JP3440283B2 - Vehicle inclination control method and inclination control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle tilt control method and a vehicle tilt control device. More specifically, the present invention relates to a vehicle tilt control method and a vehicle tilt control device that compensates for excessive centrifugal acceleration due to excess or deficiency of the cant amount of a rail.

[0002]

2. Description of the Related Art In a transportation system using a railway, excess centrifugal acceleration is compensated by providing a height difference, that is, a cant, on rails inside and outside a curvature in a curved section.

However, in recent years, the speed of railway vehicles has been increased in order to enhance the transportation capacity. For example, in the Tokaido Shinkansen, the average speed per hour at the beginning of business was about 200 km / hour, but it reached about 300 km / hour in Nozomi. However, the cant amount of the rail remains the same as the conventional one because, for example, high-speed vehicles and low-speed vehicles are traveling in a mixed manner. Therefore, in high-speed vehicles, riding comfort is poor due to excess centrifugal force due to insufficient rail cant amount.

For this reason, the vehicle body is attached to a bogie via a pendulum mechanism, and the excessive centrifugal force generated when the vehicle travels along a curved section of the rail is used to tilt the vehicle to compensate for the excessive centrifugal acceleration. A natural pendulum type vehicle has been developed and put into practical use. Alternatively, a so-called forced pendulum vehicle, which drives the pendulum mechanism by using a servo mechanism using air pressure or hydraulic pressure, has been developed and put into practical use. Since this pendulum mechanism is newly added to the conventional vehicle, the weight of the mechanism is increased. Further, when the servo mechanism is adopted, the cost of the vehicle body is increased because the servo mechanism is expensive.

On the other hand, along with the speeding up of vehicles as described above, weight reduction of vehicles has also been demanded in order to reduce required power and reduce wear speed of rails. Therefore, it is desired to develop a mechanism that replaces the conventional pendulum mechanism.

[0006]

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems of the prior art, and is a vehicle for compensating for excess centrifugal acceleration that can be realized at a low cost while hardly increasing the weight of the vehicle. It is an object of the present invention to provide a tilt control method and a control device for the same.

[0007]

An air spring is provided between a bogie of a vehicle and a vehicle body for damping the vibration of the bogie. The expansion / contraction amount of the air spring is shown in, for example, FIG. 9 so that the step between the platform and the floor surface of the vehicle body does not change even if the number of passengers changes and the distance between the bogie and the floor surface of the vehicle body remains constant. It is regulated by such an air pressure control circuit.

As a result of various studies, the inventors of the present invention have properly controlled the amount of expansion and contraction of the air springs to increase the weight of the vehicle without excessively increasing or decreasing the cant amount of the rails to cause excessive centrifugal acceleration. We obtained the knowledge that will be compensated. The present invention has been made based on such findings. That is,

The present invention relates to a vehicle tilt control method including a pneumatic vehicle body supporting apparatus, comprising:
The level adjustment device uses a control pneumatic circuit to control the vehicle body tilt.
Do not add air piping for control and specified piping elements.
With a tilt control pneumatic circuit
Connects the pair of air springs of the level adjusting device.
Shutoff valve installed in the communication pipe and the air of the level adjustment device.
The vehicle with air piping connecting the spring and the level adjuster
Connection point with air piping for body tilt control and the level adjustment
At least a shutoff valve interposed between the regulator and
Is a step of calculating a travel distance from the departure station of the vehicle, the procedure based on the travel the calculated distance, and calculates the current position on <br/> route of the vehicle from a reference station, wherein A procedure for determining whether or not the vehicle has reached the curved section based on a route map stored in advance, and when it is determined that the vehicle has reached the curved section, the excess centrifugal acceleration of the vehicle in the curved section is determined. A procedure for calculating, a procedure for calculating the excess or deficiency of the cant amount of the rail based on the excess centrifugal acceleration, and a compensation for the excess centrifugal force due to the excess or deficiency of the cant amount.
And a procedure for calculating the air spring height command value
Calculates the difference between the spring height command value and the height of the vehicle body with respect to the truck
Procedure, and after shutting off the communication pipe, set the difference to zero.
The tilt control pneumatic circuit
Characterized in that it comprises a procedure you supply one or both of the air spring.

Here, the air supply is the same as the air supply while the vehicle is traveling.
Even if the air spring repeatedly expands and contracts, it will not be damaged due to fatigue, etc., and the current collector of the current collector installed on the roof of the vehicle will not be displaced from the power supply line even if the vehicle shakes during running.
Re that.

[0011]

In the vehicle inclination control method of the present invention, when the expansion / contraction amount of the air spring exceeds the upper limit value, the air of the air spring is discharged , while the expansion / contraction amount of the air spring is set to the lower limit.
When the value is exceeded, it is preferable that a procedure for supplying air to the air spring is added.

Further, in the vehicle inclination control method according to the present invention , the spot traffic lights are arranged on the route at predetermined intervals.
The current position on the calculated route of the vehicle
The procedure to correct by the signal from the traffic light was added
The vehicle is equipped with a rate gyro having sensitivity in a plane direction orthogonal to the rail, the procedure for detecting the yawing direction of the vehicle, the procedure for detecting the bending direction of the curved section by the yawing direction, and the detection And a procedure for determining whether the curved direction matches the curved direction of the route map, and the detected curved direction is the route map.
And the procedure for retaining the inclination of the vehicle body by the pneumatic vehicle body support device is added when the vehicle body does not match the bending direction of the vehicle body .
It is preferable to Ri.

On the other hand, the vehicle tilt control device of the present invention is
A run line length calculating unit, a position calculation means on the vehicle routes,
A curved section judging means, and excess centrifugal acceleration calculation means, it comprises a cant amount is insufficient calculating means rail, a control amount calculating means, and a pneumatic body supporting means, said pneumatic body supporting
The device is tilted to the pneumatic circuit for control of the level adjuster.
Add air piping for control and predetermined piping elements
Has a tilt control pneumatic circuit that
Connects the pair of air springs of the level adjusting device.
Shutoff valve installed in the communication pipe and the air of the level adjustment device.
The vehicle with air piping connecting the spring and the level adjuster
Connection point with air piping for body tilt control and the level adjustment
At least a shutoff valve interposed between the regulator and
Is, the travel distance calculating unit is intended to calculate the travel distance from the departure station of the vehicle, the position calculating unit on the route of the vehicle based on the strike the calculated distance, the reference station
Wherein as the Is <br/> is for calculating the current position on the route of the vehicle from the curved section judging means, the vehicle is whether the host vehicle has reached the curve section, the route map stored in advance is intended to determine the excess centrifugal acceleration calculating means is intended to calculate out <br/> the magnitude and direction of the excess centrifugal acceleration in the curve section, cant amount is insufficient calculation means of the rail, the excess is intended to calculate the cant of the rail to compensate for the centrifugal acceleration, the control amount calculating means, the mosquito
The air bar for compensating for excess centrifugal force due to excess or deficiency
D Calculation of height command value, and the air spring height command value and trolley
The difference between the height of the car body and
And the tilt control space
The air pressure circuit is configured to operate the pair of air springs based on the control amount.
One of or both of the above is supplied to the vehicle to incline the vehicle body.

Here, the air supply is not damaged by fatigue or the like even if the air spring repeatedly expands and contracts while the vehicle is traveling, and is attached to the roof portion of the vehicle body even if the vehicle body sways during traveling. Be sure that the current collector of the
Re that.

[0016]

Further, in the tilt control apparatus for a vehicle of the present invention, the upper limit member is provided corresponding to the upper limit of the amount of extension of the air springs to level regulator leveling system,
And the lower limit value member provided corresponding to the lower limit value, and the piston valve in response to actuation of the upper limit member and the lower limit value member for feeding exhaust of the air springs are provided, the upper limit member or lower If the value member is operated by the lever provided to the level adjuster, the exhaust from the air spring or
Preferably, the air supply to the air spring is made.

Further, in the vehicle inclination control device of the present invention, the position calculating means on the route of the vehicle further includes:
The calculated positions were placed on the route at predetermined intervals
It was supposed to be corrected by the signal from the spot signal
The vehicle is provided with a rate gyro having sensitivity in a plane direction orthogonal to the rail, the control amount calculation means detects the yawing direction of the vehicle, and the yawing direction detects the bending direction of the curved section. is, the detected bending direction is determined whether to match the bending direction of the route map, when said detected the bending direction is not coincident with the bending direction of the route map, the inclination of the vehicle body by the pneumatic body supporting means or have but are reserved
Preferred that the nest.

[0019]

In the present invention, first, the traveling distance of the vehicle is calculated, and based on the calculated traveling distance, the current position of the vehicle on the route with respect to the reference point designated in advance is calculated, and the current position is calculated. Whether the vehicle has reached the curved section is determined by the route map stored in advance, and when it is determined that the vehicle has reached the curved section, the excess centrifugal acceleration of the vehicle in the curved section is calculated. The excess or deficiency of the rail cant amount is calculated based on the excess centrifugal acceleration, and the control amount of the pneumatic body supporting device is calculated so as to eliminate the excess or deficiency of the cant amount. The support device is activated and the vehicle body is tilted to the desired angle. Therefore, the excess centrifugal force caused by the excess or deficiency of the rail cant amount in the curved section is compensated.

The pneumatic vehicle body support device includes a pair of air springs arranged between the bogie and the vehicle body, a control pneumatic circuit for supplying air to the air springs, and a telescopic amount for measuring the telescopic amount of the air springs. In a preferred embodiment of the vehicle inclination control method of the present invention comprising a measuring instrument, the expansion / contraction amount command value of the air spring required to eliminate the excess or deficiency of the cant amount is calculated, and the expansion / contraction amount of the air spring is measured. The difference between the expansion / contraction amount command value of the air spring and the expansion / contraction amount measurement value is calculated, and the air spring is supplied with air so as to make the difference zero or exhausted from the air spring. By stopping the air supply / exhaust to the air spring, the vehicle body is tilted within a predetermined range with respect to the tilt angle at which the excess or deficiency of the cant is eliminated.

Further, in a preferred embodiment in which a procedure for discharging the air in the air spring is added when the expansion / contraction amount of the air spring exceeds a certain value, abnormal leaning of the vehicle body is prevented.

Further, in a preferred embodiment of the present invention in which the vehicle is provided with a rate gyro having sensitivity in a plane direction orthogonal to the rail, the yawing direction of the vehicle is detected, and the curve section bends according to the yawing direction. The direction is detected, it is determined whether or not the bending direction matches the bending direction of the route map, and if the bending directions of the two do not match, the adjustment of the expansion and contraction amount of the air spring is reserved, and the wheel A large difference is generated between the calculated current position and the actual current position of the vehicle due to sliding or idling, so that the vehicle body is prevented from tilting in the opposite direction when the bending direction is reversed.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described based on embodiments with reference to the accompanying drawings, but the present invention is not limited to such embodiments.

FIG. 1 is a functional block diagram of an embodiment of a control device used in a vehicle tilt control method of the present invention, FIG. 2 is a plan view of a vehicle to which the present invention is applied, FIG. 3 is a side view of the same, and FIG. 1 is a schematic diagram of an electrical configuration of the embodiment shown in FIG. 1, FIGS. 5 to 7 are flowcharts of an embodiment of the present invention, and FIG. 8 is a circuit of an example of a tilt control pneumatic circuit used in the embodiment of the present invention. 9 and 10 are control pneumatic circuit diagrams used in a conventional level adjusting device.

As shown in FIG. 1, the vehicle inclination control device of the present invention comprises a traveling distance calculating means, a vehicle position calculating means, a curved section determining means, an excessive centrifugal acceleration calculating means, and a rail. The cant amount excess / deficiency calculating means, the control amount calculating means, and the pneumatic vehicle body supporting means are the main constituent elements.

The traveling distance calculating means calculates the traveling distance from the traveling start point (departure station). For this mileage, a speed generator is installed on the wheel, the electric power waveform from the speed generator is shaped into a rectangular wave by a waveform shaper, the wave number of the rectangular wave is integrated by a pulse counter, and this integrated value is calculated appropriately. It is calculated by performing arithmetic processing by the processing device. The calculation formula of the traveling distance at this time is as follows. LS = P1 / Nx2πr where: LS: mileage P1: integrated value N: number of output pulses of speed generator per wheel rotation r: wheel radius

A pulse generator may be used instead of the speed generator. In that case, the waveform shaper can be omitted.

The vehicle route position calculating means calculates the current position of the vehicle route starting from the reference station. For example, in the case of the Tokaido Shinkansen, the current position of the vehicle on the route from Tokyo Station is calculated. This position is obtained by adding the distance from the reference station to the departure station to the traveling distance obtained by the traveling distance calculating means by the arithmetic processing unit. In this case, when the vehicle is a down train, the vehicle moves away from the reference station, so the travel distance and the distance from the reference station to the departure station are simply added. However, when the vehicle is an up train, the vehicle approaches the reference station, so the travel distance is subtracted from the distance between the reference station and the departure station. The calculation formula at this time is as follows. LP = ηLS + LB where: LP: current position on the route of the vehicle starting from the reference station η: coefficient depending on the traveling direction of the vehicle, downhill: +1 uphill: -1 LB: from the base station to the departure station of the vehicle The distance

The curve section determination means compares the calculated position on the route with the position of the start point of the curve section starting from the reference station stored in the memory to determine whether the vehicle has reached the current curve section. It is to determine whether or not.

The excess centrifugal acceleration calculation means appropriately calculates the values of the length of the curve section, the curve pattern, the cant amount of the rail, the curvature, etc., which are stored in the memory in a predetermined calculation formula by the calculation processing device. The magnitude and direction of the excessive centrifugal acceleration are calculated. Since the arithmetic expression for calculating the magnitude and the direction of the excess centrifugal acceleration is well known to those skilled in the art, the description thereof will be omitted here.

The rail cant amount excess / deficiency calculating means calculates a desired rail cant amount based on the excess centrifugal acceleration calculated by the excess centrifugal acceleration calculating means, and the actual rail cant amount stored in the memory. The amount is compared with the amount to calculate the excess or deficiency. Since an arithmetic expression regarding the calculation of the desired cant amount of the rail is also well known to those skilled in the art, detailed description thereof will be omitted here. The excess or deficiency value of the cant amount calculated here may be one that makes the excess centrifugal acceleration zero, or may be one that keeps the excess centrifugal acceleration below a certain limit. For example, the limit is that even if the pneumatic vehicle body supporting means (device) repeatedly expands and contracts while the vehicle is running, it will not be damaged due to fatigue, etc. The current collector of the current collector is within the range that does not deviate from the power supply line. In this specification, the excessive centrifugal acceleration is compensated including including the excessive centrifugal acceleration below a certain limit.

The control amount calculating means is necessary for the pneumatic vehicle body supporting means, which will be described later, to operate so that the vehicle body can be tilted to compensate for the excessive centrifugal acceleration due to the excess or deficiency of the cant amount of the rail. The control amount is calculated and output to the pneumatic vehicle body supporting means. The arithmetic expression required to calculate the control amount is appropriately selected according to the type of actuating element used in the pneumatic vehicle body supporting means.

The pneumatic vehicle body supporting means operates in accordance with the control amount input from the control amount calculating means, and tilts the vehicle body at a desired angle. Examples of the pneumatic vehicle body support means include a pair of air springs arranged between the vehicle body and the bogie and a control pneumatic circuit for the air springs. When this air spring is used, the inclination of the vehicle body is adjusted by adjusting the expansion / contraction amount thereof. In the example shown in FIGS. 2 to 3, two air springs are provided symmetrically on the front wheel and the rear wheel, respectively. When inclining the vehicle body by adjusting the amount of expansion and contraction of this air spring, the vehicle body may be inclined by adjusting the amount of expansion and contraction of only one of the right side and the left side. The vehicle body may be inclined by doing so. However, it is preferable to adjust the expansion / contraction amount of only one of the air springs because the amount of supplied air can be easily controlled.

FIG. 4 is a schematic view of the electrical construction of the vehicle body tilt control device C. The control arithmetic processing section 10 is a main constituent element, and the control arithmetic processing section 10 is converted into a rectangular wave by the waveform shaper 2. The electric power waveform from the speed generator 1 is input, the arithmetic processing described later is performed, the control amount of the pneumatic vehicle body supporting device 20 is calculated, and the operation of the pneumatic vehicle body supporting device 20 is controlled by the control amount. It Therefore, in the vehicle body inclination control device C shown in FIG. 4, a program necessary for calculating the traveling distance is stored in the ROM, the position of the starting point of the curved section starting from the reference station, the length of the curved section, the curved pattern, the rail cant amount, A program necessary for calculating the curvature and the magnitude and direction of the excessive centrifugal acceleration, a program necessary for calculating the supply air amount, a program necessary for controlling the supply air amount adjusting means, and the like are stored in advance. In addition, a value calculated by the traveling distance calculating unit or the like is temporarily stored in the RAM.

Next, the vehicle body leaning control by the vehicle body leaning control device C thus constructed will be described with reference to the flow charts shown in FIGS.

Step 1: The train departs from the starting station.

Step 2: Electric power is generated by the speed generator 1 as the wheels rotate.

Step 3: The electric power generated by the speed generator 1 is sent to the waveform shaper 2 via the signal line.

Step 4: Waveform shaper 2 is speed generator 1
The sine-curve curve input from is shaped into a rectangular wave.

Step 5: The waveform shaper 2 controls the obtained rectangular wave via the input / output interface.
Input to 0 pulse counter.

Step 6: The pulse counter integrates the input pulses.

Step 7: The arithmetic processing unit of the control arithmetic processing unit 10 calculates the traveling distance of the vehicle from the integrated number of pulses.

Step 8: The arithmetic processing section then calculates the current position on the route of the train from the reference station from the calculated traveling distance. As a matter of course, the calculation of the current position is constantly performed while the vehicle is traveling.

Step 9: The arithmetic processing unit compares the position of the vehicle on the route with the route map stored in the ROM to determine whether or not the train has reached the curved section.

Step 10: When the arithmetic processing unit determines that the vehicle has reached the curved section, it also uses the length of the curved section, the curve pattern, the cant amount of the rail, and the curvature stored in the ROM to store the same in the ROM. The magnitude and direction of the excess centrifugal acceleration of the curved section is calculated by the stored excess centrifugal acceleration calculation formula.

Step 11: The arithmetic processing section calculates a desired cant amount from the magnitude and direction of the calculated excess centrifugal acceleration.

Step 12: The arithmetic processing unit compares the calculated desired cant amount with the actual cant amount to calculate the excess or deficiency of the cant amount.

Step 13: The arithmetic processing section calculates a desired lean angle or vehicle height of the vehicle body according to the calculated excess or deficiency of the cant amount.

Step 14: The arithmetic processing section calculates a control amount required for inclining the vehicle body to the calculated inclination angle or for increasing the vehicle height.

Step 15: The arithmetic processing section operates the pneumatic vehicle body supporting device 20 by the calculated control amount to tilt the vehicle body at a desired angle.

Step 16: The arithmetic processing section arithmetically processes the turning angle signal from the inclination detection sensor 22 provided in the pneumatic vehicle body supporting device 20 to calculate the inclination angle of the vehicle body.

Step 17: The arithmetic processing unit compares the calculated inclination angle of the vehicle body with the desired inclination angle to determine whether the vehicle body is inclined at the desired angle.

Step 18: When the arithmetic processing unit determines that the vehicle body is tilted at a desired angle, it instructs the pneumatic vehicle body supporting apparatus 20 to stop supplying air.

In the above example, the position of the vehicle on the route is calculated on the assumption that the wheels do not slip or run. However, if the wheels slip or run, the calculated position of the vehicle on the route is calculated. Will be different from the actual position. Therefore, place spot signals on the route at a predetermined interval,
The position on the route of the vehicle calculated from the signal from the traffic signal may be periodically corrected.

Further, when the calculated position on the route of the vehicle and the actual position are significantly different, the curved section determined by the route map stored in advance in the ROM differs from the actual curved section, and the left and right turning directions are different. Is recognized in reverse, which may cause the vehicle body to lean in the opposite direction. In order to avoid such a situation, a train is equipped with a rate gyro that has sensitivity in the plane direction orthogonal to the rail, the polarity of the angular velocity is determined, and the bending direction obtained by this and the bending direction obtained by the route map are determined. If does not match,
The inclination of the vehicle body may be retained.

Next, the pneumatic vehicle body supporting device 20 will be described with reference to FIG. It should be noted that FIG. 8 shows only one trolley, and the right side component and the left side component are connected via a communication pipe.

This pneumatic type vehicle body supporting device 20 is a pneumatic body pipe level control device shown in FIG. 9 which is conventionally used for maintaining a constant level of the vehicle body floor surface. And the necessary piping elements.

This level adjusting device for the floor surface of the vehicle body controls so that the floor surface of the vehicle body is always at a constant position with respect to the carriage even if the weight of the vehicle body changes due to increase or decrease of passengers.
This principle will be described with reference to FIG. For example,
When the number of passengers increases and the vehicle body sinks, the lever 21a of the level adjuster 21 rotates counterclockwise to supply compressed air to the air spring 23 to raise the vehicle body. On the contrary, when the number of passengers decreases and the vehicle body rises, the lever 21a of the level adjuster 21 rotates right and the air spring 23 exhausts air to lower the vehicle body. In this way, according to this level adjusting device, the level of the floor surface of the vehicle body from the carriage is maintained constant even if the weight of the vehicle body loaded changes. Here, if the expansion and contraction amounts of the air springs 23, 23 of the right side component and the left side component are greatly different, the floor surface of the vehicle body inclines, so that the pressure difference between the two air springs 23, 23 should not exceed a certain limit. Two
3 is connected via a differential pressure valve 24. The rotation angle of the lever 21a of the level adjuster 21 is input to a control device (not shown) by a rotation angle detection sensor (encoder) 22 attached to the lever 21a.

In order to configure the pneumatic vehicle body supporting device 20, what is added to the level adjusting device is the air springs 23, 23 branched from the air mother pipe in the right component and the left component. Of the tilt control pneumatic pipe connected to the air pipe of the level device in the vicinity of, and a shutoff valve (solenoid valve) interposed in the pipe between the connection point of the pneumatic pipe for tilt control and the level adjuster 21. V7, V
17. The emergency exhaust pipes P1 and P11 that branch off from the vicinity of the connection point of the air pressure pipe for tilt control with the air pipe of the level device and are connected to the level adjuster 21 and the shutoff valve (electromagnetic valve) installed in the communication pipe. Valve) V0.

In this tilt control pneumatic circuit, shutoff valves V1 and V11 and shutoff valves (solenoid valves) V2 and V12 are provided in series in this order near the branch point of the air mother pipe. Small-diameter air supply valve (solenoid valve) on the downstream side of V12
V3, V13 and large diameter air supply valve (solenoid valve) V4, V
14 are provided in parallel, and shutoff valves (electromagnetic valves) V5, V15 and shutoff valves V6, V16 are provided in series in this order on the downstream side of the parallel portion. This shutoff valve V6, V16
The above-mentioned emergency exhaust pipes P1 and P11 are branched from the downstream side. The emergency exhaust pipes P1 and P11 are provided to prevent damage to the air spring. Next, a tilting operation of the vehicle body by the vehicle body leaning control device C thus configured will be described. It should be noted that this operation is performed based on a command from the arithmetic processing unit.

The arithmetic processing control unit calculates a command value of the air spring height for compensating the excessive centrifugal force due to the excess or deficiency of the calculated rail cant amount according to the following formula. Z (x) = (f (x) / AIRmax) × Kn where f (x) is a command value pattern of the air spring height with respect to the distance from the curve section entrance to the circular curve portion (for example, sine function) AIRmax: Air spring height limit value Kn: constant (0 ≦ Kn ≦ AIRmax) Note that this command value is zero except in the curved section.

When the polarity of Z (x) is positive, the outside air spring 23 is raised as a rising command value for the outside air spring 23 of the curvature. When the polarity of Z (x) is negative, the inner air spring 23 is raised as a rising command value for the inner air spring 23 having a curvature.

The height Z (r) of the vehicle body with respect to the carriage is calculated based on the rotation angle of the rotary shaft of the level adjuster 21 from the encoder 22 and the length of the rotary shaft.

The difference Z (d) between Z (x) and Z (r) is calculated.

A predetermined air supply valve is operated so that Z (d) becomes zero. In this case, in order to avoid the sudden rise of the vehicle body, the small-diameter air supply valve is operated first, and after a predetermined time has elapsed, the large-diameter air supply valve is also operated. For example, the case of extending the air spring 23 on the left side of FIG. 8 will be described as an example as follows. a) The shutoff valves V0 and V7 are turned on and the valves are closed to shut off the circuit system and the communication system of the conventional level adjusting device. b) The shut-off valves V2 and V5 are turned off and the valves are opened to activate the tilt control pneumatic system. c) The small-diameter air supply valve V3 is turned off and the valve is opened to start air supply to the air spring. d) After a lapse of a predetermined time, the large-diameter air supply valve V4 is also turned off and the valve is opened to accelerate the air supply to the air spring.

When Z (d) becomes zero, the air supply to the air spring 23 is stopped. That is, the large diameter air supply valve V4 and the small diameter air supply valve V3 are turned on and shut off. In this embodiment, since the small-diameter air supply valve V3 and the large-diameter air supply valve V4 are used together, the air spring 23 can be supplied with air even if one of them does not operate due to a failure or the like. it can.

In the tilt control pneumatic circuit shown in FIG. 8, the solenoid valve may not open or close even if the solenoid valve is de-excited for some reason. In such cases,
Air supply to the air spring or exhaust from the solenoid valve is continued, and the body leans more than necessary. Therefore, as shown in FIGS. 11 to 12, the level adjuster 21 is provided with the forced supply / exhaust piston valves V8, V18 and the upper limit member 2.
1b and the lower limit value member 21c are provided, and when the inclination of the vehicle body becomes equal to or less than the limit value, the level adjuster 21
The upper limit value member 21b (or the lower limit value member 21c) may be actuated by the lever 21a to activate the piston valves V8 and V18 to forcibly supply air to the air spring or exhaust air from the air spring.

[0068]

As described above, according to the present invention, only by adding the pneumatic circuit for tilt control to the conventional level adjusting device for a vehicle body, the excessive centrifugal acceleration generated in the vehicle body is hardly increased by the vehicle weight. It can be compensated and the riding comfort can be improved.

[Brief description of drawings]

FIG. 1 is a functional block diagram of an embodiment of a control device used in a vehicle tilt control method according to the present invention.

FIG. 2 is a plan view of a vehicle to which the present invention is applied.

FIG. 3 is a side view of the same.

FIG. 4 is a schematic diagram of the electrical configuration of the embodiment shown in FIG.

FIG. 5 is a part of a flowchart of one embodiment of the present invention.

FIG. 6 is a part of a flowchart of one embodiment of the present invention.

FIG. 7 is a part of a flowchart of one embodiment of the present invention.

FIG. 8 is a circuit diagram of an example of a tilt control pneumatic circuit used in an embodiment of the present invention.

FIG. 9 is a control pneumatic circuit diagram used for conventional level adjustment.

FIG. 10 is a diagram illustrating the principle of level adjustment of a vehicle by a level adjuster.

FIG. 11 is an explanatory diagram of a level adjuster with an upper limit value member and a lower limit value member.

FIG. 12 is a circuit diagram of a tilt control pneumatic circuit having a level adjuster with an upper limit value member and a lower limit value member.

[Explanation of symbols]

1 speed generator 2 Wave shaper 10 Control calculation processing unit 20 Pneumatic vehicle body support means (device) 21 Level adjuster 22 Rotation angle detection sensor (encoder) 23 Air spring 24 Differential pressure valve 30 car body C Body tilt control device V valve (including solenoid valve)

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Shinya Matsuki 2-1-1 Wadayamadori, Hyogo-ku, Kobe Kawasaki Heavy Industries, Ltd. Hyogo factory (56) Reference JP-A-63-242769 (JP, A) JP-A-60-157957 (JP, A) JP-A-49-48012 (JP, A) JP-A-4-90961 (JP, A) Actual Kaihei 2-148868 (JP, U) JP-B-47-41165 (JP, B1) JP-B-48-20563 (JP, B1) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61F 5/22 B61F 5/10

Claims (10)

(57) [Claims] 1. A vehicle including a pneumatic vehicle body support device
A tilt control method,The pneumatic vehicle body support device is a space for controlling the level adjusting device.
The pneumatic circuit and the air pipes for controlling the leaning of the car body
It has a tilt control pneumatic circuit with additional piping elements, The predetermined piping element includes a pair of the level adjusting device.
A shutoff valve interposed in the communication pipe communicating with the air spring,
Connect the air spring of the level adjuster and the level adjuster
With the air piping for controlling the body inclination of the air piping
Shut-off valve interposed between the connection point and the level adjuster
And, at least, Of the vehicleFrom the departure stationA procedure for calculating the mileage, Based on the calculated mileage,From the reference stationThe above
A procedure to calculate the current position of the vehicle on the route, Whether or not the vehicle has reached a curved section is stored in advance.
The procedure to judge by the route map If it is determined that the vehicle has reached a curved section,
Hand to calculate the excess centrifugal acceleration of the vehicle in the line section
In order, Based on the above-mentioned excess centrifugal acceleration, the rail cant amount is correct.
The steps to calculate the foot,Compensating for excessive centrifugal force due to excess or deficiency of the cant amount.
Procedure to calculate the air spring height command value, Between the air spring height command value and the height of the vehicle body with respect to the carriage
The procedure to calculate the difference, After shutting off the communication pipe, make the difference zero. ,
The aboveThe pneumatic circuit for tilt control allows the pair of air springs to
Supply one or bothAnd the steps
A tilt control method for a vehicle, comprising: 2. The air supply is the air bag while the vehicle is traveling.
Ne is inflated, repeated contraction without damage by fatigue and the like, and current collecting part of the collector device body also mounted on the vehicle body roof portion upset into traveling Ru adapted not to deviate from the feed line The vehicle tilt control method according to claim 1, wherein: 3. When the expansion / contraction amount of the air spring exceeds the upper limit value , the air of the air spring is discharged while the expansion / contraction of the air spring is expanded.
If the amount exceeds the lower limit, tilt control method for a vehicle according to claim 1, wherein the procedure for air supply to the air spring is added. 4. Place point signals on the line at predetermined intervals
Place and The point signal indicates the calculated current position of the vehicle on the route.
The procedure to correct by the signal from the machine must be added.
The vehicle tilt control method according to claim 1, further comprising: 5. The vehicle includes a rate gyro having sensitivity in a plane direction orthogonal to a rail, a step of detecting a yawing direction of the vehicle, and a step of detecting a bending direction of a curved section by the yawing direction. A procedure for determining whether or not the detected bending direction matches a bending direction of a route map, and the detected bending direction is a bending method of the route map
The vehicle inclination control method according to claim 1, further comprising a step of retaining the inclination of the vehicle body by the pneumatic vehicle body support device when the orientation does not match. 6. RunninglineDistance calculation means,Position of the vehicle on the route
Storage calculation means,Curve section determination means,Excess centrifugal acceleration calculation
Means of delivery,Rail cant amount excess and deficiency calculation means,Controlled variable
With calculation means,And a pneumatic body support means,The pneumatic vehicle body support device is a space for controlling the level adjusting device.
The pneumatic circuit and the air pipes for controlling the leaning of the car body
It has a tilt control pneumatic circuit with additional piping elements, The predetermined piping element includes a pair of the level adjusting device.
A shutoff valve interposed in the communication pipe communicating with the air spring,
Connect the air spring of the level adjuster and the level adjuster
With the air piping for controlling the body inclination of the air piping
Shut-off valve interposed between the connection point and the level adjuster
And, at least, The travel distance calculation meansIsOf the vehicleFrom the departure stationMileage
ToCalculationWhat to doThe position calculation hand of the vehicle
StepIsBased on the calculated strike distance,From the reference station
ofCurrent position of the vehicle on the routeToCalculationWhat to doIs The curved section determination meansIsThe vehicle has reached a curved section
Whether or notTo, Judgment based on pre-stored route mapYou
ThingsIs Excessive centrifugal acceleration calculation meansIsIn the curved section
Magnitude and direction of excess centrifugal accelerationToCalculationWhat to doIs Means for calculating the excess or deficiency of the rail cant amountIsExcessive centrifugation
Calculate the rail cant amount to compensate for accelerationWhat to doIt
And The control amount calculation meansIs due to excess or deficiency of the cant amount
Calculation of the air spring height command value for compensating for the excessive centrifugal force,
Between the air spring height command value and the height of the vehicle body with respect to the carriage
Performs the calculation of the difference and the control amount for making the difference zero.
Supposed to The tilt control pneumatic circuit is configured to operate based on the control amount.
Do not supply air to either or both of the pair of air springs.
do it Characterized in that the vehicle body is tilted
Vehicle tilt control device. 7. The air supply is the air bag while the vehicle is traveling.
Ne is inflated, repeated contraction without damage by fatigue and the like, and current collecting part of the collector device body also mounted on the vehicle body roof portion upset into traveling Ru adapted not to deviate from the feed line The tilt control device for a vehicle according to claim 6, wherein: 8. A upper limit is provided corresponding to the upper limit level regulator of expansion of the air spring leveling system member, and the lower limit value member provided corresponding to the lower limit value,
Piston valve and is provided in response to actuation of the upper limit member and the lower limit value member for feeding exhaust of the air <br/> air springs, and the upper limit member or the lower limit value member is provided on the level adjuster When operated by are lever, tilt control device for a vehicle according to claim 6, wherein the air supply is made to the exhaust or the air spring from the air spring. 9. The means for calculating the position of the vehicle on the route is
In addition, the calculated positions are distributed on the route at predetermined intervals.
It is supposed to be corrected by the signal from the installed traffic signal.
The tilt control of the vehicle according to claim 6, wherein
Your device. 10. The vehicle includes a rate gyro having sensitivity in a plane direction orthogonal to a rail, the control amount calculation means detects a yawing direction of the vehicle, and the yawing direction bends a curved section. Is detected, it is determined whether the detected bending direction matches the bending direction of the route map, if the detected bending direction does not match the bending direction of the route map , the pneumatic type 7. The vehicle inclination control device according to claim 6 , wherein the inclination of the vehicle body is retained by the vehicle body supporting means.