JPH09263241A - Body inclination control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the generation of a condition to contact a car body to a hydraulic cylinder when a body inclination angle control is started. SOLUTION: In the inclination angle control time of a car body, at first, a control means controls the car height of a body until it is made to a specific car height (Step ST1 and ST2), and then, a procedure to carry out the inclination angle control is applied to make to a specific inclination angle (Step ST3 to ST5). As a result, even though the oil in the solenoid valve of a hydraulic system is leaked, the oil in a hydraulic cylinder is reduced, and the car height is lowered, in the case of starting the inclination angle control of the car body, by starting after the stopping of the control of the hydraulic cylinder for a long time, the inclination angle control is started after the car height is raised at first. Consequently, the contact of the car body to the hydraulic cylinder as in case of entering the inclination angle control directly as the car height is lowered, can be prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body tilt control device for supporting a vehicle body from a bogie by using a hydraulic cylinder and controlling a vehicle height and a tilt angle of the vehicle body.

[0002]

2. Description of the Related Art Generally, a vehicle body inclination control device using a hydraulic device has a structure for one vehicle as shown in FIG. 4, and the front and rear bogies 1F and 1R are respectively provided with a hydraulic device YT.
F and YTR are installed, and these hydraulic devices YTF and YTR are installed.
The vehicle body 2 is supported by. The setter DT sets the curve data of the track during traveling, control constants, etc., and the vehicle body inclination command section CT calculates and outputs the vehicle body inclination angle and vehicle height based on the vehicle traveling distance and speed information. . Based on the vehicle height command and the tilt angle command output from the vehicle body tilt command device CT, the hydraulic drive control PT drives each of the hydraulic devices YT1 and YT2 to control the vehicle body 3 to a target vehicle height and tilt angle. It is composed of a hydraulic drive control unit PT.

A hydraulic system YT for one carriage 1
Is the configuration shown in FIG. The hydraulic device YT includes left and right tilt cylinders S1 and S2, displacement sensors X1 and X2 that detect displacements of the left and right sides of the vehicle body 2, and a proportional cylinder S that distributes and supplies oil to these tilt cylinders S1 and S2.
3, a drive cylinder S4 that drives the proportional cylinder S3, and solenoid valves Sol 11 and Sol that control the amount of oil for each cylinder
12, Sol 21, Sol 22, Sol 3a, Sol 3b, a safety solenoid valve Sol, and a hydraulic unit device Sy including a hydraulic tank and a hydraulic pump. The proportional cylinder S3 and the drive cylinder S4 are mechanically connected by the cylinder axis K, and the operation of the drive cylinder S4 drives the cylinder axis K, whereby the proportional cylinder S3.
The volume ratio of the cylinder chambers SA and SB is controlled. The displacement amount of the cylinder axis K is detected by the displacement sensor X3.

The operation of the hydraulic device YT will be described. The hydraulic device YT is controlled by the hydraulic drive control unit PT shown in FIG. 4, for which the hydraulic drive control unit PT inputs the detection signals of the displacement sensors X1 to X3 and is given by the vehicle body tilt command unit CT. Compared with the target value, the solenoid valves Sol 11, Sol 12, Sol 21,
Drive signals for Sol 22, Sol 3a, and Sol 3b are given, and solenoid valves Sol 11, Sol 12, Sol 21, Sol
Each of 22, Sol 3a, and Sol 3b operates according to this drive signal to control the vehicle height and the inclination angle of the vehicle body 2.

<< Vehicle Height Control >> When the vehicle body 2 is levitated to a desired position, oil is supplied from the hydraulic tank of the hydraulic unit Sy through the following route. First, the drive cylinder S
4 is set to the neutral position, the cylinder chambers SA and SB on both the left and right sides of the proportional cylinder S3 controlled by this are made equal in volume, and the hydraulic unit device Sy → solenoid valve So is used as one path.
l 11 → cylinder chamber SA of the proportional cylinder S3 → oil is supplied to the tilt cylinder S1 by the tilt cylinder S1, and the other is hydraulic unit Sy → solenoid valve Sol 21 → proportional cylinder S1.
The oil is supplied to the tilt cylinder S2 through the path from the third cylinder chamber SB to the tilt cylinder S2.
The vehicle body 2 is levitated by driving 1 and S2 at equal distances.

When the vehicle height of the vehicle body 2 is lowered, the solenoid valve So
Open both 11 and Sol 12 and tilt cylinders S1 and S2
The oil supplied to each is returned to the hydraulic tank of the hydraulic unit device Sy.

The control block diagram of the hydraulic drive control unit PT in this case is as shown in FIG. 6, and the comparators SU1, SU2
, Amplifiers KC1 and KC2, transfer functions KS1 and KS2 of hydraulic system including solenoid valves, transfer functions KX1 and KX of displacement sensors x1 and X2 that detect displacements X1 and Y2 of movable parts of the tilt cylinders S1 and S2.
It consists of two. The vehicle height command value VXr is input from the vehicle body tilt command section CT.

In the control operation, the comparator SU1 compares the command value VXr with the feedback signal VXO1, and the output deviation Δer1
The amplifier KC1 outputs the following signal in accordance with the magnitude of, and controls the solenoid valves Sol 11 and Sol 12.

When Δer1> 0, 1 is output and the solenoid valve So
l 11 is turned on, and the solenoid valve Sol 12 is turned off. When Δer1 ≤ 0, 0 is output, the solenoid valve Sol 11 is turned off, and the solenoid valve Sol 12 is turned on.

When the solenoid valve Sol 11 is turned on, the solenoid valve So
When the l12 is off, oil is supplied from the hydraulic unit Sy to the tilt cylinder S1 through the cylinder chamber SA of the proportional cylinder S3, and one side of the vehicle body 2 (the left mountain side in FIG. 5).
To rise.

On the contrary, when the solenoid valve Sol 11 is off, the solenoid valve So
When l12 is ON, the oil in the tilt cylinder S1 is returned to the hydraulic unit Sy to lower one side of the vehicle body.

Similarly, the comparator SU2 compares the command value VXr with the feedback signal VXO2, and the amplifier KC2 outputs the following signal according to the magnitude of the output deviation Δer2, and the solenoid valve So
It controls l21 and Sol22.

When Δer2> 0, 1 is output and the solenoid valve So
l 21 is on, solenoid valve Sol 22 is off 0 is output when Δer2 ≤ 0, solenoid valve Sol 21 is off, solenoid valve Sol 22 is on, solenoid valve Sol 21 is on, solenoid valve Sol 22 is on. When it is off, oil is supplied from the hydraulic unit Sy to the tilt cylinder S2 through the cylinder chamber SB of the proportional cylinder S3 to raise the other side of the vehicle body 2 (the right sea side in FIG. 5). On the contrary, when the solenoid valve Sol 21 is off and the solenoid valve Sol 22 is on, the oil in the tilt cylinder S2 is returned to the hydraulic unit Sy to lower the other side of the vehicle body.

Thus, the left and right tilt cylinders S1 and S
By simultaneously driving 2 so as to match the same command value VXr, the vehicle body 2 is horizontally moved vertically to control the vehicle height.

<< Inclination Angle Control >> To control the inclination angle of the vehicle body 2, the amount of oil in the mountain side inclination cylinder S1 and the sea side inclination cylinder S2 is controlled as follows. In FIG. 5, the tilting cylinder S1 on the mountain side is lowered, and the tilting cylinder S on the sea side is lowered.
When increasing 2 (hereinafter, referred to as mountain inclination), oil is supplied from the hydraulic tank of the hydraulic unit device Sy to the cylinder chamber SC side in the drive cylinder S4 via the solenoid valve Sol 3a,
Drain the oil on the cylinder chamber SD side from the solenoid valve Sol 3b. As a result, the cylinder axis K moves to the B side (sea side) in the figure, and when the cylinder axis K moves, the oil pressure on the cylinder chamber SB side in the proportional cylinder S3 rises, and the oil therein is inclined cylinder S.
2, the oil pressure in the cylinder chamber SA in the proportional cylinder S3 decreases, and the oil in the tilt cylinder S1 flows back into the cylinder chamber SA. As a result, the mountain side tilt cylinder S1
Falls, the tilting cylinder S2 on the sea side rises, and the vehicle body 2 tilts on the mountain side.

On the contrary, when the mountain side tilt cylinder S1 is raised and the sea side tilt cylinder S2 is lowered (hereinafter referred to as sea tilt), the solenoid valve is moved from the hydraulic tank of the hydraulic unit Sy.
Cylinder chamber SD in drive cylinder S4 via Sol3b
To the solenoid valve Sol 3 to supply oil to the cylinder chamber SC side.
Remove from a. As a result, the cylinder axis K moves to the A side (mountain side) in the figure, and when the cylinder axis K moves, the hydraulic pressure on the cylinder chamber SA side in the proportional cylinder S3 rises, and the oil therein flows into the inclined cylinder S1 and the other side. Proportional to cylinder S
The hydraulic pressure of the cylinder chamber SB in 3 decreases and the tilt cylinder S
The second oil flows back into the cylinder chamber SB, and as a result, the mountain-side tilt cylinder S1 goes up, the sea-side tilt cylinder S2 goes down, and the vehicle body 2 tilts toward the sea.

When the vehicle body 2 is supported horizontally, the solenoid valves Sol 11, Sol 12, Sol 21, Sol 22 are turned off and the cylinder axis K is controlled to the center position.

The control block diagram of the hydraulic drive control unit PT is as shown in FIG. 7, and the target is based on the vehicle speed V, the cant C of the circular curve portion, the curve radius R, etc. detected from a device other than this device. Arithmetic circuit Cr for calculating inclination angle φr, comparator
SU3, control compensating element H (s) composed of PID circuit, limiter Km, solenoid valve Sol 3a, Sol 3b and control transfer function KS of hydraulic system including cylinder, displacement amount of cylinder axis K Y3
Is composed of a transfer function KX of the displacement sensor X1 for detecting the following and a calculation circuit Kφ for calculating the inclination angle φo of the vehicle body 2 based on the feedback output VX of the displacement sensor X1.

The control operation will be described. This control system basically constitutes feedback control by PID control with respect to the deviation Δer between the actual inclination angle φo and the target inclination angle φr, and applies a limiter km to the magnitude of the output Vsy of the compensation element H (s). Solenoid valves Sol 3a and Sol 3b control the opening of the solenoid valve, and the solenoid valve with the larger opening increases the amount of oil flowing through it, increasing the tilt speed, and the solenoid valve with the smaller opening has The amount of oil flowing through it decreases and the tilting speed becomes slower.

<< Protective Operation >> When some abnormality occurs, the hydraulic drive control unit PT operates only the safety solenoid valve Sol to operate the cylinder chambers SC and SD in the drive cylinder S4.
Short the hydraulic circuit of to free the oil flow between these two chambers. As a result, the oil in the proportional cylinder S3 is also freed, and the vehicle body 2 is in a natural pendulum state to ensure safety during traveling.

<< Detection of Poor Hydraulic Response >> It is necessary to take safety measures when a poor response of the hydraulic system occurs. Conventionally, poor response of the tilt cylinders S1 and S2 to one carriage 1 of the hydraulic drive control unit PT. The detection control system has the configuration shown in the block diagram of FIG. This control system consists of comparators SU4, SU5,
It is composed of absolute value circuits ABS1 and ABS2, comparison circuits KH1 and KH2 of the set value DX and the output of the absolute value circuit, and an AND circuit AND of the outputs of these comparison circuits KH1 and KH2.

The control operation will be described. The command value VXr and the feedback signals VX01, VX02 (see FIG. 6) from the displacement sensors X1, X2 of the tilt cylinders S1, S2 are compared with the comparator SU4,
Compared with SU5, the deviations Δer1 and Δer2 are calculated as absolute value circuit ABS.
1, input to ABS2. And this absolute value circuit ABS1, ABS2
The outputs | Δer1 |, | Δer2 | of the comparison circuit KH1 and KH2 are compared with the set value DX. Here, the absolute value output of the deviation is the set value
Fail-safe signal AND circuit when larger than DX
The AND circuit AND outputs the signal that activates the safety solenoid valve Sol when receiving the fail-safe signal from both the comparison circuits KH1 and KH2, and outputs the safety solenoid valve Sol.
The vehicle body 2 is brought into a natural pendulum state by means of the operation of to secure the safety.

[0023]

However, such a conventional vehicle body tilt control device has the following problems.

First, in the solenoid valve used for hydraulic control, oil leakage cannot be avoided with the passage of time, and the tilt cylinder S
When the vehicle body 2 is levitated to a certain vehicle height by S1, S2 and is stopped and the control is stopped in a state where the vehicle body 2 is kept horizontal, the vehicle height naturally decreases due to the weight of the vehicle body 2, and in some cases, The phenomenon in which the vehicle body 2 tilts due to the imbalance of its own weight also appears. Therefore, the cylinder axis K of the drive cylinder S4 is not always maintained at the center position. If the vehicle height control and the lean angle control are activated in such a state, interference may occur between the two controls, and the vehicle body 2 may not be controlled according to the command value. For example, FIG.
When the tilt angle control is first started in a state where the vehicle height of the vehicle body 2 is not sufficient as shown in (a), the vehicle body 2 comes into contact with the tilt cylinder S1 side as shown in (b) of FIG. There is a problem in that damage may occur due to contact with the S2 side.

In the vehicle body tilt control, the vehicle body is tilted by an appropriate angle based on the vehicle speed V, the rail cant C, and the curve radius R when passing through a curve (curve). The purpose of this is to improve the ride comfort and the curve passing speed. Therefore, in the conventional vehicle body inclination control device shown in FIG. 4, the position of the curve in the traveling section, the cant C and the radius of the curve are registered in the setter DT as data in advance, and this data and the measured vehicle speed V are stored. Based on this, a suitable tilt angle is indexed by the tilt angle command unit CT, and the tilt angle control is performed by the hydraulic drive control unit PT so as to match the tilt angle command value.

FIG. 8 shows an example of a curve in a traveling section. In the actual curve shown in FIG. 5A, a straight line section up to the point XA, an entrance relaxation curve section at the point XA-point XB, a circular curve section at the point XB-point XC, and a point XC-point XD are shown. It is an exit relaxation curve section and is a straight section after point XD.
On the other hand, the target inclination angle φr is set to a new entrance relaxation curve section (point XA ′ so as not to exceed the inclination angular speed limit in the section where the inclination angular speed including the cant exceeds the limit value as shown in FIG. -Point XB ') and exit relaxation curve (Point XC'
− Calculate point XD ′). The calculation of the target tilt angle φr when passing through this curve is performed as follows. (1) Straight line control section (distance X ≦ XA ′) φr = 0 [°]

(2) Entrance relaxation curve control section (distance XA '≤ X <XB')

[Equation 1]

(3) Circle curve control section (distance XB ′ ≦ X <XC ′) φr = φc [°] Here,

[Equation 2] And the excessive centrifugal acceleration αu in the circular curve section is obtained by the following equation.

(Equation 3) Here, V: vehicle speed [km / h] C: cant of circular curve part [mm] R: curve radius of circular curve part [m] g: gravitational acceleration (= 9.8 [m / s2]) G: It is a wheel gauge (= 1500 [mm]).

(4) Exit relaxation curve control section (distance XC '≤ X <XD')

(Equation 4)

(5) Straight line control section (distance XD '≤ X) φr = 0 [°] Further, the target inclination angle φr of the circular curve portion and the inlet relaxation curve portion,
The following relationships are established with the target inclination angles of the exit relaxation curve portions. Φr '= (X / (XB'-XA')) ・ φr As the target inclination angle φr 'of the inlet relaxation curve portion, φr' = (X / (XD'- XC ')) ・ φr

The target tilt angle φ obtained in this way
Since r is proportional to the square of the vehicle speed V as shown in the equation 3, it becomes almost 0 in the low speed region.
Therefore, the vehicle body is maintained in a state of being substantially parallel to the trolley and passes through the curved portion. Since the cant C is set on the curved portion, the vehicle body is inclined from the horizontal state by the cant angle. As a result, the vehicle runs, and as a result, there is a problem in which passengers feel discomfort.

Further, as shown in FIG. 9, conventionally, in detecting the hydraulic response failure in vehicle height control, the command value VXr and outputs VX01 and VX02 from the displacement sensor of the tilt cylinder are compared.
SU4 and SU5 are compared, and the deviations Δer1 and Δer2 are input to absolute value circuits ABS1 and ABS2, and the output of this absolute value circuit | Δer
1 |, | Δer2 | are compared with the set value DX by the comparison circuits KH1 and KH2, and if the absolute value of the deviation is larger than the set value DX, it is judged that the hydraulic response is defective. However, since the vehicle height control is performed by the on / off control of the solenoid valves Sol 11 to Sol 22, a stepwise predetermined value is given as the command value VXr.
Deviation Δer1 when VX01 and VX02 are almost 0, that is, at startup
, Δer2 has the maximum value, and there was a problem that a poor hydraulic response could not be detected.

The present invention has been made in view of such conventional problems. When activating the tilt control, the vehicle height is first controlled to levitate the vehicle body to a predetermined height, and then the vehicle is controlled to a predetermined tilt angle. It is an object of the present invention to provide a vehicle body tilt control device in which the vehicle body does not come into contact with the tilt cylinder by taking the control procedure described above.

Another object of the present invention is to provide a vehicle body inclination control device capable of preventing the vehicle body from inclining due to the cant of the curved portion when the vehicle travels at a low speed on the curved portion and improving the riding comfort. To do.

Still another object of the present invention is to provide a vehicle body tilt control device capable of accurately detecting a hydraulic response failure regardless of the position of the tilt cylinder.

[0036]

The invention according to claim 1 is to provide a hydraulic cylinder which is provided on each of the left and right sides of a bogie and which supports a vehicle body on the bogie, and a hydraulic supply system which distributes and supplies oil to each of the left and right hydraulic cylinders. And a control means for controlling the vehicle height and the inclination angle of the vehicle body by controlling the hydraulic pressure supply system, the control means controls the vehicle height to a predetermined height when controlling the inclination angle of the vehicle body. Prioritize
After that, it has a function of executing the tilt angle control.

In the vehicle body leaning control apparatus according to the present invention, when controlling the leaning angle of the vehicle body, the control means first controls the vehicle height until the vehicle body reaches a predetermined vehicle height, and thereafter the vehicle body leaning angle is set to the predetermined leaning angle. Take the procedure to control the tilt angle. Therefore, when the control of the hydraulic cylinder is started for a long time and then started to start the tilt angle control of the vehicle body, the oil in the hydraulic cylinder decreases due to the oil leak of the solenoid valve of the hydraulic system, and the vehicle height increases. Even if the vehicle height has decreased, the vehicle height must be raised first before entering the lean angle control, and it is possible to prevent the vehicle body from contacting the hydraulic cylinder as in the case of directly entering the lean angle control with the vehicle height kept low. it can.

According to the second aspect of the present invention, there are provided a hydraulic cylinder provided on each of the left and right sides of the bogie and supporting a vehicle body on the bogie, a hydraulic supply system for distributing and distributing oil to the left and right hydraulic cylinders, and a hydraulic supply system. In a vehicle body inclination control device comprising control means for controlling a vehicle height and an inclination angle of a vehicle body, the control means controls the cant angle of the curved portion when the vehicle runs at a low speed on the curved portion. It has a function to control the body horizontally.

In the vehicle body inclination control device according to the second aspect of the present invention, when the vehicle passes through the curved portion of the track at a low speed, the control means moves the vehicle body to the opposite side by an angle corresponding to the cant angle set on the curved portion. Control to incline. As a result, the vehicle body is controlled to be substantially horizontal when passing through a curved portion at a low speed to improve the riding comfort.

According to a third aspect of the present invention, hydraulic cylinders provided on each of the left and right of the bogie for supporting the vehicle body on the bogie, a hydraulic supply system for distributing oil to the left and right hydraulic cylinders, and a tilt angle of the vehicle body. Of the vehicle body by controlling the hydraulic pressure supply system so that the deviation becomes zero by comparing the inclination angle detected by the inclination angle detection means and the inclination angle detected by the inclination angle detection means with the target inclination angle for each predetermined control cycle. In a vehicle body tilt control device including a control means for controlling an angle, the control means looks at a variation amount of a deviation between a previous control cycle and a current control cycle, and when the variation is smaller than a predetermined comparison value, an abnormality occurs. It has a function of determining

In the vehicle body tilt angle control device according to the third aspect of the present invention, when the vehicle body tilt angle control is performed, the control means looks at the amount of change in the deviation between the previous control cycle and the current control cycle, and changes from the predetermined comparison value. Is small, it is determined that the hydraulic system has a poor response. This makes it possible to determine a poor response of the hydraulic system when the deviation of the actual tilt angle from the target tilt angle is small at the time of starting the tilt angle control, and the bad response of the hydraulic system can be correctly detected from the start. Will be able to.

[0042]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below in detail with reference to the drawings. The overall configuration of the vehicle body inclination control device according to the embodiment of the present invention is the configuration shown in FIG. 4 as described in the related art, and the hydraulic devices YTF and YTR are installed in the front and rear bogies 1F and 1R, respectively. These hydraulic devices Y
The vehicle body 2 is supported by TF and YTR. Setting device DT
Sets the curve data of the track during running, control constants, etc.
The vehicle body inclination command unit CT calculates and outputs the vehicle body inclination angle and vehicle height based on the traveling distance and speed information of the vehicle. The hydraulic drive control PT is based on the vehicle height command and the tilt angle command output from the vehicle body tilt command device CT.
Each of F and YTR is driven to control the vehicle body 2 to a target vehicle height and inclination angle.

A hydraulic system YT for one carriage 1
Is the configuration shown in FIG. 5, and the hydraulic drive control unit PT is shown in FIG.
According to the control method described in the related art with reference to FIG.
<Vehicle height control> and << Vehicle body tilt angle control (including neutral control) >> are executed.

In the tilt angle control executed by the hydraulic drive control unit PT, displacement amount control is executed for the mountain-side and sea-side tilt cylinders S1 and S2 in the procedure shown in the flowchart of FIG. That is, when the vehicle body tilt angle control is activated, first, the displacement amounts VX01 and VX02 detected by the displacement sensors X1 and X2 respectively are set to the predetermined vehicle height command value VX.
The vehicle height control is executed until r (step ST1).

If the actual vehicle height VX0 matches the command value VXr, then neutral control is executed (steps ST2 and ST3).
By this neutral control, the cylinder axis K is at a position half the maximum stroke VXmax in the AB direction, that is, VXk = VXma.
Control is performed to match the neutral position of x / 2 (step S
T4). As a result, the vehicle body 2 is first controlled to be horizontal.

Then, the control is returned to the vehicle height control, and the command value VXr is matched (step ST1).

When the vehicle body 2 is brought into a horizontal state so that the vehicle height becomes equal to a predetermined vehicle height VXr, then the vehicle body inclination control, which was originally intended, is entered, and the inclination angle control shown in the block diagram of FIG. 7 is performed. The position of the cylinder axis K in the drive cylinder S4 is controlled so that the actual tilt angle of the vehicle body 2 matches the tilt command angle φr.
The volume ratio of the three cylinder chambers SA and SB is controlled to control the vehicle body inclination angle.

As a result, when the vehicle body tilt angle control is started, the vehicle height is first levitated to a predetermined height and then the tilt control is performed. To prevent a situation in which the tilt cylinders S1 and S2 come into contact with the tilted vehicle body 2 and the hydraulic system is damaged by directly entering the tilt angle control when the vehicle height is decreasing due to oil spillage. it can.

Next, a second embodiment of the present invention will be described with reference to FIG. The feature of this embodiment is that the inclination angle control of the vehicle body when passing through the curved portion of the track is switched according to the level of the vehicle speed V. That is, the hydraulic drive control unit P in the vehicle body tilt control device shown in FIG.
T performs the tilt angle control as shown in the block diagram of FIG.

This inclination angle control system is based on the vehicle speed V, the cant C of the circular curve portion, the curve radius R, etc. and the target inclination angle φ.
An arithmetic circuit Cr for calculating r, a circuit Cc for giving a target angle φcr for tilt control during low speed traveling, a switching control circuit Bv for outputting a switching signal Sv with respect to the vehicle speed V, and a circuit Bv.
The switch SW for switching the target tilt angle φr / φcr by switching to the circuit Cr side during normal speed and the circuit Cc side during low speed traveling in response to the switching signal Sv from the comparator SU3,
Control compensation element H (s) composed of PID circuit, limiter K
m, the solenoid valve Sol 3a, Sol 3b and the control transfer function KS of the hydraulic system including the cylinder, the transfer function KX of the displacement sensor X3 that detects the displacement amount Y3 of the cylinder axis K, and the feedback output VX of the displacement sensor X3. Inclination angle φo of vehicle body 2
It is composed of an arithmetic circuit Kφ for calculating

This tilt angle control system basically constitutes feedback control by PID control for the deviation Δer between the actual tilt angle φo and the target tilt angle φr / φcr,
The limiter km is applied to the magnitude of the output Vsy of the compensation element H (s) to control the opening of the solenoid valves Sol 3a and Sol 3b, and the solenoid valve with the larger opening controls the amount of oil flowing there. The amount of oil flowing through the solenoid valve having the smaller opening increases and the amount of oil flowing therethrough decreases, so that the cylinder shaft K has a volume ratio in the cylinder chambers SC and SD on both sides of the cylinder shaft K in accordance with their flow rate ratio. It moves to the left and right, and the volume ratio of the cylinder chambers SA and SB of the proportional cylinder S3 is also controlled accordingly, and the displacement amount of the mountain-side and sea-side tilt cylinders S1 and S2 changes to give a predetermined tilt angle. Become.

Therefore, when traveling on the curved portion of the track shown in FIG. 8, the target tilt angle is calculated as follows, and the tilt angle control is performed so as to match it.

<< Inclination Angle Control During Low Speed Running >> The arithmetic circuit Cc determines the cant angle φcr of the curved portion as follows. (A) Cant angle φc1 of circular curve part (distance XB ≦ X <XC): φc1 = tan-1 (C / G) (b) Cant angle φ of inlet relaxation curve part (distance XA ≦ X <XB)
c2: φc2 = (X / (XB-XA)) · φc1 (c) Cant angle φ of exit relaxation curve section (distance XC ≦ X <XD)
c3: φc3 = (X / (XD-XC)) / φc1

The switching control circuit Bv outputs the signal S when traveling at a low speed.
v = 0, Sv = 1 is output at normal speed, and the switch S
W is switched by this signal Sv. And Sv = 0
When, the target tilt angle φcr (= φc1, φc2 or φc3; selected according to the distance X) is output from the arithmetic circuit Cc, and Sv
When = 1, the target inclination angle φr is output from the arithmetic circuit Cr.

When the vehicle is traveling at a low speed, αu =-(C / G) is obtained by ignoring the speed V in the equation (3), and this is substituted into the equation (2).

(Equation 5) Becomes

Therefore, the target inclination angle φc becomes a negative value in this case, and by using this φc as φc1 in the calculations of the above (a) to (c), the curved portion is provided on the track side when the vehicle travels. The vehicle body 2 is tilted to the opposite side where the vehicle body 2 tilts together with the carriage 1 by the cant
Can be maintained substantially horizontal to the track, and riding comfort can be improved.

Next, a third embodiment of the present invention will be described with reference to FIG. In the vehicle body leaning control apparatus of this embodiment, the hydraulic drive control unit PT executes a hydraulic response failure detection control system having the configuration shown in the block diagram of FIG. 3, and the vehicle height command value VXr and the leaning cylinders S1, S2 are controlled. Deviations Δer1 and Δer by comparing displacement amounts VX01 and VX02 respectively
2 Comparators SU4 and SU5, deviations Δer1 / t-1 and Δer2 / t-1 obtained in the previous control cycle and deviations ΔE1 and ΔE2 between deviations Δer1 / t and Δer2 / t obtained in the current control cycle Circuits SE1 and SE2 for obtaining each, absolute value circuits ABS1 and ABS2 for obtaining the absolute values of these deviations ΔE1 and ΔE2 respectively, set values
Comparison circuit between DX and absolute value circuit ABS1 and ABS2 output
It is composed of KH1, KH2 and an AND circuit AND of the outputs of these comparison circuits KH1, KH2.

The operation of this hydraulic response failure detection control system will be described. The command value VXr and the feedback signals VX01, VX02 of the displacement sensors X1, X2 of the tilt cylinders S1, S2 (Fig. 6
(Reference) is compared by the comparators SU4 and SU5, and the deviation Δer1,
Values of Δer2 in the previous control cycle Δer1 / t-1 and Δer2 / t-
The deviations ΔE1 and ΔE2 between 1 and the values Δer1 / t and Δer2 / t in the current control cycle are obtained by circuits SE1 and SE2. That is, ΔE1 = Δer1 / t-1 −Δer1 / t ΔE2 = Δer2 / t-1 −Δer2 / t is obtained. The ΔE1 and ΔE2 correspond to the response speeds of the displacement feedback amounts VX01 and VX02, respectively.

Subsequently, the deviations ΔE1 and ΔE2 are input to the absolute value circuits ABS1 and ABS2, respectively. And absolute value circuit ABS1, ABS2
Outputs | ΔE1 |, | ΔE2 | of the comparison circuits KH1 and KH2 are compared with the set value DX. And the absolute value of deviation output | ΔE1 |, |
When both ΔE2 | are smaller than the set value DX, a fail-safe signal is output from the AND circuit AND to the safety solenoid valve Sol to operate, and the safety solenoid valve Sol operates to put the vehicle body 2 in a natural pendulum state for safety. .

As a result, even when the vehicle height control is started, if the response speed of the hydraulic system is slow, it can be determined that the response is poor and the fail-safe operation can be performed.

[0061]

As described above, according to the invention of claim 1,
When controlling the tilt angle of the vehicle body, the control means first controls the vehicle height until the vehicle body reaches a predetermined vehicle height, and then performs the procedure for performing the tilt angle control so that the vehicle body has a predetermined lean angle. When the control of is started after a long time has been suspended and the tilt angle control of the vehicle body is started,
Even if the oil in the hydraulic cylinder is reduced due to the oil leakage of the solenoid valve of the hydraulic system and the vehicle height is lowered, the vehicle height is first raised before the lean angle control is started, and the lean angle is controlled directly when the vehicle height is low. It is possible to prevent the vehicle body from coming into contact with the hydraulic cylinder as in the case of entering the angle control.

According to the second aspect of the present invention, when passing through the curved portion of the track at a low speed, the control means controls the vehicle body to incline to the opposite side by an angle corresponding to the cant angle set in the curved portion. Since this is done, the vehicle body can be kept substantially horizontal when passing a curved portion at a low speed, and the riding comfort can be improved.

According to the third aspect of the present invention, the control means looks at the variation amount of the deviation between the previous control cycle and the current control cycle during the lean angle control of the vehicle body, and when the variation is smaller than the predetermined comparison value, the hydraulic pressure is changed. Since the system is determined to have a poor response, it is possible to determine a poor response of the hydraulic system when the deviation of the actual tilt angle from the target tilt angle with respect to time is small, especially when the tilt angle control is started. , It is possible to correctly detect a poor hydraulic response from the time of startup.

[Brief description of drawings]

FIG. 1 is a flowchart showing a tilt angle control procedure according to a first embodiment of this invention.

FIG. 2 is a block diagram of an inclination angle control system during traveling on a curved portion according to a second embodiment of the present invention.

FIG. 3 is a block diagram of a hydraulic response failure determination control system according to a third embodiment of this invention.

FIG. 4 is a block diagram showing a system configuration of a vehicle body tilt control device using general hydraulic control.

FIG. 5 is a hydraulic system diagram of the vehicle body tilt control device.

FIG. 6 is a block diagram of a conventional vehicle height control system.

FIG. 7 is a block diagram of a conventional tilt angle control system.

FIG. 8 is an explanatory diagram showing an example of section division of a curved portion of a general trajectory.

FIG. 9 is a block diagram of a conventional hydraulic response failure detection system.

FIG. 10 is an explanatory diagram showing movement of a vehicle body by a conventional vehicle body tilt angle control system.

[Explanation of symbols]

 1 bogie 2 vehicle body DT setter CT vehicle body tilt command section PT hydraulic drive control section S1, S2 tilt cylinder S3 proportional cylinder S4 drive cylinder Sy hydraulic unit device K cylinder axis Sol 11, Sol 12, Sol 21, Sol 22 solenoid valve Sol 3a , Sol 3b Solenoid valve Sol Safety solenoid valve X1 to X3 Displacement sensor

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kazutoshi Miura 1st Toshiba Town, Fuchu-shi, Tokyo Inside the Toshiba Fuchu factory (72) Inventor Akihiko Mada 1st Toshiba-cho, Fuchu-shi Tokyo Inside the Fuchu factory, Toshiba

Claims (3)

[Claims] 1. A hydraulic cylinder that is provided on each of the left and right sides of a bogie to support a vehicle body on the bogie, a hydraulic supply system that distributes oil to each of the left and right hydraulic cylinders, and controls the hydraulic supply system. In the vehicle body leaning control device comprising: a control means for controlling the vehicle height and the leaning angle of the vehicle body, the control means prioritizes the vehicle height control to a predetermined height when controlling the leaning angle of the vehicle body, and thereafter, A vehicle body tilt control device having a function of executing tilt angle control. 2. A hydraulic cylinder that is provided on each of the left and right of the bogie and supports a vehicle body on the bogie, a hydraulic supply system that distributes oil to each of the left and right hydraulic cylinders, and controls the hydraulic supply system. According to the vehicle body inclination control device, the control means controls the cant angle of the curved portion to a target inclination angle when the vehicle runs at a low speed on the curved portion. A vehicle body inclination control device having a function of horizontally controlling the vehicle body. 3. A hydraulic cylinder provided on each of the left and right sides of the bogie to support a vehicle body on the bogie, a hydraulic supply system for distributing oil to each of the left and right hydraulic cylinders, and an inclination angle of the vehicle body is detected. The lean angle of the vehicle body is controlled by comparing the lean angle detected by the lean angle detecting means and the lean angle detected by the lean angle detecting means with each predetermined control cycle and controlling the hydraulic pressure supply system so that the deviation becomes zero. In a vehicle body tilt control device comprising a control means for controlling an angle, when the control means sees a change amount of the deviation between a previous control cycle and a current control cycle, and the change is smaller than a predetermined comparison value, A vehicle body tilt control device having a function of determining that the vehicle is abnormal.