JP2012176728A - Traveling vehicle - Google Patents

Abstract

A coasting vehicle capable of traveling on both a track and a road is realized.
SOLUTION: A road traveling mode in which the traveling wheels 5 and 6 are retracted upward by the lifting actuators 7 and 8 to travel only by the road traveling tires 3 and 4, and the traveling by the lifting actuator is used for the track traveling. A traveling vehicle 1 capable of switching between a track traveling mode in which traveling is performed in a state where a wheel is lowered and a pair of road traveling tires that perform torque transmission and a pair of road traveling tires are in contact with a rail. Coasting control to take off a pair of road running tires that are grounded to the rail by operating the front and / or back lifting actuators or both in the downward direction when a predetermined execution condition is detected during traveling in the mode The coasting control device 90 is provided.
[Selection] Figure 8

Description

  The present invention relates to a traveling vehicle that enables road traveling and track traveling.

  Currently, for the purpose of constructing a transportation system that makes use of the advantages of both rail vehicles and buses by making the railway and road seamless, tires for road driving provided via tire axles before and after the car body, A vehicle (hereinafter referred to as a “dual mode vehicle”) capable of both track traveling and road traveling provided with a guide wheel for track traveling provided on the front and rear of the vehicle body via a guide wheel axle has been proposed. (For example, refer to Patent Document 1).

  In the dual mode vehicle, when traveling on a track, the front and rear guide wheels for track traveling are lowered by the hydraulic cylinder and placed on the rail, and the rear tire (driving wheel) to which torque is applied from the engine also contacts the rail. In this way, the front and rear guide wheels follow the rail, and the rear tire generates a driving force.

Japanese Patent No. 3679108

By the way, when a certain level of speed is obtained on a straight line or a downward slope, an ordinary railway vehicle performs so-called coasting that travels by inertia without acceleration, and can reduce energy consumption.
However, in the dual mode vehicle, when traveling on a track, the road tire is brought into contact with the rail to obtain a running torque, so the road tire also rolls during coasting, which is a loss. Immediately, the vehicle decelerated, and there was a problem that sufficient energy consumption could not be reduced.

  An object of the present invention is to reduce effective energy consumption by allowing coasting as appropriate in a dual mode vehicle.

  According to the first aspect of the present invention, a pair of track traveling wheels supported on the axle on each of the front side and the rear side of the vehicle body, and a pair of road travelings supported on the axle on each of the front side and the rear side of the vehicle body. Tires, front and rear lifting and lowering actuators for raising and lowering the front and rear pair of track running wheels, at least one of the pair of road running tire drive sources, and the drive source A torque transmission mechanism for transmitting torque to the pair of road traveling tires and a brake device for braking the vehicle, and the pair of track traveling wheels on the front side and the rear side are moved upward by the lifting actuator. A road running mode in which the vehicle is evacuated and travels only with the road traveling tire, and the pair of track traveling wheels on the front side and the rear side are lowered by the elevating actuator for the track traveling. A traveling vehicle capable of switching between a track traveling mode in which traveling is performed in a state where a wheel and a pair of road traveling tires to which torque transmission is performed is in contact with a rail, and when traveling in the track traveling mode, A coasting control device that performs coasting control to take off a pair of road traveling tires that are grounded to the rail by operating the front or rear lifting actuator or both in a descending direction when an execution condition is detected; It is characterized by providing.

  The invention according to claim 2 has the same configuration as that of the invention according to claim 1, and the coasting control device detects that the torque by the torque transmission mechanism is in a non-transmission state as the predetermined execution condition. The traveling vehicle according to claim 1, wherein the coasting control is performed in the event of a failure.

  The invention according to claim 3 has the same configuration as that of the invention according to claim 1, and the coasting control device is configured such that the torque by the torque transmission mechanism is in a non-transmission state as the predetermined execution condition and the brake The coasting control is performed when it is detected that the device is inactive.

  The invention according to claim 4 has the same configuration as that of the invention according to any one of claims 1 to 3, and the axle of the pair of road traveling tires to which the torque is transmitted is provided via a suspension device. And a regulation body that regulates the axle of the pair of road traveling tires so as not to descend with respect to the vehicle body over a certain distance.

  The invention according to claim 5 has the same configuration as that of the invention according to claim 4, and the regulating body can be switched between a regulated state and a regulated release state by a regulating body actuator. When performing the coasting control, the regulation body actuator is controlled in advance so as to switch to the regulation state.

  The invention described in claim 6 has the same configuration as that of the invention described in claim 5, and further includes a regulation state detection means for detecting that the regulation body is in the regulation state. The coasting control is executed after the state detecting means detects that the restricting body is in the restricting state.

  The invention according to claim 7 has the same configuration as that of the invention according to any one of claims 1 to 6, and the pair of road traveling tires to which the torque is transmitted and the pair of tires adjacent to the pair. Each of the track traveling wheels is provided with a shaft load detecting means for detecting a shaft load, and the coasting control device releases the coasting control and a pair of road traveling tires to which the torque transmission is performed are grounded to the rail. In this case, the actuator for raising and lowering the pair of track traveling wheels is controlled so that the ratio of the axial weight of the pair of road traveling tires exceeds that of the pair of track traveling wheels adjacent thereto. And

  The invention according to claim 8 has the same configuration as that of the invention according to claim 7, and the coasting control device provides a pair of road running tires to which the torque is transmitted when releasing the coasting control. Control is performed so that the axial weight of the pair of track traveling wheels is gradually reduced until the ratio is reached with respect to the actuator for raising and lowering the pair of track traveling wheels that are close to each other.

The invention according to claim 9 has the same configuration as that of the invention according to any one of claims 1 to 8, and a pair of roads on the opposite side to the pair of road running tires to which the torque is transmitted. A braking device is provided for each of the traveling tire and the pair of track traveling wheels adjacent thereto,
In the road traveling mode, a braking device provided on the pair of road traveling tires on the opposite side can be operated, and in the track traveling mode, the pair of tracks adjacent to the pair of road traveling tires on the opposite side. It is characterized by comprising switching means for enabling the braking device provided on the traveling wheel.

According to the first aspect of the present invention, when the predetermined execution condition is satisfied during traveling in the track traveling mode, coasting control is performed to take off a pair of road traveling tires grounded on the rail. Since no rotation occurs, when the vehicle is traveling by inertia, the loss of road driving tires and its drive system is avoided, and the coasting time is extended by reducing the load during coasting. It is possible to reduce consumption.
The “predetermined execution condition” includes the case of claim 2 or 3 and an operation input for execution from the driver.

  According to the second aspect of the present invention, the coasting control device executes coasting control when detecting that the torque transmitted by the torque transmission mechanism is in a non-transmission state, so that the coasting control device does not shift to coasting during acceleration of the vehicle. It becomes possible to shift to coasting at an appropriate timing.

  According to the third aspect of the present invention, since the coasting control device performs coasting control when it is detected that the torque is not transmitted and the brake device is inoperative, coasting during braking that does not require coasting is performed. Switching can be prevented, and the load caused by road running tires during braking can be used for braking.

  The invention according to claim 4 includes a regulating body that regulates the axle of the pair of road traveling tires so as not to descend with respect to the vehicle body more than a certain distance. Therefore, the road traveling tire supported by the suspension device when the coasting control is executed. Can prevent the vehicle from descending in a drooping state, reduce the amount of ascent of the vehicle body, prevent the vehicle from exceeding the vehicle limit, and use an actuator for raising and lowering that has a smaller stroke and output. It becomes possible.

According to the fifth aspect of the invention, when the coasting control device performs coasting control, the regulation body actuator is controlled in advance so as to switch the regulation body to the regulation state. Without being restricted, it becomes possible to make the regulating body act effectively at the time of coasting requiring regulation.
Furthermore, in the invention according to claim 6, since the coasting control device executes coasting control after detection is performed by the regulation state detecting means for detecting the regulation state of the regulation body, regulation is performed more reliably by the regulation body. It becomes possible to do.

  According to a seventh aspect of the present invention, when the coasting control device releases the coasting control, when the pair of road traveling tires to which torque transmission is performed contacts the rail, the pair of road traveling tires are adjacent to the pair. Because the actuator for raising and lowering the pair of track wheels is controlled so that the ratio of the axial load is higher than that of the track wheels, when the road tires touch the rail, the ground load is sufficiently secured If it is planned to cancel coasting control and accelerate, the propulsive force can be reliably transmitted to the rail, and the coasting control can be canceled to decelerate. If planned, the braking force can be reliably transmitted to the rail through the road tire.

  The invention according to claim 8 is directed to an actuator for raising and lowering a pair of track traveling wheels adjacent to a pair of road traveling tires to which torque transmission is performed when the coasting control device cancels coasting control. Since the control is performed so as to gradually reduce the axial weight of the pair of track traveling wheels, it is possible to reduce the impact and vibration when the road traveling tire is in contact with the ground.

  According to the ninth aspect of the present invention, switching means for enabling the braking device provided on the road traveling tire in the road traveling mode and operating the braking device provided on the track traveling wheel in the track traveling mode. Therefore, it becomes possible to avoid the operation of the braking device which becomes unnecessary depending on the mode, and to avoid the dispersion of power when the drive source for operating each braking device is made common. It is possible to obtain good responsiveness and braking force.

FIG. 1A is a side view and FIG. 1B is a plan view showing main components of a dual mode vehicle according to an embodiment of the present invention. It is a block diagram which shows the control system of a dual mode vehicle. FIG. 3A is a side view (sectional view) thereof, and FIG. 3B is a front view of main components related to the rear guide wheel and the hydraulic cylinder of the dual mode vehicle. It is explanatory drawing which shows the hydraulic path of the hydraulic cylinder for raising / lowering of a dual mode vehicle. 5A shows a rear guide wheel (wheel) of a dual mode vehicle, FIG. 5A is a side view thereof, FIG. 5B is a sectional view thereof, and FIG. 5C is a circuit of a strain gauge provided on the rear guide wheel. It is a block diagram. FIG. 6A is a rear view of the suspension device of the dual mode vehicle, and FIG. 6B is a cross-sectional view taken along line XX in FIG. 6A. It is explanatory drawing which shows the hydraulic path of the brake device of a dual mode vehicle. It is a side view at the time of coasting of a dual mode vehicle. It is a diagram which shows the change of the command value which controls the output to the hydraulic cylinder for raising / lowering of the rear guide wheel at the time of coasting control start. It is a flowchart which shows the main processes of coasting control. It is a flowchart which shows the process at the time of the start of coasting control. It is a flowchart which shows the process at the time of cancellation | release of coasting control.

[Outline of Embodiment of the Invention]
A dual mode vehicle 1 as a traveling vehicle according to an embodiment of the present invention will be described with reference to FIGS.
As shown in FIGS. 1 and 2, the dual mode vehicle 1 according to the present embodiment rotates around a vehicle body 2 and rubber tire axles 3 a and 4 a disposed on the front side and the rear side of the lower portion of the vehicle body 2. The front rubber tire 3 and the rear rubber tire 4 as a pair of road traveling tires are provided with flange portions 5f and 6f on the inner side in the axle direction, and are disposed on the front side and the rear side of the vehicle body 2 via arms 5b and 6b so as to be movable up and down. Ascending / descending actuators for raising and lowering the front guide wheel 5 and the rear guide wheel 6 as a pair of track traveling wheels rotating around the guide wheel axles 5a and 6a. Ascending / lowering hydraulic cylinders 7 and 8, a vehicle speed sensor 11 provided on the guide wheel axle 6a for detecting the traveling speed of the dual mode vehicle 1, and the rotational speed of the rear rubber tire 4 A tire rotation speed sensor 12 for detecting the weight, a potentiometer 13 for measuring the weight applied to the rear rubber tire 4, an engine 14 as a drive source of the rear rubber tire 4, a transmission 15 as a torque transmission mechanism, a differential (not shown), The suspension device 20, the brake device 70 (see FIG. 7), and a control device 90 that controls each of the above-described components are included.

  In addition, the dual mode vehicle 1 is naturally provided with devices necessary for driving and control, such as each control device for the driver's seat and switches for performing operation input, and if necessary, ATS and protective radio are provided. Equipment required for ensuring safety such as in-car broadcasting and door-closing equipment, equipment required for customer service, radio equipment, equipment used for operation management such as GPS, couplers that connect your vehicle and other vehicles, when connecting The connecting / disconnecting device for connecting / disconnecting the driving force between the transmission 15 and the differential device is also provided.

  The dual-mode vehicle 1 employs a microbus body as the vehicle body 2 and can carry about 29 people including the driver. Moreover, about an engine and a differential device, the general thing with which the common motor vehicle which carries out road driving is used. Therefore, the overall weight of the conventional railcar is about 40 tons, whereas the overall weight of the dual mode vehicle 1 according to the present embodiment is as light as about 6 tons.

  In addition, the transmission 15 can switch the connection state between the engine and the propeller shaft at a gear ratio of a plurality of stages with different transmission torques by an operation of inputting the number of gears of a shift lever 17 (see FIG. 2) provided in the driver's seat. In addition, by operating the shift lever 17 to the neutral position, the torque transmission from the engine to the propeller shaft can be cut off. The shift lever 17 inputs a position signal corresponding to the input number of gears and the neutral position to the control device 90.

[Front and rear rubber tires]
The front rubber tire 3 can be steered by the handle of the driver's seat of the vehicle body 2. The two rear rubber tires 4 are supported on the left and right axles 4a, and are driven by an engine and a power transmission device (transmission or the like). That is, the rear rubber tire 4 corresponds to “a pair of road traveling tires to which torque is transmitted”.

[Front and rear guide wheels]
The front guide wheel 5 and the rear guide wheel 6 are made of metal such as iron, and move upward and downward by the expansion and contraction of the lifting hydraulic cylinders 7 and 8, as illustrated in FIG.
The hydraulic system for expanding and contracting the lifting hydraulic cylinder 8 is configured as shown in FIG. 4 and supplies uniform hydraulic pressure to the two lifting hydraulic cylinders 8 provided. A pressure gauge 9 is provided at one point of the common hydraulic supply pipe. As will be described later, from the pressure value of the hydraulic pressure applied to the lifting hydraulic cylinder 8 measured by the pressure gauge 9, the axial weight (ground load on the rail) received by the rear guide wheel 6 can be calculated. . That is, the pressure gauge 9 functions as a shaft weight detecting unit that detects the shaft weight of the rear guide wheel 6.
Further, a solenoid valve 16 (see FIG. 2), which is a proportional control valve, is provided together with the hydraulic pressure supply source of each of the lifting hydraulic cylinders 7 and 8, and the hydraulic pressure can be controlled by a control signal of the control device 90. It is said.

  As shown in FIG. 5, the rear guide wheel 6 includes a wheel for measuring the wheel load in which a plurality of holes 6 h are provided along the circumference between the outer periphery and the rear guide wheel axle 6 a, There are no normal driving wheels. A strain gauge w, x, y, z is attached to the hole 6h of the rear guide wheel 6 for measuring the wheel load, and the rear guide wheel 6 is received by the rear guide wheel 6 as shown in FIG. The weight can be measured. The output signal has a sinusoidal waveform that varies as the rear guide wheel 6 rotates, and it can be said that the maximum value represents the value of the wheel load. Note that a circuit for measuring wheel load may be configured by wiring in the same manner as in FIG. 5C using the hole 6h provided with no strain gauge shown in FIG. In that case, waveforms having different phases can be recorded, and instantaneous fluctuations in wheel load can be more accurately captured.

The strain gauges w, x, y, and z are provided only when the axial weight of the rear guide wheel 6 (the total weight of the pair of rear guide wheels 6 and 6) is accurately obtained in advance, and the control device 90 When the dual mode vehicle 1 is controlled by the above, a pressure gauge 9 for detecting the hydraulic pressure of the lifting hydraulic cylinder 8 is used. That is, at the time of wheel load measurement, the hydraulic pressure of the lifting hydraulic cylinder 8 is gradually changed, the pressure at that time is detected by the pressure gauge 9, and the outputs of the strain gauges w, x, y, z at the respective hydraulic pressures are detected. A table that shows the correspondence between the detected pressure and the axial weight of the rear guide wheel 6 is created in advance by the pressure gauge 9, and the control device 90 stores this table.
As a result, the control device 90 receives the pressure detected by the pressure gauge 9 during traveling (when the normal traveling rear guide wheel 6 without the strain gauges w, x, y, z is mounted). By referring to the table, the axial weight of the rear guide wheel 6 can be calculated.

The front guide wheel 5 and the rear guide wheel 6 are provided with a tread gradient and flange portions 5f and 6f, and perform a track guide function. For this reason, the dual-mode vehicle 1 can accurately travel along the rail R even if the rear rubber tire 4 that is the drive wheel is not provided with a tread gradient or a flange.
Further, the flange angle θ (about 87 °) of the front guide wheel 5 and the rear guide wheel 6 is set to be larger than that of a normally used wheel (see FIG. 5B). This is calculated from the known prior art in consideration of the derailment limit value of the dual mode vehicle 1, and even when the axial weight of the rear guide wheel 6 is reduced to 40% of the total rear load, the derailment coefficient is calculated. It is considered not to exceed the specified value.

[Vehicle speed sensor and tire rotation speed sensor]
The vehicle speed sensor 11 detects a traveling speed when the dual mode vehicle 1 travels on a track. In the present embodiment, a guide wheel rotation speed sensor (vehicle speed sensor 11) mounted on the rear guide wheel 6 is employed, and the track is determined based on the rotation speeds of the front and rear guide wheels detected by the vehicle speed sensor 11. The traveling speed of the dual mode vehicle 1 during traveling is calculated. The speed information detected by the vehicle speed sensor 11 is transmitted to the control device 90 and used for detecting the idling state of the rear rubber tire 4. The vehicle speed sensor 11 may be a GPS (Global Positioning System), an INS (Inertial Navigation System), or the like.
The vehicle speed sensor 11 may be provided not only on the rear guide wheel 6 but also on the front guide wheel 5.

  The tire rotation speed sensor 12 detects the rotation speed of the rear rubber tire 4 during track running. In the present embodiment, the rotational speed of the rear rubber tire 4 is calculated from the tire rotational speed sensor 12 attached to the propeller shaft. Thus, the speed information calculated using the tire rotation speed sensor 12 is transmitted to the control device 90 and used for detecting the idling state of the rear rubber tire 4.

[Suspension device]
6A is a rear view of the suspension device 20, and FIG. 6B is a cross-sectional view taken along line XX of FIG. 6A. The above-described rear rubber tire axle 4a is supported by the chassis 2a via the suspension device 20.
The suspension device 20 includes two leaf springs 21 and 21 installed along the front-rear direction below the chassis portion 2a, and both ends of the rear rubber tire axle 4a between the two leaf springs 21 and 21, respectively. Support portions 22 and 22 that are rotatably supported are provided.
Both leaf springs 21 and 21 are supported on the lower surface of the chassis portion 2a so that the longitudinal direction thereof is along the longitudinal direction of the vehicle body. Each of the leaf springs 21 and 21 is curved in a bow shape, and its longitudinal intermediate portion is separated from the lower surface of the chassis portion 2a. Support portions 22 and 22 are provided in the intermediate portion, and the rear rubber tire axle 4a supported by the support portions 22 and 22 can swing vertically with respect to the chassis portion 2a. . When the support portion 22 swings, the leaf spring 21 is deflected to apply an elastic force to the support portion 22. Thus, the suspension device 20 can press the rear rubber tire axle 4a toward the road surface or the rail side to improve road surface adhesion during traveling and obtain a buffering effect.

  The suspension device 20 is equipped with a potentiometer 13 for detecting the distance from the chassis portion 2a to the rear rubber tire axle 4a (see FIG. 2), and the detection signal of the potentiometer 13 is input to the control device 90. The distance from the chassis portion 2a to the rear rubber tire axle 4a has a correlation with the axial weight of the rear rubber tire 4 equal to the ground load on the road surface or rail of the rear rubber tire 4. For this reason, the control device 90 prepares table data indicating these correspondences in advance, and calculates the axial weight of the rear rubber tire 4 from the table data when the detection signal of the potentiometer 13 is input. As a result, the potentiometer 13 functions as a means for detecting the axial weight of the rear rubber tire 4.

[Elevation restriction device]
In the suspension device 20, as shown in FIG. 6, the rear rubber tire axle 4a and the support portion 22 of the suspension device 20 that can be swung up and down by the suspension device 20 do not fall more than a predetermined distance from the chassis portion 2a. The elevating / lowering restricting device 23 for restricting in this way is also provided.
The elevating / lowering restricting device 23 includes a restricting body 24 that restricts the rear rubber tire axle 4a and the support portion 22 of the suspension device 20 from being lowered from the chassis portion 2a by a predetermined distance, a restriction state by the restricting body 24, and a restriction releasing state. A regulating body hydraulic cylinder 25 as a regulating body actuator for switching between and a regulating body sensor 26 as a regulating state detecting means for detecting that the regulating body 24 is in a regulated state.

The restricting body 24 has a pair of rotating arms 24a that are pivotally supported on the lower surface of the chassis portion 2a and supported in a suspended state by a support shaft that has a bowl-like tip and is parallel to the rear rubber tire axle 4a. The rotating arm 24a is connected to a connecting rod 24b that can be rotated simultaneously.
Each rotation arm 24a rotates in a direction in which the hook-shaped portion at the tip is separated from the support portion 22 in the restriction release state, and the tip hook-shaped portion rotates toward the support portion 22 in the restriction state. As a result, the pivoting arm 24a in the restricted state is in a state where the hook-shaped portion at the tip is positioned directly below the support portion 22, and when the support portion 22 is lowered, the hook 24 is caught by the hook-shaped portion, so Regulates downward movement.

The restricting body hydraulic cylinder 25 has a cylinder portion supported on the lower surface of the chassis portion 2 a and a distal end of the plunger portion connected to a rotating arm 24 a of the restricting body 24. Then, the restricting body hydraulic cylinder 25 is rotated so that the restricting body 24 is in the restricted state when the plunger portion moves forward, and the restricting body 24 is in the unreleased state when the plunger portion moves backward. Rotate to
The restricting body hydraulic cylinder 25 is operated by the supply of hydraulic pressure by an electromagnetic valve 27 that can be switched between opening and closing, and the opening and closing operation of the electromagnetic valve 27 is controlled by the control device 90.

  The restricting body sensor 26 is a proximity switch that is provided on the rotating arm 24a and rotates together with the rotating arm 24a. When the rotating arm 24a rotates to a position where the restricting body 24 is in a restricted state, the position change occurs. And a detection signal indicating that the regulating body 24 is in the regulated state is input to the control device 90.

[Brake device]
FIG. 7 is a configuration diagram of the brake device 70 of the dual mode vehicle 1. The brake device 70 includes a front guide wheel disc brake 71 as a braking device provided on the front guide wheel axle 5a, and a front rubber tire disc brake as a braking device provided to the left and right front rubber tires 3 and 3, respectively. 72, 72, rear rubber tire drum brakes 73, 73 as braking devices provided respectively to the left and right rear rubber tires 4, 4, and pressure oil for transmitting hydraulic pressure for operating the brakes 71, 72, 73 An oil reservoir 74 that is stored, a brake pedal 75 that is provided in the driver's seat and performs a depression operation during braking, a master cylinder 76 that applies hydraulic pressure to each brake 71, 72, 73 by a depression operation of the brake pedal 75, and a brake pedal 75 Adjust the application of hydraulic pressure by stepping on the brake so that the brake lock does not occur Switching to transmit hydraulic pressure selectively to either the known ABS (Antilock Brake System) actuator 77 and either the front guide wheel disc brake 71 or the front rubber tire disc brakes 72, 72 according to the control command of the control device 90 A brake switching valve 78 as means, and a brake sensor 79 (see FIG. 2) for detecting depression of the brake pedal 75 and inputting a detection signal to the control device 90 are provided.

In the brake device 70, the front rubber tire disc brakes 72, 72 are operated in the road travel mode described later under the control of the brake switching valve 78 by the control device 90, and the front guide wheel disc brake 71 is operated in the track travel mode described later. Is now working. In any of the travel modes, the rear rubber tire drum brakes 73 and 73 operate.
In the road driving mode, the front rubber tires 3 and 3 are grounded and the front guide wheels 5 are not grounded, and in the track traveling mode, the front rubber tires 3 and 3 are not grounded and the front guide wheels 5 are grounded. The supply of hydraulic pressure to the brakes that are not required during traveling is avoided, and the hydraulic pressure can be concentrated and operated only on the brakes necessary for braking, so that good and stable braking can be performed.

  The brake switching valve 78 may be switched manually. In that case, when the road travel mode is performed, the driver manually switches the brake switching valve 78 so that the front rubber tire disc brakes 72, 72 are operated, and the track travel mode is performed. In this case, the driver manually switches the brake switching valve 78 so that the front guide wheel disc brake 71 operates.

[Control device]
The control device 90 is composed of a CPU and RAM that integrally control the entire device of the dual mode vehicle 1, a ROM that stores various control programs and control data, and the like.
As shown in FIG. 2, the control device 90 includes a pressure gauge 9, a vehicle speed sensor 11, a tire rotation speed sensor 12, a shift lever 17, a brake switching valve 78, an electromagnetic valve 16 for lifting hydraulic cylinders 7, 8, a restriction The electromagnetic valve 27 and the like of the body hydraulic cylinder 25 are connected via an interface or a driver circuit (not shown).
And the control apparatus 90 performs coasting control which performs coasting control in the traveling mode switching control which switches the road traveling mode and track traveling mode of the dual mode vehicle 1, and track traveling mode by said control system.

[Driving mode switching control]
The dual mode vehicle 1 can be realized by freely switching between a road traveling mode using the front rubber tire 3 and the rear rubber tire 4 and a track traveling mode using the front guide wheel 5, the rear guide wheel 6 and the rear rubber tire 4. It is.
When switching from the road traveling mode to the track traveling mode, the control device 90 operates the lifting hydraulic cylinders 7 and 8 through the electromagnetic valve 16 to retract the front guide wheel 5 and the rear guide wheel. 6 is lowered, and control is performed so that the front guide wheel 5 is lowered until the front rubber tire 3 takes off with respect to the lifting hydraulic cylinder 7. Further, the lifting hydraulic cylinder 8 is controlled so that the rear guide wheel 6 is lowered to a position where it comes into contact with the rail within a range in which the rear rubber tire 4 does not take off. Thus, the dual-mode vehicle 1 travels on the track while the front guide wheel 5 and the rear guide wheel 6 are grounded to the rail and guided to the track, and the rear rubber tire 4 is grounded to the rail and torque is applied from the engine. Can be done.
Further, when switching from the track travel mode to the road travel mode, the control device 90 operates the lifting hydraulic cylinders 7 and 8 through the electromagnetic valve 16 to retract the front guide wheel 5 and the rear guide wheel 6 upward. Let As a result, the front rubber tire 3 descends and comes into contact with the road surface, and the rear rubber tire 4 can travel on the road with torque applied from the engine.

[Coast control]
When the control device 90 detects the operation to the neutral position by the shift lever 17 and detects that the brake operation by the brake sensor 79 is not performed during traveling in the orbital traveling mode, the control device 90 performs coasting control. During the coasting control, when the operation to the position other than the neutral position by the shift lever 17 is detected or the brake operation by the brake sensor 79 is detected, the coasting control is released.
The fact that the operation to the neutral position is performed during traveling in the orbital traveling mode means that the vehicle has reached the target speed and does not require acceleration by the engine. The coasting control is started with the switch to. In addition, when the brake operation is performed by the brake sensor 79, coasting is not necessary. Rather, coasting control is not executed because the rear rubber tires 4 and 4 are more advantageous for braking because they are in contact with the rail.

In the coasting control, as shown in FIG. 8, mainly control is performed by the hydraulic cylinder 8 for raising / lowering the rear guide wheel 6 to raise the rear part of the vehicle body until the rear rubber tires 4, 4 are grounded from the rail and take off. Is called.
As described above, the rear rubber tires 4, 4 take off so that the rear rubber tires 4, 4 do not rotate due to the ground contact. Therefore, when the dual mode vehicle 1 is traveling by inertia, the rear rubber tires 4, 4, Loss due to the drive system is avoided, and energy consumption can be reduced by reducing the load during coasting.
In coasting control, the solenoid valve 27 of the restricting body hydraulic cylinder 25 is operated to place the restricting body 24 in a restricted state. After the restricted state is detected by the restricting body sensor 26, the raising / lowering hydraulic cylinder of the rear guide wheel 6 is operated. 8 is executed to raise the rear part of the vehicle body.
Thus, when the rear part of the vehicle body is raised by the lifting hydraulic cylinder 8, the elastically supported rear rubber tire 4 and the rear rubber tire axle 4a can be prevented from sinking greatly due to their own weight. It becomes possible to reduce the rising amount of the rear part. Accordingly, it is possible to prevent the vehicle body from deviating from the vehicle limit due to ascending, and the lifting hydraulic cylinder 8 itself can be used with a small stroke and output.

In the release of coasting control, the restriction state of the restricting body 24 is released, and the raising / lowering hydraulic cylinder 8 of the rear guide wheel 6 performs control for lowering the rear part of the vehicle body until the rear rubber tires 4, 4 contact the rail.
At this time, as shown in FIG. 9, the rear guide wheel 6 is gradually stepped until the axial weight of the rear guide wheel 6 becomes 40% of the entire rear load (the total axial weight of the rear guide wheel 6 and the rear rubber tire 4). The solenoid valve 16 is controlled so that the output of the lifting hydraulic cylinder 8 is reduced. That is, when the rear rubber tires 4 and 4 are brought into contact with the rail, the axial weight of the rear rubber tire 4 is 60% of the entire rear load larger than the axial weight of the rear guide wheel 6.

Note that the overall rear load of the dual mode vehicle 1 is measured when the vehicle stops just before starting coasting control to take off the rear rubber tire 4 in order to be more accurate. That is, when the dual-mode vehicle 1 is used for passenger purposes, transportation purposes, etc., passengers and cargo may be replaced and the total weight of the vehicle body may fluctuate, and the rear load may also fluctuate. It is desirable to measure the rear load. In addition, the pressure gauge 9 and the potentiometer 13 are used for measuring the rear load. However, since it is difficult to accurately detect the potentiometer 13 due to the influence of the vibration of the vehicle body during traveling, the measurement of the rear load is stopped. It is desirable to do this.
Specifically, when the overall rear load of the dual mode vehicle 1 is detected, the rear guide wheel 6 is referred to by referring to the table described above from the detected pressure obtained by detecting the pressure by the pressure gauge 9. The axial weight is calculated, and the axial weight of the rear rubber tire 4 is calculated from the output of the potentiometer 13 provided in the suspension device 20 with reference to the above-described table, and the total is calculated. The calculated overall rear load of the dual mode vehicle 1 is stored in a memory (not shown) in the control device 90. The detection of the overall rear load of the dual mode vehicle 1 is performed every time the dual mode vehicle 1 stops, and each time the data is overwritten and only the latest data is stored.

When the coasting control is canceled, the value between the overall rear load value of the dual mode vehicle 1 and its 40% load value is divided into a plurality of values (for example, five levels in the example of FIG. 9). The rear part of the vehicle body is lowered by controlling the electromagnetic valve 16 so as to achieve each target value. Further, the gradual change of the rear load is executed with an equal time distribution (in the example of FIG. 9, the interval is 0.2 [S]).
That is, the control device 90 performs the pressure control of the electromagnetic valve 16 so that a target axial load that is determined in steps at intervals of 0.2 [S] is obtained.

Note that the target axial weight of the rear guide wheel 6 when releasing coasting control is 40% of the entire rear load. This is the limit that the derailment coefficient does not exceed the derailment limit value in the rear guide wheel 6, as described above. The value is close to.
That is, the rear part of the vehicle body is lowered so that the axial weight of the rear guide wheel 6 is reduced to the limit and the ground load (axial weight) of the rear rubber tire 4 is maximized. Thereby, when acceleration is scheduled after canceling the coasting control, it is possible to obtain a state in which the propulsive force by the rear rubber tire 4 can be obtained to the maximum. In addition, when deceleration is scheduled after the coasting control is canceled, it is possible to obtain a state in which the braking force by the rear rubber tire 4 can be obtained to the maximum.
Note that the state in which the axial weight of the rear guide wheel 6 is 40% of the entire rear load is temporary, and the wheel weight control that has been performed in the past (for example, Japanese Patent Application Laid-Open No. 2008-2008) The wheel load control described in the publication 100654, etc., and the solenoid valve 16 of the lifting hydraulic cylinder 8 is controlled to adjust the axle weight of the rear guide wheel 6 within a range of 40 to 69% of the entire rear load. Then, the ground contact load (axial weight) of the rear rubber tire 4 is adjusted in a range of 31 to 60% of the entire rear load (the rear load ratio value described here is the wheel load described in Japanese Patent Laid-Open No. 2008-100654) The numerical calculation in the control is applied to the dual mode vehicle 1).

[Explanation of coasting control]
Next, detailed operations in coasting control will be described based on the flowcharts of FIGS. FIG. 10 shows the overall process of coasting control, FIG. 11 shows the process at the start of coasting, and FIG. 12 shows the process at the time of coasting release.
The coasting control is based on the premise that the dual mode vehicle 1 is traveling in the track traveling mode.
As shown in FIG. 10, during traveling in the orbital traveling mode, the control device 90 determines whether or not there is an input to the neutral position by the shift lever 17 and detects an input to the neutral position (step S1: YES). Then, the presence or absence of a brake operation is determined by the brake sensor 79 (step S3).
If the brake operation is not performed (step S3: NO), it is determined by the regulation body sensor 26 whether or not the regulation body 24 is in a regulation state (step S5). At this time, if the restricting body 24 is already in the restricting state (step S5: YES), it is not necessary to advance the restricting body hydraulic cylinder 25, and the process returns to step S1.
On the other hand, when the regulating body 24 is not yet in the regulated state (step S5: NO), the process proceeds to coasting start processing (step S7).
Further, when it is determined in step S1 that the shift lever 17 is not in the neutral position (step S1: NO) and in step S3, it is determined that the brake operation is being performed (step S3: YES), already. On the premise that the coasting control is being executed, the process proceeds to coasting cancellation processing (step S9). If coasting control is not executed, the process ends.

In the coasting start process, as shown in FIG. 11, the control device 90 controls the electromagnetic valve 27 to cause the restricting body hydraulic cylinder 25 to move forward (step S11), and puts the restricting body 24 in the restricting state ( Step S13). Then, when the restricting body 24 is in the restricted state position, the restricting body sensor 26 inputs a restriction state detection signal to the control device 90 (step S15).
Next, the control device 90 controls the electromagnetic valve 16 to operate the lifting / lowering hydraulic cylinder 8 of the rear guide wheel 6 in the vehicle body raising direction (step S17). At this time, the raising operation control of the rear part of the vehicle body is performed so that the target value of the axial weight of the rear guide wheel 6 becomes 100% of the rear load.
Thereby, the vehicle body rear part of the dual mode vehicle 1 rises, and the rear rubber tire 4 takes off from the rail. At this time, since the regulating body 24 is in the regulated state, the rear rubber tire 4 supported by the suspension device 20 is moved downward with respect to the chassis portion 2a, but the regulating body 24 immediately prevents the lowering. Is done. Accordingly, the lifting hydraulic cylinder 8 can take off the rear rubber tire 4 with a small stroke.
When the target value of the axial weight of the rear guide wheel 6 is detected by the pressure gauge 9, the operation of the lifting hydraulic cylinder 8 is stopped through the electromagnetic valve 16.
Thereby, the dual mode vehicle 1 performs coasting by coasting without the rear rubber tire 4 contacting the rail.

In the coasting release process, as shown in FIG. 12, the control device 90 controls the electromagnetic valve 16 to operate the lifting / lowering hydraulic cylinder 8 of the rear guide wheel 6 in the vehicle body lowering direction (step S21). At this time, the raising operation control of the rear part of the vehicle body is performed so that the target value of the axial weight of the rear guide wheel 6 becomes 40% in five stages from the state of 100% of the rear load.
As a result, the rear portion of the vehicle body of the dual mode vehicle 1 descends stepwise, and the rear rubber tire 4 contacts the rail.
When the target value of the axial weight of the rear guide wheel 6 is detected by the pressure gauge 9, the operation of the lifting hydraulic cylinder 8 is stopped through the electromagnetic valve 16.
Next, the control device 90 controls the solenoid valve 27 to cause the restricting body hydraulic cylinder 25 to perform the retreating operation (step S23), and puts the restricting body 24 into the restriction release state (step S25). Then, when the regulating body 24 is retracted from the regulated state position, the regulating body sensor 26 for the control device 90 stops the input of the regulated state detection signal (step S27).
As a result, the dual mode vehicle 1 is returned to the state in which the rear rubber tire 4 is in contact with the rail, and performs normal track traveling by driving the engine 14.

[Effect of the embodiment of the invention]
In the dual mode vehicle 1, the rear rubber tires 4, 4 take off and the rear rubber tires 4, 4 do not rotate due to ground contact. Therefore, when the dual mode vehicle 1 is traveling due to inertia, the rear rubber tire 4, 4 and its drive system can be avoided, and it is possible to reduce energy consumption by extending the coasting time by reducing the load during coasting.

  As a running test, the dual mode vehicle 1 has a fuel consumption of 34.4 km / l when coasting control is performed at a constant speed of 50 km / h in a section with a downward slope of 16.7 per mil and a running distance of 1 km. For comparison, when coasting control was not performed under the same conditions, the fuel consumption was 24.8 km / l. As can be seen from the comparative test results, coasting control has been demonstrated to provide a significant reduction in fuel consumption.

Further, the control device 90 performs coasting control when it is detected that the transmission is switched to neutral and the torque to the rear rubber tire 4 is in a non-transmitting state, and therefore the control device 90 shifts to coasting during vehicle acceleration. It is possible to shift to coasting at an appropriate timing.
Further, since the control device 90 performs coasting control when it is detected that the transmission is in the neutral state and the brake device 70 is not operated, coasting switching during braking that does not require coasting is prevented, In addition, it is possible to use the load caused by the road traveling tire during braking for braking.

In addition, the dual mode vehicle 1 includes the restriction device 23 having the restriction body 24 that restricts the axle 4a of the rear rubber tire 4 from being lowered with respect to the chassis portion 2a for a certain distance or more. The supported rear rubber tire 4 can be prevented from descending in a suspended state, the amount of the vehicle body can be reduced, the vehicle limit can be prevented, and the stroke and output of the lifting hydraulic cylinder 8 can be reduced. Smaller ones can be used.
Further, since the restricting body 24 moves to a position where the restricting state is reached before the vehicle body rises at the start of the coasting control, the allowable operating range of the suspension device 20 is not limited during normal traveling, and the restriction is necessary. Therefore, it is possible to effectively operate the regulating body 24 at the time of starting the coasting.
Further, the restriction device 23 includes a restriction body sensor 26, and the control device 90 executes coasting control after detection of the restriction state by the restriction body sensor 26. Therefore, the restriction body 24 performs the restriction more reliably. It becomes possible.

When the coasting control is canceled, the control device 90 is used for raising and lowering the pair of track traveling wheels so that the ratio of the axial load with the rear guide wheel 6 becomes 6: 4 when the rear rubber tire 4 contacts the rail. Since the actuator is controlled, the grounding load (axial weight) on the rail of the rear rubber tire 4 can be maximized under the condition that the rear guide wheel 6 properly satisfies the derailment limit value condition. Propulsive force by the rear rubber tire 4 can be obtained quickly.
Further, since the control device 90 performs the descending operation of the rear rubber tire 4 step by step when releasing the coasting control, it becomes possible to reduce the impact and vibration when the road traveling tire is in contact with the ground.

  Further, the dual mode vehicle 1 can operate the front rubber tire disc brake 72 attached to the front rubber tire 3 in the road driving mode, and the front guide wheel provided on the front guide wheel axle 5a in the track driving mode. The brake switching valve 78 that enables the disc brake 71 for operation is provided, and the control device 90 switches these according to the mode, so that it becomes possible to avoid unnecessary brake operation according to the mode, Since the hydraulic pressure source for operating the brake is made common, it is possible to avoid dispersion of power and to obtain good responsiveness and braking force.

(Other)
In the dual mode vehicle 1, the case where the road driving tire to which torque is applied is the rear rubber tire 4 is exemplified. However, the front rubber tire 3 may be configured to apply torque from the engine 14. In that case, in the track running mode, the hydraulic cylinders 7 and 8 are controlled so that the front rubber tire 3 maintains the ground contact state with respect to the rail.
In this case, the same control as that of the hydraulic cylinder 8 is performed on the hydraulic cylinder 7 instead of the hydraulic cylinder 8 during coasting control.
The suspension device 20 and the regulating device 23 are provided on the front rubber tire 3 side.

  Further, it is more desirable that the restricting body 24 of the restricting device 23 can be switched between the restricting state and the restricting release state. You may comprise with the member fixed in the position.

The control device 90 executes coasting control when detecting that the transmission is switched to neutral and the brake operation is not performed in the orbital running mode, but is not limited to this. For example, the control device 90 may be configured to execute coasting control when detecting that the transmission has been switched to neutral in the orbital running mode (does not determine whether a brake operation has been performed).
In addition, the control device 90 does not use the transmission or brake operation as a trigger for starting the coasting control, and when the driver detects the input of the operation input means such as a lever or a button for inputting the start of the coasting control in the orbital running mode. It is good also as a structure which performs coasting control.

  In the dual mode vehicle 1, the regulating device 23 is provided with the regulating body sensor 26 that detects that the regulating body 24 is in the regulated state. A second restricting body sensor that detects that the restricting body 24 is in a restriction releasing state (a state in which the restricting body 24 has been moved to the restriction releasing position) may be added. In that case, when the coasting control is canceled, the control device 90 controls the lowering body to move down by operating the lifting hydraulic cylinder 8 after the restriction release state of the restriction body 24 is detected by the second restriction body sensor. Will be performed.

1 Dual-mode vehicle (traveling vehicle)
2 Body 3 Front rubber tire (road driving tire)
4 Rear rubber tire (road driving tire)
3a, 4a Axle for rubber tire 5 Front guide wheel (wheel for track running)
6 Rear guide wheels (wheels for track travel)
5a, 6a Axle for guide wheel 7, 8 Lifting hydraulic cylinder (lifting actuator)
9 Pressure gauge (Axle load detection means)
11 Vehicle speed sensor 12 Tire rotation speed sensor 13 Potentiometer (Axial load detection means)
14 Transmission (torque transmission mechanism)
20 Suspension device 23 Restriction device 24 Restriction body 25 Hydraulic cylinder for restriction body (regulation body actuator)
26 Regulating body sensor (regulating state detecting means)
70 Brake device 71 Disc brake for front guide wheel (braking device)
72 Disc brake (braking device) for front rubber tire
73 Drum brake for rear rubber tire (braking device)
78 Brake switching valve (switching means)
90 Control device (coast control device)
R rail w, x, y, z strain gauge

Claims (9)

On each of the front side and the rear side of the vehicle body, a pair of track traveling wheels supported by axles,
A pair of road traveling tires supported by axles on each of the front and rear sides of the vehicle body;
Front and rear lifting actuators for raising and lowering the front and rear pair of track running wheels, respectively;
A drive source of at least one of the pair of road running tires;
A torque transmission mechanism for transmitting torque from the drive source to the pair of road running tires;
A brake device for braking the vehicle;
With
A road travel mode in which the pair of track traveling wheels on the front side and the rear side is retracted upward by the lifting actuator to travel only with the road traveling tire, and the front side and the rear side by the lifting actuator The vehicle is capable of switching between a track traveling mode in which traveling is performed in a state where the pair of track traveling wheels and the pair of road traveling tires to which the torque transmission is performed are in contact with the rail. Because
When traveling in the track traveling mode, when a predetermined execution condition is detected, a pair of road traveling tires that are grounded to the rail by operating the front or rear lifting actuator or both in the downward direction A traveling vehicle comprising a coasting control device that performs coasting control to take off the vehicle.   The traveling vehicle according to claim 1, wherein the coasting control device performs the coasting control when detecting that the torque transmitted by the torque transmission mechanism is in a non-transmission state as the predetermined execution condition.   The coasting control device performs the coasting control when it is detected as the predetermined execution condition that the torque transmitted by the torque transmission mechanism is in a non-transmission state and the brake device is inoperative. The traveling vehicle according to claim 1. The axles of the pair of road running tires that transmit the torque are supported by the vehicle body via a suspension device,
The traveling vehicle according to any one of claims 1 to 3, further comprising a regulating body that regulates the axle of the pair of road traveling tires so as not to descend with respect to the vehicle body by a certain distance or more. The restriction body can be switched between a restriction state and a restriction release state by a restriction body actuator,
The traveling vehicle according to claim 4, wherein the coasting control device controls the regulation body actuator so as to perform switching to the regulation state in advance when performing the coasting control. A regulation state detecting means for detecting that the regulation body is in the regulation state;
The traveling vehicle according to claim 5, wherein the coasting control device executes the coasting control after the regulation state detection unit detects that the regulation body is in the regulation state. About the pair of road traveling tires for which the torque transmission is performed and the pair of track traveling wheels adjacent to the tire, axle load detecting means for detecting the respective axle loads is provided,
The coasting control device releases the coasting control and the pair of road traveling tires close to the pair of road traveling tires when the pair of road traveling tires to which the torque transmission is performed contact the rail. The traveling vehicle according to any one of claims 1 to 6, wherein the actuator for raising and lowering the pair of track traveling wheels is controlled so that the ratio of the axial weight is higher than that of the wheels for traveling.   When the coasting control device cancels the coasting control, the coasting control device moves the pair of tracks with respect to an actuator for raising and lowering the pair of track traveling wheels adjacent to the pair of road traveling tires to which the torque is transmitted. 8. The traveling vehicle according to claim 7, wherein the traveling vehicle is controlled so as to reduce the axial weight of the traveling wheel in a stepwise manner until the ratio is reached. A braking device is provided on each of the pair of road traveling tires on the opposite side of the pair of road traveling tires on which the torque transmission is performed and the pair of track traveling wheels adjacent thereto,
In the road traveling mode, a braking device provided on the pair of road traveling tires on the opposite side can be operated, and in the track traveling mode, the pair of tracks adjacent to the pair of road traveling tires on the opposite side. The traveling vehicle according to any one of claims 1 to 8, further comprising switching means that enables a braking device provided on the traveling wheel to operate.

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