end portion of the vehicle, and a motion of the vehicle after a predetermined time using the detected displacement signal. And a driving device that performs the driving based on a calculation result of the processing device.

Furthermore, the present invention can be applied to a vehicle traveling on a track surface along a guide rail. That is, the present invention includes a vehicle body and a bogie that supports the vehicle body, and the bogie guides the bogie along running wheels that run on a track and guide rails arranged on the track. In a vehicle provided with guide wheels, according to the shape of the guide track,
Driving means for driving the guide wheel in a direction substantially perpendicular to the side surface of the guide rail is provided.

[0033]

Embodiments of the present invention will be described below with reference to the drawings. (Embodiment 1) FIG. 1 is a front view of a monorail vehicle according to Embodiment 1 of the present invention. In the drawing, the same portions as those of the conventional monorail vehicle are denoted by the same reference numerals as in FIG. In the present embodiment, a drive mechanism for driving the stable tire 63 in a direction substantially perpendicular to the side surface of the track girder 7 is provided. In addition, in order to explain this driving mechanism, only the right side of the guide tire 62 is shown in FIG. 1, but the guide tire 62 is also arranged on the left side.

The frame of the carriage 2 is, as shown in FIG.
It is divided into a main body frame 21 and a stable tire support frame 22. The stable tire support frame 22 is attached to the main body frame 21 by a pin 23 so as to be swingable in the direction of arrow B. A hydraulic cylinder 31 is provided between the stable tire support frame 22 and the main body frame 21 as a drive mechanism. The upper end of the hydraulic cylinder 31 is connected to the bracket 3 on the body frame 21 via a rubber bush.
3, the lower end is a stable tire support frame 2 via a rubber bush.
2 are connected to the upper bracket 32, respectively. Although a hydraulic cylinder was provided as a drive mechanism here,
Instead of the hydraulic cylinder, a mechanism may be provided that converts a rotary motion into a linear motion by combining an electric motor and a ball screw. The guide tire 62 is attached to a guide tire support 21A protruding from the main body frame 21, and the guide tire 62 is not swingable.

The lower end of the body frame 21 and the stable tire support frame 2
A stopper 34 made of an elastic member is attached to the upper end of the cylinder 2. When the hydraulic cylinder 31 fails and the stable tire support frame 22 is to be displaced greatly to the outside of the track girder, the stoppers 34 come into contact with each other and the displacement is reduced. Is regulated within a predetermined value. At upper and lower portions of the main body frame 21, acceleration detecting devices 11 and 12 for detecting acceleration in the left-right direction are provided. An acceleration detecting device 13 for detecting acceleration in the left-right direction is also provided below the vehicle body 1.

The vehicle body 1 is provided with an acceleration calculation device 40, a control force calculation device 41, and a hydraulic cylinder drive device 42. The acceleration calculation device 40 includes the acceleration detection device 11,
The left and right acceleration components and the roll acceleration component of the carriage 2 are separated from the acceleration signal of No. 12, and the respective acceleration components are calculated. Further, the acceleration calculation device 40 weights the vehicle body acceleration detected by the acceleration detection device 13. The control force calculating device 41 controls the left-right vibration of the bogie 2 at the position of the air spring 3 which is an element for transmitting the right-left vibration from the bogie 2 to the vehicle body 1 in accordance with the acceleration signal of the acceleration calculating device 40. The control force for controlling the vibration of the lower part of the vehicle body 1 is calculated in accordance with the following formula. The hydraulic cylinder driving device 42 drives the left and right hydraulic cylinders 31 according to the control force signal output from the control force calculation device 41.

Next, the operation of the monorail vehicle having the above configuration will be described. While the vehicle is running, it passes through the unevenness of the track,
When the acceleration detecting devices 11 and 12 detect the acceleration in the left-right direction, the control force calculating device 41 uses the acceleration signal from the acceleration calculating device 40 to transmit the air spring 3 (the air spring 3 transmits vibration from the bogie 2 to the vehicle body 1). ) Is calculated, and a control force signal is sent to the hydraulic cylinder driving device 42. The hydraulic cylinder driving device 42 controls the hydraulic cylinder 3 based on the control force signal.
1 is driven. Then, the stable tire 63 is pressed substantially perpendicularly to the side surface of the track girder 7 and receives a reaction force from the track girder 7. Due to this reaction force, the vibration of the bogie 2 is damped, whereby the vibration due to the unevenness of the track girder 7 is not transmitted to the vehicle body 1 and the riding comfort is improved.

Here, the operation of the control force calculating device 41 will be described in detail with reference to FIG. FIG. 2 shows the position of the center of gravity 2a of the carriage 2 and the positions 11a and 1 of the acceleration detecting devices 11 and 12.
2a is a diagram schematically showing a positional relationship of a position 3a of an air spring 3 which is a left and right force transmitting member between the vehicle body 1 and the bogie 2;
FIG. 2A shows a state in which the acceleration detected by the acceleration detection devices 11 and 12 is zero. FIG. 2B shows a case where the acceleration detection device 11 detects acceleration in the direction of arrow C and the acceleration detection device 12 detects acceleration in the direction of arrow D when the carriage 2 rolls. In this case, the control force calculating device 41 applies a reaction force from the track girder indicated by the arrow E to the stable tire portion, and generates a command for driving the left / right force transmitting member 3a in the arrow F direction. FIG. 2C shows the case where the acceleration detection device 11 detects the acceleration in the direction of arrow G and the acceleration detection device 12 detects the acceleration in the direction of arrow H as the carriage 2 translates. In this case, the control force calculating device 41 applies a reaction force from the track girder indicated by the arrow I to the stable tire portion, and generates a command for driving the left / right force transmitting member 3a in the arrow J direction. Truck 2 in actual running state
The direction of the acceleration applied is intermediate between the state shown in FIG. 2B and the state shown in FIG. 2C. The acceleration calculation device 40 sends an acceleration signal obtained by separating the roll acceleration of the carriage 2 and the left-right translational acceleration from the accelerations of the acceleration detection devices 11 and 12 to the control force calculation device 41, and the control force calculation device 41 The control force for controlling the vibration in the section is calculated.

In this embodiment, the case where the right and left force transmitting member between the vehicle body 1 and the bogie 2 is an air spring is described. However, for example, a center pin or the like may be the main left and right force transmitting member. Further, when the acceleration detecting device 13 arranged in the lower part of the vehicle body 1 detects a large acceleration due to disturbance such as wind, the acceleration calculating device 40 sends this signal to the control force calculating device 41. In this case, the control force calculating device 41 calculates a control force for canceling the acceleration, and sends a control force signal to the hydraulic cylinder driving device 42.

(Embodiment 2) Next, the configuration of a monorail vehicle according to Embodiment 2 of the present invention will be described. FIG. 3 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the first embodiment are denoted by the same reference numerals as in FIG.
In the present embodiment, an inclination angle detecting device 14 is provided below the vehicle body 1.

When the vehicle enters the curve, the stable tire 63 outside the curve is pushed out of the curve as shown by the arrow K, whereby the vehicle rolls inside the curve (left side in FIG. 3). The inclination angle detecting device 14 detects the inclination of the vehicle body from the vertical direction by the roll. The tilt angle signal detected by the tilt angle detection device 14 is sent to the control force calculation device 41. When the inclination angle exceeds the specified value, the control force calculating device 41
Is driven in a direction to extend the hydraulic cylinder 31a inside the curve. As a result, the inside of the curve is raised, and it is possible to prevent the vehicle from rolling excessively inward of the curve. By driving the hydraulic cylinder 31b outside the curve in the direction of compression, it is possible to absorb the forced displacement of the guide tire outside the curve in the direction of arrow K.

FIG. 3 shows the inclination angle detecting device 14
However, by arranging the inclination angle detecting device on the trolley 2, it is possible to prevent the roll of the trolley and to prevent the roll of the vehicle body 1 induced by this. Further, by extracting the low-frequency component of the lateral acceleration detected by the acceleration detection device 11 on the trolley 2 or the acceleration detection device 13 on the vehicle body 1, the component obtained by subtracting the effect of the roll to the outside of the curve due to the centrifugal force is detected. It is also possible to determine the control force.

FIG. 4 shows an example in which a switch 15 is added to the cab or the like of the monorail vehicle shown in FIG. This switch 15 is connected to the control force calculating device 41, and operates the switch 15 to drive one or both of the hydraulic cylinders 31a and 31b when the vehicle stops in the middle of a curve. Thereby, the inclination of the vehicle body 1 can be eliminated.

(Embodiment 3) Next, the configuration of a monorail vehicle according to Embodiment 3 of the present invention will be described. FIG. 5 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the first embodiment are denoted by the same reference numerals as in FIG.
In FIG. 5, the main frame 21 has a guide tire support 21A.
And a stable tire supporting portion 21B are protrudingly provided.
1. Guide tire support 21A and stable tire support 21
B has an integral structure. And in this embodiment,
Only the stable tire 63 is driven. That is, the stable tire 63 is supported by the rod 51, and the rod 51 is attached to the lower part of the stable tire support 21B by the pin 52 so as to be swingable in the arrow L direction. The pin 52 is connected to a hydraulic cylinder 53 that generates a driving force in the direction of the arrow L.
4 is connected to a hydraulic cylinder driving device 42. The guide tire 62 is attached to the guide tire support 21A, and the guide tire 62 is not swingable.

According to the above configuration, the hydraulic pressure generated by the hydraulic cylinder driving device 42 is transmitted to the hydraulic cylinder 53 through the hydraulic pipe 54 so that the stable tire 63 is moved in a direction substantially perpendicular to the side surface of the track girder 7. Can be driven.

According to the present embodiment, the hydraulic cylinder 53
The only part driven by the stable tire 63 is
Since the mass is small, the stable tire 63 can be driven at high speed, and the response time can be increased.

(Embodiment 4) Next, the configuration of a monorail vehicle according to Embodiment 4 of the present invention will be described. FIG. 6 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the third embodiment are denoted by the same reference numerals as in FIG.
In the present embodiment, only the guide tire 62 is driven. That is, the guide tire 62 is
The rod 51 is attached to the lower part of a guide tire support 21A protruding from the main body frame 21 by a pin 52 so as to be swingable in the direction of arrow L. Pin 5
2 is connected to a hydraulic cylinder 53 that generates a driving force in the direction of the arrow L, and the hydraulic cylinder 53 is connected to a hydraulic cylinder driving device 42 via a hydraulic pipe 54. The stable tire 63 is mounted on the stable tire support 21B, and the stable tire 63 is not swingable.

According to the above configuration, the hydraulic pressure generated by the hydraulic cylinder driving device 42 is transmitted to the hydraulic cylinder 53 via the hydraulic pipe 54 so that the guide tire 63 is moved in a direction substantially perpendicular to the side surface of the track girder 7. Can be driven. Thereby, the vibration of the carriage 2 itself can be reduced, and the riding comfort of the vehicle can be improved.

Further, according to the present embodiment, only the guide tire 62 is driven by the hydraulic cylinder 53 and its mass is small, so that the guide tire 62 can be driven at a high speed. As in the case 3, the response time can be shortened.

(Embodiment 5) Next, the configuration of a monorail vehicle according to Embodiment 5 of the present invention will be described. FIG. 7 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the third embodiment are denoted by the same reference numerals as in FIG.
In the present embodiment, both the stable tire 63 and the guide tire 62 are driven by the hydraulic cylinder 53.

According to the present embodiment, both the stable tire 63 and the guide tire 62 can be driven in a direction substantially perpendicular to the side surface of the track girder 7, so that the lateral vibration and the roll vibration of the bogie 2 can be reliably achieved. It becomes possible to control vibration.

As in the case of the third and fourth embodiments,
Since the mass of the portion driven by the hydraulic cylinder 53 is small, the guide tire 62 and the stable tire 63 can be driven at high speed, and the response time can be shortened.

(Embodiment 6) Next, the configuration of a monorail vehicle according to Embodiment 6 of the present invention will be described. FIG. 8 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the fourth embodiment are denoted by the same reference numerals as in FIG.
In the present embodiment, the track girder 7 is of a low height type, and only the guide tire 62 is provided on the bogie 2 as a tire for holding the side surface of the track girder 7. The guide tire 62 is provided with the hydraulic cylinder 5 as in the case of the fourth embodiment.
3 drives the rail in a direction substantially perpendicular to the side surface of the track girder 7.

According to the present embodiment, the bogie 2 can be damped and the roll of the vehicle can be suppressed at the same time, so that a stable tire for preventing the vehicle from tipping over can be omitted. .

(Embodiment 7) Next, the configuration of a monorail vehicle according to Embodiment 7 of the present invention will be described. FIG. 9 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the third embodiment are denoted by the same reference numerals as in FIG.
In the present embodiment, an acceleration information storage device 43 for storing acceleration information calculated by the acceleration calculation device 40 and an acceleration information transmission device 45 for transmitting the acceleration information to the vehicle depot are provided. Further, a position detection device 44 for integrating the rotation angle of the traveling tire 61 and detecting the traveling position of the vehicle is provided.

According to the above configuration, information on the relationship between the position of the track and the acceleration of the vehicle can be stored, and the progress of the unevenness of the track girder 7 can be grasped and utilized for the maintenance plan of the track girder 7. It becomes possible. Further, the provision of the acceleration information transmission device 45 enables the information of the track girder 7 to be transmitted to the vehicle depot 40 in real time.

The vehicle depot is provided with an acceleration information analyzer 46 for analyzing acceleration information transmitted from each vehicle. If the acceleration transmitted from each vehicle shows a similarly excessive value at a specific track position, it indicates that the unevenness of the track girder at that track position is large, and conversely, the acceleration from the specific vehicle is If is too large, it indicates that the vehicle has some problem. Such information can be used for a vehicle maintenance plan. Furthermore, when it is determined that the acceleration information from a specific vehicle is excessive and dangerous, a driving stop command can be issued from the vehicle base, and an accident can be prevented before it occurs.

(Eighth Embodiment) Next, the configuration of a monorail vehicle according to an eighth embodiment of the present invention will be described. FIG. 10 is a front view of the monorail vehicle according to the present embodiment. In the figure, the same portions as those of the monorail vehicle shown in the fourth embodiment are denoted by the same reference numerals as in FIG.
In the present embodiment, a vehicle motion calculation device 60 having a vehicle dynamics model is provided. The acceleration information detected by the acceleration detection devices 11, 12, and 13 is input to the vehicle motion calculation device 60. In the vehicle motion calculation device 60,
The motion state of the vehicle is sequentially calculated using the vehicle dynamics model, and the motion state is sequentially corrected using the acceleration information from each of the acceleration detection devices 11, 12, and 13. As a result, it is possible to predict the motion state of the vehicle after a certain time, and it is possible to perform more accurate vibration suppression. Further, by using the acceleration information for the position of the trajectory described in the seventh embodiment, it is possible to perform vibration control with higher accuracy.

This embodiment can be applied to a monorail vehicle provided with only the guide tire 62 as in the sixth embodiment.

(Embodiment 9) Next, the configuration of a monorail vehicle according to Embodiment 9 of the present invention will be described. FIG. 11 is a side view of the monorail vehicle according to the present embodiment. In the drawing, the same portions as those of the monorail vehicle described in Embodiment 8 are denoted by the same reference numerals as in FIG. In the present embodiment, a displacement detection device 64 that measures the left-right relative displacement between the vehicle body 1 and the track girder 7 is provided at the tip of the vehicle. The displacement information detected by the displacement detection device 64 is input to the vehicle motion calculation device 60. Vehicle motion calculation device 6
0 compares the relative displacement between the vehicle and the track calculated by the dynamics model with the displacement information detected by the displacement detection device 64, and estimates the unevenness of the track girder 7 in the portion where the vehicle passes from this difference. By calculating the damping force from the unevenness information estimated in this way and performing the damping control, it is possible to perform more reliable damping control.

This embodiment can be applied to a monorail vehicle provided with only the guide tire 62 as in the sixth embodiment.

(Embodiment 10) Next, the configuration of a vehicle according to Embodiment 10 of the present invention will be described. FIG. 12 is a front view of the vehicle according to the present embodiment. In FIG. 12, reference numeral 1 denotes a vehicle body, which is supported on a carriage 2 by an air spring 3. Reference numeral 61 denotes running wheels, which support the vertical load of the vehicle. Reference numeral 71 denotes a track surface, which forms a road surface on which the vehicle travels. A guide rail 72 that guides the vehicle is disposed at the center of the raceway surface 71. The guide wheels 62 that hold the guide rail 72 on the side are supported by brackets 81 by pins 80, respectively. The bracket 81 can be moved in the direction of arrow M via the rail 82 so that
It is supported by. The hydraulic cylinder 31 includes the bracket 8
1 and the bogie 2 are connected to generate a control force for damping the bogie. Reference numeral 11 denotes an acceleration detection device that detects the acceleration in the left-right direction generated on the cart 2. Reference numeral 41 denotes a control force calculation device that calculates a control force for damping the bogie 2 based on the acceleration information detected by the acceleration detection device. 4
Reference numeral 2 denotes a hydraulic cylinder driving device, and a control force calculating device 41
The hydraulic cylinder 31 is driven in accordance with a control signal sent from the controller.

In the above configuration, when the acceleration detecting device 11 detects acceleration while the vehicle is running, the control force calculating device 41
Calculates a control force for damping the carriage 2. This control force signal is sent to the hydraulic cylinder driving device 42. The hydraulic cylinder 42 drives the hydraulic cylinder 31 according to the control force signal. As a result, the bracket 8 is
The guide tire 62 supported by 2 is driven in the left-right direction, and receives a reaction force from the guide rail 72. Thereby, the vibration of the carriage 2 is damped. In this way, the bogie itself, which is a transmission source of vibration due to the unevenness of the guide rail 72, is damped, so that the vibration of the vehicle body 1 is reduced, and a vehicle with good ride comfort can be realized.

[0064]

As described above, according to the present invention,
Since the vibration of the bogie itself due to the unevenness of the track girder can be suppressed, a vehicle with good ride comfort can be realized.

Further, it is possible to obtain a safe vehicle which is free from a risk of overturning due to a roll of the vehicle body on the inside of a curve at a sharp curve portion.

[Brief description of the drawings]

FIG. 1 is a front view of a monorail vehicle according to a first embodiment of the present invention.

FIG. 2 illustrates the operation of the control force calculation device, and FIG.
FIG. 7B is a diagram illustrating a state where the acceleration is 0, FIG. 7B is a diagram illustrating a state where the cart is rolled, and FIG. 7C is a diagram illustrating a state where the cart is translated.

FIG. 3 is a front view of a monorail vehicle according to a second embodiment of the present invention.

FIG. 4 is a diagram showing a modification of the monorail vehicle according to the second embodiment of the present invention.

FIG. 5 is a front view of a monorail vehicle according to a third embodiment of the present invention.

FIG. 6 is a front view of a monorail vehicle according to a fourth embodiment of the present invention.

FIG. 7 is a front view of a monorail vehicle according to a fifth embodiment of the present invention.

FIG. 8 is a front view of a monorail vehicle according to a sixth embodiment of the present invention.

FIG. 9 is a front view of a monorail vehicle according to a seventh embodiment of the present invention.

FIG. 10 is a front view of a monorail vehicle according to an eighth embodiment of the present invention.

FIG. 11 is a side view of a monorail vehicle according to a ninth embodiment of the present invention.

FIG. 12 is a front view of a vehicle according to a tenth embodiment of the present invention.

FIG. 13 is a front view of a conventional monorail vehicle.

FIG. 14 is a schematic diagram for explaining a vibration damping effect according to the related art.

FIG. 15 is a plan view showing a positional relationship between a guide tire and a stable tire.

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle body 2 bogie 7 track girder 61 running tire 62 guide tire 63 stable tire 11, 12, 13 acceleration detecting device 14 inclination angle detecting device 31 hydraulic cylinder 40 acceleration calculating device 41 control force calculating device 42 hydraulic cylinder driving device

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Motomi Hiraishi 794 Higashi-Toyoi, Katsumatsu-shi, Yamaguchi Pref.Katsuyuki Iwasaki Inventor Katsuyuki Iwasaki 794 Higashi-Toyoi, Kudamatsu-shi, Yamaguchi Pref. Kasado Works (72) Inventor Yoshio Hara 794 Higashi Toyoi, Kudamatsu City, Yamaguchi Prefecture Nisatsu Manufacturing Co., Ltd.Kasato Works

Claims (10)

[Claims] 1. A vehicle comprising: a vehicle body; and a bogie for supporting the vehicle body, wherein the bogie has running tires running on a track girder;
In a monorail vehicle provided with a guide tire that guides the bogie along the track girder and a stable tire that prevents the bogie from tipping over, according to the shape of the track girder, the stable tire and the guide tire A monorail vehicle comprising a driving means for driving at least one of the rails in a direction substantially perpendicular to the side surface of the track girder. 2. A vehicle comprising: a vehicle body; and a bogie for supporting the vehicle body, wherein the bogie has running tires running on a track girder;
A drive means for driving the guide tire in a direction substantially perpendicular to the side surface of the track girder, according to the shape of the track girder, in a monorail vehicle provided with guide tires for guiding the bogie along the track girder. A monorail vehicle comprising: 3. The monorail vehicle according to claim 1, wherein the driving unit includes an acceleration detecting device that detects a lateral acceleration of the vehicle, and the driving unit performs the driving based on an acceleration signal detected by the acceleration detecting device. A monorail vehicle. 4. The monorail vehicle according to claim 3, further comprising an acceleration information storage device that stores acceleration information detected by the acceleration detection device. 5. The monorail vehicle according to claim 3, further comprising an acceleration information transmission device that transmits the acceleration information detected by the acceleration detection device to a ground side. 6. The monorail vehicle according to claim 1, wherein the driving unit includes a tilt angle detection device that detects a tilt angle of the vehicle, and performs the driving based on a tilt angle signal detected by the tilt angle detection device. Monorail vehicle characterized by performing. 7. The monorail vehicle according to claim 1, wherein the driving unit includes a switch on the vehicle, and the driving is performed by operating the switch. 8. The monorail vehicle according to claim 1, wherein the driving unit detects an acceleration in a left-right direction of the vehicle, and detects the acceleration of the vehicle after a predetermined time by using the detected acceleration signal. A monorail vehicle, comprising: a calculating device for calculating a motion; and performing the driving based on a calculation result of the calculating device. 9. The monorail vehicle according to claim 1, wherein the driving unit uses a displacement detection device that detects a relative displacement between the vehicle body and the track girder at a leading end of the vehicle, and uses the detected displacement signal. And a calculating device for calculating a motion of the vehicle after a predetermined time, and performing the driving based on a calculation result of the calculating device. 10. A vehicle comprising: a vehicle body; and a bogie for supporting the vehicle body, wherein the bogie has a traveling wheel running on a track, and a guide for guiding the bogie along a guide rail arranged on the track. A vehicle provided with wheels, wherein a driving means for driving the guide wheels in a direction substantially perpendicular to the side surfaces of the guide rails is provided according to a shape of the guide track.