JP5160127B2 - Railway vehicle body tilt actuator - Google Patents

Description

  The present invention provides an actuator for tilting a vehicle body of a railway vehicle, and in particular, by providing a damper function and an actuator function at the same time, disturbances such as vibrations input from the track are transmitted to the vehicle body even when the railway vehicle is in the control pendulum mode. The present invention relates to an actuator for tilting a vehicle body of a railway vehicle that is difficult to cause and does not cause a deterioration in riding comfort.

  2. Description of the Related Art Conventionally, there is a railway vehicle that improves the ride comfort by inclining a vehicle body to the inside of a curved portion when traveling on a curved portion of a track. There is a pendulum type with control as such a vehicle body tilting method. The controlled pendulum type controls the tilt angle of the car body according to the running speed of the train and the shape of the track. Compared to the natural pendulum type that naturally shakes the car body due to centrifugal force, it provides a better ride comfort. It is done.

  Patent Document 1 (Japanese Patent Laid-Open No. 2004-291897) discloses an example of a controlled pendulum type railway vehicle. In the following, an outline of this controlled pendulum type railway vehicle will be described.

As shown in FIG. 3, a controlled pendulum rail car is provided with a carriage 22 that travels on a track and supports a vehicle body 21. The carriage 22 is provided with wheels 23. The wheels 23 are connected to each other by an axle 24, and a shaft spring 25 is provided on the upper portion of the axle 24. The shaft spring 25 supports the carriage frame 26 in a state where the vibration of the axle 24 is mitigated. A roller 27 is provided above the carriage frame 26, and a substantially semi-columnar pendulum beam 28 that supports the vehicle body 21 is placed on the roller 27. The pendulum beam 28 is disposed with the curved surface portion facing downward, and the vehicle body 21 can be inclined by swinging on the roller 27 . A pillow spring 29 is interposed between the pendulum beam 28 and the vehicle body 21 to reduce the vibration of the pendulum beam 28. A body tilting actuator for tilting the vehicle body 21 is connected between the carriage frame 26 and the pendulum beam 28.

  Hereinafter, this vehicle body tilting actuator is referred to as a conventional actuator B, and will be described with reference to the drawings.

  FIG. 4 is a schematic view showing a conventional actuator B. As shown in FIG.

  As shown in FIG. 4, the conventional actuator B includes a flow dividing circuit 2 for communicating the rod side and the bottom side of the hydraulic cylinder 1, a variable flow rate throttle valve 3 and a flow valve 4 provided in the flow dividing circuit 2, a motor 5 includes a hydraulic pump 6 operated by 5, introduction valves 7 a and 7 a provided in the hydraulic circuit, and an accumulator 8.

  Next, the operation of the conventional actuator B will be described.

First, when the railway vehicle is in the control pendulum mode, the introduction valve 7a is opened and the flow valve 4 is closed. As a result, hydraulic fluid is introduced from the hydraulic pump 6 to the hydraulic cylinder 1 and direct flow of hydraulic fluid between the rod side and the bottom side of the hydraulic cylinder 1 is prevented.

  Next, a target value calculation device (not shown) determines a target value of the pendulum inclination angle based on the shape of the untraveled track and the traveling speed of the train. Then, the conventional actuator B changes the pendulum tilt angle of the vehicle body 21 in accordance with the target value of the pendulum tilt angle.

That is, when the vehicle body 21 is tilted counterclockwise (solid line direction in the figure) from the horizontal state of FIG. 3, first, the control device (not shown) operates the hydraulic pump 6 to hydraulically operate the hydraulic oil. The cylinder 1 is pumped from the rod side to the bottom side. Thereby, the piston 1a moves to the rod side of the hydraulic cylinder 1, and the rod 1b protrudes from the hydraulic cylinder 1. As a result, the pendulum beam 28 and the vehicle body 21 are inclined in the counterclockwise direction in FIG. 3 with respect to the carriage frame 26. Here, since the hydraulic cylinder 1 is superior in response speed and frequency response characteristics than the pneumatic cylinder, the control performance of the pendulum inclination angle is improved as compared with the case where the vehicle body is inclined by the pneumatic cylinder.

On the other hand, when the vehicle body 21 is tilted clockwise in FIG. 3 (in the direction of the dotted line in the figure), first, the control device operates the hydraulic pump 6 in the reverse direction to supply hydraulic oil to the bottom of the hydraulic cylinder 1. Pump from side to rod side. Thereby, the piston 1 a moves to the bottom side of the hydraulic cylinder 1, and the rod 1 b is accommodated in the hydraulic cylinder 1. As a result, the pendulum beam 28 and the vehicle body 21, in FIG. 3 with respect to the bogie frame 26, inclined clockwise.

  Next, the operation of the conventional actuator B when the railway vehicle is in the natural pendulum mode, that is, when an abnormality occurs in the hydraulic cylinder 1 or the target value calculation device will be described.

First, when the control device detects an abnormality in the hydraulic cylinder 1 or the target value calculation device, the introduction valve 7a is closed and the flow valve 4 is opened. As a result, the introduction of hydraulic oil from the hydraulic pump 6 to the hydraulic cylinder 1 is blocked, and the hydraulic oil can flow directly between the bottom side and the rod side of the hydraulic cylinder 1 via the throttle valve 3. Therefore, when the vehicle body 21 vibrates, the hydraulic oil flows directly at a predetermined flow rate between the bottom side and the rod side of the hydraulic cylinder 1, so that the vibration of the vehicle body 21 is attenuated with an appropriate damping force. The In this case, if the opening of the throttle valve 3 is adjusted to change the flow rate of the working liquid, the vibration of the vehicle body 21 can be attenuated with a more appropriate damping force.

JP 2004-291897 A

As described above, according to the railway vehicle provided with the conventional actuator B, when the railway vehicle is in the control pendulum mode, the vehicle body 21 is tilted using the hydraulic cylinder 1, so that it is compared with the conventional case using the pneumatic cylinder. Thus, the pendulum tilt angle can be controlled with high accuracy with respect to response speed, frequency response characteristics, and the like. Further, by closing the flow valve 4 and preventing the direct flow of the hydraulic oil between the bottom side and the rod side of the hydraulic cylinder 1, the amount of hydraulic oil introduced into the hydraulic cylinder 1 is reduced to the motor 5 and Since it can be controlled by the operation of the hydraulic pump 6, it is possible to prevent a decrease in the control performance of the pendulum inclination angle due to the provision of the shunt circuit 2. Therefore, the vehicle body 21 can be tilted so as to improve the riding comfort regardless of the shape of the track.

  When the railway vehicle is in the natural pendulum mode, the vibration of the vehicle body 21 is attenuated with an appropriate damping force by using the shunt circuit 2, the throttle valve 3 and the flow valve 4 provided integrally with the hydraulic cylinder 1. That is, the same function as a conventional pendulum damper can be obtained. Therefore, the actuator can be downsized as compared with the conventional case in which the pneumatic cylinder and the pendulum damper are separately provided.

  However, the conventional actuator B has the following problems.

  When the railway vehicle is in the control pendulum mode, the vehicle body 21 is tilted using the hydraulic cylinder 1, so that the pendulum tilt angle is higher in terms of response speed, frequency response characteristics, etc. than in the conventional case using a pneumatic cylinder. Although it can be controlled with accuracy, the hydraulic cylinder 1 in the control pendulum mode does not function as a damper, and therefore disturbances such as vibrations input from the track are easily transmitted to the vehicle body 21 and the ride quality is deteriorated. There was a risk of inviting.

  The main frequency component that causes such deterioration in riding comfort is a relatively high frequency vibration component of about 1 to 2 Hz. On the other hand, the response frequency of the actuator necessary for the vehicle body tilting operation is generally lower than the frequency band that causes deterioration in riding comfort, for example, about 0.05 Hz, and the main frequency components that cause deterioration in riding comfort are Clearly distinguishable.

  Accordingly, an object of the present invention is to provide the hydraulic cylinder with the damper function and the actuator function at the same time, thereby providing the advantages of the conventional actuator B. Further, even if the railway vehicle is in the control pendulum mode, the input is performed from the track. An object of the present invention is to provide an actuator for tilting a vehicle body of a railway vehicle in which disturbances such as vibrations are not easily transmitted to the vehicle body and the ride comfort is not deteriorated.

  The inventors of the present application have made extensive studies to achieve the above object. As a result, the following knowledge was obtained.

  Even when a railway vehicle enters the control pendulum mode, if the flow valve is opened and a small amount of hydraulic fluid is leaked and circulated in the hydraulic cylinder, the amplitude of high-frequency vibration that generally affects riding comfort is large. Therefore, vibration transmitted to the vehicle body via the hydraulic cylinder can be greatly reduced. However, since the vehicle body tilt performance as a pendulum actuator is required at the same time as the vibration reduction performance, it is impossible to increase the flow rate of the hydraulic oil.

  In addition to the amount of oil necessary for the stroke of the hydraulic cylinder, the discharge flow rate of the hydraulic pump that compensates the flow rate of the hydraulic oil is required, so that the operating efficiency of the hydraulic cylinder is reduced. That is, when a constant load is supported by the hydraulic cylinder, if there is no hydraulic oil leak, the load can be supported with the hydraulic pump stopped, but in a state where the hydraulic oil leaks, It is necessary to always compensate for the leaked volume of hydraulic oil by rotating the hydraulic pump at a constant rotational speed.

  Therefore, a throttle valve capable of arbitrarily changing the flow rate of the working oil according to an external command is provided in the shunt circuit that communicates the rod side and the bottom side of the hydraulic cylinder. The knowledge that high vibration damping performance and the function as an actuator can be made compatible by opening degree control and control of the motor for rotating the hydraulic pump are obtained.

  The present invention has been made on the basis of the above findings and is characterized by the following.

According to a first aspect of the present invention, there is provided a vehicle body for a railway vehicle, wherein a throttle valve capable of changing a flow rate of the working liquid flowing in the shunt circuit is provided in a shunt circuit communicating the rod side and the bottom side of the hydraulic cylinder. In the tilting actuator, the working liquid is simultaneously supplied to the hydraulic cylinder and the throttle valve, and the throttle valve includes a control valve capable of changing a flow rate of the working liquid by an electrical command signal from the outside. A controller capable of cooperatively controlling a supply amount of the working liquid to the pressure cylinder and a supply amount of the working liquid to the throttle valve, and the controller includes a predetermined target expansion / contraction amount of the hydraulic cylinder, and the liquid Obtaining a deviation between the actual expansion and contraction amount of the pressure cylinder, and cooperatively controlling the supply amount of the working liquid to the hydraulic cylinder and the supply amount of the working liquid to the throttle valve based on the deviation In And it has a butterfly.

A second aspect of the invention is characterized in that, in the first aspect of the invention, the controller controls the supply amount of the working liquid to the throttle valve based on the vibration frequency of the vehicle body .

According to a third aspect of the present invention, in the second aspect of the present invention, the vibration frequency is 1 to 2 Hz. When vibration of a frequency in this range is generated in the vehicle body, the controller controls the flow rate of the working liquid. It is characterized in that a command for increasing the pressure is issued to the throttle valve.

  According to the present invention, the advantage of the conventional actuator, that is, regardless of the shape of the track, the vehicle body can be inclined so as to improve riding comfort, and the vehicle body inclination device can be downsized, Furthermore, it is possible to provide an actuator for tilting a vehicle body of a railway vehicle in which disturbances such as vibrations input from the track are not easily transmitted to the vehicle body even when the rail vehicle is in a control pendulum mode, and the ride comfort is not deteriorated. it can.

  An embodiment of an actuator for tilting a vehicle body of a railway vehicle (hereinafter referred to as actuator A of the present invention) according to the present invention will be described with reference to the drawings, taking a hydraulic cylinder as an example of a hydraulic cylinder.

  FIG. 1 is a schematic diagram showing the actuator A of the present invention, and FIG. 2 is a control block diagram of the actuator A of the present invention.

  As shown in FIG. 1, the actuator A according to the present invention is operated by a flow dividing circuit 2 that connects the rod side and the bottom side of the hydraulic cylinder 1, a variable flow rate throttle valve 3 provided in the flow dividing circuit 2, and a motor 5. And an introduction valve 7 a, 7 a provided in a hydraulic circuit connected to the accumulator 8, and a controller 9.

  The controller 9 controls a throttle valve control device 10 that adjusts the opening degree of the throttle valve 3 and a motor control device 11 that controls the motor 5. The throttle valve 3 is a control valve capable of changing the flow rate of hydraulic oil by an external electric command signal.

  The controller 9 obtains a deviation between the target value obtained in advance, that is, the target expansion / contraction amount of the hydraulic cylinder 1 corresponding to the pendulum target inclination angle and the actual expansion / contraction amount (actual displacement) of the hydraulic cylinder 1, Based on this, the supply amount of the hydraulic oil to the hydraulic cylinder 1 and the supply amount of the hydraulic oil to the throttle valve 3 are cooperatively controlled.

  That is, when the roll direction swing or lateral vibration acceleration of the vehicle body 21 (see FIG. 3) is detected, and the high frequency vibration of about 1 to 2 Hz is detected, the controller 9 sets the flow rate of the hydraulic oil by the throttle valve 3. A command to increase is issued to the throttle valve control device 10 and a command to rotate the motor 5 to compensate the leaked hydraulic oil is issued to the motor control device 11. As a result, the high-frequency vibration generated in the vehicle body 21 is attenuated and the ride comfort is not deteriorated.

  On the other hand, when the deviation becomes larger than a preset value, the controller 9 issues a command for reducing the flow rate of the hydraulic oil by the throttle valve 3 to the throttle valve control device 10, and the motor control device 11 A command is issued to rotate the motor 5 so that hydraulic oil that reduces the deviation is introduced into the hydraulic cylinder 1. Thereby, the hydraulic cylinder 1 functions as a pendulum actuator of the vehicle body 21.

  According to the actuator of the present invention configured as described above, when the railway vehicle is in the control pendulum mode, the vibration of the vehicle body is attenuated as follows and the riding comfort is deteriorated. The vehicle body can be inclined at a desired inclination angle.

  As shown in FIG. 2, the target value calculation device 12 calculates the target value of the pendulum inclination angle of the vehicle body 21 based on the shape of the untraveled track and the traveling speed of the train. The controller 9 controls the motor 5 that drives the hydraulic pump 6 so that the pendulum inclination angle of the vehicle body 21 becomes a target value.

  At this time, when high frequency vibration of the vehicle body 21 of about 1 to 2 Hz is detected, the controller 9 issues a command for increasing the flow rate of the hydraulic oil by the throttle valve 3 to the throttle valve control device 10, and the motor control device 11. In order to compensate the leaked hydraulic oil, a command to rotate the motor 5 is issued. As a result, the high-frequency vibration generated in the vehicle body 21 is attenuated and the ride comfort is not deteriorated.

  Further, the controller 9 obtains a deviation between the target expansion / contraction amount of the hydraulic cylinder 1 corresponding to the target value of the pendulum inclination angle obtained in advance and the actual expansion / contraction amount (actual displacement) of the hydraulic cylinder 1, and the deviation is When the value is larger than a preset value, a command to reduce the flow rate of the hydraulic oil from the throttle valve 3 is issued to the throttle valve control device 10, and hydraulic oil that reduces the deviation is supplied to the motor control device 11. A command is issued to rotate the motor 5 so as to be introduced into the system 1. Thereby, the hydraulic cylinder 1 functions as a pendulum actuator of the vehicle body 21. Even while the hydraulic cylinder 1 functions as a pendulum actuator of the vehicle body 21, some hydraulic fluid leaks through the throttle valve 3, so that disturbances such as vibration input from the track are transmitted to the vehicle body 21 as in the conventional actuator B. And there is no fear of deteriorating ride comfort.

  As described above, according to the present invention, the hydraulic cylinder is provided with the damper function and the actuator function at the same time, thereby providing the advantages of the conventional actuator B. Further, even if the railway vehicle is in the control pendulum mode, it is input from the track. Disturbances such as vibrations are hardly transmitted to the vehicle body, and the ride comfort is not deteriorated.

It is the schematic which shows this invention actuator A. It is a control block diagram of the actuator A of the present invention. 1 is a schematic view of a controlled pendulum railway vehicle. FIG. It is the schematic which shows the conventional actuator B.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1: Hydraulic cylinder 2: Split circuit 3: Throttle valve 4: Flow valve 5: Motor 6: Hydraulic pump 7a: Introducing valve 8: Accumulator 9: Controller 10: Throttle valve control device 11: Motor control device 12: Target value calculation circuit 21: Car body 22: Bogie 23: Wheel 24: Axle 25: Shaft spring 26: Bogie frame 27: Roller 28: Pendulum beam 29: Pillow spring

Claims (3)

In a vehicle body tilting actuator for a railway vehicle, provided with a throttle valve capable of changing the flow rate of the working liquid flowing in the flow dividing circuit in the flow dividing circuit that communicates the rod side and the bottom side of the hydraulic cylinder.
The hydraulic fluid is supplied simultaneously to the hydraulic cylinder and the throttle valve, and the throttle valve is composed of a control valve capable of changing the flow rate of the hydraulic fluid by an external electrical command signal, and operates to the hydraulic cylinder. A controller capable of cooperatively controlling the supply amount of the liquid and the supply amount of the working liquid to the throttle valve, and the controller includes a target expansion / contraction amount obtained in advance of the hydraulic cylinder and an actual amount of the hydraulic cylinder; A deviation between the amount of expansion and contraction is obtained, and based on the deviation, the supply amount of the working liquid to the hydraulic cylinder and the supply amount of the working liquid to the throttle valve are cooperatively controlled. Actuator for tilting railway vehicles.   The actuator for leaning a vehicle body of a railway vehicle according to claim 1, wherein the controller controls a supply amount of the working liquid to the throttle valve based on a vibration frequency of the vehicle body. The vibration frequency is from 1 2 Hz, the vibration frequency in this range when occurring in the body, the controller is characterized by issuing the throttle valve a command to increase the flow rate of the working liquid, wherein Item 3. The vehicle body tilting actuator for a railway vehicle according to Item 2 .

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