JPS58126254A - Car-body foreseeing tilt device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] This IAl! J1 relates to a vehicle body predictive tilting device, particularly to a vehicle body predictive tilting device suitable for improving the vehicle body tilting controllability on curves and significantly improving riding comfort.

Conventional car body tilting devices use a fluid pressure operating mechanism as shown in Figure #II.The information device receives curve information from the starting point of the entrance transition curve and detects the traveling speed. ) Using the speed obtained in step 2, the calculation device 3 calculates the required vehicle body tilt angle and uses it as a command signal, and the armpit command signal operates the operation unit 4 and detects the vehicle body tilt angle! S
The operating mechanism uses a height detector to detect the fluid pressure, returns the output of the vehicle tilt angle detection aS to the feedback circuit 6, and compares the required vehicle tilt angle, which is a command signal, with the current vehicle body tilt angle to determine the deviation. Only the minutes are used as control signals.

In such a configuration, when the cant amount is harmonically reduced as shown in Figure j@2, first, the commanded inclination angle φ that matches the required vehicle body inclination angle at the starting point of the inlet relaxation −JIjL+, and the feedback vehicle body inclination angle θ ( Since the absolute vehicle body inclination angle θb and the vehicle frame inclination angle θt) are both small, the deviation between the two is small. Therefore, the control signal is small, the operation of the operating section is small, and the vehicle body inclination angle lags behind the commanded inclination angle φ. . As time passes, the deviation becomes larger (as the fluid flow rate increases), the vehicle body inclination angle θ becomes larger after the 0 point, so the deviation gradually becomes smaller. That is, the deviation (φ-θ) is as shown in FIG. In FIG. 3, since the deviation is small at first, the deviation only gradually approaches zero.

When the circular curve 1iB ends (the exit transition curve), the deviation is small at first, so it follows the same course as the starting point of the entrance gradual curve. Since it is a feedback system, it has a tendency to converge to the commanded tilt angle and is stable, but since the required vehicle body tilt angle is used as the commanded tilt angle, the control signal is small and the deviation must become large somewhere. Although it is paradoxical that the deviation does not become smaller after that, there is a drawback that the deviation, that is, a steady left and right force parallel to the vehicle body floor remains, resulting in poor riding comfort. The object of the present invention is to provide a heavy-body anticipatory slope AT that can significantly improve ride comfort by eliminating left and right steady forces during line running.

The main body is tilted using a fluid pressure mechanism, and commands are given using a preview signal. The on-the-spot Kaneko signal may be as follows. If the preview signal to the control valve is i, the conversion rate of the preview signal in the wrinkle control valve is μ, the output pressure of the control valve is P, the resistance coefficient of the control valve is g, and the amount of fk is q, then the delay of the wrinkle valve is ignored. Then we have the following relationship.

q=-(μs-P) ・・・・・・・・・
(11p On the other hand, the operating area of the fluid pressure operating mechanism is set to AV2 operating displacement by 2
When the equivalent capacity is C12 time t, the relationship with the flow rate q is as follows.Consider the case where the bogie frame inclination angle θ1 is approximately equal to the cant angle #, then Equation (1) , from equation (2), p equation (
3) can be seen.

One eleven! -I* A, dt subb chi 5i dt =
A, dZ = (3111dt ry The required vehicle body inclination angle in a circular curve, that is, the required maximum vehicle body inclination angle φ, is expressed as follows: R6 is the middle diameter of the circle **, and C is the cant amount.
0, if the track is G and the gravitational acceleration is 2, then 9" 10°
1 ・・・・・・・・・ (4)φ・=T
Since it can be expressed as Machi-G, furthermore, the length of the transition curve can be expressed as 11 speed.
When , the required vehicle body inclination angle φ at the entrance transition curve A is
is the travel distance when the amount of cant decreases linearly.

If the proportionality constant α is 4 and the vertical operating displacement 2, which is proportional to the required vehicle body inclination angle φ, is proportional to the time t, the required vehicle body inclination angle φ can be realized. That is, the above equation (3) is 1, ■ φ'; φ, ?・・・・・・・・・ （
7), then 1=βφ′ (when the cant amount is a linear reduction)...(8)
That's fine. The above formula +7), (81 Yoshi foresight signal i
is the differential value of equation (5) of the required vehicle body inclination angle φ up to the starting point of the circular curve once the curve and speed are determined, i.e., a constant value βφ if the cant l is a linear reduction, ? If so, I know it's fine. Conversely, since the constant flow rate over a certain value is integrated, the working displacement Z increases linearly,
The required vehicle body inclination angle φ when the amount of cant is linearly reduced can be achieved. When entering a circular curve, φ ζφ= ,
φ′ = 0 ・・・・・・
... (9) Therefore, the prediction signal i may be set to zero. For exit relaxation a lip A@, it is sufficient if . If the preview signal gain β is set appropriately, the above formula (
71, (8+, (91, αυ) to give the preview signal i.

The amount of cant is harmonically reduced, that is, the entrance transition curve Ai
When the necessary vehicle body inclination angle φ can be expressed by In a circular curve, the above formula (9) may be used. Exit relaxation
In line entry, as mentioned above, the required maximum car body inclination angle φ of the circular curve is determined by giving the curve data, and the preview signal 1 is obtained from the required maximum car body inclination angle φ, the speed V, and the transition curve length l. ask for or
Calculate the curve medium diameter and cant amount dφ to φ from time to time to obtain a predicted signal, and control this] T. If the signal is given to the control valve as a control signal via the control circuit to operate the fluid pressure operating mechanism, The vehicle body inclination angle is the required inclination angle at each point in time, and since the left and right forces on the floor are always zero, the riding comfort can be improved considerably. On the other hand, a tilt angle adjustment device is provided by detecting and checking the vehicle body tilt angle and correcting the predictive signal if necessary, or by providing a feedback circuit. If a feedback circuit is provided as a vehicle body lean angle check device, the feedback signal, that is, the required vehicle body lean angle (front 1
eE (51, (9), G11t 7ta formula (ul,
The configuration is such that (φ shown in 91, a3) is multiplied by the feedback gain K and a ratio value is added to the preview signal to correct the reduction in the control signal due to the feedback signal. The present invention has the features described above.

Next, embodiments of the present invention will be described with reference to FIGS. 4 to 15. In Figures 4 and 5, the curve information device 7 that obtains curve data from on-board or on the ground includes an OK detection signal (signal from a device installed every 10-minutes on the rail), an ATC signal A fixed point detection device 7 detects a fixed point on the ground with p A distance counter 7b that calculates the distance, corrects it with the fixed point distance of the fixed point detection device 17m, and outputs the correct distance.
, distance and moment to moment in that distance! ! III
It consists of an on-board memory 7c which stores a curve data tube consisting of an MP diameter R and a cant amount C and outputs dIII data corresponding to the distance Carantuff b. In addition, the speed detection device 8 includes a speed generator Ba that detects the wheel rotation speed, wheel diameter data 8b that indicates the wheel diameter at that time, and a speed generator 8a.
It consists of a speed counter 8c that outputs the running speed V from the output of the wheel diameter data 8b and the wheel diameter data 8b. The prediction device 9 is a calculation unit 9
a and the prediction unit 9b, and in the calculation unit 9a, the instantaneous curve radius R1 input from the curve information device 7, the cant amount C having a positive sign for the left curve and negative sign for the right curve, and the input from the speed detection device 8. The required vehicle body inclination angle φ and the differential φI of the required vehicle body inclination angle are calculated using the calculated speed V. The differential of the required vehicle body inclination angle can be determined by observing the change Δφ in the required vehicle body inclination angle φ using the time change Δt. In the prediction unit 9b, the calculation unit 9
A preview signal i is obtained by multiplying the differential φI of the necessary vehicle body inclination angle, which is the output of a, by a preview signal gain β. The cough prediction signal i is input to a control circuit W consisting of an amplification element, a compensation element, etc., which is supplied with pressure fluid from a fluid source US, and which operates a control valve ub consisting of a servo valve, a solenoid valve, etc. Pressure fluid flows from the right pipe to the right fluid pressure operating mechanism (supporting the vehicle body) during a left curve through a switching valve that switches between passages as the cant amount C changes in sign depending on the left curve and right curve. The air flowing through the vehicle body t is guided to a hydraulic cylinder provided in the bogie frame 14 and tilts the vehicle body t relative to the bogie frame 14. Then, the main body inclination angle θ of the vehicle body with respect to the bogie frame 14 is detected by the inclination angle detector, and the inclination angle tester 5117 configured with the intermittent correction device outputs the inclination angle detector θ.
Enter. If the preview signal gain β is appropriately set, the determination unit 17 of the intermittent correction device determines the deviation lθ− between the vehicle body tilt angle θ and the required vehicle body tilt angle φ input from the calculation unit 9a of the preview unit aS. Since φ1 is determined to be smaller than the allowable deviation Δ, the correction unit 17m5 adjusts the prediction signal gain/
β is set to 11 without being modified, and the following calculation is executed in the prediction device 9.

Depending on whether the cant amount is a linear reduction or a harmonic reduction, the predicted signal amount at the entrance relaxation of 111 mA is expressed by the above equation (7) l (8
) or equation (sha), (8), large heat, circular curve, equation f9+, +81 (D large m-J, in relaxation curve, equation (1G, +81 or equation α31.(81 large t! i
It becomes Satoshi. That is, when the cant amount C is a linear reduction, a preview signal shown as @8WA is given as the ratio of the 6E1 harmonic reduction. Since the ratio value is proportional to the differential φ' of the required vehicle body inclination angle φ and is used as the predictive signal amount, if the predictive signal gain β is set appropriately, the vehicle body inclination angle θ seen as a response will be the required vehicle body inclination angle. Indicates the size of φ, and the cant amount C
When is a linear reduction, it is as shown in FIG. 7, and when it is a sum reduction, it is as shown in FIG. Therefore, the steady deviation between the vehicle body inclination angle θ and the required vehicle body inclination angle φ is always kept at a value very close to zero as shown in φ−θ in Figure 9, so the left and right steady force on the floor is always zero and the Toshield , the ride comfort is significantly improved.

In the unlikely event that the preview signal gain β is not set appropriately, the vehicle body tilt angle θ outputted from the tilt angle detection am is determined to be 10-1 by the determination unit 17 of the intermittent correction device! It is determined that ≧Δ,
Furthermore, in the modification section 17, the prediction signal gain β is θ−φ
〉O and heat β=β(1-+m).

When O−φ×O, it is corrected to β=β(1++m). Note that m is a constant gain correction rate.

The armpit prediction signal gain β is input to the prediction device 9, and the prediction device 9 executes calculation based on the new prediction signal gain β. For the following vehicle, it is determined from the travel distance X that the m armpit vehicle has reached the starting point of the entrance transition curve, and a preview signal is issued in the same manner as above according to the speed at that time.

According to the embodiment of the present invention described above, a value proportional to the differential of the required vehicle body inclination angle is calculated every moment and used as a preview signal, so there is no delay in control and the required vehicle body inclination angle is constantly calculated. By eliminating the left and right steady force on the floor surface, I! The riding comfort in llI can be significantly improved. Further, since an intermittent correction device is used as the inclination angle check device 17, there is an effect that the stability of control is increased.

FIG. 10 shows another embodiment of the present invention, and the same parts as those of the embodiment of the present invention shown in FIG. The difference from the above-mentioned embodiment is that the curve data stored in the on-board memory 7c is: circular curve radius R02 circular curve cant amount C0, entrance transition curve length t! There are six types of 12 circular curve lengths, 4p cant amounts, -0 for linear reduction, and -1 for harmonic reduction. Therefore, the arithmetic unit in the prediction device 9 also changes to 91'. That is, using the curve data from the curve information device 7 and the speed V from the speed detection device 8, first, the required maximum vehicle body inclination angle φ in the circular curve is determined using the traveling distance X and G from the starting point of the entrance transition curve A1 as the gauge. , is calculated, and then the mileage X
Determine whether the vehicle has an entrance transition curve A-2 (X<V
l) is on the circular curve B, but (J.

≦X<11+L), is it on the exit transition curve A0 (l!
10L and then X<4"L"1m) *Determine whether the straight line has been returned (X≧1.+L+1m>t"). From this, the required vehicle body inclination angle is calculated using different calculation formulas depending on the type of cant reduction. The differential φ' of
The figure shows another embodiment of the present invention, and the same parts as in the embodiment shown in Figure 114 are designated by the same reference numerals. What is different from the above embodiment is that the tilt angle check device 17 includes a feedback circuit 17b having a feedback gain K.
and the prediction signal amount in the prediction unit 9 lb of the prediction device 9 is set to a value β proportional to the differential φ′ of the required vehicle body inclination angle φ.
The sum βφ/+ of φ is a value proportional to φ′ and the required vehicle body inclination angle φ.
This is the point where φ is set at φ. The reason why φ is added compared to FIG. 4 is that φ is subtracted from the preview signal i to a value proportional to the vehicle body inclination angle due to feedback, so it is sufficient to have a value corresponding to that value. Since the output of the control circuit W is proportional to βφ', the controllability remains unchanged. In this embodiment, since the feedback circuit 17b is used as the inclination angle check device 17, the stability of the control is further improved.

In the embodiment shown in FIG. 11, only the necessary maximum body inclination angle φ is calculated by the calculation unit 91 of the prediction device ite for any one of the tentacles, and the necessary maximum body angle #[
#F is proportional to the angle φ, and the following signal is obtained.

Then, the armpit preview signal amount is output as a constant value from the start point of the entrance relaxation 1M11m phase to the end point of the circular curve IIB. According to such a configuration, although the controllability is inferior to that of the embodiment shown in FIG. .

FIG. 13 shows another embodiment of the present invention.
The same parts as in the embodiment shown in the figure are indicated by the same reference numerals. The difference from the above embodiment is that the # line information device 17 is connected to the on-board memory 7.
A beacon 7d is provided at the starting point of the entrance transition curve Ai and transmits the curve number, etc., and the signal from the mosquito beacon 7d is received by the on-vehicle point detector 7e to enter the curve. The point is that curve data is output from the on-board memory 7c in response to the output signal from the on-board point detector 7e. A feature of this embodiment is that it eliminates the need for distance correction compared to the previous embodiments.

@Figure 14 shows another embodiment of the present invention, and the above JI
The same parts as in the embodiment shown in 4wJ are designated by the same reference numerals. In this embodiment, the ``III--actual raising-down'' embodiment is not equipped with the onboard information device 7c provided in the other embodiments, etc., and is installed in parallel with **. The on-board receiver 7f receives the output of the wrinkle ground transmitter 7f and outputs the curve data to the prediction device 9. ). 41 in this embodiment has the advantage that distance correction is not necessary.

Figure 15 shows another embodiment of the present invention, the N4
The same parts as in the embodiment shown in the figure are indicated by the same reference numerals. In this embodiment, unlike the embodiment shown in FIG. 4, the curve information device does not receive curve data (from another device);
Centrifugal force angle detection using a pendulum, etc., which measures the absolute angle θ of the resultant force of centrifugal force Rc and gravity W acting on the car body, which is directly obtained by measurement on the car body. The cant angle, that is, the absolute inclination angle θ of the track, is attached to the device 7h and the truck. The calculating section 9'a of the forecasting device 9 calculates the necessary vehicle body inclination angle φ by using the point consisting of seven track inclination angle detection devices such as gyros and the output of the curve information eccentricity 7. It is determined by the absolute inclination angle θ of the orbit.

According to the configuration of this embodiment, there is an effect that the speed detection device 8 is not required and the device is simplified.

Further, as another embodiment of the present invention, compensation l! of the fifth wA control circuit 10! As an element, the valence capacity C3 and c of the fluid pressure actuating mechanism 13, = light... curve, α gradient, : internal volume, P, : internal pressure, r: polytropic index, S
Delay due to time constant consisting of product of resistance coefficient 12 of Niraplus operator control valve
Phase lead II element 1+r, (4・Sl
+ r, C@・8 and the time constant T smaller than rpCs.
This is the point of gIL. In this embodiment, there is an effect that the deviation can be made as small as τ in the section where the delay due to the time constants r and C of the fluid pressure operating mechanism 13 is large.

In addition, as a compensation element of the control circuit W, a phase lead element 1+T, 8 that compensates for the delay due to the time constant T of the control valve 11b,
The present invention is characterized by having a control valve compensator using a phase delay element, that is, a phase delay element having a time constant T, and a relatively small time constant T. In this embodiment, compared to the other embodiments described above, there is an effect of reducing the delay by -U in a section where the delay of the control valve is large.

As explained above, according to the present invention, the nine components proportional to the differential of the required vehicle body inclination angle are calculated moment by moment and used as a predictive signal, so that the vehicle body inclination angle can be made to match the required vehicle body inclination angle moment by moment without delay in control. This eliminates the constant force on the left and right sides of the floor surface, significantly improving riding comfort on curves.

[Brief explanation of drawings]

Figure 1 is a circuit diagram showing the conventional vehicle body tilt control system,
J is a graph in which the vertical axis is the required vehicle body tilt angle and the response vehicle body tilt angle when the vehicle is running using the control device shown in FIG. 1, and the horizontal axis is time. Figure 3 is a graph showing the deviation of Figure 2, that is, the left and right steady force.
Figure 4 is a circuit diagram showing an embodiment of the main body predictive tilting device according to the present invention, Figure 1g5 is a pull diagram that approximates the M4 diagram, and Figure 6 is a circuit diagram showing an example of the cant amount in Figure 4 that is linearly reduced. Figure 7 is a graph showing the required vehicle body tilt angle and vehicle body tilt angle in the state of 6WA, and Figure 8 is a graph showing the vehicle body tilt angle in the state of Figure 4. A graph representing a prediction signal when the cant amount in is harmonic reduction,
Figure 9 is a graph showing the required vehicle body tilt angle, vehicle body tilt angle, and its deviation in the state shown in Figure 8, Figure 10, and Figure 1.
1, 13, 14 and 15 are circuit diagrams showing other embodiments of the vehicle body predictive tilting device according to the present invention, 812mC
4) Φ) is a graph showing the foresight signal in FIG. 7...Curve information wheel load, 8...Speed detection device, 9...Prediction device, W...Controlled wheel load, ub...・Control valve, ν...Switching valve,
13...Fluid pressure operating mechanism, fragile...Inclination angle detector, 17...Inclination angle check (b) path, φ
...Required vehicle body inclination angle, φ'...Differential value of required vehicle body inclination angle, φ, ...Required maximum vehicle body inclination angle, Todoroki...Forecast signal, R...---Radius, C
...Cant amount, Ro...Circular curve radius,
9°...Circular curve cant amount, 11...Entrance transition curve length, L...Circular curve length, l,...
...Exit transition curve length agent Patent attorney Bo 1) Li Kusai/112I 13th figure 14th figure

Claims (1)

[Claims] 1. In a vehicle running on a track in which the vehicle body is supported on a bogie via a fluid pressure operating mechanism that controls the inclination of the vehicle body, outputting curve data of the trajectory on which the vehicle runs.
an I information device, a speed detection device that detects and outputs vehicle speed,
According to the curve data from the curve information device and the vehicle speed from the speed detecting device, a prediction fiflt that outputs an fc value as a prediction signal proportional to the differential of the slope angle of the necessary object depending on the curve data from the curve information device and the vehicle speed and the output of the armpit prediction device] A vehicle body predictive tilting device 02 comprising a control valve that controls the supply of pressure fluid to the fluid pressure operation mechanism, and a switching valve that controls the pressure fluid supplied from the control valve to the fluid pressure operation mechanism by a cant amount; In a vehicle running on a track with the vehicle body supported on a bogie via a fluid pressure actuation mechanism that controls inclination, there is a curve information device that outputs a set of data on the track on which the vehicle is traveling, and a curve information device that detects and outputs overlaps. a speed detection device that calculates a constant value proportional to the required maximum vehicle body inclination angle (based on the curve data from the curve information device and the vehicle speed from the speed detection device), and outputs it as a prediction signal; Consisting of a control valve that controls the supply of pressure fluid to the fluid pressure operating mechanism based on the output of the foreseeing device, and a switching valve that controls the pressure fluid supplied from the control valve to the fluid pressure operating mechanism by a cant amount. Vehicle predictive tilting device. 3.41 Claims 1 or 2 may include a tilt angle detector for detecting the tilt angle of the vehicle body, and a prediction output from the prediction device (based on the output of the cough tilt angle detector). and a vehicle body predictive tilting device for checking and correcting the tilt angle. 4. In claim 3, if the deviation between the output of the tilt angle detector and the required vehicle body tilt angle exceeds the storage capacity deviation. A vehicle body predictive tilting device characterized in that the vehicle body predictive tilting device comprises an intermittent correction device that corrects a predictive signal. Feedbuff 6.4I Claim W11 or Claim S Clause 1 or 3 includes a foresight device that outputs a constant value proportional to the necessary maximum heavy body inclination angle as a foresight signal from the entrance transition curve to the end point of the circle am, and a feed buff. In item 2, a fixed point detection device that detects a specific ground fixed point, a distance quanta that calculates the traveling distance by correcting the output of the speed detection device with the output of the skeleton fixed point detection device, and a distance/curve data that is stored and described above. A vehicle body predictive tilting device characterized in that it is a curve information type consisting of an on-board memory that stores curve data corresponding to the output of a distance counter.8. A beacon installed at the starting point to transmit a signal, an on-board point detector that receives the signal from the beacon on the vehicle and detects the starting point, and a point detector that stores the curve data and corresponds to the output of the on-board point detector. A vehicle body predictive tilting device, characterized in that it is a curve information device comprising an on-vehicle memory that outputs curve data.
The curve information device consists of a ground transmitter installed on the ground parallel to the curve that transmits curve data, and an on-board receiver that receives the signal from the ground transmitter on the vehicle and outputs the curve data to a prediction device. A vehicle body predictive tilting device characterized by: 10.4 In claim 1 t or 2,
The curve information device consists of a centrifugal force angle detection device that detects the absolute negative of the resultant force acting on the car body and outputs it to the prediction device, and a track inclination angle detection device that detects the feed body inclination angle of the track and outputs it to the prediction device. A vehicle body predictive tilting device featuring: 11 49 Claims a! l! Paragraph 1 Mayu is characterized in Paragraph 2 as a moderation detection device consisting of a speed generator that detects the wheel rotation speed, a speed kakunta that outputs the running speed from the output of the axillary speed generator and the wheel diameter data. Vehicle predictive tilting device. 12.Claim 1! In term III or term 2, the control circuit provides a phase advance l! that compensates for the delay due to the equivalent capacity of the hydraulically actuated mechanism and the resistance coefficient of the control valve. A vehicle body predictive tilting device characterized by having a phase delay element having a time constant smaller than the time constant of the plain and wrinkle phase advance elements. 13 In claim 1 or 2,
A main body predictive tilting device characterized in that the control circuit has a phase lead element that compensates for a time constant of a control valve and a phase delay element that has a time constant smaller than a wrinkle time constant. 14% In claim 1 or 2,
A single predictive inclination device characterized in that the curve data outputted from the curve information device is a momentary curve radius and cant amount. 15.% In claim 1 or 2, -
The curve data output from the line information device is the radius of 9 circular curves, the cant amount of the circular curve, and the length of the entrance transition curve.