JPS61108052A - Method of controlling tilting of car body of car - 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 [Field of Application of the Invention] The present invention relates to a vehicle body tilt control method for improving ride comfort by tilting the vehicle body when running on a curve in a railway vehicle. The present invention relates to a vehicle body tilt control method suitable for improving comfort.

[Background of the invention]

A conventional vehicle body tilting device will be explained with reference to FIGS. 1 to 4. In the same figure, a fluid pressure operating mechanism 3 is provided between the pendulum operating members of a pendulum device rt2 consisting of rollers, links, etc. installed on a truck l, and a traveling speed detector 4 for detecting vehicle speed.
Curve information 1 Required R to store the traveling speed V obtained by and various information about the curve on the route traveled and output as necessary
Based on the curve information from 5, a computing unit 6 calculates and outputs a control command value i for operating the fluid pressure operating mechanism 3', and the fluid pressure operating mechanism 3 is controlled by the control command value i via a controller 71. The structure is such that the vehicle body 8 is tilted. In such a configuration, if the cant C of the open ring line and the reciprocal 1/R of the curved radius R are given as shown in the 182 diagram, the maximum value of the cant C and the reciprocal 1/H of the curved radius R can be calculated as follows: When C0 and 1/Re respectively, the necessary inclination angle of the car body 8 by the pendulum device 2, that is, the necessary car body inclination ψ (rad), is determined by the excessive centrifugal acceleration (ratio of centrifugal force and self-weight) shown in Fig. 2, regardless of its magnitude. , that is, the orbital inclination angle (rad
) difference) α was set as shown in equation (1).

・・・・・・・・・・・・・・・ (1) t: time From the above, the control command value i is the (entrance transition curve) of the required vehicle body inclination angle ψ: k > 0. exit transition curve A , : k<o
) However, in an actual vehicle, a pendulum stopper 9 (installed at a position of approximately 5 in terms of the pendulum displacement angle) must be provided to ensure safety against swinging of the pendulum device 2. When the acceleration α0 is smaller than the pendulum limit angle (around 0,087 rad) αCe, which takes into account the deflection of the spring system (αo × αCe), as shown in Figure 3, equation (2) is obtained.
When a control command value i given to the controller 7 is given to the controller 7, the actual vehicle body inclination angle, that is, the actual vehicle body inclination angle ψ, exhibits a response that is slightly deviated from the excess centrifugal acceleration α. Therefore, the vehicle body lateral acceleration β (β; α−ψ,) felt by passengers shows a relatively smooth change on the transition curve, and the riding comfort is good.

Further, when the maximum excess centrifugal acceleration α0 is larger than the pendulum limit angle CLco (α.>αco), the control command value i is given by equation (2) as in the previous case, as shown in FIG. However, the actual vehicle body inclination angle ψ is the entrance transition curve A8
Near the end point a of the pendulum g! ! ! 2 hits the pendulum stopper 9, and the exit transition curve A,
Then, the left-right acceleration β of the vehicle body toward the pendulum stopper 9 (β = α−ψ
Due to the pressing force caused by r), the start of the pendulum swing from the position of the pendulum stopper 9 shifts to point b, and then overshoes in the opposite direction from point C. For this reason, the vehicle body lateral acceleration β (β=
α-ψr) causes a shocking change at point a near the end of the entrance transition curve A1, and acts in the opposite direction from point C near the end of the exit transition curve. Therefore, even if the inclination of the vehicle body 8 is controlled by 1 with the above-described configuration, the lateral acceleration β of the vehicle body changes rapidly as described above, so there is still a drawback that the riding comfort is poor.

[Purpose of the invention]

An object of the present invention is to include a vehicle body tilt control method that supports the entire vehicle body through a pendulum device and that can improve riding comfort by preventing sudden changes in lateral acceleration β by using a fluid working Rh mechanism. It is about providing.

[Summary of the invention]

In the present invention, a control command value is calculated by a calculator having one input of traveling speed and curve information, and a fluid pressure operating mechanism is controlled via a controller 1 based on the control command value to control the vehicle body. Maximum value α of excess centrifugal acceleration α when tilting. is the pendulum limit angle αco
If it is smaller, control command value implication control is performed using equation (3-1) in the same manner as the above-mentioned equations fl) and [2].

■ To: proportional gain, ψ=:=τα0 (inlet transition curve A, :k>O, exit transition curve A, :k<
O) On the other hand, the maximum value α of the excess centrifugal acceleration α. is larger than the pendulum limit angle αco, the required vehicle body inclination angle ψ is calculated using the formula (3
-2), the value αC is always proportional to the pendulum limit angle αC・
Set to .

αO〉α(.

ψ=αC; ton o−1・・・・・・・・・・・・・・・(
3-2) LI Then, the control command value i is proportional to the differential value of the required vehicle body inclination angle ψ (3-3), (3-4), (3-5)
The value shall be as shown in .

ni, ni,: proportional gain (input transition curve A, front end: ni, > 0. exit transition curve A
2 Front end: 1<0. Inlet transition curve person, rear end: K.

〉0. Exit transition curve Af rear end: <0) Therefore, the elongation. 〉In the case of αc0, the control command value i becomes smaller than the conventional one, and the proportional gain Kt' at the rear end of the transition curve A, , A is increased by the proportional gain Kt' at the front end of the transition curve A, , A. The control command value i is calculated with the value i being smaller than 1 and having the opposite sign. As a result, the transition curve A,
The movement of the pendulum device at the rear end of A2 is slowed down.

Due to the two actions described in 1'ff, the pendulum stopper of the pendulum device at point a near the end point of the entrance transition curve A1 is struck, and the pendulum device is not twisted backward from point C near the end point of the exit transition curve A1. This feature is characterized in that it aims to improve the riding comfort by reducing the amount of water.

[Embodiments of the invention]

Embodiments of the present invention will be explained below with reference to FIGS. 5 to 8. FIG. 5 is a diagram showing control details in an embodiment of the slope control method according to the present invention.

Maximum excess centrifugal acceleration α when the vehicle travels on a curve.

In the case of the quadrilateral limit angle αco, the above formula (
1) The control command position is given by equation 2 (3-1),
The lateral acceleration β of the vehicle body is expressed by the transition curve A, as shown in Figure 3.
A, the ride quality is good with smooth changes at the top. on the other hand,
Maximum excess centrifugal acceleration α. > In the case of the pendulum limit angle αCO, the control command value i is the front end of the entrance transition curve lI□ (entrance transition curve A), as shown in FIG.

51 in front of LI! (approximately 75 cm length of the entrance transition curve distance axis) is given by equation (3-3), and the control command value i is given by equation (2).
is smaller in proportion to (α0−αco). Furthermore, at the rear end of the entrance transition curve 112 (approximately 50% of the length of the entrance transition curve distance axis from the end of the entrance LL transition curve front end I!11), the control command value i is determined by equation (3-4). Given. That is, the proportional gain Kst
'The proportional gain is smaller than L (Kv/ECs is about 0.5), and is given with the opposite sign.

Next, in the circular curve B section, the control command i is given by O according to equation (3-5), and in the exit transition curve A2, the control command value i is given at the front end of the exit transition curve, similarly to the entrance transition curve A. 'l! 2. (The length of the exit transition curve from about 5 m in front of person 2 to about 75% of the exit transition curve distance 8tz), the formula (3-3
), and its value is given as the value of the opposite sign of the above equation (2
) is smaller in absolute value than . Exit transition curve rear end l1.
(The length from the end of the exit transition curve front end l, 1 to the exit transition curve distance fm8t, about 50% of z), formula (3-4)
It is given as the value with the opposite sign of .

That is, the proportional gain of 2 is smaller than the proportional gain of 1 (Km/Kl is approximately 0.5), and is given with the opposite sign to 1.

When the control command value i is given as described above, when traveling on a curved road with excessive centrifugal acceleration α, the actual vehicle body inclination angle ψ is such that the control command value i is higher than that of the conventional one at the entrance transition curve A1. Since the control force is slightly smaller, the slope is smaller than the actual vehicle body inclination angle ψ in FIG. 4, and at the rear end of the transition curve lI□, the front end of the transition curve j! In order to make the proportional gain of the control command value i smaller than 1□ and the proportional gain of 2 as described above, and with the opposite sign, the control force of the fluid pressure actuation mechanism is set in the opposite direction of the vehicle body tilting direction. As a result, the movement of the vehicle body is decelerated, and the actual vehicle body inclination angle ψ is reduced as shown in Figure 5.
, will be connected to the tangent point at the series a point. By the way, the vehicle body lateral acceleration β is the excess centrifugal acceleration α - the vehicle body inclination angle ψ, and the front end of the entrance transition curve i! , 1, which is slightly larger than the conventional value shown in FIG. However, the rear end of the entrance transition curve l
! When entering □, the gradient of the vehicle body lateral acceleration β decreases and the pendulum limit angle αco is reached.The impact due to contact with the pendulum stopper at point a near the end point is line A! Then, the actual vehicle body inclination angle ψ,
begins to decrease at point b in FIG. 5, and the vehicle body lateral acceleration β becomes a slightly negative value. At the 0 point, the conventional method causes reverse twist in the positive direction, but as shown in Figure 5, the O
However, the deterioration of ride comfort due to the reverse twist can be prevented.

Next, FIG. 6 is a diagram showing control contents in another embodiment of the tilt control method according to the present invention, and FIG. 7 is a block diagram showing a control system in another embodiment of the tilt control method.

In the figure, the differences from Section 1-Example of this example are as follows:
In order to perform displacement control, an ideal displacement proportional value γ proportional to the ideal displacement in the pendulum device W12 is added to the control command value 1 shown in FIG. 5 to obtain a control signal j, and further, as shown in FIG. A displacement feedback cycle p! detects and feeds back a value proportional to the inclination angle ψ! 110 was established. By the way, the M ideal displacement proportional value γ is one in which the displacement of the pendulum device increases linearly from the entrance of the transition curve and reaches the pendulum limit angle at the end of the transition curve. Since the output of the displacement feedback circuit 10 is quite close to the ideal displacement proportional value r and has the opposite sign, the output from the arithmetic unit is very close to the control command value i. Therefore, the actual vehicle body inclination angle ψ and the vehicle body lateral acceleration β are almost the same as those of the embodiment shown in FIG. 5, and the riding comfort can be improved.

〔Effect of the invention〕

As explained above, according to the present invention, the setting of the necessary vehicle body inclination angle can be changed depending on the value of the excess centrifugal acceleration, and the maximum value of the proportional gain of the control command value can be changed at the front end and the rear end of the transition curve. By changing the output by 1, it is possible to prevent the pendulum device from hitting the pendulum stopper or overshooting, and it is possible to improve the riding comfort during special high-speed running on curves.

[Brief explanation of the drawing]

Fig. 1 is a block diagram showing the control system 1 of a conventional inclination control device, and Fig. 2 shows the cant C on the curve, the inverse of the curved radius @1/R, and the excess centrifugal acceleration α of the vehicle when traveling on the curve. FIG. 3 shows the maximum excess centrifugal acceleration α in the tilt control device of FIG. 1. A diagram showing control contents 1 when the pendulum limit angle αco, 'M4 is a diagram showing control contents 1 when the maximum excess centrifugal acceleration α0>pendulum limit angle αCo in the tilt control device of FIG. 1, jl! FIG. 5 is a diagram showing the control contents in the case where the maximum excess centrifugal acceleration α0>pendulum limit angle α (o) in one embodiment of the tilt control method according to the present invention, and FIG. FIG. 7 is a block diagram showing the control system in the embodiment shown in FIG. 6. 2. Pendulum device, 3. Fluid pressure operating mechanism, 4. ...Traveling speed detector, 5...Curve information output device/equipment, 6...Arithmetic unit, 7...
・・Controller, α・・・・Excessive centrifugal acceleration, αco・
...Pendulum limit angle, l! 1□・・・・・・Rear end of transition curve, I! 1.・・・・・・Rear end of transition curve, K...
K, Proportional gain, ilm... Control command value, j... Control signal, γ... Figure 1 Figure 4 Figure O 6

Claims (1)

[Claims] 1. A vehicle body supported on a truck via a pendulum device, a fluid pressure operating mechanism attached to the pendulum operating part of the pendulum device, a travel speed detector that detects travel speed, and outputs curve information as necessary. a curve information output device; a computing unit that takes the detection results of the front running speed detector and the curve information from the curve information output device as control inputs and calculates and outputs a control command value; and a computing unit that calculates and outputs a control command value; In a vehicle body tilt control device consisting of a controller that controls an operating mechanism, when the excess centrifugal acceleration is larger than the pendulum limit angle, the required vehicle body tilt angle is always a value proportional to the pendulum limit angle, and the rear end of the transition curve A vehicle body tilt control method characterized in that a control command value is outputted in which a maximum value of a proportional gain is smaller than a proportional gain at a front end of a transition curve.