JP2785837B2 - Railway vehicle with wheelset yaw angle controller - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle, and more particularly, to a railway vehicle that has improved ride comfort by preventing vibration caused by irregular rails.

[Conventional technology]

The vibration of railway vehicles impairs ride comfort, and in order to further pursue comfort, it is necessary to dramatically reduce vibration. As a method of reducing the vibration and improving the ride comfort, a method called an active suspension has been experimentally manufactured and tested. In this method, an actuator is provided between a vehicle body and a bogie, and by controlling the actuator, an appropriate force is applied between the vehicle body and the bogie to reduce vibration of the vehicle body.

Most of the vibration of railway vehicles is caused by irregularities in the rails, so it is most desirable to prevent the wheel set from vibrating even if the irregularities in the rails exist. If this is done, the wheelset will not vibrate, no matter how irregular the rails are,
Therefore, the bogie and the vehicle body thereon do not vibrate. The conventional active suspension is not intended to stop the vibration of the wheel set, but to prevent the vibration of the wheel set from being transmitted to the vehicle body as much as possible.

Regarding the control of the axle, an actuator is installed between the axle box of the bogie and the bogie frame, and a hydraulic steering bogie that gives a steady yaw angle to the axle by the actuator when the railway vehicle runs on the curve has already been prototyped. However, there is no bogie that provides a dynamic yaw angle to the wheel axle as in the present invention. As for the bogie that gives a steady yaw angle, as a result of a running test performed on a factory premises line, it has been found that the bogie is effective in reducing the steady lateral pressure of the wheels during curve running.

[Problems to be solved by the invention]

The present invention stops the vibration of the wheelset, which is a vibration source of a railway vehicle, thereby preventing the vibration of the vehicle body, which was impossible with a conventional vibration isolation system such as an active suspension which is a measure for improving ride comfort, It is intended to improve.

[Means for solving the problem]

The present invention controls the yaw angle of the wheel axle according to the irregularity of the rail by an actuator mounted between the bogie and the axle box, thereby suppressing the lateral movement and the yaw movement of the wheel axle due to the irregularity of the rail, and improving the vibration comfort of a railway vehicle. And a railway vehicle provided with the device.

When a wheelset of a running vehicle is displaced relative to a rail, a force called a creep force is generated in a contact surface between the wheel and the rail. Defining the ratio of the relative slip speed between the wheel and the rail to the running speed as the slip rate, the creep force is proportional to the slip rate when the slip rate is small, and approaches a constant Coulomb friction force as the slip rate increases. The characteristics are shown (FIG. 4). Due to this creep force, a lateral force F as shown in FIG. 5 acts on the center of gravity of the wheel axle and a yaw moment M acts on the center of gravity of the running axle.

If the rail is irregular, the contact point between the wheel and the rail is displaced from the neutral position, so that the above-described creep force is generated and the wheelset starts to vibrate. Even when the yaw angle is given to the wheel axle by the actuator, the wheel / rail contact point is forcibly displaced and a new creep force is generated. Therefore, if the creep force caused by the irregularity of the rails is canceled by the creep force newly generated by forcibly displacing the wheel axle, the vibration of the wheel axle can be stopped.

By controlling the movement of the wheel axle, which is a large source of vehicle vibration, it is possible to dramatically improve the ride comfort of the railway vehicle.

(Operation)

Assuming ordinary conventional railroad rolling stock, wavelength 20m,
Running speed of 100 on a rail with an irregular sinusoidal wave with an amplitude of 5 mm
Assuming that the vehicle travels at km / h, when the slip ratio between the wheel and the rail is very small, the maximum value Fma of the lateral force F shown in FIG.
x and the maximum value Mmax of the yaw moment M are respectively Fmax ≒ 3 × 1
0 ⁴ N, Mmax ≒ 1 × 10 ⁴ Nm. With this force, the wheelset moves left and right and yaw displacement. If a yaw displacement of 0.002 rad (angular velocity 0.03 rad / s) is forcibly applied to the wheelset, F ≒ 4 × 10 ⁴ N, M ≒ 1 × A new creep force of 10 ⁴ Nm is generated, and it is possible to cancel the creep force caused by the irregular rail. In this case, the displacement of the axle
0.1 mm, the longitudinal displacement of the actuator is 1 mm, and the excitation frequency is about 2.5 Hz. A large amount of effect can be obtained with a small amount of operation of the actuator, and vibration of the wheelset can be prevented.

〔Example〕

Hereinafter, an embodiment of the present invention will be described with reference to FIG. 1, FIG. 2, and FIG.

FIG. 1 shows an embodiment of a bogie for a railway vehicle in which a wheel set is moved by an actuator, 1 is a wheel set, 2 is a bogie frame, 3 is an axle box, 4 is an actuator, and 5 is a link device. The axle 1 is elastically supported by the bogie frame 2 via the axle box 3. When the piston of the actuator 4 fixed to the bogie frame 2 moves back and forth, the link device 5 moves the axle box 3 back and forth.
The yaw angle is given to the wheel set 1.

FIG. 2 shows an embodiment of a device for controlling the actuator 4 shown in FIG. 1, wherein 6 is a computer, 7 is a controller, 8 is an actuator control device, and 9 is a carriage with an actuator. The computer 6 stores various types of information, which will be described later, and performs determination and inputs / outputs information according to a signal taken into the controller 7 from the outside. In addition, a control command is transmitted from the controller 7 to the actuator control device 8, and a control command of the actuator of the bogie 9 is issued from the actuator control device 8, and an actual actuator displacement amount is fed back to determine an operation state and a re-command. Is performed. Examples of information stored in the computer 6 include the following.

First of all, the irregularity information of the rail and the operation amount of the actuator at each point. Since railroad vehicles run on the same rail every day, if there is irregular information on the rail at each point measured in advance by a track inspection vehicle, etc.
By grasping the position of the vehicle based on the ATS signal and the speed signal, it is possible to determine the condition of the rail from the vehicle side. In addition, the creep force between the wheel and the rail varies depending on the wheel tread shape, the wheel load and the friction coefficient of the rail surface. As the vehicle weight increases, the creep force generally increases in proportion to the 2/3 power of the wheel load. As shown in FIG. 5, the creep force also increases as the friction coefficient increases. Therefore, the weight of commercial railway vehicles changes depending on the presence or absence of passengers, and the coefficient of friction changes depending on the weather.Therefore, the amount of actuator operation changes depending on the presence or absence of passengers and weather conditions, along with rail irregularity information and traveling speed. It becomes possible data.

Next, another important thing is control information and vehicle running data when the vehicle actually runs. While the vehicle continues to run, the wheel treads and rails wear and change shape, and the irregularities of the rails themselves may also increase. Therefore, the information of the operation amount and the vibration of each part is taken into the computer 6 and stored in the computer 6 at every traveling. It is also conceivable to provide a learning function that always grasps the control situation from this information and uses it as a reference when calculating the above-mentioned actuator operation amount and performs optimal control.

FIG. 3 shows an embodiment of a train set equipped with the wheelset yaw angle control device of the present invention. Reference numeral 10 denotes a head-mounted unit (computer 6, line controller 7, etc.) of the control device shown in FIG. 2, 8 denotes an actuator control device shown in FIG.
Is a bogie with an actuator shown in FIG. Since the irregularity is determined by the location, if the location of the leading vehicle and the leading bogie is known, the subsequent bogie can be controlled by setting a time delay based on the traveling speed of the vehicle. Therefore, it is sufficient if the control devices such as the computer 6 and the line controller 7 shown in FIG. 2 are installed in the leading vehicle, and the information is transmitted through the transmission path to the actuator control device 8.
And actuate the actuator. In the case of a train in which vehicles are connected, if the leading vehicle is controlled as a guide, an intermediate vehicle can be handled by an inexpensive system.

[Effects of the Invention] The riding comfort of a railway vehicle is often deteriorated by vibration caused by irregularities in the rails. By installing this device in a railway vehicle, it is possible to cut off vibrations that could not be prevented by the conventional vibration isolation system for the vehicle body from the root, and to dramatically improve the riding comfort of railway vehicles Can be.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating an example of a bogie for a railway vehicle with a control device according to an embodiment of the present invention, FIG. 2 is a diagram illustrating a configuration example of a control device according to an embodiment of the present invention, and FIG. FIG. 4 is a diagram showing a railway vehicle with a control device showing the embodiment of FIG. 4, FIG. 4 is a diagram qualitatively showing the magnitude of the creep force when the friction coefficient μ between the wheel and the rail is changed, and FIG. FIG. 4 is a diagram showing forces and moments acting on the wheel set when the wheel set of the railway vehicle is displaced relative to the rail due to the irregularity of FIG. μ: friction coefficient, F: lateral force acting on the center of gravity of the wheel axle, M: yaw moment acting around the center of gravity of the wheel axle, 1 ... wheel axle, 2 ... bogie frame, 3 ... axle box, 4 ... actuator, 5 ...... Link device, 6 ... Computer, 7 ... Line controller, 8 ... Actuator control device, 9 ... Truck, 10 ... Control device, first car interior

Claims (1)

(57) [Claims] In a railway vehicle running on a rail by rotation of a wheelset, a computer for storing irregularity information of a rail at each point detected in advance and ascertaining a position of the vehicle, and controlling the computer by the computer. A line controller and an actuator that is controlled by the line controller and independently controls the yaw angle, ie, the turning angle, of each wheelset, and prevents vehicle vibration by canceling out creep force generated on wheels due to irregular rails. A railway vehicle equipped with a wheelset yaw angle control device.