JP2021165099A - Inclination angle control device, inclination angle control method, and railway vehicle - Google Patents

Abstract

To provide an inclination angle control device which can calculate a target value of an inclination angle that optimizes an evaluation of a ride comfort and a motion sickness without twisting a vehicle body when a railway vehicle travels on a rail track.SOLUTION: An inclination angle control device 20 comprises an arithmetic processing unit 25 determining target values of two inclination angles for tilting a vehicle body 2 to a front truck 3a and a rear truck 3b. When, regarding a shape variable which is proportional to a cant or is inversely proportional to a radius of curvature, the shape variable at a position of the front truck 3a is a first variable and the shape variable at a position of the rear truck 3b is a second variable, the arithmetic processing unit 25 gets a first value by subtracting the first variable from the second variable, gets a second value by dividing the first value by a gauge of the track and gets a third value by adding the second value to a target value at the position of the front truck 3a and determines the target value in the condition that the third value becomes equal to the target value at the position of the rear truck 3b.SELECTED DRAWING: Figure 3

Description

The present invention relates to a railroad vehicle provided with an inclination angle control device for controlling an inclination angle for inclining a vehicle body with respect to a carriage, an inclination angle control method, and an inclination angle control device thereof.

In order to improve the passing speed of railcars on curves, an actuator is provided between the car body and the carriage, and this actuator controls the tilt angle at which the car body is tilted inward, and a controlled body tilting vehicle has been developed. And are in operation. Such a controlled vehicle body tilting vehicle has curve information (curve radius, cant) of a traveling line section in advance on the vehicle side, and controls the tilt angle for tilting the vehicle body using this curve information. As a result, the ride quality in the curved section is improved, and the express delivery to the destination is realized. In addition, recently, the performance of the tilt control actuator has been improved, and the responsiveness when controlling the tilt angle according to the target value has also been improved.

Japanese Patent Application Laid-Open No. 2008-265692 (Patent Document 1) acquires data for acquiring untraveled track data relating to the shape of a track in a non-traveling section from a database relating to the shape of the entire track in an inclination angle control device for a vehicle body of a railway vehicle. A technology is disclosed that includes an arithmetic processing unit that performs processing and arithmetic processing that determines a target value of a vehicle body tilt angle, and an operation unit that tilts the vehicle body according to a target value determined by the arithmetic processing. .. In the technique disclosed in Patent Document 1, the arithmetic processing does not provide an evaluation function for estimating an evaluation index of riding comfort including vehicle sickness when a railroad vehicle travels on a track in a non-traveling section. Based on the planned running conditions on the track of the traveling section and the data of the untraveled track, the function determination process that determines the target value of the inclination angle of the vehicle body as a variable and the target so that the value of the evaluation index is included in the predetermined range. It has a target value determination process for determining a value.

Japanese Unexamined Patent Publication No. 2014-46884 (Patent Document 2) describes a railway vehicle provided with trolleys for supporting the vehicle body at the front and rear portions in the traveling direction of the vehicle body, and each trolley has a vehicle body tilting mechanism for tilting the vehicle body in the vehicle width direction. In the vehicle body tilt control device, the tilt angle target value calculation unit that calculates the tilt angle target value of the vehicle body, the tilt control unit that performs drive control of the vehicle body tilt mechanism based on the calculation results of the tilt angle target value calculation unit, and the vehicle body. A technique is disclosed that includes a delay portion that delays the tilting operation of the vehicle body tilting mechanism arranged at the front portion of the vehicle body with respect to the tilting operation of the vehicle body tilting mechanism arranged at the rear portion of the vehicle body.

Japanese Unexamined Patent Publication No. 2008-265692 Japanese Unexamined Patent Publication No. 2014-46884

In the technique described in Patent Document 1, the target value of the inclination angle at one central portion in the traveling direction of the vehicle body is calculated. Therefore, when the railroad vehicle travels on the relaxation curve, it is difficult to improve the ride quality and the evaluation of vehicle sickness at each position of the front bogie and the rear bogie, and it is difficult to improve the evaluation of the front bogie and the rear bogie. Depending on the difference in track cant (track cant) between the two positions of the bogie, the vehicle body may be twisted.

On the other hand, in the technique described in Patent Document 2, the target value of the inclination angle at one central portion in the traveling direction of the vehicle body is output at different times for the front bogie and the rear bogie. , The target value of the inclination angle is not calculated by accurately reflecting the difference in the cant of the track between the two positions of the front bogie and the rear bogie. Therefore, when the railroad vehicle travels on the relaxation curve, it is difficult to improve the ride quality and the evaluation of vehicle sickness at each position of the front bogie and the rear bogie, and it is difficult to improve the evaluation of the front bogie and the rear bogie. Depending on the difference in track cant between the two positions of the bogie, the car body may be twisted.

That is, the techniques described in Patent Document 1 and Patent Document 2 optimize the evaluation of ride quality and motion sickness at each position of the front bogie and the rear bogie without twisting the vehicle body. It is not possible to determine (calculate) the inclination angle of each of the front and rear bogies.

The present invention has been made to solve the above-mentioned problems of the prior art, and is an inclination angle control device for controlling an inclination angle for inclining the vehicle body with respect to the bogie without twisting the vehicle body. Tilt angle control that can determine the target value of the tilt angle for each of the front and rear bogies so that the evaluation of ride comfort and motion sickness at each position of the front bogie and the rear bogie can be optimized. The purpose is to provide a method.

A brief description of typical inventions disclosed in the present application is as follows.

An inclination angle control device as one aspect of the present invention is an inclination of a vehicle body in a railroad vehicle including a vehicle body, a front bogie that supports a front portion of the vehicle body, and a rear bogie that supports a rear portion of the vehicle body. It is an inclination angle control device that controls the angle. The tilt angle control device performs data acquisition processing for acquiring untraveled track data regarding the shape of the track in the untraveled section and planned traveling conditions on the track in the untraveled section from a database relating to the shape of the entire track. Arithmetic processing that performs arithmetic processing to determine the acquisition processing unit, the first target value of the inclination angle of the front part of the vehicle body with respect to the front trolley, and the second target value of the inclination angle of the rear part of the vehicle body with respect to the rear trolley. A unit, an operation unit that inclines the front part of the vehicle body according to the first target value determined by the calculation process, and an operation unit that inclines the rear part of the vehicle body according to the second target value determined by the calculation process. Has. The arithmetic processing unit uses the first evaluation function for estimating the first evaluation index of the riding comfort including the vehicle sickness in the front part of the vehicle body when the railroad vehicle travels on the track in the non-traveling section. Based on the data and the planned driving conditions, the first function determination process that determines as a function of the first target value of the front part of the vehicle body, and the rear of the vehicle body when the railroad vehicle travels on the track in the non-traveling section The second evaluation function for estimating the second evaluation index of the ride comfort including the vehicle sickness of the part is the second target value of the rear part of the vehicle body based on the untraveled track data and the planned driving condition. The sum of the second function determination process determined as a function, the value of the first evaluation index estimated by the first evaluation function, and the value of the second evaluation index estimated by the second evaluation function is within a certain range. A target value determination process for determining a first target value and a second target value, and an arithmetic process including the target value determination process are performed so as to be included in. The untraveled track data includes a shape variable that is proportional to the cant of the track in the untraveled section or inversely proportional to the radius of curvature of the track in the untraveled section. When the shape variable at the position of the carriage is set as the second variable, the arithmetic processing unit divides the first value obtained by subtracting the first variable from the second variable by the railroad track in the target value determination process. The first target value and the second target value are determined under the condition that the obtained second value is further added to the first target value and the obtained third value is equal to the second target value.

Further, as another aspect, the first evaluation function is represented by the following mathematical formula (1) or mathematical formula (2), and the second evaluation function is represented by the following mathematical formula (3) or mathematical formula (4). May be good.

(However, t: time, F ₁ (φ ₁ (t)): first evaluation function, F ₂ (φ ₂ (t)): second evaluation function, α ₁ , α ₂ : coefficient, μ: coefficient 1 The above real number, n: positive integer)

When the first evaluation function is represented by the mathematical formula (1), the second evaluation function is represented by the mathematical formula (3), and when the first evaluation function is represented by the mathematical formula (2), the second evaluation function is represented by the mathematical formula (2). When the first evaluation function is expressed by the mathematical formula (4) and the first evaluation function is expressed by the mathematical formula (1), _fJT1 (t) is expressed by the following mathematical formula (5) and the first evaluation function is expressed by the mathematical formula (2). When represented, f _JT1 (t) is represented by the following formula (6), and when the second evaluation function is represented by the formula (3), f _JT2 (t) is represented by the following formula (7). When the second evaluation function is expressed by the following mathematical expression (4), _fJT2 (t) may be expressed by the following mathematical expression (8).

(However, a ₁₁ , b ₁₁ , c ₁₁ , d ₁₁ , a ₁₂ , b ₁₂ , c ₁₂ , d ₁₂ , e ₁ , a ₂₁ , b ₂₁ , c ₂₁ , d ₂₁ , a ₂₂ , b ₂₂ , c _22. , D ₂₂ , e ₂ : Coefficient, μ: Real number with a coefficient of 1 or more, n: Positive integer)

y _p1 (t) is represented by the following formula (9), y _j1 (t) is represented by the following formula (10), and θ _p1 (t) is represented by the following formula (11). , Θ _j1 (t) is represented by the following formula (12), y _p2 (t) is represented by the following formula (13), and y _j2 (t) is represented by the following formula (14). Then, θ _p2 (t) may be represented by the following mathematical formula (15), and θ _j2 (t) may be represented by the following mathematical formula (16).

(However, v: traveling speed, R ₁ (t): radius of curvature of the track at the position of the front trolley, R ₁ '(t): rate of change of radius of curvature of the track at the position of the front trolley, C _s1 (t): a first _{variable, C} s1 '(t): time change rate of the first _variable, C s1'' (t): time rate of change of the time rate of change of the first variable, G: lines gauge, phi ₁ (t): the first target value, φ ₁ '(t): time change rate of the first target value, φ _1'' (t): time rate of change of the time rate of change of the first target value, g: Gravity acceleration, R ₂ (t): radius of curvature of the track at the position of the rear trolley, R ₂ '(t): rate of change of radius of curvature of the track at the position of the rear trolley, C _s2 (t): the second _{variable, C} s2 '(t): time change rate of the second _variable, C s2'' (t): time rate of change of the time rate of change of the second variable, phi ₂ (t): the second target value, φ ₂ ′ (t): time change rate of the second target value, φ _{2 ″} (t): time change rate of the time change rate of the second target value)

y _f1 (t) may be represented by the following mathematical formula (17), and y _f2 (t) may be represented by the following mathematical formula (18).

(However, τ: time)

Each of h ₁₁ (τ), h ₁₂ (τ), h ₂₁ (τ) and h ₂₂ (τ) may be a filter that emphasizes an input of 0.3 Hz or less.

Further, as another aspect, in the target value determination process, the arithmetic processing unit may determine the first target value and the second target value under the conditions represented by the following mathematical formula (19).

In another aspect, the shape variable is equal to the cant of the track in the non-traveling section, C _s1 (t) is represented by the following mathematical formula (20), and C _s2 (t) is represented by the following mathematical formula (t). It may be represented by 21).

(However, C ₁ (t): cant of the track at the position of the front bogie, C ₂ (t): cant of the track at the position of the rear bogie)

In another aspect, the shape variable is inversely proportional to the radius of curvature of the track in the non-traveling section, C _s1 (t) is expressed by the following mathematical formula (22), and C _s2 (t) is the following. It may be expressed by the mathematical formula (23).

(However, β: coefficient)

The tilt angle control method as one aspect of the present invention is a tilt angle control method for controlling the tilt angle of a vehicle body using the tilt angle control device.

The railroad vehicle as one aspect of the present invention includes the inclination angle control device.

By applying one aspect of the present invention, in the tilt angle control device for controlling the tilt angle for tilting the vehicle body with respect to the bogie, the vehicle body is not twisted and at each position of the front bogie and the rear bogie. The target value of the inclination angle of each of the front and rear bogies can be determined so that the evaluation of each of the riding comfort and motion sickness can be optimized.

It is a figure which shows typically the state when the railroad vehicle of the comparative example 1 enters a relaxation curve from a straight section. It is a perspective view which shows typically the schematic structure of the railroad vehicle provided with the inclination angle control device of Embodiment 1. FIG. It is a front view which shows typically the schematic structure of the railroad vehicle provided with the inclination angle control device of Embodiment 1. FIG. It is a front view which shows typically the schematic structure of the railroad vehicle provided with the inclination angle control device of Embodiment 1. FIG. It is a flow chart which shows a part step of the inclination angle control method of Embodiment 1. FIG. It is a figure for demonstrating that the target value of the inclination angle is determined from the untraveled track data and the planned traveling condition in the inclination angle control method of Embodiment 1. FIG. It is a figure which shows the target value of the inclination angle which was determined in duplicate in the inclination angle control method of Embodiment 2. It is a figure which shows the procedure of forming the target value pattern of the inclination angle according to the line shape in the inclination angle control method of Embodiment 2. It is a graph which shows the target value of the inclination angle of each of the front carriage and the rear carriage calculated by using the inclination angle control device of Example 1.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

It should be noted that the disclosure is merely an example, and those skilled in the art can easily conceive of appropriate changes while maintaining the gist of the invention are naturally included in the scope of the present invention. Further, in order to clarify the description, the drawings may schematically represent the width, thickness, shape, etc. of each part as compared with the embodiment, but this is just an example, and the interpretation of the present invention is used. It is not limited.

Further, in the present specification and each figure, the same elements as those described above with respect to the above-mentioned figures may be designated by the same reference numerals, and detailed description thereof may be omitted as appropriate.

Further, in the drawings used in the embodiment, hatching (shading) may be omitted in order to make the drawings easier to see even if they are cross-sectional views. Further, even if it is a plan view, hatching may be added to make the drawing easier to see.

(Embodiment 1)
<Technical concept of tilt angle control device and tilt angle control method>
First, the technical concept of the tilt angle control device and the tilt angle control method according to the first embodiment of the present invention will be described with reference to the railway vehicle of Comparative Example 1.

FIG. 1 is a diagram schematically showing a state when the railroad vehicle of Comparative Example 1 enters the relaxation curve from the straight section.

As shown in FIG. 1, the railroad vehicle 101 of Comparative Example 1 is a pendulum type railcar, and has a vehicle body 102 and a front portion 102a of the vehicle body 102 arranged in front of the central portion 105 in the traveling direction. The front bogie 103a that supports, the rear bogie 103b that supports the rear portion 102b of the vehicle body 102 that is arranged behind the central portion 105 in the traveling direction, and the front portion 102a of the vehicle body 102 are used as the front bogie 103a. It is provided with a front tilting mechanism 104a that tilts the vehicle body 102, and a rear tilting mechanism 104b that tilts the rear portion 102b of the vehicle body 102 with respect to the rear bogie 103b.

Patent Document 1 describes a technique for controlling an inclination angle at which the body of such a pendulum type railway vehicle is inclined with respect to a bogie. In the technique described in Patent Document 1, the target value of the inclination angle is only one for each railroad vehicle, and the ride quality and motion sickness when the central portion in the traveling direction of the vehicle body is used as a reference are obtained. On the premise of optimization, the target value of the inclination angle at one central portion in the traveling direction of the vehicle body is calculated. Further, when controlling the tilt angle, the stroke of the actuator provided between the vehicle body and the bogie is changed so that the tilt angle for tilting the vehicle body with respect to the bogie becomes the calculated target value. In addition, the tilt angle is controlled.

It is assumed that the railroad vehicle 101 of Comparative Example 1 controls the inclination angle by the technique described in Patent Document 1. In such a case, the actuators for tilting the vehicle body 102 with respect to the bogie are the front tilt mechanism 104a and the rear tilt mechanism 104b provided on each of the two bogies of the front bogie 103a and the rear bogie 103b, respectively. It is provided for each of the above. Therefore, these two actuators are located at two positions of the vehicle body 102 that are separated from each other in the traveling direction of the vehicle body 102 with respect to the central portion 105 in the traveling direction, that is, at each of the two positions of the front bogie 103a and the rear bogie 103b. It will be arranged in each. Further, when the railroad vehicle 101 of Comparative Example 1 travels on the relaxation curve, the cant of the track (the cant of the track) is different between the two bogies of the front bogie 103a and the rear bogie 103b.

Therefore, in the relaxation curve, the target value of the inclination angle at one central portion in the traveling direction of the vehicle body 102 is given to the two actuators provided on the two bogies of the front bogie 103a and the rear bogie 103b, respectively. In this case, the stroke of the actuator becomes excessive or too small at each of the two positions of the front carriage 103a and the rear carriage 103b. As a result, the actuator twists the vehicle body 102 in the roll direction due to the difference in the cant of the track between the two positions of the front bogie 103a and the rear bogie 103b. That is, a torsional moment acts on the vehicle body 102.

For example, as shown in FIG. 1, when the railcar of Comparative Example 1 enters the relaxation curve TC from the straight section, the front bogie 103a that first enters the relaxation curve TC is on the outer track RA1 side by the cant C. The wheels are lifted and the front bogie 103a inclines inward of the curve. In such a state, consider a case where each of the front tilt mechanism 104a and the rear tilt mechanism 104b is controlled so that the tilt angle is φ by an actuator. Then, the front portion 102a of the vehicle body 102 is inclined by an angle (C + φ) with respect to the horizontal plane, but since the rear bogie 103b is on a straight line without a cant, the rear portion 102b of the vehicle body 102 is relative to the horizontal plane. It is tilted by an angle φ, and a twisting moment acts on the vehicle body 102. The reaction force of the torsional moment of the vehicle body 102 appears as a change in the wheel load of each wheel via the bogie and the axle. In this example, the wheels on the outer rail RA1 side of the front bogie 103a and the wheels on the inner rail RA2 side of the rear bogie 103b increase, and the wheels on the inner rail RA2 side of the front bogie 103a. Further, the wheel load of the wheel on the outer track RA1 side of the rear bogie 103b is reduced.

Therefore, in the technique described in Patent Document 2, the timing of outputting the target value of the inclination angle for inclining the vehicle body 102 with respect to the front bogie 103a is set to the inclination angle for inclining the vehicle body 102 with respect to the rear bogie 103b. It is delayed from the timing to output the target value of. Specifically, when the front bogie 103a enters the relaxation curve TC, the target value of the tilt angle for tilting the vehicle body with respect to the rear bogie 103b is output and the control of the tilt angle of the rear bogie 103b is started. Then, after the time required for the railroad vehicle to travel the distance between the two bogies of the front bogie 103a and the rear bogie 103b has elapsed, the inclination angle at which the vehicle body is tilted with respect to the front bogie 103a The target value is output and the control of the inclination angle of the front bogie 103a is started.

However, in the technique described in Patent Document 2, for example, the target value of the inclination angle at one position of the central portion 105 in the traveling direction of the vehicle body 102 calculated by the technique described in Patent Document 1 is set to the front position. The target value of the inclination angle at each of the two positions of the bogie 103a and the rear bogie 103b is set, and the target value of the inclination angle at one position of the central portion 105 in the traveling direction of the vehicle body 102 is set as the target value of the inclination angle of the front bogie. The outputs are staggered for the 103a and the rear bogie 103b. In such a case, there is an advantage that the tilt angle control device becomes simple and the tilt angle control device can be easily mounted on the railroad vehicle by reducing the amount of calculation for performing the logical operation for calculating the target value. be. However, in the technique described in Patent Document 2, the target value is not calculated by reflecting the difference in the cant of the track between the two positions of the front bogie 103a and the rear bogie 103b. Therefore, the calculated target value may not be accurate depending on the difference in the cant of the track between the two positions of the front bogie 103a and the rear bogie 103b.

For example, in a curved section where a cant is not provided on the track (track), the difference in the cant of the track between the two positions of the front bogie 103a and the rear bogie 103b is zero, so that the front bogie 103a It is not necessary to delay the timing of outputting the target value of the tilt angle for tilting the vehicle body 102 with respect to the timing of outputting the target value of the tilt angle for tilting the vehicle body 102 with respect to the rear bogie 103b. However, in the technique described in Patent Document 2, it is necessary to incline the vehicle body with respect to the bogie even in a curved section in which the track is not provided with a cant, and the inclination angle for inclining the vehicle body with respect to the bogie. Since the target value of the above is calculated, the timing of outputting the target value of the inclination angle for inclining the front portion 102a of the vehicle body 102 with respect to the front bogie 103a is set to the rear portion 102b of the vehicle body 102 with respect to the rear bogie 103b. It will be delayed from the timing to output the target value of the tilt angle to be tilted.

Therefore, in the tilt angle control device of the first embodiment, which is one embodiment of the present invention, the vehicle body left / right acceleration, the vehicle body left / right jerk, the vehicle body roll angular velocity, and the vehicle body roll angular acceleration are performed at the respective positions of the front trolley and the rear trolley. Is expressed as a function of the line curvature value, cant, traveling speed and inclination angle. Next, the evaluation function of the vehicle motion in the front trolley is expressed as a combination of the ride comfort evaluation function in the front trolley and the motion sickness evaluation function in the front trolley using a weighting coefficient. Further, the evaluation function of the vehicle motion in the rear trolley is expressed as a combination of the ride comfort evaluation function in the rear trolley and the motion sickness evaluation function in the rear trolley using a weighting coefficient.

Further, an inclination angle control device of the first embodiment, prior to position the target value of the inclination angle at the position of the carriage to the target value phi _1, a target value a target value of the inclination angle at the position of the succeeding truck phi ₂ When the difference in track cant (track cant) between the positions of the front trolley and the rear trolley is ΔC and the track spacing is G, the target value of the inclination angle at the position of the rear trolley. Is calculated by φ ₂ = φ ₁ + ΔC / G. _{In addition, φ 2} = φ ₁ + ΔC / G is substituted for the ride comfort evaluation function at the position of the front trolley, and the function _{of the target value φ 2} of the inclination angle at the position of the rear trolley is used at the position of the front trolley. by converting the target values phi ₁ function of the tilt angle, which determines the riding comfort evaluation function at the position of succeeding carriage.

Thus, the evaluation function of vehicle motion at the position of the succeeding truck, can be expressed as a function of the target value phi ₁ of the inclination angle at the position of the front position truck. Therefore, as the target value of the tilt angle at the position of the front trolley and the target value of the tilt angle at the position of the rear trolley, a restraint condition of "do not twist (twist) the vehicle body" was imposed. In the state, the target value of the inclination angle that minimizes the sum of the value of the evaluation function of the vehicle motion at the position of the front trolley and the value of the evaluation function at the position of the rear trolley can be calculated. When the restraint condition of "do not twist the car body" is not imposed, the evaluation function of the vehicle motion at the position of the front bogie and the evaluation function of the rear bogie are compared with the case where the restraint condition of "do not twist the car body" is imposed. The sum of the evaluation function at the position and the evaluation function can be further reduced. However, if the restraint condition of "not twisting the car body" is not imposed, the car body will be twisted. Therefore, by imposing a restraint condition of "not twisting the vehicle body", the vehicle body is prevented from being twisted, and as a compensation, the value of the evaluation function of the vehicle motion at the position of the front bogie and the position of the rear bogie It is permissible that the minimum value of the sum of the value of the evaluation function and the sum itself is slightly larger than the case where the constraint condition of "not twisting the vehicle body" is not imposed.

Hereinafter, the details of the tilt angle control device and the tilt angle control method according to the first embodiment will be described.

<Inclination angle control device and inclination angle control method>
Next, the tilt angle control device and the tilt angle control method according to the first embodiment will be described. The tilt angle control device of the first embodiment includes a vehicle body, a front bogie that supports a front portion of the vehicle body arranged on the front side of the central portion in the traveling direction, and a vehicle body in the traveling direction. A rear bogie that supports the rear part, which is a part located on the rear side of the central part, a front tilt mechanism that tilts the front part of the car body in the width direction of the car body with respect to the front bogie, and the rear of the car body. It is provided in a railroad vehicle equipped with a rearward tilting mechanism that tilts a portion in the width direction of the vehicle body with respect to a rearward bogie, that is, a pendulum type railroad vehicle.

Further, in the tilt angle control device of the first embodiment, when such a railroad vehicle travels on a railroad track, the front portion of the vehicle body is tilted in the width direction of the vehicle body with respect to the front trolley by the front tilt mechanism. It is a tilt angle control device that controls the tilt angle to be tilted and the tilt angle to tilt the rear portion of the vehicle body in the width direction of the vehicle body with respect to the rear trolley by the rear tilt mechanism. Further, in the tilt angle control method of the first embodiment, when such a railroad vehicle travels on a railroad track, the front portion of the vehicle body is tilted in the width direction of the vehicle body with respect to the front trolley by the front tilt mechanism. The tilt angle to be tilted and the tilt angle to tilt the rear portion of the vehicle body in the width direction of the vehicle body with respect to the rear trolley by the rear tilt mechanism are controlled by using the tilt angle control device of the first embodiment. It is a control method.

FIG. 2 is a perspective view schematically showing a schematic configuration of a railroad vehicle provided with the tilt angle control device of the first embodiment. 3 and 4 are front views schematically showing a schematic configuration of a railway vehicle provided with the tilt angle control device of the first embodiment. FIG. 4 is a diagram for explaining a cant of a railroad track and an inclination angle of a vehicle body.

As shown in FIGS. 2 and 3, the railroad vehicle 1 provided with the tilt angle control device of the first embodiment is a pendulum type railcar, and includes a vehicle body 2, a front bogie 3a as the bogie 3. It includes a rear bogie 3b as a bogie 3, a front tilt mechanism 4a as a tilt mechanism 4, and a rear tilt mechanism 4b as a tilt mechanism 4. The front bogie 3a supports the front portion 2a of the vehicle body 2 arranged on the front side of the central portion 5 in the traveling direction. The rear bogie 3b supports the rear portion 2b of the vehicle body 2 arranged on the rear side in the traveling direction with respect to the central portion 5 in the traveling direction. The front tilting mechanism 4a tilts the front portion 2a of the vehicle body 2 with respect to the front bogie 3a. The rear tilting mechanism 4b tilts the rear portion 2b of the vehicle body 2 with respect to the rear bogie 3b.

The bogie 3 has a plurality of wheels 11, a plurality of axles 12 in which the plurality of wheels 11 are connected to each other, and a bogie frame 13 supported by the plurality of axles 12. The tilting mechanism 4 has a pendulum device 14 provided on the bogie frame 13 and a pendulum beam 15. The vehicle body 2 is provided so as to be inclined in the width direction of the vehicle body 2 with respect to the carriage 3 by the pendulum device 14 and the pendulum beam 15.

As described above, the railroad vehicle 1 has a front bogie 3a as a bogie 3 that supports the front portion 2a of the vehicle body 2, and a front tilt mechanism 4a as a tilt mechanism 4. Therefore, the front bogie 3a has a plurality of wheels 11a, a plurality of axles 12a in which the plurality of wheels 11a are connected to each other, and a bogie frame 13a supported by the plurality of axles 12a. Further, the front tilting mechanism 4a has a pendulum device 14a provided on the bogie frame 13a and a pendulum beam 15a. The front portion 2a of the vehicle body 2 is provided so as to be inclined in the width direction of the vehicle body 2 with respect to the front bogie 3a by the pendulum device 14a and the pendulum beam 15a.

Further, as described above, the railroad vehicle 1 has a rear bogie 3b as a bogie 3 for supporting the rear portion 2b of the vehicle body 2, and a rear tilt mechanism 4b as a tilt mechanism 4. Therefore, the rear bogie 3b has a plurality of wheels 11b, a plurality of axles 12b in which the plurality of wheels 11b are connected to each other, and a bogie frame 13b supported by the plurality of axles 12b. Further, the rear tilting mechanism 4b has a pendulum device 14b provided on the bogie frame 13b and a pendulum beam 15b. The rear portion 2b of the vehicle body 2 is provided so as to be inclined in the width direction of the vehicle body 2 with respect to the rear bogie 3b by the pendulum device 14b and the pendulum beam 15b.

As shown in FIGS. 2 and 3, assuming that the tilt angle control device 20 of the first embodiment is the tilt angle control device 20, the tilt angle control device 20 is provided in the railroad vehicle 1, and has an operation unit 21 and a database 22. And a processing unit 23. The processing unit 23 includes a data acquisition processing unit 24 and an arithmetic processing unit 25.

The operation unit 21 tilts the vehicle body 2 provided so as to be inclined in the width direction of the vehicle body 2 with respect to the bogie 3 in the width direction of the vehicle body 2. The operating unit 21 swings the pendulum beam 15 to incline the vehicle body 2 in the width direction of the vehicle body 2. As the operating unit 21, an actuator using a working fluid, an actuator using an electric motor, or the like can be used.

As described above, the railroad vehicle 1 has a front bogie 3a as a bogie 3 that supports the front portion 2a of the vehicle body 2, and a front tilt mechanism 4a as a tilt mechanism 4. Therefore, assuming that the operating unit 21 provided on the front bogie 3a is the operating unit 21a, the operating unit 21a raises the vehicle body 2 provided so as to be inclined in the width direction of the vehicle body 2 with respect to the front bogie 3a. The tilting mechanism 4a tilts the vehicle body 2 in the width direction. Further, the moving portion 21a swings the pendulum beam 15a by the front tilting mechanism 4a to move the front portion 2a of the vehicle body 2 in the width direction of the vehicle body 2 in accordance with the target value determined by the calculation process. Tilt.

As described above, the railroad vehicle 1 has a rear bogie 3b as a bogie 3 that supports the rear portion 2b of the vehicle body 2, and a rear tilt mechanism 4b as a tilt mechanism 4. Therefore, assuming that the operating unit 21 provided on the rear bogie 3b is the operating unit 21b, the operating unit 21b rear-positions the vehicle body 2 provided so as to be inclined in the width direction of the vehicle body 2 with respect to the rear bogie 3b. The tilting mechanism 4b tilts the vehicle body 2 in the width direction. Further, the moving portion 21b swings the pendulum beam 15b by the rear tilting mechanism 4b, so that the rear portion 2b of the vehicle body 2 is moved in the width direction of the vehicle body 2 in accordance with the target value determined by the calculation process. Tilt.

The database 22 stores the radius of curvature R (t) of the track, the cant C (t) of the track, and the gauge G of the track as data relating to the shape of the entire track, that is, data relating to the shape of the entire section of the track. ing. As shown in FIG. 4, the cant C (t) of the track is the height difference between the left and right rails, and the gauge G is the length between the left and right rails. Further, the database 22 may store the cant C (t) of the line as data related to the shape of the entire line, that is, data related to the shape of the entire section of the line, but the radius of curvature of the line is used as a shape variable described later. When using a shape variable that is inversely proportional to R (t), it is not necessary to store the cant C (t) of the line.

The processing unit 23 is connected to the operation unit 21 and the database 22, the data acquisition processing unit 24 of the processing units 23 is connected to the database 22, and the arithmetic processing unit 25 of the processing units 23 is connected to the operation unit 21. ing. As the processing unit 23, the data acquisition processing unit 24, and the arithmetic processing unit 25, for example, a computer that executes a program for performing the following operations and processes can be used.

The data acquisition processing unit 24 detects _{the point P c} and the traveling speed v _c of the front bogie 3a at the _{current t c.} Further, the data acquisition processing unit 24 uses the database 22 regarding the shape of the entire track to obtain the untraveled track data η (t) regarding the shape of the track in the untraveled section and the planned traveling condition β (t) on the track in the untraveled section. And get. In the first embodiment, the planned running condition β (t) is the running speed v _c at the _{present time t c.}

As will be described with reference to FIG. 6 described later, with respect to the position of the front trolley 3a when the railroad vehicle 1 travels on the track in the untraveled section, the untraveled track data η (t) is the untraveled section. radius of curvature R ₁ of the line _(t), non-running line of cant C ₁ interval _(t) proportional to either or not the curvature of the line of travel segment radius R ₁ shape variables C _s1 which is inversely proportional to _{(t) (t} ) And the track gauge G. Also, the position of the position carriage 3b after the time of the upper line of the non-traveling zone the railway vehicle 1 is traveling, the non-traveling line data eta (t) is the curvature of the line of non-travel section radius R _{2 (t) , The shape variable C s2} (t) proportional to the cant C ₂ (t) of the track in the untraveled section or inversely proportional to the _{radius of curvature R 2} (t) of the track in the untraveled section, and the gauge G of the track. include.

As will be described with reference to FIG. 6 to be described later, regarding the position of the front bogie 3a when the railroad vehicle 1 travels on the track in the untraveled section, the data acquisition processing unit 24 has the front position at the _{current t c.} The point P _c and the traveling speed v _c of the trolley 3a are detected. Further, regarding the position of the front bogie 3a when the railroad vehicle 1 travels on the track in the non-traveling section, the track in the non-traveling section is the time point after _{T 0 for a} certain period of time from the time t _{0 after the current t c.} time in prior position carriage 3a to t ₁ is the line of non-travel section should travel. The same applies to the rear bogie 3b.

Regarding the position of the front carriage 3a when the railroad vehicle 1 travels on the track in the non-traveling section, the arithmetic processing unit 25 uses the acquired untraveled track data η (t) and the planned traveling condition β in the non-traveling section. a predetermined traveling speed (vehicle speed) v is a (t), based on a time rate of change of shape variables _{C s1 (t) C s1 '} (t), the time rate of change of the shape variables _C s1 (t) C _s1 'time rate of change _C s1'' of (t) (t), the time change rate _R 1 of curvature _R 1 (t)' (t), the can be determined. Further, regarding the position of the rear trolley 3b when the railroad vehicle 1 travels on the track in the non-traveling section, the arithmetic processing unit 25 uses the acquired untraveled track data η (t) and the scheduled traveling in the non-traveling section. conditions β and planned running speed (traveling speed) v is a (t), based on the time rate of change of the shape variables _C s2 (t) and _C s2 '(t), the time change of the shape variables _C s2 (t) rate _C s2 'time rate of change _C s2'' of (t) (t), the time change rate _R 2 of the radius of curvature _R 2 (t)' (t), the can be determined.

_{The arithmetic processing unit 25 is an evaluation function F 1} (φ) for estimating an evaluation index of riding comfort including motion sickness in the front portion 2a of the vehicle body 2 when the railway vehicle 1 travels on a track in a non-traveling section. _{1 (t)),} it is possible to perform the first function determination process for determining as a function having the target value of the inclination angle with respect to previous position carriage 3a of the front portion 2a of the vehicle body 2 phi _{1 (t)} as a variable. Specifically, the evaluation function F ₁ (φ ₁ (t)) can be determined as the following mathematical formula (1) or mathematical formula (2).

In the above formula (1) and the above formula (2), t is time, F ₁ (φ ₁ (t)) is an evaluation function, α ₁ is a coefficient, μ is a coefficient, a real number of 1 or more, and n is a positive integer. be.

_{Further, the arithmetic processing unit 25 is an evaluation function F 2} for estimating an evaluation index of riding comfort including motion sickness of the rear portion 2b of the vehicle body 2 when the railway vehicle 1 travels on the track in the non-traveling section. the _{(φ 2} (t)), it is possible to perform a second function determination process for determining as a function with a target value phi _{2 (t)} of the angle of inclination with respect to the position carriage 3b after the body 2 of the rear portion 2b as a variable. Specifically, the evaluation function _{F 2} (phi ₂ (t)), the following equation (3) or may be determined as Equation (4).

In the above formula (3) and the above formula (4), t is the time, F ₂ (φ ₂ (t)) is the evaluation function, α ₂ is the coefficient, μ is the coefficient, which is a real number of 1 or more, and n is a positive integer. be.

When the evaluation function F ₁ (φ ₁ (t)) is expressed by the above mathematical formula (1), the evaluation function F ₂ (φ ₂ (t)) is expressed by the above mathematical formula (3), and the evaluation function F _{When 1} (φ ₁ (t)) is expressed by the above mathematical formula (2), the evaluation function F ₂ (φ ₂ (t)) is expressed by the above mathematical formula (4).

Here, the above formula (1) or the above formula (2) is composed _{of a term of fJT1} (t) which is an evaluation function related to ride comfort and a term of y _f1 (t) related to motion sickness. Specifically, it can be determined as the following mathematical formula (24) having _{the target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front bogie 3a as a variable. In the following, regarding the position of the front bogie 3a, the untraveled track data η (t) and the planned traveling condition β (t) are referred to as the untraveled track data η ₁ (t) and the planned traveling condition β ₁ (t). write.

Further, the above mathematical formula (3) or the above mathematical formula (4) is _composed of a term of fJT2 (t) which is an evaluation function related to ride comfort and a term of y _f2 (t) related to motion sickness. Specifically, it can be determined as the following equation with the target value of the inclination angle with respect to position carriage 3b after the vehicle 2 rear portion 2b phi _{2 (t),} as a variable (25). In the following, regarding the position of the rear bogie 3b, the untraveled track data η (t) and the planned traveling condition β (t) are referred to as the untraveled track data η ₂ (t) and the planned traveling condition β ₂ (t). write.

Hereinafter, each section will be described separately.

First, it will be described _first term of term and _{f JT2} of _{f JT1 (t) (t)} .

The term of f _JT1 (t) is an evaluation function F ₁ (φ ₁ (t), η ₁ (t), β ₁ ( _{t) having a target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 as a variable. t)), specifically, it can be determined as the following mathematical formula (5) or mathematical formula (6).

In the above formula (5) and the above formula (6), t is the time, a ₁₁ , b ₁₁ , c ₁₁ , d ₁₁ , a ₁₂ , b ₁₂ , c ₁₂ , d ₁₂ , e ₁ is the coefficient, and μ is the coefficient. A real number greater than or equal to 1 and n is a positive integer. Further, in the above mathematical formula (5), for the function max, the maximum value of the absolute value of f (t) when t changes within a continuous range is set to max | f (t) | (described later). The same applies to formula (7)).

When the evaluation function F ₁ (φ ₁ (t)) is expressed by the above mathematical formula (1), f _JT1 (t) is expressed by the above mathematical formula (5), and the evaluation function F ₁ (φ ₁ (t)) is expressed. )) Is represented by the above formula (2), f _JT1 (t) is represented by the above formula (6).

_Further, the term _{f JT2} (t) is an evaluation function _{F 2} (phi ₂ with the target value of the inclination angle of the vehicle body 2 of the rear portion 2b phi ₂ (t), as a variable (t), eta ₂ (t), beta ₂ (t)), specifically, it can be determined as the following mathematical formula (7) or mathematical formula (8).

In the above formula (7) and the above formula (8), t is the time, a ₂₁ , b ₂₁ , c ₂₁ , d ₂₁ , a ₂₂ , b ₂₂ , c ₂₂ , d ₂₂ , and e ₂ are coefficients, and μ is a coefficient. A real number greater than or equal to 1 and n is a positive integer.

When the evaluation function F ₂ (φ ₂ (t)) is expressed by the above mathematical formula (3), f _JT2 (t) is expressed by the above mathematical formula (7), and the evaluation function F ₂ (φ ₂ (t)) is expressed. )) Is represented by the above formula (4), f _JT2 (t) is represented by the above formula (8).

In the above formula (5) to the above formula (8), y _p1 (t), y _j1 (t), θ _p1 (t), θ _j1 (t) are the following formulas (9), formulas (10), These are approximate values of the vibration characteristics represented by the mathematical formulas (11) and (12). Specifically, as shown in FIG. 4, the lateral acceleration [m / s ² ] of the front portion 2a of the vehicle body 2 and the lateral acceleration [m / s 2], respectively. Time change rate of left-right acceleration of the front part 2a of the vehicle body 2 (left and right jerk of the vehicle body) [m / s ³ ], roll angular velocity of the front part 2a of the vehicle body 2 [° / s], roll angular acceleration of the front part 2a of the vehicle body 2. [° / s ² ].

The left-right acceleration y _p1 (t) of the front portion 2a of the vehicle body 2 is the acceleration in the left-right direction when the front portion 2a of the vehicle body 2 oscillates in the left-right direction, as shown in FIG. Further, the roll angular velocity θ _p1 (t) of the front portion 2a of the vehicle body 2 is the angle (vehicle body roll angle) θ _r1 (t) [°] when the front portion 2a of the vehicle body 2 rotates in a vertical plane (FIG. 4). (See) Time change rate. The target value φ ₁ (t) [°] of the tilt angle is the tilt angle when the pendulum beam 15a rotates with respect to the carriage frame 13a due to the action of the moving portion 21a (hereinafter, may be referred to as a pendulum tilt angle). Is the target value of.

In the above formulas (9) to (12), v is the traveling speed, R ₁ (t) is the radius of curvature of the track at the position of the front carriage 3a, and R ₁ '(t) is the front position. The time change rate of the radius of curvature of the track at the position of the trolley 3a, C _s1 (t) is the first variable, C _s1 ′ (t) is the time change rate of the first variable, and C _{s1 ″} (T) is the time change rate of the time change rate of the first variable, and G is the track gauge. Further, φ ₁ (t) is the target value of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front trolley 3a, and φ ₁ ′ (t) is the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front trolley 3a. The time change rate of the target value, φ _{1 ″} (t) is the time change rate of the target value of the tilt angle of the front part 2a of the vehicle body 2 with respect to the front trolley 3a, and g is the gravity acceleration [ m / s ² ].

Further, in the above equations (5) to (8), y _p2 (t), y _j2 (t), θ _p2 (t), and θ _j2 (t) are the following equations (13) and (14). , The approximate values of the vibration characteristics represented by the mathematical formulas (15) and (16). Specifically, as shown in FIG. 4, the lateral acceleration [m / s ² ] of the rear portion 2b of the vehicle body 2 is obtained. , Time change rate of left-right acceleration of rear portion 2b of vehicle body 2 (left and right jerk of vehicle body) [m / s ³ ], roll angular velocity of rear portion 2b of vehicle body 2 [° / s], roll angle of rear portion 2b of vehicle body 2 Acceleration [° / s ² ].

The left-right acceleration y _p2 (t) of the rear portion 2b of the vehicle body 2 is the acceleration in the left-right direction when the rear portion 2b of the vehicle body 2 oscillates in the left-right direction, as shown in FIG. Further, the roll angular velocity θ _p2 (t) of the rear portion 2b of the vehicle body 2 is the angle (vehicle body roll angle) θ _r2 (t) [°] when the rear portion 2b of the vehicle body 2 rotates in a vertical plane (FIG. 4). (See) Time change rate. The target value of the tilt angle φ ₂ (t) [°] is the target value of the tilt angle when the pendulum beam 15b rotates with respect to the carriage frame 13b due to the action of the moving portion 21b.

In the above formulas (13) to (16), v is the traveling speed, R ₂ (t) is the radius of curvature of the track at the position of the rear trolley 3b, and R ₂ '(t) is the rear position. The time change rate of the radius of curvature of the track at the position of the trolley 3b, C _s2 (t) is the second variable, C _s2 ′ (t) is the time change rate of the second variable, and C _{s2 ″} (T) is the time change rate of the time change rate of the second variable, and G is the track gauge. Further, φ ₂ (t) is the target value of the inclination angle of the rear portion 2b of the vehicle body 2 with respect to the rear trolley 3b, and φ ₂ ′ (t) is the inclination angle of the rear portion 2b of the vehicle body 2 with respect to the rear trolley 3b. The time change rate of the target value, φ _{2 ″} (t) is the time change rate of the target value of the tilt angle with respect to the rear trolley 3b of the rear portion 2b of the vehicle body 2, and g is the gravity acceleration [ m / s ² ].

According to these evaluation functions, for example, as described in Patent Document 1, a ₁₁ , b ₁₁ , c ₁₁ , d ₁₁ , a ₁₂ , b ₁₂ , c ₁₂ , d ₁₂ , e ₁ , a _21. , B ₂₁ , c ₂₁ , d ₂₁ , a ₂₂ , b ₂₂ , c ₂₂ , d ₂₂ , e ₂ By setting the coefficient values, it is possible to estimate the evaluation of ride comfort by passengers on a multi-step scale. can. Specifically, for example, if the value of the evaluation function is within the range of 0 to 1, 1 to 2, 2 to 3, 3 to 4, the passenger's evaluation of ride quality is "no problem at all" and "somewhat disgusting", respectively. It can be estimated that "it becomes unpleasant", "it is unpleasant but within the permissible range", and "it is unpleasant and unacceptable".

Next, _{the term y f1} (t) and the term y _f2 (t) will be described.

The term of y _f1 (t) is a function for preventing "motion sickness", and specifically, an input of 0.3 Hz or less with respect _{to y p1 (t) represented by the above mathematical formula (9).} It is filtered with the property of emphasizing. Further, _{the term y f2} (t) is a function for preventing "motion sickness", and specifically, 0.3 Hz or less with respect _{to y p2 (t) represented by the above mathematical formula (13).} It is filtered with the property of emphasizing the input of.

Here, the reason for emphasizing the input of 0.3 Hz or less is that the left-right vibration in the frequency region is considered to be the most cause of motion sickness. For example, from the graph shown in FIG. 3 of Patent Document 1 and showing the relationship between low-frequency vibration and motion sickness occurrence rate (MR), it can be seen that left-right vibration of 0.3 Hz or less causes motion sickness. ..

In the first embodiment, the filter having the characteristic of emphasizing the input of 0.3 Hz or less is not limited, and various filters can be used. For example, it is shown in FIG. 4 of Patent Document 1. , A left-right vibration correction filter for evaluating train sickness may be used. However, the centrifugal force that constantly acts on the vehicle in the left-right direction when passing through a curve belongs to a frequency in a band close to the DC component of 0.3 Hz or less in FIG. 5 of Patent Document 1, and the vehicle body left-right vibration in this band. If the acceleration signal is attenuated, the centrifugal force will not be taken into consideration. That is, the original purpose of canceling the steady left-right vibration acceleration, which is the original purpose of the pendulum vehicle, cannot be achieved. In order to solve this, for example, as shown in FIG. 5 of Patent Document 1, a low-pass filter having a cutoff frequency in the vicinity of 0.3 Hz may be used.

Assuming that the low-pass filters having the characteristic of emphasizing the input of 0.3 Hz or less shown in FIG. 5 of Patent Document 1 are h ₁₁ (t) and h ₁₂ (t), y _f1 (t) is calculated by the following mathematical formula (t). It is represented by 17).

In the above formula (17), τ is time.

Further, assuming that the low-pass filters having the characteristic of emphasizing the input of 0.3 Hz or less shown in FIG. 5 of Patent Document 1 are h ₂₁ (t) and h ₂₂ (t), y _f2 (t) is as follows. It is expressed by the mathematical formula (18).

In the above formula (18), τ is time.

_{The evaluation function F 1} (φ ₁ (t)) for estimating the evaluation index of the ride comfort including the motion sickness of the front part 2a of the vehicle body 2 _{is the evaluation function f JT1} (t) related to the above-mentioned ride comfort. _{And the term y f1} (t), which is an evaluation function for motion sickness _{, are multiplied by (1-α 1} ) and α ₁ for weighting each term, and then each term is added. It is composed by matching. Specifically, the above formula (24) is substituted with the above formula (5) or the above formula (6).

The evaluation function F ₂ to estimate the ride comfort evaluation index including motion sickness of the rear portion 2b of the vehicle body _{2 (φ} 2 _(t)) is, f _JT2 an evaluation function relating to ride above ( Each term is multiplied by _{(1-α 2} ) and α ₂ for weighting each term in terms of t) and _{y f2} (t), which is an evaluation function for motion sickness. It is composed by adding up. Specifically, the above formula (25) is substituted with the above formula (7) or the above formula (8).

The values of the coefficients α ₁ and α ₂ required for the weighting can be arbitrarily set as long as they are 0 or more and 1 or less. by reducing the alpha ₁ and alpha ₂ of each value, term assessment of ride comfort function _{f JT1} (t) or _{f JT2} (t) is greater is reflected in the vehicle body inclination angle control, while the alpha ₁ and alpha _{If each value of 2 is increased, the term y f1} (t) or y _f2 (t), which is an evaluation function related to motion sickness, is largely reflected in the tilt angle control of the vehicle body.

For example, as shown in FIG. 6 of Patent Document 1, the weighting is shown from the graph showing the tendency of the left-right vibration acceleration to occur in the relaxation curve when the evaluation function is composed only of the evaluation function related to ride quality. When the coefficients α ₁ and α ₂ are 0, that is, when the inclination angle of the vehicle body is controlled not considering the passenger's motion sickness but only the riding comfort, the lateral vibration occurs on the entrance side and the exit side of the relaxation curve. Acceleration occurs, which can cause motion sickness. On the other hand, in the first embodiment, the lateral vibration acceleration shown in FIG. 6 of Patent Document 1, for example, can be reduced by considering the evaluation function related to motion sickness in addition to the evaluation function related to ride comfort.

_{Here, as shown in the following mathematical formula (26), the arithmetic processing unit 25 evaluates the evaluation function F 1} (φ ₁₎ for estimating the evaluation index of the riding comfort including the vehicle sickness of the front portion 2a of the vehicle body 2. (t)) and the first evaluation index obtained by integrating a constant interval, and the evaluation function F ₂ to estimate the ride comfort evaluation index including motion sickness of the rear portion 2b of the vehicle body 2 _{(phi 2 (t))} The target value of the inclination angle when the sum of the calculated first evaluation index and the second evaluation index is within a certain range, for example, the minimum value, calculated by calculating the second evaluation index obtained by integrating the above in a certain interval. The target value φ ₁ (t) and the target value φ ₂ (t) of the _{inclination angle are determined as the target value φ m 1} (t) and the target value φ _{m 2} (t).

At this time, the arithmetic processing unit 25 determines the evaluation function F ₁ (φ ₁ (t)) and the evaluation function F ₂ (φ ₂ (t)) under the conditions represented by the following mathematical formula (19).

As a result, as described above, the target value of the tilt angle at the position of the front trolley and the target value of the tilt angle at the position of the rear trolley are said to "do not twist (twist) the vehicle body". With the restraint condition imposed, the target value of the tilt angle that minimizes the sum of the value of the evaluation function of the vehicle motion at the position of the front trolley and the value of the evaluation function at the position of the rear trolley is set. Can be calculated.

Further, in order to prevent the target value φ _m1 (t) of the tilt angle and the target value φ _m2 (t) of the tilt angle from becoming unrealizable values, the target value φ _m1 (t) and the target value φ _m2 In (t), the functions g ₁ (φ _m1 (t)) and the function g ₂ (φ _m2 (t)) are g ₁ (φ _m1 (t)) ≦ 0 and g ₂ (φ _m2 (t)) ≦. It is determined so as to satisfy the conditional expression of 0. As such a function g ₁ (φ _m1 (t)) and a function g ₂ (φ _m2 (t)), for example, g ₁ (φ _m1 (t)) = | φ _m1 (t) | −γ and g ₂ (Φ _m2 t)) = | φ _m2 (t) | −γ (γ is a real number) and the like. According to these conditional expressions, it is possible to prevent the target value of the inclination angle from becoming an unrealizable angle of γ [°] or more.

_{The arithmetic processing unit 25 controls the operation unit 21a so that the target value φ m1} (t) determined by the above mathematical formula (26) and the actual tilt angle are equal to each other. _{Further, the arithmetic processing unit 25 controls the operation unit 21b so that the target value φ m2} (t) determined by the above mathematical formula (26) and the actual tilt angle are equal to each other. The actual tilt angle is fed back to the arithmetic processing unit 25.

Next, the procedure of the tilt angle control method for controlling the tilt angle of the vehicle body by using the tilt angle control device of the first embodiment will be described. FIG. 5 is a flow chart showing some steps of the tilt angle control method of the first embodiment. FIG. 6 is a diagram for explaining that the target value of the inclination angle is determined from the untraveled track data and the planned traveling condition in the inclination angle control method of the first embodiment. Note that FIG. 6 shows the front bogie 3a on behalf of the front bogie 3a and the rear bogie 3b. Further, in FIG. 6, the non-traveling path as the radius of curvature in the data eta (t), the radius of curvature R _{1 (t)} and the curvature radius R _{2 (t)} on behalf of curvature radius R ₁ and _(t) a radius of curvature Notated as R (t), as the shape variables included in the untraveled track data η (t), the shape variable C _s1 (t) was replaced with the cant C ₁ (t) and the shape variable C _s2 (t). The cant C ₁ (t) is referred to as the cant C (t) on behalf of the _{cant C 2 (t).} Moreover, are denoted in FIG. 6, the target value a target value phi _m1 (t) target value of the tilt angle phi _m1 a (t) and the target value phi _{m @ 2} (t) on behalf phi _m and (t).

In the inclination angle control method of the first embodiment, the track curvature data and the cant data of the traveling line section are acquired by a sensor mounted on the vehicle by the vehicle in advance by traveling in advance, and the data required for generation is acquired every 1 m in the vehicle. It is generated and stored as a database recorded in. Also, previously relative distance L _t before and after the truck since it is possible to grasp the difference ΔC cant due to a difference before and after the carriage position in each travel point, it is possible to grasp in advance the car top.

First, as shown in FIG. 6, the data acquisition processing unit 24 _{detects the point P c} of the front bogie 3a at the _{current t c} (step S1 in FIG. 5). In step S1, the data acquisition processing unit 24, the front position of the point _P 0, _{P 1} the carriage 3a arrives at time _{t 0, t 1, P 0} = P C + v c × T p , _{respectively, P} 1 = Calculate from P ₀ + v _c × T _0. The time T _p is longer than the total time of the response delay time in the operation time and operation unit 21 in the arithmetic processing unit 25.

Next, the data acquisition processing unit 24, from the database 22 about the shape of the entire line, non-travel line data concerning the shape of the line of non-driving section between the point P ₀ to the point P ₁ eta (t), the non-traveling Data acquisition processing for acquiring the planned traveling condition β (t) on the track of the section is performed (step S2 in FIG. 5). In the first embodiment, the planned running condition β (t) is the running speed v _c at the _{present time t c.}

Next, the arithmetic processing unit 25 performs arithmetic processing for determining the target value φ _m1 (t) of the inclination angle and the target value φ _m2 (t) of the inclination angle based on the result of the data acquisition processing (FIG. Step S3 of step 5). It should be noted that this arithmetic processing includes the following function determination processing (step S4 in FIG. 5) and target value determination processing (step S5 in FIG. 5).

In step S3, first, the arithmetic processing unit 25 performs a function determination process (step S4 in FIG. 5). The function determination process is included in the arithmetic processing performed by the arithmetic processing unit 25.

In step S4, the arithmetic processing unit 25 substitutes the untraveled track data η (t) and the planned traveling condition β (t) into the above formulas (9) to (12), and the front trolley 3a The first function determination process is performed to determine _{each vibration characteristic at the position as a function of the target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2.

For example, the arithmetic processing unit 25, the front position performs a process of generating the time sampling data of curvature of the line at the position of the carriage 3a radius R _{1 (t)} and shape variables C _{s1 (t)} (step S6 in FIG. 5) ..

_{Next, the arithmetic processing unit 25 sets the left-right acceleration y p1} (t), which is the acceleration in the width direction of the vehicle body 2 of the front portion 2a of the vehicle body 2 at the position of the front trolley 3a, at the position of the front trolley 3a. The radius of curvature R _{1 (t) of the track, the shape variable C s1} (t) of the track at the position of the front trolley 3a, the traveling speed v of the railroad vehicle 1, and the front of the vehicle body 2 at the position of the front trolley 3a. _{The first function determination process of determining the target value φ 1} (t) of the inclination angle of the portion 2a as a function is performed (step S11 in FIG. 5). Shape variables _C s1 (t) are either pre-position proportional to Kant _C 1 (t) of the line at the position of the carriage 3a, or, the curvature of the line at the position of the front position truck 3a radius _R 1 (t) Inversely proportional. In this step S11, the left-right acceleration y _p1 (t) can be determined as a function represented by the above mathematical formula (9).

Further, the arithmetic processing unit 25 sets the time change rate y _{p1 ′ (t) of the lateral acceleration y p1} (t) of the front portion 2a of the vehicle body 2 at the position of the front bogie 3a at the position of the front bogie 3a. The radius of curvature R ₁ (t) of the track, the rate of _{change of the radius of curvature R 1} (t) of _{the track at the position of the front bogie 3a R 1} ′ (t), the shape variable of the track at the position of the front bogie 3a C _s1 (t) the time rate of change _C s1 of '(t), the traveling speed v of the railcar 1 and the front position of the tilt angle of the vehicle body 2 of the front portion 2a at the position of the carriage 3a target value phi ₁ (t ), _{The first function determination process for determining as a function of φ 1} ′ (t) is performed (step S12 in FIG. 5). In this step S12, the time change rate y _p1 ′ (t) of the left-right acceleration y _p1 (t) can be determined as a function represented by the above mathematical formula (10).

_{Further, the arithmetic processing unit 25 sets the roll angular velocity θ p1} (t) of the front portion 2a of the vehicle body 2 at the position of the _{front bogie 3a to the shape variable C s1} (t) of the track at the position of the front bogie 3a. time rate of change _C s1 '(t), and, before position time change rate phi ₁ target value φ ₁ (t) of the inclination angle of the vehicle body 2 of the front portion 2a at the position of the carriage 3a' (t), a function of The first function determination process is performed (step S13 in FIG. 5). In this step S13, the roll angular velocity θ _p1 (t) can be determined as a function represented by the above equation (11).

_{Further, the arithmetic processing unit 25 sets the roll angular acceleration θ j1} (t) of the front portion 2a of the vehicle body 2 at the position of the _{front carriage 3a to the shape variable C s1} (t) of the track at the position of the front carriage 3a. time rate of change _C s1'' the time rate of change of _C s1 '(t) of (t), and, prior to position the target value of the tilt angle of the front portion 2a of the vehicle body 2 at the position of the carriage 3a φ ₁ (t) time change rate phi ₁ '(t) of the time change rate phi _1'' (t), performs the first function determination processing for determining as a function of (step S14 in FIG. 5). In this step S14, the roll angular acceleration θ _j1 (t) can be determined as a function represented by the above mathematical formula (12).

In step S4, the arithmetic processing unit 25 substitutes the untraveled track data η (t) and the planned traveling condition β (t) into the above formulas (13) to the above formula (16), and the rear trolley each vibration characteristics at the position of the 3b, performs the second function determination processing for determining as a function of the target value phi _{2 (t)} of the inclination angle of the vehicle body 2 of the rear portion 2b.

For example, the arithmetic processing unit 25 performs a process of generating a time-sampled data in the curvature of the line at the position of the succeeding carriage 3b radius R _{2 (t)} and shape variables C _{s2 (t)} (step S7 in FIG. 5) ..

_{Next, the arithmetic processing unit 25 sets the left-right acceleration y p2} (t), which is the acceleration in the width direction of the vehicle body 2 of the rear portion 2b of the vehicle body 2 at the position of the rear trolley 3b, at the position of the rear trolley 3b. The radius of curvature R _{2 (t) of the track, the shape variable C s2} (t) of the track at the position of the rear trolley 3b, the traveling speed v of the railway vehicle 1, and the rear of the vehicle body 2 at the position of the rear trolley 3b. target value of the inclination angle of the portion 2b phi _{2 (t),} performs the second function determination processing for determining as a function of (step S15 in FIG. 5). When the shape variable C _{s1 (t) is proportional to the track cant C 1} (t) at the position of the front carriage 3a, the shape variable C _s2 (t) is the track cant at the position of the rear carriage 3b. When _{the shape variable C s1 (t) is proportional to C 2} (t) and the shape variable C _{s1 (t) is inversely proportional to the radius of curvature R 1} (t) of the track at the position of the front carriage 3a, the shape variable C _s2 (t) is rear. It is inversely proportional to the _{radius of curvature R 2} (t) of the track at the position of the carriage 3b. In this step S15, the left-right acceleration y _p2 (t) can be determined as a function represented by the above mathematical formula (13).

Further, the arithmetic processing unit 25 sets the time change rate y _p2 ′ (t) of _{the lateral acceleration y p2} (t) of the rear portion 2b of the vehicle body 2 at the position of the rear carriage 3b at the position of the rear carriage 3b. The radius of curvature R ₂ (t) of the track, the rate of _{change R 2 ′ (t) of the radius of curvature R 2} (t) of the track at the position of the rear trolley 3b, and the shape variable of the track at the position of the rear trolley 3b. C _s2 (t) the time rate of change _C s2 of '(t), the traveling speed v of the railcar 1 and the target value of the inclination angle of the rear portion 2b body 2 at the position of the succeeding carriage 3b phi ₂ (t ) the time change rate phi ₂ of the '(t), performs the second function determination processing for determining as a function of (step S16 in FIG. 5). In this step S16, the time change rate y _p2 ′ (t) of the left-right acceleration y _p2 (t) can be determined as a function represented by the above mathematical formula (14).

_{Further, the arithmetic processing unit 25 sets the roll angular velocity θ p2} (t) of the rear portion 2b of the vehicle body 2 at the position of the rear _{trolley 3b to the shape variable C s2} (t) of the line at the position of the rear trolley 3b. time rate of change _C s2 '(t), and the time change rate phi ₂ of the target value of the inclination angle of the rear portion 2b body 2 at the position of the succeeding carriage _{3b φ 2 (t)' (} t), a function of The second function determination process is performed (step S17 in FIG. 5). In this step S17, the roll angular velocity θ _p2 (t) can be determined as a function represented by the above equation (15).

_{Further, the arithmetic processing unit 25 sets the roll angular acceleration θ j2} (t) of the rear portion 2b of the vehicle body 2 at the position of the rear _{trolley 3b to the shape variable C s2} (t) of the track at the position of the rear trolley 3b. time rate of change _C s2'' the time rate of change of _C s2 '(t) of (t), and the target value of the inclination angle of the rear portion 2b body 2 at the position of the succeeding carriage 3b phi ₂ (t) time rate phi ₂ 'time rate phi _2'' in (t) (t), performs the second function determination processing for determining as a function of (step S18 in FIG. 5). In this step S18, the roll angular acceleration θ _j2 (t) can be determined as a function represented by the above mathematical formula (16).

_{In this step S4, next, the arithmetic processing unit 25 uses the evaluation function f JT1} (t) for evaluating the riding comfort of the front portion 2a of the vehicle body 2 at the position of the front trolley 3a with the left-right acceleration y _p1 (t). , lateral acceleration _y p1 time rate _y p1 of (t) '(t), the roll angular velocity θ _p1 (t), the roll angle acceleration theta _j1 (t), lateral acceleration _y p2 (t), lateral acceleration _y p2 (t ), The first function determination process of determining as a function of the time change rate y _p2 ′ (t), the roll angular velocity θ _p2 (t), and the roll angular acceleration θ _j2 (t) is performed (step S19 in FIG. 5). .. In this step S19, the evaluation function f _JT1 (t) can be determined as the function represented by the above formula (5) or the above formula (6). The evaluation function f _JT1 (t) for evaluating the riding comfort can be set based on the riding comfort evaluation index in the relaxation curve.

_{In step S4, the arithmetic processing unit 25 also applies} an evaluation function f JT2 (t) for evaluating the riding comfort of the rear portion 2b of the vehicle body 2 at the position of the rear trolley 3b, with lateral acceleration y _p1 (t). Time change rate of left-right acceleration y _{p1 (t) y p1} '(t), roll angular velocity θ _p1 (t), roll angular acceleration θ _j1 (t), left-right acceleration y _p2 (t), left-right acceleration y _p2 (t) The second function determination process of determining as a function of the time change rate y _p2 ′ (t), the roll angular velocity θ _p2 (t), and the roll angular acceleration θ _j2 (t) is performed (step S20 in FIG. 5). When evaluated in step S19 function _{f JT1} a (t) is determined as a function represented by the equation (5), the function in step S20, the evaluation function _{f JT2} (t), represented by the above formula (7) determined as, when evaluated in step S19 function _{f JT1} a (t) is determined as a function represented by the equation (6), in step S20, the evaluation function _{f JT2} a (t), the above equation (8) It can be determined as a function to be represented. The evaluation function f _JT2 (t) for evaluating the riding comfort can be set based on the riding comfort evaluation index in the relaxation curve.

_{In this step S4, next, the arithmetic processing unit 25 sets the evaluation function y f1} (t) for evaluating the motion sickness of the front portion 2a of the vehicle body 2 at the position of the front carriage 3a to the left-right acceleration y _p1 (t). And, the first function determination process of determining as a function of the left-right acceleration y _p2 (t) is performed (step S21 in FIG. 5). In this step S21, the evaluation function y _f1 (t) can be determined as a function represented by the above mathematical formula (17).

_{In step S4, the arithmetic processing unit 25 also uses the evaluation function y f2} (t) for evaluating the vehicle sickness of the rear portion 2b of the vehicle body 2 at the position of the rear trolley 3b, with the left-right acceleration y _p1 (t). Then, a second function determination process for determining as a function of the left-right acceleration y _p2 (t) is performed (step S22 in FIG. 5). In this step S22, the evaluation function y _f2 (t) can be determined as a function represented by the above mathematical formula (18).

In this step S4, next, the arithmetic processing unit 25 is an evaluation function that is the sum of _{the evaluation function f JT1} (t) weighted by the weighting coefficient and the evaluation function y _{f1 (t) weighted by the weighting coefficient.} The first function determination process for determining F ₁ (φ ₁ (t)) is performed (step S23 in FIG. 5).

In step S4, the arithmetic processing unit 25 also uses the evaluation function F, which is the sum of _{the evaluation function f JT2} (t) weighted by the weighting coefficient and the evaluation function y _{f2 (t) weighted by the weighting coefficient. 2} a second function determination processing for determining (phi ₂ (t)) (step S24 in FIG. 5).

When the evaluation function f _JT1 (t) is determined as the function represented by the above formula (5) in _{step S19, the arithmetic processing unit 25 determines in step S23 the evaluation function F 1 represented by the above formula (1).} (Φ ₁ (t)) is determined, and in step S24, the evaluation function F ₂ (φ ₂ (t)) represented by the above mathematical formula (3) can be determined.

Further, when the evaluation function f _JT1 (t) is determined as the function represented by the above mathematical formula (6) in step S19, the arithmetic processing unit 25 determines in step S23 the evaluation function represented by the above mathematical formula (2). F ₁ (φ ₁ (t)) can be determined, and in step S24, the evaluation function F ₂ (φ ₂ (t)) represented by the above mathematical formula (4) can be determined.

Further, in step S3, the arithmetic processing unit 25 then performs a target value determination process (step S5 in FIG. 5). The target value determination process is included in the arithmetic processing performed by the arithmetic processing unit 25.

In step S5, the arithmetic processing unit 25 targets the inclination angle when the sum _{of the evaluation function F 1} (φ ₁ (t)) and the evaluation function F ₂ (φ _{2 (t)) is minimized.} The value φ ₁ (t) and the target value φ ₂ (t) of the _{inclination angle are calculated as the target value φ m 1} (t) and the target value φ _{m 2} (t). Specifically, the arithmetic processing unit 25, a predetermined time _{T 0} and the first evaluation index obtained by integrating the value of the evaluation in (see FIG. 6) function _{F 1} (phi ₁ (t)), a predetermined time _{T 0} (Fig. 6 see) and a second evaluation index obtained by integrating the value of the evaluation function F _{2 (phi 2 (t))} in the calculated first evaluation index is calculated and the minimum value sum is the second evaluation index when made, the target value of the inclination angle phi ₁ (t), and the target value phi ₂ (t) of the inclination angle, the based on the equation (26), the target value phi _m1 (t) and the target value phi _{m @ 2} The target value determination process for determining as (t) is performed. That is, as shown in the above equation (26), the arithmetic processing unit 25 has a _{first evaluation index obtained by integrating the evaluation function F 1} (φ ₁ (t)) in a certain interval and the evaluation function F ₂ (φ ₂ (t)). )) Is calculated over a certain interval, and the sum of the calculated value of the first evaluation index and the second evaluation index is within a certain range, for example, the minimum value. The target value determination process is performed to determine the target value φ ₁ (t) for the angle and the target value φ ₂ (t) for the _{inclination angle as the target value φ m 1} (t) and the target value φ _{m 2 (t) (FIG.} 6).

Further, as will be described with reference to FIG. 9 described later, preferably, at a certain time, the value obtained by subtracting the cant of the track at the position of the front trolley 3a from the cant of the track at the position of the rear trolley 3b is obtained. If positive, the absolute value of the track cant at the position of the front trolley 3a minus the cant of the track at the position of the rear trolley 3b at that time is the absolute value at the position of the front trolley 3a. The value subtracted from the upper limit of the target value of the inclination angle when the cant of the track is equal to the cant of the track at the position of the rear trolley 3b is the target value of the inclination angle of the front part 2a of the vehicle body 2 with respect to the front trolley 3a. Is the actual upper limit of.

Further, as will be described with reference to FIG. 9 described later, preferably, at a certain time, the value obtained by subtracting the cant of the track at the position of the front trolley 3a from the cant of the track at the position of the rear trolley 3b is obtained. If it is negative, the absolute value of the track cant at the position of the front trolley 3a minus the cant of the track at the position of the rear trolley 3b at that time is the absolute value at the position of the front trolley 3a. The value added to the lower limit of the target value of the inclination angle when the cant of the track is equal to the cant of the track at the position of the rear trolley 3b is the target value of the inclination angle of the front part 2a of the vehicle body 2 with respect to the front trolley 3a. Is the actual lower limit of.

_{According to the inclination angle control method of the first embodiment, the evaluation function F 1} (φ ₁ (t)) for estimating the evaluation index of the riding comfort including the motion sickness of the front portion 2a of the vehicle body 2 is used. It is determined as a function having _{a target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front trolley 3a as a variable. Moreover, the evaluation function F ₂ to estimate the ride comfort evaluation index including motion sickness of the rear portion 2b of the vehicle body _{2 (φ 2 (t))} , position carriage 3b after the rear portion 2b of the vehicle body 2 It is determined as a function having the target value φ _{2 (t) of the inclination angle with respect to.} Then, the integrated value of the evaluation function F ₁ (φ ₁ (t)), that is, the estimated value of the first evaluation index and the integrated value of the evaluation function F ₂ (φ ₂ (t)), that is, the estimated value of the second evaluation index. _{The target value φ 1} (t) of the tilt angle and the target value φ ₂ (t) of the _{tilt angle are set to the target value φ m 1} (t) and the target, respectively, so that the sum of and is included in a certain range. Determined in advance as a value φ _{m2 (t).}

Therefore, even when the inclination angle is controlled in advance, unlike the conventional case, in two parts of the vehicle interior space located directly above each of the front bogie 3a and the rear bogie 3b, the untraveled section is actually carried out. It is possible to surely improve the riding comfort when the railroad vehicle 1 travels on the railroad track, and it is possible to effectively prevent the occurrence of motion sickness of passengers.

_{Further, since the target value φ m1} (t) of the inclination angle and the target value φ _m2 (t) of the inclination angle are determined before the railway vehicle 1 travels on the track in the non-traveling section, the vehicle body. Without delaying the time when 2 becomes tilted, the vehicle body 2 is surely tilted according to the change in the shape of the track, and is located directly above each of the front trolley 3a and the rear trolley 3b in the vehicle interior space. Riding comfort can be improved in two parts.

The evaluation function _{F 1 (φ 1 (t)} ) lateral acceleration _y p1 of the front portion 2a of the vehicle body 2 in (t), the time rate of change of the lateral acceleration _y p1 (t) of the front portion 2a of the vehicle body 2 _{y j1} ( t), the roll angular velocity θ _p1 (t) of the front portion 2a of the vehicle body 2 and the roll angular acceleration θ _{j1 (t) of the front portion 2a of the vehicle body 2, respectively, are the untraveled track data η 1} (t) at the position of the front carriage 3a. It is used as an approximate expression consisting of t) and the planned running condition β _{1 (t).} The evaluation function _{F 2 (φ 2 (t)} ) the left and right of the vehicle body 2 of the rear portion 2b of the acceleration _y p2 (t), the time rate of change of the lateral acceleration _y p2 (t) of the vehicle body 2 of the rear portion 2b _{y j2} ( t), the roll angular velocity θ _p2 (t) of the rear portion 2b of the vehicle body 2 and the roll angular acceleration θ _{j2 (t) of the rear portion 2b of the vehicle body 2, respectively, are the untraveled track data η 2} (t) at the position of the rear carriage 3b. It is used as an approximate expression consisting of t) and the planned running condition β _{2 (t).}

Therefore, in the two parts of the vehicle interior space located directly above each of the front bogie 3a and the rear bogie 3b, the estimated value of the ride quality evaluation index is set to the target value φ _m1 (t) of the inclination angle and the target value φ m1 (t) of the inclination angle. , The target value of the tilt angle φ _m2 (t) can be determined in advance. Therefore, in the two parts of the vehicle interior space located directly above each of the front bogie 3a and the rear bogie 3b, the target value φ of the inclination angle is included so that the estimated value of the evaluation index is included in a certain range. _{The target value of m1} (t) and the inclination angle φ _m2 (t) can be determined in advance.

In the first embodiment, it has been described that the _{calculation processing is performed every T 0} for a certain period of time by using the track of the section in which the railway vehicle 1 should travel within _{the fixed time T 0 as the track of the non-traveling section.} Not limited to, for example, as shown in FIG. 7 described later in the second embodiment, _{the track of the section in which the railway vehicle 1 should travel within the time T 0} + T ₁ is set as the track of the non-traveling section, and the arithmetic processing is performed for a certain period of time T. _It may be performed every 0. _{In this case, within the time T 1 in which the target value φ m1} (t) is determined by the previous arithmetic processing and the current arithmetic processing _{in an overlapping manner, the target value φ m1} (t) by the previous arithmetic processing is determined. It is preferable to incline the vehicle body 2 according to the above.

In the tilt angle control device of the first embodiment, in step S23 and step S24, the arithmetic processing unit 25 starts from the value _{of the track shape variable C s2 (t) at the position of the rear trolley 3b at a certain time. The value obtained by subtracting the value of the track shape variable C s1} (t) at the position of the front trolley 3a in 1 and dividing the value obtained by dividing the value obtained by dividing the value obtained by dividing the value obtained by dividing the value by the track G of the track, The value obtained in addition to the target value φ _{1 (t) of the tilt angle of the above becomes equal to the target value φ 2} (t) of the tilt angle of the rear portion 2b of the vehicle body 2 at the position of the rear track 3b at that time. Under the conditions, the evaluation function F ₁ (φ ₁ (t)) and the evaluation function F ₂ (φ _{2 (t)) are determined, and the target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 and the evaluation function F 2 (t), and _{The target value φ 2} (t) of the inclination angle of the rear portion 2b of the vehicle body 2 is determined (calculated).

That is, in step S23 and step S24, the arithmetic processing unit 25 has the evaluation function F ₁ (φ ₁ (t)) and the evaluation function F ₂ (φ ₂ (t)) under the conditions represented by the following mathematical formula (19). ) Is determined.

As shown in the above formula (19), in the tilt angle control device of the first embodiment, the target value φ ₂ (t) of the tilt angle of the rear portion 2b of the vehicle body 2 at a certain time is set to the target value φ2 (t) of the vehicle body 2 at that time. _{Using the target value φ 1} (t) of the inclination angle of the front portion 2a and, for example, the difference ΔC of the cant, which is the difference in the shape variable of the track between the two positions of the front carriage 3a and the rear carriage 3b. Therefore, it is expressed as φ ₂ (t) = φ ₁ (t) + ΔC / G. As a result, the target value φ ₁ (t) and the target value φ _{2 (t) are evaluated as the evaluation function F 1} (φ ₁ (t)) under the constraint condition that “the vehicle body is not twisted”. _{The target value φ 1} (t) and the target value φ ₂ (t) that minimize the sum with the function F ₂ (φ _{2 (t)) can be determined.}

As a result, the target value of the inclination angle of the front portion 2a of the vehicle body 2 that minimizes _{the evaluation function F 1} (φ _{1 (t)) and the vehicle body 2 that minimizes the evaluation function F 2} (φ ₂ (t)). Compared to the case where the target value of the tilt angle of the rear portion 2b of is separately searched and determined, the calculation load of the computer can be significantly reduced, and the tilt angle and the tilt angle can be the respective target values. It is possible to control the tilt angle in a short time. Further, as the determined target values of the inclination angles of the front portion 2a and the rear portion 2b, the motion sickness index at the two positions of the front bogie 3a and the rear bogie 3b and the ride comfort index in the relaxation curve are the best, respectively. It is calculated as the target value of the tilt angle adjusted as described above.

Further, according to the first embodiment, it is possible to suppress an unnecessary generated force by the actuator for tilting the vehicle body, so that the amount of air used to control the actuator can be reduced.

Further, according to the first embodiment, since the inclination angle at which the vehicle body is tilted can be controlled without twisting the vehicle body, unnecessary load on each part of the vehicle body or the bogie can be reduced. As a result, it is possible to improve the vibration riding comfort of passengers in the vehicle.

Further, according to the first embodiment, when the vehicle body of the railway vehicle traveling on the relaxation curve is tilted, the wheel load loss occurs in which the wheel load of some of the wheels is reduced. It can be prevented or suppressed.

Further, according to the first embodiment, the motion sickness index and the ride comfort index in the relaxation curve are the best in the two portions of the vehicle interior space located directly above each of the front bogie 3a and the rear bogie 3b. The tilt angle can be controlled so as to be.

In the first embodiment, as described above, the shape variable C _s1 (t) of the track at the position of the front bogie 3a is proportional to _{the cant C 1 (t) of the track at the position of the front bogie 3a.} or, inversely proportional to the previous position of the line at the position of the carriage 3a curvature radius R _{1 (t).} Further, when the shape variable C _{s1 (t) of the track at the position of the front trolley 3a is proportional to the cant C 1} (t) of the track at the position of the front trolley 3a, the track at the position of the rear trolley 3b. The shape variable C _{s2 (t) of is proportional to the cant C 2} (t) of the track at the position of the rear trolley 3b, and _{the shape variable C s1} (t) of the track at the position of the front trolley 3a is the front position. When inversely proportional to the _{radius of curvature R 1} (t) of the track at the position of the trolley 3a, _{the shape variable C s2} (t) of the track at the position of the rear trolley 3b is the curvature of the track at the position of the rear trolley 3b. It is inversely proportional to the radius R _{2 (t).}

Preferably, the shape variable C _s1 (t) of the track at the position of the front bogie 3a is equal to the cant of the track in the untraveled section, that is, the cant C _{1 (t) of the track at the position of the front bogie 3a.} .. _{In such a case, the shape variable C s1} (t) of the track at the position of the front bogie 3a is expressed by the following mathematical formula (20). The shape variable _C s1 (t) may be a value obtained by multiplying a coefficient to cant _C 1 (t).

Preferably, the track shape variable C _s2 (t) at the position of the rear bogie 3b is equal to the cant of the track in the untraveled section, that is, the cant C _{2 (t) of the track at the position of the rear bogie 3b.} .. _{In such a case, the shape variable C s2} (t) of the track at the position of the rear bogie 3b is expressed by the following mathematical formula (21). The shape variable C _s2 (t) may be a value obtained by multiplying the _{cant C 2 (t) by a coefficient.}

On the other hand, as the shape variable C _s1 (t) of the track at the position of the front bogie 3a, the track at the position of the front bogie 3a is replaced with _{the cant C 1 (t) of the track at the position of the front bogie 3a.} An amount inversely proportional to the radius of curvature R ₁ (t) of may be used as a virtual cant. When the virtual cant is used, the shape variable C _s1 (t) of the track at the position of the front bogie 3a is expressed by the following mathematical formula (22).

In the above mathematical formula (22), β is a coefficient.

Further, as the shape variable C _s2 (t) of the track at the position of the rear bogie 3b, the track at the position of the rear bogie 3b is replaced with _{the cant C 2 (t) of the track at the position of the rear bogie 3b.} An amount inversely proportional to the radius of curvature R ₂ (t) of may be used as a virtual cant. When the virtual cant is used, the shape variable C _s2 (t) of the track at the position of the rear bogie 3b is expressed by the following mathematical formula (23).

In the above mathematical formula (23), β is a coefficient.

_{As a result, even if the cant C 1} (t) of the track at the position of the front carriage 3a cannot be obtained _{, the target value φ 1} (t) _{of the inclination angle that minimizes the evaluation function F 1} (φ ₁ (t)) is obtained. Can be determined. _{Further, even if the cant C 2} (t) of the track at the position of the rear trolley 3b cannot be obtained _{, the target value φ 2} (t) of the _{inclination angle that minimizes the evaluation function F 2} (φ ₂ (t)) is set. Can be decided. Therefore, the sensor configuration of the tilt angle control device can be simplified.

(Embodiment 2)
Next, the tilt angle control device and the tilt angle control method according to the second embodiment will be described. In the tilt angle control device and the tilt angle control method of the second embodiment, the database discretely stores the data related to the shape of the line, repeats the data acquisition process and the calculation process, and performs the previous calculation process and the current calculation process. It differs from the tilt angle control device and the tilt angle control method of the first embodiment in that the target value of the tilt angle is determined in duplicate between the two. Hereinafter, the points different from the tilt angle control device and the tilt angle control method of the first embodiment will be described in detail, and other points are the same as those of the tilt angle control device and the tilt angle control method of the first embodiment. Therefore, the description thereof will be omitted.

As shown in FIGS. 2 and 3, the inclination angle control device 20a of the second embodiment is provided in the railway vehicle 1a and includes an operation unit 21, a database 22a, and a processing unit 23a. The processing unit 23a includes a data acquisition processing unit 24a and an arithmetic processing unit 25a. Since the operating unit 21 is the same as the operating unit 21 included in the tilt angle control device 20 of the first embodiment, the description thereof will be omitted.

The database 22a discretely stores data related to the shape of the track, and more specifically, as will be described later with reference to FIG. 7, the planned running speed (running speed) v is within the _{time T 0} + T _1. The untraveled track data corresponding to the points for each distance [m] traveled by the railway vehicle 1a are stored in order.

The arithmetic processing unit 25a uses the following formula (27) instead of the above formula (26) when determining _{the target value φ m1} (t) for the tilt angle and the target value φ _{m2 (t) for the tilt angle.} Is different from the arithmetic processing unit 25 of the first embodiment.

Further, when substituting the above formula (17) into the above formula (27), y _f1 (i) of the above formula (17) is 0.3 Hz or less for each of _{h 11} (i) and h _{12 (i).} The following FIR filter that emphasizes the signal (2n + 1) is expressed by the following mathematical formula (28).

In the above mathematical formula (28), m is a natural number.

Further, when substituting the above formula (18) into the above formula (27), y _f2 (i) of the above formula (18) is 0.3 Hz or less for each of _{h 21} (i) and h _{22 (i).} The next FIR filter that emphasizes the signal (2n + 1) is expressed by the following mathematical formula (29).

In the above formula (29), m is a natural number.

In the second embodiment, n = 1 is set, and each of the function g ₁ (φ _m1 (t)) and the function g ₂ (φ _m2 (t)) is set to the target value of the inclination angle φ ₁ (φ 1 (t)). in case of a linear function of the target value phi _{2 (t)} of t) and angle of inclination, since the above equation (24) and equation (25) becomes linear quadratic programming problem, the target value of the inclination angle phi _m1 ( t) and the target value φ _m2 (t) of the inclination angle can be easily calculated.

The time change rate phi ₁ of the target value of the inclination angle phi ₁ (t) '(t), and the time change rate phi ₁ target value phi ₁ (t)' time change rate phi _1'' of (t) (T) is approximated by the following mathematical formulas (30) and (31), respectively. As a result, the evaluation function F ₁ (φ ₁ (t)) includes the first-order difference and the second-order difference with _{respect to the target value φ 1 (t) of the inclination angle.}

The time change rate phi ₂ of the target value of the tilt angle phi ₂ (t) '(t), and the time change rate phi ₂ target values phi ₂ (t)' time rate phi _2'' in (t) (T) is approximated by the following mathematical formulas (32) and (33), respectively. As a result, the evaluation function F ₂ (φ ₂ (t)) includes the first-order difference and the second-order difference with _{respect to the target value φ 2 (t) of the inclination angle.}

In the above equation (30) to the equation (33), a _{Δt i = Δx i / v,} Δx i is the i-1 th Not running line data of the non-running line shape is shown point and i th It is the distance [m] from the point of the untraveled track whose shape is indicated by the untraveled track data. Also, i is a positive integer.

Further, the time change rate R ₁ ′ (t) of the radius of curvature R ₁ (t) of the track at the position of the front trolley 3a, and _{the time change of the shape variable C s1} (t) of the track at the position of the front trolley 3a. rate _C s1 '(t), and, before position time rate of change of shape variables of the line at the position of the carriage _{3a C s1 (t) C s1} ' time rate of change _C s1'' of (t) (t) is They are approximated by the following mathematical formulas (34) to (36), respectively. The shape variable C _s1 (t) is _{proportional to the cant C 1} (t) of the track at the position of the front carriage 3a, or inversely proportional to the _{radius of curvature R 1 (t) of the track at the position of the front carriage 3a.} This is the same as in the first embodiment.

The time variation of the time rate _R 2 of curvature of the line at the position of the succeeding carriage 3b radius _{R 2 (t) '(t} ), shape variables of the line at the position of the succeeding carriage 3b _C s2 (t) rate _C s2 '(t), and, succeeding the time rate of change _C s2 shape variables of the line at the position of the carriage 3b _C s2 (t)' time change rate _C s2'' of (t) (t) is They are approximated by the following mathematical formulas (37) to (39), respectively. The shape variable C _s2 (t) is _{proportional to the cant C 2} (t) of the track at the position of the rear trolley 3b, or inversely proportional to the _{radius of curvature R 2 (t) of the track at the position of the rear trolley 3b.} This is the same as in the first embodiment.

Next, the procedure of the tilt angle control method of the second embodiment will be described. FIG. 7 is a diagram showing target values of tilt angles that are duplicately determined in the tilt angle control method of the second embodiment. FIG. 8 is a diagram showing a procedure for forming a target value pattern of the inclination angle according to the track shape in the inclination angle control method of the second embodiment. 8 (a) shows the curvature of the line, FIG. 8 (b) shows the cant of the line, and FIGS. 8 (c) to 8 (g) show the target value pattern determined sequentially. Note that FIGS. 7 and 8 show the front bogie 3a on behalf of the front bogie 3a and the rear bogie 3b. Further, in the second embodiment, the railway vehicle 1a is assumed to travel on a track in a non-traveling section having a shape as shown in FIGS. 8 (a) and 8 (b). Further, in FIG. 7, are denoted target phi _m (t) and the target value phi _m1 (t) and the target value phi _{m @ 2} (t) tilt angle target value phi _m1 (t) on behalf of.

In the tilt angle control method of the second embodiment, after performing the same steps as in step S1 of FIG. 5, the data acquisition processing unit 24a is shown in FIG. 7 as a step corresponding to step S2 of FIG. , Data acquisition to acquire the untraveled track data η (t) regarding the shape of the track of the untraveled section scheduled to travel within the time T ₀ + T _{1 and the planned traveling condition β (t) on the track of the untraveled section.} Perform processing. The fixed time T ₀ can be set to 3 [seconds], and the time T ₁ can be set to 1 [seconds]. The planned running condition β (t) in this case is the running speed at the _{current t c.}

Next, as a step corresponding to step S3 in FIG. 5, the arithmetic processing unit 25a has a target value φ _m1 (t) for the tilt angle and a target value φ _m2 (t) for the tilt angle based on the result of the data acquisition process. Performs arithmetic processing to determine t). It should be noted that this arithmetic processing includes the following function determination processing (corresponding to step S4 in FIG. 5) and target value determination processing (corresponding to step S5 in FIG. 5).

In the step corresponding to step S3 in FIG. 5, first, the arithmetic processing unit 25a performs a function determination process as a step corresponding to step S4 in FIG.

In the step corresponding to step S4 in FIG. 5, the arithmetic processing unit 25a performs the steps corresponding to steps S11 to S14 in FIG. 5, and the untraveled line data η (t) and the planned traveling condition β (t). Is substituted into the above formulas (9) to (12), and each vibration characteristic at the position of the front carriage 3a is _{a function of the target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2. Performs the process of determining as. At this time, _{regarding the values of φ 1} ′ (t), φ _{1 ″} (t), R ₁ ′ (t), C _s1 ′ (t) and C _s1 ′ ′ (t), the above mathematical formula (30), Approximate values based on the above formula (31) and the above formulas (34) to (36) are used.

Further, the arithmetic processing unit 25a performs steps corresponding to steps S15 to S18 in FIG. 5 to obtain the untraveled track data η (t) and the planned traveling condition β (t) from the above mathematical formula (13) to the above. substituted into equation (16), each vibration characteristics at the position of the succeeding carriage 3b, performs a process of determining, as a function of the target value phi _{2 (t)} of the inclination angle of the vehicle body 2 of the rear portion 2b. At this time, _{regarding the values of φ 2} ′ (t), φ _{2 ″} (t), R ₂ ′ (t), C _s2 ′ (t) and C _{s2 ″} (t), the above mathematical formula (32), Approximate values based on the above formula (33) and the above formulas (37) to (39) are used.

In the step corresponding to step S4 in FIG. 5, the arithmetic processing unit 25a then performs the step corresponding to step S19 in FIG. 5 to ride the front portion 2a of the vehicle body 2 at the position of the front carriage 3a. The evaluation function f _{JT1 (t) for evaluating comfort is subjected to} the time change rate y _p1 ′ (t) of the left-right acceleration y _p1 (t) and the left-right acceleration y _p1 (t), the roll angular velocity θ _p1 (t), and the roll angular acceleration. θ _j1 (t), left-right acceleration y _p2 (t), left-right acceleration y _p2 (t) time change rate y _p2 ′ (t), roll angular velocity θ _p2 (t), and roll angular acceleration θ _j2 (t) Performs the process of determining as a function of.

Further, the arithmetic processing unit 25a performs a step corresponding to step S20 in FIG. 5 to perform an evaluation function f _JT2 (t) for evaluating the riding comfort of the rear portion 2b of the vehicle body 2 at the position of the rear trolley 3b. Left-right acceleration y _p1 (t), left-right acceleration y _p1 (t) time change rate y _p1 ′ (t), roll angular velocity θ _p1 (t), roll angular acceleration θ _j1 (t), left-right acceleration y _p2 (t) , The time change rate y _p2 ′ (t) of the left-right acceleration y _p2 (t), the roll angular velocity θ _p2 (t), and the roll angular acceleration θ _j2 (t).

In the step corresponding to step S4 of FIG. 5, the arithmetic processing unit 25a then performs the step corresponding to step S21 of FIG. 5, and the vehicle of the front portion 2a of the vehicle body 2 at the position of the front carriage 3a. _{A process of determining the evaluation function y f1} (t) for evaluating motion sickness as a function of the left-right acceleration y _p1 (t) and the left-right acceleration y _p2 (t) is performed.

Further, the arithmetic processing unit 25a performs a step corresponding to step S22 in FIG. 5 to perform an evaluation function y _f2 (t) for evaluating motion sickness of the rear portion 2b of the vehicle body 2 at the position of the rear bogie 3b. The process of determining as a function of the left-right acceleration y _p1 (t) and the left-right acceleration y _{p2 (t) is performed.}

In the step corresponding to step S4 of FIG. 5, the arithmetic processing unit 25a then performs the step corresponding to step S23 of FIG. 5, and the evaluation function f _JT1 (t) weighted by the weighting coefficient and the weighting are performed. _{The evaluation function F 1} (φ ₁ (t)), which is the sum of the evaluation function y _{f1 (t) weighted by the coefficient, is determined.}

Further, the arithmetic processing unit 25a performs a step corresponding to step S24 in FIG. 5, _{and obtains} an evaluation function f JT2 (t) weighted by a weighting coefficient and an evaluation function y _f2 (t) weighted by a weighting coefficient. , determines an evaluation is the sum of the function _{F 2 (φ 2 (t)} ).

Further, in step S3, the arithmetic processing unit 25a then performs a target value determination process as a step corresponding to step S5 in FIG.

In the step corresponding to step S5 in FIG. 5, the arithmetic processing unit 25a and the first evaluation index obtained by integrating the values _{of the evaluation function F 1} (φ _{1 (t)) within T 0} (see FIG. 7) for a certain period of time. the first evaluation index and second evaluation index and second evaluation index, was calculated, which is calculated by integrating the value of the predetermined time T ₀ rating in _(see FIG. 7) in the function F _{2 (phi 2 (t))} When the sum of and is the minimum value, the target value φ ₁ (t) of the tilt angle and the target value φ _{2 (t) of the tilt angle are set to the target value φ m 1} (27) based on the above formula (27). The target value determination process for determining t) and the target value φ _m2 (t) is performed (see FIG. 7). As a result, the target value pattern consisting _{of the target value φ m1} (t) and the target value φ _{m2 (t) at each time point is determined.}

In this way, as shown in FIGS. 8 (c) to 8 (g), the tilt angle control device 20a _{repeats the data acquisition process and the calculation process at T 0} intervals for a certain period of time, and the previous calculation process and the current calculation process are repeated. between the operation processing to determine duplicate target value φ _{m1 (t)} of the inclination angle of the time T _1, Similarly, the overlapping determines the target value of the inclination angle φ _{m2 (t).} The planned running condition β (t) in each function determination process is set as a fixed condition.

Here, the tilt angle control device 20a determines the target value based on the result of the previous arithmetic processing in each of the plurality of arithmetic processings, and the evaluation function F ₁ (φ ₁ (t)) is used. Includes the first-order difference and the second-order difference with respect to the target value φ _{1 (t) of the tilt angle, and the evaluation function F 2} (φ ₂ (t)) relates to the target value φ ₂ (t) of the tilt angle. Since the first-order difference and the second-order difference are included, _{within the time T 1 in which the target value φ m1} (t) is determined in duplicate, the target value by the previous arithmetic processing and the target value by the current arithmetic processing Will be the same without being different values. As a result, the _{target value pattern consisting of the target value φ m1} (t) at each time point is continuously determined over all the traveling sections. The same applies to the target value φ _m2 (t).

Then, the operating unit 21 executes the tilting process of tilting the vehicle body 2 in accordance with the determined target value φ _{m1 (t). Within the time T 1} in which the target value φ _m1 (t) is determined to overlap, the operating unit 21 tilts the vehicle body 2 in accordance with the _{target value φ m 1} (t) obtained by the previous arithmetic processing. The same applies to the target value φ _m2 (t).

_{According to the inclination angle control method of the second embodiment, the evaluation function F 1} (φ ₁ (t)) for estimating the evaluation index of the riding comfort including the motion sickness of the front portion 2a of the vehicle body 2 is used. It is determined as a function having _{a target value φ 1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front trolley 3a as a variable. Moreover, the evaluation function F ₂ to estimate the ride comfort evaluation index including motion sickness of the rear portion 2b of the vehicle body _{2 (φ 2 (t))} , position carriage 3b after the rear portion 2b of the vehicle body 2 It is determined as a function having the target value φ _{2 (t) of the inclination angle with respect to.} Then, the integrated value of the evaluation function F ₁ (φ ₁ (t)), that is, the estimated value of the first evaluation index and the integrated value of the evaluation function F ₂ (φ ₂ (t)), that is, the estimated value of the second evaluation index. _{The target value φ 1} (t) of the tilt angle and the target value φ ₂ (t) of the _{tilt angle are set to the target value φ m 1} (t) and the target value so that the sum of and is included in a certain range. Determined in advance as φ _{m2 (t).} Therefore, the same effect as that of the first embodiment can be obtained in the second embodiment.

In addition, in the second embodiment, the data acquisition process and the calculation process are _{repeated every T 0} for a certain period of time, and the target value of the inclination angle is determined in duplicate between the previous calculation process and the current calculation process. .. Therefore, in the second embodiment, in addition to the effects of the first embodiment, since the target value pattern across all of the running section is determined continuously, at time T _1, the target from the previous processing By inclining the vehicle body 2 to the moving portion 21 according to the value φ _m1 (t) and the target value φ _m2 (t), the railroad vehicle 1a can create a curved portion having a complicated shape such as a compound center curve or a reverse curve. Even when traveling, the inclination angle can be continuously changed to improve the riding comfort.

Further, by solving the non-linear optimization problem represented by the above mathematical formula (27), the target value φ _m1 (t) of the tilt angle and the target value φ _m2 (t) of the tilt angle can be determined. Therefore, even if the data related to the shape of the track is discretized and stored in the database 22a, it is located directly above each of the front bogie 3a and the rear bogie 3b in the vehicle interior space. Riding comfort can be reliably improved in the two parts.

In the first and second embodiments described above, the tilting mechanism 4 shown in FIG. 2 has been illustrated and described, but a mechanism for tilting the vehicle body may be provided, for example, a link type or an air spring telescopic type. And so on.

Further, in the arithmetic processing unit 25, the sum of the integrated value of the value of the mathematical formula (1) or the mathematical formula (2) and the integrated value of the value of the mathematical formula (3) or the mathematical formula (4) is the minimum value. Therefore, it is explained that the target value φ ₁ (t) of the inclination angle and the target value φ ₂ (t) of the _{inclination angle are determined as the target value φ m 1} (t) and the target value φ _{m 2} (t). However, it may be determined so that it is included in a certain range, for example, 0 to 1.

Further, other evaluation functions may be used as the evaluation function F ₁ (φ ₁ (t)) and the evaluation function F ₂ (φ _{2 (t)).}

Hereinafter, the present embodiment will be described in more detail based on the examples. The present invention is not limited to the following examples.

(Example 1)
FIG. 9 is a graph showing the target values of the inclination angles of the front carriage and the rear carriage calculated by using the inclination angle control device of the first embodiment. The tilt angle control device of the first embodiment is the tilt angle control device of the first embodiment.

The vertical axis of FIG. 9A shows the curvature of the track at the position of the front bogie 3a (in FIG. 9A, it is expressed as “the curvature of the track at the position of the front bogie”), and FIG. 9B shows. The vertical axis of FIG. 9 (c) indicates the cant of the track at the position of the front bogie 3a (in FIG. 9 (b), it is expressed as “the cant of the track at the position of the front bogie”), and the vertical axis of FIG. 9 (c) is It represents a target value of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front bogie 3a (indicated as "an inclination angle target value with respect to the front bogie" in FIG. 9C). The vertical axis of FIG. 9 (d) shows the curvature of the track at the position of the rear bogie 3b (in FIG. 9 (d), it is expressed as “the curvature of the track at the rear bogie position”), and FIG. 9 (e) shows. The vertical axis of FIG. 9 (f) indicates the cant of the track at the position of the rear bogie 3b (indicated as “the cant of the track at the rear bogie position” in FIG. 9 (e)), and the vertical axis of FIG. 9 (f) is It represents a target value of the inclination angle of the rear portion 2b of the vehicle body 2 with respect to the rear bogie 3b (indicated as "an inclination angle target value with respect to the rear bogie" in FIG. 9 (f)).

The vertical axis of FIG. 9 (g) is the value obtained by subtracting the cant of the track at the position of the rear bogie 3b from the cant of the track at the position of the front bogie 3a (in FIG. 9 (g), the “front rear bogie”. The vertical axis of FIG. 9 (h) indicates the twist angle of the vehicle body 2 (indicated as “the twist angle of the vehicle body” in FIG. 9 (h)). Further, on the horizontal axis of each of FIGS. 9 (a) to 9 (h), time is expressed as “time”. Further, FIG. 9 shows a case where the railroad vehicle sequentially travels in the straight section 1, the curved section 1, the curved section 2, and the straight section 2.

The graphs of FIGS. 9 (a) and 9 (b) showing the curvature of the track and the cant at the position of the front bogie 3a, respectively, and the curvature of the track and the cant at the position of the rear bogie 3b, respectively. Comparing the graphs of FIGS. 9 (d) and 9 (e) shown, it can be seen that the timing at which the front bogie 3a and the rear bogie 3b each enter the curved section is different. In particular, comparing the graph of FIG. 9 (b) showing the cant of the track at the position of the front bogie 3a and the graph of FIG. 9 (e) showing the cant of the track at the position of the rear bogie 3b, As shown in FIG. 9 (g), it can be seen that a difference in track cant, that is, a difference in cant between front and rear bogies occurs between the position of the front bogie 3a and the position of the rear bogie 3b.

Further, FIG. 9C shows a target value of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front bogie 3a, and FIG. 9 (c) shows a target value of the inclination angle of the rear portion 2b of the vehicle body 2 with respect to the rear bogie 3b. Comparing with f), it can be seen that the target value of the tilt angle of the front portion 2a at a certain time may be different from the target value of the tilt angle of the rear portion 2b at that time.

As described above, and as shown in FIG. 9 (c), at a certain time, the value obtained by subtracting the cant of the track at the position of the front trolley 3a from the cant of the track at the position of the rear trolley 3b is positive. In the case of, at that time, the absolute value of the value obtained by subtracting the cant of the track at the position of the rear trolley 3b from the cant of the track at the position of the front trolley 3a is the absolute value of the track at the position of the front trolley 3a. The value subtracted from the upper limit of the target value of the inclination angle when the cant of is equal to the cant of the track at the position of the rear trolley 3b is the target value of the inclination angle of the front part 2a of the vehicle body 2 with respect to the front trolley 3a. It becomes the actual upper limit.

As described above, and as shown in FIG. 9 (c), at a certain time, the value obtained by subtracting the cant of the track at the position of the front trolley 3a from the cant of the track at the position of the rear trolley 3b is negative. In the case of, at that time, the absolute value of the value obtained by subtracting the cant of the track at the position of the rear trolley 3b from the cant of the track at the position of the front trolley 3a is the absolute value of the track at the position of the front trolley 3a. The value added to the lower limit of the target value of the inclination angle when the cant of is equal to the cant of the track at the position of the rear trolley 3b is the target value of the inclination angle of the front part 2a of the vehicle body 2 with respect to the front trolley 3a. It becomes the actual lower limit.

That is, in FIG. 9 (c), the upper limit value and the lower limit value of the target value of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front bogie 3a in consideration of the difference in cant of the front and rear bogies shown in FIG. 9 (g). As described above, the sum of the evaluation function F ₁ (φ _{1 (t)) at the position of the front bogie and the evaluation function F 2} (φ ₂ (t)) at the position of the rear bogie is minimized. _{, The target value φ m1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front bogie 3a was calculated.

_{At this time, the target value φ m1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the calculated front trolley 3a is at the position of the rear trolley 3b as expressed by the above equation (19). _{The value (C 2} (t) -C ₁ (t)) obtained by subtracting the value _{of the cant C 1} (t) of the track at the position of the front carriage 3a from the value of the cant C _{2 (t) of the track of the track is the value of the track.} The value obtained by dividing by the track G ((C ₂ (t) -C _{1 (t)) / G) is further added to the target value φ m1} (t) of the inclination angle of the front portion 2a of the vehicle body 2 with respect to the front carriage 3a. ) Will be added. Further, as shown in FIG. 9 (f), the evaluation function F ₁ (φ _{1 (t)) at the position of the front bogie and the evaluation function F 2} (φ ₂ (t)) at the position of the rear bogie. _{The target value φ m2} (t) of the inclination angle of the rear portion 2b of the vehicle body 2 with respect to the rear bogie 3b was calculated so as to minimize the sum of the above. That is, the inclination angle of the front portion 2a of the vehicle body 2 is φ ₁ (t), the inclination angle of the rear portion 2b of the vehicle body 2 is φ ₂ (t), the difference between the cants at the center of the front and rear carriages is ΔC (t), and the track gauge. When G was _{defined as G, the target value φ m1} (t) and the target value φ _m2 (t) were calculated under _{the condition of φ 2} (t) = φ ₁ (t) + ΔC (t) / G.

As a result, as shown in FIG. 9 (h), the helix angle of the car body is maintained at 0 deg at an arbitrary time, and despite the difference in cant of the front and rear bogies shown in FIG. 9 (g), the helix of the car body is twisted. The horns have been countered.

For example, in the technique described in Patent Document 1, it is only necessary to output a target value of an inclination angle at one central portion in the traveling direction of the vehicle body for each of the front bogie and the rear bogie to control the inclination angle. be. Therefore, assuming that the tilt angle control method using the technique described in Patent Document 1 is the above-mentioned Comparative Example 1, when the tilt angle control method of Comparative Example 1 is used, the helix angle of the vehicle body is shown in FIG. 9 (g). ) Is equal to the difference between the cants of the front and rear bogies, and when the difference between the cants of the front and rear bogies is not 0 deg, the helix angle of the vehicle body cannot be maintained at 0 deg.

Further, even in the technique described in Patent Document 2, the target value of the inclination angle at one central portion in the traveling direction of the vehicle body is only output at different times for the front bogie and the rear bogie. .. Therefore, assuming that the tilt angle control method using the technique described in Patent Document 2 is Comparative Example 2, the helix angle of the vehicle body can be maintained at 0 deg even when the tilt angle control method of Comparative Example 2 is used. Can not.

On the other hand, when the inclination angle control method of the first embodiment is used, the evaluation function of the vehicle motion at the position of the front trolley 3a and the evaluation function of the vehicle motion at the position of the rear trolley 3b are separately determined. _{However, by substituting φ 2} (t) = φ ₁ (t) + ΔC (t) / G into the ride comfort evaluation function at the position of the rear trolley 3b, the ride comfort evaluation at the position of the rear trolley 3b _{The function is converted from the function of the target value φ 2} (t) of the tilt angle at the position of the rear trolley 3b _{to the function of the target value φ 1} (t) of the tilt angle at the position of the front trolley 3a. Therefore, while maintaining the helix angle of the vehicle body 2 at 0 deg, the target value φ _{m1 (t) of the inclination angle at the position of the front bogie 3a and the target value φ m2} of the inclination angle at the position of the rear bogie 3b. Each of (t) can be calculated with high accuracy and without increasing the amount of calculation.

Although the invention made by the present inventor has been specifically described above based on the embodiment thereof, the present invention is not limited to the embodiment and can be variously modified without departing from the gist thereof. Needless to say.

Within the scope of the idea of the present invention, those skilled in the art can come up with various modified examples and modified examples, and it is understood that these modified examples and modified examples also belong to the scope of the present invention.

For example, a person skilled in the art appropriately adds, deletes, or changes the design of each of the above-described embodiments, or adds, omits, or changes the conditions of the process of the present invention. As long as it has a gist, it is included in the scope of the present invention.

The present invention is effective when applied to a railroad vehicle provided with an inclination angle control device for controlling an inclination angle for inclining a vehicle body with respect to a carriage, an inclination angle control method, and an inclination angle control device thereof.

1, 1a Railroad vehicle 2 Body 2a Front part 2b Rear part 3 Bogie 3a Front bogie 3b Rear bogie 4 Tilt mechanism 4a Front tilt mechanism 4b Rear tilt mechanism 5 Central part 11, 11a, 11b Wheels 12, 12a, 12b Axles 13, 13a, 13b Bogie frame 14, 14a, 14b Pinging device 15, 15a, 15b Pinging beam 20, 20a Tilt angle control device 21, 21a, 21b Operating unit 22, 22a Database 23, 23a Processing unit 24, 24a Data acquisition Processing unit 25, 25a Arithmetic processing unit

Claims (7)

In a railroad vehicle including a vehicle body, a front bogie that supports a front portion of the vehicle body, and a rear bogie that supports a rear portion of the vehicle body, a tilt angle control device that controls the tilt angle of the vehicle body.
A data acquisition processing unit that performs data acquisition processing for acquiring untraveled track data regarding the shape of the track in the untraveled section and planned traveling conditions on the track in the untraveled section from a database relating to the shape of the entire track.
An operation for determining the first target value of the inclination angle of the front portion of the vehicle body with respect to the front bogie and the second target value of the inclination angle of the rear portion of the vehicle body with respect to the rear bogie. Processing unit and
The front portion of the vehicle body is tilted according to the first target value determined by the calculation process, and the rear portion of the vehicle body is tilted according to the second target value determined by the calculation process. The moving part to make
Have,
The arithmetic processing unit
The non-traveling track is a first evaluation function for estimating a first evaluation index of riding comfort including vehicle sickness in the front portion of the vehicle body when the railroad vehicle travels on the track in the non-traveling section. A first function determination process that determines as a function of the first target value of the front portion of the vehicle body based on the data and the planned running conditions.
The non-traveling track is a second evaluation function for estimating a second evaluation index of riding comfort including vehicle sickness in the rear portion of the vehicle body when the railroad vehicle travels on the track in the non-traveling section. A second function determination process that determines as a function of the second target value of the rear portion of the vehicle body based on the data and the planned running conditions.
The sum of the value of the first evaluation index estimated by the first evaluation function and the value of the second evaluation index estimated by the second evaluation function is included in a certain range. The target value determination process for determining the first target value and the second target value, and
Perform the above-mentioned arithmetic processing including
The untraveled track data includes a shape variable that is proportional to the cant of the track in the untraveled section or inversely proportional to the radius of curvature of the track in the untraveled section.
When the shape variable at the position of the front bogie is the first variable and the shape variable at the position of the rear bogie is the second variable.
In the target value determination process, the arithmetic processing unit further obtains a second value obtained by dividing the first value obtained by subtracting the first variable from the second variable by the gauge of the line, and further obtains the first value. An inclination angle control device that determines the first target value and the second target value under the condition that the third value obtained in addition to the target value is equal to the second target value. In the tilt angle control device according to claim 1,
The first evaluation function is represented by the following mathematical formula (1) or mathematical formula (2).
The second evaluation function is represented by the following mathematical formula (3) or mathematical formula (4).

(However, t: time, F ₁ (φ ₁ (t)): the first evaluation function, F ₂ (φ ₂ (t)): the second evaluation function, α ₁ , α ₂ : coefficient, μ: coefficient Is a real number greater than or equal to 1, n: a positive integer)
When the first evaluation function is represented by the mathematical formula (1), the second evaluation function is represented by the mathematical formula (3).
When the first evaluation function is represented by the mathematical formula (2), the second evaluation function is represented by the mathematical formula (4).
When the first evaluation function is represented by the mathematical formula (1), the _fJT1 (t) is represented by the following mathematical formula (5).
When the first evaluation function is represented by the mathematical formula (2), the _fJT1 (t) is represented by the following mathematical formula (6).
When the second evaluation function is represented by the mathematical formula (3), the _fJT2 (t) is represented by the following mathematical formula (7).
When the second evaluation function is represented by the mathematical formula (4), the _fJT2 (t) is represented by the following mathematical formula (8).

(However, a ₁₁ , b ₁₁ , c ₁₁ , d ₁₁ , a ₁₂ , b ₁₂ , c ₁₂ , d ₁₂ , e ₁ , a ₂₁ , b ₂₁ , c ₂₁ , d ₂₁ , a ₂₂ , b ₂₂ , c _22. , D ₂₂ , e ₂ : Coefficient, μ: Real number with a coefficient of 1 or more, n: Positive integer)
The y _p1 (t) is represented by the following mathematical formula (9).
The y _j1 (t) is represented by the following mathematical formula (10).
The θ _p1 (t) is expressed by the following mathematical formula (11).
The θ _j1 (t) is expressed by the following mathematical formula (12).
The y _p2 (t) is represented by the following mathematical formula (13).
The y _j2 (t) is expressed by the following mathematical formula (14).
The θ _p2 (t) is expressed by the following mathematical formula (15).
The θ _j2 (t) is expressed by the following mathematical formula (16).

(However, v: traveling speed, R ₁ (t): radius of curvature of the track at the position of the front trolley, R ₁ ′ (t): rate of change of radius of curvature of the track at the position of the front trolley. , _C s1 (t): the first _{variable, C} s1 '(t): time change rate of the first _variable, C s1'' (t): time rate of change of the time rate of change of the first variable, G : lines gauge, phi ₁ (t): the first target value, φ ₁ '(t): time change rate of the first target value, φ _1'' (t): time change of the first target value Time change rate of rate, g: gravity acceleration, R ₂ (t): radius of curvature of the track at the position of the rear trolley, R ₂ '(t): radius of curvature of the track at the position of the rear trolley time rate of _{change, C} s2 (t): the second _{variable, C} s2 '(t): time change rate of the second _variable, C s2'' (t): time change of time rate of change of the second variable rate, φ ₂ (t): the second target value, φ ₂ '(t): time change rate of the second target value, φ _2'' (t): time rate of change per unit time of the second target value Rate of change)
The y _f1 (t) is expressed by the following mathematical formula (17).
The y _f2 (t) is expressed by the following mathematical formula (18).

(However, τ: time)
An inclination angle control device, wherein each of the h ₁₁ (τ), the h ₁₂ (τ), the h ₂₁ (τ), and the h ₂₂ (τ) is a filter that emphasizes an input of 0.3 Hz or less. In the tilt angle control device according to claim 2.
The arithmetic processing unit is an inclination angle control device that determines the first target value and the second target value under the conditions represented by the following mathematical formula (19) in the target value determination process.

In the tilt angle control device according to claim 2 or 3.
The shape variable is equal to the cant of the track in the untraveled section.
The C _s1 (t) is represented by the following mathematical formula (20).
The C _s2 (t) is an inclination angle control device represented by the following mathematical formula (21).

(However, C ₁ (t): cant of the track at the position of the front bogie, C ₂ (t): cant of the track at the position of the rear bogie) In the tilt angle control device according to claim 2 or 3.
The shape variable is inversely proportional to the radius of curvature of the track in the non-traveling section.
The C _s1 (t) is represented by the following mathematical formula (22).
The C _s2 (t) is an inclination angle control device represented by the following mathematical formula (23).

(However, β: coefficient) A tilt angle control method for controlling a tilt angle of a vehicle body using the tilt angle control device according to any one of claims 1 to 5. A railway vehicle provided with the tilt angle control device according to any one of claims 1 to 5.

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