JPH11310129A - Car body inclination controller of organized train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent the repetition of undesirable inclinatory driving, and improve riding comfort by nonsensitizing lateral directional force by detecting a curve of a line by mounting sensors on the forefront vehicle, controlling a car body inclination by imparting delay time with respectively succeeding vehicles, and balancing respective floor surface parallel components of gravity and centrifugal force. SOLUTION: A curve detecting circuit 12 outputs a detecting result to a line 32 by a vehicle speed from a speed sensor 11 by a rotating speed of wheels 17, 18, a shape of a line 28 from a yaw rate sensor 10 of a car body 8 and a traveling speed. An inclination calculating means 38 calculates a lateral inclination of the car body 8 for almost zeroing inputted acceleration from an acceleration component parallel to the floor surface 34 of the car body 8 by detection of an acceleration sensor 35 to be outputted to a line 40. A car height control means 41 controls the expansion/contraction of air springs 19, 20 by an air pressure control signal capable of attaining an inclination to thereby improve riding comfort by unsensitizing lateral directional force to a passenger of a succeeding vehicle by controlling a car body inclination of the succeeding vehicle by foreseeing a start of a curve.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body inclination control apparatus for a train train of a railway car, and more particularly to a vehicle body inclination control apparatus which inclines a vehicle body during a curve running and, for example, a horizontal direction which is a floor parallel component caused by a centrifugal force acting on a passenger. The present invention relates to a vehicle body inclination control device for a train set capable of improving ride comfort by not feeling the power of the train.

[0002]

2. Description of the Related Art When a railway vehicle is traveling on a curve of a railway track, a centrifugal force acts thereon, so that passengers in the vehicle body feel lateral acceleration, and therefore lateral force.
The centrifugal force is inversely proportional to the radius of curvature 1 / ρ.
Since it is proportional to the power, a vehicle running on a sharp curve at a high speed has a very poor ride quality.

Conventionally, a curve is provided with a cant and the vehicle body is tilted to balance the gravity-parallel surface component of the gravity and the centrifugal force-parallel surface component, thereby canceling the perceived lateral acceleration. And When you lean the body,
The components of the centrifugal force and gravity with respect to the floor are balanced as described above, and no lateral acceleration acts on the floor. At this time,
Since the passenger only feels weight gain and does not feel any lateral force, the ride comfort is improved. However, the centrifugal force depends on the vehicle speed. Therefore, the lateral acceleration cannot be properly canceled for all driving speeds. In particular, a railway vehicle running at high speed runs short of cants.

[0004] A typical prior art is disclosed in Japanese Patent Application Laid-Open No. 8-1753.
85. This prior art is an apparatus for controlling a vehicle body inclination of a railroad vehicle composed of trains, which includes a master station for detecting a traveling point, a slave station for calculating and outputting an operation amount of the body inclination, and various states of the vehicle. It includes a total of three components with the grandchild station that detects the sensor and performs the vehicle height servo. The parent station and the grandchild station are provided for each of a plurality of vehicles in one formation. The grandchild bureau is provided for each vehicle. The manipulated variable output from the slave station to the grandchild station is
It is transmitted by a communication line. In this way, the master station counts the signal from the speed generator with the counter, detects the running position of the train, transmits the point data to each slave station,
The control output of each vehicle is calculated from the various sensor values transmitted from the grandchild station and the spot data transmitted from the parent station, and a control command is transmitted to each grandchild station. The grandchild station tilts the vehicle body of each vehicle according to a control command from the child station.

[0005] With this configuration, the configuration of the entire train set can be simplified, and equipment and construction costs can be reduced.

In this prior art, the master station detects the running position of the train and transmits the point data to the slave station as described above. Therefore, the point data is stored in a large-capacity memory in advance. Need to be kept. Furthermore, since the traveling position of the train is detected, the cumulative error of the traveling position increases as the traveling distance increases.

In order to solve the above-mentioned problem that the memory has a large capacity, and to solve the problem that point data cannot be accurately obtained due to a large error in the traveling position, the applicant of the present application has previously described Proposed a device for controlling the body inclination of a railway vehicle (Japanese Patent Application No. 8-212).
67). In the proposed configuration, the curve of the track is detected from the yaw rate information, the inclination angle of the vehicle body is calculated by feeding back the centrifugal force in the curve, and the vehicle body is forcibly exhausted by forcibly exhausting the air spring. Left and right tilt control.

However, the proposed technique cannot essentially compensate for the curve detection delay caused by the detection delay of the yaw rate sensor.
For example, a bottoming phenomenon of the outer rail side air spring occurs, leading to a reduction in vehicle height control performance.

[0009]

SUMMARY OF THE INVENTION It is an object of the present invention to improve the riding comfort by preventing passengers and the like in vehicles following the train from feeling the lateral force caused by the centrifugal force. It is to provide a control device.

[0010]

SUMMARY OF THE INVENTION The present invention comprises a curve detecting means mounted on a leading vehicle for detecting a curve of a track, a vehicle body inclination driving means for driving a vehicle body of a following vehicle to tilt left and right, In response to the output of the detecting means, the output of the curve detecting means is used to detect the delay of the curve detection by the curve detecting means from the time Td from the time when the leading vehicle passes the same position on the track to the time when the following vehicle passes. A time (Td) shorter by the curve preview time Tp obtained by adding the curve information prefetch time to the time (Td
-Tp) control means for controlling the vehicle body inclination driving means with a delay so as to balance the floor parallel component of gravity with the floor parallel component of centrifugal force. It is a control device.

According to the present invention, the output of which the curve is detected by the curve detecting means mounted on the leading vehicle is delayed by a delay time (Td-Tp) to control the vehicle body inclination driving means. For each one or more subsequent vehicles,
The parallel component of the floor of gravity of the passenger and the like and the parallel component of the centrifugal force of the floor can be balanced so that the passenger and the like do not feel the lateral force. Thereby, the riding comfort of each subsequent vehicle is improved.

[0012] Based on the information on the curve detected by the leading vehicle, the start of the curve can be foreseen in advance by the following vehicle. Therefore, in the following vehicle, the vehicle body inclination control can be performed in advance. Therefore, the vehicle height control performance can be improved.

Further, the curve detecting means may be provided only in the leading vehicle and is not required to be provided in the following vehicle, so that the equipment cost and the construction cost can be reduced.

Further, according to the present invention, only when the curve of the line is detected by the curve detecting means, the following vehicle is driven to be inclined by the vehicle body inclination driving means. In addition, the bottoming phenomenon of the air spring is avoided, and the vehicle body tilt drive unit repeatedly performs the tilt drive undesirably and frequently due to the natural frequency component and noise in the yaw direction of the vehicle body in the leading vehicle and the following vehicle. Can be prevented, improving the stability of operation and supplying compressed air to the air spring, for example,
Alternatively, the opening and closing operation of the exhausting electromagnetic valve is not performed frequently, and the life can be extended.

Further, according to the present invention, the curve detecting means responds to outputs from a yaw rate sensor for detecting an angular velocity ω of the vehicle body in the yawing direction, a speed sensor for detecting a running speed v of the vehicle, and yaw rate sensors and speed sensors. And a curve discriminating means for discriminating the curve of the line and giving it to the control means.

According to the present invention, in order to detect the curve of the track, the yaw rate sensor detects the angular velocity ω in the yawing direction of the traveling vehicle, and the traveling speed v of the vehicle is detected by a speed sensor such as a speed generator. Can be calculated by substituting into an arithmetic expression determined in advance by the angular velocity ω and the traveling speed v thus obtained, for example, curvature ρ = angular velocity ω / traveling speed v. By determining the curvature ρ thus obtained at, for example, predetermined discrimination levels ± th1 and ± th2, it is possible to determine whether the traveling line is a curve or a straight line.

Thus, the line curvature ρ can be accurately detected in real time without depending on the traveling speed. Therefore, unlike the prior art, it is not necessary to collect a large amount of line data and store it in a memory, so that the operation of collecting line data is not required, and a large-capacity memory is not required. In addition, malfunction due to noise or the like can be prevented.

Further, even if the detection delay time for detecting the angular velocity ω by the yaw rate sensor is a relatively large value, for example, 0.5 to 1.0 sec, the inclination driving of the vehicle body of the following vehicle is performed by using the actual track curve. Driving control can be performed so as to accurately correspond to traveling.

Further, the present invention is characterized in that the curve detecting means further includes a filter interposed between the yaw rate sensor and the control means for removing noise contained in the output of the yaw rate sensor.

In the present invention, a filter is used to remove noise from the output from the yaw rate sensor. Although the output of the yaw rate sensor differs depending on the curve shape of the track and the traveling speed v, it is generally about 0.1 Hz at the traveling speed v = 100 km / h, for example. In the output of the yaw rate sensor, a component of a natural frequency in the yawing direction of the leading vehicle provided with the yaw rate sensor is mixed, and noise is mixed. The natural frequency is, for example, about 1 Hz. Noise is 10Hz
This is the above range. The noise can be removed by providing the output of the yaw rate sensor to the filter. This filter may be a low-pass filter or a band-pass filter or the like. For example, the filter derives an output from a yaw rate sensor of, for example, about 0.1 Hz corresponding to a curve of the line obtained by the shape of the line and the traveling speed, and obtains a natural frequency component in the yawing direction of the vehicle body at about 1 Hz and about 10 Hz or more. Or a low-pass + band-stop filter that blocks the noise.

By using a filter, the output of the yaw rate sensor is delayed and given to the control means due to the time constant. However, the curve preview time Tp is set in accordance with the time constant of such a filter. By setting, tilt driving of the following vehicle can be optimally performed.

Further, the present invention is characterized in that the filter is a multi-order filter.

According to the present invention, the order of the filter is plural, so that the larger the order, the larger the attenuation (unit: dB / oct) and the more steep the frequency characteristic can be obtained. As the order of the filter increases, the time constant increases, and accordingly, the curve preview time T
Set p large. As a result, the following vehicle can be optimally tilted.

Further, according to the present invention, the vehicle body tilt drive means has an air spring for driving the vehicle body up and down on the left and right sides of the bogie, and an electromagnetic valve for supplying / exhausting compressed air to the air spring.
An acceleration sensor provided on the following vehicle and detecting an acceleration parallel to the floor of the vehicle body, and an inclination responsive to an output of the acceleration sensor and calculating a left and right inclination angle γ of the vehicle body so that the detected acceleration becomes almost zero. The vehicle has a vehicle height control means for controlling an electromagnetic valve in response to an output of the angle calculation means and the inclination angle calculation means, wherein the vehicle height control means is activated only when a curve is detected by the curve detection means. And

According to the present invention, the vehicle body tilt drive means for tilting the following vehicle left and right includes an air spring and an electromagnetic valve for supplying or exhausting compressed air to the air spring. Is provided with an acceleration sensor that detects acceleration parallel to the floor of the vehicle body, calculates the inclination angle γ of the vehicle body so that the acceleration parallel to the floor becomes zero, and opens and closes the solenoid valve by vehicle height control means Control. Thus, even if the configuration of each succeeding vehicle is different, and even if the load of passengers is different for each subsequent vehicle, the passengers of each succeeding vehicle do not feel the lateral force, and the ride comfort is reduced. Can be improved.

Further according to the invention, the vehicle height control means comprises:
The solenoid valve is activated only when a curve is detected, that is, the solenoid valve is opened and closed only when a curve is detected. Therefore, there is no possibility that the solenoid valve is undesirably controlled to open and close during straight running, so that the operation is stabilized and the life of the solenoid valve can be extended.

[0027]

DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a simplified block diagram showing the overall configuration of an embodiment of the present invention. In one train 4, a first car 5 as a leading car 5 and a second car 6 and a third car 7 as a plurality of (for example, two) subsequent cars are connected. The number of following vehicles may be three or more. Leading vehicle 5
And the following vehicles 6 and 7 have a similar structure, and the components of the following vehicle are indicated by adding suffixes a and b to the numbers of the corresponding parts of the leading vehicle 5. Subscripts a and b may be omitted. The leading vehicle 5 and the following vehicles 6, 7 are supported and configured such that the vehicle body 8 can turn on the bogie 50. The bogie 50 includes left and right wheels 17 and 18, a bogie frame 9 for supporting them, and left and right air springs 19 and 20 for supporting the vehicle body 8 on the bogie frame 9.
And The vehicle body 8 is buffered by the air springs 19 and 20 and is supported by the carriage 50, and can control the vehicle height so that the vehicle body 8 is inclined left and right.

FIG. 2 is a block diagram showing a configuration related to the leading vehicle 5. As shown in FIG. The pair of rails 27 has a cant C1 (see the following FIG. 3) in the curve of the line 28, and the rail surface inclination angle with respect to the horizontal plane is indicated by a reference numeral α in FIG. The wheels 17 and 18 of the carriage 50 are guided by the rail 27. The speed sensor 11 such as a speed generator for deriving a voltage corresponding to the rotation speed of the wheels 17 and 18 is connected to a line 2.
9, a signal representing the speed of the vehicle is derived and supplied to the curve detection circuit 12.

The vehicle body 8 is provided with a yaw rate sensor 10 such as a yaw rate gyro for detecting the angular velocity ω of the vehicle body 8 in the yawing direction. The output from the yaw rate sensor 10 is provided to the curve detection circuit 12 via a line 30. The line 30 is provided with a filter 31. The filter 31 is a multiple-order, for example, fifth- or sixth-order, low-pass + band stop filter, and its cutoff frequency is, for example, around 1 Hz and 10 Hz or more. This filter 31 allows the yaw rate sensor 1
The shape of the track 28 from 0 and the running speed v, for example 1
Only a signal representing an angular velocity ω of, for example, about 0.1 Hz that depends on 00 km / h is supplied to the curve detection circuit 12 to remove a component of a natural frequency of, for example, about 1 Hz in the yawing direction of the vehicle body 8, and to remove a component of about 10 Hz or more. Noise can be removed.

The curve detection circuit 12 calculates the curvature ρ of the line 28
(= Ω / v), and further, a differential value dρ / dt, which is a time change rate of the curvature ρ, is calculated, and the level is discriminated as described later with reference to FIG. The output is derived on line 32.

In the control means 33, the floor surface 34 of the vehicle body 8
Is provided with an acceleration sensor 35. The acceleration sensor 35 detects an acceleration component parallel to the floor surface 34 in the width direction of the vehicle body 8 (that is, the direction perpendicular to the traveling direction, the left-right direction in FIG. 2). The output of the acceleration sensor 35 is supplied to a filter 37 via a line 36 to remove noise and the like, and to a tilt angle calculating means 38. A signal representing the acceleration command value from the acceleration command value setting means 39 is given to the inclination angle calculating means 38. The acceleration command value is a value for making the component of the acceleration in the left-right direction parallel to the floor surface 34 of the vehicle body 8 substantially zero. Inclination angle calculation means 38
Calculates the left and right inclination angles γ of the vehicle body 8 so that the acceleration detected by the acceleration sensor 35 becomes substantially zero, and gives it to the line 40.

Vehicle height detecting means 42 and 43 are provided between the bogie frame 9 and the vehicle body 8 as shown in FIG.
Height information on the left and right sides of the vehicle body 8 is obtained. This vehicle height information
The inclination angle γ from the aforementioned line 40 via the line 44
Is given to the vehicle height control means 41 together with a signal indicating
The vehicle height control means 41 derives left and right solenoid valve control signals for supplying / discharging the air pressure of the air springs 19 and 20 to the lines 45 and 46 so that the inclination angle γ is achieved.

The lines 45 and 46 are provided with gates 14 as switching means. Gate 14 is responsive to the curve detection signal from line 32 and becomes conductive only when a curve is detected, thereby causing air spring 1
The expansion and contraction of 9, 20 will be controlled.

FIG. 3 is a simplified cross-sectional view showing a curved traveling state of the leading vehicle 5. The cant of the track 28 is C
It is indicated by 1. The posture of the vehicle body indicated by reference numeral 8 in FIG.
A floor parallel component Fcosβ of the centrifugal force F acts on the upper passenger. When the gravity is m, the passenger has a floor-parallel component of gravity mg · sin β acting on the passenger. Here, g is the gravitational acceleration. Reference numeral 48 indicates that the tilt control of the vehicle body is not performed,
The state where the floor surface 34 is the same as the rail surface inclination angle α with respect to the horizontal plane is shown.

In order to prevent the passenger from feeling lateral force and to improve the riding comfort, it is necessary to satisfy the following expression: mg · sin β = F · cos β (1) Here, β = α + γ (2). The inclination angle γ is an angle formed between the vertical direction of the gravity mg of the passenger and a straight line 47 perpendicular to the floor surface 34. The inclination angle γ (β-α) obtained by subtracting the rail inclination angle α corresponding to the cant C1 from the angle β should be achieved by the air springs 19 and 20 necessary to prevent the passenger from feeling the lateral force. The inclination angle.

FIG. 4A is a plan view showing an example of a plane shape of a railway line, FIG. 4B is a graph showing a curvature ρ corresponding to FIG. 4A, and FIG. 4 is a graph showing a curvature derivative dρ / dt corresponding to FIG. 4 (a). FIG. 4 (a)
In FIG. 4, the railway vehicle 1 passes through the railway line 5 in the order of points A to D, and the railway line 28 has, as shown in FIG. A certain straight line portion, 2) a range from a point A to a point B, an entrance transition curve portion where the curvature ρ gradually changes from 0, 3) a range from a point B to a point C, a main curve portion having a constant curvature ρ, 4) The range from the point C to the point D is a portion of the exit transition curve where the curvature ρ gradually changes from a constant value toward 0. 5) From the point D, the curvature ρ = 0
The shape which becomes a straight line part which is is illustrated.

As shown in FIG. 4B, in order to specify a section corresponding to the track state, a threshold value th is set at the entrance relaxation curve.
1 is set, and the threshold value th2 is set in the exit relaxation curve portion.

FIG. 4 (c) is a derivative of the graph of FIG. 4 (b), and shows the curvature in a range where the curvature ρ does not change with time, that is, before point A, points B to C, and after point D. The derivative dρ / dt = 0. In addition, point A ~
An upward convex peak appears at the point B, and downward convex peaks appear at the points C to D.

Similarly, in FIG. 4 (c), a threshold value th3 is set at the entrance transition curve portion and a threshold value th4 is set at the exit transition curve portion in order to specify a section corresponding to the track condition.

FIG. 5 shows the curvature ρ on the horizontal axis and the curvature differential d on the vertical axis.
5 is a graph two-dimensionally displayed by taking ρ / dt. Curvature ρ
, Positive and negative thresholds th1 and th2 are set, respectively, and the thresholds th1 and th2 do not necessarily have to match. Further, thresholds Th3 and th4 are set for the curvature derivative dρ / dt.

In this graph, 1) -th1 <ρ <
The region of th1 or -th2 <ρ <th2 is a straight line,
2) The regions where ρ ≧ th1 and dρ / dt ≧ th3 are right entrance transition curves; 3) ρ ≧ th1, ρ ≧ th2 and th
The region of 3 <dρ / dt <th4 is the right main curve, 4) ρ ≧ t
h2 and the region of dρ / dt ≦ th4 are right exit relaxation curves, 5) ρ ≦ −th1, and the region of dρ / dt ≧ th3 are left entrance relaxation curves, 6) ρ ≦ −th1, ρ ≦ −th
2, and the region of th3 <dρ / dt <th4 can be classified into a left main curve, and the region of 7) ρ ≦ −th2 and dρ / dt ≦ th4 can be classified into a left exit relaxation curve.

For example, when the railway vehicle 1 runs on the track shown in FIG. 4A, the coordinates (ρ, dρ / d) indicating the state of the track are used.
t) is located at the origin of ρ = 0, dρ / dt = 0 in front of the point A, and gradually moves upward and diagonally right when entering the point A, and relaxes the right entrance at the point a which intersects the threshold th1. After entering the area of the curve and rotating clockwise, it then enters the area of the right main curve at the point b intersecting the threshold value th3. Further, while the railway vehicle 1 is traveling on the right main curve, the coordinates (ρ, dρ /
dt) is a curvature ρ = constant value, stays at a curvature derivative dρ / dt = 0, and when approaching a point C, enters a region of a right exit relaxation curve at a point c intersecting a threshold th4 and rotates clockwise. When the vehicle passes through the point D after entering the linear region at the point d intersecting with the threshold th2, it returns to the origin. Thus, by examining the trajectory of the coordinates (ρ, dρ / dt) indicating the state of the line, the state of the line can be recognized.

FIG. 6 is a flowchart showing the operation of the curve detection circuit 12. The curvature ρ of the track is calculated based on the angular velocity ω from the yaw rate sensor 10 and the traveling speed v from the vehicle speed sensor 11, and a curvature derivative d that is a time derivative thereof is calculated.
After calculating ρ / dt, it is first determined in step s1 whether the curvature ρ ≧ 0, that is, whether the line is a right curve or a left curve. Here, an example is described in which the curvature ρ has a positive value in the case of a right curve.

If ρ ≧ 0, the process proceeds to step s2 to determine whether or not the curvature differential dρ / dt ≧ 0, that is, determine whether or not the line has a transition curve. If dρ / dt ≧ 0, the process proceeds to step s3, where it is determined whether or not the curvature ρ ≧ th1, and if the curvature ρ is smaller than the threshold th1, the line at the current position is determined to be a straight line portion. Return to start for measurement. In step s3, the curvature ρ is equal to the threshold value t.
If not less than h1, in the next step s4, the curvature differential dρ /
It is determined whether or not dt ≧ th3, and if the curvature derivative dρ / dt is smaller than the threshold th3, it is determined that the line at the current position has the right main curve, and the process returns to the start. Also, the curvature derivative dρ
If / dt is equal to or greater than the threshold th3, it is determined that the curve is a right entrance transition curve, and the process returns to the start.

In step s2, the curvature differential dρ / dt
Is a negative value, the process proceeds to step s5, where the curvature ρ ≧ t
h2 is determined, and if the curvature ρ is smaller than the threshold th2, the line at the current position is determined to be a straight line portion, and then the process returns to the start. If the curvature ρ is equal to or larger than the threshold th2,
In the next step s6, it is determined whether or not the curvature derivative dρ / dt ≦ th4. If the curvature derivative dρ / dt is larger than the threshold value th4, it is determined that the line at the current position has the right main curve, and the process returns to the start. Further, the curvature derivative dρ / dt is equal to the threshold th4.
If it is below, it is determined that the curve is a right exit transition curve, and the process returns to the start.

Similarly, for the left curve, step s1
If ρ ≧ 0 is not satisfied (ie, if ρ <0), the process proceeds to step s7 and the curvature differential dρ / dt ≦ 0
It is determined whether or not the line is a transition curve. If dρ / dt ≦ 0, the process proceeds to step s8, where it is determined whether or not the curvature ρ ≦ −th2.
If it is larger than th2, it is determined that the line at the current position is a straight line portion, and the process returns to the start for the next measurement. In step s8, if the curvature ρ is equal to or smaller than the threshold value -th2, it is determined in the next step s9 whether the curvature derivative dρ / dt ≦ th4. If the curvature derivative dρ / dt is larger than the threshold value th3, the line at the current position is determined. After judging that it is the left main curve, return to the start. If the curvature differential dρ / dt is equal to or smaller than the threshold th4, it is determined that the curve is a left entrance transition curve, and the process returns to the start.

In step s7, the curvature differential dρ / dt
Is greater than 0, the process proceeds to step s10, where the curvature ρ
It is determined whether .ltoreq.-th1. If the curvature .rho. Is larger than the threshold value -th1, it is determined that the line at the current position is a straight line portion, and then the process returns to the start. If the curvature ρ is equal to or smaller than the threshold value −th1, the curvature differential dρ / dt ≦ at the next step s11.
th3 is determined, and the curvature differential dρ / dt is set to the threshold th.
If it is smaller than 3, it is determined that the track at the current position has the left main curve, and then the process returns to the start. Also, the curvature derivative dρ / dt
Is greater than or equal to the threshold th3, it is determined that the curve is a left exit relaxation curve, and the process returns to the start.

Thus, the curvature ρ and the curvature differential dρ / dt
Is compared with each threshold to obtain the coordinates (ρ, dρ
/ Dt) can be determined in which region of FIG.

FIG. 7 shows the air spring 1 in the leading vehicle 5.
It is sectional drawing which shows the structure relevant to 9,20 in simplified form. Compressed air from the compressor 21 is stored in an air reservoir 22 and then branched and sent to air springs 19 and 20 via air supply valves 23 and 24. Excess pressure is applied to the exhaust valve 2
It is released to the atmosphere via 5,26. Air supply valve 23,2
4 and the exhaust valves 25 and 26 are composed of solenoid valves.
Vehicle height detecting means 42 and 43 are provided, and the air spring 1 is driven by excess centrifugal force generated when the leading vehicle 5 runs on a curve.
In order to prevent the so-called bottoming phenomenon due to the contact between the lower part of the vehicle body 8 and the bogie frame 9 of the bogie 50 due to excessive deformation of the air springs 9, 20, the present invention uses these air springs 19,
The vehicle height feedback means 41 performs vehicle height feedback control so that the vehicle 20 does not collapse.

Referring to FIG. 1 again, components similar to the leading vehicle 5 are mounted on the following vehicles 6 and 7. However, in the following vehicles 6 and 7, the yaw rate sensor 10, the speed sensor 11, and the curve detection circuit 12 are omitted. The following vehicles 6 and 7 are provided with delay circuits 48 and 49, respectively, and are provided with a curve detection signal from the curve detection circuit 12 via the line 32, are delayed, and are gated 14a, 1
4b.

The distance between two corresponding portions along the track between the leading vehicle 5 and the following vehicle 6 (for example, the center plate between the bogies 50 and 50a on the downstream side (ie, the front side) in the traveling direction) is L.
When it is set to 1, the time Td1 from the time when the leading vehicle 5 passes the same position on the track to the time when the following vehicle 6 passes when the train is running is Td1 = L1 / v (3). Similarly, assuming that the distance along the traveling direction between the corresponding portions between the following vehicles 6 and 7 is L2, the time from the time when the following vehicle 6 passes the same position on the track to the time when the following vehicle 7 passes. Td2 is as follows: Td2 = L2 / v (4) According to the invention, generally speaking, the leading vehicle 5
, The total number of vehicles including the following vehicles 6 and 7 is n, the second car 6 is the first following vehicle, the third car 7 is the second following vehicle,
When the (i + 1) th car is the i-th following vehicle, the i-th following vehicle is delayed from the leading vehicle 5 by the time Td.

[0052]

(Equation 1)

Here, Li is the i-th following vehicle 6, 7
Represents the distance along the traveling direction downstream of the traveling direction, that is, the corresponding portion of the vehicles 5 and 6 adjacent to the front.

The output of the yaw rate sensor 10, the filter 31, and the speed sensor 11 causes the curve detection circuit 1
The detection delay time Tp for detecting the curve at 2 is, for example, 0.5 to 1.0 sec as described above. Delay circuit 48,
The signal 49 is delayed by a time (Td-Tp) shorter than the time Td by the curve preview time Tp, and supplies the curve detection signal of the line 32 to the gates 14a and 14b, respectively. Delay circuit 4
8 represents the curve detection signal of the line 32 at the time (Td1-T
p) Delay. Further, the delay circuit 49 delays the curve detection signal on the line 32 by a time (Td1 + Td2-Tp). In the delay circuits 48 and 49, data relating to the speed v of the vehicle can be transmitted from the speed sensor 11 via the line 32. In another embodiment of the present invention, a speed sensor may be provided in each of the following vehicles 6 and 7, and may be provided to the delay circuits 48 and 49. When the distances Li are equal, for the i-th following vehicle, Td = i · T
d1.

In this way, by using the curve detection signal of the leading vehicle 5 earlier as time (Td-Tp) as route condition prediction information of the succeeding vehicles 6 and 7, vehicle height control can be performed before entering the curve. It is possible to do. By inclining the vehicle body to some extent before the start of the curve in this way, it is possible to prevent the outer rail side air springs 20a and 20b from bottoming out due to a change in the track cant at the time of entering the curve, and as described above, The ride comfort can be improved without causing the driver to feel any lateral force.

FIG. 8 is a diagram showing a state in which the train set 4 runs on a curved line. As shown in FIG. 8 (a), the predetermined portion of the leading vehicle 5 runs on the curve over the time from t1 to t6. As shown in FIG. 8B, the following vehicle 6, which is the second car,
A portion corresponding to the above-described portion of the leading vehicle 5 is a delay time Td.
It passes after time t3 with a delay of one. As shown in FIG. 8C, the following vehicle 7, which is the third car, has a portion corresponding to the above-described portion of the leading vehicle 5 in time (Td1 + Td2).
The curve arrives at a time t5 which is delayed by only a time. According to the present invention, as shown in FIG. 8D, the delay circuit 48 of the following vehicle 6 delays from the line 32 by a time (Td1-Tp) shorter than the time Td1 by the curve preview time Tp. The curve detection signal is given to the gate 14a.

The delay circuit 49 of the following vehicle 7 sets the time (Td
1 + Td2) which is shorter by the curve preview time Tp (T
d1 + Td2-Tp), the delay is applied to the gate 14b with the curve detection signal from line 32. In this way, the following vehicles 6 and 7 perform the tilt driving of the vehicle bodies 8a and 8b on the assumption that the vehicle has reached the track curve at times t2 and t4. Here, when the leading vehicle 5 and the following vehicles 6, 7 have the same length in the traveling direction, time t6-t1 = t7-t3 = t8-t5.
= T9-t2 = t10-t4.

FIG. 9 shows an outer rail side air spring 20 of the following vehicle 6.
FIG. 4A is a diagram for explaining that a can prevent a bottoming phenomenon according to the present invention. In FIG. 9A, the leading vehicle 5 arrives at the starting point which is the actual curve start point of the track at time t11, and at time t14 when the time Tpa elapses thereafter.
, A signal representing the curvature ρ is calculated in the curve detection circuit 12, and the yaw rate sensor 10 and the filter 31
Due to such an operation delay, the detection of the curve is delayed.
Therefore, in the prior art that does not perform the foreseeing process of the present invention, as shown in FIG. 9B, the outer rail-side air spring 20 that supports the vehicle body 8 of the leading vehicle 5 bottoms out during the time t12 to t13. The phenomenon occurs, and the passenger's lateral force cannot be canceled.

In the present invention, in order to prevent the outer rail side air springs 20a, 20b from bottoming out in the following vehicles 6, 7, the delay circuit 48 uses the line 3 provided to the gate 14a.
2 is converted to a time Tp as shown in FIG.
Only at time t15, which is earlier than time t14. As a result, in the following vehicle 6, the air spring 20a on the outer rail side is displaced as shown in FIG.
The bottoming phenomenon of a can be avoided.

[0060]

According to the first aspect of the present invention, the curve of the track is detected by the curve detecting means mounted on the leading vehicle,
For each succeeding vehicle, it is possible to foresee the start of the curve in advance, and to perform body tilt control of the subsequent vehicle in advance,
There is no operation delay. As a result, the vehicle height control performance can be improved, and the passenger of the following vehicle does not feel the lateral force, so that the riding comfort can be improved.

Further, according to the present invention, the curve detecting means may be provided only in the leading vehicle, so that equipment costs and construction costs can be reduced.

According to the second aspect of the present invention, since a yaw rate sensor and a speed sensor are used to detect a curve, it is not necessary to collect a large amount of line data and store it in a memory as in the related art. Does not require a large amount of memory. Further, there is no need to detect the traveling position of the vehicle, and there is no possibility that a malfunction of the tilt drive of the following vehicle occurs.

According to the third aspect of the present invention, a filter for removing noise contained in the output of the yaw rate sensor is provided. Therefore, the curve preview time Tp is set in consideration of the time constant of the filter. Accordingly, it is possible to accurately perform the tilt drive of the vehicle body of the following vehicle.

According to the present invention, the filter has a plurality of orders to sharpen the frequency characteristic.
A sixth-order filter is used to prevent noise from being mixed in and to control the vehicle body tilt drive means by removing the component of the natural frequency of yawing of the leading vehicle and the following vehicle. Although the time constant is large, by setting the curve preview time Tp to be large according to the time constant of the filter, the vehicle body inclination of the following vehicle can be accurately driven.

According to the fifth aspect of the present invention, an air spring for cushioning the vehicle body of the following vehicle is used so that the acceleration parallel to the floor surface of the following vehicle becomes zero or almost zero. Since the left and right inclination angles γ are calculated to control the opening and closing of the solenoid valve to control the vehicle height, the lateral acceleration perceived by the passengers of the following vehicle can be canceled out as described above.

Further, according to the present invention, the solenoid valve is controlled to be opened and closed by the vehicle height control means only when a curve is detected, so that the solenoid valve is not undesirably frequently opened and closed during, for example, straight running. As a result, the life of components such as the solenoid valve can be extended.

[Brief description of the drawings]

FIG. 1 is a simplified block diagram showing the overall configuration of an embodiment of the present invention.

FIG. 2 is a block diagram showing a configuration related to a leading vehicle 5.

FIG. 3 is a simplified sectional view showing a curved traveling state of a leading vehicle 5.

4 (a) is a plan view showing an example of a plane shape of a railway line, FIG. 4 (b) is a graph showing a curvature ρ corresponding to FIG. 4 (a), and FIG. 4 (c) is 5 is a graph showing a curvature derivative dρ / dt corresponding to FIG.

FIG. 5 is a graph displayed two-dimensionally with the horizontal axis representing the curvature ρ and the vertical axis representing the curvature differential dρ / dt.

FIG. 6 is a flowchart showing the operation of the curve detection circuit 12.

FIG. 7 is a simplified cross-sectional view showing a configuration related to air springs 19 and 20 in the leading vehicle 5.

FIG. 8 is a diagram showing a state when the train set 4 runs on a curved line.

FIG. 9 is a view for explaining that the outer rail-side air spring 20a of the following vehicle 6 can prevent the bottoming phenomenon according to the present invention.

[Explanation of symbols]

 Reference Signs List 4 formation train 5 leading car 6,7 trailing car 8 body 9 bogie frame 10 yaw rate sensor 11 speed sensor 12 curve detection circuit 14 gate 17,18 wheel 19,20 air spring 21 compressor 22 air reservoir 23,24 air supply valve 25, Reference Signs List 26 exhaust valve 27 rail 28 line 31, 37 filter 33 control means 34 floor 35 acceleration sensor 38 inclination angle calculating means 39 acceleration command value setting means 41 vehicle height control means 42, 43 vehicle height detection means 47 straight line 48, 49 delay circuit 50 bogies

────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] May 17, 1999

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claims

[Correction method] Change

[Correction contents]

[Claims]

(Equation 1) Wherein the time Tp is a curve detection delay time by the curve detection means.

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] 0010

[Correction method] Change

[Correction contents]

[0010]

The present invention comprises (a) a leading vehicle, and a plurality of succeeding vehicles following the leading vehicle. Each of these vehicles has a bogie 50 and a turn on the bogie 50. A vehicle body 80 that can be provided, left and right air springs 19 and 20 that move up and down the vehicle body 80 on the bogie frame 9 of the bogie 50, and supply or exhaust compressed air to the air springs 19 and 20 to move the vehicle body 8 to the left and right. (B) Curve detecting means mounted on the leading vehicle and detecting the curve of the track, wherein the angular velocity of the vehicle body of the leading vehicle in the yawing direction is provided. a yaw rate sensor 10 for detecting ω, a speed sensor 11 for detecting the traveling speed v of the leading vehicle, and a multi-order sensor that responds to the output of the yaw rate sensor 10 to cut off frequencies in the vicinity of about 1 Hz and in the range of about 10 Hz or more. A filter 31, speed sensor 11
And the output of the filter 31 and the line curvature ρ (= ω
/ V), and further calculates the time change rate dρ / dt of the curvature ρ, and calculates the time change rate dρ / dt.
Curve detection means having a curve detection circuit 12 for deriving a curve detection signal when the time change rate dρ / dt is equal to or greater than a predetermined discrimination level th1; (c) for each vehicle, Each of the control means 33 includes an acceleration sensor 35 for detecting an acceleration component parallel to the floor surface 34 in the width direction of the vehicle body 8, and an acceleration sensor 35 which responds to an output of the acceleration sensor 35 to detect acceleration of the floor of the vehicle body 8. Tilt angle calculating means 38 and 39 for calculating the left and right tilt angles γ of the vehicle body 8 so that the component in the left and right direction parallel to the surface 34 becomes substantially zero; Vehicle height control means 41 for deriving solenoid valve control signals 45 and 46 for controlling the solenoid valves 23 to 26 so that the angle γ is achieved;
It has a gate 14 interposed between the vehicle height control means 41 and the solenoid valves 23 to 26, to which a curve detection signal is given and which is turned on. (D) The curve detection signal from the curve detection circuit 12 (E) Delay circuits 48 and 49 are provided in each of the following vehicles 6 and 7, and each of the delay circuits 48 and 49 provides an output from the curve detection circuit 12 and the speed sensor 11. , The curve detection signal is delayed by a time (Td−Tp), and given to the gate 14 corresponding to the delay circuit, and the time Td of the ith subsequent vehicle is set to the total number n of vehicles, Let v be the traveling speed detected by the speed sensor 11, and let Li be the distance between the center plates between the corresponding bogies 50 and 50a of the vehicles 5 and 6 in which the i-th following vehicle 6 and 7 is adjacent downstream in the traveling direction. When the distance along the running direction is

(Equation 1) And the time Tp is a curve detection delay time of the curve detection means by the curve detection means.

[Procedure amendment 3]

[Document name to be amended] Statement

[Correction target item name] 0011

[Correction method] Change

[Correction contents]

In the embodiments described later, the components of the following vehicles 6 and 7 are denoted by the reference numerals of the components of the leading vehicle 5 with suffixes a and b. In the description above, the subscripts a and b are omitted, and they are collectively represented by only numbers. According to the present invention, the output of which the curve is detected by the curve detecting means mounted on the leading vehicle is delayed by a delay time (Td-Tp) to control the solenoid valve. For each vehicle, the floor parallel component of the gravity of the passenger and the like and the floor parallel component of the centrifugal force are balanced, so that the passenger and the like do not feel the lateral force. Thereby, the riding comfort of each subsequent vehicle is improved.

[Procedure amendment 4]

[Document name to be amended] Statement

[Correction target item name] 0014

[Correction method] Change

[Correction contents]

Further, according to the present invention, only when the curve of the track is detected by the curve detecting means, the following vehicle is tilted and driven by the solenoid valve. The spring bottoming phenomenon is avoided, and the vehicle body tilt drive means is prevented from undesirably frequently repeating the tilt drive due to the natural frequency components and noise in the yaw direction of the vehicle body in the leading vehicle and the following vehicle. As a result, the operation stability is improved, and the opening and closing operation of the electromagnetic valve that supplies or exhausts compressed air to or from the air spring is not performed frequently, and the life can be extended.

[Procedure amendment 5]

[Document name to be amended] Statement

[Correction target item name] 0015

[Correction method] Deleted

[Procedure amendment 6]

[Document name to be amended] Statement

[Correction target item name] 0016

[Correction method] Change

[Correction contents]

According to the present invention, in order to detect the curve of the track, the yaw rate sensor detects the angular velocity ω in the yawing direction of the traveling vehicle, and the traveling speed v of the vehicle is detected by a speed sensor such as a speed generator. Can be calculated and substituted into the curvature ρ = angular velocity ω / traveling velocity v, which is an arithmetic expression determined in advance by the angular velocity ω and traveling velocity v thus obtained, to calculate the curvature ρ of the line. By performing the level discrimination of the curvature ρ thus obtained at a predetermined discrimination level th1, it is possible to determine whether the running track is a curve or a straight line.

[Procedure amendment 7]

[Document name to be amended] Statement

[Correction target item name] 0019

[Correction method] Deleted

[Procedure amendment 8]

[Document name to be amended] Statement

[Correction target item name] 0020

[Correction method] Change

[Correction contents]

In the present invention, a filter is used to remove noise from the output from the yaw rate sensor. Although the output of the yaw rate sensor differs depending on the curve shape of the track and the traveling speed v, it is generally about 0.1 Hz at the traveling speed v = 100 km / h, for example. In the output of the yaw rate sensor, a component of a natural frequency in the yawing direction of the leading vehicle provided with the yaw rate sensor is mixed, and noise is mixed. The natural frequency is about 1 Hz. Noise is in the range above about 10 Hz. The noise can be removed by providing the output of the yaw rate sensor to the filter.
This filter derives an output from a yaw rate sensor of, for example, about 0.1 Hz corresponding to the curve of the line obtained by the shape of the line and the traveling speed, and obtains a natural frequency component of about 1 Hz in the yawing direction of the body of the leading vehicle, and About 1
This is a low-pass + band stop filter that blocks noise of 0 Hz or more.

[Procedure amendment 9]

[Document name to be amended] Statement

[Correction target item name] 0021

[Correction method] Change

[Correction contents]

The use of the filter causes the curve detection signal to be delayed and given to the control means of each succeeding vehicle due to the time constant. By setting the delay time Tp, the inclination driving of the following vehicle can be optimally performed.

[Procedure amendment 10]

[Document name to be amended] Statement

[Correction target item name] 0022

[Correction method] Deleted

[Procedure amendment 11]

[Document name to be amended] Statement

[Correction target item name] 0023

[Correction method] Change

[Correction contents]

According to the present invention, the order of the filter is plural, so that the larger the order, the larger the attenuation (unit: dB / oct) and the more steep the frequency characteristic can be obtained. As the order of the filter increases, the time constant increases, and accordingly, the curve detection delay time Tp is set to be large. As a result, the following vehicle can be optimally tilted.

[Procedure amendment 12]

[Document name to be amended] Statement

[Correction target item name] 0024

[Correction method] Deleted

[Procedure amendment 13]

[Document name to be amended] Statement

[Correction target item name] 0025

[Correction method] Change

[Correction contents]

According to the present invention, an air spring and a solenoid valve for supplying or exhausting compressed air to the air spring are provided in order to tilt and drive each succeeding vehicle to the left and right. An acceleration sensor for detecting acceleration parallel to the floor of the vehicle body is provided, and the vehicle body is inclined at an angle γ so that the acceleration parallel to the floor becomes zero, and the solenoid valve is opened and closed by vehicle height control means. . Thus, even if the configuration of each succeeding vehicle is different, and even if the load of passengers is different for each succeeding vehicle, the passengers of each succeeding vehicle do not feel the lateral force, and the ride comfort is improved. Can be improved.

[Procedure amendment 14]

[Document name to be amended] Statement

[Correction target item name] 0026

[Correction method] Change

[Correction contents]

Furthermore, according to the present invention, the gate 14 is turned on only when a curve is detected, that is, the solenoid valve is opened and closed only when a curve is detected. Therefore, there is no possibility that the solenoid valve is undesirably controlled to open and close during straight running, so that the operation is stabilized and the life of the solenoid valve can be extended. Further, the present invention is characterized in that the filter is a fifth-order or sixth-order filter. According to the present invention, the filter is a fifth-order or sixth-order high-order filter, so that it is preferable to increase the amount of attenuation and obtain a steep frequency characteristic. Therefore, the natural frequency of the leading vehicle in the yawing direction is preferable. It is preferable that about 1 Hz, which is a component of the above, is removed, and a component of about 10 Hz or more, which is a noise, is removed. In such higher order filters,
Although the curve detection delay time Tp increases, the present invention ensures that passengers of the following vehicle do not feel any lateral force regardless of the curve detection delay time Tp, thereby improving ride comfort. Becomes possible. The present invention also provides
When the distance Li of each subsequent vehicle is equal and the time Td of the i-th subsequent vehicle is Td1, each delay circuit 4
The time Td of the ith following vehicle at 8,49
Is defined as Td = i · Td1.
According to the present invention, the calculation of the time Td of the i-th following vehicle can be easily determined, and the configuration can be simplified.

[Procedure amendment 15]

[Document name to be amended] Statement

[Correction target item name] 0029

[Correction method] Change

[Correction contents]

The vehicle body 8 is provided with a yaw rate sensor 10 such as a yaw rate gyro for detecting the angular velocity ω of the vehicle body 8 in the yawing direction. The output from the yaw rate sensor 10 is provided to the curve detection circuit 12 via a line 30. The line 30 is provided with a filter 31. The filter 31 is a multiple-order, for example, fifth- or sixth-order low-pass + band stop filter, and its cutoff frequency is around 1 Hz and about 10 Hz or more. This filter 31 allows the yaw rate sensor 10
Of the track 28 and the traveling speed v, e.g.
0 km / h, eg about 0.1 Hz angular velocity ω
Is given to the curve detection circuit 12 and the vehicle body 8
In the yawing direction, for example, a natural frequency component of about 1 Hz can be removed, and noise of about 10 Hz or more can be removed.

[Procedure amendment 16]

[Document name to be amended] Statement

[Correction target item name] 0035

[Correction method] Change

[Correction contents]

In order to prevent the passenger from feeling lateral force and to improve the riding comfort, it is necessary to satisfy the following expression: mg · sin β = F · cos β (1) Here, β = α + γ (2). The inclination angle γ is an angle formed between the vertical direction of the gravity mg of the passenger and a straight line 47 perpendicular to the floor surface 34. The inclination angle γ (= β−α) obtained by subtracting the rail surface inclination angle α corresponding to the cant C1 from the angle β is achieved by the air springs 19 and 20 necessary to prevent the passenger from feeling the lateral force. It should be the inclination angle.

[Procedure amendment 17]

[Document name to be amended] Statement

[Correction target item name] 0053

[Correction method] Change

[Correction contents]

Here, Li is the i-th following vehicle 6, 7
Represents the distance along the traveling direction downstream of the traveling direction, that is, between the corresponding portions of the vehicles 5 and 6 adjacent in front, that is, between the heart dishes between the carts 50 and 50a.

[Procedure amendment 18]

[Document name to be amended] Statement

[Correction target item name] 0054

[Correction method] Change

[Correction contents]

The output of the yaw rate sensor 10, the filter 31, and the speed sensor 11 causes the curve detection circuit 1
The curve detection delay time Tp for detecting the curve in 2 is, for example, 0.5 to 1.0 sec as described above. Delay circuit 4
8, 49 is a time (Td-Tp) shorter than the time Td by the curve detection delay time Tp, and the subsequent time t1 in FIG.
From the gate 14, the curve detection signal of the line 32 is
a and 14b, respectively. The delay circuit 48 delays the curve detection signal on the line 32 by a time (Td1-Tp). Further, the delay circuit 49 delays the curve detection signal on the line 32 by a time (Td1 + Td2-Tp). In the delay circuits 48 and 49, data relating to the speed v of the vehicle is transmitted from the speed sensor 11 via the line 32. When the distances Li are equal, in the i-th following vehicle, Td
= I · Td1.

[Procedure amendment 19]

[Document name to be amended] Statement

[Correction target item name] 0055

[Correction method] Change

[Correction contents]

In this way, by using the curve detection signal of the leading vehicle 5 as the route condition prediction information of the following vehicles 6 and 7 earlier by the time Tp, it is possible to control the vehicle height before entering the curve. become. By inclining the vehicle body to some extent before the start of the curve in this way, it is possible to prevent the outer rail side air springs 20a and 20b from bottoming out due to a change in the track cant at the time of entering the curve, and as described above, The ride comfort can be improved without causing the driver to feel any lateral force.

[Procedure amendment 20]

[Document name to be amended] Statement

[Correction target item name] 0056

[Correction method] Change

[Correction contents]

FIG. 8 is a diagram showing a state in which the train set 4 runs on a curved line. As shown in FIG. 8 (a), the predetermined portion of the leading vehicle 5 runs on the curve over the time from t1 to t6. As shown in FIG. 8B, the following vehicle 6, which is the second car,
A portion corresponding to the above-described portion of the leading vehicle 5 is a delay time Td.
It passes after time t3 with a delay of one. As shown in FIG. 8C, the following vehicle 7, which is the third car, has a portion corresponding to the above-described portion of the leading vehicle 5 in time (Td1 + Td2).
The curve arrives at a time t5 which is delayed by only a time. According to the present invention, as shown in FIG. 8D, the delay circuit 48 of the following vehicle 6 delays from the line 32 by a time (Td1-Tp) shorter than the time Td1 by the curve detection delay time Tp. To the gate 14a.

[Procedure amendment 21]

[Document name to be amended] Statement

[Correction target item name] 0057

[Correction method] Change

[Correction contents]

The delay circuit 49 of the following vehicle 7 sets the time (Td
A curve detection signal from the line 32 is supplied to the gate 14b with a delay (Td1 + Td2-Tp) shorter than the curve detection delay time Tp (1 + Td2). In this way, the following vehicles 6 and 7 perform the tilt driving of the vehicle bodies 8a and 8b on the assumption that the vehicle has reached the track curve at times t2 and t4. Here, when the lengths of the leading vehicle 5 and the following vehicles 6, 7 in the traveling direction are equal, the time t6−t1 = t7−t3 = t8−t
5 = t9−t2 = t10−t4.

[Procedure amendment 22]

[Document name to be amended] Statement

[Correction target item name] 0060

[Correction method] Change

[Correction contents]

[0060]

According to the first aspect of the present invention, the curve of the track is detected by the curve detecting means mounted on the leading vehicle,
For each subsequent vehicle, the start of the curve can be foreseen in advance, and the vehicle body inclination control of the subsequent vehicle can be performed in advance, so that there is no operation delay. As a result, the vehicle height control performance can be improved, and the passenger of the following vehicle does not feel the lateral force, so that the riding comfort can be improved.

[Procedure amendment 23]

[Document name to be amended] Statement

[Correction target item name] 0062

[Correction method] Change

[Correction contents]

Since the yaw rate sensor and the speed sensor are used to detect the curve, it is not necessary to collect a huge amount of line data and store it in a memory unlike the related art, and a large-capacity memory is not required. Further, there is no need to detect the traveling position of the vehicle, and there is no possibility that a malfunction of the tilt drive of the following vehicle occurs.

[Procedure amendment 24]

[Document name to be amended] Statement

[Correction target item name] 0063

[Correction method] Change

[Correction contents]

A filter for removing noise included in the output of the yaw rate sensor is provided. Therefore, the curve detection delay time Tp is considered in consideration of the time constant of the filter.
Is set, it is possible to accurately perform the tilt drive of the vehicle body of the following vehicle.

[Procedure amendment 25]

[Document name to be amended] Statement

[Correction target item name] 0064

[Correction method] Change

[Correction contents]

In order to steepen the frequency characteristic of the filter, the filter is made to have a plurality of orders, for example, a 5th to 6th order filter, thereby preventing noise from being mixed in and removing a natural frequency component of yaw of the leading vehicle and the following vehicle. Thus, although the solenoid valve can be controlled, and the time constant of the multi-order filter is large, the curve detection delay time T
By setting p large according to the time constant of the filter, it is possible to accurately drive the body inclination of the following vehicle.

[Procedure amendment 26]

[Document name to be amended] Statement

[Correction target item name] 0065

[Correction method] Change

[Correction contents]

An air spring for cushioning the body of the following vehicle is used to calculate the left and right inclination angles γ of the vehicle so that the acceleration parallel to the floor of the following vehicle becomes zero or almost zero. The valve is controlled to open and close, and the vehicle height is controlled.
As described above, the lateral acceleration perceived by the passengers of the following vehicle can be canceled.

[Procedure amendment 27]

[Document name to be amended] Statement

[Correction target item name] 0066

[Correction method] Change

[Correction contents]

Since the solenoid valve is controlled to be opened and closed by the vehicle height control means only when a curve is detected, the solenoid valve is not undesirably frequently opened and closed during, for example, straight running. The life of the element can be extended. According to the second aspect of the present invention, the filter is of the fifth or sixth order, can obtain a steep frequency characteristic, can remove a natural frequency component of about 1 Hz in the yawing direction of the leading vehicle body, and About 10H
Noise of z or more can be removed. Moreover, even with such a high-order filter, it is possible to improve the ride comfort of passengers by setting the lateral acceleration of the following vehicle to zero. According to the third aspect of the present invention, the calculation of the time Td of the i-th following vehicle in the delay circuits 48 and 49 can be easily performed, and the configuration can be simplified.

[Procedure amendment 28]

[Document name to be amended] Drawing

[Correction target item name] Fig. 1

[Correction method] Change

[Correction contents]

FIG.

[Procedure amendment 29]

[Document name to be amended] Drawing

[Correction target item name] Fig. 9

[Correction method] Change

[Correction contents]

FIG. 9 ────────────────────────────────────────────────── ───

[Procedure amendment]

[Submission date] July 23, 1999

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] 0051

[Correction method] Change

[Correction contents]

When the distance between two corresponding portions along the track between the leading vehicle 5 and the following vehicle 6 (the center plate between the bogies 50 and 50a on the downstream side (ie, the front side) in the traveling direction) is L1, The time Td1 from the time when the leading vehicle 5 passes through the same position on the track to the time when the following vehicle 6 passes when the train is running is Td1 = L1 / v (3). Similarly, assuming that the distance along the traveling direction between the corresponding portions between the following vehicles 6 and 7 is L2, the time from the time when the following vehicle 6 passes the same position on the track to the time when the following vehicle 7 passes. Td2 is as follows: Td2 = L2 / v (4) According to the invention, generally speaking, the leading vehicle 5
, The total number of vehicles including the following vehicles 6 and 7 is n, the second car 6 is the first following vehicle, the third car 7 is the second following vehicle,
When the (i + 1) th car is the i-th following vehicle, the i-th following vehicle is delayed from the leading vehicle 5 by the time Td.

Continued on the front page (72) Inventor Tomoyuki Uno 1-1-1, Kawasaki-cho, Akashi-shi, Hyogo Kawasaki Heavy Industries, Ltd. Inside Akashi Factory (72) Inventor Kiyoshi Murakami 2-1-1-18 Wadayama-dori, Hyogo-ku, Kobe-shi, Hyogo Prefecture Kawasaki Heavy Industries, Ltd. Hyogo Plant (72) Inventor Tadashi Yamada 2-1-1-18, Wadayama-dori, Hyogo-ku, Kobe City, Hyogo Prefecture Kawasaki Heavy Industries, Ltd. Hyogo Plant (72) Inventor Hirohiko Kakinuma 4 Miyanomori, Chuo-ku, Sapporo, Hokkaido Article 13-7-12 (72) Inventor Katsumi Noda 4-3-117 Ina, Teine-ku, Sapporo-city, Hokkaido (72) Inventor Shosuke Goto 7-1-16-1-302, Kita 7-18-11, Higashi-ku, Sapporo, Hokkaido (72) Inventor Yoritsu Sato 30-11, Bunkyodaiminamicho, Ebetsu-shi, Hokkaido

Claims (5)

[Claims] 1. A curve detecting means mounted on a leading vehicle and detecting a curve of a track, a vehicle body tilt driving means for driving a vehicle body of a following vehicle to tilt left and right, and responsive to an output of the curve detecting means, The output of the curve detecting means is obtained by adding the curve information prefetch time to the detection delay time of the curve detection by the curve detecting means from the time Td from the time when the leading vehicle passes the same position on the track to the time when the following vehicle passes. (Td-T)
p), control means for controlling the vehicle body tilt drive means with a delay so as to balance the floor parallel component of gravity with the floor parallel component of centrifugal force, and controlling the body tilt of the train set. apparatus. 2. A curve detecting means responsive to outputs from a yaw rate sensor for detecting an angular velocity ω of the vehicle body in a yawing direction, a speed sensor for detecting a running speed v of the vehicle, a yaw rate sensor and a speed sensor,
The vehicle body inclination control device for a train set according to claim 1, further comprising a curve discriminating means for discriminating a curve of the track and giving the curve to the control means. 3. The train according to claim 2, wherein the curve detecting means further includes a filter interposed between the yaw rate sensor and the control means for removing noise included in an output of the yaw rate sensor. Body tilt control device. 4. The apparatus according to claim 3, wherein the filter is a multi-order filter. 5. The vehicle body tilt drive means includes an air spring for driving the vehicle body up and down on the left and right sides of the bogie, and an electromagnetic valve for supplying / exhausting compressed air to the air spring. The control means is provided in a following vehicle. An acceleration sensor that detects acceleration parallel to the floor of the vehicle body, and inclination angle calculation means that responds to the output of the acceleration sensor and calculates the left and right inclination angles γ of the vehicle body so that the detected acceleration becomes substantially zero. 2. A vehicle height control means for controlling an electromagnetic valve in response to an output of the inclination angle calculation means, wherein the vehicle height control means is activated only when a curve is detected by the curve detection means. 1 out of 4
The vehicle body tilt control device for a train set according to any one of the above.