JP4751745B2 - Car body tilting device, car body tilting method, and railway vehicle - Google Patents

Description

  The present invention relates to a vehicle body tilting device, a vehicle body tilting method, and a railcar that tilt a vehicle body of a railcar.

  Conventionally, as shown in FIG. 4A, a pendulum type railway vehicle supports a vehicle body 101 on a carriage 102 via a tiltable pendulum beam 100 and travels along a curved portion of a track. The vehicle body 101 is caused to follow the pendulum beam 100 and be inclined to the inside of the curved portion.

  As a tilting method of the vehicle body 101 in such a railway vehicle, there is a controlled pendulum method that controls the tilt angle of the vehicle body 101 according to the traveling speed and the track shape. In this controlled pendulum type railway vehicle, a pendulum beam 100 and a cylinder 103 such as a pneumatic cylinder connected to the carriage 102 are used as an actuator for inclining the vehicle body 101 with respect to the carriage 102 (for example, Patent Document 1). , 2).

By the way, in the above railway vehicle, since the vehicle body 101 is inclined only by the inclination of the pendulum beam 100, the center of gravity G of the vehicle body 101 with respect to the center line I is indicated by a two-dot chain line in FIG. The wheel 104 may be displaced too much to the left and right and cause derailment. In addition, since the vehicle body 101 is displaced to the left and right and easily interferes with the structure beside the track, it is necessary to reduce the size of the vehicle body 101, so-called vehicle limit.

Therefore, in recent railway vehicles, as shown in FIG. 4B, as an actuator for inclining the vehicle body 101, in addition to the cylinder 103, the actuator is interposed between the pendulum beam 100 and the vehicle body 101 to reduce vibration. An air spring 105 or the like is used (see, for example, Patent Document 3).
Japanese Patent Laid-Open No. 10-129478 JP-A 61-108053 JP 2005-193773 A

  However, since the fluid spring such as the air spring 105 has a drawback that the response to control is low, the vehicle body 101 is controlled by controlling the cylinder 103 and the air spring 105 at the same timing in the railway vehicle of Patent Document 3. When tilted, the tilt control of the vehicle body 101 is delayed due to a delay in the operation of the air spring 105, resulting in a decrease in tilt control accuracy.

  An object of the present invention is to provide a vehicle body tilting device, a vehicle body tilting method, and a railway vehicle that can control the tilt angle of the vehicle body with higher accuracy than in the prior art.

The invention according to claim 1 is a vehicle body tilting device for tilting a vehicle body on the carriage in a plane intersecting the traveling direction with respect to the carriage traveling in the traveling direction.
A pendulum beam interposed between the carriage and the vehicle body and supporting the vehicle body on the carriage;
A first actuator for inclining the pendulum beam with respect to the carriage in the plane;
A second actuator for inclining the vehicle body with respect to the pendulum beam in the plane;
A target inclination angle for each of the first actuator and the second actuator is calculated based on the non-traveling line data relating to the shape of the line in the non-traveling section, and the first actuator and the second actuator are calculated based on each target inclination angle. A control device for controlling,
The second actuator includes:
A fluid spring interposed between the pendulum beam and the vehicle body;
A fluid pump that tilts the vehicle body relative to the pendulum beam in the plane by moving the working fluid in the fluid spring;
The control device is characterized in that the second actuator is controlled by a predetermined time interval before the control of the first actuator with respect to the track at the same point.

  According to the first aspect of the present invention, the control device controls the second actuator with respect to the line at the same point before the control of the first actuator by a predetermined time interval. Even when the second actuator is provided, it is possible to prevent a delay in the tilt control of the vehicle body. Therefore, it is possible to control the inclination angle of the vehicle body with higher accuracy than in the past.

According to a second aspect of the present invention, in the vehicle body tilting apparatus according to the first aspect,
The control device feeds back an inclination angle of the vehicle body with respect to the carriage to a target inclination angle with respect to the first actuator.

  According to the second aspect of the present invention, the control device feeds back the inclination angle of the vehicle body with respect to the carriage to the target inclination angle with respect to the first actuator, so that the deviation between the target value of the inclination angle of the vehicle body and the actual inclination angle is corrected. be able to. In addition, the effectiveness of the feedback can be improved as compared with the case where the feedback is made to the target inclination angle of the second actuator having low response. Therefore, the inclination angle of the vehicle body can be controlled with higher accuracy.

According to a third aspect of the present invention, in the vehicle body tilting apparatus according to the second aspect,
The controller is
Only the change in the inclination angle of the frequency component passing through the low-pass filter is used for feedback.
Here, the low-pass filter is a filter that allows only frequency components below a predetermined frequency to pass.

  According to the invention described in claim 3, since the control device uses only the change in the inclination angle of the frequency component passing through the low-pass filter for feedback, the resonance frequency component of the first actuator or the second actuator is fed back to cause oscillation. Can be prevented. Therefore, the vehicle body can be tilted safely.

The invention according to claim 4 is the vehicle body tilting device according to any one of claims 1 to 3,
The fluid spring is an air spring.
According to the invention described in claim 4, the same effect as that of the invention described in claim 1 or 2 can be obtained.

The invention according to claim 5 is the vehicle body tilting device according to any one of claims 1 to 4,
The first actuator includes a hydraulic cylinder that tilts the vehicle body by expansion and contraction.

  Here, the liquid, which is the pressure transmission medium of the hydraulic cylinder, is less compressible than air, which is the pressure transmission medium of the pneumatic cylinder, and therefore has excellent response speed and frequency response characteristics. Examples of such a liquid include a liquid mixture of water and glycol in addition to a commonly used hydraulic oil.

  According to the fifth aspect of the present invention, since the first actuator has the hydraulic cylinder, the control performance of the vehicle body inclination angle such as the response speed and the frequency response characteristic is enhanced as compared with the case where the pneumatic cylinder is provided. Therefore, the inclination angle of the vehicle body can be controlled with higher accuracy.

The invention according to claim 6 is the vehicle body tilting method,
The vehicle body tilting device according to any one of claims 1 to 5 controls an inclination angle of the vehicle body.
According to the invention described in claim 6, the same effect as that of the invention described in any one of claims 1 to 5 can be obtained.

The invention according to claim 7 is a railway vehicle,
A vehicle body tilting device according to any one of claims 1 to 5 is provided.
According to the seventh aspect of the invention, the same effect as that of the first aspect of the invention can be obtained.

  According to the invention described in any one of the first to seventh aspects, the inclination angle of the vehicle body can be controlled with higher accuracy than in the prior art.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic diagram showing a schematic configuration of a railway vehicle 1 according to the present invention.
As shown in this figure, a pendulum type railway vehicle 1 includes a carriage 2 that travels on a track in a traveling direction X (front and back in the figure).

  The carriage 2 has a plurality of axles 21 connecting two wheels 20, 20. Shaft springs 22, 22 are disposed on the upper portion of the axle 21, and the shaft springs 22, 22 support the carriage frame 23 in a state in which vibration of the axle 21 is mitigated. The vehicle body 10 is disposed on the upper part of the carriage frame 23, and can be inclined in the left-right direction Y by the vehicle body inclination device 3 according to the present invention.

The vehicle body tilting device 3 includes pendulum devices 30 and 30 disposed above the carriage frame 23 and a pendulum beam 31 disposed above the pendulum devices 30 and 30.
The pendulum devices 30, 30 support the pendulum beam 31 and can tilt the pendulum beam 31 in the left-right direction Y with respect to the carriage 2. In the present embodiment, as the pendulum devices 30, 30, rollers that can rotate in a plane perpendicular to the traveling direction X are used.
The pendulum beam 31 is a substantially semi-cylindrical member that supports the vehicle body 10, is disposed such that the curved surface portion is on the lower side, and is in contact with the lower pendulum devices 30, 30 at the curved surface portion.

  A first actuator 4 that tilts the vehicle body 10 is connected to the pendulum beam 31 and the above-described carriage frame 23. The first actuator 4 has a hydraulic cylinder 40 that extends and contracts to tilt the pendulum beam 31 in the left-right direction Y with respect to the carriage 2. Here, since the liquid which is the pressure transmission medium of the hydraulic cylinder 40 has a compressibility smaller than that of air which is the pressure transmission medium of the pneumatic cylinder, the liquid has excellent properties in response speed and frequency response characteristics. Therefore, the tilt control performance of the vehicle body 10 by the vehicle body tilting device 3 is higher than when the first actuator 4 includes a pneumatic cylinder. As such a hydraulic cylinder 40, for example, one disclosed in Japanese Patent Application Laid-Open No. 2004-291897 can be used.

  The pendulum beam 31 and the vehicle body 10 are connected to a second actuator 5 that tilts the vehicle body 10. The second actuator 5 includes air springs 50 and 50 and a fluid pump 51.

The air springs 50, 50 are interposed between the pendulum beam 31 and the vehicle body 10 at both ends in the left-right direction Y of the railway vehicle 1 to reduce vibration of the vehicle body 10 . In the present embodiment, the resonance frequency of the air spring 50 is about 0.7 to 1 Hz. Therefore, the air spring 50 oscillates when the pendulum beam 31 and the vehicle body 10 move relative to each other in the vertical direction and the roll direction at a frequency in this band.

  The fluid pump 51 tilts the vehicle body 10 in the left-right direction Y with respect to the pendulum beam 31 by moving the working fluid inside the air springs 50, 50, that is, air to expand and contract the air springs 50, 50, respectively. It is something to be made.

As shown in FIG. 2, the second actuator 5 tilts the vehicle body 10 via a low-pass filter 65 that allows only a frequency component in a predetermined band to pass therethrough. The low-pass filter 65 removes a change in the tilt angle of the vehicle body 10 caused by the second actuator 5 in a band different from the predetermined band.

Above the first actuator 4 and second actuator 5, the control device 6 is connected. The control device 6 includes a target tilt angle calculation unit 60, a first controller 61, and a second controller 62.

  As shown in FIG. 3, the target inclination angle calculation unit 60 includes a target value of the inclination angle of the pendulum beam 31 with respect to the carriage 2 (hereinafter referred to as a first target inclination angle), a pendulum, based on the shape of the untraveled track. A target value of the inclination angle of the vehicle body 10 with respect to the beam 31 (hereinafter referred to as a second target inclination angle) is calculated and transmitted to the first controller 61 and the second controller 62.

  More specifically, the target inclination angle calculation unit 60 acquires non-running track data related to the shape of the track in the non-running section where the railway vehicle 1 should travel after a predetermined time has elapsed from the database 63, The first target inclination angle and the second target inclination angle are determined in advance based on the traveling speed of the railway vehicle 1 or the like, that is, before traveling in the non-running section. In addition, the target inclination angle calculation unit 60 transmits the first target inclination angle and the second target inclination angle with respect to the non-running line at the same point to the first controller 61 and the second controller 62. The timing for transmitting the second target tilt angle to the second controller 62 is advanced by n seconds (n is a positive value) rather than the timing for transmitting the one target tilt angle.

  Examples of the target inclination angle calculation method in the target inclination angle calculation unit 60 are disclosed in Japanese Patent Application Laid-Open Nos. 2004-291898, 2004-291897, and 61-108053. The disclosed technique can be used. For calculating the length of “n seconds”, for example, the alignment of the track on which the railway vehicle 1 travels, the traveling speed of the railway vehicle 1, the weight of the vehicle body 10, the internal volume of the air spring 50, the air spring 50 Effective sectional area, distance between air springs 50, 50, source pressure of fluid pump 51, length of piping such as between air spring 50 and fluid pump 51, air control valve (not shown) used for this piping or The characteristic of an orifice (not shown), the value of a parameter set for the second controller 62, and the like can be used. As the length of “n seconds”, for example, 2 seconds can be used. Moreover, in this Embodiment, although the 1st target inclination angle with respect to the track | line of the same point and the 2nd target inclination angle are equal, it is good also as different. The database 63 may be provided inside the control device 6 or may be provided outside.

  The first controller 61 controls the first actuator 4 based on the first target tilt angle set by the target tilt angle calculation unit 60. The first controller 61 feeds back the expansion / contraction amount of the hydraulic cylinder 40, that is, the inclination angle of the pendulum beam 31 with respect to the carriage 2 and the actual inclination angle of the vehicle body 10 with respect to the carriage 2 to the first target inclination angle. It has become.

  The first controller 61 is connected to a low pass filter 64 that allows only frequency components in a predetermined band to pass. The low-pass filter 64 removes a change in inclination angle in a band different from the predetermined band when the actual inclination angle of the vehicle body 10 with respect to the carriage 2 is fed back to the first target inclination angle by the first controller 61. It has become. In the present embodiment, the low-pass filter 64 allows only a change in the inclination angle of a frequency component of 0.2 Hz or less to pass.

  The second controller 62 controls the second actuator 5 based on the second target tilt angle set by the target tilt angle calculation unit 60. The second controller 62 feeds back the height deviation of the left and right air springs 50, 50, that is, the inclination angle of the vehicle body 10 with respect to the pendulum beam 31 to the second target inclination angle.

Next, a vehicle body tilt method in the railway vehicle 1, that is, a vehicle body tilt method according to the present invention will be described.
First, the target inclination angle calculation unit 60 detects the point of the railway vehicle 1 at the present time, and then, based on the shape of the untraveled track and the traveling speed of the railway vehicle 1, the first target inclination angle and the second target inclination angle. Is calculated.

  Next, the target inclination angle calculation unit 60 sets the transmission timing of the second target inclination angle to the second controller 62 for n seconds (n is a positive value) rather than the transmission timing of the first target inclination angle to the first controller 61. The first target tilt angle and the second target tilt angle are transmitted forward. Thereby, as shown in FIG. 3, the control of the second actuator 5 is performed n seconds before the control of the first actuator 4 with respect to the line at the same point. Therefore, even when the second actuator 5 tilts the vehicle body 10 as described later by the air spring 50 having low responsiveness, a delay in tilt control of the vehicle body 10 is prevented.

  Then, the first controller 61 operates the first actuator 4 based on the first target tilt angle, thereby tilting the pendulum beam 31 in the left-right direction Y with respect to the carriage 2. Further, the second controller 62 operates the second actuator 5 based on the second target tilt angle, thereby tilting the vehicle body 10 in the left-right direction Y with respect to the pendulum beam 31.

  At this time, the first controller 61 feeds back the inclination angle of the pendulum beam 31 with respect to the carriage 2 and the actual inclination angle of the vehicle body 10 with respect to the carriage 2 to the first target inclination angle. In this feedback, the low-pass filter 64 Of the change in the inclination angle of the vehicle body 10 with respect to the carriage 2, a frequency component greater than 0.2 Hz is removed. Further, the second controller 62 feeds back the inclination angle of the vehicle body 10 with respect to the pendulum beam 31 to the second target inclination angle.

  As described above, the first controller 61 and the second controller 62 feed back the first target tilt angle and the second target tilt angle, thereby correcting the deviation between the target value of the tilt angle and the actual tilt angle. Further, the effectiveness of the feedback is enhanced as compared with the case where feedback is performed on the second target tilt angle of the second actuator 5 having low responsiveness. Further, by using only the change in the inclination angle of the low-frequency component passing through the low-pass filter 64 for feedback with respect to the first target inclination angle, the resonance frequency component (0.7 to 1 Hz in the present embodiment) of the air spring 50 is obtained. Feedback to the first actuator 4 is prevented.

  According to the railway vehicle 1 as described above, the second actuator 5 is controlled by n seconds before the control of the first actuator 4 with respect to the track at the same point. 2 Even when the actuator 5 tilts the vehicle body 10, a delay in tilt control of the vehicle body 10 can be prevented.

Further, since the control device 6 feeds back the inclination angle of the vehicle body 10 with respect to the carriage 2 to the first target inclination angle, the deviation between the target value of the inclination angle of the vehicle body 10 and the actual inclination angle can be corrected. In addition, the effectiveness of the feedback can be improved as compared with the case where feedback is performed on the second target tilt angle of the second actuator 5 having low responsiveness.
As described above, it is possible to control the inclination angle of the vehicle body 10 with higher accuracy than in the past.

  Further, since only the change in the inclination angle of the frequency component passing through the low-pass filter 64 is used for feedback, the resonance frequency component of the air spring 50 can be prevented from being fed back to the first actuator 4. Accordingly, it is possible to prevent the air spring 50 from oscillating and to tilt the vehicle body 10 safely.

In the above embodiment, the first actuator 4 has been described as including the hydraulic cylinder 40, but may include a pneumatic cylinder.
Moreover, although the 2nd actuator 5 demonstrated as providing the air spring 50, it is good also as providing a fluid spring.
Moreover, although the railcar 1 demonstrated as providing the low-pass filters 64 and 65, it is good also as providing only any one, and it is good also as not providing either.

It is a mimetic diagram showing a schematic structure of a rail car concerning the present invention. It is a block diagram which shows schematic structure of the vehicle body tilting apparatus which concerns on this invention. It is a figure for demonstrating operation | movement of the vehicle body tilting apparatus which concerns on this invention. It is a schematic diagram which shows the conventional railway vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railway vehicle 2 Carriage 3 Car body tilting apparatus 4 1st actuator 5 2nd actuator 6 Control apparatus 10 Car body 31 Pendulum beam 40 Hydraulic cylinder 50 Air spring (fluid spring)
51 Fluid pump 64 Low-pass filter X Traveling direction

Claims (7)

In a vehicle body tilting device that tilts the vehicle body on the cart in a plane intersecting the traveling direction with respect to the cart traveling in the traveling direction,
A pendulum beam interposed between the carriage and the vehicle body and supporting the vehicle body on the carriage;
A first actuator for inclining the pendulum beam with respect to the carriage in the plane;
A second actuator for inclining the vehicle body with respect to the pendulum beam in the plane;
A target inclination angle for each of the first actuator and the second actuator is calculated based on the non-traveling line data relating to the shape of the line in the non-traveling section, and the first actuator and the second actuator are calculated based on each target inclination angle. A control device for controlling,
The second actuator includes:
A fluid spring interposed between the pendulum beam and the vehicle body;
A fluid pump that tilts the vehicle body relative to the pendulum beam in the plane by moving the working fluid in the fluid spring;
The vehicle control apparatus according to claim 1, wherein the control device controls the second actuator for a predetermined time interval before the control of the first actuator with respect to the track at the same point. The vehicle body tilting device according to claim 1,
The control device feeds back a tilt angle of the vehicle body with respect to the carriage to a target tilt angle with respect to the first actuator. The vehicle body tilting device according to claim 2,
The controller is
A vehicle body tilting apparatus using only a change in tilt angle of a frequency component passing through a low-pass filter for feedback. The vehicle body tilting device according to any one of claims 1 to 3,
The vehicle body tilting apparatus according to claim 1, wherein the fluid spring is an air spring. In the vehicle body tilting device according to any one of claims 1 to 4,
The vehicle body tilting apparatus, wherein the first actuator has a hydraulic cylinder that tilts the vehicle body by expansion and contraction.   A vehicle body tilting method, wherein the vehicle body tilt angle is controlled by the vehicle body tilting device according to any one of claims 1 to 5.   A railway vehicle comprising the vehicle body tilting device according to any one of claims 1 to 5.

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