JP2002362361A - Body inclination control device for rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To simplify the constitution of a body inclining device by dispensing with a gain adjustment to reduce the amount of operation for obtaining a body tilt angle. SOLUTION: An acceleration sensor 17 is provided at a truck to detect lateral acceleration X, and speed sensors 18 are provided at wheels 4, 5 to detect travel speed v. The yawing direction angular velocity ω of a body 3 is detected by a radius-of-curvature detecting means 23 to obtain the radius of curvature r of a travel way. On the basis of the lateral acceleration X, the travel speed v and the radius of curvature r, a control means computes a command tilt angle β of the body 3 to the truck 2 required to nullify the excess centrifugal force of the body 3, and performs the open loop control of air springs 8, 9 for supporting the body 3 on the truck 2.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is to prevent a passenger from feeling a lateral force caused by a centrifugal force while traveling on a curved road in a railway vehicle, to prevent a deterioration in ride comfort, BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body inclination control device for a railway vehicle that can improve a passing speed.

[0002]

2. Description of the Related Art In order to increase the speed of railway vehicles, it is necessary to improve the maximum speed, the speed at which curves pass, and the acceleration / deceleration of trains. Particularly, in a traveling section having many curves, the improvement of the curve passing speed has a great effect on achieving a high speed.
When the vehicle passes on a curved road, a centrifugal force acts to exert a force in a direction in which a passenger is pushed to the outside of the curved road, thereby deteriorating ride comfort. In order to prevent this, the outer rail on the curved road is provided with a cant attached higher than the inner rail, and the amount of cant is set based on the magnitude of centrifugal force generated at the normal running speed of the train. ing. When the running speed of the train becomes higher than the design value corresponding to the cant amount, as described above, a centrifugal force acts outward on the passenger, and the passenger in the vehicle body receives a lateral acceleration, that is, a lateral force. You will feel. This centrifugal force is inversely proportional to the radius of curvature 1 / ρ, where ρ is the curvature of the curved road, and is proportional to the square of the traveling speed v.
Since a large centrifugal force acts on the passengers and the ride comfort is extremely deteriorated, the lack of the leaning angle of the vehicle body due to the cant has been conventionally solved by the vehicle body tilt control device which is resolved by further tilting the vehicle body with respect to the bogie. Development is underway.

A typical prior art is disclosed in Japanese Patent Laid-Open No. 7-309.
No. 234. In this conventional technique, when the differential value of the target inclination angle is used as the preview signal, the preview signal becomes steep and excessive when the distance of the relaxation curve becomes short,
The control effect is reduced due to saturation of the control signal, and the fluid pressure actuating mechanism that supports the vehicle body on the bogie has an integral characteristic. In order to solve the problem, the vehicle body inclination control device according to the related art includes a curve information device that outputs curve data of a trajectory from a current traveling position of a vehicle to a position a predetermined time ahead, and a speed detection device that detects a traveling speed of the vehicle. Device, a target inclination angle preview device for outputting a target inclination angle of the vehicle body from a current traveling position of the vehicle to a position a predetermined time ahead using the curve data and the traveling speed, and an inclination angle detection for detecting the inclination angle of the vehicle Device, constituted by an integrator and a gain, the steady-state deviation of the inclination angle obtained by the inclination angle detection device with respect to the target inclination angle at the current traveling position obtained from the target inclination angle preview device. Foreseeing feed-forward control, which comprises a compensating steady-state deviation compensating device and a gain and adder, and outputs a linear sum of a target inclination angle from a current traveling position obtained by the target inclination angle foreseeing device to a position a predetermined time ahead. A device, a state estimator that estimates the internal state of the vehicle from the inclination angle obtained by the inclination angle detection device, a state feedback control device that includes a gain and an adder, and outputs a linear sum of the internal state of the vehicle. Is provided.

With such a configuration, the curve information device uses the curvature radius R (k) and cant amount C (k) at the current time, and jΔt seconds after the current time (Δt is the control period, j = 1,
2,..., N) and the cant amount C (k
+ J) is output. Next, the target inclination angle φ (k + j) is obtained by the target inclination angle preview device using the curve radius R (k + j), the cant amount C (k + j), and the current traveling speed V (k) detected by the speed detection device. ),

(Equation 3) Here, it is determined by j = 0, 1,..., N.

In the preview feedforward control device, the preview signal u _f (k) is obtained by a linear sum of the target inclination angle φ (k + j). Here, if F _fj is a feed forward gain,

(Equation 4) It is.

The steady-state deviation compensating device comprises an integrator and a steady-state deviation compensating gain F _{e. The} deviation between the current inclination target value φ (k) and the inclination angle θ (k) detected by the inclination angle detecting device. from the steady deviation compensation signal u _e (k)
_{The, u e (k) = u} e (k-1) + F e {φ (k) -θ (k)} ... obtained by (3). In the state feedback control device, the vehicle, the fluid pressure operating mechanism,
The internal state x (k) of the n controlled objects constituted by the control valve and the tilt angle detecting device is represented by x (k) = {x1 (k), x2 (k),..., Xn (k)} ^T. (4) is estimated from the inclination angle θ (k) and the control input u (k).

Next, the state feedback control signal U
_b (k) is obtained as a linear sum of internal states. Where F _b
Is the state feedback gain. U _b (k) = F _bx (k) (5)

The control input u obtained in this way is
(K) is the preview signal u _f (k) and the steady-state deviation compensation signal u
determined as the sum of _e (k) and state feedback control signal u _b (k), such a control input u (k), the control valve is controlled.

The fluid pressure operating mechanism is realized by air springs, pneumatic cylinders or hydraulic cylinders provided on the right and left sides between the vehicle body and the bogie, and as described above, the future value of the target inclination angle is obtained by the predictive feedforward. To control the supply and discharge of air and hydraulic oil by the control valve to lean the vehicle body so as to actively take in the preview signal and use the smooth and small preview signal to follow the inclination angle to the target value. Even if the above-mentioned integral characteristics of the fluid pressure operation mechanism are not satisfied, good followability is obtained.

Another conventional technique is disclosed in Japanese Patent Laid-Open No. 6-107.
No. 172. In this conventional technique, when a vehicle travels at least twice on a track, a floor surface left-right steady-state acceleration a (x) with respect to an absolute distance on the track is obtained.
Running speed V (x), body inclination angle θ (x), radius of curvature R
(X) and the relational expression of cant amount C (x),

(Equation 5) Lead. Here, g is the gravitational acceleration, and G is the track width. The radius of curvature R (x) and the cant amount C (x) with respect to the absolute distance on the track for each run obtained by running at least twice are described. Radius of curvature R
(X), cant amount C (x) and running speed V
(X) is calculated based on the vehicle body inclination angle θ (x), and the inclination angle of the vehicle body traveling on the track is controlled using the calculated inclination angle θ (x), and the curvature radius R (x) and the cant amount C (x) are actually calculated. It is configured such that the lean amount of the vehicle body can be controlled in advance without measurement to improve the riding comfort when traveling on a curved road.

Still another conventional technique is disclosed in Japanese Patent Application Laid-Open No. 8-17 / 1996.
No. 5385. In this conventional technique,
In a knitted vehicle, one controller is installed in one vehicle for control, and the number of controllers required for the number of vehicles constituting the knitted vehicle is required, thereby increasing the number of controllers. In order to solve the problem, a detecting device portion for detecting a traveling point of a vehicle is a master station, an arithmetic device portion for calculating a control output is a slave station, and a transmission and detection device for detecting the state of each vehicle by various sensors. The part is the grandchild bureau, one of the one organization
The point data detected by the master station provided in the vehicle is transmitted to the slave stations arranged at every other vehicle in one train, and the point data from the master station and the detection positions of various sensors from the grandchild station are transmitted to each slave station. Calculate the control output to multiple vehicles belonging to each slave station based on the
The control output is transmitted to the grandchild bureau arranged for each bogie of all vehicles,
The intake and exhaust valves are opened and closed with respect to the air spring based on the control output, and each vehicle body is configured to be optimally inclined on a curved road.

As described above, according to this conventional technique, a traveling point detecting device portion required for vehicle body tilt control, a control output calculating device portion, and a vehicle body tilting device portion for transmitting and tilting operation when detecting various sensors are provided. One controller and one main controller that detects the traveling point for one formation,
The number of controllers required for one whole train is reduced by sharing the arithmetic unit for each of the plurality of vehicles and the vehicle body tilting unit for each truck.

[0013]

The above-mentioned JP-A-7-30
In the related art disclosed in Japanese Patent No. 9234, the inclination angle θ (k) output from the inclination angle detecting device is fed back to the stage preceding the steady-state deviation compensating device, and the target inclination angle φ (k) from the target inclination angle previewing device. , And a steady-state error compensating device u _e (k)
The calculated, using a linear sum of the steady-state deviation compensation signal u _e (k) and the state feedback control signal from the foreseen signal u _f (k) and the state feedback controller from foreseeable feedforward controller u _b (k) Thus, a fluid pressure operating mechanism realized by an air spring or the like is controlled.

In this way, the lean amount of the vehicle body during the curve running is feedback-controlled so that the lean angle follows the target position with a small preview signal, and the integral characteristic of the fluid pressure operating mechanism provided as the vehicle body lean mechanism is improved. Even if it is not satisfied, it is configured to obtain good tracking performance.However, in order to improve the tracking performance in this way, the gain F _{fj of the preview} feedforward control device and the steady-state must be adjusted so that followability required state feedback gain F _b of the deviation compensation gain F _e and a state feedback controller is obtained, an adjustment work of these gains is complicated, the configuration of the control device has a complicated There is a problem that there is.

In the prior art disclosed in Japanese Patent Application Laid-Open No. 6-107172, the floor left / right steady acceleration a (x) stored in the traveling distance calculating means by the curve information calculating means,
The curvature radius R (x) and the cant amount C (x) are calculated based on the traveling distance V (x) and the vehicle body inclination angle θ (x), and the curvature angle R (x) and the cant amount C are calculated by the inclination angle calculating means.
(X) and the vehicle speed V (x) based on the vehicle body inclination angle θ
(X) is calculated, and the vehicle body inclination angle θ (x) thus obtained is calculated.
By controlling the tilt actuator based on the above, the radius of curvature R (x) and the amount of cant C (x) are not actually measured, and thus some of the information is collected in the course of collecting curve information after wire laying and repairing the route. It is not necessary to re-collect the data when the data is changed, and the advance control of the vehicle body inclination is possible without the need for the curve information in advance. In order to preliminarily store the inclination angle obtained by the inclination angle sensor into the traveling state storage means, it is necessary to perform a plurality of runs to measure the floor left-right steady acceleration and the inclination angle, and it is troublesome to collect data. There is a problem that requires. The calculation for obtaining the radius of curvature R (x) and the amount of cant C (x) calculated based on a plurality of measurement data has to be performed by the number of times corresponding to the number of measurements. Have.

Further, in the prior art disclosed in Japanese Patent Application Laid-Open No. 8-175385, the number of controllers in a train train is reduced to simplify the configuration. However, the configuration of the controllers themselves is simplified. However, the amount of calculation must be calculated because the amount of inclination of a plurality of vehicles must be calculated, and the configuration of the controller becomes large and complicated.

An object of the present invention is to eliminate the need for gain adjustment of an acceleration feedback control device for generating a command value for a vehicle body tilt angle, and to reduce the amount of calculation for obtaining the command value for the vehicle body tilt angle. It is an object of the present invention to provide a vehicle body inclination control device for a railway vehicle, which can simplify the above.

[0018]

According to the present invention, there is provided an acceleration detecting means for detecting a lateral acceleration X parallel to an axle of a bogie, a speed detecting means for detecting a running speed v of a vehicle, and a vehicle body. Angular velocity detecting means for detecting the angular velocity ω in the yawing direction of the vehicle, based on the traveling velocity v and the angular velocity ω,
A radius of curvature calculating means for calculating and calculating a radius of curvature r of a traveling road; and calculating and calculating an attached cant angle α based on a lateral acceleration X, a running speed v and a radius of curvature r, and a running speed v and a radius of curvature r. Is calculated by calculating the inclination angle θ of the vehicle body with respect to the horizontal plane based on the inclination angle θ and the attached cant angle α, based on the commanded inclination angle β of the vehicle body with respect to the bogie required to cancel the excessive centrifugal force of the vehicle body.
And a tilt drive means for tilting the vehicle body with respect to the bogie in response to a command tilt angle β from the control means. .

According to the present invention, the acceleration detecting means detects a lateral acceleration X parallel to the axle of the bogie, the speed detecting means detects a traveling speed v of the vehicle, and the angular velocity detecting means comprises:
The angular velocity ω of the vehicle body in the yawing direction is detected, and the radius of curvature detecting means calculates and calculates the radius of curvature r of the traveling road based on the detected traveling speed v and angular velocity ω. The speed detecting means is realized by, for example, a speed generator or the like which detects a rotational speed of an axle to obtain a traveling speed v. The angular velocity detecting means is realized by, for example, a yaw rate gyro provided on the vehicle body.

The radius of curvature calculating means calculates a predetermined formula based on the running speed v and the angular speed ω, for example, the curvature ρ = angular speed ω / running speed v to calculate the curvature ρ of a curved road during running. Can be. Based on the curvature ρ thus obtained, for example, by performing level discrimination at predetermined discrimination levels ± th1 and ± th2 when the right curve is positive and the left curve is negative, the traveling route is a curve or a straight line. Is determined, and the radius of curvature r is set to r = 1.
/ Curvature ρ.
In this way, regardless of the magnitude of the traveling speed v, the radius of curvature r of the traveling path can be accurately calculated in real time.

The thus obtained lateral acceleration X, running speed v and radius of curvature r are input to the control means. The control means calculates and calculates the attached cant angle α by a predetermined arithmetic expression based on the lateral acceleration X, the running speed v and the radius of curvature r obtained as described above, and obtains the running speed v and the curvature. Based on the radius r, the inclination angle θ of the vehicle body with respect to the horizontal plane of the vehicle body is obtained by a predetermined arithmetic expression, and based on these inclination angle θ and the attached cant angle α, the bogie necessary to cancel the excessive centrifugal force of the vehicle body Is determined for the vehicle body. For example, an air spring, an air pressure source for supplying compressed air to the air spring, an intake valve for supplying / cutting compressed air from the air pressure source to the air spring, and air in accordance with the command inclination angle β from such control means. By controlling the tilt drive means realized by an exhaust valve that discharges / blocks the air in the spring, the vehicle body is tilted to minimize the generation of centrifugal force that passengers can feel toward the outer rail when traveling on a curve. Can be reduced or eliminated.

Further, the control means controls the inclination driving means in an open-loop manner.
As in the prior art _{disclosed in Japanese Patent Application Laid-Open} No. 4 ( _{1999) -1995} , the feed forward gain F _fj and the state feedback gain F _b
Such a gain adjustment is unnecessary, and these gain setting operations can be omitted. Further, even if delay compensation is performed by feedback control as in this conventional technique, a response delay always accompanies the inclination control of the vehicle body due to the integral characteristic of the air spring, and the delay compensation by the feedback control is often wasted. According to the present invention, open loop control is used, whereby the amount of calculation can be significantly reduced, and the configuration of the control means can be simplified.

The acceleration detecting means is configured to detect a lateral acceleration X parallel to the axle of the bogie. Therefore, when detecting the lateral acceleration of the vehicle body supported by the bogie via an air spring. In comparison, the lateral acceleration X can be detected directly from the bogie, and the change in the lateral acceleration can be detected earlier, excluding the influence of the air spring, and the detection time for the lateral acceleration X can be reduced. it can.

The detection signal of the lateral acceleration X of the bogie includes noise caused by the misalignment between the bogie and the track and the vibration in the rotational direction with respect to the axis of the center plate supporting the vehicle body. Noise processes the signal using various filters such as low pass filter, high pass filter, band pass filter and band stop filter,
It is possible to extract only the lateral acceleration component.

In this manner, the command inclination angle β is obtained by using the lateral acceleration X of the bogie, and the inclination drive means such as an air spring can be controlled. Therefore, the amount of calculation for obtaining the vehicle body inclination angle is significantly reduced. And the configuration of the control means can be simplified.

According to a second aspect of the present invention, when the gravitational acceleration is g, the control means sets the attached cant angle α to:

(Equation 6) Angle of inclination of the vehicle body with respect to the horizontal plane θ
To

(Equation 7) And the command inclination angle β is obtained by β = θ−α.

According to the present invention, the attached cant angle α, the vehicle body tilt angle θ, and the command tilt angle β are calculated in a time-series manner by the above-mentioned arithmetic expressions, and the tilt drive means is controlled by the command tilt angle β. Is done. In this manner, the inclination driving means is controlled by the command inclination angle β obtained in a time-series manner. Thus, as in the conventional technique disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 6-107172, an off-line is required to measure the curve information. It is not necessary to run the vehicle with the above, it is possible to directly obtain the command inclination angle β, and it is not necessary to perform arithmetic processing for useless delay compensation that is offset by the integral characteristic of the air spring, and the configuration of the control means is reduced. It can be greatly simplified.

Further, the control means determines the command inclination angle β by the lateral acceleration X of the bogie detected by the acceleration detection means,
Traveling speed v detected by the speed detecting means, and
The command inclination angle β is calculated in a time series based on the angular velocity ω in the yawing direction detected by the curvature radius detection means and the curvature radius r obtained by the calculation. Is updated by using the value of, so that the response to the tilt control can be improved without performing useless calculation.

According to a third aspect of the present invention, the acceleration detecting means is provided on the bogie, wherein the acceleration sensor detects a lateral acceleration component of the bogie, and the acceleration sensor removes noise contained in the output of the acceleration sensor. And a filter for deriving the lateral acceleration X.

According to the present invention, the lateral acceleration X is detected by the acceleration sensor. The output of such an acceleration sensor differs depending on the curve shape of the track and the traveling speed v, and further contains a component of the natural frequency of the bogie in the yawing direction and other noise. Therefore, an output from the acceleration sensor from which the noise has been removed by the filter is used. By removing the noise from the output of the acceleration sensor in this way, the curvature radius detecting means accurately calculates the curvature radius of the curved path. be able to.

The natural frequency of the bogie in the yawing direction is, for example, when the running speed v = 100 km / h.
About 0.1 Hz, and the other noise is about 10 Hz.
Hz or more. Therefore, the filter may be realized by a low-pass filter and a band-stop filter that can block noise of about 1 Hz due to a natural frequency component in the yawing direction of the vehicle body and noise of about 10 Hz or more due to other noise. By using such a filter, the output of the acceleration sensor is delayed and given to the control means due to the time constant. Such a delay is compared with the response of the inclination driving means realized by, for example, an air spring. Since it is extremely small, there is no need to actually compensate for the delay time, and the vehicle can be optimally tilt-driven.

According to a fourth aspect of the present invention, the filter derives an output from an acceleration sensor of about 0.1 Hz to about 0.5 Hz, and blocks noise due to a vibration acceleration of the bogie of about 10 Hz to about 20 Hz. It is characterized by the following.

According to the present invention, the output from the acceleration sensor derives a frequency component in a band of about 0.1 Hz to about 0.5 Hz by a filter, thereby obtaining a frequency component of about 0.01 to about 0.5 Hz.
Only the frequency component corresponding to the 0.15 G lateral acceleration is extracted, the acceleration noise component of about 10 Hz to about 20 Hz due to the bogie vibration is removed, and the lateral acceleration X with high accuracy is removed.
Can be detected. Using such lateral acceleration X, the control means calculates and calculates the attached cant angle α, and can reduce the error with respect to the attached cant during actual running to accurately determine the commanded inclination angle β.

According to a fifth aspect of the present invention, the inclination driving means is provided on both left and right sides of the bogie, and an air spring for driving the vehicle body up and down, supplying compressed air to the air spring and discharging air from the air spring. And a vehicle height control means for controlling the electromagnetic valve in response to a command inclination angle β from the control means.

According to the present invention, the vehicle height control means controls the intake and exhaust of the solenoid valve in response to the command inclination angle β from the control means, and the solenoid valve compresses the air springs provided on the right and left sides of the bogie. The supply of air and the exhaust from the air spring are controlled, and the vehicle body on the bogie is tilted in a direction to cancel the excessive centrifugal force during curved running. As described above, since the amount of inclination of the vehicle body in the left-right direction is controlled on the bogie by the air spring, the control means performs short-circuit control based on the measured values of the lateral acceleration X, the running speed v, and the radius of curvature r by open-loop control. The vehicle height control means is controlled continuously in a time series according to the command inclination angle β calculated by the access time to change the amount of expansion and contraction of each air spring. Even if the air springs are not sensitively controlled at a high cycle by feedback control by adjustment and delay compensation, the operation of each air spring does not follow. It is better to increase or decrease the command value quickly by changing the command inclination angle β based on each detection value. Tilt control suitable for the response characteristics of the spring can be performed.

[0036]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a simplified block diagram showing the overall configuration of an embodiment of the present invention. A railway vehicle (hereinafter abbreviated as a vehicle) 1 is supported on a bogie 2 such that a vehicle body 3 can turn. The bogie 2 includes left and right wheels 4 and 5, a bogie frame 6 for supporting them, and a pair of left and right air springs 8 and 9 provided on both left and right sides of a bolster 7 of the bogie frame 6 to support the vehicle body 3. Is provided. The vehicle body 3 is supported on the carriage 2 while being buffered by the air springs 8 and 9, and the air springs 8 and 9 can be individually controlled for the right and left air intake and exhaust to control the inclination amount and the vehicle height with respect to the carriage 2. .

A pair of rails 10 and 11 are laid on the track on which the vehicle 1 runs.
Has a cant C1 on the curved road of the line 12, and the attached cant angle α is shown as a rail surface inclination angle with respect to a horizontal plane. The wheels 4 and 5 of the vehicle 1 are guided by these rails 10 and 11, and the truck 2 travels in a state where it is inclined with respect to a horizontal plane by an attached cant angle α during curved traveling. In order to perform such vehicle body tilt control of the vehicle 1, the vehicle 1 is equipped with a vehicle body tilt control device 13 according to the present invention.

The vehicle body inclination control device 13 is provided on the truck 2, an acceleration sensor 17 serving as acceleration detecting means for detecting a lateral acceleration X parallel to the axle of the truck 2, and the rotational speed of each wheel 4, 5. The speed sensor 18 is implemented by a speed generator or the like that derives a voltage corresponding to the vehicle speed. The speed sensor 18 is a speed detecting unit that detects a traveling speed v of the vehicle. The speed sensor 18 is provided on the vehicle body 3. Angular velocity detecting means for detecting, for example, a yaw rate sensor 19 realized by a yaw rate gyro, etc., an angular velocity ω derived from the yaw rate sensor 19 to a line 20, and a traveling velocity v derived from the velocity sensor 18 to a line 21. A radius of curvature calculating circuit 22 which is a radius of curvature calculating means for calculating and calculating a radius of curvature r of the traveling path based on the acceleration sensor; Lateral acceleration X, running speed v, and radius of curvature calculation circuit 2 derived from line 17 to line 51
The calculated cant angle α is calculated based on the radius of curvature r derived from 2 to the line 52, and the traveling speed v
The inclination angle θ of the vehicle body 3 with respect to the horizontal plane required to cancel the excessive centrifugal force of the vehicle body 3 is calculated based on the curvature radius r, and the inclination angle θ of the vehicle body 3 is calculated based on the inclination angle θ and the attached cant angle α. The control means 24 calculates and calculates a command inclination angle β of the vehicle body 3 with respect to the bogie 2 necessary for canceling the excessive centrifugal force, and the vehicle body responds to the command inclination angle β derived from the control means 24 to the line 53. And a tilt drive unit 25 having the pair of air springs 8 and 9 for tilting the 3 with respect to the carriage 2.

Between the bogie frame 6 and the vehicle body 3, there are provided vehicle height detecting means 26 and 27 for detecting the vehicle height of the vehicle body 3 with respect to the bogie 2 on the left and right sides, respectively.
The vehicle height information from 6 and 27 is provided to vehicle height control means 29 via line 28. The inclination drive means 25 includes vehicle height detection means 26 and 27, vehicle height control means 29, and electromagnetic valves 55 and 56; Each of the solenoid valves 55 and 56 as an intake valve is provided with an air pressure source 89 to each of the air springs 8 and 9.
The solenoid valves 57 and 58 serving as exhaust valves control the discharge and cutoff of the air in the air springs 8 and 9.

The output from the acceleration sensor 17 is provided to the control means 24 via the filter 30. This filter 30 removes noise due to vibration acceleration of about 10 Hz to about 20 Hz included in the output from the acceleration sensor 17 and removes noise due to vibration of the bogie caused by mismatching of the bogie 2 with the rails 10 and 11. can do.

The acceleration sensor 1 is
7, the natural frequency of the bogie 2 in the yawing direction A,
For example, when the traveling speed v = 100 km / h, 0.1H
The noise component of z can be removed.
Only a detection signal in a frequency band of about 0.5 Hz can be extracted. The filter 30 is realized by, for example, a low-pass filter + a band stop filter.

Further, a filter 31 is interposed in the line 20. Similarly to the output from the acceleration sensor 17, the output of the yaw rate sensor 19 is
, The noise component of the natural frequency of the vehicle body 3, etc., and these noises can be removed by the filter 31.

FIG. 2 is a simplified sectional view showing the curved running state of the vehicle 1. In the figure, a posture 50 of the vehicle body 3 indicated by a virtual line indicates a state in which the tilt control is performed. At this time, a centrifugal force F = M · r ·
A floor parallel component F1 of ω ² = M · v ² / r acts. Here, M is the mass of the passenger 3.

[0044]

(Equation 8)

Assuming that the gravitational acceleration is g, the floor surface parallel component of gravity F2 = M · g · sin (α + β) acts on the passenger, so that the passenger does not feel any lateral force during traveling and ride comfort. It is necessary to satisfy F1-F2 = 0 in order to improve. Here, the equation of motion in the lateral direction parallel to the floor surface 34 of the vehicle body 3 is as follows: when the outside of the curved road is positive and the acceleration is a,

(Equation 9) It is.

When the inclination angle β = 0 and the detection value of the lateral acceleration detected by the acceleration sensor 17 is X,

(Equation 10) There satisfied, and removal of the mass M from the left side and the right ^{side, v 2 · cosα - r ·} g · sinα = r · x ... a (10). In this equation 10, to clear the coefficients r · g of the coefficients v ² and sinα of cos [alpha], √ the left side
(V ⁴ + r ² · g ² )

[0047]

[Equation 11], And for convenience of calculation, the base is r · g, and this base is
V is the height of the side perpendicular to the side ^TwoAnd the angle γ with respect to the base
Make an oblique line √ (v^Four+ R^Two・ G_Two)
Then,

[0048]

(Equation 12) Therefore, substituting this into Equation 11 gives

[0049]

(Equation 13) Can be transformed as follows. When the angle γ is obtained from the above equation 12a,

[0050]

[Equation 14] Therefore, when this equation 14 is substituted into the above equation 13,

[0051]

(Equation 15) Because it can be transformed like

[0052]

(Equation 16) And therefore

[0053]

[Equation 17] Is obtained as the additional cant angle α when the inclination angle β = 0.

Next, assuming that the detected value X of the lateral acceleration is 0 when the inclination angle β = β ₀ (β ₀ > 0), the equation of motion of the vehicle body 3 in the lateral direction shown in Expression 8 is ,

(Equation 18) Holds, and therefore

[0055]

[Equation 19] Can be transformed into When rearranging Equation 19,

[0056]

(Equation 20) And therefore

[0057]

(Equation 21) Becomes Substituting Equation 17 into Equation 21 gives:

[0058]

(Equation 22) Becomes In this way, the command inclination angle β is equal to the lateral acceleration X,
It can be obtained by calculation using the traveling speed v and the radius of curvature r. Therefore, when the gravitational acceleration is g, the control means 24 sets the attached cant angle α to:

[0059]

(Equation 23) Angle θ of the vehicle body 3 with respect to the horizontal plane
To

[0060]

(Equation 24) And the command inclination angle β can be obtained by β = θ−α (25).

FIG. 3 is a diagram for explaining the procedure of calculating the radius of curvature r by the radius of curvature calculation circuit 22. The vehicle 1 includes a yaw rate sensor 19 for detecting an angular velocity ω of the vehicle 1 in the yawing direction A, and a running speed v of the vehicle 1.
And a curvature calculation circuit 22 that calculates a curvature ρ of the line 12 based on the angular velocity ω and the traveling speed v to determine a curve state, and further calculates a radius of curvature. .

The curve radius calculating circuit 22 calculates a predetermined arithmetic expression based on the obtained angular velocity ω and running velocity v, ρ = ω /
v, the curvature ρ of the line 12 is calculated.
Is calculated. Further, by differentiating the obtained curvature ρ with respect to time, a curvature derivative, dρ / dt, is calculated.
By determining the magnitude and positive / negative of the curvature differential dρ / dt, it is possible to determine the state of the line at the traveling position, for example, a straight line, a right curve, a left curve, an entrance transition curve, a main transition curve, and an exit transition curve. it can. The radius of curvature calculation circuit 22 calculates the radius of curvature γ, which is the reciprocal of the obtained radius of curvature ρ, by substituting it into an arithmetic expression γ = 1 / ρ.

FIG. 4A is a plan view showing an example of the plane shape of the line 12 having the right curve, and FIG. 4B is a graph showing the curvature ρ corresponding to FIG. 4A. 4 (c) is FIG.
It is a graph which shows the curvature differential dρ / dt corresponding to (a). In FIG. 4A, the vehicle 1 moves along the track 12 to a point P1.
As shown in FIG. 4B, the track 12 passes through (1) a portion where the curvature ρ = 0 before the point P1, and (2) a range from the point P1 to the point P2. Curvature ρ is 0
(3) The range of the point P2 to the point P3 is a portion having a constant curvature ρ, and (4) the point P3 to
The range of the point P4 is a portion where the curvature ρ gradually changes from a fixed position toward 0, and (5) the curvature ρ =
The planar alignment of the line 12 which is a portion which is 0 is illustrated.

As shown in FIG. 4 (b), in order to specify a section corresponding to the line shape of the right curve, a threshold th1 (existing in the range from the point P1 to the point P2) is set as a curvature threshold on the entrance side.
Is set, and a threshold th2 (existing in a range from the point P3 to the point P4) is set as the curvature threshold on the exit side.

FIG. 4 (c) is a time derivative of the curvature ρ shown in the graph of FIG. 4 (b), and shows a range where the curvature ρ does not change with time, that is, a range before the point P1, a range between the points P2 and P3. , And the curvature derivative dρ after the point P4
/ Dt = 0. An upwardly convex peak appears at points P1 and P2, and a downwardly convex peak appears at points P3 and P4. Similarly, in FIG. 4C, in order to specify a section corresponding to the track 12,
A threshold th3 (existing in a range between points P1 and P2) is set as a curvature partial threshold on the entrance side, and a threshold th4 (existing in a range between points P3 and P4) is set as a curvature partial threshold on the exit side. .

FIG. 5 (a) is a plan view showing an example of the plane shape of the line 12 having the left curve, and FIG. 5 (b) is a graph showing the curvature ρ corresponding to FIG. 5 (a). 5 (c) is FIG.
It is a graph which shows the curvature differential dρ / dt corresponding to (a). In FIG. 5A, the vehicle 1 passes through the track 12 in the order of the points P1 to P4 in the same manner as described above.

As shown in FIG. 5B, in order to specify a section corresponding to the track state of the left curve, a threshold value −th1 (existing in a range from the point P1 to the point P2) is set as a curvature threshold on the entrance side.
Is set, and a threshold value -th2 (existing in a range from the point P3 to the point P4) is set as the curvature threshold on the exit side.

FIG. 5C shows the curvature ρ of FIG.
, And the curvature derivative dρ / dt = 0 in a range where the curvature ρ does not change with time, that is, before the point P1, at points P2 to P3, and after the point P4. Further, a downwardly convex peak appears at points P1 and P2, and an upwardly convex peak appears at points P3 and P4. Similarly, in FIG. 5C, in order to specify a section corresponding to the track state, a threshold value −th3 (existing in a range from the point P1 to the point P2) is set as the curvature differential threshold on the entrance side, and Threshold value -t as curvature differential threshold value on the exit side
h4 (located in the range from the point P3 to the point P4) is set.

FIG. 6 shows the curvature ρ on the horizontal axis and the curvature differential d on the vertical axis.
It is the graph which took ρ / dt and displayed it two-dimensionally. Curvature ρ
, Positive and negative thresholds th1 and th2 are set, respectively, and these thresholds th1 and th2 are not necessarily selected to be the same value, and may be different due to a difference in a transition curve between an entrance and an exit. And the curvature derivative d
Regarding ρ / dt, thresholds th3 and th4 are set, and these thresholds th3 and th4 are also set individually according to the difference between the transition curves of the entrance and the exit.

In the figure, (1) -th1 <ρ <th
1, or the region of −th2 <ρ <th2 is a straight line portion,
(2) The region of ρ ≧ th1 and dρ / dt ≧ th3 is a right entrance transition curve portion, and (3) ρ ≧ th1, ρ ≧ th2,
And the region of th3 <dρ / dt <th4 is the right main curve portion, the region of (4) ρ ≧ th2, and the region of dρ / dt ≦ th4 is the right exit relaxation curve portion, (5) ρ ≦ −th1, and dρ− The region of dt ≧ th3 is a left entrance transition curve portion,
(6) ρ ≦ −th1, ρ ≦ −th2, and th3 <d
The region of ρ / dt <th4 is the left main curve portion, (7) ρ ≦
The regions of −th2 and dρ / dt ≦ th4 are shown by classifying the left exit transition curve portion, respectively.

More specifically, assuming that the vehicle 1 travels on the track shown in FIG. 4A, the coordinates (ρ, dρ / dt) indicating the track state are expressed by ρ = prior to the point P1.
0, dρ / dt = 0, and gradually moves upward and diagonally to the right when entering point P1, enters the area of the right entrance transition curve at point a where it crosses the threshold th1, and turns clockwise. It rotates and then enters the area of the right main curve at point b crossing the threshold th3. Furthermore, while the vehicle 1 is traveling on the right main curve portion, the coordinates (ρ, dρ / dt) have a constant curvature ρ = curve derivative dρ / dt = 0, and when approaching a point P3, a threshold th4. At the point c intersecting with the right exit relaxation curve portion, the vehicle rotates clockwise, and then enters the linear region at the point d intersecting the threshold th2 and returns to the origin when passing the point P4.

Thus, the coordinates (ρ, dρ /
By examining the locus of dt), the state of the track can be recognized. In this way, in the right curved line 12 as shown in FIG. 4A, the straight line portion before the point P11, the entrance relaxation curve portion before the point P11 to the point P12, and the book from the point P12 to the point P13. It is possible to identify and recognize the curved portion, the exit relaxation curve portion up to the point P14 ahead of the point P13, and the straight line portion ahead of the point P14.

The same is true for the left curve running shown in FIG. That is, in the line 12 having the left curve as shown in FIG. 5A, a straight line portion before the point P21, an entrance easing curve portion before the point P21 to the point P22, a main curve portion from the point P22 to the point P23, It is possible to specify and describe an exit relaxation curve portion up to a point P24 ahead of the point P23 and a straight line portion ahead of the point P24.

FIG. 7 is a flowchart showing the operation of the curvature radius calculation circuit 22. After calculating the curvature ρ of the line 12 based on the angular velocity ω from the yaw rate sensor 19 and the traveling speed v from the speed sensor 18 and calculating a curvature derivative dρ / dt, which is a time derivative thereof, first, in step s1, the curvature ρ It is determined whether ≧ 0, that is, whether the line 12 is a right curve or a left curve. Here, the description will be made on the assumption that the curvature ρ has a positive value in the case of a right curve, and has a negative value in the case of a left curve.

If the curvature ρ ≧ 0, the process proceeds to step s2,
It is determined whether or not the curvature derivative dρ / dt ≧ 0, thereby determining whether or not the line 12 is a transition curve. If the curvature differential dρ / dt ≧ 0, the process proceeds to step s3, where it is determined whether or not the curvature ρ ≧ th1, and if the curvature ρ is smaller than the threshold th1, it is determined that the line at the current position is a straight line portion. Return to start for next measurement. Step s3
If the curvature ρ is equal to or larger than the threshold th1, the process proceeds to the next step s4, where it is determined whether or not the curvature differential dρ / dt ≧ th3. If the curvature differential dρ / dt is smaller than the threshold th3, Judge as the right main curve and return to start for the next measurement. Also, the curvature derivative dρ / dt
Is greater than or equal to the threshold th3, it is determined that the curve is a right entrance relaxation curve, and the process returns to the start.

In step s2, the curvature differential dρ / d
If t is a negative value, the process proceeds to step s5, where the curvature ρ ≧ th
Then, if the curvature ρ is smaller than the threshold th2, it is determined that the line at the current position is a straight line portion, and the process returns to the start for the next measurement. Also, the curvature ρ is equal to the threshold t
If h2 or more, the process proceeds to the next step s6, where it is determined whether or not the curvature differential dρ / dt ≦ −th4.
If dt is larger than the threshold value -th4, it is determined that the line at the current position has the right main curve, and the process returns to the start for the next measurement. If the curvature derivative dρ / dt is equal to or smaller than the threshold th4, it is determined that the curve is a right exit relaxation curve, and the process returns to the start for the next measurement.

Similarly, for the left curve, in step s1, if the curvature ρ is not ≧ 0, that is, if ρ <0, the process proceeds to step s7, where it is determined whether or not the curvature derivative dρ / dt ≦ 0. It is determined whether or not the line has a transition curve. If the curvature derivative dρ / dt ≦ 0, the process proceeds to step s8, where it is determined whether or not the curvature ρ ≦ −th2. If the curvature ρ is greater than the threshold value −th2, the line at the current position is determined to be a straight line portion. Then, return to the start for the next measurement.

If the curvature ρ is equal to or smaller than the threshold value −th2 in the step s8, the curvature differential d is calculated in the next step s9.
It is determined whether ρ / dt ≦ −th3, and the curvature differential dρ / d
If t is larger than the threshold value -th3, it is determined that the line at the current position has the left main curve, and the process returns to the start for the next measurement. If the curvature derivative dρ / dt is equal to or smaller than the threshold value −th3, it is determined that the curve is a left entrance relaxation curve, and the process similarly returns to the start.

In step s7, the curvature differential dρ / d
If t is greater than 0, the process proceeds to the next step s10, where it is determined whether or not the curvature ρ ≦ −th1.
If it is larger, it is determined that the line at the current position is a straight line portion, and then the process returns to the start for the next measurement. If the curvature ρ is equal to or smaller than the threshold −th1, the next step s11
It is determined whether or not the curvature portion dρ / dt ≧ th4. If the curvature portion dρ / dt is smaller than the threshold value th4, it is determined that the line at the current position is a left main curve, and the process returns to the start. Further, if the curvature derivative dρ / dt is equal to or larger than the threshold th4, it is determined that the curve is a left exit relaxation curve, and the process returns to the start.

Thus, the curvature ρ and the curvature differential dρ
/ Dt is set to each of the threshold values th1 to th4, -th1 to -th
4 respectively, the coordinates (ρ, dρ /
By determining in which region of the graph of FIG. 6 dt) is located, accurate curve information can be obtained. Therefore, based on the output from the curvature radius calculating circuit 22, the solenoid valves for controlling the supply and exhaust of the compressed air to the pair of left and right air springs 8 and 9 are individually controlled to open and close, so that the solenoid valves are set high according to the line conditions. The inclination of the vehicle body 3 can be controlled by the responsiveness. Moreover, as described above, the control means 24 always calculates and derives the inclination angle θ during traveling based on the lateral acceleration X, the traveling speed v, and the radius of curvature R. Compared with the case of feedback control, the amount of calculation and the time required for calculation are significantly reduced, whereby the configuration of the control means is significantly simplified, and the vehicle
Can be controlled in a time-series manner.

According to the present embodiment, the radius of curvature calculation circuit 22 calculates an arithmetic expression using the running speed v and the angular speed ω, and calculates the curvature ρ = angular speed ω / running speed v to calculate the curvature ρ of the curved road running. Can be calculated. Based on the curvature ρ thus obtained, predetermined discrimination levels ± th1, ± th2 when the right curve is positive and the left curve is negative, for example.
By discriminating the level by using, it is determined whether the traveling route is a curve or a straight line, and the radius of curvature r is determined by r
= 1 / curvature ρ. In this way, regardless of the magnitude of the traveling speed v, the radius of curvature r of the traveling path can be accurately calculated in real time.

Based on the lateral acceleration X, the traveling speed v, and the radius of curvature r, the control means 24 determines the commanded tilt angle β of the vehicle with respect to the bogie necessary to cancel the excessive centrifugal force of the vehicle.
Ask for. According to the command inclination angle β from the control means 24, the air springs 8, 9; an air pressure source 59 for supplying compressed air to the air springs 8, 9; The tilt driving means 25 realized by intake valves 55 and 56 for supplying / cutting off the air to and exhaust valves 57 and 58 for discharging / cutting air from the air springs 8 and 9 is controlled to tilt the vehicle body 3. Thus, it is possible to minimize or eliminate the generation of the centrifugal force that the passenger experiences toward the outer rail side when traveling on a curve.

The control means 24 includes the tilt driving means 2
8 is controlled by an open loop.
As in the prior art shown in 09234 JP, it is unnecessary to gain adjustment, the feed forward gain F _fj and state feedback gain F _b, it is possible to omit these gain setting operations. Further, even if the delay is compensated by the feedback control as in this conventional technique, the inclination control of the vehicle body is always accompanied by a response delay due to the integral characteristic of the air spring, and the delay compensation by the feedback control is often wasted. According to the present invention, open loop control is used, whereby the amount of calculation can be significantly reduced, and the configuration of the control means can be simplified.

Since the acceleration detecting means 17 is configured to detect the lateral acceleration X parallel to the axle of the bogie 2, the lateral direction of the vehicle body 3 supported by the bogie 2 via the air springs 8 and 9. The lateral acceleration X can be detected directly from the bogie 2 as compared with the case of detecting the directional acceleration, and the change in the lateral acceleration X can be detected earlier without transmission delay by the air springs 8 and 9. And the detection time for the lateral acceleration X can be shortened.

The detection signal of the lateral acceleration X of the bogie 2 contains noise caused by the mismatch between the bogie 2 and the track 12 and the vibration in the rotation direction with respect to the axis of the center plate supporting the vehicle body 3. However, as described above, this noise can be processed using various filters such as a low-pass filter, a high-pass filter, a band-pass filter, and a band-stop filter, and only the lateral acceleration component can be extracted. .

Thus, the lateral acceleration X of the carriage 2
To calculate the command inclination angle β and control the inclination driving means 25 such as the air springs 8 and 9. Therefore, the amount of calculation for obtaining the vehicle body inclination angle is significantly reduced, and the configuration of the control means 24 is reduced. It can be simplified.

According to the present embodiment, the attached cant angle α, the vehicle body tilt angle θ, and the command tilt angle β are calculated in a time-series manner using the above-mentioned arithmetic expressions 23 to 25, and the command tilt angle β This controls the inclination driving means.
In this manner, the inclination driving means is controlled by the command inclination angle β obtained in a time series manner.
It is not necessary to travel the vehicle off-line to measure the curve information as in the conventional technique disclosed in Japanese Patent No. 107172, and the command inclination angle β can be directly obtained.
There is no need to perform an arithmetic process for useless delay compensation that is canceled by the integral characteristic of the air spring, and the configuration of the control means can be significantly simplified.

Further, the control means 24 determines the command inclination angle β as the lateral acceleration X of the carriage 2 detected by the acceleration sensor 17 and the traveling speed v detected by the speed sensor 18.
Further, the command inclination angle β is calculated in time series based on the angular velocity ω in the yawing direction detected by the yaw rate sensor 19 and the curvature radius r calculated by the operation of the curvature radius calculation circuit 22, so that the command inclination angle β is The value is updated using the value immediately after the detection at a predetermined control cycle, whereby the response to the tilt control can be improved without performing useless calculations.

Further, according to the present embodiment, the output from the acceleration sensor 17 from which the noise has been removed by the filter 30 is used. Thus, by removing the noise from the output of the acceleration sensor 17, the radius of curvature can be calculated. The circuit 22 can accurately calculate the radius of curvature r of the curved road.

By using the filter 30, the output of the acceleration sensor 17 is delayed and given to the control means 24 due to the time constant. Such a delay is realized by the inclination of the air springs 8, 9 or the like. Since the response is much smaller than the response of the driving means 25, there is no need to actually compensate for the delay time, and the tilting of the vehicle body 3 can be optimally performed.

Further, according to the present embodiment, the output from acceleration sensor 17 is set to about 0.1 Hz by filter 30.
A frequency component in a band of about 0.5 Hz is derived, whereby only a frequency component corresponding to a lateral acceleration X of about 0.01 to 0.15 G is extracted, and a frequency component of about 10 Hz to about The 20 Hz acceleration noise component is removed, and the lateral acceleration X can be detected with high accuracy. Using such lateral acceleration X, the control means calculates and calculates the attached cant angle α, and can reduce the error with respect to the attached cant during actual running to accurately determine the commanded inclination angle β.

Further, according to the present embodiment, the control means 2
The vehicle height control means 29 controls the intake and exhaust of the electromagnetic valves 55 to 58 in response to the command inclination angle β from
8, air springs 8 provided on the left and right sides of the carriage 2
The supply of compressed air to 9 and the exhaust from air springs 8 and 9 are controlled, and vehicle body 3 on bogie 2 is tilted in a direction to cancel the excessive centrifugal force during curved running. As described above, since the body 3 is controlled by the air springs 8 and 9 in the lateral direction on the trolley 2, the control means 24 performs the open-loop control to measure the measured values of the lateral acceleration X, the running speed v, and the curvature By controlling the vehicle height control means continuously in a time-series manner by the command inclination angle β calculated and calculated in a short access time based on the radius r, the amount of expansion and contraction of each of the air springs 8 and 9 is changed. As in the prior art, even if the air springs 8 and 9 do not follow even if they are sensitively controlled at a high frequency by feedback control based on gain adjustment and delay compensation, such unnecessary control is not performed. With the open loop control of the present invention, it is better to increase or decrease the command value quickly by changing the command inclination angle β based on each detection value received during actual traveling, and thus useless computation is significantly reduced. Therefore, it is possible to perform the tilt control suitable for the response characteristics of the air spring with a simple configuration.

[0093]

According to the present invention, the acceleration detecting means detects the lateral acceleration X parallel to the axle of the bogie, the speed detecting means detects the running speed v of the vehicle, and further detects the angular velocity. The means detects the angular velocity ω of the vehicle body in the yawing direction, and the radius of curvature detection means calculates and calculates the radius of curvature r of the traveling road based on the detected traveling velocity v and angular velocity ω. The speed detecting means is realized by, for example, a speed generator or the like which detects a rotational speed of an axle to obtain a traveling speed v. The angular velocity detecting means is realized by, for example, a yaw rate gyro provided on the vehicle body.

This curvature radius calculating means calculates the curvature ρ of the curved road running by calculating an arithmetic expression determined in advance based on the running speed v and the angular speed ω, for example, curvature ρ = angular speed ω / running speed v. Can be. Based on the curvature ρ thus obtained, for example, by performing level discrimination at predetermined discrimination levels ± th1 and ± th2 when the right curve is positive and the left curve is negative, the traveling route is a curve or a straight line. Is determined, and the radius of curvature r is set to r = 1.
/ Curvature ρ.
In this way, regardless of the magnitude of the traveling speed v, the radius of curvature r of the traveling path can be accurately calculated in real time.

The lateral acceleration X, running speed v, and radius of curvature r thus obtained are input to the control means. The control means calculates and calculates the attached cant angle α by a predetermined arithmetic expression based on the lateral acceleration X, the running speed v and the radius of curvature r obtained as described above, and obtains the running speed v and the curvature. Based on the radius r, the inclination angle θ of the vehicle body with respect to the horizontal plane of the vehicle body is obtained by a predetermined arithmetic expression, and based on these inclination angle θ and the attached cant angle α, the bogie necessary to cancel the excessive centrifugal force of the vehicle body Is determined for the vehicle body. For example, an air spring, an air pressure source for supplying compressed air to the air spring, an intake valve for supplying / cutting compressed air from the air pressure source to the air spring, and air in accordance with the command inclination angle β from such control means. By controlling the tilt drive means realized by an exhaust valve that discharges / blocks the air in the spring, the vehicle body is tilted to minimize the generation of centrifugal force that passengers can feel toward the outer rail when traveling on a curve. Can be reduced or eliminated.

Since the control means controls the inclination driving means in an open loop, the above-mentioned Japanese Patent Application Laid-Open No. Hei 7-30923 is used.
As in the prior art _{disclosed in Japanese Patent Application Laid-Open} No. 4 ( _{1999) -1995} , the feed forward gain F _fj and the state feedback gain F _b
Such a gain adjustment is unnecessary, and these gain setting operations can be omitted. Further, even if delay compensation is performed by feedback control as in this conventional technique, a response delay always accompanies the inclination control of the vehicle body due to the integral characteristic of the air spring, and the delay compensation by the feedback control is often wasted. According to the present invention, open loop control is used, whereby the amount of calculation can be significantly reduced, and the configuration of the control means can be simplified.

Since the acceleration detecting means is configured to detect the lateral acceleration X parallel to the axle of the bogie, when detecting the lateral acceleration of the vehicle body supported on the bogie via an air spring. In comparison, the lateral acceleration X can be detected directly from the bogie, and the change in the lateral acceleration can be detected earlier, excluding the influence of the air spring, and the detection time for the lateral acceleration X can be reduced. it can.

The detection signal of the lateral acceleration X of the bogie includes noise caused by the mismatch between the bogie and the track and the vibration in the rotational direction with respect to the axis of the center plate supporting the vehicle body. Noise processes the signal using various filters such as low pass filter, high pass filter, band pass filter and band stop filter,
It is possible to extract only the lateral acceleration component.

In this manner, the command inclination angle β is obtained by using the lateral acceleration X of the bogie, and the inclination driving means such as the air spring can be controlled. Therefore, the amount of calculation for obtaining the vehicle body inclination angle is significantly reduced. And the configuration of the control means can be simplified.

According to the second aspect of the present invention, the attached cant angle α, the vehicle body tilt angle θ and the command tilt angle β are calculated in a time-series manner by the above calculation formulas. The tilt drive means is controlled. In this manner, the inclination driving means is controlled by the command inclination angle β obtained in a time series.
Unlike the prior art disclosed in Japanese Patent Application Publication No. 172, 172, there is no need to travel a vehicle off-line to measure curve information, and the command inclination angle β can be directly obtained, and the command inclination angle β is offset by the integral characteristics of the air spring. There is no need to perform useless arithmetic processing for delay compensation, and the configuration of the control means can be significantly simplified.

Further, the control means determines the commanded inclination angle β by the lateral acceleration X of the bogie detected by the acceleration detection means,
Traveling speed v detected by the speed detecting means, and
The command inclination angle β is calculated in a time series based on the angular velocity ω in the yawing direction detected by the curvature radius detection means and the curvature radius r obtained by the calculation. Is updated by using the value of, so that the response to the tilt control can be improved without performing useless calculation.

According to the third aspect of the present invention, the lateral acceleration X is detected by the acceleration sensor. The output of such an acceleration sensor differs depending on the curved shape of the track and the traveling speed v, and further contains a component of the natural frequency of the bogie in the yawing direction and other noise. For this reason, the output from the acceleration sensor from which the noise has been removed by the filter is used. By removing the noise from the output of the acceleration sensor in this way, the curvature radius detecting means accurately calculates the curvature radius of the curved path. be able to.

The natural frequency of the bogie in the yawing direction is, for example, when the running speed v = 100 km / h.
About 0.1 Hz, and the other noise is about 10 Hz.
Hz or more. Therefore, the filter may be realized by a low-pass filter and a band-stop filter that can block noise of about 1 Hz due to a natural frequency component in the yawing direction of the vehicle body and noise of about 10 Hz or more due to other noise. By using such a filter, the output of the acceleration sensor is delayed and given to the control means due to the time constant. Such a delay is compared with the response of the inclination drive means realized by, for example, an air spring. Since it is extremely small, there is no need to actually compensate for the delay time, and the vehicle can be optimally tilt-driven.

According to the fourth aspect of the present invention, a frequency component in a band of about 0.1 Hz to about 0.5 Hz is derived from the output from the acceleration sensor by the filter, whereby about 0.01 to 0.15 G is output. Only the frequency component corresponding to the lateral acceleration of
The acceleration noise component of about 20 Hz is removed, and the lateral acceleration X can be detected with high accuracy. Using such lateral acceleration X, the control means calculates and calculates the attached cant angle α, and can reduce the error with respect to the attached cant during actual running to accurately determine the commanded inclination angle β.

According to the fifth aspect of the present invention, the vehicle height control means controls the intake and exhaust of the electromagnetic valve in response to the command inclination angle β from the control means, and the electromagnetic valve is provided on both the left and right sides of the bogie. The supply of compressed air to the air spring and the exhaust from the air spring are controlled, and the vehicle body on the bogie is tilted in a direction to cancel the excessive centrifugal force during curved running. As described above, since the amount of inclination of the vehicle body in the left-right direction is controlled on the bogie by the air spring, the control means performs short-circuit control based on the measured values of the lateral acceleration X, the running speed v, and the radius of curvature r by open-loop control. The vehicle height control means is controlled continuously in a time series according to the command inclination angle β calculated by the access time to change the amount of expansion and contraction of each air spring. Even if the air springs are not sensitively controlled at a high cycle by feedback control by adjustment and delay compensation, the operation of each air spring does not follow. It is better to increase or decrease the command value quickly by changing the command inclination angle β based on each detection value. Tilt control suitable for the response characteristics of the spring can be performed.

[Brief description of the drawings]

FIG. 1 is a simplified block diagram showing the overall configuration of an embodiment of the present invention.

FIG. 2 is a simplified sectional view showing a curved running state of the vehicle 1.

FIG. 3 is a block diagram for explaining a procedure for calculating a radius of curvature r by a radius of curvature calculation circuit 22;

FIG. 4 (a) is a plan view of a line 12 having a right curve.
FIG. 4B is a plan view showing an example, FIG. 4B is a graph showing a curvature ρ corresponding to FIG. 4A, and FIG.
It is a graph which shows the curvature differential dρ / dt corresponding to (a).

FIG. 5A is a plan view of a line 12 having a left curve.
FIG. 5B is a plan view showing an example, FIG. 5B is a graph showing a curvature ρ corresponding to FIG. 5A, and FIG.
It is a graph which shows the curvature differential dρ / dt corresponding to (a).

FIG. 6 is a graph showing the relationship between the curvature ρ and the curvature derivative dρ / dt, with the horizontal axis taking the curvature ρ and the vertical axis taking the curvature derivative dρ / dt.

FIG. 7 is a flowchart showing an operation of the curve detection circuit 35;

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 vehicle 2 bogie 3 body 4, 5 wheels 6 bogie frame 7 pillow 8,9 air spring 10,11 rail 12 track 13 body tilt control device 17 acceleration sensor 18 speed sensor 19 yaw rate sensor 22 radius of curvature calculation circuit 23 radius of curvature detection Means 24 Control means 25 Incline drive means 26, 27 Vehicle height detection means 29 Vehicle height control means 30, 31 Filter 34 Floor 35 Curve detection circuit

Claims (5)

[Claims] 1. An acceleration detecting means for detecting a lateral acceleration X parallel to an axle of a bogie, a speed detecting means for detecting a traveling speed v of a vehicle, and an angular velocity detecting means for detecting an angular velocity ω of a vehicle body in a yawing direction. A radius of curvature calculating means for calculating and calculating a radius of curvature r of the traveling road based on the traveling speed v and the angular speed ω; and calculating an attached cant angle α based on the lateral acceleration X, the traveling speed v and the radius of curvature r. To calculate the inclination angle θ of the vehicle body with respect to the horizontal plane based on the traveling speed v and the radius of curvature r, and to cancel the excessive centrifugal force of the vehicle body based on the inclination angle θ and the attached cant angle α. Control means for calculating and instructing the vehicle body command tilt angle β required for the truck, and tilt drive means for tilting the vehicle body with respect to the truck in response to the command tilt angle β from the control means. A vehicle body inclination control device for a railway vehicle, comprising: 2. When the gravitational acceleration is g, the control means sets the attached cant angle α to: (Equation 2) 2. The vehicle body inclination control device for a railway vehicle according to claim 1, wherein the command inclination angle β is obtained by β = θ−α. 3. The acceleration detecting means is provided on a truck, and detects an acceleration component for detecting a lateral acceleration component of the truck, and removes noise included in an output of the acceleration sensor to derive the lateral acceleration X. The vehicle body inclination control device for a railway vehicle according to claim 1 or 2, further comprising a filter. 4. The filter according to claim 1, wherein said filter has a frequency of about 0.1 Hz to about 0.5 Hz.
Deriving the output from the 5 Hz acceleration sensor,
4. The apparatus according to claim 3, wherein noise caused by vibration acceleration of 0 Hz to about 20 Hz is cut off. 5. An inclining drive means is provided on each of the left and right sides of the bogie, an air spring for driving the vehicle body up and down, an electromagnetic valve for supplying compressed air to the air spring and discharging air in the air spring, and control means. The vehicle body inclination control device according to any one of claims 1 to 4, further comprising: vehicle height control means for controlling the solenoid valve in response to a command inclination angle β from the vehicle.