JP2008265569A - Method and device for controlling vibration of steering system for guide rail type vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for controlling a vibration of a steering system for a guide rail type vehicle capable of isolating the high frequency vibration. <P>SOLUTION: In a steering system of an APM (Automated People Mover) vehicle for steering right and left wheels 5 in the right-to-left direction according to the turn in the right-to-left direction of right and left guide arms 4 with their front and rear ends traveling along a guide rail provided on a traveling passage via a guide wheel 5, a restoration damper 14 for giving the force for returning the wheels 5 in the straight direction and an actuator 17 for vibration control are connected in series between a fore end of a knuckle arm 13 fitted to the left guide arm 4 and a truck frame 8 forming a fixed part on a vehicle body 1 side. The high frequency vibration to be transmitted to the restoration damper 14 via the guide arm 4 and the knuckle arm 13 from the guide wheel 5 due to irregularity or the like of the guide rail is absorbed by the operation of the actuator 17 for vibration control and transmission thereof to the vehicle body 1 is prevented. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention reduces vibration generated in a steering system of a guide rail type vehicle in which a wheel is steered in the left-right direction in accordance with the lateral displacement of a guide member such as a guide arm guided along the guide rail. The present invention relates to a vibration control method and apparatus for a guide rail type vehicle steering system used for the purpose.

  A medium-volume transportation system called a new transportation system is known as a transportation system with intermediate transportation power between railways and buses. As this kind of medium-volume transportation system, a vehicle equipped with rubber wheels, Many guide rail type railroads that are designed to travel by being guided by a guide rail (guide rail) on a dedicated travel path are used.

  The above-mentioned guide rail type railway is also abbreviated as APM (Automated People Mover), and the guide rail type is a side guide rail type in which the guide rail is located on the side of the vehicle traveling path, and the guide rail is in the center of the traveling path. Some are of the center guide rail type.

  Among these, the side guide rail type guide rail type railroad (hereinafter simply referred to as APM) vehicles are installed on the left and right sides of the vehicle body 1 and on both the left and right sides of the travel path 2 as shown in FIG. The guide arm 4 is provided with a guide arm 4 as a guide member for guiding along the guide rail 3, and the guide arm 4 has a curved shape corresponding to the curve of the running furnace 2 at a place where the running path 2 is curved. A steering system is provided that allows the wheels 5 to be steered in the left-right direction on the basis of the displacement in the left-right direction that occurs when being guided along the guide rail 3.

  That is, in the steering system of the APM, as shown in FIG. 8 and FIG. 9 as an outline of an example, a carriage frame (trolley) 8 that supports the vehicle body 1 is disposed above the suspension frame 6 that holds the axle 7. It is attached via a spring 9. Further, as a configuration provided with a parallel link device or the like (not shown) between the carriage frame 8 and the suspension frame 6, the relative displacement of the carriage frame 8 and the suspension frame 6 in the front-rear and left-right directions can be regulated. It is.

  A pair of left and right wheels 5 are attached to both ends of the axle 7 so as to be rotatable in the left-right direction. Further, on both sides of the axle 7, a guide for changing (steering) the traveling direction of the left and right wheels 5 in the left-right direction by rotating (moving in the left-right direction) in a horizontal plane around the king pin 10. A guide arm 4 as a member is attached.

  Specifically, each of the left and right guide arms 4 has an intermediate portion having a dimension longer than the diameter of the wheel 5 in the front-rear direction, and bends to the left and right sides on the front and rear sides to extend the required dimension in the left-right direction. It has a substantially U-shape consisting of a front part and a rear part, and the intermediate part is disposed in the vicinity of the center of the vehicle body on the inner side of the corresponding left and right wheels 5 and integrated with each wheel 5 in a horizontal plane. Are attached to both sides of the axle 7 so as to be pivotable in the left-right direction, so that the front part and the rear part of each guide arm 4 face the outside of the vehicle body 1 at the front position and the rear position of the corresponding wheel 5, respectively. It is arranged. Both front and rear end portions (tip portions) of each guide arm 4 protrude from the side surface of the vehicle body 1 by a predetermined dimension. As a result, the line connecting the front and rear ends of the left and right guide arms 4 and the traveling direction of the corresponding wheels 5 are always kept parallel.

  Guide wheels 11 for rolling contact with guide rails 3 installed along the left and right sides of the APM traveling path 2 are rotatably attached to both front and rear ends of the left and right guide arms 4.

  Further, the left and right guide arms 4 are connected to each other at a distance of a required dimension in one of the front and rear directions from the king pin 10 via tie rods 12 extending in the left and right directions. Thereby, the rotation of the left and right guide arms 4 in the left-right direction is transmitted to each other via the tie rods 12, so that the rotation of the left and right guide arms 4 in the left-right direction is interlocked. By doing so, the left and right wheels 5 can be steered together in the left-right direction.

  Further, a knuckle arm 13 as an arm member extending in a required dimension to the other in the front-rear direction is attached to one of the left and right guide arms 4, for example, the left-right guide arm 4. Further, a force is applied between the distal end portion of the knuckle arm 13 and a required portion of the bogie frame 8 serving as a fixing portion on the vehicle body 1 side in a direction to return the wheel 5 to the neutral posture in which the vehicle 5 goes straight. In this structure, a spring element called a restoring damper (neutral return rod) 14 and a buffer mechanism composed of a damping element are connected.

  Specifically, in view of the fact that the APM vehicle is relatively small, the tip of the knuckle arm 13 is provided in the left-right direction so that the bogie frame 8 can be downsized. A left end portion of the extending guide rod (link) 15 is attached so as to be swingable in the horizontal direction, and a right end portion of the guide rod 15 is one end portion of an arm 16a of the lever 16 installed at the right end portion of the carriage frame 8. Are attached so as to be swingable in the horizontal direction. Further, the restoring damper 14 is attached between the other end of the arm 16a of the lever 16 and a required portion of the left end of the carriage frame 8. The restoration damper 14 is set to be in a neutral state at an intermediate portion of the expansion / contraction stroke when the wheel 5 is in a straight traveling state (neutral posture), and when the expansion / contraction operation is performed from the neutral state, The force can be exerted in the direction of returning to the neutral state (see, for example, Patent Document 1).

  According to the steering system of an APM vehicle having the above-described configuration, when the APM vehicle travels on the travel path 2 and the travel path 2 is a straight line, the guide rails 3 installed on the left and right sides thereof are also straight lines. When the guide wheels 11 attached to the front and rear end portions of the left and right guide arms 4 are brought into rolling contact with the left and right guide rails 3 respectively, the front and rear end portions of the left and right guide arms 4 are arranged. The line connecting the two is arranged so as to face straight forward of the vehicle body 1 along the left and right guide rails 3. Thereby, the wheel 5 of the APM vehicle can be arranged in the straight traveling direction.

  On the other hand, since the left and right guide rails 3 arranged along the travel path 2 are also curved in the left-right direction at locations where the travel path 2 curves left and right, the left and right guide rails 3 The guide wheels 11 attached to the front and rear ends of the left and right guide arms 4 are brought into rolling contact while being pressed, and the reaction force when the guide wheels 11 are pressed against the guide rail 3 causes the right and left The guide arm 4 is rotated in the left-right direction, and the direction of the line connecting the front and rear ends of each guide arm 4 is changed in the left-right direction along the left-right curve of the left and right guide rails 3. It is done. As a result, the direction of the wheels 5 of the APM vehicle can be steered in the direction corresponding to the curve in the left-right direction of the travel path 2 as the left and right guide arms 4 rotate in the left-right direction. is there. When the wheel 5 of the APM vehicle is steered in the left-right direction in this way, the knuckle arm 13 attached to the left guide arm 4 is rotated in the left-right direction, and the knuckle arm 13 is guided to the guide rod 15 and the insulator. Since the restoration damper 14 connected via 16 can be expanded and contracted from the neutral state, the restoration damper 14 generates a force in a direction to return to the neutral state. Therefore, when the vehicle of the APM passes through the curved portion of the travel path 2 and returns to the straight traveling state, the force in the direction in which the restoring damper 14 attempts to return to the neutral state is expressed by the lever 16 and the guide rod. 15 is transmitted to the knuckle arm 13 through 15 and the directions of the left and right guide arms 4 are returned to the initial state together with the knuckle arm 13 so that the directions of the left and right wheels 5 can be returned to the straight traveling direction. It is.

  By the way, in the steering system of the APM vehicle as described above, a restoring damper 14 is provided between the knuckle arm 13 attached to the guide arm 4 and the carriage frame 8 serving as a fixing portion on the vehicle body 1 side, and left and right guide arms. The reaction force when the front and rear ends of 4 are guided to the guide rail 3 via the guide wheels 5 and the wheels 5 are steered is transmitted to the vehicle body 1. There is a possibility that the vibration of the high frequency component generated in the guide wheel 11 is transmitted from the left and right guide arms 4 to the carriage frame 8 that supports the vehicle body 1 through the knuckle arm 13, the guide rod 15, the insulator 16, and the restoration damper 14. is there. Since the vibration of the high frequency component transmitted to the carriage frame 8 in this way affects the riding comfort and the like of the vehicle body 1, conventionally, each guide arm 4 of each guide wheel 11 that receives a direct force from the guide rail 3 is used. Insulation of the high-frequency component is achieved by providing rubber (not shown) in the vicinity of the attachment points at the front and rear ends.

JP 2003-146204 A

  However, in reality, the conventional method for controlling high-frequency vibrations in a steering system of APM using rubber has not yet achieved a sufficient insulation effect. In particular, if the APM is increased in size and speeded up, there is a concern that it may be difficult to sufficiently suppress the vibration of the high-frequency component entering the vehicle body 1.

  Therefore, the present invention provides a guide rail type that can more reliably prevent the vibration of high frequency components entering from the guide rail side from being transmitted to the vehicle body side in the vehicle steering system of the guide rail type railway. An object of the present invention is to provide a vibration control method and apparatus for a vehicle steering system.

  In order to solve the above-described problems, the present invention steers a wheel in the left-right direction according to the displacement in the left-right direction of the guide member guided along the guide rail, and rotates in the left-right direction with the steering of the wheel. The direction in which the wheel steered in the left-right direction is returned to the straight traveling state by the restoring damper interposed between the distal end portion of the arm member attached to the guide member so as to be moved and the fixed portion on the vehicle body side. The high-frequency component of vibration transmitted from the guide member to the restoration damper in the steering system of a guide rail type vehicle that is capable of applying the above-mentioned force is controlled by the operation of a vibration control actuator connected in series to the restoration damper. The vibration control method of the guide rail type vehicle steering system to be able to steer the wheel in the left-right direction according to the lateral displacement of the guide member guided along the guide rail, and the above A wheel steered in the left-right direction between the tip of the arm member attached to the guide member so as to be rotated in the left-right direction as the wheel is steered and the carriage frame serving as a fixed part on the vehicle body side. On the other hand, a vibration control device for a guide rail type vehicle steering system having a configuration in which a restoring damper for applying a force in a direction to return to a straight traveling state and a vibration control actuator are provided in series is provided.

  In the above configuration, the vibration transmitted from the guide member to the restoration damper is a displacement of the stroke of the vibration control actuator connected in series to the restoration damper, or a suspension frame that supports the axle to which the guide member is attached. The vibration control actuator is detected so as to attenuate a vibration component passing through a bandpass filter having a pass region in a high frequency component of the detected displacement vibration. Let the displacement control.

  Similarly, in the above configuration, the vibration transmitted from the guide member to the restoration damper is transmitted to the vibration control actuator connected in series to the restoration damper, or when the guide member is guided to the guide rail. It is detected as a vibration of the force input to the guide member from the guide rail or the vibration of the force input to the suspension frame that supports the axle to which the guide member is attached. The vibration control actuator is force-controlled so as to act as a filter.

According to the present invention, the following excellent effects are exhibited.
(1) The guide member is guided so that the wheel is steered in the left-right direction in accordance with the displacement in the left-right direction of the guide member guided along the guide rail, and is rotated in the left-right direction in accordance with the steering of the wheel. A restoring damper interposed between the tip of the attached arm member and the fixed part on the vehicle body side can apply a force in a direction to return to a straight traveling state to a wheel steered in the left-right direction. Vibration of a guide rail type vehicle steering system that controls a high frequency component of vibration transmitted from the guide member to the restoration damper in the steering system of the guide rail type vehicle by operation of a vibration control actuator connected in series to the restoration damper. Since it is a control method and apparatus, even if high-frequency vibration occurs in the guide member due to irregularities in the guide rails installed on the travel path, the high-frequency vibration is restored from the guide member to the restoration damper. When it is transmitted to the vibration control actuator and can be absorbed (canceled) by the operation of said vibration control actuator. Therefore, the possibility that the high-frequency vibration is transmitted to the vehicle body of the guide rail type vehicle can be prevented, and the vibration isolation between the steering system of the guide rail type vehicle and the vehicle body can be more reliably achieved. Can do. As a result, even when the guide rail type vehicle is increased in size and speeded up, it is possible to improve the ride comfort of the vehicle body.
(2) The vibration transmitted from the guide member to the restoring damper is the displacement of the stroke of the vibration control actuator connected in series to the restoring damper, or the left and right produced on the suspension frame that supports the axle to which the guide member is attached. Displacement control is performed on the vibration control actuator so as to attenuate a vibration component passing through a bandpass filter having a pass region in a high frequency component of the detected displacement vibration. When the vibration transmitted from the guide member to the restoring damper is transmitted to the vibration control actuator connected in series to the restoring damper, or when the guide member is guided to the guide rail It is detected as the vibration of the force input to the guide member from the guide rail or the force input to the suspension frame supporting the axle to which the guide member is attached. Then, the vibration transmitted from the guide member to the restoring damper is absorbed by force-controlling the vibration control actuator so as to act as a low-pass filter with respect to the vibration of the detected force. Therefore, it is possible to easily realize the control of the vibration control actuator.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIGS. 1 (a), (b) and FIG. 2 show an embodiment of the vibration control method and apparatus of the guide rail type vehicle control system of the present invention. An APM vehicle similar to that shown in FIGS. In the steering system, there is a restoring damper 14 between the tip of the knuckle arm 13 as an arm member attached to the left guide arm 4 and a required portion of the bogie frame 8 serving as a fixed portion on the vehicle body 1 side, and vibration. The control actuator 17 is connected in series.

  Specifically, the left end portion of the guide rod 15 extending in the left-right direction is attached to the tip end portion of the knuckle arm 13 so as to be swingable in the horizontal direction. The right end portion of the guide rod 15 is attached to one end portion of the arm 16a of the lever 16 installed at the right end portion of the carriage frame 8 so as to be swingable in the horizontal direction. Further, one end of the restoration damper 14 disposed in the left-right direction is connected to the other end of the arm 16a of the insulator 16 so as to be swingable in the horizontal direction, and the other end of the restoration damper 14 is connected to the carriage. The tip of the operating rod 17a of the vibration control actuator 17 that is installed to the right at the position below the restoring damper 14 at the left end of the frame 8 is connected via, for example, a crank-shaped connecting member 18. As a configuration.

  Since the vibration control actuator 17 is for controlling high-frequency fine vibration, the stroke may be small and a small actuator may be used. In addition, the vibration control actuator 17 is capable of avoiding friction because the movable portion on the side of the actuating rod 17a and the fixed portion that supports the actuator are not in contact with each other in order to control high-frequency fine vibration. An electrodynamic actuator using a linear motor of the type is desirable. However, if equivalent performance can be obtained, an actuator of a type that operates by a fluid pressure such as pneumatic pressure or hydraulic pressure may be used.

  Further, a stroke sensor 20 for sensing the stroke of the actuator 17 is attached to the vibration control actuator 17, and a command is given to the vibration control actuator 17 based on a signal input from the stroke sensor 20. The controller 19 is provided.

  The controller 19 will be described in detail. The controller 19 generates a displacement generated in the vibration control actuator 17 as shown by a line a in FIG. Data on the amplitude and frequency of (vibration) is obtained. Here, among the vibrations generated in the vibration control actuator 17, the low frequency component is considered to be caused by the steering of the wheel 5 in the left-right direction. The vibration control actuator 17 needs to hold a fixed point so that the restoring damper 14 is expanded and contracted with the steering of the wheel 5 in the left-right direction. On the other hand, among the vibrations generated in the vibration control actuator 17, vibration insulation is required for high-frequency components. In view of this, the controller 19 applies a bandpass filter as indicated by a line b in FIG. 2 to obtain a high frequency component of the vibration generated in the vibration control actuator 17 passing through the bandpass filter. A displacement command for displacing the vibration control actuator 17 can be given so as to reduce it.

  In addition, the same components as those shown in FIGS. 8 and 9 are denoted by the same reference numerals.

  When an APM vehicle equipped with the vibration control device for a guide rail type vehicle steering system of the present invention having the above-described configuration is driven on the road 2, it is installed on both the left and right sides of the road 2 as in the case of a conventional APM vehicle. The guide rails 11 provided at the front and rear end portions of the left and right guide arms 4 as guide members are respectively brought into rolling contact with the guide rail 3 (see FIG. 7), thereby guiding along the left and right guide rails 3. The wheels 5 of the APM vehicle can be steered in the left-right direction in response to the left-right guide arm 4 turning in the left-right direction. When the wheel 5 of this APM vehicle is steered in the left-right direction, the knuckle arm 13 attached to the left guide arm 4 is rotated in the left-right direction, so that the guide rod 15 and the insulator are located at the tip of the knuckle arm 13. 16. Since the vibration control actuator 17 connected via the restoration damper 14 is input as low-frequency component vibration, the low-frequency component input to the vibration control actuator 17 When the vibration is detected by the stroke sensor 20, the controller 19 gives a command for holding the fixed point to the actuator 17. Thus, when the wheel 5 of the APM vehicle is steered in the left-right direction, the other end of the arm 16a of the lever 16 is connected to one end of the arm 16a via the guide rod 15 to the tip of the knuckle arm 13. The restoring damper 14 is expanded and contracted according to the rudder angle when the wheel 5 is steered in the left-right direction between the vibration control actuator 17 that holds the fixed point and the restoring damper that has been expanded and contracted. The steered wheel 5 can be returned to the straight traveling state by the force exerted in the direction in which the 14 is to return to the neutral state.

  In addition, due to irregularities of the guide rail 3, high-frequency vibrations are generated in the guide wheels 11 provided at both front and rear ends of the left and right guide arms 4 that are in rolling contact with the guide rail 3 and are input to the guide arm 4. In this case, the high-frequency vibration is transmitted from the left guide arm 4 to the vibration control actuator 17 via the knuckle arm 13, guide rod 15, insulator 16, and restoration damper 14, and is detected by the stroke sensor 20. When detected, the controller 19 gives a displacement command for operating the vibration control actuator 17 so as to reduce the vibration of the high frequency component. As a result, high-frequency vibration generated in the guide wheels 11 of the left and right guide arms 4 is transmitted from the left guide arm 4 via the knuckle arm 13, guide rod 15, insulator 16, and restoration damper 14. Is transmitted (cancelled) by the operation of the vibration control actuator 17 whose displacement is appropriately controlled based on the control law as described above. The possibility that the vibration of the high frequency component is transmitted can be prevented.

  Thus, according to the vibration control method and apparatus of the guide rail type vehicle steering system of the present invention, the guide rail 3 (see FIG. 7) installed on both the left and right sides of the traveling path 2 of the APM vehicle may It is possible to prevent the possibility that high-frequency vibrations that enter the steering system of the APM vehicle via the guide wheels 11 that are in rolling contact with the guide rail 3 are transmitted to the vehicle body 1. Therefore, the vibration isolation between the steering system of the APM vehicle and the vehicle body 1 can be more reliably achieved, and the riding comfort of the vehicle body 1 can be improved even when the APM is increased in size and speeded up. Can be achieved.

  Next, FIGS. 3 and 4 show another embodiment of the present invention. In the same apparatus configuration as shown in FIGS. 1A and 1B, the vibration control actuator 17 senses a stroke. Instead of the configuration in which the stroke sensor 20 is attached, the reaction force of the force transmitted to the vibration control actuator 17 is between the other end portion of the vibration control actuator 17 and the left end portion of the carriage frame 8. Is provided. Further, the controller 19 a for giving a command to the vibration control actuator 17 based on a signal input from the load cell 21 is provided.

  More specifically, the controller 19a is based on the signal of the detection result of the reaction force of the transmission force to the vibration control actuator 17 input from the load cell 21, and the vibration control as shown by a line c in FIG. Data on the strength and frequency of the transmission force to the actuator 17 is obtained. Here, of the force transmitted to the vibration control actuator 17, the low frequency component is a guide rail 3 (see FIG. 7) installed on the left and right sides of the travel path 2 at the curved portion of the travel path 2. When the front and rear ends of the left and right guide arms 4 are guided through the guide wheels 11, the left and right guide arms 4 are rotated to the left and right together with the left and right wheels 5. The force transmitted from the knuckle arm 13 attached to the guide arm 4 to the restoration damper 14 via the guide rod 15 and the lever 16 is provided between the restoration damper 14 and the carriage frame 8 for vibration control. Since it is considered that the vibration is transmitted to the actuator 17, the vibration control actuator 17 maintains a fixed point for the low frequency component, and the restoring damper 14 is expanded and contracted. It is required to to be. On the other hand, of the force transmitted to the vibration control actuator 17, it is considered that the high frequency component is caused by vibration. Therefore, the force of the high frequency component is required to be insulated. In view of this, the controller 19a applies a low-pass filter as shown by a line d in FIG. 4 or a notch filter as shown by a line e so that the force transmitted to the vibration control actuator 17 is applied. Among them, a force command for operating the vibration control actuator 17 can be given so as to reduce the high frequency component.

  Other configurations are the same as those shown in FIGS. 1A and 1B, and the same components are denoted by the same reference numerals.

  When an APM vehicle equipped with the vibration control device for a guide rail type vehicle steering system of the present invention having the above-described configuration is driven on the road 2, it is installed on both the left and right sides of the road 2 as in the case of a conventional APM vehicle. The guide wheels 11 provided at the front and rear end portions of the left and right guide arms 4 are respectively brought into rolling contact with the guide rail 3 (see FIG. 7) so that the left and right guides guided along the left and right guide rails 3 are guided. The wheel 5 of the APM vehicle can be steered in the left-right direction according to the rotation of the guide arm 4 in the left-right direction. When the wheel 5 of this APM vehicle is steered in the left-right direction, the knuckle arm 13 attached to the left guide arm 4 is turned in the left-right direction, so that the guide rod 15 and the insulator are attached to the tip of the knuckle arm 13. 16. Since the low-frequency component force is transmitted to the vibration control actuator 17 connected via the restoration damper 14, the low-frequency component is transmitted to the vibration control actuator 17. When force is detected by the load cell 21, the controller 19a gives a command for holding the fixed point to the actuator 17. Thus, when the wheel 5 of the APM vehicle is steered in the left-right direction, the other end of the arm 16a of the lever 16 is connected to one end of the arm 16a via the guide rod 15 to the tip of the knuckle arm 13. And the vibration control actuator 17 for holding the fixed point, the restoring damper 14 can be expanded and contracted according to the steering angle when the wheel 5 is steered in the left-right direction. The steered wheel 5 can be returned to the straight traveling state by the force exerted by the restored damper 14 in the direction to return to the neutral state.

  In addition, when high-frequency vibration occurs in the guide wheels 11 at both front and rear ends of the left and right guide arms 4 that are in rolling contact with the guide rail 3 due to irregularities of the guide rail 3, the high-frequency vibration is Since the left guide arm 4 is transmitted as a high frequency component force to the vibration control actuator 17 through the knuckle arm 13, the guide rod 15, the insulator 16, and the restoring damper 14, this high frequency component transmission force is transmitted to the load cell 21. Is detected, the controller 19a gives a force command for operating the vibration control actuator 17 so as to reduce the transmission force of the high-frequency component. As a result, high-frequency vibration generated in the guide wheels 11 of the left and right guide arms 4 is transmitted from the left guide arm 4 via the knuckle arm 13, guide rod 15, insulator 16, and restoration damper 14 to the vibration control actuator 17. When the transmission force of the high frequency component is transmitted to the vehicle, the vehicle body 1 is supported because it is absorbed (offset) by the operation of the vibration control actuator 17 that is appropriately force-controlled based on the control law as described above. It is possible to prevent the vibration of the high-frequency component from being transmitted to the carriage frame 8 in advance.

  Therefore, according to the present embodiment, the same vibration control effect as that of the above embodiment can be obtained.

  FIGS. 5 (a) and 5 (b) show still another embodiment of the present invention. In the same configuration as shown in FIGS. 3 and 4, the other end of the vibration control actuator 17 and a carriage are shown. Instead of the configuration in which the load cell 21 for detecting the reaction force of the force transmitted to the vibration control actuator 17 is provided between the left end portion of the frame 8, a required portion of the left and right guide arms 4, for example, At one or both of the front and rear of each guide arm 4 (only the front is shown in the figure), guide wheels 5 attached to the respective guide arms 4 are installed on both the left and right sides of the travel path 2. A load cell for detecting a force input (transmitted) to each of the left and right guide arms 4 as a reaction force of the contact force acting on the guide wheel 5 when it is brought into rolling contact with a certain guide rail 3 (see FIG. 7). 21a is provided.

  Further, the controller 19a obtains data on the intensity and frequency of the force transmitted from the guide wheel 5 input from the load cell 21a to each guide arm 4 in the same manner as the line c shown in FIG. A force transmitted from the guide wheel 5 to the guide arm 4 by applying a low-pass filter (line d) or a notch filter (line e) similar to that shown in FIG. A force command for operating the vibration control actuator 17 connected to the left guide arm 4 via the knuckle arm 13, the guide rod 15, and the restoring damper 14 is given. It has the function that can be.

  Also according to the present embodiment, the high-frequency component of the transmission force transmitted from the guide wheel 5 to the guide arm 4 can be eliminated by the operation of the vibration control actuator 17, whereby the above-described FIG. And the vibration control effect similar to what was shown in FIG. 4 can be acquired.

  6 (a) and 6 (b) show still another embodiment of the present invention. In the same configuration as shown in FIGS. 1 (a) and (b) and FIG. 2, the vibration control actuator 17 has a stroke. In place of the configuration in which the stroke sensor 20 for sensing is attached, the suspension frame 6 is provided with a sensor 22 for detecting the roll angle and the roll angular velocity in the horizontal direction of the suspension frame 6, and input from the sensor 22. The controller 19b is configured to give a command to the vibration control actuator 17 based on the received signal.

  More specifically, the controller 19b calculates the displacement (vibration) generated in the suspension frame 6 based on the detection signals of the roll angle and the roll angular velocity in the horizontal direction of the suspension frame 6 input from the sensor 22. The data about the amplitude and the frequency are obtained in the same manner as shown by the line a in FIG. 2, and the same band pass filter as shown by the line b in FIG. 2 is applied to the high frequency component of the displacement generated in the suspension frame 6. Is applied to the suspension frame 6 so as to reduce high-frequency components passing through the bandpass filter among the vibrations generated in the suspension frame 6, the axle 7, the left guide arm 4, the knuckle arm 13, and the guide rod. 15. It has a function capable of giving a displacement command for operating the vibration control actuator 17 connected via the restoring damper 14.

  Alternatively, the controller 19b generates data on the strength and frequency of the force input to the suspension frame 6 based on the detection signals of the roll angle and the roll angular velocity of the suspension frame 6 input from the sensor 22. FIG. The same low-pass filter as that indicated by the line d in FIG. 4 or the same notch filter as indicated by the line e is applied to the high-frequency component of the transmission force obtained in the same manner as the line c shown in FIG. The suspension frame 6 has an axle 7, a left guide arm 4, a knuckle arm 13, a guide rod 15, and a restoring damper 14 so as to reduce a high frequency component of the force transmitted from the guide wheel 5 to the guide arm 4. It is good also as a thing which has a function which can give the force command for operating the actuator 17 for vibration control connected through this.

  Also according to this embodiment, the same vibration control effect as shown in FIGS.

  The present invention is not limited to the above-described embodiment, and the wheels 5 are moved to the left and right according to the displacement in the left-right direction of the guide member guided along the guide rail 3 installed on the travel path 2. Steering of a guide rail type vehicle of a certain type so that it can be steered in the direction and a force in the direction of returning to the straight traveling direction can be applied to the wheel 5 steered left and right by the restoring damper 14. If it is a system, the guide arm 4 for turning in the left-right direction together with the wheel 5 may have any shape, the knuckle arm 13 turned in the left-right direction together with the guide arm 4, and the vehicle body 1 If the restoration damper 14 and the vibration control actuator 17 can be connected in series with the carriage frame 8 serving as a fixed part on the side, the connection between the knuckle arm 13 and the restoration damper 14 is as follows. A connection mechanism other than the connection structure by the child 16 may be adopted, and the connection between the restoration damper 14 and the vibration control actuator 17 may be a connection mechanism other than the connection structure by the connection member 18, such as interposing an insulator. It may be adopted. Furthermore, the left-right direction of the apparatus configuration may be reversed, the arrangement may be changed, or the arrangement of the restoration damper 14 and the vibration control actuator 17 may be changed.

  Furthermore, the present invention can be applied to a steering system of a central guide rail type guide rail type vehicle, and various changes can be made without departing from the scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows an embodiment of a vibration control method and apparatus for a guide rail type vehicle steering system according to the present invention. FIG. It is a figure for derivation | leading-out of the displacement command given to the actuator for vibration control from the controller of the vibration control apparatus of FIG. It shows the other form of implementation of this invention, and is a figure corresponding to FIG. 1 (B). It is a figure for derivation | leading-out of the force command given to the actuator for vibration control from the controller of the vibration control apparatus of FIG. The further another form of implementation of this invention is shown, (A) is a partially cut schematic plan view, (B) is a BB direction arrow view of (A). The further another form of implementation of this invention is shown, (A) is a partially cut schematic plan view, (B) is a CC direction arrow view of (A). It is a schematic diagram showing a side guide rail type guide rail type vehicle. It is a partially cut schematic plan view showing a steering system of a side guide rail type guide rail type vehicle. It is a schematic side view which shows the steering system of the guide rail type vehicle of FIG.

Explanation of symbols

1 Car body 2 Guide rail 4 Guide arm (guide member)
5 wheels 8 bogie frame 13 knuckle arm (arm member)
14 Restoration damper 17 Actuator for vibration control 19, 19a, 19b Controller 20 Stroke sensor 21, 21a Load cell 22 Sensor

Claims (6)

  An arm attached to the guide member so that the wheel is steered in the left-right direction according to the displacement in the left-right direction of the guide member guided along the guide rail, and is rotated in the left-right direction as the wheel is steered. A guide rail type that can apply a force in a direction to return straight to a wheel steered in the left-right direction by a restoring damper interposed between the tip of the member and a fixed part on the vehicle body side A guide rail type vehicle steering system, wherein a high frequency component of vibration transmitted from the guide member to the restoring damper in a steering system of a vehicle is controlled by an operation of a vibration control actuator connected in series to the restoring damper. Vibration control method.   Displacement of the vibration transmitted from the guide member to the recovery damper in the stroke of the actuator for vibration control connected in series to the recovery damper, or the horizontal displacement generated in the suspension frame that supports the axle to which the guide member is attached The vibration control actuator is subjected to displacement control so as to attenuate the vibration component that passes through the band-pass filter having a pass region in the high-frequency component of the detected displacement vibration. The vibration control method of the guide rail type vehicle steering system according to claim 1.   The vibration transmitted from the guide member to the restoration damper is transmitted to the vibration control actuator connected in series to the restoration damper, or the guide member is guided from the guide rail when the guide member is guided to the guide rail. Or the vibration of the force input to the suspension frame that supports the axle on which the guide member is mounted, and acts as a low-pass filter for the detected vibration of the force. 2. A vibration control method for a guide rail type vehicle steering system according to claim 1, wherein the vibration control actuator is force-controlled.   Attached to the guide member so that the wheel can be steered in the left-right direction in accordance with the displacement in the left-right direction of the guide member guided along the guide rail, and is rotated in the left-right direction as the wheel is steered. Between the front end of the arm member and the carriage frame that serves as a fixed part on the vehicle body side, a restoring damper for applying a force in a direction to return the vehicle to the straight-running state with respect to the wheel steered in the left-right direction, and vibration control A vibration control device for a guide rail type vehicle steering system, characterized by having a configuration in which an actuator is provided in series.   Displacement of the vibration transmitted from the guide member to the recovery damper in the stroke of the actuator for vibration control connected in series to the recovery damper, or the horizontal displacement generated in the suspension frame that supports the axle to which the guide member is attached 5. A guide rail system according to claim 4, further comprising a controller for detecting displacement of the vibration control actuator based on displacement vibration detected by the device. Vibration control device for vehicle steering system.   The vibration transmitted from the guide member to the restoring damper is transmitted to the vibration control actuator connected in series to the restoring damper, or when the guide member is guided to the guide rail, the guide rail is moved to the guide member. A device for detecting the input force or the vibration of the force input to the suspension frame that supports the axle to which the guide member is attached is provided, and the vibration is based on the vibration of the force detected by the device. The vibration control device for a guide rail type vehicle steering system according to claim 4, further comprising a controller for force-controlling the control actuator.

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