JP3492490B2 - Body tilt 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 body inclination control device suitable for use in performing vehicle body inclination control of a railway vehicle.

[0002]

2. Description of the Related Art Conventionally, in Japan, a "natural pendulum" that naturally inclines the vehicle body by the centrifugal force during curved traveling has been put into practical use, but if the relaxation curve is short, the riding comfort becomes poor. , "Pendulum system with control (vehicle body tilt control device)" was developed. Since this method provides a comfortable ride even when the relaxation curve is short, it has recently been adopted for all new domestic pendulum vehicles. In this method, a ground stop of an automatic train stop device (ATS) permanently installed in the running line section is used as a reference point for the distance, and the position of each curve is defined by the distance from the immediately preceding ATS ground stop. The curve data defined in this way (start point of relaxation curve, relaxation curve length, circular curve length, curve radius, curve direction, cant), etc. are stored in advance in a computer on the vehicle, and the pendulum vehicle runs. Automatic train stop device (AT
When the ATS ground element of S) is detected, the travel distance from the ATS ground element is calculated from the diameter of the wheel and the rotation speed of the wheel,
When the vehicle comes a certain distance before the curve, the vehicle body inclination is calculated according to a certain pattern by calculating the vehicle body inclination angle in consideration of the traveling speed, the curve radius, and the cant amount at that time. that time,
When the relaxation curve is short and the vehicle body tilt angle velocity is high and the riding comfort is poor, the control curve is lengthened to improve the riding comfort. In this way, the “pendulum with control” has a good riding comfort because there is no control delay before the curve entrance and the leaning control of the vehicle body is performed as gently as possible. There is.

The problem with this conventional "pendulum with control" method is that it is complicated to create curve data in advance and store it in a vehicle computer, and it is difficult to create accurate curve data. At the initial stage, the position data of the curve is such that a reflector is attached to the sleepers at the start of each curve in the running line section, the measurement vehicle is run, and the detection signal of the ATS ground element and the detection signal of the reflection plate, the wheel of the measurement vehicle The 1 m (1 meter) pulse signal, which was created as a ruler of the distance from the diameter and the number of revolutions, was recorded on the same recording paper, and the curve data was created by manually reading it based on these. In the subsequent stages, improvements were made to computerize the data organization of the recorded signals and to detect the curve start point from the gyro signal mounted on the truck without attaching a reflector to the sleepers. However, the curve radius and cant are not always accurate because they use the values of the track management ledger. That is,
It takes a lot of manpower and time to collect the control track data used to control the vehicle body inclination control such as the vehicle body tilt control and vehicle body vibration control, and the curves and track shapes are directly measured. Since it was not a method, there was a problem that the accuracy of the data was lacking, and that changing the data when the orbital conditions changed was complicated.

In order to solve this problem, the applicant of the present invention has disclosed a track shape data collecting device disclosed in Japanese Patent Laid-Open No. 7-65038.
, The curve shape such as the cant and curvature of the curve and the level deviation or deviation of the track is directly measured with a gyroscope or inclinometer attached to the trolley, and the measured track shape data signal is waveform-shaped and then specified. We proposed a track shape data collection device that can collect, record, and edit track shape data for vehicle body tilt control and vehicle body vibration control accurately and simply by recording in the recording medium. According to this track shape data collection device, it is possible to save the labor of creating data manually and to perform control with accurate actual track shape data, so that it is possible to expect a great improvement in riding comfort and the like. It has become possible.

[0005]

However, in the conventional vehicle body tilt control device, the track shape data signal measured by using the gyroscope or the inclinometer as described above is not used for the control as it is, Once the measured data is converted into numerical data indicating the curve shape and position (relaxation curve start point, relaxation curve length, circular curve length, curve radius, curve direction, cant data), converted numerical data Was used for body attitude control. Then, when quantifying the measurement data, a method such as averaging was used, so that the accuracy of the converted data was lower than that of the measurement data itself. Details of such a processing method for digitizing the measurement data are described in, for example, Japanese Patent Application Laid-Open No. 8-26109 “Orbital shape data processing method” filed by the present applicant.

As described above, in the conventional vehicle body inclination control device, since the measurement data of the track shape is not used for the control as it is, the accuracy of the data generated when digitizing the measurement data deteriorates the entire system. There was a problem that the control accuracy of was limited.

It is an object of the present invention to provide a vehicle body tilt control device for performing more accurate vehicle body tilt control by directly using measured data.

[0008]

In order to solve the above-mentioned problems, the invention according to claim 1 provides a vehicle body tilting means for tilting a vehicle body mounted on a vehicle traveling on a track, and a shape of the track. A storage unit that stores the measured measurement information together with position information indicating the position of the measurement, a position detection unit that detects the traveling position of the vehicle, and a speed detection unit that detects the traveling speed of the vehicle from the rotation of the driven wheels. Reading means for reading from the storage means the measurement information of the position where the vehicle travels after a certain time, based on the traveling position detected by the position detecting means and the traveling speed detected by the speed detecting means. And a control means for controlling the vehicle body leaning means based on the measurement information read by the reading means, wherein the position detecting means is a ground
Vehicle by detecting the ATS ground element installed on the car
Both positions are detected, and the storage means stores the ATS
Between the detection of the gap and the subsequent detection of the ATS ground element
The measurement information is stored every time the vehicle travels a predetermined distance, and the control means executes a program repeated according to a fixed cycle from the detection of the ATS ground element at the start point to the detection of the ATS ground element at the end point. It is characterized by performing. The invention according to claim 2 is characterized in that the speed detecting means comprises a plurality of speed detectors respectively attached to a plurality of wheel shafts of the vehicle.

[0009]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of a vehicle body inclination control device according to the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a configuration example of a vehicle body inclination control device mounted on a pendulum vehicle traveling on a railroad track according to the present invention. The vehicle speed sensors 141 and 142 are pulse-type speed generators that detect the rotational speed of the vehicle wheel shafts, and each output a pulse train signal having a frequency corresponding to the rotational speeds of two different wheel shafts as a vehicle speed signal. Automatic train stop device 150
Is a device used for automatic train stop control, and is an AT installed on the ground for automatic train stop (ATS) control.
S Receives the radio wave transmitted from the ground element, detects the identification signal of the ATS ground element from the received signal, and outputs the detection result to the AT.
It has a function of outputting as an S ground child detection signal. The data processing device 100 includes an input unit 101 for inputting each vehicle speed signal from the vehicle speed sensors 141 and 142 and an ATS ground child detection signal from the automatic train stop device 150, a storage unit 103 in which track shape data is recorded, A data processing unit 102 that processes the output of the input unit 101 and the data read from the storage unit 103 and outputs a control command for each unit, and a control command output from the data processing unit 102 to the vehicle body tilt control unit 200. The input / output unit 104 is configured to input various signals indicating the control state of the vehicle body tilt control unit 200 to the data processing unit 102. The vehicle body tilt control unit 200 is configured to include various actuators that control the tilt of the pendulum wheel, and controls the lean amount of the vehicle body based on the control command output from the data processing unit 102. With these configurations, the vehicle body tilt control device shown in this figure constantly recognizes the traveling point of the own vehicle while traveling between the starting point ATS ground element and the ending point ATS ground element at the beginning and end of the section in which the vehicle body tilt control is performed. Then, the vehicle body tilt control is performed based on the track shape data and the vehicle speed read from the storage unit 103.

In each configuration shown in FIG. 1, the number of vehicle speed sensors 141 and 142 is not limited to the above-mentioned two, but may be one or a plurality of two or more. Further, it is desirable that the wheel shafts to be detected by the vehicle speed sensor are a plurality of different wheel shafts on the driven wheel side, which are less likely to slip or slide than the drive wheels. On the other hand, the storage unit 103 can be configured using a fixed storage device such as a hard disk or a portable storage medium such as a memory card drive, a floppy disk drive, a magneto-optical disk drive.

Next, referring to FIGS. 2 and 3, the storage unit 10
The orbital shape data stored in 3 will be described.
FIG. 2 is a time chart schematically showing an example of each signal waveform actually measured when the vehicle travels on an orbit having the orbit shape shown on the horizontal axis and the arrangement of the ATS ground element. The data waveforms are, in order from the top, the ATS ground child detection signal, 1 m.
It is a pulse signal, cant angle data, and curvature data. These signals and data are measured in advance by a measurement vehicle equipped with a gyroscope or the like such as the above-mentioned conventional "track shape data collection device", and in the vehicle body tilt control device of the present invention, a storage unit. Corresponds to each stored in 103. 1m pulse signal is
It is a pulse signal stored every time the vehicle travels 1 m. The ATS ground element detection signal is data that is stored each time it passes over each ATS ground element, and is used to make the traveling distance of the vehicle obtained by the 1 m pulse signal correspond to the absolute position on the track. . This ATS ground element detection signal is recorded as data including information indicating the identification numbers of at least the start and end ATS ground element detection signals of each section where vehicle body tilt control is performed, and the cant angle data and curvature data are It is stored for each 1 m pulse signal.

FIG. 3 is a diagram showing an example of a storage format in which each data of the trajectory shape data as shown in FIG. 2 is stored in the storage unit 103. FIG. 3A is a diagram showing an example of a storage format of trajectory shape data corresponding to one 1 m pulse signal. The orbital shape data corresponding to each 1 m pulse signal is ATS ground child number GT _i , 1 m pulse number PU _ij ,
The cant angle data CA _ij and the curvature data CU _ij (here, i, j = 1, 2, 3, ...). The ATS ground child number GT _i is data indicating what number the ATS ground child is from the starting point ATS ground child, and a continuous integer (for example, i) is set in GT _i . The 1m pulse number PU _ij is one of the two adjacent ATS ground elements.
It is data indicating the number (j) th pulse signal counted from the position passing through the ATS ground element behind in the traveling direction. For example, an integer j is set in PU _ij . Cant angle data CA _ij and curvature data C
As U _ij , data indicating numerical values of instantaneous values of the cant angle and the curvature measured when the pulse of the number PU _ij is detected are set (circles in FIG. 2).

FIG. 3B shows a starting point AT stored in the storage unit 103.
It is a figure which shows the storage format of the orbital shape data of 1 area from S ground element to terminal ATS ground element. Orbital shape data is
It is composed of an area (data number information area) in which information on the number of stored data (or storage address) of each data is stored, and an area in which each trajectory shape data shown in FIG. Has been done. In this case,
The stored orbit shape data has a total of n ATS ground elements between the starting point ATS ground element (GT ₁ ) and the end point ATS ground element (GT _n ) on the corresponding orbit, and the starting point ATS ground element ( There are K 1m pulse signals between GT ₁ ) and the next ATS ground element (GT ₂ ) and L 1m pulse signals between the starting ATS ground element (GT ₂ ) and the next ATS ground element (GT ₃ ). The signal is from the starting point ATS ground element (GT _n-1 ) to the ending point A.
M 1m pulse signals between TS ground elements (GT _n )
It shows that each was recorded.

The operation of the vehicle body leaning control device according to the present invention shown in FIG. 1 will be described below with reference to FIG. Figure 4
Is a vehicle body inclination control unit 20 based on each input signal and the trajectory shape data read from the storage unit 103 by the data processing device 100.
6 is a flowchart showing a flow of processing until a control command for a vehicle body lean amount is output with respect to 0. The program for performing this processing is formed as a subroutine that is repeatedly called at a constant cycle every several to several tens of ms between the detection of the start point ATS ground element and the detection of the end point ATS ground element. . Now, assuming that this process is called, first, the ATS ground child detection signal sent from the automatic train stop device 150 is detected, and the AT that passed last is passed.
Confirm the S ground child number GT _i (step S101). Next, the vehicle speed signals sent from the vehicle speed sensors 141 and 142 are detected (step S102). Then, from the two vehicle speed signals, the one corresponding to the higher speed is selected (step S103). Since the rotation speed of the wheel in which the wheel has slipped or slipped is lower than that in the case where no wheel has occurred, a signal with a small error in vehicle speed detection can be selected by this selection processing.

Next, based on the selected vehicle speed signal, the vehicle speed V is calculated and obtained based on the size of the wheels of the vehicle (step S104), and based on the calculated vehicle speed V, the storage unit 103
From the track shape data stored in the vehicle to a traveling position X meters (= vehicle speed (traveling speed) V x a certain time (for example, 0.5 to 1.0 seconds), X is a variable) ahead of the current traveling point. Calculate the storage location of the corresponding data (step S10
Five). For example, the ATS ground child number at the current read position is GT ₁ , the 1 m pulse number is PU _1-5 , and the vehicle speed V is 30 seconds per second.
Assuming that m and the fixed time are 1 second, step S105
The storage position calculated by is the GT ₁ and PU _1-35 (or PU if
_When the number K of _1-K is smaller than 35, for example, GT ₂ , P
It becomes the address corresponding to U _{2- (5 + 30-K)} ). The fixed time set at the time of reading is preferably a time corresponding to the delay time of the response of various actuators in the vehicle body tilt control unit 200.

Next, from the storage unit 103, the trajectory shape data (cant angle data CA stored in the calculated storage position).
_ij and curvature data CU _ij ) are read (step S10)
6). Then, based on the vehicle speed V and the read track shape data (cant angle data CA _ij and curvature data CU _ij ), a control command value for the vehicle body lean amount is obtained and output to the vehicle body lean control unit 200 (step S107). The processing shown in FIG. 4 is completed so far. The body tilt control unit 200
Based on the control command output from the data processing unit 102, the target value of the vehicle body tilt amount is changed at any time, and various actuators are controlled so that the vehicle body tilt amount matches the target value. In this case, the control command value of the vehicle body lean amount is the lean amount at the point where the vehicle travels after a certain time in consideration of the control delay of various actuators. Based on the data, it becomes possible to perform vehicle body tilt control with a small control delay from before the curve.

[0017]

As described above, according to the present invention,
The reading means reads the measurement information of the position where the vehicle travels after a certain time from the storage means, and the control means controls the vehicle body tilting means based on the read measurement information. It is possible to perform more accurate vehicle body tilt control as compared with the above-mentioned method without causing a control delay.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a vehicle body inclination control device according to the present invention.

FIG. 2 is a schematic diagram for explaining a relationship between respective track shape data.

3A and 3B are explanatory diagrams showing a storage format of track shape data in a storage unit 103 shown in FIG. 1, where FIG. 3A shows a data storage format for one piece of track shape data, and FIG. 3B shows data for one section. The storage formats are shown respectively.

FIG. 4 is a flowchart showing the flow of processing within the vehicle body tilt control device of FIG.

[Explanation of symbols]

100 data processor 101 Input section 102 Data processing unit 103 memory 104 Input / output section 141,142 Vehicle speed sensor 150 Automatic train stop device 200 Body tilt control

─────────────────────────────────────────────────── ─── Continuation of the front page (56) Reference JP-A-7-65038 (JP, A) JP-A-6-307269 (JP, A) JP-A-4-121273 (JP, A) JP-A-7- 186950 (JP, A) JP 8-26109 (JP, A) JP 1-231608 (JP, A) JP 4-349064 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61F 5/22

Claims (2)

(57) [Claims] 1. A vehicle body tilting means for tilting a vehicle body mounted on a vehicle running on a track, and a storage means for storing measurement information for measuring the shape of the track together with position information indicating the position of the measurement. A position detecting means for detecting a traveling position of the vehicle, a speed detecting means for detecting a traveling speed of the vehicle from rotation of driven wheels, a traveling position detected by the position detecting means, and a speed detecting means by the speed detecting means. Based on the traveled speed and
Read-out means for reading out the measurement information of the position where the vehicle travels after a certain time from the storage means, and control means for controlling the vehicle body leaning means based on the measurement information read by the read-out means. The position detecting means includes an ATS ground element installed on the ground.
The position of the vehicle is detected by detecting, and the storage means detects one of the ATS ground elements.
And a predetermined distance between ATS and the detection of ATS
The measurement information is stored every time the operation is performed, and the control means controls the start point AT serving as the position detection means.
A vehicle body leaning control device characterized in that a process is executed according to a program which is repeated at a constant cycle from the detection of the S ground element to the detection of the ATS ground element at the end point. 2. The vehicle body leaning control apparatus according to claim 1, wherein the speed detecting means comprises a plurality of speed detectors attached to a plurality of wheel shafts of the vehicle.