JP2019055635A - Control device for railway vehicle body - Google Patents

Abstract

To provide a method to decrease the possibility of derailment caused by an earthquake while suppressing additional increases of cost and weight.SOLUTION: A vehicle body control device which enables a railway vehicle to avoid derailment caused by an earthquake while the vehicle is provided with a height adjusting device that can adjust the height of the vehicle body above a truck, on detecting earthquake occurrence information, comprises a body gravity center position control unit which carries out a derailment avoidance control by controlling the height adjusting device to lower the height of the gravity center position of the body.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle body control device for preventing derailment due to an earthquake of a railway vehicle provided with a vehicle height adjustment device capable of adjusting the height of a vehicle body relative to a carriage.

  As shown in FIG. 4, the railcar is provided with a left and right movement stopper that restricts excessive displacement of the vehicle body in the left and right direction with respect to the carriage, and a vertical movement stopper ST that regulates abnormal rise of the vehicle body with respect to the carriage. Is provided. According to Non-Patent Documents 1 and 2, when an earthquake occurs during travel of a railway vehicle, as shown in FIG. 5 (A), the carriage moves in the left-right direction due to the vibration component of the earthquake's high frequency (1.4 to 3.0 Hz). As a result of the collision of the left and right movement stopper, a large lateral pressure is generated between the wheel shaft and the rail, and the derailment coefficient increases. Further, as shown in FIG. 5B, the vehicle body greatly vibrates in the roll direction due to the low frequency (0.3 to 0.8 Hz) vibration component of the earthquake, and the vehicle body side vertical movement stopper ST and the carriage frame It has been shown that the gap between them is reduced and the vertical movement stopper interferes with the carriage frame, whereby the carriage is lifted in the roll direction, causing wheel weight loss and increasing the possibility of derailment. Furthermore, it is shown that the possibility of derailment can be reduced by widening the gap to the vertical movement stopper.

  Patent Document 1 discloses a configuration that uses an electromagnet to control a wheel so as not to separate from the rail as means for preventing derailment and rollover of a railway vehicle.

JP 2012-201179 A

Railway Research Institute Vol.21, No.12 (2007) “Analysis on improvement of running safety during earthquake by improvement of bogie” 27th Railway Research Institute Lecture Meeting (2014) “Vehicle technology that is difficult to derail”

  However, in the configuration of Patent Document 1, it is necessary to provide a special device such as an electromagnet, which causes an increase in weight and cost.

  Therefore, an object of the present invention is to reduce the possibility of derailment due to an earthquake while suppressing an increase in cost and weight.

  A vehicle body control device for a railway vehicle according to an aspect of the present invention is a vehicle body control device for preventing derailment due to an earthquake of a railway vehicle including a vehicle height adjustment device capable of adjusting a vehicle body height with respect to a carriage. A vehicle body center-of-gravity position control unit that executes derailment prevention control for controlling the vehicle height adjustment device to reduce the height of the center of gravity position of the vehicle body when the occurrence information is detected.

  According to the above configuration, when the earthquake occurs, the height of the center of gravity of the vehicle body is lowered, so that the gap of the vertical movement stopper that restricts the abnormal rise of the vehicle body relative to the carriage is widened, so that the vehicle body rolls due to the low frequency vibration component of the earthquake. Even if it vibrates greatly in the direction, the vertical movement stopper on the vehicle body side does not easily interfere with the carriage frame, and the occurrence of wheel load loss due to the stopper interference is suppressed. Therefore, in a railway vehicle equipped with a vehicle height adjusting device, the possibility of derailment due to an earthquake can be reduced while suppressing an increase in cost and weight.

  The vehicle height adjusting device includes a first vehicle height adjusting device having a pair of left and right air springs interposed between the vehicle body and the carriage, and a valve device for adjusting supply and exhaust of the air springs; Including at least one of an actuator interposed between the carriage and a second vehicle height adjusting device having an actuator driving device for driving the actuator, wherein the vehicle body center-of-gravity position control unit, in the derailment prevention control, The valve device may be controlled so that the height of the air spring is reduced, and / or the actuator driving device may be controlled so that the actuator generates thrust in a direction in which the vehicle body is displaced downward. .

  According to the above configuration, when the air spring device is used as the vehicle height adjusting device, the derailment due to the earthquake can be prevented by using the vehicle height adjusting function of the air spring mounted on the vehicle as the suspension. Further, when the actuator device is used as the vehicle height adjusting device, the center of gravity of the vehicle body can be quickly lowered with good responsiveness.

  A target vehicle body inclination angle calculation unit for calculating a target vehicle body inclination angle when passing through a curved section of the railway vehicle, and the valve device while detecting the height of the air spring so that the vehicle body becomes the target inclination angle An air spring height control unit for controlling the air spring, and the vehicle body center-of-gravity position control unit is configured to reduce the height of the vehicle body while maintaining the target inclination angle in the derailment prevention control. It is good also as a structure which controls the said valve apparatus by correct | amending the supply / exhaust command value of a height control part.

  According to the above configuration, since the vehicle body tilt control is executed in parallel with the derailment prevention control even after the occurrence of the earthquake occurrence information is detected, the center of gravity of the vehicle body does not move to the outer ring side even if an earthquake occurs while passing a curve. It is possible to prevent occurrence of wheel load loss.

  And further comprising an anti-shake control unit for controlling the actuator so as to apply a force proportional to a vibration speed in a vertical direction of the vehicle body to the vehicle body, and the vehicle body center-of-gravity position control unit includes an anti-shake thrust command of the anti-shake control unit. The thrust command value for the derailment prevention control may be added to the value.

  According to the said structure, derailment by an earthquake can be prevented using the vehicle height adjustment function of the actuator mounted for anti-sway control.

  When the earthquake occurrence information is detected, the vehicle body center of gravity position control unit controls the valve device so that the air spring is in an exhaust mode, and the height of the air spring is set to a predetermined emergency target value. When the actuator driving device is controlled to generate a thrust to the actuator so that the actuator is lowered, and the thrust of the actuator decreases to a value less than a predetermined value after the height of the air spring reaches the emergency target value, the exhaust mode is The valve device may be controlled to return to the normal mode.

  According to the above configuration, at the initial stage of the derailment prevention control, the vehicle body is displaced downward toward the emergency target value by the actuator and the air spring is in the exhaust mode. The vehicle body can be lowered quickly without receiving resistance due to the internal pressure of the spring, and the arrival of the vehicle body height to the emergency target value can be accelerated. Since the air spring is in the exhaust mode, after the air spring height reaches the emergency target value, the actuator thrust decreases to maintain the vehicle body height at the emergency target value. It is possible to prevent the fail-safe function from working due to the temperature exceeding the upper limit.

  When the vehicle body control device has a vehicle body tilt control function, the “exhaust mode” is a state in which the valve device is maintained in the exhaust state, and the “normal mode” is a state in which the vehicle body tilt control is executed. When the vehicle body control device does not have a vehicle body tilt control function and the air spring is mechanically supplied and discharged by the leveling valve mechanism, the “exhaust mode” is a state in which the power transmission path of the leveling valve mechanism is interrupted. The “normal mode” is a state in which the power transmission path of the leveling valve mechanism is connected.

  When the earthquake occurrence information is detected, the vehicle body center-of-gravity position control unit drives the actuator while detecting the height of the air spring so that the vehicle body has the target inclination angle during the exhaust mode of the air spring. It is good also as a structure which controls an apparatus.

  According to the above configuration, since the vehicle body tilt control is performed by the actuator instead of the air spring, it is possible to prevent wheel load loss on the inner track side during curve traveling and further reduce the possibility of derailment due to an earthquake.

  A railway vehicle according to an aspect of the present invention includes an actuator interposed between a vehicle body and a carriage, an actuator driving device that drives the actuator, a control device that controls the actuator driving device, and a backup storage battery. A power supply switching device capable of switching between a state in which power supplied from ground equipment is supplied to the actuator and a state in which power from the storage battery is supplied to the actuator, and the control device includes the ground Stopping power supply from the facility is detected as earthquake occurrence information, and when the power supply from the ground facility is stopped, the power supply switching device switches to a state in which power from the storage battery is supplied to the actuator.

  According to the above configuration, in the system in which the stoppage of the power supply from the ground facility to the railcar is used as the earthquake occurrence information, the power is switched from the storage battery to the actuator by the power switching device even after the earthquake occurrence information is detected. This makes it possible to control the vehicle body by operating the actuator even during an earthquake when the power supply from the ground facility is stopped.

  ADVANTAGE OF THE INVENTION According to this invention, the apparatus which reduces the possibility of derailment by an earthquake can be provided, suppressing the increase in additional cost and weight.

1 is a block diagram of a railway vehicle including a vehicle body control device according to an embodiment. 2 is a flowchart illustrating derailment prevention control of the vehicle body control device shown in FIG. 1. It is a timing chart which shows the air spring height by the derailment prevention control shown in FIG. 2, and other temporal changes. It is a schematic diagram explaining the stopper of a rail vehicle. (A) is a schematic diagram explaining the increase in the lateral pressure due to the high-frequency vibration of the earthquake, (B) is a schematic diagram explaining the wheel load loss due to the low-frequency vibration of the earthquake.

  Hereinafter, embodiments will be described with reference to the drawings.

  FIG. 1 is a block diagram of a railway vehicle including a vehicle body control device according to an embodiment. As shown in FIG. 1, the railway vehicle 1 includes a vehicle body 2 having a cabin, a carriage 3 that supports the vehicle body 2, a pair of first air springs 4 and a first air spring 4 interposed between the vehicle body 2 and the carriage 3. 2 air springs 5 (secondary suspension). The first air spring 4 is disposed on the right side of the vehicle body 2, and the second air spring 5 is disposed on the left side of the vehicle body 2. The carriage 3 includes a carriage frame 3a, a wheel shaft 3b, and a primary suspension 3c (for example, a coil spring or a leaf spring) interposed between the carriage frame 3a and the wheel shaft 3b. Although not shown in FIG. 1, the carriage 3 has a carriage frame 3a (or a member integrated with the carriage frame 3a) connected to the vehicle body 2 as in the configuration shown in FIG. 4B. And a vertical movement stopper ST (see FIG. 4B) facing each other with a gap in the vertical direction, and the vertical movement stopper ST restricts abnormal rise of the vehicle body 2 with respect to the carriage 3.

  An air tank 8 is connected to the first and second air springs 4 and 5 via an air pipe 6 and an electromagnetic valve device 7. The air tank 8 stores compressed air supplied from a compressor (not shown). The electromagnetic valve device 7 adjusts the supply and exhaust of air to the first and second air springs 4 and 5, respectively. That is, by controlling the electromagnetic valve device 7, the internal pressure of the first air spring 4 and the internal pressure of the second air spring 5 are made different from each other, so that the height of the first air spring 4 and the height of the second air spring 5 are changed. Can be different. That is, the air springs 4 and 5 and the electromagnetic valve device 7 function as a first vehicle height adjusting device.

  Between the vehicle body 2 and the carriage 3, a pair of first actuators 11 and second actuators 12 that generate thrust in a direct acting manner are interposed. The first actuator 11 is disposed on the right side of the vehicle body 2, and the second actuator 12 is disposed on the left side of the vehicle body 2. The vehicle body 2 can be displaced relative to the carriage 3 in the vertical direction by the thrust of the first and second actuators 11 and 12. For example, electromagnetic actuators are used for the first and second actuators 11 and 12, but actuators of other types (for example, hydraulic or pneumatic) may be used. The first and second actuators 11 and 12 are driven by an actuator driving device 9. That is, the actuators 11 and 12 and the actuator driving device 9 function as a second vehicle height adjusting device.

  The first air spring 4 is provided with a first air spring height sensor 13 that detects the height H1 of the first air spring 4. The second air spring 5 is provided with a second air spring height sensor 14 that detects the height H2 of the second air spring 5. The vehicle 1 is provided with a travel position sensor 15 that detects the travel position D of the vehicle 1. The travel position sensor 15 is a GPS sensor, for example. The vehicle 1 is provided with a travel speed sensor 16 that detects the travel speed V of the vehicle 1. The travel speed sensor 16 is, for example, a wheel rotation speed sensor. A first acceleration sensor 17 that detects the vertical acceleration A1 of the right portion of the vehicle body 2 is provided on the right portion of the vehicle body 2. A second acceleration sensor 18 that detects the vertical acceleration A2 of the left portion of the vehicle body 2 is provided on the left portion of the vehicle body 2.

  The vehicle 1 is equipped with a vehicle body control device 20 that controls the electromagnetic valve device 7 for the first and second air springs 4, 5 and the actuator driving device 9 for the first and second actuators 11, 12. . The vehicle body control device 20 includes a processor, a volatile memory, a nonvolatile memory, an I / O interface, and the like in terms of hardware. The vehicle body control device 20 includes a vehicle body tilt control function, a shake prevention control function, and a derailment prevention control function.

  The vehicle body control device 20 includes a trajectory information storage unit 21, a target vehicle body inclination angle calculation unit 22, and an air spring height control unit 23 as a vehicle body inclination control function, and a vibration prevention control unit as a vibration prevention control function (vibration prevention control function). 24, and a vehicle body gravity center position control unit 25 as a derailment prevention control function. The trajectory information storage unit 21 of the vehicle body control device 20 is realized by a storage device such as a nonvolatile memory, and the other units 22 to 25 of the vehicle body control device 20 are based on a program stored in the nonvolatile memory. Is realized by performing arithmetic processing using the volatile memory.

The trajectory information storage unit 21 stores trajectory information. The trajectory information includes information such as the location of the curved section of the trajectory, the curvature of the curved section, and the cant. The target vehicle body tilt angle calculation unit 22 includes a travel position D of the vehicle 1 detected by the travel position sensor 15, a travel speed V of the vehicle 1 detected by the travel speed sensor 16, and a track read from the track information storage unit 21. Based on the information, the target vehicle body inclination angle θ _T of the vehicle body 2 is calculated. That is, the target vehicle body tilt angle calculation unit 22 grasps curve information (curvature and cant) at the current position from the travel position D and the trajectory information, and suppresses excess centrifugal force generated in the vehicle body 2 by the curve information and the travel speed V. The vehicle body inclination angle (target vehicle body inclination angle θ _T ) necessary for the calculation is calculated.

The air spring control unit 23 detects the heights H1 and H2 of the first and second air springs 4 and 5 so that the vehicle body 2 has the target vehicle body inclination angle θ _T when passing through the curved section of the vehicle 1. Car body tilt control for controlling the electromagnetic valve device 7 of the first and second air springs 4 and 5 is executed. That is, the air spring control unit 23 is detected by the height H1 of the first air spring 4 and the second air spring height sensor 14 detected by the first air spring height sensor 13 when the vehicle 1 passes through the curve. The current vehicle body inclination angle θ of the vehicle body 2 is calculated from the height H2 of the second air spring 5, and the target vehicle body inclination angle θ _T and the current vehicle body inclination angle θ calculated by the target vehicle body inclination angle calculation unit 22 are calculated. The air spring supply / exhaust command value is obtained so as to reduce the deviation Δθ of the air pressure, and the electromagnetic valve device 7 is commanded.

  The vibration prevention control unit 24 refers to the vertical acceleration A1 detected by the first acceleration sensor 17 and the vertical acceleration detected by the second acceleration sensor 18, and the vertical vibration and roll vibration of the vehicle body 2 by known skyhook control. The anti-swaying thrust commanded to the first and second actuators 11 and 12 is calculated so as to prevent this. Specifically, the anti-swaying control unit 24 calculates the vertical vibration speed of the vehicle body 2 from the vertical accelerations A1 and A2, and controls the actuators 11 and 12 to apply a force proportional to the vibration speed to the vehicle body 2. Control.

  When detecting the earthquake occurrence information, the vehicle body center of gravity position control unit 25 executes derailment prevention control for controlling the solenoid valve device 7 and the actuator driving device 9 so as to lower the center of gravity position of the vehicle body 2. That is, the vehicle body center-of-gravity position control unit 25 controls the electromagnetic valve device 7 so that the heights of the first and second air springs 4 and 5 decrease, and the first and second air springs 2 are displaced in the downward direction. (2) The actuator driving device 9 is controlled so that the actuators 11 and 12 generate thrust. The vehicle body center-of-gravity position control unit 25 may detect the stop of power supply from the overhead line (or the third rail) as the ground equipment as earthquake occurrence information, or detect the earthquake occurrence information using a separate communication means. Also good.

Specifically, the vehicle body center-of-gravity position control unit 25 reduces the deviation Δθ between the target vehicle body inclination angle θ _T calculated by the target vehicle body inclination angle calculation unit 22 and the current vehicle body inclination angle θ in the derailment prevention control. A command value for the center-of-gravity position control thrust for performing target value control for lowering the center of gravity is obtained and commanded to the actuator driving device 9. In the target value control, a command value for the center-of-gravity position control thrust is obtained so that the lower one of the first and second air springs 4 and 5 has the emergency target value. The emergency target value is, for example, the height of the air spring in the state where the upper member of the air spring formed by connecting the upper member and the lower member with a rubber body is in contact with the lower member, or a value near the height. The center-of-gravity position control thrust command value output from the vehicle body center-of-gravity position control unit 25 is added to the command value of the anti-swing thrust output from the anti-sway control unit 24 and transmitted to the actuator driving device 9 as an actuator thrust command value. .

Further, the vehicle body center-of-gravity position control unit 25 is connected to the electromagnetic valve device 7 via the air spring height control unit 23 so that the first and second air springs 4 and 5 are in the exhaust mode in the initial stage of the derailment prevention control. Give exhaust command. After the initial stage of derailment prevention control, the vehicle body center-of-gravity position control unit 25 reduces the deviation Δθ between the target vehicle body inclination angle θ _T calculated by the target vehicle body inclination angle calculation unit 22 and the current vehicle body inclination angle θ while reducing the deviation Δθ. An air spring height correction command value for performing target value control for lowering the center of gravity is obtained and commanded to the air spring height control unit 23. That is, the air spring height control unit 23 calculates the command values of the heights of the first and second air springs 4 and 5 for setting the vehicle body inclination angle θ to the target vehicle body inclination angle θ _T , The air spring supply / exhaust command value is obtained by subtracting the air spring height correction command value from each of the command values. The air spring height correction command value is calculated so that the lower one of the first and second air springs 4 and 5 has the above-described emergency target value.

  Electric power is supplied to the actuator drive device 9 via the power supply switching device 10. The vehicle 1 is equipped with a storage battery B for backup. The power supply switching device 10 is a switch that can switch between a state in which electric power supplied from ground equipment (for example, overhead line) is supplied to the actuator driving device 9 and a state in which electric power from the storage battery B is supplied to the actuator driving device 9. Have The power supply switching device 10 switches to a state in which power from the storage battery B is supplied to the actuator driving device 9 when the occurrence information of the earthquake in which the power supply from the overhead line is stopped is detected.

  The actuator driving device 9 shifts to fail-safe control when the temperature of any of the first and second actuators 11 and 12 exceeds the upper limit value. For example, the fail safe control may be a control for forcibly reducing the thrust of the first and second actuators 11 and 12 to be less than the rated thrust.

  FIG. 2 is a flowchart for explaining derailment prevention control of the vehicle body control device 20 shown in FIG. FIG. 3 is a timing chart showing the air spring height and other changes over time by the derailment prevention control shown in FIG. The air spring height in FIG. 3 indicates the height of each of the first and second air springs 4 and 5 during straight traveling, and the height of the first and second air springs 4 and 5 during curved traveling. Indicates the height of the air spring on the side of the curve. Further, the center-of-gravity position control thrust shown in FIG. 3 indicates the thrust of each of the first and second actuators 11 and 12 during linear traveling and curved traveling.

  Hereinafter, the control content will be described along the flow of FIG. 2 with reference to FIGS. 1 and 3 as appropriate. First, the vehicle body control device 20 starts executing the vehicle body tilt control and the shake prevention control described above (step S1). The vehicle body control device 20 determines whether or not an earthquake occurrence information for stopping the power supply from the overhead line is detected while the vehicle is traveling (step S3). When earthquake occurrence information is detected, a control device different from the vehicle body control device 20 operates an emergency brake device (not shown) (step S4), and the vehicle body control device 20 turns the power supply switching device 10 into an actuator drive device. 9 is switched to a state of supplying power from the storage battery B (step S5).

The vehicle body center-of-gravity position control unit 25 receives the earthquake occurrence information (time t1) via the air spring height control unit 23 so that the first and second air springs 4 and 5 are in the exhaust mode. An exhaust command is issued to the solenoid valve device 7 (step S6). At the same time, the vehicle body center-of-gravity position control unit 25 determines the position of the center of gravity so that the lower one of the first and second air springs 4 and 5 has the emergency target value (minimum height or its vicinity). A command value for the control thrust is obtained, and target value control for commanding the actuator drive device 9 is performed (step S7). At that time, the vehicle body center-of-gravity position control unit 25 performs first and second vehicle body tilt control for reducing a deviation Δθ between the target vehicle body tilt angle θ _T calculated by the target vehicle body tilt angle calculating unit 22 and the current vehicle body tilt angle θ. The command value of the center-of-gravity position control thrust is determined while detecting the heights H1 and H2 of the first and second air springs 4 and 5, as performed by the first and second actuators 11 and 12 in place of the air springs 4 and 5. To do.

  The absolute value of the command value of the center of gravity position control thrust from the vehicle body center of gravity position control unit 25 maintains the air spring height at the emergency target value when the height of the air spring reaches the emergency target value (time t2). It gradually decreases as much as possible. When the absolute value of the center-of-gravity position control thrust becomes less than a predetermined value (for example, zero or a value near zero) (time t3, step S8: YES), the vehicle body center-of-gravity position control unit 25 includes the first and second air springs 4 , 5 is returned to the normal mode from the exhaust mode, and the air spring height correction command value is obtained so that the height of the air spring on the inner gauge side is maintained at the emergency target value while performing the vehicle body tilt control, and the air spring height The control unit 23 is commanded (step S9).

  According to the configuration described above, when the earthquake occurs, the height of the center of gravity of the vehicle body 2 is lowered, so that the gap of the vertical movement stopper ST that restricts the abnormal rise of the vehicle body 2 with respect to the carriage 3 is widened. Even if the vehicle body 2 vibrates greatly in the roll direction due to the frequency vibration component, the vertical movement stopper ST on the vehicle body 2 side hardly interferes with the carriage frame 3a, and the occurrence of wheel load loss due to the stopper interference is suppressed. Therefore, in the railway vehicle 1 provided with the vehicle height adjusting device, the possibility of derailment due to an earthquake can be reduced while suppressing an additional cost increase and weight increase.

  Further, in the initial stage of the derailment prevention control, the vehicle body 2 is displaced downward toward the emergency target value by the actuators 11 and 12 and the air springs 4 and 5 are in the exhaust mode. The high-performance actuators 11 and 12 can quickly lower the vehicle body 2 without receiving resistance due to the internal pressure of the air springs 4 and 5, and the arrival of the air spring height to the emergency target value can be accelerated. Further, since the air springs 4 and 5 are in the exhaust mode, the thrust of the actuators 11 and 12 is reduced after the air spring height reaches the emergency target value in order to maintain the height of the vehicle body 2 at the emergency target value. Thus, it is possible to prevent the fail safe function from working due to the temperature of the actuators 11 and 12 exceeding the upper limit value.

Further, when the earthquake occurrence information is detected, the vehicle body center-of-gravity position control unit 25 operates the actuator instead of the air springs 4 and 5 so that the vehicle body 2 has the target inclination angle θ _T during the exhaust mode of the air springs 4 and 5. Since the vehicle body tilt control is performed by 11, 12, the wheel load on the inner track side during curving is prevented, and the possibility of derailment due to an earthquake can be further reduced.

  Further, in the system in which the stop of the power supply from the ground facility to the railcar 1 is used as the earthquake occurrence information, the electric power from the storage battery B is supplied to the actuators 11 and 12 by the power switching device 10 after the earthquake occurrence information is detected. 11 and 12 can be operated, so that the vehicle body 2 can be controlled by the actuators 11 and 12 even during an earthquake in which the power supply from the ground facility is stopped.

  In addition, this invention is not limited to embodiment mentioned above, The structure can be changed, added, or deleted. For example, in the above-described embodiment, the air springs 4 and 5 are configured to be supplied and exhausted by the electromagnetic valve device 7, but the air springs 4 and 5 are mechanically supplied and exhausted by a known leveling valve mechanism. It is good. In the leveling valve, the vehicle body and the bogie frame are connected by a connecting link, and the air spring supply and discharge valve opens and closes in conjunction with the operation of the connecting link according to the vertical relative displacement between the car body and the bogie frame, and the vehicle body and the bogie Since this is a mechanism that makes the vertical positional relationship with the frame constant, in order to force the air spring to the exhaust mode by the vehicle body center-of-gravity position control unit 25, power transmission between the connection link and the supply / discharge valve is performed. It is preferable that a clutch capable of shutting off / connecting is provided and the supply / discharge valve is urged to be in an exhaust state when power transmission by the clutch is shut off.

  Further, in the above-described embodiment, the derailment prevention control is applied to the vehicle 1 having both the vehicle body tilt control function and the shake prevention control function. However, the actuators 11 and 12 are mounted without the shake prevention control function. It may be applied to no vehicle. In that case, when the earthquake occurrence information is detected, the vehicle body center-of-gravity position control unit 25 may control the air spring height to the emergency target value only by the air spring target value control.

  Further, the vehicle body center-of-gravity position control unit 25 uses the raw values detected by the air spring height sensors 14 and 15 to contact each other when the gap between the vertical movement stopper ST and the carriage frame 3a is less than a predetermined value. If this is the case, the actuator driving device 9 may be controlled so that the thrust of the actuators 11 and 12 is generated in the direction of expanding the gap.

DESCRIPTION OF SYMBOLS 1 Rail vehicle 2 Car body 3 Bogie 4 1st air spring 5 2nd air spring 7 Solenoid valve device 9 Actuator drive device 10 Power supply switching device 11 1st actuator 12 2nd actuator 20 Vehicle body control device 22 Target vehicle body inclination angle calculating part 23 Air Spring height control unit 24 Shake prevention control unit 25 Vehicle body center of gravity position control unit B Storage battery

Claims (7)

A vehicle body control device for preventing derailment due to an earthquake of a railway vehicle equipped with a vehicle height adjustment device capable of adjusting the height of the vehicle body relative to a carriage,
A vehicle body center-of-gravity position control unit that executes derailment prevention control for controlling the vehicle height adjustment device to lower the height of the center-of-gravity position of the vehicle body when earthquake occurrence information is detected. apparatus. The vehicle height adjusting device includes a first vehicle height adjusting device having a pair of left and right air springs interposed between the vehicle body and the carriage, and a valve device for adjusting supply and exhaust of the air springs; Including at least one of an actuator interposed between the carriage and a second vehicle height adjusting device having an actuator driving device for driving the actuator;
In the derailment prevention control, the vehicle body center of gravity position control unit controls the valve device so that the height of the air spring is reduced, and / or the actuator generates thrust in a direction in which the vehicle body is displaced downward. The vehicle body control device for a railway vehicle according to claim 1, wherein the actuator driving device is controlled to do so. A target vehicle body inclination angle calculation unit for calculating a target inclination angle of the vehicle body when passing through the curve of the railway vehicle, and controlling the valve device while detecting the height of the air spring so that the vehicle body becomes the target inclination angle An air spring height control unit,
In the derailment prevention control, the vehicle body center-of-gravity position control unit corrects the supply / exhaust command value of the air spring height control unit so as to reduce the height of the vehicle body while maintaining the target inclination angle. The vehicle body control device for a railway vehicle according to claim 2, wherein the valve device is controlled. A vibration preventing control unit for controlling the actuator so as to apply a force proportional to a vibration speed in a vertical direction of the vehicle body to the vehicle body;
4. The vehicle body control apparatus for a railway vehicle according to claim 2, wherein the vehicle body center-of-gravity position control unit adds a thrust command value of the derailment prevention control to a vibration prevention thrust command value of the vibration prevention control unit. The vehicle body center of gravity position control unit
When the earthquake occurrence information is detected, the valve device is controlled so that the air spring is in the exhaust mode, and thrust is applied to the actuator so as to lower the height of the air spring to a predetermined emergency target value. Controlling the actuator drive to generate,
The valve device is controlled to return to the normal mode from the exhaust mode when the thrust of the actuator decreases to a value less than a predetermined value after the height of the air spring reaches the emergency target value. The vehicle body control device for a railway vehicle according to any one of the preceding claims.   When the earthquake occurrence information is detected, the vehicle body center-of-gravity position control unit detects the height of the air spring so that the vehicle body has a target inclination angle during the exhaust mode of the air spring. The vehicle body control device for a railway vehicle according to claim 5, which controls the vehicle. An actuator interposed between the vehicle body and the carriage,
An actuator driving device for driving the actuator;
A control device for controlling the actuator driving device;
Backup battery,
A power supply switching device capable of switching between a state in which electric power supplied from ground equipment is supplied to the actuator driving device and a state in which electric power from the storage battery is supplied to the actuator driving device;
The control device detects a stop of power supply from the ground facility as earthquake occurrence information,
When the power supply from the ground facility is stopped, the power supply switching device switches to a state in which power from the storage battery is supplied to the actuator.

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