In Japan, the first urban straddle type monorail system, Tokyo Monorail, was put into operation in 1964. Since then, three more monorail systems have been constructed with the active participation of Hitachi in Kitakyushu, Osaka, and Tama. A monorail system is now being constructed in Okinawa; it is scheduled to start operation in 2003. The straddle type monorail can be constructed using the space above public roads without disturbing everyday traffic. Monorail trains with rubber tires are environmentally friendly and produce little noise and vibration. The straddle type monorail has become an important part of the urban public transportation system, chiefly because of its many advantages over other transportation means including the subway. These advantages include (1) improved environment, (2) a shorter construction period, and (3) lower costs. Thus, the monorail system in Japan is an effective solution to environmental problems and traffic congestion in urban cities, which also stimulates local economy. The demand for urban monorail systems has recently begun to come from smaller local cities where the daily ridership is much lower than that in Tokyo, Osaka, Kitakyushu, and other major cities in Japan. To enhance the financial viability of monorail construction in smaller cities and to construct smaller monorails, the Japan Monorail Association (JMA) set up a research committee to investigate the development of a small monorail. This committee, mainly headed by Hitachi, carried out comprehensive research of the market demand for monorail systems and initiated the development of a compact monorail. Hitachi developed a number of new design elements including an articulated bogie to enable trains to negotiate sharp curves. We also worked to design a compact and light monorail that makes use of next-generation signal systems. These basic elements can also be used for other people-mover systems in amusement parks, airports, and business complexes.
We have developed a dynamic model for a coupled railway vehicle to evaluate the ride comfort of high speed train on curve section in the tunnel. This model was generated by using the mathematical software. First, the calculation code of the one vehicle model was transformed to a module. Secondly, the transformed modules were connected to expand a coupled train model in mathematical software, considering the inter-car suspension force and the aerodynamic force. High speed train model of five cars was composed. The numerical simulation on curve section with aerodynamics force was carried out to validate the coupled simulation model. It was shown that a developed model can be used for the evaluation of the lateral ride comfort in the tunnel with curve section 1. 緒 言 新幹線電車のような高速車両では,高速化に伴い軌道からの加振が大きくなり車体振動が増加し,トンネルの ような閉区間では車両周りで発生する変動空気力による加振が大きくなり車体振動が増加する.一方で曲線区間 では,遠心加速度が大きくなり乗客が定常加速度を認知してしまう課題がある.これらの課題に対して,近年の 新幹線電車では,車体間ダンパ・振動制御装置・車体傾斜装置の搭載により,車体振動・遠心加速度を抑制する ことで編成車両としての快適性を維持している.今後の更なる高速化を見据えた場合,トンネル区間の高速曲線 通過といった複合条件に対しても,編成車両を考慮した多自由度・大規模モデルで車体振動(乗心地)を解析 評価できることが必要である.本報では,曲線線形,軌道不整を入力可能な一車両力学モデル(31 自由度)の 解析コードを数値演算ソフトによりモジュール化し,複数結合させることで編成車両モデルに拡張した.更に, 車両間サスペンション発生力,車体に作用する変動空気力をモデル化したことで,"トンネル高速曲線通過"を 模擬した条件での走行シミュレーションを可能とした. 2. 力学モデル 2・1 概要 図 1 にシミュレーションモデルの概念図を示す.主に以下の 3 つの特徴を有する.①一車両力学モデルを複数
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