JPH01269666A - Car body tilting device - Google Patents

Abstract

PURPOSE:To permit the continuous car body inclination control by judging the anomaly in a tilt angle detection system for a control instruction value according to the detection result which is supplied from a car body tilt angle detector and carrying out the car body tilt angle control by using the result of the tilt angle detection in other inclination control system when anomaly is judged. CONSTITUTION:A car body 1 is supported onto dollies 2b and 2b' through pendulum devices 3b and 3b', and the dollies 2b and 2b' and pendulum devices 3b and 3b' are connected by the fluid pressure operation mechanisms 4b and 4b'. The fluid pressure operation mechanism 4b and 4b' are controlled by a pendulum controller 5b according to the curved line information generated from the curved line information output device 8 on the basis of the outputs of a traveling speed detector 6 and a point detector 7 and the timing instruction and the results of the detection of the traveling speed detector 6 and tilt angle detectors 9b and 9b'. In this case, when the anomaly in a tilt angle detection system including the tilt angle detectors 9b and 9b' is judged, the car body inclination control is carried out in continuation on the basis of the result of the comparison between the control aimed value of other vehicle and the tilt angle detection value.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention relates to a vehicle body tilting device, and particularly to a vehicle body tilting device suitable for vehicles passing through curved roads at high speeds.

[Conventional technology]

In conventional vehicle body tilting devices, when the vehicle body tilt angle deviates from the tilt control target value during the vehicle body tilting operation and the value falls outside the specified value range, the vehicle body tilt control operation is stopped. .

Note that related devices of this type include, for example, Japanese Patent Publication No. 60-52018.

[Problem to be Solved by the Invention 1] Regarding the method for detecting an abnormality, the above-mentioned prior art does not consider distinguishing between an abnormality in the tilt angle detector and an abnormality in other control elements. is disconnected,
Even if the tilt angle detection result exceeds the specified output value,
By comparison with the tilt control target value, it is determined that the vehicle is in a pothole, and the control of the vehicle is brought to a halt. Therefore, the vehicle had no choice but to discontinue vehicle body tilt control and continue driving with poor ride comfort until an opportunity for repair came.

An object of the present invention is to provide a vehicle body tilting device that can continue vehicle body tilt control and maintain ride comfort even if a tilt angle detection system becomes abnormal.

[Means to solve the problem]

The above purpose is to determine the abnormality of the tilt angle detection system with respect to the control command value with respect to the detection result from the tilt angle detector that detects the tilt angle of the vehicle body, and to determine the abnormality of the tilt angle detection system when the tilt angle detector detects an abnormality. This is achieved by controlling the vehicle body tilt using the tilt angle detection results of the vehicle body tilt control system.

[Function 1] Normally, the tilt angle detector is used as a pair with the amplifier section, and the output gain is set so that the output value when the maximum tilt angle occurs, which is limited by the left and right stoppers of the pendulum device, is within the specified (constant 118) output. and used. For example, if the wiring between the tilt angle detector and the amplifier section is disconnected for some reason, the output of the tilt angle detector will exceed a specified output value and swing out. Therefore, a disconnection in the tilt angle detection system can be detected by determining whether the detection result by the tilt angle detector exceeds the specified output value. - If a disconnection in the tilt angle detector system is detected in the LR means, the feed pack control performed by comparing the tilt control target value at the relevant bogie position with the tilt angle detection result is stopped, and the vehicle By controlling the fluid pressure mechanism at the same bogie position based on the fluid pressure mechanism control command with a feed pump applied to the same bogie position that is operating normally, Here, the fluid pressure @ mechanism control command pattern of other vehicles is different depending on the individual differences of each vehicle, but the same slope control when passing the same curve can be continued without stopping. There is no major difference in the pattern at the bogie position, and if the feedback control at the other bogie 1-Q position of the vehicle is in a normal state, control will be performed to compensate for the slight difference in the 73 command pattern. It is possible to improve the riding comfort when passing through a curve compared to the case where the vehicle runs with the slope control stopped.

[Example] An example of the present invention will be described below with reference to FIGS. 1 to 6. First, the configuration of the car body tilting device according to the present invention will be explained with reference to FIGS. 1 and 2. When using the front bogie position and rear bogie position separately, a to a for the front bogie.
In FIG. 1, the vehicle body 1h is a pendulum device 3b on the bogies 2b and 2b'.

3b'. fluid pressure actuation mechanism 4b,
4b' has one end connected to the carts 2b, 2b', and the other end connected to the pendulum device 3.
b, 3b'. The pendulum control device 5b is
The output results of the curve information output device 8 which outputs curve information and timing commands to each car using the detection results of the travel speed detector 6 and the point detector 7, the detection results of the travel speed detector 6, and the inclination of the car body with respect to the bogie. The detection results of the inclination angle detectors 9b and 9b' for detecting angles are inputted, and a command value for controlling the fluid pressure operating mechanisms 4b and 4b' is calculated and output.

Human control unit 10a~10n are dynamic amplifiers 1]a~lln
, lla'~110' and dynamic amplifier lla~1
in, l la' ~ 1 in' and inclination angle detector 9a
~9n, signal line 18a connecting 9a'~9n' ~18
n, 18a' - 18n', and (inclination angle detectors 98 to 9n, 9a' to 9n') are also controlled to output the results manually. Central processing unit! (CPTJ), memory 13a~・
The output control units 14a to 14n perform data input, calculation, and output according to the program stored in the hydraulic pressure operating mechanism 4b. , 4b' control command wiring 115L), l 5 b' Nyo Q fluid pressure operation wj1 control commands are sent to the mechanisms 4b, 4b', and the input control units 10b to 1On of the next car and the next car on the leading side. l
Oa~LO(n-1) Hemo signal wiring 16a~
16(n-1), 16a'''-LR(n-1)' and C' are sent control commands through 17b-17n, 17b' to 17n'. Figure 2 shows the control command signal wiring between each vehicle. FIG. 3 shows a flowchart of the control method.

Tilt angle detectors 9a to 9n for each front and rear bogie of each vehicle
, 9a' to 9n' are input to the control units 10a to 10.
n, dynamic amplifiers lla to lln, 11a' to 11
It is determined whether the output of 0' exceeds the specified output value.

If the output value is less than the specified output value, a control command is calculated by comparing the inclination control target value and the inclination angle detection result, and the output control units 14a to 14n output the control command to the fluid pressure actuating mechanisms 4a to 4n, 4.
Control commands are input to a' to 4n'. Here, regarding the calculation method of the control command, the patent application previously filed by the applicant in 1973
As described in No. 9-227778, a control command is output from before the starting point of the entrance transition curve, and the initial value of the control command is determined according to the maximum value of the excess centrifugal acceleration relative to the orbit.
The control target value is increased to the maximum value when passing the entrance transition curve, and is decreased to 0.2 to 0.6 times the maximum value from before the starting point at the exit transition curve, and the control target value is increased to the maximum value when passing the entrance transition curve. This is a method in which the value is further decreased and then zeroed out after passing the end point. On the other hand, if the input value of the tilt angle detection amount exceeds the specified output value, this means that the signal wiring #118 between the corresponding tilt angle detector 9 and the dynamic amplifier 11 is disconnected. Based on control commands determined by the position of the vehicle and subjected to feedback from other vehicles, the corresponding fluid pressure actuating mechanism 4 is operated to continue tilt control. Here, if the vehicle in question is the leading vehicle, the control command for the same bogie position of the vehicle one vehicle behind is used, and if the vehicle in question is the last vehicle, the same bogie position of the vehicle in front is used. This uses control commands in Here, the reason for using the control commands at the same bogie position is as shown in Fig. 4 (a) to (c).
(d) to (f) show actual measured values of control commands at the front bogie position and rear bogie position in the direction of travel of two adjacent vehicles in an actual vehicle running at 140 kr@/h, When passing through the same curve, the control command waveform will have different patterns depending on the cart position, but at the same cart position, excluding the time difference, iat and Tot, t iar and i,
This is because, as can be seen from the comparison, the control command waveforms are similar. In FIG. 3, when the vehicle is an intermediate vehicle, the average value of the control commands at the same position of the same bogie on both sides is calculated and outputted as the control command.

The effects of the above-mentioned embodiment will be explained using numerical simulation results shown in FIGS. 5 and 6 as an example. Fifth
FIG. 5(a) shows the position of the curve, and FIG. 5(b) shows control commands in a normal case with if for the front bogie position and ir for the rear bogie position. In addition, Figures 5 (c) to (e) respectively show the control commands when the signal wiring 18 at the front bogie position of the vehicle in question is disconnected, and [c] shows the control command when the vehicle in question is the leading car and the same one position behind. (d) is the case where the vehicle in question is an intermediate vehicle and the average value of the vehicles on both sides is used, and (e) is the case in which the vehicle in question is the last vehicle and is one position ahead. In FIGS. 5(a) to 5(e), which show the case where control commands for the same bogie position are used, the suffix f of the control command indicates the front bogie position, and r indicates the rear bogie position. In addition, Fig. 6 shows the car body roll angular velocity, which is the criterion for determining the quality of riding comfort, on the curves corresponding to the conditions (b) to e) in Fig. 5, and in the normal case, φ ( C), if the car concerned is the lead car, φa is shown in (d), if it is an intermediate car, φb is shown in (e), and if it is the last car, φn is shown in (f).
Figure (A) shows the position on the curve, and Figure 6 (B) shows the vehicle body roll angular velocity φ0 when traveling with a natural pendulum. In FIG. 6, (d) to (f) of the present invention all correspond to the running when a disconnection of the conventional signal wiring 18 is detected.
The sudden inclination of the car body in the latter half of the entrance transition curve that occurs when driving in the natural pendulum state and the shocking waveform that occurs when it hits the stopper after that have been improved, and are equivalent to (c) in the normal state. It is possible to obtain the effect of improving riding comfort.

In the above-mentioned embodiment, when the signal wiring 18 is disconnected, control is performed based on the control commands of either of the vehicles on both sides or the average value thereof, but the present invention is not limited to such a command. In other words, calculate the delay time from the distance and running speed from the vehicle on the 111 side to the vehicle, and after the time using this delay time as a reference, control the vehicle with the control command for the vehicle on the 111 side. Good. 2 According to such an embodiment, since the control is performed with almost the same timing and control command pattern as in normal conditions, it is effective in providing a ride comfort closer to that in normal conditions.

[Effects of the Invention 1] As described below, according to the present invention, even when the inclination angle detection system is abnormal, the vehicle body inclination control operation is not stopped, and ride comfort can be maintained.

[Brief explanation of the drawing]

1 is a control circuit diagram showing an embodiment of the car body tilting device according to the present invention, FIG. 2 is a circuit diagram of a 17-car train equipped with the car body tilting device shown in FIG. 1, and FIG. 3 is a control circuit diagram showing the car body of FIG. 1. A flowchart showing the control contents of the tilting device, FIG. 4 is a graph showing control commands for the vehicle body tilting device of FIG. 1 at the same bogie position, and FIG. 5 shows control commands for the vehicle body tilting device of FIG. 1. The graph in FIG. 6 is controlled by the vehicle body tilting device shown in FIG. 12 is a graph showing the vehicle body roll angular velocity acting on the vehicle body when a vehicle is driven by a conventional pendulum device or by a conventional pendulum device. 3------ Single pendulum device, 4------ Single fluid pressure actuation mechanism, 5------ Single pendulum control device, 9------ Single tilt angle detector, 10------ -One-person control unit, 14-1-
--- Output control section

Claims (1)

[Claims] 1. A vehicle body supported on a truck via a pendulum device, a fluid pressure mechanism provided in the pendulum operating part of the pendulum device, a travel speed detector that detects travel speed, and a point detector that detects a point. a curve information output device that outputs curve information and a timing command; and a curve information output device that outputs a detection result of the traveling speed detector, a detection result of the point detector, and the curve information and the timing command that are output by the curve information output device. A vehicle body tilting device comprising a pendulum control device that calculates a tilt control target value as an input and controls the fluid pressure mechanism by comparing it with a detection result by a tilt angle detector that detects a tilt angle of the vehicle body with respect to the bogie. When the inclination angle detection result of the vehicle is outside the specified output value range, the fluid of the vehicle is A vehicle body tilting device characterized by controlling a pressure mechanism.