JP2939229B1 - Vehicle body tilt control method for railway vehicles - Google Patents

Abstract

An object of the present invention is to improve a curve running speed and a running stability by compensating for a delay in a lean amount of a vehicle body without changing a structure. SOLUTION: One rail 38b is connected to the other rail 38.
In a curved section having a cant in a direction ascending with respect to a, one air spring 36b on the outside is raised, and in a curved section having a cant in a direction in which one rail 38b is lowered with respect to the other rail 38a, The one air spring 36b on the inner side is lowered by natural exhaust, and the other air spring 36a on the outer side is raised, so that each of the air springs 36a, 36b is horizontal so that the vehicle body 33 is horizontal at the end position of the curve. Control the amount of expansion and contraction.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for improving the responsiveness of vehicle body inclination control when a railway vehicle travels on a curve.

[0002]

2. Description of the Related Art FIG. 6 is a simplified sectional view showing a structure for inclining a vehicle body of a railway vehicle. The vehicle 1 is mounted on a bogie 2 by a pair of left and right air springs 3a and 3b.
The bogie 2 is provided near both ends in the front-rear direction of the vehicle body 4 perpendicular to the paper surface of FIG. 6 and supports the vehicle body 4 in a buffered state.

[0003] Compressed air from the compressor 5 is temporarily stored in an air reservoir 6, then branched and sent to air springs 3a and 3b via air supply valves 7a and 7b. It is released to the atmosphere by 8a and 8b. Each air supply valve 7
a, 7b and each of the exhaust valves 8a, 8b are composed of solenoid valves. A pair of left and right vehicle height detecting means 9a, 9b is provided between the vehicle body 4 and the bogie 2. Due to the excessive centrifugal force generated when the vehicle 1 travels along a curved section, each air spring 3a,
In order to prevent the so-called bottoming phenomenon in which the lower part of the vehicle body 4 and the bogie frame 10 of the bogie 2 come into contact with each other, the attitude of the vehicle body 4 with respect to the bogie 2 is detected and each air spring 3a , 3b are controlled so that they do not collapse. As a method of controlling the amount of inclination of the vehicle body 4 when the vehicle 1 travels on a curve, a method using route map information measured in advance and a method of detecting the excessive centrifugal force in the lateral direction of the vehicle body 4 during traveling are used. There is a feedback control method, and each method will be described below.

[0004] A method of controlling the body inclination of a railway vehicle using pre-measured route map information is disclosed in Japanese Patent Laid-Open No. 7-81558. In this conventional technique, a travel distance from a starting point of a vehicle is calculated, a current position on the route of the vehicle is calculated based on the calculated travel distance, and the vehicle is placed in a curved section by a route map stored in advance. It is determined whether or not the vehicle has arrived, and when it is determined that the vehicle has arrived at the curved section, the excess centrifugal acceleration of the vehicle in the curved section is determined to calculate the excess or deficiency of the cant amount of the rail. The amount of expansion or contraction of one or both air springs is adjusted so that the amount of inclination of the vehicle body with respect to the bogie during the curved running is controlled to be equal to the calculated cant amount excess or deficiency.

FIG. 7 is a simplified block diagram for explaining a method of controlling the lean amount of the vehicle body 4 by feeding back the excessive centrifugal force in the horizontal direction of the vehicle body 4 during traveling, which is similar to this prior art. Another prior art is disclosed in
No. 7172 and JP-A-9-207774. The same reference numerals are given to portions corresponding to the configuration for tilting the vehicle body of the railway vehicle shown in FIG. An acceleration sensor 12 is provided on a floor 11 of the vehicle body 4. The acceleration sensor 12 detects an acceleration component parallel to the floor 11 in a width direction perpendicular to the traveling direction of the vehicle body 4.

The output of the acceleration sensor 12 is
The signal is supplied to a filter 14 via a filter 3 to remove noise and the like, and then to a tilt angle calculating means 15. A signal representing the acceleration command value from the acceleration command value setting means 16 is given to the inclination angle calculation means 15. The acceleration command value is a value such that the acceleration component in the width direction parallel to the floor of the vehicle body 4 becomes substantially zero. The inclination angle calculating means 15 includes:
The inclination angle γ in the width direction of the vehicle body 4 at which the acceleration detected by the acceleration sensor 12 becomes substantially zero is calculated, and is derived to the line 23.

A pair of vehicle height detecting means 17a, 17b is provided between the bogie frame 10 and the vehicle body 4, and each vehicle height detecting means 17a, 17b obtains vehicle height information on both right and left sides of the vehicle body 4. Can be Each vehicle height information is provided to the vehicle height control means 20 via the line 19. This vehicle height control means 20
Compressed air from a compressed air pressure source is supplied to each of the air springs 3a and 3b so that the inclination angle γ is achieved, and
A supply / exhaust signal for discharging air from the air springs 3a and 3b is led out to a line 21 so that the amount of expansion and contraction of each of the air springs 3a and 3b can be individually controlled.

As described above, in the prior art, the vehicle body inclination control method using a pneumatic spring during curve running uses the previously measured route information and feeds back the horizontal excess centrifugal force of the vehicle body during running. Things are well known.

[0009] These conventional techniques have the following problems.

FIG. 8 is a diagram for explaining a leaning state of the vehicle body 4 by the above-described prior art vehicle body tilt control methods. FIG. 8A shows an S-shaped curved road on which the vehicle 1 travels.
FIG. 8 (2) shows the attitude of the vehicle 1 traveling on the curve preceding the reference sign on the S-shaped curved road in FIG. 8 (1), and FIG.
FIG. 8 (4) shows the attitude of the vehicle 1 traveling on the exit relaxation curve preceding the reference numeral on the S-shaped curved road in FIG. 8 (1).
FIG. 8 (1) shows the attitude of the vehicle 1 traveling on the turning portion from the exit relaxation curve at the preceding stage to the entrance relaxation curve at the subsequent stage on the S-shaped curved road in FIG. 8 (1), and FIG. ) S
8 (6) shows the attitude of the vehicle 1 traveling on the trailing curve of the reference mark on the S-shaped curved road in FIG. 8 (1). Is shown.

As shown in FIG. 8 (1), when the vehicle 1 passes through an S-shaped curved road from the left side to the right side in FIG. As shown in FIG. 8), when the air spring 3b located outside the inner air spring 3a rises as viewed from the upstream side to the downstream side in the traveling direction of the vehicle 1 and reaches the front exit relaxation curve shown by the reference numeral, FIG. As shown in (3), since the traveling speed with respect to the attached cant is high, the inclination return delay of the vehicle body 4 occurs, and as shown in FIG. Although it is zero, the air spring 3b, which was outside during traveling on the front curve, has risen higher than the inside air spring 3a, and the front curve ends when the leaning of the vehicle body 4 is not completed.

Further, as shown in FIG.
When the vehicle enters the rear curve entrance easing curve section, the body 4 is inclined in the direction opposite to the attached cant because the air discharge from the air spring 3b which was outside in the front curve is incomplete. On the contrary, the centrifugal force increases and running stability is impaired. In FIG. 8 (6), as shown by the reference numeral, when traveling on the main curve at the subsequent stage, the air spring 3a on the outside is not sufficiently raised, so that the lean amount of the vehicle body 4 is insufficient, and Centrifugal force cannot be counteracted. In particular, FIG.
As shown in (5), when the vehicle body 4 is tilted in the opposite direction with respect to the attached cant, the greatest centrifugal force is generated and the riding comfort is poor, and the running stability is impaired.

More specifically, as shown in FIG. 9 (1), when the vehicle body 4 is inclined in the same direction with respect to the attached cant, when the symbol O is the center of gravity of the vehicle body 4, the center of gravity O is The centrifugal force OF of the weight OG acts, and the sum OC + (− OA) of the vehicle lateral centrifugal force component OC of the centrifugal force OF and the vehicle lateral centripetal force component OA of the vehicle weight OG acts as a centrifugal force BC felt by the passenger. I do.

On the other hand, as shown in FIG. 9 (2), when the vehicle body 4 is inclined in the opposite direction with respect to the attached cant, the vehicle lateral component OA ′ due to the vehicle weight OG is radially outward. Therefore, the centrifugal force perceived by the passenger is the sum OC 'of the vehicle lateral component OB' of the centrifugal force OF applied to the vehicle and the vehicle lateral component OA 'of the vehicle weight OG, and is provided as shown in FIG. Compared with the case where the vehicle body 4 is tilted in the same direction as the cant, the vehicle body lateral centrifugal force perceived by the passenger is OC <OC ′, and a larger vehicle body lateral centrifugal force acts on the passenger, and the ride comfort is further reduced. It can be seen that the running stability is low.

As still another prior art for solving such a conventional problem, in a vehicle body inclination control device disclosed in Japanese Patent Application Laid-Open No. 58-110368, a left and right space partitioned by a piston of a cylinder is provided by a pipeline. The air springs are connected to the air chambers of a pair of left and right air springs, and the supply and discharge of air to and from the air springs are continuously performed by changing the volume of each chamber due to the movement of the piston. The height of each of the air springs 3a and 3b is adjusted by the movement of air between the air springs, and air is forcibly exhausted from the inner air springs, so that the delay in returning the inclination of the vehicle body 4 is eliminated, and the inclination return responsiveness is improved. Is planned.

[0016]

FIG. 10 is a diagram for explaining a specific control procedure of the amount of expansion and contraction of each of the air springs 3a and 3b. FIG. 10 (1) shows an S-shape in which the vehicle 1 travels. 10 (2) shows a posture of the vehicle 1 traveling on the start point of the S-shaped curve in FIG. 10 (1), and FIG. 10 (3) shows a vehicle traveling on the preceding curve in FIG. 10 (1). 10 (4) shows the posture of the vehicle 1 traveling at the S-shaped turning point in FIG. 10 (1), and FIG. 10 (5) shows the posture of FIG.
(1) shows the posture of the vehicle 1 traveling on the S-shaped rear curve, and FIG. 10 (6) shows the posture of the vehicle 1 traveling on the rear curve end point of FIG. 10 (1). 11 is the same as FIG.
It is a flowchart for demonstrating the control operation | movement of each attitude | position of the vehicle body 4 and each air spring 3a, 3b shown to (2) -FIG.10 (6).

[0017] First, as shown in FIG. 10 (2), in the state in which the vehicle 1 travels the S-shaped front curve starting point, is located in the vehicle height position L ₀₁ in the horizontal when in step a1. Next, as shown in FIG. 10 (3), when the vehicle 1 travels on the front curve, the outer rail side, that is, the right side of the vehicle body 4 in FIG. when raising Te is inside the air spring 3a in step a3 holds vehicle height position L ₀₁ without increasing the aforementioned route map information or exceeded outer air spring 3b from the vehicle height position L ₀₁ in step a4 such that the lean amount of the vehicle body 4 based on the acceleration, is raised above the vehicle height position L _R1 than the vehicle height position L _01, moves to the vehicle body inclination state of step a5.

In the next step a6, the above step a
The outer air spring is raised to height position L _R1 from an inclined state of the vehicle body 4 in Step a5 4, returning the vehicle body 4 horizontally. In step a7, the inner air spring 3a is moved to the vehicle height position L.
₀₁ holds, lowering the outer air spring 3a from the vehicle height position L _R1 at step a8 to the initial position L _01. Such downward movement, when the drop amount was L _A, fall time T
_DOWN = L _A / The pumping speed is lowered. Step a
At 9, the vehicle body 4 is returned horizontally at the S-shaped turning point shown in FIG. At this time, the time T _DOWN required to return the vehicle body 4 to the horizontal level is such that when the outer air spring 3b is evacuated by natural exhaustion, the vehicle position passes the S-shaped turning point due to a time lag with respect to the running speed of the train. In this case, the outer air spring 3b does not completely return from the vehicle height L _R1 to L _01, and there is a problem that the inclination return of the vehicle body 4 is delayed.

Next, as shown in FIG. 10 (5) in step a10, when the vehicle 1 travels on the rear curve,
It is necessary to raise the outside of the air spring 3a put inside the air spring 3b and the vehicle height difference L _B, it is raised outside the air spring 3a from a height L ₀₁ of the vehicle body 4 in step a11 to L _L2, the inside of the air spring 3b in step a12 holds an initial position L ₀₁ without increasing, to achieve vehicle height difference L _B = L _L2 -L ₀₁ in step a13. Step a14
Then, as shown in FIG. 10 (6), when the end point of the S-shaped rear stage curve is reached, the outer air spring 3a is lowered from the vehicle height position L _L2 to L ₀₁ in step a15, and step a1 is performed.
Outer air spring 3b 6 holds the vehicle height position L _01, to return horizontally body weight at step a17.

When the outer air spring 3b is lowered by natural exhaust when traveling from the rear curve to the end point of the rear curve as described above, S
The outer lower air spring 3b when traveling to the turning point
Similarly to the case where the vehicle body 4 is naturally exhausted and lowered, the vehicle body 4 can be simultaneously returned to the horizontal when the rear curve end point is reached due to a difference between the traveling speed of the vehicle 1 and the exhaust speed of the outer air spring 3a. There is a problem that can not be.

Such a delay in the conventional tilt return speed is caused by the air spring on the exhaust side using a driving device such as a cylinder, as in the prior art disclosed in the above-mentioned Japanese Patent Application Laid-Open No. 58-110368. Although it is conceivable that this can be easily solved by forcibly exhausting, in a vehicle body inclination control device which is not provided with a structure for forcibly exhausting, a device for forcibly exhausting such as the cylinder must be separately provided. However, there is a problem that the cost increases.

Accordingly, an object of the present invention is to provide a railway vehicle capable of improving a curve traveling speed by compensating for a delay in a lean amount of a vehicle body during a curve traveling of a railway vehicle without requiring a structural change. An object of the present invention is to provide a vehicle body inclination control method.

[0023]

According to the first aspect of the present invention, the vehicle body is supported by a pair of air springs provided on both left and right sides of the bogie, and the traveling speed with respect to the amount of cant between the rails of the track during curved traveling. The body of a railway vehicle that controls the amount of inclination of the vehicle body relative to the bogie by raising one outer air spring higher than the other inner air spring so as to cancel the centrifugal force caused by the imbalance. In the tilt control method, when the vehicle reaches the start point of the preceding curve, the air springs are arranged at a horizontal lower margin position having a descent margin slightly raised from the lower limit position, and then the centrifugal force is canceled. The outer air spring is raised higher than the inner air spring, and in the curved section where the vehicle travels from the preceding curve toward the S-shaped turning point, the inner air spring is raised from the lower margin position. In both cases, the rising outer air spring is lowered by natural exhaust, and when the vehicle reaches the S-shaped turning point, the inner air spring is raised from the height at the time of traveling on the front curve so that the vehicle body is horizontal. In the curve section in which the vehicle travels from the S-shaped turning point toward the rear curve that is a reverse curve to the front curve, the outer air spring is lowered from the height at the time of running the front curve. Raising the air spring from the height at the S-shaped turning point,
And lowering the inner air spring from the height at the S-shaped turning point to the lower limit margin position by natural exhaust, and in a curve section where the vehicle goes from the rear curve to the rear curve end point, the inner air spring is at the lower limit. A vehicle body tilt control method for a railway vehicle, characterized in that while maintaining a marginal position, an outer air spring is lowered by natural exhaust to control the amount of expansion and contraction of each air spring so that the vehicle body returns to a horizontal position. .

According to the present invention, when traveling on an S-shaped curved road, first, at the starting point of the preceding curve, the air springs on both sides are once returned to the lower limit margin position slightly raised from the lower limit position, and then the vehicle leans. When control is started and the transition from the front curve to the rear curve is performed, the time required to level the vehicle body is shortened because the inner air spring is raised while the already raised outer air spring is lowered by natural exhaust. Therefore, it is possible to compensate for the delay of the lean amount of the vehicle body when the vehicle travels on the S-shaped curve. Moreover, in the present invention, since the air spring is lowered by natural exhaust, there is no need to add a forced exhaust device as in the prior art, thereby requiring no structural change of the vehicle,
The present invention can be implemented at low cost.

[0025]

[0026]

[0027]

[0028]

[0029]

[0030]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a simplified illustration of a vehicle 30 in which a vehicle body tilt control method according to an embodiment of the present invention is implemented, and a vehicle tilt control device 31 provided therein. It is a block diagram. A high-speed vehicle 30 such as a bullet train, which is a railway vehicle, is supported on a bogie 32 so that the vehicle body 33 can turn. The bogie 32 includes left and right wheels 34a and 34b, a bogie frame 35 that supports them, and a pair of left and right air springs 36a and 36b that support the vehicle body 33 on the bogie frame 35.
Such carts 32 are provided at both ends in the front-rear direction of the vehicle body 33 perpendicular to the paper surface of FIG. The vehicle body 33 is supported by the bogie 32 while being buffered by the air springs 36a and 36b, and the vehicle height can be changed so that the vehicle body 33 is inclined left and right.

In the curved section of the line 37, the pair of rails 38a, 38b has a cant amount C1 as shown in FIG.
The rail surfaces a and 38b have an inclination angle of an angle α.
The wheels 34a, 34b of the carriage 32 are supported and guided by such rails 38a, 38b.

The truck 32 is provided with a speed sensor 41 realized by a speed generator or the like for deriving a voltage corresponding to the rotation speed of each wheel 34a, 34b. The speed sensor 41 supplies a signal representing the speed of the vehicle 30 to a curve detection circuit 43 via a line 42. The vehicle body 33 is provided with a yaw rate sensor 44 implemented by a yaw rate gyro or the like that detects the yaw angular velocity ω about the yawing axis Z of the vehicle body 33 described above. The output from the yaw rate sensor 44, that is, the yaw rate, is supplied to the curve detection circuit 43 via a line 45. The curve detection circuit 43 calculates the curvature ρ (= ω / v) of the line 37 and calculates a differential value d that is a time change rate of the curvature ρ.
ρ / dt is calculated to detect a curve, and the output is output to line 4
6 is derived.

On the floor surface 47 of the vehicle body 33, an acceleration sensor 4
8 are provided. The acceleration sensor 48 detects an acceleration component of the vehicle body 33 that is perpendicular to the front-rear axis perpendicular to the plane of FIG. 1 and parallel to the floor 47. The output of the acceleration sensor 48 is
The signal is supplied to a filter 50 via a line 49, and after the noise and the like are removed by the filter 50, the signal is supplied to a tilt angle calculating means 51. The inclination angle calculating means 51 is also supplied with a signal representing the acceleration command value from the acceleration command value setting means 52. This acceleration command value is a value for making the acceleration component in the left-right direction parallel to the floor surface 47 of the vehicle body 33, that is, the acceleration components radially outward and radially inward zero. The inclination angle calculating means 51 calculates an inclination angle γ in the rolling direction around the longitudinal axis of the vehicle body 33 so that the acceleration detected by the acceleration sensor 48 becomes substantially zero, and derives the inclination angle γ to the line 53.

Vehicle height detecting means 57a, 57b are provided between both sides of the bogie frame 35 and both sides of the vehicle body 33, respectively. The vehicle height detecting means 57a, 57b allow the vehicle body 33 to move relative to the bogie frame 35. The height of the left and right sides is detected. Each of the vehicle height detecting means 57a and 57b may be configured to detect, for example, an angle formed by each pair of links by a rotary encoder. The vehicle height information is provided to a vehicle height control means 59 via a line 58. The vehicle height control means 59 is also supplied with a signal indicating the inclination angle γ from the vehicle body inclination angle detection means 51 via a line 53, and the vehicle height control means 59 achieves the input inclination angle γ. The solenoid valve control signal for individually supplying compressed air to each of the air springs 36a, 36b and discharging the air from each of the air springs 36a, 36b is derived to each of the lines 60a, 60b.

Each of the lines 60a and 60b has a gate 61 as a switching means. Gate 61
Only when a curve is detected in response to a curve detection signal from the curve detection means 43 via the line 46, the circuit becomes conductive, and the amount of expansion and contraction of each of the air springs 36a, 36b is changed from the vehicle height control means 59 to each of the lines 60a, It is controlled by the left and right individual solenoid valve control signals derived to 60b.

The output from the speed sensor 41 is line 4
2, the integration circuit 62 integrates the output of the speed sensor 41 to obtain a measured travel distance, and sends a signal representing the travel distance to the curve detection means 43 via a line 63. Derived. A counter 64 is connected to the curve detecting means 43. The counter 64 inputs the curve detection signal derived from the curve detection means 43 to the line 46 via a line 65 and counts the coefficient. The integration circuit 62 is reset in synchronization with the count-up of the counter 64.

The departure detecting means 66 detects that the vehicle 30 has departed from the first departure station.
Resets the integrating circuit 62 and the counter 64. The memory 67 is also connected to the curve detecting means 43. In the memory 67, the numbers of the curved sections of the route from the starting station are stored, and the S-shaped data and the curve distance are stored corresponding to these curve numbers. The curve distance comprises the distance of the entrance transition curve, the distance of the main transition curve and the distance of the exit transition curve. In addition, the S-shaped data is a front curve that is one of a right curve that curves convexly to the left and a left curve that curves convexly to the right when viewed from the rear in the traveling direction, and is opposite to the one curve. It is stored by determining whether or not the subsequent curve that curves convexly to the side is a continuous reverse curve. The curve detecting means 43 may be a processing circuit realized by, for example, a microcomputer.

FIG. 2 is a simplified cross-sectional view showing a curved running state of the vehicle 30. The cant of the track 37 is C1
The posture of the vehicle body indicated by a solid line reference numeral 33 in FIG. 2 indicates a state in which the tilt control is performed, and the posture of the vehicle body indicated by a virtual line reference numeral 33a is not subjected to the inclination control. The trolley frame 35 and the floor 47 are in a parallel state. The passenger on the floor 47 is subjected to a floor parallel component F · cos β of the centrifugal force F. In addition, since gravity mg acts on this passenger, the floor parallel component mg · si
nβ acts. Here, g is the gravitational acceleration.

To prevent the centrifugal force from acting on the passenger when the vehicle 30 is traveling on a curve, it is necessary to satisfy the following expression: mg · sin β = F · cos β (1) Here, the angle β is β = α + γ (2). The inclination angle γ is an angle formed by a straight line 68 perpendicular to the floor surface 47 and a straight line 69 perpendicular to the floor surface 47a of the vehicle body 33a on which the inclination control is not performed. That is, the inclination angle γ is a value obtained by subtracting the rail surface inclination angle α corresponding to the cant amount C1 from the angle β formed by a straight line 68 perpendicular to the floor surface 47 of the vehicle body 33 whose inclination is controlled with respect to the vertical plane (β -Α), which is the angle of inclination to be achieved by each of the air springs 36a, 36b necessary to keep the passengers from feeling the centrifugal force.

FIG. 3 is a block diagram for specifically explaining the curve detection principle of the curve detection means 43. The curve detecting means 43 substitutes a predetermined arithmetic expression ρ = ω / v based on the angular velocity ω detected by the yaw rate sensor 44 and the traveling speed v detected by the speed sensor 41 to thereby obtain the curvature ρ of the line 37. Is calculated, and the curvature ρ is differentiated with respect to time to calculate a curvature derivative dρ / dt. By determining the magnitude and the sign of the curvature ρ and the curvature derivative dρ / dt, the state of the line 37 at the traveling position, that is, the curve, the right curve, the left curve, the entrance relaxation curve, the main curve, the exit relaxation curve, etc. Is determined.

The above-mentioned centrifugal force that the passenger receives while traveling on a curve is an excess centrifugal force that cannot be canceled by the cant. If the vehicle 30 passes through the curved section at a balanced speed, the centrifugal force is canceled by the cant on the track. Although the passenger does not feel a steady acceleration in the lateral direction, when passing at a speed other than the equilibrium speed, the passenger receives a steady acceleration in the circular curve section, receives a change rate of the lateral acceleration in the transition curve section, and At the entrance and exit from the straight section to the transition section, transient vibrations are received, and the steady-state acceleration, the rate of change of the lateral acceleration, and the centrifugal force received by the passenger, including the transient vibrations, shall be called. Each of the air springs 36a and 36b may be a bellows type air spring or a diaphragm type air spring. In bellows type air springs, waste bellows are interposed between the upper plate and lower plate of the vehicle body, and the auxiliary air chamber is compressed through the upper air plate, the lower plate, and the main air chamber to which compressed air is supplied by the waste bellows. It is configured such that the vibration can be attenuated by the communication and movement of air through the throttle between the main air chamber and the auxiliary air chamber. Further, since such a vibration damping effect changes the spring constant of the air spring in proportion to the load, the vibration frequency of the vehicle body 33 does not change much between when the vehicle is loaded and when the vehicle is empty. Each air spring 3
The heights of 6a and 36b are configured so that the height of the vehicle body 33 can be kept constant even if the load fluctuates by the function of the height adjustment points shown in the figure.

The operation of controlling the inclination of the vehicle body 33 by the vehicle body inclination control device 31 having the above configuration will be described below.

FIG. 4 is a diagram for explaining the tilt control operation of the vehicle body 33 during curve running. FIG. 4 (1) shows a plane shape of an S-shaped curved road 71 on which the vehicle 30 travels. (2) shows the posture of the vehicle 30 traveling on the front curve start point, FIG. 4 (3) shows the posture of the vehicle 30 traveling on the front curve, and FIG. 4 (4) shows the vehicle traveling on the S-shaped turning point. 4 (5) shows the posture of the vehicle 30 traveling on the rear curve, and FIG. 4 (6) shows the posture of the vehicle 30 traveling on the rear curve end point. FIG. 5 is FIG.
To the vehicle body 33 and each air spring 36 shown in FIG.
It is a flowchart for demonstrating the control operation of a and 36b.

First, at step b1, as shown in FIG. 4 (2), the departure detecting means 66 detects that the vehicle 30 has departed from the first departure station when passing through the S-shaped curved road 71 which is a reverse curve. When reaching the preceding curve start point, the curve number stored in the memory 67 corresponding to the count value of the counter 64 is judged and read out based on the curve detection signal from the curve detection means 43, and the curve number is read from this memory 67. The corresponding S-shaped data and distance are read.
At this time, the S-curve data read from the memory 67 is continuous in relation to the next curve, and when it is determined that the curve is an S-curve, the integration circuit 62 is reset and the traveling distance from the starting station at the start point of the preceding curve is reduced. Derived on line 63. The curve detecting means 43 determines the current traveling position, that is, the entrance transition curve in the preceding curve, based on the angular velocity ω from the yaw rate sensor 44 and the traveling velocity v from the speed sensor 41, and outputs a curve detection signal to a line 46. Then, the gate 61 is switched to the conductive state.

[0045] When the vehicle 30 has reached the front curve starting point, the vehicle position L ₀₁ each air spring 36a, 3 of the vehicle body 33
Rose slightly than the lower limit position of 6b, for example, lowering margin are arranged horizontally at the position of about 30 mm, as the outer height is upward by a height difference L _A against the inside of the vehicle height at the step b2 Control of the amount of expansion and contraction of each of the air springs 36a and 36b is started. At this time, the command value of the inclination angle γ from the vehicle body inclination angle calculation means 51 input to the vehicle height control means 51 is constantly updated by the excess centrifugal force based on the acceleration in the vehicle body lateral direction detected by the acceleration sensor 48. The amount of expansion and contraction of the air springs 36a and 36b is feedback-controlled.

[0046] Each air spring 36a during such front cornering, 36b control of the inner air spring 36a is held at a height L ₀₁ at step b3, the outer air spring 3
6b is raised from a height L ₀₁ to the height L _R1 at step b4, the outer air spring 36b as in the time of travel of the front curve shown in FIG. 4 (3) inside the air spring 36a
, The height difference L _A = L _R1 −L _L1 . Height L _L1 here inside the air spring 36a is kept at a height L ₀₁ when entering the pre-stage relaxation curve start point. That is, the outer rail 3
In the curved section in which 8b has a cant in the direction in which it rises with respect to the inner rail 38a, the outer air spring 36b is raised.

As the vehicle 30 travels from the front curve toward the S-shaped turning point, the line 37 changes from a left curve, that is, a left curve that curves to the right as viewed from the upstream to the downstream in the running direction to a front exit relief curve. And the outer rail 38
In this case, the vehicle travels in a curved section having a cant in the direction in which b descends relative to the inner rail 38a. This section →, in step b6, the vehicle height control means 51 controls so that the difference L _A in height between the outer air spring 36b and the inner air spring 36a becomes zero.

That is, in step b7, the inner air spring 36a is raised, and in step b8, the outer air spring 36b is lowered by natural exhaust. Vehicle 30
As shown in FIG. 4 (4), when the S-shaped turning point is reached, the height of each of the air springs 36a and 36b becomes _L02 , and the inner air spring 36a has the height L when the front curve travels. ₀₁ increased by L ₁ than the outer air spring 36b is lowered by a height L ₂ than the height L _R1 at front cornering, the vehicle body 33 at step b9 are horizontal.

As described above, in the curved section having the amount of cant in the direction in which the outer rail 38b descends with respect to the inner rail 38a, the outer air spring 36b is lowered by natural exhaust, and the inner air spring 36a is simultaneously raised. The time T _down2 for leveling 33 is L ₁ /
The larger of the air supply speed and the L ₂ / natural exhaust speed, which is shorter than the prior art shown in steps a6 to a9 in FIGS. 10 (3) and 10 (4) and FIG. Therefore, it is possible to eliminate a response delay of the vehicle body tilt control. The outer air spring 3 raised to the height L _R1
In lowering 6b, the delay in returning the vehicle body to the inclination can be eliminated only by natural exhaust without adding a forced exhaust device as in the related art.

When the vehicle 30 further travels from the S-shaped turning point and reaches the latter-stage curve as shown in FIG. 4 (5), the outer air spring 36a is raised in step b10 and the height of the inner air spring 36b is raised. body tilt control is started so that the difference becomes L _B. First, in step b11, causes the outer air spring 36a from a height L ₀₂ L _L2 is raised, is lowered inside the air spring 36b from the height L ₀₂ to the height L _01, in a subsequent stage the curve of the vehicle body 33 at step b13 Incline so that excessive centrifugal force does not occur. In this case as well, when lowering the inner air spring 36b, natural exhaust is used as in the case where the vehicle travels from the front curve toward the S-shaped turning point.

[0051] The 4 (5) to each of the air springs 36a at step b14 the curved section leading to the subsequent stage curve end point shown from subsequent curve in FIG. 4 (6) shown, and 36b zero height difference L _B of Therefore, in step b15, the outer air spring 36a is lowered from the height L _L2 to L ₀₁ by natural exhaust, the inner air spring 36b holds the height L ₀₁ , and the vehicle body 33 becomes horizontal in step b17, When the rear curve end point is reached, the inclination control of the vehicle body 33 on the S-shaped curved road 71 ends.

[0052] When passing through this way the S-shaped curve path 71, the air spring 36a, the height of 36b, in the front curve starting point and the lower position L ₀₁ hardly lowered margin to the lower limit position, in S-turning-back point and below the intermediate position L ₀₂ than the upper a and upper limit position than the height L _01, further height of the vehicle body 33 as will be returned to the lower limit position L ₀₁ again later curve end point Adjusted by the air springs 36a and 36b, a delay in the amount of inclination of the vehicle body 33 during the S-curve running can be guaranteed to improve the curve running speed and the running stability. Such control can be realized by changing only the control software with respect to the conventional vehicle body inclination control device, and can be realized at a low cost without any structural change.

[0053]

[0054]

[0055]

[0056]

[0057]

According to the first aspect of the present invention, when traveling on an S-shaped curved road, the air springs on both sides are first returned to the lower limit margin position slightly raised from the lower limit position at the starting point of the preceding curve. When the lean control of the vehicle body is started from the state where the vehicle is tilted and the vehicle moves from the front curve to the rear curve, the inside air spring is raised while the already raised outer air spring is lowered by natural exhaust, so that the vehicle body is leveled. The time required for the vehicle
It is possible to compensate for a delay in the amount of inclination of the vehicle body during the curve running. Moreover, in the present invention, since the air spring is lowered by natural exhaust, there is no need to add a forced exhaust device as in the prior art, thereby making it possible to implement the present invention inexpensively without requiring a structural change of the vehicle. be able to.

[0058]

[0059]

[0060]

[Brief description of the drawings]

FIG. 1 is a simplified block diagram showing the overall configuration of a vehicle 30 in which a vehicle body tilt control method of a railway vehicle according to an embodiment of the present invention is performed, and a vehicle body tilt control device 31 provided therein.

FIG. 2 is a simplified cross-sectional view showing a curved running state of a vehicle 30.

FIG. 3 is a block diagram for specifically explaining a curve detection principle of a curve detection unit 43;

4A and 4B are diagrams for explaining an inclination control operation of the vehicle body 33 during curve running, and FIG. 4A shows a planar shape of an S-shaped curved road 71 on which the vehicle 30 runs, and FIG. 4 shows the attitude of the vehicle 30 traveling at the starting point of the front curve, and FIG.
(3) shows the attitude of the vehicle 30 traveling on the front curve,
4 (4) shows the posture of the vehicle 30 traveling at the S-shaped turning point, FIG. 4 (5) shows the posture of the vehicle 30 traveling on the rear curve, and FIG. 4 (6) shows the vehicle at the rear curve end point. 1 shows an attitude of the vehicle 30 to be driven.

FIG. 5 is a flowchart for explaining a control operation of the vehicle body 33 and each of the air springs 36a and 36b shown in FIGS. 4 (2) to 4 (6).

FIG. 6 is a simplified cross-sectional view showing a configuration for inclining a vehicle body of a railway vehicle in which a conventional method of controlling a vehicle body inclination of a railway vehicle is implemented.

FIG. 7 is a simplified block diagram for explaining a method of controlling the amount of lean of the vehicle body 4 by feeding back the excessive centrifugal force of the vehicle body 4 during traveling.

8A and 8B are views for explaining a leaning state of the vehicle body 4 according to each prior art vehicle body tilt control method. FIG. 8A shows an S-shaped curved road on which the vehicle 1 travels, and FIG. Figure 8
FIG. 8 (3) shows the posture of the vehicle 1 traveling on the front exit transition curve in the reference numeral of FIG. 8 (1), and FIG.
FIG. 8 (4) shows the attitude of the vehicle 1 traveling on the turning portion from the front exit relaxation curve to the rear entrance relaxation curve at the reference number in FIG. 8 (1), and FIG. 8 (5) shows the posture of FIG. 8) shows the attitude of the vehicle 1 traveling on the rear entrance easing curve at the reference numeral, and FIG. 8 (6) shows the attitude of the vehicle 1 traveling on the latter curve of the reference numeral on the S-shaped curved road in FIG. 8 (1). .

FIG. 9 is a view for explaining a centrifugal force generated by the amount of inclination of the vehicle body 4 due to each of the air springs 3a and 3b. FIG. 9A shows a state in which the vehicle body 4 is inclined in the same direction as the laying cant. FIG. 9 (2) shows a state where the vehicle body 4 is inclined in the opposite direction to the laying cant.

FIG. 10 is a diagram for explaining a specific control procedure of the amount of expansion and contraction of each of the air springs 3a and 3b. FIG. 10 (1) shows an S-shaped curved road on which the vehicle 1 travels, and FIG. ) Is FIG.
FIG. 10 (3) shows the attitude of the vehicle 1 traveling on the front curve of FIG. 10 (1), and FIG. 10 (4) shows the attitude of the vehicle 1 traveling on the S-curve front curve start point of (1). FIG.
FIG. 10 (5) shows the attitude of the vehicle 1 traveling on the S-shaped turning point of FIG. 10 (1), and FIG. 10 (6) shows the attitude of the vehicle 1 traveling on the S-shaped rear curve of FIG. 10 (1). FIG.
(1) Shows the attitude of the vehicle 1 traveling at the end point of the rear curve.

FIG. 11 is a flowchart for explaining control operations of each attitude of the vehicle body 4 and each of the air springs 3a and 3b shown in FIGS. 10 (2) to 10 (6).

DESCRIPTION OF SYMBOLS 30 vehicle 31 vehicle body inclination control device 32 bogie 33 vehicle body 34a, 34b wheel 35 bogie frame 36a, 36b air spring 37 line 38a, 38b rail 41 speed sensor 43 curve detecting means 44 yaw rate sensor 47 floor surface 48 acceleration sensor Reference Signs List 50 filter 51 inclination angle calculation means 52 acceleration command value setting means 57a, 57b vehicle height detection means 59 vehicle height control means 62 integration circuit 64 counter 66 departure detection means 67 memory

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takenori Hino 1-1, Kawasaki-cho, Akashi-shi, Hyogo Kawasaki Heavy Industries, Ltd. Inside the Akashi Plant (72) Inventor Satoshi Sakanaka 1-1, Kawasaki-cho, Akashi-shi, Hyogo No. Kawasaki Heavy Industries, Ltd. Akashi Factory (56) References JP-A-5-238387 (JP, A) JP-A-6-227392 (JP, A) JP-A-64-47672 (JP, A) JP 3-148370 (JP, A) JP-A-7-267083 (JP, A) JP-B-47-41165 (JP, B1) (58) Fields investigated (Int. Cl. ⁶ , DB name) B61F 5/10 B61F 5/22

Claims (1)

(57) [Claims] A vehicle body is supported by a pair of air springs provided on both right and left sides of a bogie so that a centrifugal force caused by an imbalance in running speed with respect to a cant amount between rails of a track during curved running is canceled. In a vehicle body inclination control method for a railway vehicle in which one outer air spring is raised higher than the other inner air spring to control the amount of inclination of the vehicle body with respect to the bogie, the vehicle reaches a front curve start point. Then, after arranging each air spring at a horizontal lower margin position where there is a descent margin slightly raised from the lower limit position, the outer air spring is more than the inner air spring so that the centrifugal force is canceled. In the curved section where the vehicle travels from the preceding curve toward the S-shaped turning point, the inner air spring is raised from the lower margin position and the rising outer airbag is raised. Is lowered by natural exhaust, and when the vehicle reaches the S-shaped turning point, the inner air spring is raised above the height at the time of traveling the front curve so that the vehicle body is horizontal, and the outer air spring is raised to the front curve. In a curved section where the vehicle travels from the S-shaped turning point to a subsequent curve that is a reverse curve to the preceding curve, the outer air spring is raised to a height at the S-shaped turning point. Then, the inner air spring is lowered from the height at the S-shaped turning point to the lower limit margin position by natural exhaustion, and in the curve section from the rear curve to the rear curve end point, While the air spring holds the lower margin position, the outer air spring is lowered by natural exhaust,
A vehicle body inclination control method for a railway vehicle, comprising controlling the amount of expansion and contraction of each air spring so that the vehicle body returns to a horizontal position.