JPH0373511B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a control device that controls the swing angle of a pendulum truck in advance to improve riding comfort on curves, and particularly relates to a control device that controls the swing angle of a pendulum truck in advance to improve ride comfort on curves. The present invention relates to a device that enables accurate position detection.

[Background of the invention]

A known method for increasing the curve passing speed of a railway vehicle without deteriorating riding comfort is to employ a pendulum bogie.

FIG. 1 shows an example of such a pendulum type truck.

This figure 1 shows a so-called natural pendulum type cart.
In the figure, 1 is the vehicle body (guest room), 2 is the rocking pillow, and 3
is a rotating beam, 4 is an axle, 5 is a roller, 6 is a side support, 7
is an axial spring.

The vehicle body 1 is supported on a rocking pillow 2, and the rocking pillow 2 rides on a pair of left and right rollers 5 that are pivotally supported at both ends of a rotating beam 3. And as a result of this,
The car body 1 can move left and right by the rotation of these rollers 5. In this case, by forming the lower surface of the rocking pillow 2 into a predetermined shape, the car body 1 rotates around a predetermined point O and moves left and right. It is designed so that it can be tilted. Also, the point O at this time is the center of gravity G of the vehicle body 1.
It is positioned above the

Therefore, when a vehicle equipped with such a bogie travels around a curve and a centrifugal force F1 is applied to the vehicle body 1, this centrifugal force F1 generates a torque centered at point O, as shown in Figure 2. , the vehicle body 1 leans toward the inside of the curve.

On the other hand, at this time, the passengers inside the vehicle body 1 are subjected to a composite force F2 of the vertical gravity W and the centrifugal force F1, as shown in FIG.

Therefore, if the amount of inclination of the vehicle body 1 caused by the centrifugal force F1 is set to an appropriate value, and the direction of the resultant force F2 that the passenger receives is perpendicular to the floor surface of the vehicle body 1, it is possible to pass through the curve. The centrifugal force felt by passengers inside the vehicle is reduced or can be eliminated, improving riding comfort.

However, even with this method using a natural pendulum bogie, centrifugal force cannot be sufficiently reduced near the start and end points of a curve, and the riding comfort in these areas cannot be sufficiently improved. Ta.

To explain this with Fig. 4, Fig. 4 a shows the curvature at a certain curve, Fig. 4 b shows the swing angle of the vehicle body 1 when the vehicle passes through that curve, and Fig. 4 c shows the deflection angle of the vehicle body 1 at that time. This shows the lateral acceleration, or centrifugal force, experienced by the passengers at the airport.

As already explained, when a vehicle equipped with a pendulum bogie approaches a curve and centrifugal force acts on the vehicle body, this centrifugal force pushes the center of gravity of the vehicle to the side, and as a result, the vehicle body tilts toward the inside of the curve. It is becoming more and more popular. Therefore, there is a slight delay before the car body actually leans, and this is due to the curve starting and ending positions in Figure 4a and Figure 4B.
This appears as a delay in the deflection angle of the
As a result, lateral acceleration as shown in FIG. 4c appears within the vehicle body, deteriorating ride comfort.

Therefore, in order to cancel out such lateral acceleration which cannot be reduced or eliminated by a natural pendulum truck, a method using a pendulum truck as shown in FIG. 5 is known.

In this FIG. 5, 8 is a cylinder for control, and the other parts are the same as in FIG. 1.

This cylinder 8 is an actuator such as a pneumatic cylinder, and is normally able to expand and contract with almost no resistance, but when necessary, it can generate a predetermined force in the direction of expansion or contraction using air pressure. Even when no lateral acceleration is acting on the vehicle body 1, by sending air to the cylinder 8, the vehicle body 1 can be moved in any direction.
It can be tilted at any angle. The pendulum truck of this type is called a controlled pendulum truck, whereas the truck shown in FIG. 1 is called a natural pendulum truck.

Therefore, if a controlled pendulum truck as shown in Fig. 5 is used to control the cylinder 8 at the start and end points of the curve to compensate for the movement delay caused by the natural pendulum truck described above, the vehicle will pass through the curve. In some cases, passengers are subjected to almost no lateral acceleration, which can significantly improve ride comfort. This state is shown in FIG. That is, when the vehicle passes through a curve as shown in Figure 6a, if a command is given to the control device for the cylinder 8 at the timing shown in Figure 6b, the deflection angle of the vehicle body 1 will be as shown in Figure 6c. The lateral acceleration that appears at the timing shown in FIG. 2 and applied to the passenger can be sufficiently reduced as shown in FIG. As is clear from Fig. 6, Fig. 6 shows a case where the rising edge and falling edge of the control command for the cylinder 8 are in a step-like manner. A falling characteristic may also be provided.

By the way, in the method using such a controlled pendulum truck, as is clear from the above explanation, it is necessary to detect that the vehicle approaches a curve.

Therefore, a method has conventionally been proposed in which a beacon that can be detected by a running vehicle is provided at a curve point, and the presence of the beacon is provided at a curve point to detect when the vehicle approaches the curve position.

However, this method requires the installation of a ground element at each curve point, and has the drawback that it is impractical due to a significant increase in cost on lines with many curves that require the use of pendulum bogies.

FIG. 7 is an example of a system proposed to improve the above drawbacks. In the figure, 9a and 9b are speed generators, 10a and 10b are waveform shaping circuits, and 11
12 is a high priority circuit, 12 is an integration circuit, 13 is a storage device, 14 is a comparison circuit, 15 is an amplifier, and 16 is a servo control device.

The speed generators 9a and 9b are respectively attached to different wheels, and function to generate a predetermined number of pulse signals per rotation as the wheels rotate.

Waveform shaping circuits 10a and 10b are speed generators 9
It functions to shape the pulse signals from a and 9b into a pulse signal with a predetermined waveform.

The high priority circuit 11 is a waveform shaping circuit 10a, 10
Outputting the pulse signal with the greater number of pulses per unit time among the two pulse signals from the speed generators 9a and 9b supplied via the speed generators 9a and 9b.

The integration circuit 12 is composed of a counter or the like, and functions to count the pulse signals supplied from the high-order priority circuit 11 over a predetermined period, and calculate the number of input pulses.

The storage device 13 stores curve position data representing the distance to the curve point in advance, so that it can be read out and used as needed.

The comparison circuit 14 functions to compare the count data of the integration circuit 12 and the data read from the storage device 13, and to generate a control signal when the two match.

The amplifier 15 amplifies the control signal output from the comparator circuit 14 to a predetermined level, and the servo control device 1
It functions to operate 6.

The servo control device 16 operates in response to a control signal supplied from the amplifier 15, supplies air at a predetermined pressure to the cylinder 8, and moves the piston in the cylinder 8 to one side or the other to tilt the vehicle body 1. do the work.

In addition, in most actual trains, trains are formed by connecting hoggy-type cars.
Therefore, if the configuration within the chain line in FIG. 7 is represented by block 20, an actual vehicle may be configured as shown in FIG. 8.

Although omitted in FIG. 7, the block 20 also includes a control device 2 consisting of a microcomputer, etc.
1 is provided, and necessary control processing such as control of the integration circuit 12 and the storage device 13 is performed by a predetermined program.

Next, the operation of this system will be explained.

When the vehicle travels, the integration circuit 12 receives a number of pulse signals proportional to the distance traveled by the vehicle.

Therefore, as shown in FIG. 9, if the integrating circuit 12 is cleared at the starting point P ₀ of vehicle A, then the count data of this integrating circuit 12 will be changed from the starting point P ₀ to vehicle A. This data represents distance. At this time, the reason why a plurality of speed generators 9a and 9b are used and the signal with a larger number of pulses is extracted and integrated in the high priority circuit 11 is to reduce errors caused by wheel slipping. It is.

On the other hand, if the curves of the track on which vehicle A runs are as shown in the lower diagram of Figure 9, then the curvature of each curve starts to change from the starting point P ₀ to points P ₁ , P ₂ , Measure the distances l ₁ , _{l 2 ,} l _{3 , l 4 ,} l 5 , l ₆ ... to P 3 _, P ₄ , P ₅ , P ₆ ..., and calculate these distances l ₁ to _{l 6} ... ... is stored in the storage device 13 as curve position data.

When the vehicle A departs from the starting point P ₀ in this manner, the control device 21 first reads the curve position data d ₁ representing the distance l ₁ from the storage device 13 and supplies it to one comparison input of the comparison circuit 14 . At this time, the count data of the integration circuit 12 is input to the other comparison input of the comparison circuit 14, and as described above, this count data indicates the distance traveled by the vehicle A from the starting point _P0 to that point. If this is data d _a , comparison circuit 1
4 outputs an output when the input data becomes (d ₁ =d _a ).

When the output is generated from the comparator circuit 14 in this way,
The control device 21 reads data d ₂ representing the next distance l ₂ from the storage device 13 and supplies it to the comparison circuit 14, and sequentially performs this for each of the distances l ₃ to l ₆ .

As a result, the comparison circuit 14 determines that vehicle A is the starting point.
Starting from P ₀ , each time _the traveling distance reaches _{l 1 , l 2 .}
An output will be generated each time .

Therefore, when the comparison circuit 14 generates an output, the control device 21 determines whether the output is at the start point of the curve or at the end point of the curve, and the corresponding control signal is sent to the amplifier 15.
If the servo control device 16 is supplied with the command shown in b in FIG.
The cylinder 8 performs the control as shown in FIG. 6c, resulting in a lateral acceleration state with good riding comfort as shown in FIG. 6d.

Therefore, according to this system, by simply measuring the distance to the curve in advance and storing predetermined data in the storage device 13 accordingly, it is always possible to accurately determine that the vehicle has arrived at a predetermined position on the curve. It is possible to accurately control the pendulum truck when passing through a curve, and effectively prevent the ride comfort from deteriorating.

By the way, as is clear from the above description, in the above-described system, the rotation of the wheels is detected by a speed generator, and the distance traveled by the vehicle is calculated.

However, in such a system, errors in wheel diameter, wheel slipping, and skidding occur unavoidably. Therefore, in the above system, when the distance traveled by the vehicle increases, that is, When the distances l ₁ , l ₂ ... l ₆ to the curve in Fig. 9 become large, the error becomes large, and the timing of controlling the cylinder 8 of the pendulum truck coincides with the timing of the start point of the curvature change of the curve. In some cases, it may not be possible to expect sufficient operation.

For this reason, it is desirable to use an existing beacon on the track or a dedicated beacon and use each of these beacons as a base point for counting the distance traveled by the vehicle.
In this case, there are drawbacks such as erroneous detection of a beacon even though there is no beacon on a railway bridge or the like, or detection of a beacon for another purpose that should not be detected.

[Purpose of the invention]

An object of the present invention is to calculate travel distance data of a vehicle using a berm as a reference point, and compare it with curve position data representing curve points stored on the vehicle to obtain swing angle control timing of a bogie. The purpose of this invention is to accurately control the pendulum cart even if erroneous detection occurs.

[Summary of the invention]

The above mileage data indicates that the vehicle is within a distance range that includes approximately the center of the beacon installed in the section after leaving the section where the means for detecting the beacon may cause false detection. The present invention is characterized in that a calculation means is provided based on the distance range, and the ground element is detected only within this distance range.

[Embodiments of the invention]

Embodiments of the pendulum truck control device according to the present invention will be described below with reference to the drawings.

FIG. 10 shows an embodiment of the present invention.

This example is applied to a railway track equipped with a well-known ATS (Automatic Train Stop System).
By using the ATS's ground transducer and using its installation point as the starting point for calculating the vehicle's travel distance, the distance to be calculated on the vehicle does not become too large, thereby ensuring accurate operation. In FIG. 10, 17 is an on-board receiver that detects the ground transducer, 23 is a second storage device, and 24 is a second
The comparison circuit 25 is an AND gate, and the other parts are the same as the system shown in FIG.

The receiver 17 functions to detect the presence of an ATS beacon installed on the track when a vehicle passes over the beacon and generate a detection signal.

Like the storage device 13, the storage device 23 functions to store predetermined distance data and provide it to the comparison circuit 24.

The comparison circuit 24 is similar to the comparison circuit 14 and compares the count data d _a of the integration circuit 12 with distance data d ₁ from the storage device 23 , etc. At this time, the data given from the storage device 23 Data is data d(x,y) representing a predetermined distance range
For this data d(x, y), count data d _a is (d _x ≦d _a ) and (d _y ≧
d _a ), it generates an output and functions to activate the AND gate 25. In addition, when the train is organized, it will be as shown in Figure 11.

Next, the operation of this embodiment will be explained.

First, to simplify the explanation, it is assumed that the comparator circuit 24 continues to generate an output and the AND gate 25 remains activated.

On the other hand, it is assumed that the track on which vehicle A travels has a curve as shown in FIG. 12, and that an ATS ground coil is installed. That is, the starting point P ₀
Assume that there is one ground coil 1 between the curve 1 and the curve 1, and then there are two ground coils 2 and 3 between the curve 2 and the curve 3.

Therefore, in this case, the storage device 13 stores the distance
Curve position data representing l ₁ , l ₂ , l ₃ , l ₄ , l ₅ , l ₆
Store d ₁ , d ₂ , d ₃ , d ₄ , d ₅ , and d ₆ respectively.

In this state, when vehicle A (not shown) leaves the starting point _P0 and starts traveling, the control device 21 first waits for a signal from the receiver 17, and then the vehicle A When the installation point _P1 is reached and the detection signal appears, the data _d1 is stored in the storage device 1.
3 and gives it to the comparison circuit 14, and at the same time resets the integration circuit 12 and clears the count data to 0.

As a result, when vehicle A travels a distance l ₁ from point P ₁ and reaches point _{P 2} , comparison circuit 1
Output is obtained from 4.

Therefore, in accordance with the output obtained from the comparator circuit 14 at this point _P2 , the control device 21 reads data _d2 representing the distance _l2 from the storage device 13, provides it to the comparator circuit 14, and integrates it. circuit 12
Reset.

In this way, the control device 21 gives the data d ₁ to the comparator circuit 14 when it detects the ground transducer 1, and then sequentially supplies the data d ₂ , d ₃ , d ₄ each time an output is obtained from the comparator circuit 14 . given to the comparison circuit 14,
At the same time, the integration circuit 12 is cleared.

Next, when the vehicle A passes point P ₅ , the receiver 17 detects the ground element 2 at point P ₆ , and a detection signal is input to the control device 21 .

However, at this time, the control device 21 is programmed to ignore the detection signal from the ground element 2 (described later). Therefore, this point P ₆
There is no control whatsoever.

When the vehicle A eventually approaches point P ₇ , the beacon 3 is detected by the receiver 17 at this point. Therefore, at the timing of detecting this ground element 3, the control device 21 next detects the installation point of this ground element 3.
The data d ₅ representing the distance l ₅ from P ₇ to the curve 3 is read from the storage device 13 and is applied to the comparison circuit 14 to clear the integration circuit 12 .

Then, when an output is obtained from the comparator circuit 14 at the point _P8 , data _d6 representing the distance _l6 is provided, and the integration circuit 12 is cleared.

According to this embodiment, therefore, the calculation of the distance traveled by the vehicle to each curve is not carried out as a distance from a single starting point P ₀ , but rather the ATS ground distance is calculated before each curve. If a child is installed, a new calculation will be made for each point where the ground child is installed.
The travel distance of the vehicle to be calculated can be prevented from becoming too long, and the possibility that the detection error of the travel position will become large can be eliminated.

It is the same as the system shown in Fig. 7 in that the cylinder 8 is controlled at each point where the output is obtained from the comparator circuit 14, and the deflection angle of the vehicle body 1 is controlled so that the lateral acceleration does not increase. It is.

Next, the second storage device 23 which forms the main part of the present invention
and second comparison circuit 24, and AND gate 25
The operation will be explained.

The track on which vehicle A is currently operating is, for example, the first track.
As shown in Figure 3, there is a railway bridge B between the ground coil 11 and the ground coil 12, and the ground coil 1
There is a station between Platform 2 and 15, platform 1 and 2.
Assume that the ground wires 13 and 14 are separated into different track lines, and therefore installed at different locations.

In this case, there is a risk that the receiver 17 may malfunction while the vehicle A is passing over the railway bridge B, and generate a detection signal even though no beacon is installed. Also, vehicle A is
After passing 2, the distance to the ground coil 13 and the distance to the ground coil 14 are different, so vehicle A
This is inconvenient because the distance will be different depending on whether the vehicle passes through the first or second track.

Therefore, in this case, the distance from the ground element 11 is
The detection operation by the receiver 17 is disabled between l ₁₁ and the distance l ₁₃ from the ground element 12, and the detection operation by the receiver 17 is disabled only between the distances l ₁₂ and l ₁₄ , which include the ground elements 12 and 15 to be detected, respectively. This allows the detection operation to be effective.

For this reason, the storage device 23 has the distance l ₁₁ shown in FIG.
Data d ₁₁ , d ₁₂ , d ₁₃ , d ₁₄ representing l ₁₂ , l ₁₃ , l ₁₄ are stored, and after detecting the ground element 11, the control device 21 reads the data from the storage device 23 and compares the data. The comparator circuit 24 generates an output only when the mileage data d _a of the integration circuit 12 satisfies l ₁₁ < d _a < l ₁₁ + l ₁₂ with respect to data l ₁₁ and l ₁₂ . Make it.

Similarly, after the control device 21 detects the ground element 12, the comparison circuit 24 generates an output only when l ₁₃ < d _a < l ₁₃ + l ₁₄ .

In this way, the AND gate 25 indicates that vehicle A is l ₁₂
The comparator circuit 24 is activated only when the area is in the section ₁₄ , that is, when the receiver 17 is in a section other than when there is a risk of malfunction of the receiver 17, such as on a railway bridge, or when there is a risk of inconvenient detection, such as at a station. It is activated by the output, and can eliminate the possibility of malfunction or inconvenient operation.

By the way, the ground coil 12 in this FIG.
15 corresponds to the ground coils 1 and 3 in FIG. 12, the comparator circuit 14 generates an output when the ground coils 12 and 15 are detected, the integration circuit 12 is reset, and the count data,
In other words, the travel distance data d _a is cleared, but suppose for some reason the beacon 12 or 15 is not detected even after passing through these sections l ₁₂ and l ₁₄ . At this time, the control device 21 knows the time when the vehicle A passes through the section _l12 or _l14 based on the conditions of d _a = d ₁₁ + d ₁₂ or d _a = d ₁₃ + d ₁₄ , and in this case, Instead of resetting the integrating circuit 12 and clearing its count data, it is preset to data l ₁₂ /2 or data l ₁₄ /2, and at the same time new data is given to the comparator circuit 14. It's okay.

According to this embodiment, even if the detection of a ground element fails, no malfunction occurs, and the pendulum truck can be controlled quite accurately until the next ground element is detected.

In the above embodiment, an ATS ground transducer is used, but if it is not possible to use the ATS ground transducer, a dedicated ground transducer may be installed only at necessary points. good.

Although not particularly explained in the above embodiment, when the train is organized as shown in Fig. 11,
Since each vehicle passes through the curve at a different time, it goes without saying that this delay factor must be taken into consideration in the control, and if this delay factor is corrected based on the vehicle speed, even more accurate operation can be achieved. can get.

〔Effect of the invention〕

As explained above, according to the present invention, it is possible to detect that the vehicle has approached a predetermined point at a curve position without providing a dedicated ground element at every curve position. It is possible to provide a control device which can control the pendulum truck accurately at low cost and sufficiently improve riding comfort, while eliminating the drawbacks described above.

[Brief explanation of drawings]

Figures 1, 2, and 3 are explanatory diagrams of a natural pendulum truck, Figure 4 is a curve diagram explaining the operation of a natural pendulum truck, Figure 5 is an explanatory diagram of a controlled pendulum truck, and Figure 6 is an explanatory diagram of a pendulum truck with control. A curve diagram explaining the operation of a controlled pendulum bogie, FIG. 7 is a block diagram showing an example of the proposed pendulum bogie control device, FIG. 8 is an explanatory diagram when a train is organized, and FIG. FIG. 10 is a block diagram showing an embodiment of the present invention, FIG. 11 is an explanatory diagram of train organization, and FIGS. 12 and 13 are
The figure is an explanatory diagram of the operation of FIG. 10. 9a, 9b... speed generator, 10a, 10b...
...Waveform shaping circuit, 11...High priority circuit, 12...
...Integrator circuit (counter), 13, 23...Storage device, 14, 24...Comparison circuit, 15...Amplifier,
16... Servo control device, 17... On-vehicle receiver,
21...control device.

Claims (1)

[Claims] 1. In a vehicle equipped with a controlled pendulum bogie and configured to control the swing angle of the bogie at a preset angle at at least one of a curve start point and end point of a track, a ground element is detected. means for calculating vehicle mileage data based on the point where the beacon was detected; and means for storing curve position data representing a curve point; The position of the vehicle is detected based on the comparison result, and the deflection angle of the bogie is controlled, and the means for detecting the ground element is installed in a section after leaving a section where there is a risk of erroneous detection. A method is provided for calculating based on the mileage data that a vehicle is within a distance range that includes a certain beacon at approximately the center, and the beacon is configured to be detected only within this distance range. Features a pendulum truck control device. 2. In claim 1, if a beacon is not detected when the vehicle passes through the distance range, the value of the mileage data is changed to the length of the distance range at the time the vehicle passes through the distance range. 1. A pendulum truck control device, characterized in that it is configured to preset the value to approximately one-half.