EP0390546A2 - Railway rolling stock - Google Patents
Railway rolling stock Download PDFInfo
- Publication number
- EP0390546A2 EP0390546A2 EP90303341A EP90303341A EP0390546A2 EP 0390546 A2 EP0390546 A2 EP 0390546A2 EP 90303341 A EP90303341 A EP 90303341A EP 90303341 A EP90303341 A EP 90303341A EP 0390546 A2 EP0390546 A2 EP 0390546A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- control
- car body
- actuator
- posture
- truck
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/14—Side bearings
- B61F5/144—Side bearings comprising fluid damping devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
- B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
- B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
- B61F5/22—Guiding of the vehicle underframes with respect to the bogies
- B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
- B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
Definitions
- the present invention relates to railway rolling stock and, more particularly, to railway rolling stock running on a curved area of a track at a higher speed than a running speed corresponding to a cant of the track.
- a car body bearing apparatus adopted in conventional rolling stock incorporates various devices in order to improve riding comfort during a high-speed operation.
- a vibration control device which restrains vertical vibration passing from the track up to a car body through a truck frame.
- a vibration control device as disclosed for example in Laid-Open Japanese Patent No. 56-17754 is designed to control an actuator mounted alongside of an air spring.
- a car body tilting apparatus which is designed to tilt the car body to the right or left of the car body when the rolling stock runs at a high speed on a curved track.
- This car body tilting apparatus supports the car body through rollers, swing bolsters, and air springs.
- the rolling stock is running on a curved track, there takes place a lateral displacement of the car body between the rollers and the swing bolsters, tilting the car body in a lateral direction of the car body.
- the aforesaid lateral displacement of the car body between the rollers and the swing bolsters is caused to occur by the operation of the actuator disposed between the rollers and the swing bolsters and an excessive centrifugal force acting on the car body.
- the car body tilting apparatus functions to tilt the car body in the lateral direction of the car body, thereby reducing the excessive centrifugal force acting on passengers. Accordingly it is possible to improve the riding comfort to the passengers by diminishing the passengers' unpleasantness resulting from the excessive centrifugal force acting on the passengers.
- the car body tilting apparatus described above has been disclosed for example in Laid-Open Japanese Patent No. 61-108053.
- a car body tilting apparatus In place of the rollers and the swing bolsters of the car body tilting apparatus, the use of a car body tilting apparatus is also known for tilting the car body by means of hydraulic cylinders disposed between air springs and the car body or the truck.
- the aforementioned vibration control device is of the constitution that an actuator for restraining car body vibration is disposed off the car springs. Therefore, when this vibration control device is adopted, there shall be provided a space wide enough to mount the air springs and the actuator for vibration control between the car body and the truck. Also, in a rolling stock using the vibration control device, an increased number of equipment are to be mounted between the car body and the truck, consequently requiring much labour and time for manufacture and maintenance work.
- the car body tilting apparatus having the actuator between the rollers and the swing bolsters, requires a space wide enough to mount the actuator. Furthermore, this car body tilting apparatus, like the vibration control device, requires much labour and time for manufacture and maintenance work because of an increased number of equipment disposed between the truck and the car body. Furthermore, the car body tilting apparatus, provided with the rollers, swing bolsters and air springs disposed vertically in line, will become long in the vertical direction. Rolling stock equipped with the car body tilting apparatus, therefore, is required to be extended in the longitudinal direction of the truck itself in order to provide a space for mounting the car body bearing apparatus, resulting in increased size and weight.
- a feature of the present invention resides in that, in rolling stock comprising a truck, a car body, a spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining vertical vibration of the car body, and a posture control means for controlling the posture of the car body, there have been mounted an actuator for vibration control constituting the aforesaid vibration control means, and an actuator for posture control constituting the aforesaid posture control means within a range corresponding to the mounting range of the aforesaid spring means.
- Another feature of the present invention is that, in the rolling stock comprising a truck, a car body, spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining vertical vibration of the car body, and a posture control means for controlling the posture of the car body, there have been mounted a vibration control actuator constituting the aforesaid vibration control means, and a posture control actuator constituting the aforesaid posture control means between the spring means and the truck or the car body.
- a further feature of the present invention lies in that, in the rolling stock comprising a truck, a car body, a spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining the vertical vibration of the car body, and a posture control means for controlling the posture of the car body, the posture controller constituting the posture control means has a longitudinal tilt sensor and a feedback circuit for feeding back a result of detection of the longitudinal tilt sensor.
- the mounting area of the car body bearing apparatus can be reduced by installing the vibration control actuator and the posture control actuator within a range corresponding to the mounting range of the spring means. Furthermore, according to the present invention, the mounting area of the car body bearing apparatus can be reduced by installing the vibration control actuator and the posture control actuator between the spring means and the truck or the car body. Therefore, according to the present invention, since the mounting area of the car body bearing apparatus can be decreased, the truck can be made smaller in size, thereby reducing the weight of the whole rolling stock.
- the posture control means is capable of restraining the longitudinal tilt of the car body.
- the rolling stock disclosed in the present invention has a function to restrain the longitudinal tilt of the car body in addition to the function for restraining the car body vibration and the function for decreasing the excessive centrifugal force acting upon passengers. Therefore, according to the present invention, riding comfort can be improved.
- a truck 2 runs on the track 1.
- the truck 2 consists of a truck frame 2a, axle springs 2b and wheelsets 2c.
- the truck 2 is provided with a car body bearing apparatus 3 laterally mounted on both sides.
- a car body 4 is supported on the truck 2 through the car body bearing apparatus 3.
- Major members constituting the car body bearing apparatus 3 include an actuator 5 for posture control, an actuator 6 for vibration control, and air springs 7.
- the actuator 5 for posture control is constituted of a cylinder 5a and a piston 5b.
- the cylinder 5a is vertically mounted on the truck frame 2a in the axial direction of the cylinder 5a.
- the piston 5b slides inside of the cylinder 5a.
- a fluid chamber of airtight construction Between the side walls of the cylinder 5a and the piston 5b is formed a fluid chamber of airtight construction.
- the fluid chamber between the cylinder 5a and the piston 5b is divided into two chambers by a flange 5c which extends from the side wall of the piston 5b to the side wall of the cylinder 5a. That is, the fluid chamber is separated into a fluid chamber 16a and a fluid chamber 16b.
- the piston 5b is moved with a control fluid supplied to the fluid chamber 16a or 16b.
- the piston 5b is generally formed in a cylindrical form, serving also as a cylinder 6a of the actuator 6 for vibration control. Therefore, the actuator 6 for vibration control is constituted of a cylinder 6a formed inside of the piston 5b and a piston 6b.
- the cylinder 6a is formed near one end of the piston 5b.
- Between the side walls of the cylinder 6a and the piston 6b is formed a fluid chamber of airtight construction.
- the fluid chamber between the cylinder 6a and the piston 6b is separated into two parts by the flange 6c extending from the side wall of the piston 6b to the side wall of the cylinder 6a. That is, the fluid chamber is separated into a fluid chamber 17a and a fluid chamber 17b.
- the fluid chamber 17a or the fluid chamber 17b is supplied with a control fluid, the piston 6b being operated.
- This piston 6b is formed in a cylindrical shape with its one end opening while the other end closed.
- a fluid seal 10 In the sliding part between the cylinder 5a and the piston 5b and between the cylinder 6a and the piston 6b is adopted a fluid seal 10.
- a bearing In the sliding part between the cylinder 5a and the piston 5b and between the cylinder 6a and the piston 6b is adopted a fluid seal 10.
- the axial center position of the actuator 5 for posture control and that of the actuator 6 for vibration control coincide within the horizontal plane, and they operate in a vertical direction.
- the actuator 5 for posture control has a larger diameter than the actuator 6 for vibration control.
- the operation stroke of the actuator for posture control will become about a maximum ⁇ 110 mm when for example the car body width is 2600 mm and the maximum inclination angle is 5 degrees.
- the operation stroke of the actuator for vibration control is generally about a maximum ⁇ 25 mm.
- the air spring 7 is disposed between the top end of the piston 5b and the lower surface of the car body 4.
- the air spring 7 is a spring means which elastically supports the car body 4 on the truck 2.
- the air spring 7 is constituted of a lower plate 7a, an upper plate 7b and a diaphragm 7c connecting these plates.
- the upper plate 7b is connected to a seat 12 provided on the lower surface of the car body 4.
- the upper plate 7b is mounted on the seat 12 for positioning.
- the lower plate 7a is connected to the top end of the piston 5b.
- the air chamber 18 is formed by the lower plate 7a, the upper plate 7b and the diaphragm 7c.
- the lower plate 7a is mounted in the top end section of the piston 5b.
- the upper plate 7b is mounted on the lower surface of the car body 4.
- the height of the air spring 7 is always kept fixed by a height control valve 19 for air spring.
- the height control valve 19 for air spring is operated by the time constant of the order of 3 seconds.
- a flexible and elastic diaphragm 14 is smaller in diameter than the aforementioned diaphragm 7c and disposed at the axial center position of the air spring 7.
- In the air spring 7 is formed a through part 15 by the diaphragm 14.
- the piston 6b is connected to the lower surface of the car body 4 by a rod 8.
- a connecting piece 13 which permits the relative horizontal displacement of the car body and the piston 6b.
- the connecting piece 13 employed is for example a swivel bearing or an universal joint. Allowing the relative horizontal displacement of the car body 4 and the truck 2, the rod 8 and the connecting piece 13 transmit the control power of the piston 6b to the car body 4.
- the actuator 5 for posture control and the actuator 6 for vibration control are disposed within the mounting range of the air spring 7 in the horizontal plane. Namely, the actuator 5 for posture control and the actuator 6 for vibration control are disposed within a range in which the lower plate 7a of the air spring 7 and the truck frame 2a face each other. Furthermore, the axial center position of the air spring 7 and that of the actuator 5 for posture control and the actuator 6 for vibration control coincide within the horizontal plane.
- a control fluid of oil is supplied from a fluid supply source 31 through a control valve 21 for posture control.
- the actutor 6 for vibration control is supplied with the control fluid of oil from the fluid supply source 31 through a control valve 20 for vibration control.
- the control valve 21 for posture control is mounted on the piston 5b.
- the control valve 20 for vibration control is mounted on the piston 6b.
- a vertical vibrational accelerometer 22 which detects the vertical vibrational acceleration of the car body 4 is mounted on the car body 4.
- This vertical vibrational accelerometer 22 is disposed correspondingly to the car body bearing apparatus 3 installed in four places of the car body 4, to detect the vertical vibrational acceleration of the order of 0.7 to 10 Hz in the car body 4 and outputs to the control circuit 28 for vibration control.
- the longitudinal tilt sensor 23 functions to detect a part of gravity on the floor of the car body 4 in the longitudinal direction of the car body when the car body 4 has tilted longitudinally, outputting to the control circuit 27 for posture control.
- the longitudinal tilt sensor 23 consists of an accelerometer which detects only a low-frequency component below about 0.7 Hz and is mounted on the car body 4.
- a displacement sensor 24 detects a relative displacement of slowly changing about 0.7 Hz or less of the piston 5b and the piston 6b and outputs to the control circuit 28 for vibration control.
- the displacement sensor 24 is connected to the piston 5b and the piston 6b.
- a displacement sensor 25 functions to detect a slowly varying relative displacement of about 0.7 Hz or less of the cylinder 5a and the piston 5b, outputting to the control circuit 27 for posture control.
- This displacement sensor 25 is connected to the cylinder 5a and the piston 5b.
- a displacement target generator 26 for posture control functions to output a control command value, or a target displacement h for posture control, necessary for posture control when the car body makes a lateral tilt.
- This displacement target generator 26 for posture control retains information such as a distance from a reference point to a curved track, curvature, cant, and length of each curved track of a railway line.
- the displacement target generator 26 for posture control functions to select a necessary information as to the curved track from a distance run by the rolling stock, computing and outputting the posture control target displacement h on the basis of the information inputted and a running speed of the rolling stock at that time.
- the control circuit 27 for posture control computes a control signal value on the basis of a difference of the target displacement h for posture control and the output of a displacement sensor 25, and the output of the longitudinal tilt sensor 23, then outputs the control signal value to the control valve 21 for posture control.
- the control circuit 28 for vibration control receives signals outputted from the vertical vibration accelerometer 22 and the displacement sensor 24. This control circuit 28 adjusts the input phase of the vertical vibrational accelerometer 22 such that, of the pressure working on the piston 6b, an about 0.7 to 10 Hz pressure will advance about 100 degress over the input from the vertical vibrational accelerometer 22. Also, the control circuit 28 for vibration control adds the time constant of about 3 seconds throughout the frequency range of about 0.7 Hz and less to the input signal from the displacement sensor 24. Furthermore, the control circuit 28 outputs a control signal value added with a result of the aforementioned two computation, to the control value 20 for vibration control.
- the control device 29 for posture control is composed of the displacement target generator 26 for posture control, the displacement sensor 25, the longitudinal tilt sensor 23, the control circuit 27 for posture control, and the control valve 21 for posture control.
- the control device 30 for vibration control is composed of the vertical vibrational accelerometer 22, the displacement sensor 24, the control circuit 28 for vibration control, and the control valve 20 for vibration control.
- An air source 33 supplies compressed air to the air spring 7 through the air spring height control valve 19.
- the car body bearing apparatus 3 is disposed one on either side of the upper part of the truck 2 as shown in Figs. 2 and 3. Accordingly, the car body 4 is supported on two trucks 2 through four sets of car body bearing apparatus 3. To the four sets of car body bearing apparatus 3 are connected the control device 29 for posture control and the control device 30 for vibration control. Usually, the control device 29 for posture control and the control device 30 for vibration control are mounted on the car body 4. A fluid supply source 31 also is mounted on the car body 4, supplying the control fluid to each actuator of the four sets of car body bearing apparatus 3.
- the vibration control means is composed of the actuator 6 for vibration control, the control device 30 for vibration control, and the fluid supply source 31.
- the posture control means is composed of the actuator 5 for posture control, the control device 29 for posture control and the fluid supply source 31.
- the operation of the rolling stock will be explained.
- the centrifugal force Fy acts on passengers.
- controls described below are performed in order to reduce excessive centrifugal force (Fy-W ⁇ ) due to the centrifugal force Fy.
- the target displacement h for posture control is outputted from the displacement target generator 26 for posture control, and a difference between the target displacement h for posture control and the output of the displacement sensor 25 is inputted to the control circuit 27 for posture control.
- This control circuit 27 functions to compute the control input, outputting the control signal value to the control valve 21 for posture control.
- control valve 21 for posture control is operated by the control signal value outputted from the control circuit 27 for posture control.
- the control valve 21 for posture control controls the control fluid supplied from the control fluid supply source 31 to the actuator 5 for posture control by means of the control signal value.
- the control valve 21 for posture control changes the amount of control fluid between the fluid chamber 16a and the fluid chamber 16b of the actuator 5 for posture control.
- the piston 5b of the actuator 5 for posture control operates slowly, while supporting the load of the car body 4, with a response of 0.7 Hz or less, by changing the amount of control fluid between the fluid chamber 16a and the fluid chamber 16b.
- the actuators 5 for posture control which support the car body 4
- the actuators 5 for posture control located on the outer side of the curved track expand, while the actuators 5 for posture control located on the inner side of the curved track contract. Therefore, the car body 4 tilts inwardly of the curved track, thereby reducing the excessive centrifugal force (Fy - W . ⁇ ) acting on the passengers.
- the tilting condition of the car body 4 will be explained in detail.
- the relative displacement ⁇ Z1 of the piston 5a of the actuator 5 for posture control is increased on the + side by the control valve 21 for posture control, therefore raising the car body 4.
- the relative displacement ⁇ Z1 of the piston 5 of the actuator 5 for posture control is decreased in the reverse direction of ⁇ Z1 by the control valve 21 for posture control, thus lowering the car body 4. Therefore, the car body 4 tilts inwardly of a curve.
- the angle ⁇ of the car body 4 increases and a difference between the centrifugal force Fy and the gravitational force W x the angle ⁇ approaches zero, thereby enabling a decrease in the excessive centrifugal force the passengers feel.
- the car body 4 can be tilted by increasing the relative displacement ⁇ Z1 of the piston 5a of the car body bearing apparatus 3 on the outer side of the curved track twice as large as the above-described value towards the + side and leaving at zero the relative displacement ⁇ Z1 of the piston 5a of the car body bearing apparatus 3 on the inner side of the curved track.
- the control of the longitudinal tilt of the car body 4 of the rolling stock when the car body receives the pitching moment M ⁇ due to air force will be explained.
- the conrtol device 29 for posture control when the output from the longitudinal tilt sensor 23 is fed back to the control circuit 27 for posture control, a control signal value is calculated by the control circuit 27 for posture control.
- the control valve 21 for posture control is operated by the control signal value outputted from the control circuit 27 for posture control, thereby controlling, similarly as described above, the displacement of the piston 5a of the actuator 5 for posture control.
- the arrow G indicates the direction of travel of the rolling stock.
- the axle spring 2b of each truck 2 are deflected by the pitching moment M ⁇ .
- the truck 2 at the front in the direction of travel lowers, while the truck 2 at the rear in the direction of travel rises, resulting in the occurrence of a displacement difference ht. Accordingly the car body 4 tilts forwardly as indicated by a broken line.
- the relative displacement ⁇ Z1 of the piston 5, in the car body bearing apparatus of the truck 2 at the front in the direction of travel gradually increases by about several ten millimeters, whereas, in the truck 2 at the rear in the direction of travel, the relative displacement ⁇ Z1 of the piston 5a decreases by about several ten millimeters.
- the car body 4 is kept level as indicated by a full line, bringing the quasi-static longitudinal acceleration the passengers feel, close to zero and accordingly reducing the longitudinal acceleration.
- the air spring 7 is controlled at a slow rate at a time constant of about 3 seconds at a fixed level of a range by the air spring height control valve 19. Therefore, the car body 4 supported by the air springs 7 on the actuator 5 for posture control is displaced nearly as much as the actuator 5 for posture control. That is, the actuator 5 for posture control will not be affected by the air spring 7 and also the posture control capacity of the actuator 5 for posture control will not be varied by the air spring 7.
- the vibration control of the rolling stock will be explained.
- the output of the vertical vibrational accelerometer 22 that has detected 0.7 to 10 Hz components of vibration is fed back to the control circuit 28 for vibration control.
- the control circuit 28 for vibration control calculates a control signal value by an input supplied from the vertical vibrational accelerometer 22, which outputs the control signal value to the control valve 20 for vibration control.
- the control valve 20 for vibration control is operated by the control signal value fed from the control circuit 28 for vibration control.
- This control valve 20 for vibration control controls the control fluid supplied from the fluid supply source 31 to the actuator 6 for vibration control.
- the control valve 20 for vibration control functions to control the operation of the piston 6b by changing the pressure between the fluid chamber 17a and the fluid chamber 17b of the actuator 6 for vibration control.
- the control valve 20 for vibration control operates the piston 6b for about ⁇ 25 max.
- the piston 6b is disposed in parallel with the air spring 7.
- the control power of the piston 6b is led about 100 degrees in phase to cacel an inertial force caused by the vibrational acceleration of the car body 4, being transmitted to the car body 4.
- the vibrational acceleration of the car body 4, therefore, can be decreased.
- the mean displacement of the piston 6b is small, but there occur a long-period drift of the piston 6b.
- the output of the displacement sensor 24 must be fed back to the control circuit 28 for vibration control. Then, the control circuit 28 for vibration control slowly controls the mean displacement of the piston 6b at the time constant of about 3 seconds, thereby eliminating the displacement drift of the piston 6b.
- the control power of the piston 6b is less than that of the piston 5b because the actuator 6 for vibration control is disposed parallelly with the air spring 7. Namely, the control power of the piston 6b, controlling only the vibration component of the car body 4 which is smaller than the weight of the car body 4, is less than the control power of the piston 5b.
- each control can be done smoothly because the frequency range of the control system is divided to prevent interference with each other.
- the actuators 5 and 6 for posture and vibration controls are disposed within the mounting range of the air spring 7 in a horizontal plane. Therefore it is possible to make narrow the space for mounting the actuators 5 and 6 as compared with conventional rolling stock in which the actuators are mounted apart from the air spring. Because the air spring 7, the actuator 5 for posture control and the actuator 6 for vibration control are vertically arranged in a line, a horizontal space for mounting these actuators may be narrow. And accordingly, it is possible to make smaller the whole body of the car body bearing apparatus 3 which supports the car body 4 on the truck 2, thereby preventing the use of a large-sized truck 2 and accomplishing the reduction of weight of the rolling stock.
- the piston 5b and the cylinder 6a can be constituted of one member. This is particularly effective in forming both the actuator 5 for posture control and the actuator 6 for vibration control into one body. Also, because the axial center axes of the actuator 5 for posture control and the actuator 6 for vibration control coincide with the center axis of the air spring 7, the posture control force and the vibration control force will never cause an unnecessary moment to occur.
- the air spring 7 and the rod 8 of the car body bearing apparatus 3 are connected to the car body 4, and the actuator 5 for posture control is mounted on the truck frame 2a.
- the car body bearing apparatus 3, if reversed in arrangement, can achieve the same effect as described above. That is, the air spring 7 and the rod 8 of the car body bearing apparatus 3 are connected to the truck frame 2a and can properly function if the actuator 5 for posture control is mounted on the car body 4. In the rolling stock of such a constitution, however, the mounting position of the air spring 7 in the vertical direction is removed downwardly from the centroid position of the car body 4. Therefore, although a consideration is required to be taken for the stabilization of the car body 4, no problem in particular will occur because the car body 4 is posture-controlled by means of the actuator 5 for posture control.
- the piston 6b of the car body bearing apparatus 3 is connected to the car body 4 through the rod 8 and a couple of connecting pieces 13.
- the rod 8 is disposed through a through part 15 of the air spring 7, and therefore it is not necessary to provide a space for mounting the rod 8 around the air spring 7.
- the car body bearing apparatus can be made smaller in size by increasing the fluid pressure, thereby enabling the reduction of weight of the car body bearing apparatus 3 and an improvement in controllability.
- the car body bearing apparatus 3 is best suited as a car body bearing apparatus of a high-speed vehicle such as a levitated-type vehicle which is required to be extremely light in weight. Furthermore, since the control valve 20 for vibration control, the displacement sensor 24, the control valve 21 for posture control, and the displacement sensor 25 are mounted inside of the car body bearing apparatus 3, the car body bearing apparatus 3 has such an advantage as good environmental resistance to rain, oil and snow.
- the pipes 20a and 21a to be connected between the control valve 20 for vibration control and the actuator 6 for vibration control and between the control valve 21 for posture control and the actuator 5 for posture control can be made shorter. The use of the short pipes 20a and 21a in which the control fluid pressure frequently changes while passing therethrough can prevent the delay of operation of the actuators 5 and 6.
- the fluid chambers 17c and 17b of the actuator 6 for vibration control are connected by a pipe in which a throttle and a solenoid valve are inserted, such that, in the event of some abnormality in the vibration control system, these fluid chambers 17a and 17b communicate with each other through the throttle, thereby enabling the use of the actuator 6 for vibration control as a damper.
- the control fluid in the actuators 5 for posture control mounted on both the right and left sides of the car body 4 may be returned simultaneously into the fluid reservoir constituting the control fluid supply source 31.
- the longitudinal tilt of the car body 4 can be controlled by inputting a signal from the longitudinal tilt sensor 23 mounted on the car body, into the control circuit 27 for posture control.
- the posture control apparatus of a conventional rolling stock primarily functions to control the lateral tilt of the car body, not to control the lateral and longitudinal tilt of the car body as in the case of the first embodiment.
- the function of the first embodiment as described above is specially effective in a magnetic levitated train running at a high speed.
- the second embodiment is a modification of the control circuit 29 for posture control according to the first embodiment changed only in construction.
- the control device 29A for posture control of the first embodiment is provided with a car body lateral accelerometer 34 which detects the excessive centrifugal acceleration (Fy - W . ⁇ )/W of the car body in place of the displacement target value generator 26 and the displacement sensor 25 of the first embodiment.
- the excessive centrifugal acceleration of the car body 4 is fed back to the posture control system.
- the tilt of the car body 4 delays from the point of time when the excessive centrifugal force acts on the car body 4.
- this embodiment is suitable to the rolling stock in which the excessive centrifugal force works at a slow rate as in the case of a long relaxation curve or when the rolling stock travels at a low speed.
- posture control is done such that the excessive centrifugal acceleration acting on the car body 4 will become zero.
- this embodiment does not require the displacement target generator 26 for posture control and the displacement sensor 25 both employed in the aforementioned first embodiment, and uses the lateral accelerometer 34. Because of such a constitution, the construction of the rolling stock can be simplified.
- the numerals used in the first embodiment and those used in this third embodiment denote the same members. Differences in the construction of this embodimet from the first embodiment are the construction of connection between the air spring 7 and the car body 4 and the construction of connection between the piston 6b of the actuator 6 for vibration control and the upper plate 7b of the air spring 7. That is, the upper plate 7b of the air spring 7 supports the car body 4 through a horizontally elastic piece 9.
- the horizontally elastic piece 9 is constituted of a laminated rubber part produced for example by alternately laminating rubber plates and metal plates and bonding them by vulcanization.
- This horizontally elastic piece 9 is designed to have a little spring costant in a direction parallel with the metal plate, that is, in the horizontal direction, and a great spring constant in a direction rectangular to the metal plate, that is, in the perpendicular direction.
- the horizontally elastic piece 9 has a function to allow the horizontal displacement of the truck 2 and the car body 4 and a function to recover the truck 2 and the car body 4 from a horizontal displacement.
- the piston 6b of the actuator 6 for vibration control is fixed directly on the upper plate 7b of the air spring 7. Namely, as the horizontally elastic piece 9 permits the horizontal displacement of the truck 2 and the car body 4, the piston 6b can be fixed directly to the upper plate 7b.
- This embodiment has the same functions and effect as the first embodiment. Furthermore, this embodiment does not require the rod 8 and the diaphragm 14, and therefore can be made simple in constitution as compared with the first embodiment. Further, this embodiment, having the horizontally elastic piece 9, has the advantage that structural rigidity in the horizontal direction can be selected.
- Fig. 9 the same numerals as those used in the first embodiment indicate the same members.
- a difference in the constitution of the present embodiment from that of the first embodiment is that a coil spring 11 is employed in place of the air spring 7. In this embodiment, therefore, the air spring height control valve 19 is also not needed. Excepting the coil spring 11, the constitution of this embodiment is the same as that of the first embodiment. Also, this embodiment has the same functions and effect and furthermore since the air spring height control valve 19 and the diaphragm 14 are not required, its construction is simple. Besides, since no air spring is employed, no air leakage will occur in this embodiment. Consequently, it is possible to make the whole body of the car body bearing apparatus inexpensive and maintenance-free.
- the present invention it is possible to prevent a change in the height of the car body 4 caused by variation in the number of passengers, because of the use of the coil springs 11. That is, the amount of deflection of the coil spring 11 is detected by the displacement sensor 24, and the actuator 5 for posture control is operated on the basis of a result of this detection. As the amount of deflection of the coil spring 11 can be corrected by the actuator 5 for posture control, the car body 4 can be kept at a fixed level.
- Fig. 10 the same numerals as those used in the first embodiment indicate the same members.
- a difference in the construction of this embodiment from the first embodiment resides in that the vertical vibrational accelerometer 22 and the longitudinal tilt sensor 23 are built in the air spring 7.
- the vertical vibrational accelerometer 22 and the longitudinal tilt sensor 23 are mounted on the upper plate 7b of the air spring 7.
- the upper plate 7b is mounted on the lower surface of the car body 4 and functions similarly as the car body 4. Therefore, vertical vibration and longitudinal tilt of the car body can easily be detected by the vertical vibrational accelerometer 22 and the longitudinal tilt sensor 23 mounted on the upper plate 7b.
- the car body bearing apparatus 3 can easily be mounted on the car body 4 and the truck 2.
- oil is used as the control fluid supplied to the actuator 6 for vibration control and the actuator 5 for posture control.
- the use of air as the control fluid is permitted.
- the air is used in place of the oil for the control fluid, there is no problem of stain by oil leaks, thereby enabling to improve the maintainability and reliability of the car body bearing apparatus including the control system.
- the present invention it is possible to use air as the control fluid to be supplied to the actuator 6 for vibration control and oil as the control fluid to be supplied to the actuator 5 for posture control. In this case, the maintainability and reliability of the vibration control system can be improved when not so quick response is required. Only the posture control system can meet a demand for quick response.
- the car body bearing apparatus having a function to restrain car body vibration and a function to reduce the excessive centrifugal force acting on the passengers, thereby reducing the weight of the whole body of the rolling stock.
- the longitudinal tilt of the car body can be restrained in addition to the reduction of the weight of the whole body of the rolling stock.
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Abstract
Description
- The present invention relates to railway rolling stock and, more particularly, to railway rolling stock running on a curved area of a track at a higher speed than a running speed corresponding to a cant of the track.
- A car body bearing apparatus adopted in conventional rolling stock incorporates various devices in order to improve riding comfort during a high-speed operation. For example, a vibration control device is known which restrains vertical vibration passing from the track up to a car body through a truck frame. For example, a vibration control device as disclosed for example in Laid-Open Japanese Patent No. 56-17754 is designed to control an actuator mounted alongside of an air spring.
- As an example of a conventional car body bearing apparatus for railway rolling stock, a car body tilting apparatus is known, which is designed to tilt the car body to the right or left of the car body when the rolling stock runs at a high speed on a curved track. This car body tilting apparatus supports the car body through rollers, swing bolsters, and air springs. When the rolling stock is running on a curved track, there takes place a lateral displacement of the car body between the rollers and the swing bolsters, tilting the car body in a lateral direction of the car body. The aforesaid lateral displacement of the car body between the rollers and the swing bolsters is caused to occur by the operation of the actuator disposed between the rollers and the swing bolsters and an excessive centrifugal force acting on the car body. The car body tilting apparatus functions to tilt the car body in the lateral direction of the car body, thereby reducing the excessive centrifugal force acting on passengers. Accordingly it is possible to improve the riding comfort to the passengers by diminishing the passengers' unpleasantness resulting from the excessive centrifugal force acting on the passengers. The car body tilting apparatus described above has been disclosed for example in Laid-Open Japanese Patent No. 61-108053.
- In place of the rollers and the swing bolsters of the car body tilting apparatus, the use of a car body tilting apparatus is also known for tilting the car body by means of hydraulic cylinders disposed between air springs and the car body or the truck.
- The aforementioned vibration control device is of the constitution that an actuator for restraining car body vibration is disposed off the car springs. Therefore, when this vibration control device is adopted, there shall be provided a space wide enough to mount the air springs and the actuator for vibration control between the car body and the truck. Also, in a rolling stock using the vibration control device, an increased number of equipment are to be mounted between the car body and the truck, consequently requiring much labour and time for manufacture and maintenance work.
- The car body tilting apparatus, having the actuator between the rollers and the swing bolsters, requires a space wide enough to mount the actuator. Furthermore, this car body tilting apparatus, like the vibration control device, requires much labour and time for manufacture and maintenance work because of an increased number of equipment disposed between the truck and the car body. Furthermore, the car body tilting apparatus, provided with the rollers, swing bolsters and air springs disposed vertically in line, will become long in the vertical direction. Rolling stock equipped with the car body tilting apparatus, therefore, is required to be extended in the longitudinal direction of the truck itself in order to provide a space for mounting the car body bearing apparatus, resulting in increased size and weight.
- In the rolling stock, functions of both the aforementioned vibration control device and the car body tilting apparatus as a car body bearing apparatus are needed to restrain the vertical vibration of the car body and to reduce the excessive centrifugal force acting on passengers. However, the following problem is encountered when the actuator for vibration control and the actuator for tilting the car body are mounted between the truck and the car body. That is, a larger-size truck has to be employed, resulting in increased weight of the truck for the purpose of providing a space wide enough to install the actuator for vibration control and the actuator for tilting the car body. There was the possibility, therefore, that the use of a larger, heavier truck would increase the weight of the whole body of the rolling stock.
- Furthermore, no adequate consideration was given to the simplification of constitution of the vibration control device and the car body tilting apparatus.
- Accordingly it is an object of the present invention to provide rolling stock the whole body of which has been decreased in weight by building a small-type car body bearing apparatus having a function to restrain car body vibration and a function to reduce an excessive centrifugal force acting on passengers.
- It is another object of the present invention, in addition to the above-mentioned object, to provide rolling stock added with the car body bearing apparatus having a function to restrain the longitudinal tilt of the car body itself.
- The foregoing objects and other objects of the present invention will become more apparent from the following detailed description thereof, when read in connection with the accompanying drawings.
- A feature of the present invention resides in that, in rolling stock comprising a truck, a car body, a spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining vertical vibration of the car body, and a posture control means for controlling the posture of the car body, there have been mounted an actuator for vibration control constituting the aforesaid vibration control means, and an actuator for posture control constituting the aforesaid posture control means within a range corresponding to the mounting range of the aforesaid spring means.
- Another feature of the present invention is that, in the rolling stock comprising a truck, a car body, spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining vertical vibration of the car body, and a posture control means for controlling the posture of the car body, there have been mounted a vibration control actuator constituting the aforesaid vibration control means, and a posture control actuator constituting the aforesaid posture control means between the spring means and the truck or the car body.
- A further feature of the present invention lies in that, in the rolling stock comprising a truck, a car body, a spring means mounted between the truck and the car body to support the car body on the truck, a vibration control means for restraining the vertical vibration of the car body, and a posture control means for controlling the posture of the car body, the posture controller constituting the posture control means has a longitudinal tilt sensor and a feedback circuit for feeding back a result of detection of the longitudinal tilt sensor.
- According to the present invention, the mounting area of the car body bearing apparatus can be reduced by installing the vibration control actuator and the posture control actuator within a range corresponding to the mounting range of the spring means. Furthermore, according to the present invention, the mounting area of the car body bearing apparatus can be reduced by installing the vibration control actuator and the posture control actuator between the spring means and the truck or the car body. Therefore, according to the present invention, since the mounting area of the car body bearing apparatus can be decreased, the truck can be made smaller in size, thereby reducing the weight of the whole rolling stock.
- Furthermore, according to the present invention, the posture control means is capable of restraining the longitudinal tilt of the car body. The rolling stock disclosed in the present invention has a function to restrain the longitudinal tilt of the car body in addition to the function for restraining the car body vibration and the function for decreasing the excessive centrifugal force acting upon passengers. Therefore, according to the present invention, riding comfort can be improved.
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- Fig. 1 is a vertical sectional view showing a car body bearing apparatus used in rolling stock according to a first embodiment of the present invention;
- Fig. 2 is a side view of the rolling stock according to the first embodiment of the present invention;
- Fig. 3 is a plan view showing the condition of a truck of the rolling stock shown in Fig. 2 which is running on a curved track;
- Fig. 4 is a front view of the rolling stock shown in Fig. 2 running on a curved track;
- Fig. 5 is a side view of the rolling stock shown in Fig. 2 which is running;
- Fig. 6 is a block diagram showing the control system of a car body bearing apparatus shown in Fig. 1;
- Fig. 7 is a block diagram showing the control system of the car body bearing apparatus of rolling stock according to a second embodiment of the present invention;
- Fig. 8 is a vertical sectional view showing the car body bearing apparatus used in rolling stock according to a third embodiment of the present invention;
- Fig. 9 is a vertical sectional view showing the car body bearing apparatus in rolling stock according to a fourth embodiment of the present invention; and
- Fig. 10 is a vertical sectional view showing the car body bearing apparatus in rolling stock according to a fifth embodiment of the present invention.
- Hereinafter the first embodiment of the rolling stock according to the present invention will be described with reference to Figs. 1 to 6. On a
track 1 are laid a pair ofrails truck 2 runs on thetrack 1. Thetruck 2 consists of atruck frame 2a,axle springs 2b and wheelsets 2c. Thetruck 2 is provided with a carbody bearing apparatus 3 laterally mounted on both sides. A car body 4 is supported on thetruck 2 through the carbody bearing apparatus 3. Major members constituting the carbody bearing apparatus 3 include anactuator 5 for posture control, anactuator 6 for vibration control, and air springs 7. Theactuator 5 for posture control is constituted of acylinder 5a and apiston 5b. Thecylinder 5a is vertically mounted on thetruck frame 2a in the axial direction of thecylinder 5a. Thepiston 5b slides inside of thecylinder 5a. Between the side walls of thecylinder 5a and thepiston 5b is formed a fluid chamber of airtight construction. The fluid chamber between thecylinder 5a and thepiston 5b is divided into two chambers by aflange 5c which extends from the side wall of thepiston 5b to the side wall of thecylinder 5a. That is, the fluid chamber is separated into afluid chamber 16a and afluid chamber 16b. Thepiston 5b is moved with a control fluid supplied to thefluid chamber - The
piston 5b is generally formed in a cylindrical form, serving also as acylinder 6a of theactuator 6 for vibration control. Therefore, theactuator 6 for vibration control is constituted of acylinder 6a formed inside of thepiston 5b and apiston 6b. Thecylinder 6a is formed near one end of thepiston 5b. Between the side walls of thecylinder 6a and thepiston 6b is formed a fluid chamber of airtight construction. The fluid chamber between thecylinder 6a and thepiston 6b is separated into two parts by the flange 6c extending from the side wall of thepiston 6b to the side wall of thecylinder 6a. That is, the fluid chamber is separated into a fluid chamber 17a and afluid chamber 17b. The fluid chamber 17a or thefluid chamber 17b is supplied with a control fluid, thepiston 6b being operated. Thispiston 6b is formed in a cylindrical shape with its one end opening while the other end closed. - In the sliding part between the
cylinder 5a and thepiston 5b and between thecylinder 6a and thepiston 6b is adopted afluid seal 10. When there is a great force acting in a direction perpendicular to the axial direction of theactuator 5 for posture control and theactuator 6 for vibration control, it is necessary to use a bearing in line with thefluid seal 10. In this embodiment, this bearing is not described. - The axial center position of the
actuator 5 for posture control and that of theactuator 6 for vibration control coincide within the horizontal plane, and they operate in a vertical direction. Theactuator 5 for posture control has a larger diameter than theactuator 6 for vibration control. The operation stroke of the actuator for posture control will become about a maximum ±110 mm when for example the car body width is 2600 mm and the maximum inclination angle is 5 degrees. The operation stroke of the actuator for vibration control is generally about a maximum ±25 mm. - The air spring 7 is disposed between the top end of the
piston 5b and the lower surface of the car body 4. The air spring 7 is a spring means which elastically supports the car body 4 on thetruck 2. The air spring 7 is constituted of alower plate 7a, anupper plate 7b and adiaphragm 7c connecting these plates. Theupper plate 7b is connected to aseat 12 provided on the lower surface of the car body 4. Theupper plate 7b is mounted on theseat 12 for positioning. Thelower plate 7a is connected to the top end of thepiston 5b. Theair chamber 18 is formed by thelower plate 7a, theupper plate 7b and thediaphragm 7c. Thelower plate 7a is mounted in the top end section of thepiston 5b. Also, theupper plate 7b is mounted on the lower surface of the car body 4. The height of the air spring 7 is always kept fixed by aheight control valve 19 for air spring. Theheight control valve 19 for air spring is operated by the time constant of the order of 3 seconds. Between thelower plate 7a and theupper plate 7b is provided a flexible andelastic diaphragm 14. Thisdiaphragm 14 is smaller in diameter than theaforementioned diaphragm 7c and disposed at the axial center position of the air spring 7. In the air spring 7 is formed a throughpart 15 by thediaphragm 14. Thepiston 6b is connected to the lower surface of the car body 4 by a rod 8. In the connecting section between the rod 8 and thepiston 6b and between the rod 8 and the car body 4, there is provided a connectingpiece 13 which permits the relative horizontal displacement of the car body and thepiston 6b. The connectingpiece 13 employed is for example a swivel bearing or an universal joint. Allowing the relative horizontal displacement of the car body 4 and thetruck 2, the rod 8 and the connectingpiece 13 transmit the control power of thepiston 6b to the car body 4. By the way, theactuator 5 for posture control and theactuator 6 for vibration control are disposed within the mounting range of the air spring 7 in the horizontal plane. Namely, theactuator 5 for posture control and theactuator 6 for vibration control are disposed within a range in which thelower plate 7a of the air spring 7 and thetruck frame 2a face each other. Furthermore, the axial center position of the air spring 7 and that of theactuator 5 for posture control and theactuator 6 for vibration control coincide within the horizontal plane. - To the
actuator 5 for posture control, a control fluid of oil is supplied from afluid supply source 31 through acontrol valve 21 for posture control. Between theactuator 5 for posture control and thecontrol valve 21 for posture control and between thecontrol valve 21 for posture control and thefluid supply source 31 are connectedpipes actutor 6 for vibration control is supplied with the control fluid of oil from thefluid supply source 31 through acontrol valve 20 for vibration control. Also between theactuator 6 for vibration control and thecontrol valve 20 for vibration control and between thecontrol valve 20 for vibration control and thefluid supply source 31,pipes control valve 21 for posture control is mounted on thepiston 5b. Thecontrol valve 20 for vibration control is mounted on thepiston 6b. A verticalvibrational accelerometer 22 which detects the vertical vibrational acceleration of the car body 4 is mounted on the car body 4. This verticalvibrational accelerometer 22 is disposed correspondingly to the carbody bearing apparatus 3 installed in four places of the car body 4, to detect the vertical vibrational acceleration of the order of 0.7 to 10 Hz in the car body 4 and outputs to thecontrol circuit 28 for vibration control. Thelongitudinal tilt sensor 23 functions to detect a part of gravity on the floor of the car body 4 in the longitudinal direction of the car body when the car body 4 has tilted longitudinally, outputting to thecontrol circuit 27 for posture control. Thelongitudinal tilt sensor 23 consists of an accelerometer which detects only a low-frequency component below about 0.7 Hz and is mounted on the car body 4. Adisplacement sensor 24 detects a relative displacement of slowly changing about 0.7 Hz or less of thepiston 5b and thepiston 6b and outputs to thecontrol circuit 28 for vibration control. Thedisplacement sensor 24 is connected to thepiston 5b and thepiston 6b. In the meantime, adisplacement sensor 25 functions to detect a slowly varying relative displacement of about 0.7 Hz or less of thecylinder 5a and thepiston 5b, outputting to thecontrol circuit 27 for posture control. Thisdisplacement sensor 25 is connected to thecylinder 5a and thepiston 5b. - A
displacement target generator 26 for posture control functions to output a control command value, or a target displacement h for posture control, necessary for posture control when the car body makes a lateral tilt. Thisdisplacement target generator 26 for posture control retains information such as a distance from a reference point to a curved track, curvature, cant, and length of each curved track of a railway line. Furthermore, thedisplacement target generator 26 for posture control functions to select a necessary information as to the curved track from a distance run by the rolling stock, computing and outputting the posture control target displacement h on the basis of the information inputted and a running speed of the rolling stock at that time. Thecontrol circuit 27 for posture control computes a control signal value on the basis of a difference of the target displacement h for posture control and the output of adisplacement sensor 25, and the output of thelongitudinal tilt sensor 23, then outputs the control signal value to thecontrol valve 21 for posture control. Thecontrol circuit 28 for vibration control receives signals outputted from thevertical vibration accelerometer 22 and thedisplacement sensor 24. Thiscontrol circuit 28 adjusts the input phase of the verticalvibrational accelerometer 22 such that, of the pressure working on thepiston 6b, an about 0.7 to 10 Hz pressure will advance about 100 degress over the input from the verticalvibrational accelerometer 22. Also, thecontrol circuit 28 for vibration control adds the time constant of about 3 seconds throughout the frequency range of about 0.7 Hz and less to the input signal from thedisplacement sensor 24. Furthermore, thecontrol circuit 28 outputs a control signal value added with a result of the aforementioned two computation, to thecontrol value 20 for vibration control. - The
control device 29 for posture control is composed of thedisplacement target generator 26 for posture control, thedisplacement sensor 25, thelongitudinal tilt sensor 23, thecontrol circuit 27 for posture control, and thecontrol valve 21 for posture control. Thecontrol device 30 for vibration control is composed of the verticalvibrational accelerometer 22, thedisplacement sensor 24, thecontrol circuit 28 for vibration control, and thecontrol valve 20 for vibration control. Anair source 33 supplies compressed air to the air spring 7 through the air springheight control valve 19. - The car
body bearing apparatus 3 is disposed one on either side of the upper part of thetruck 2 as shown in Figs. 2 and 3. Accordingly, the car body 4 is supported on twotrucks 2 through four sets of carbody bearing apparatus 3. To the four sets of carbody bearing apparatus 3 are connected thecontrol device 29 for posture control and thecontrol device 30 for vibration control. Usually, thecontrol device 29 for posture control and thecontrol device 30 for vibration control are mounted on the car body 4. Afluid supply source 31 also is mounted on the car body 4, supplying the control fluid to each actuator of the four sets of carbody bearing apparatus 3. In the first embodiment of the present invention, the vibration control means is composed of theactuator 6 for vibration control, thecontrol device 30 for vibration control, and thefluid supply source 31. Also, the posture control means is composed of theactuator 5 for posture control, thecontrol device 29 for posture control and thefluid supply source 31. - Symbols necessary for the description of details of control operation of the control system are defined as follows. Fy: a centrifugal force acting on passengers, W: gravitational force, φ: angle of the gravitational force W to the normal line of the floor of the car body 4, Q: resultant force of the gravitational force W and the centrifugal force Fy, Mϑ: pitching moment acting on the car body 4, Z₀: track displacement representing the roughness of the
track 1, Zt: truck displacement relative to ground, Z₁: displacement of thepiston 5b of theactuator 5b for posture control relative to ground, Zb: displacement of the car body relative to ground, ϑb: longitudinal tilt angle of the car body 4 by pitching moment Mϑ, ΔZ₁: relative displacement of thepiston 5b and the truck 4 which is detected by thedisplacement sensor 25 and expressed by a difference between the displacement Z₁ of thepiston 5b and truck displacement Zt, ΔZb: relative displacement of thepiston 6b and thepiston 5b which is detected by thedisplacement sensor 24 and expressed by a difference between the car body displacement Zb and the displacement Z₁ of thepiston 5b, h: target displacement for posture control, S: Laplace operator,b: vertical vibrational acceleration of the car body detected by the verticalvibrational accelerometer 22. - Next, the operation of the rolling stock will be explained. Generally, when the rolling stock runs on a curved track faster than a safety speed set for the cant of the curved track, the centrifugal force Fy acts on passengers. In the rolling stock, therefore, controls described below are performed in order to reduce excessive centrifugal force (Fy-W·φ) due to the centrifugal force Fy. Namely, in the
control device 29 for posture control, the target displacement h for posture control is outputted from thedisplacement target generator 26 for posture control, and a difference between the target displacement h for posture control and the output of thedisplacement sensor 25 is inputted to thecontrol circuit 27 for posture control. Thiscontrol circuit 27 functions to compute the control input, outputting the control signal value to thecontrol valve 21 for posture control. Thus thecontrol valve 21 for posture control is operated by the control signal value outputted from thecontrol circuit 27 for posture control. Thecontrol valve 21 for posture control controls the control fluid supplied from the controlfluid supply source 31 to theactuator 5 for posture control by means of the control signal value. Thecontrol valve 21 for posture control changes the amount of control fluid between thefluid chamber 16a and thefluid chamber 16b of theactuator 5 for posture control. Thepiston 5b of theactuator 5 for posture control operates slowly, while supporting the load of the car body 4, with a response of 0.7 Hz or less, by changing the amount of control fluid between thefluid chamber 16a and thefluid chamber 16b. Of the fouractuators 5 for posture control which support the car body 4, theactuators 5 for posture control located on the outer side of the curved track expand, while theactuators 5 for posture control located on the inner side of the curved track contract. Therefore, the car body 4 tilts inwardly of the curved track, thereby reducing the excessive centrifugal force (Fy - W . φ) acting on the passengers. The tilting condition of the car body 4 will be explained in detail. As shown in Fig. 4, in the carbody bearing apparatus 3 on the outer side of the curved track, the relative displacement ΔZ₁ of thepiston 5a of theactuator 5 for posture control is increased on the + side by thecontrol valve 21 for posture control, therefore raising the car body 4. On the other hand, in the carbody bearing apparatus 3 on the inner side of the curved track, the relative displacement ΔZ₁ of thepiston 5 of theactuator 5 for posture control is decreased in the reverse direction of ΔZ₁ by thecontrol valve 21 for posture control, thus lowering the car body 4. Therefore, the car body 4 tilts inwardly of a curve. With the operation of a plurality ofactuators 5 for posture control, the angle φ of the car body 4 increases and a difference between the centrifugal force Fy and the gravitational force W x the angle φ approaches zero, thereby enabling a decrease in the excessive centrifugal force the passengers feel. - The car body 4 can be tilted by increasing the relative displacement ΔZ₁ of the
piston 5a of the carbody bearing apparatus 3 on the outer side of the curved track twice as large as the above-described value towards the + side and leaving at zero the relative displacement ΔZ₁ of thepiston 5a of the carbody bearing apparatus 3 on the inner side of the curved track. - Next, the control of the longitudinal tilt of the car body 4 of the rolling stock when the car body receives the pitching moment Mϑ due to air force will be explained. In the
conrtol device 29 for posture control, when the output from thelongitudinal tilt sensor 23 is fed back to thecontrol circuit 27 for posture control, a control signal value is calculated by thecontrol circuit 27 for posture control. Thecontrol valve 21 for posture control is operated by the control signal value outputted from thecontrol circuit 27 for posture control, thereby controlling, similarly as described above, the displacement of thepiston 5a of theactuator 5 for posture control. In Fig. 5, the arrow G indicates the direction of travel of the rolling stock. As shown in Fig. 5, when no posture control is effected, theaxle spring 2b of eachtruck 2 are deflected by the pitching moment Mϑ. Therefore, thetruck 2 at the front in the direction of travel lowers, while thetruck 2 at the rear in the direction of travel rises, resulting in the occurrence of a displacement difference ht. Accordingly the car body 4 tilts forwardly as indicated by a broken line. However, when the above-mentioned posture control is done, the relative displacement ΔZ₁ of thepiston 5, in the car body bearing apparatus of thetruck 2 at the front in the direction of travel, gradually increases by about several ten millimeters, whereas, in thetruck 2 at the rear in the direction of travel, the relative displacement ΔZ₁ of thepiston 5a decreases by about several ten millimeters. Thus the car body 4 is kept level as indicated by a full line, bringing the quasi-static longitudinal acceleration the passengers feel, close to zero and accordingly reducing the longitudinal acceleration. - The air spring 7 is controlled at a slow rate at a time constant of about 3 seconds at a fixed level of a range by the air spring
height control valve 19. Therefore, the car body 4 supported by the air springs 7 on theactuator 5 for posture control is displaced nearly as much as theactuator 5 for posture control. That is, theactuator 5 for posture control will not be affected by the air spring 7 and also the posture control capacity of theactuator 5 for posture control will not be varied by the air spring 7. - Next, the vibration control of the rolling stock will be explained. In the
control device 30 for vibration control, the output of the verticalvibrational accelerometer 22 that has detected 0.7 to 10 Hz components of vibration is fed back to thecontrol circuit 28 for vibration control. Thecontrol circuit 28 for vibration control calculates a control signal value by an input supplied from the verticalvibrational accelerometer 22, which outputs the control signal value to thecontrol valve 20 for vibration control. Thecontrol valve 20 for vibration control is operated by the control signal value fed from thecontrol circuit 28 for vibration control. Thiscontrol valve 20 for vibration control controls the control fluid supplied from thefluid supply source 31 to theactuator 6 for vibration control. Furthermore, thecontrol valve 20 for vibration control functions to control the operation of thepiston 6b by changing the pressure between the fluid chamber 17a and thefluid chamber 17b of theactuator 6 for vibration control. And furthermore thecontrol valve 20 for vibration control operates thepiston 6b for about ±25 max. Thepiston 6b is disposed in parallel with the air spring 7. The control power of thepiston 6b is led about 100 degrees in phase to cacel an inertial force caused by the vibrational acceleration of the car body 4, being transmitted to the car body 4. The vibrational acceleration of the car body 4, therefore, can be decreased. Generally, since vibration occurs in both the positive and negative directions, it is possible that the mean displacement of thepiston 6b is small, but there occur a long-period drift of thepiston 6b. To remove the long-period drift of displacement of thepiston 6b, the output of thedisplacement sensor 24 must be fed back to thecontrol circuit 28 for vibration control. Then, thecontrol circuit 28 for vibration control slowly controls the mean displacement of thepiston 6b at the time constant of about 3 seconds, thereby eliminating the displacement drift of thepiston 6b. - The control power of the
piston 6b is less than that of thepiston 5b because theactuator 6 for vibration control is disposed parallelly with the air spring 7. Namely, the control power of thepiston 6b, controlling only the vibration component of the car body 4 which is smaller than the weight of the car body 4, is less than the control power of thepiston 5b. - In the above-described rolling stock, even when the vibration control and lateral and longitudinal posture controls of the car body 4 are performed at the same time, each control can be done smoothly because the frequency range of the control system is divided to prevent interference with each other.
- According to the first embodiment of the present invention, the
actuators actuators actuator 5 for posture control and theactuator 6 for vibration control are vertically arranged in a line, a horizontal space for mounting these actuators may be narrow. And accordingly, it is possible to make smaller the whole body of the carbody bearing apparatus 3 which supports the car body 4 on thetruck 2, thereby preventing the use of a large-sized truck 2 and accomplishing the reduction of weight of the rolling stock. Since the axial center axis of the actuator for posture control coincides with that of theactuator 6 for vibration control, thepiston 5b and thecylinder 6a can be constituted of one member. This is particularly effective in forming both theactuator 5 for posture control and theactuator 6 for vibration control into one body. Also, because the axial center axes of theactuator 5 for posture control and theactuator 6 for vibration control coincide with the center axis of the air spring 7, the posture control force and the vibration control force will never cause an unnecessary moment to occur. - In the first embodiment of the present invention, the air spring 7 and the rod 8 of the car
body bearing apparatus 3 are connected to the car body 4, and theactuator 5 for posture control is mounted on thetruck frame 2a. The carbody bearing apparatus 3, if reversed in arrangement, can achieve the same effect as described above. That is, the air spring 7 and the rod 8 of the carbody bearing apparatus 3 are connected to thetruck frame 2a and can properly function if theactuator 5 for posture control is mounted on the car body 4. In the rolling stock of such a constitution, however, the mounting position of the air spring 7 in the vertical direction is removed downwardly from the centroid position of the car body 4. Therefore, although a consideration is required to be taken for the stabilization of the car body 4, no problem in particular will occur because the car body 4 is posture-controlled by means of theactuator 5 for posture control. - The
piston 6b of the carbody bearing apparatus 3 is connected to the car body 4 through the rod 8 and a couple of connectingpieces 13. The carbody bearing apparatus 3, therefore, is able to transmit the posture control force and the vibration control force to the car body 4 therefrom while allowing a horizontal displacement between the car body 4 and thetruck 2. The rod 8 is disposed through a throughpart 15 of the air spring 7, and therefore it is not necessary to provide a space for mounting the rod 8 around the air spring 7. Further, as oil is used for the vibration control fluid, the car body bearing apparatus can be made smaller in size by increasing the fluid pressure, thereby enabling the reduction of weight of the carbody bearing apparatus 3 and an improvement in controllability. Accordingly the carbody bearing apparatus 3 is best suited as a car body bearing apparatus of a high-speed vehicle such as a levitated-type vehicle which is required to be extremely light in weight. Furthermore, since thecontrol valve 20 for vibration control, thedisplacement sensor 24, thecontrol valve 21 for posture control, and thedisplacement sensor 25 are mounted inside of the carbody bearing apparatus 3, the carbody bearing apparatus 3 has such an advantage as good environmental resistance to rain, oil and snow. In addition, thepipes control valve 20 for vibration control and theactuator 6 for vibration control and between thecontrol valve 21 for posture control and theactuator 5 for posture control can be made shorter. The use of theshort pipes actuators - The
fluid chambers 17c and 17b of theactuator 6 for vibration control are connected by a pipe in which a throttle and a solenoid valve are inserted, such that, in the event of some abnormality in the vibration control system, thesefluid chambers 17a and 17b communicate with each other through the throttle, thereby enabling the use of theactuator 6 for vibration control as a damper. when there has occurred some abnormality in the posture control system, the control fluid in theactuators 5 for posture control mounted on both the right and left sides of the car body 4 may be returned simultaneously into the fluid reservoir constituting the controlfluid supply source 31. - In the first embodiment, the longitudinal tilt of the car body 4 can be controlled by inputting a signal from the
longitudinal tilt sensor 23 mounted on the car body, into thecontrol circuit 27 for posture control. The posture control apparatus of a conventional rolling stock primarily functions to control the lateral tilt of the car body, not to control the lateral and longitudinal tilt of the car body as in the case of the first embodiment. The function of the first embodiment as described above is specially effective in a magnetic levitated train running at a high speed. - Next, the second embodiment of the present invention will be described with reference to Fig. 7.
- The second embodiment is a modification of the
control circuit 29 for posture control according to the first embodiment changed only in construction. Thecontrol device 29A for posture control of the first embodiment is provided with a carbody lateral accelerometer 34 which detects the excessive centrifugal acceleration (Fy - W . φ)/W of the car body in place of the displacementtarget value generator 26 and thedisplacement sensor 25 of the first embodiment. In this embodiment, the excessive centrifugal acceleration of the car body 4 is fed back to the posture control system. Also in this embodiment, the tilt of the car body 4 delays from the point of time when the excessive centrifugal force acts on the car body 4. Therefore, this embodiment is suitable to the rolling stock in which the excessive centrifugal force works at a slow rate as in the case of a long relaxation curve or when the rolling stock travels at a low speed. In this embodiment, posture control is done such that the excessive centrifugal acceleration acting on the car body 4 will become zero. Further, this embodiment does not require thedisplacement target generator 26 for posture control and thedisplacement sensor 25 both employed in the aforementioned first embodiment, and uses thelateral accelerometer 34. Because of such a constitution, the construction of the rolling stock can be simplified. - Subsequently, the third embodiment of the present invention will be explained with reference to Fig. 8.
- In Fig. 8, the numerals used in the first embodiment and those used in this third embodiment denote the same members. Differences in the construction of this embodimet from the first embodiment are the construction of connection between the air spring 7 and the car body 4 and the construction of connection between the
piston 6b of theactuator 6 for vibration control and theupper plate 7b of the air spring 7. That is, theupper plate 7b of the air spring 7 supports the car body 4 through a horizontally elastic piece 9. The horizontally elastic piece 9 is constituted of a laminated rubber part produced for example by alternately laminating rubber plates and metal plates and bonding them by vulcanization. This horizontally elastic piece 9 is designed to have a little spring costant in a direction parallel with the metal plate, that is, in the horizontal direction, and a great spring constant in a direction rectangular to the metal plate, that is, in the perpendicular direction. The horizontally elastic piece 9 has a function to allow the horizontal displacement of thetruck 2 and the car body 4 and a function to recover thetruck 2 and the car body 4 from a horizontal displacement. Thepiston 6b of theactuator 6 for vibration control is fixed directly on theupper plate 7b of the air spring 7. Namely, as the horizontally elastic piece 9 permits the horizontal displacement of thetruck 2 and the car body 4, thepiston 6b can be fixed directly to theupper plate 7b. This embodiment has the same functions and effect as the first embodiment. Furthermore, this embodiment does not require the rod 8 and thediaphragm 14, and therefore can be made simple in constitution as compared with the first embodiment. Further, this embodiment, having the horizontally elastic piece 9, has the advantage that structural rigidity in the horizontal direction can be selected. - Next, the fourth embodiment of the present invention will be explained by referring to Fig. 9.
- In Fig. 9, the same numerals as those used in the first embodiment indicate the same members. A difference in the constitution of the present embodiment from that of the first embodiment is that a coil spring 11 is employed in place of the air spring 7. In this embodiment, therefore, the air spring
height control valve 19 is also not needed. Excepting the coil spring 11, the constitution of this embodiment is the same as that of the first embodiment. Also, this embodiment has the same functions and effect and furthermore since the air springheight control valve 19 and thediaphragm 14 are not required, its construction is simple. Besides, since no air spring is employed, no air leakage will occur in this embodiment. Consequently, it is possible to make the whole body of the car body bearing apparatus inexpensive and maintenance-free. In addition, according to the present invention, it is possible to prevent a change in the height of the car body 4 caused by variation in the number of passengers, because of the use of the coil springs 11. That is, the amount of deflection of the coil spring 11 is detected by thedisplacement sensor 24, and theactuator 5 for posture control is operated on the basis of a result of this detection. As the amount of deflection of the coil spring 11 can be corrected by theactuator 5 for posture control, the car body 4 can be kept at a fixed level. - Finally, the fifth embodiment of the present invention will be explained with reference to Fig. 10.
- In Fig. 10, the same numerals as those used in the first embodiment indicate the same members. A difference in the construction of this embodiment from the first embodiment resides in that the vertical
vibrational accelerometer 22 and thelongitudinal tilt sensor 23 are built in the air spring 7. The verticalvibrational accelerometer 22 and thelongitudinal tilt sensor 23 are mounted on theupper plate 7b of the air spring 7. Theupper plate 7b is mounted on the lower surface of the car body 4 and functions similarly as the car body 4. Therefore, vertical vibration and longitudinal tilt of the car body can easily be detected by the verticalvibrational accelerometer 22 and thelongitudinal tilt sensor 23 mounted on theupper plate 7b. According to the present embodiment, since the verticalvibrational accelerometer 22 and thelongitudinal tilt sensor 23 are built in the carbody bearing apparatus 3, the carbody bearing apparatus 3 can easily be mounted on the car body 4 and thetruck 2. - By the way, in each of the above-described embodiments, oil is used as the control fluid supplied to the
actuator 6 for vibration control and theactuator 5 for posture control. In the present invention, the use of air as the control fluid is permitted. When the air is used in place of the oil for the control fluid, there is no problem of stain by oil leaks, thereby enabling to improve the maintainability and reliability of the car body bearing apparatus including the control system. - In the present invention, it is possible to use oil as the control fluid to be supplied to the
actuator 6 for vibration control and air as the control fluid to be supplied to theactuator 5 for posture control. In this case, not only the response characteristics of the vibration control system can be improved but also the maintainability and reliability of the posture control system which requires much control fluid can be enhanced. - Also, in the present invention, it is possible to use air as the control fluid to be supplied to the
actuator 6 for vibration control and oil as the control fluid to be supplied to theactuator 5 for posture control. In this case, the maintainability and reliability of the vibration control system can be improved when not so quick response is required. Only the posture control system can meet a demand for quick response. - According to the present invention, it is possible to make small the car body bearing apparatus having a function to restrain car body vibration and a function to reduce the excessive centrifugal force acting on the passengers, thereby reducing the weight of the whole body of the rolling stock.
- Further according to the present invention, the longitudinal tilt of the car body can be restrained in addition to the reduction of the weight of the whole body of the rolling stock.
Claims (14)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP78264/89 | 1989-03-31 | ||
JP7826489 | 1989-03-31 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0390546A2 true EP0390546A2 (en) | 1990-10-03 |
EP0390546A3 EP0390546A3 (en) | 1991-11-13 |
EP0390546B1 EP0390546B1 (en) | 1996-12-27 |
Family
ID=13657123
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19900303341 Expired - Lifetime EP0390546B1 (en) | 1989-03-31 | 1990-03-29 | Railway rolling stock |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP0390546B1 (en) |
DE (1) | DE69029482T2 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0542386A1 (en) * | 1991-11-11 | 1993-05-19 | MANNESMANN Aktiengesellschaft | Process and device for dampening the oscillations of a railway vehicle |
WO2011066114A3 (en) * | 2009-11-25 | 2012-04-26 | LTK Consulting Services, Inc. | Vertical position compensating device for a vehicle |
CN115818084A (en) * | 2022-12-09 | 2023-03-21 | 无锡弘宜智能科技股份有限公司 | Long-distance shuttle car for logistics storage |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1455159A1 (en) * | 1964-11-05 | 1969-03-27 | Maschf Augsburg Nuernberg Ag | Adjustable gas suspension for laterally movable brackets |
US4041878A (en) * | 1975-04-11 | 1977-08-16 | Patentes Talgo, S.A. | Speed and track curvature suspension control system |
GB2025572A (en) * | 1978-07-14 | 1980-01-23 | Hitachi Ltd | Fluid apparatus for actively controlling vibration of a vehicle |
GB2176162A (en) * | 1985-05-31 | 1986-12-17 | Hitachi Ltd | Apparatus for controlling vibration of vehicle |
FR2593455A1 (en) * | 1986-01-29 | 1987-07-31 | Hitachi Ltd | DEVICE FOR CONTROLLING VIBRATIONS FOR VEHICLES. |
EP0334412A1 (en) * | 1988-03-18 | 1989-09-27 | So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. | Device for controlling the dynamic stresses transmitted by the rolling surface to the body of a vehicle, in particular a rail and tram vehicle |
-
1990
- 1990-03-29 EP EP19900303341 patent/EP0390546B1/en not_active Expired - Lifetime
- 1990-03-29 DE DE1990629482 patent/DE69029482T2/en not_active Expired - Fee Related
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE1455159A1 (en) * | 1964-11-05 | 1969-03-27 | Maschf Augsburg Nuernberg Ag | Adjustable gas suspension for laterally movable brackets |
US4041878A (en) * | 1975-04-11 | 1977-08-16 | Patentes Talgo, S.A. | Speed and track curvature suspension control system |
GB2025572A (en) * | 1978-07-14 | 1980-01-23 | Hitachi Ltd | Fluid apparatus for actively controlling vibration of a vehicle |
GB2176162A (en) * | 1985-05-31 | 1986-12-17 | Hitachi Ltd | Apparatus for controlling vibration of vehicle |
FR2593455A1 (en) * | 1986-01-29 | 1987-07-31 | Hitachi Ltd | DEVICE FOR CONTROLLING VIBRATIONS FOR VEHICLES. |
EP0334412A1 (en) * | 1988-03-18 | 1989-09-27 | So.C.I.Mi Societa Costruzioni Industriali Milano S.P.A. | Device for controlling the dynamic stresses transmitted by the rolling surface to the body of a vehicle, in particular a rail and tram vehicle |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0542386A1 (en) * | 1991-11-11 | 1993-05-19 | MANNESMANN Aktiengesellschaft | Process and device for dampening the oscillations of a railway vehicle |
WO2011066114A3 (en) * | 2009-11-25 | 2012-04-26 | LTK Consulting Services, Inc. | Vertical position compensating device for a vehicle |
CN115818084A (en) * | 2022-12-09 | 2023-03-21 | 无锡弘宜智能科技股份有限公司 | Long-distance shuttle car for logistics storage |
CN115818084B (en) * | 2022-12-09 | 2023-11-17 | 无锡弘宜智能科技股份有限公司 | Long-distance shuttle for logistics storage |
Also Published As
Publication number | Publication date |
---|---|
EP0390546B1 (en) | 1996-12-27 |
EP0390546A3 (en) | 1991-11-13 |
DE69029482D1 (en) | 1997-02-06 |
DE69029482T2 (en) | 1997-08-07 |
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