JPH0557943B2 - - Google Patents

Description

[Detailed Description of the Invention] [Field of Application of the Invention] The present invention relates to a vehicle body tilting device, and particularly to a vehicle body tilting device suitable for significantly improving riding comfort when a vehicle passes through a curve at high speed. It is.

[Background of the invention]

Conventional car body tilting device (for example, Japanese Patent Application Laid-Open No. 58-78858
In the case of pendulum control by adding feedback control to command control, a value proportional to the curve cant is given as a control command value from a certain distance before the curve start point. However, in the above control, the control command value is given so as to increase slightly, so even if it is given from a certain distance before the control signal, the rise of the control signal is not sufficient. Furthermore, the control command value is set to reach a certain maximum value before the entrance to the circular curve, and this will occur after a short period of time especially when the speed is high.
As a result, the change in the vehicle body tilt angle, that is, the vehicle body tilt angular velocity increases, and when the vehicle body tilt angular velocity is plotted, the shape is not symmetrical in the front and rear positions, but a rear bulge, which poses a problem from the perspective of improving riding comfort. I was getting used to it.

[Purpose of the invention]

SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle body tilting device that can control changes in the vehicle body tilt angle, that is, reduce the vehicle body tilt angular velocity, thereby improving riding comfort at curved entrances and exits.

[Summary of the invention]

When a vehicle runs on a curve, excess centrifugal acceleration must be below a certain limit for ride comfort. However, it has been found that if the vehicle body is tilted too quickly in a short period of time, the vehicle body tilting angular velocity increases, resulting in poor ride comfort. Therefore, the vehicle body inclination angular velocity must also be kept below a certain limit. It has also been found that when the same maximum vehicle body tilt angular velocity is generated, it is better to have a smaller tilt angular acceleration, and therefore it is better for the tilt angular velocity to be smooth and wavy. To achieve this, it is necessary to ensure that the vehicle body tilt does not lag behind the curve starting point, that the vehicle body tilt rises smoothly, and that the vehicle body tilt reaches its maximum as late as possible within a range that does not exceed the limit of excess centrifugal acceleration. Therefore, in the present invention, the amount of inclination of the vehicle body is gradually increased at the entrance transitional curve section, the amount of inclination is maximized at the circular curve section in the center, and the amount of inclination is gradually decreased toward the exit transition curve section. None, the amount of inclination is gradually reduced even in the exit transition curve, so that the inclination angular velocity of the vehicle body at the entrance and exit of the curve is small and smooth.

[Embodiments of the invention]

An embodiment of the present invention will be described below with reference to FIGS. 1 and 2. In the figure, 1 is a truck, 2 is a pendulum device which is on the truck 1 and includes rollers, links, etc., and 3 is a vehicle body supported by the pendulum device 2. 4
5 is a fluid pressure operating mechanism provided together with the pendulum device 2, and 5 is a travel speed detector that detects the travel speed. 6 detects a specific point on the ground and calculates the traveling distance from there from the output of the traveling speed detector 5, that is, the traveling speed V, and also calculates the curve entrance position distance X, the circular curve radius Rc,
Inlet transition curve length li, circular curve length lc, exit transition curve length
This is a curve information output device that stores curve information such as the cant C _C (cant angle θ _0C ) of a circular curve and outputs the curve information at an appropriate timing as necessary.
7 is an arithmetic unit that calculates the control command value i using the output of the traveling speed detector 5 and the output of the curve information output device 6; 8 is the output of the inclination angle detector 8 that detects the inclination angle θb of the pendulum device 2; A feedback circuit that provides appropriate gain and feeds back to the output of the computing unit 7; 10 is an amplifier that supplies and discharges fluid to the fluid pressure operating mechanism 4 in accordance with the output difference between the computing unit 7 and the feedback circuit 9, that is, the control signal j; , a control device consisting of a fluid source and a control valve. In such a configuration, the traveling distance Y from the specific point on the ground detected by the curve information output device 6 is determined using the traveling speed V from the traveling speed detector 5, and the traveling distance Y from the specified point on the ground detected by the curve information output device 6 is calculated. Front V・T _i0 i.e. X-
Curve information such as Rc, li, lc, l ₀ , C ₀ is output to the calculator 7 from the time when the curve matches V·T _i0 . Here
T _i0 represents T _i0 sec before the curve entrance. Arithmetic unit 1
0, the traveling speed V from the traveling speed detector 5 and the curve information Rc, li, from the curve information output device.
A control command value i is calculated using lc, l ₀ , and C ₀ . To explain with reference to FIG. 2A, T _i , T _c , and T ₀ represent the vehicle passage times in the entrance transition curve, circular curve, and exit transition curve, respectively, i is the control command value, and i _b is the feedback signal. The maximum value i _c of the control command value i is generated on a circular curve, and the value i _c is given according to the excess centrifugal acceleration relative to the orbit αt as follows.

αt=V ² /gRc−Cc/G ……(1) where g: gravitational acceleration, G: track = k ₁ αc ……(2) where k ₁ : proportionality constant considering spring deflection αc=αt, αt0.04 αc=θ02+αt/2, 0.04αt0.12 αc0.08, αt0.12 The control command value i starts to be given Ti ₀ sec earlier than the curve entrance, but as Ti ₀ , the fluid pressure actuation mechanism 4
A constant value in the range of 0.2 to 0.5 seconds, which is approximately equal to the delay of The initial value i _i0 of the control command value i is given a constant value within the range of the following formula i _i0 = β·ic (3) β = 0.2 to 0.6, but β = about 0.3 is best. Thereafter, the control command value i is applied linearly toward the maximum value i _c over Til seconds. Til = 2.5~5sec value, converted to distance
A value between li and 2li is good.

On the other hand, the exit transition curve has the same shape as above on the negative side with the maximum value i _c as a reference. In other words, the initial value i ₀₀ is T ₀₀ seconds before the exit transition curve.
is given by Bi _c as in equation (3), and is linearly decreased from ( _ic − i ₀₀ ) toward zero over T ₀ l seconds.

T ₀ l is preferably 2.5 to 5 seconds, and the distance is preferably l ₀ to 2l ₀ .

The feedback signal i _b is given by the following equation, i _b =k ₂ ·θ _b (4) It is the product of the inclination angle θ _b of the pendulum device and the feedback constant k ₂ . Then, the control signal j is represented by the difference between the control command value and the feedback signal i _b as shown in FIG. 2b.

j=i−i _b (5) It has a value close to the initial value i _i0 or i ₀₀ at the entrance of the transition curve, which improves the start-up of vehicle body inclination angle control. Moreover, since the control signal j has a negative value at the entrance of the circular curve, the vehicle body inclination angle θ can be slowly and smoothly approached to the maximum value. That is, as shown in FIG. 2C, θ ₀ is the inclination angle of the track, the so-called cant angle, and the inclination angle of the actual pendulum device 2, which subtracts the deflection of the spring system, is added to this, and this is the inclination angle of the car body 3. The angle of inclination is θ. θ rises quickly at the entrance of the transitional curve, increases relatively slowly thereafter, and gradually approaches a constant value at the entrance of the circular curve. A value proportional to this (θ-θ ₀ ) is the feedback signal i _b in FIG. 2A described above.
Since a stopper is usually provided on the pendulum folding holder 2, the vehicle body 3 does not tilt until it reaches the equilibrium tilt angle α at which the lateral acceleration relative to the human body becomes 0. From the vehicle body tilting angular velocity θ, the vehicle body tilting angular velocity θ· becomes as shown in FIG. Regarding the conventional technology, it is indicated with '' in the above, but the car body tilting speed wheel θ is smaller than the conventional θ' and changes from a sawtooth shape to a smooth bell shape, which significantly improves riding comfort. do.
On the other hand, since the lateral acceleration αu felt by the human body is the difference between the equilibrium slope α and the vehicle body inclination angle θ, it becomes as shown in FIG. 2E. The lateral acceleration αu tends to be slightly larger than the conventional α′u because it smooths the vehicle body inclination angular velocity θ·, but this does not pose a problem with respect to the allowable value of 0.08g.

〔Effect of the invention〕

As explained above, the present invention outputs a control command value from before the starting point of the entrance transition curve, sets the initial value of the control command value to a value lower than the maximum value of the excess centrifugal acceleration relative to the orbit, and then outputs the control command value from before the start point of the entrance transition curve. The control command value is increased to the maximum value after entering the circular curve, and the control command value is set to a value lower than the maximum value from before the starting point on the exit transitional curve, and further decreased when passing the exit transitional curve and passed through the end point. Control is then performed to cut off the output. In other words, the amount of inclination of the vehicle body is gradually increased at the entrance transition curve,
The amount of inclination is set to the maximum value at the central circular curve section, and the amount of inclination is gradually decreased toward the exit gradual curve section.
Since the amount of inclination is gradually reduced in the exit transition curve, the inclination angular velocity of the vehicle body at the entrance and exit of the curve becomes small and smooth, and the riding comfort on the curve can be significantly improved.

[Brief explanation of the drawing]

Fig. 1 is a circuit diagram showing an embodiment of the vehicle body tilting device according to the present invention, and Fig. 2 shows the elapsed time on the horizontal axis and the control command value, control signal, vehicle body tilt angle, vehicle body tilt angular velocity, and lateral acceleration on the vertical axis. FIG. 3 is a diagram showing changes over time. 1... Trolley, 2... Pendulum device, 3... Vehicle body, 4
...Fluid pressure actuation mechanism, 5...Traveling speed detector, 6
. . . curve information output device, 7 . . . arithmetic unit, 8 . . . tilt angle detector, 9 . . . feedback circuit.

Claims (1)

[Scope of Claims] 1. A vehicle body supported on a bogie via a pendulum device, a fluid pressure operating mechanism provided in a pendulum operating portion of the pendulum device, a travel speed detector for detecting travel speed, and a curved line. a curve information output device that outputs information;
a computing unit that receives as input the detection results of the traveling speed detector and the curve information output by the curve information output device and calculates and outputs a control command value; a tilt angle detector that detects the tilt angle of the vehicle body with respect to the bogie; and the tilt angle. It is comprised of a feedback circuit that feeds back the detection result of the detector to the arithmetic unit control command value, and a control device that controls the fluid pressure operating mechanism based on the difference between the arithmetic unit control command value and the feedback value of the feedback circuit. In the vehicle body tilting device, the computing unit outputs a control command value from before the start point of the entrance transition curve, sets the initial value of the control command value to a value lower than the maximum value of the centrifugal overspeed relative to the track, and then The control command value is increased to the maximum value after entering the circular curve, and the control command value is set to a value lower than the maximum value from before the starting point on the exit transition curve, and further decreased when passing the exit transition curve to reach the maximum value. A vehicle body tilting device that performs control to cut off output after passing a terminal point.