JP5215610B2 - Tilt control system for railway vehicles - Google Patents

Description

  The present invention provides a vehicle body of a railway vehicle in which air springs that are paired on the left and right with respect to the traveling direction are interposed between the carriage and the vehicle body, and the vehicle body can be tilted by controlling the height of each air spring. It relates to a tilt control system.

In order to suppress the centrifugal force felt by the passenger when the railway vehicle is traveling in a curved line, in the curved section, a difference in height (cant) is provided between the left and right rails so that the rail outside the curved line is higher. As a result, the vehicle during the curve traveling is inclined to the inside of the curve, and the component parallel to the vehicle body floor surface of the centrifugal force applied to the vehicle is reduced, and the riding comfort is improved. By the way, when the vehicle stops in a curved section, if the cant is large, the vehicle easily rolls over. Therefore, the upper limit of the cant is determined by law. Then, when the vehicle travels in a curved section at a high speed, the centrifugal force felt by the passenger cannot be sufficiently suppressed even by the cant. Therefore, a vehicle body tilt control system is provided that tilts the vehicle body with respect to the carriage during curved traveling so as not to deteriorate the riding comfort during curved traveling even at high speeds (see, for example, Patent Document 1).

This vehicle body tilt control system is an air spring that is an existing part interposed between the carriage and the vehicle body to absorb vibrations during travel, and generates compressed air necessary for door opening and closing, brake operation, etc. An existing compressor, a compressor, is used as a body tilt actuator. Specifically, the air springs are provided on the left and right of the vehicle traveling direction, respectively, and the vehicle body is inclined inward of the curve by supplying compressed air from the compressor to the air spring on the outer side of the curve near the curve entrance. In the vicinity of the curve exit, control is performed to return the vehicle body by exhausting air from the air spring outside the curve.
Japanese Patent No. 2939229

  However, since the air spring has elasticity to absorb the vibration of the carriage, when the vehicle body is tilted during curved running, vertical vibration and roll vibration are likely to appear in the vehicle body, and the riding comfort is impaired. there is a possibility. In particular, when the vehicle is traveling along a curve at a high speed, the phenomenon becomes prominent when the inclination angle of the vehicle body is increased.

  On the other hand, in general, in order to suppress fluctuation (overshoot or hunting) of the actual air spring height value with respect to the air spring height command value, known PID control is used for feedback control of the air spring height. It is possible to apply.

  The linear motion equation of the vibration system composed of the mass, the damping, and the spring can be expressed as the following formula 1, and the second term on the left side is the damping term. Here, m is mass, c is a reduction factor, k is a spring constant, and x is displacement.

空気バネ高さ制御においては、空気バネに入る空気質量流量が操作対象で、空気バネ高さが制御対象である。空気質量流量を入力とし、空気バネ高さを出力とした場合の伝達特性が仮に２次系であるならば、ＰＩＤ制御における微分制御（Ｄ制御）が数式１の減衰項に相当し、空気バネ高さ指令値に対する空気バネ高さ実績値の変動を抑制することができる。即ち、空気質量流量を１回時間積分した物理量が減衰に寄与することとなる。

In the air spring height control, the air mass flow rate entering the air spring is the operation target, and the air spring height is the control target. If the transfer characteristic when the air mass flow rate is input and the air spring height is output is a secondary system, differential control (D control) in PID control corresponds to the damping term of Equation 1, and the air spring Variations in the actual air spring height value relative to the height command value can be suppressed. That is, a physical quantity obtained by integrating the air mass flow rate once in time contributes to attenuation.

  However, the actual vehicle body tilt control system is expressed by a control principle diagram as shown in FIG. The various variables described in FIG. 12 are defined as follows.

q _i : Air mass flow rate [kg / s] entering the air spring from the body tilt solenoid valve device
q: Mass flow rate of air entering the air spring from the auxiliary air chamber [kg / s]
P _a: the air spring within the pressure [Pa]
P _b : auxiliary air chamber pressure [Pa]
Z: Air spring height Z _cmd : Air spring height command value K ₁ , K ₂ , K ₃ , K ₄ , K ₅ : Constant (gain)
s: Laplace operator In other words, in the actual vehicle body tilt control system, three integrators (1 / s) are interposed in the transfer characteristics with the air mass flow rate to the air spring as input and the air spring height as output. Tertiary system. Therefore, even if the PID control is applied, the differential control in the PID control does not give a damping effect, but effectively attenuates the vertical vibrations and roll vibrations of the vehicle body when the vehicle body is inclined and passes through the curve. I can't let you.

  As another measure, in general railway vehicles, an auxiliary air chamber is connected to the air spring via a restriction in order to reduce the spring constant of the air spring and realize a soft riding comfort. It is also conceivable that damping is given mechanically by adjusting. However, it is not practical to design the throttle amount with priority given to damping the vibration in the curved section that is a small part of the operating section at the expense of the ride comfort in the straight section that occupies most of the operating section. .

  Accordingly, an object of the present invention is to suitably improve the riding comfort of a railway vehicle equipped with a vehicle body tilt control system using an air spring.

  The present invention has been made in view of the circumstances as described above, and the vehicle body tilt control system for a railway vehicle according to the present invention has an air spring that is paired on the left and right with respect to the traveling direction between the carriage and the vehicle body. A vehicle body tilt control system for a railway vehicle that is interposed and capable of tilting the vehicle body by controlling the height of each air spring, the air spring height detecting means for detecting the height of each air spring; A control means for feedback-controlling the height of the air spring based on a given air spring height command value while detecting the air spring height by the air spring height detecting means; and an internal pressure of the air spring The air spring internal pressure obtaining means for obtaining the air spring pressure, and the control means provides the feedback control so that the air spring internal pressure obtained by the air spring pressure obtaining means is damped to fluctuations in the air spring height. Input And wherein the feeding back to.

  According to the above configuration, not only the height of the air spring is feedback controlled, but also the air spring internal pressure corresponding to the physical quantity obtained by integrating the air flow rate entering the air spring once over time is fed back to the input side of the feedback control. As a result, an appropriate damping effect can be imparted to fluctuations in the height of the air spring. In other words, while referring to the deviation between the actual air spring height value and the air spring height command value, simply performing feedback control so that the actual air spring height value approaches the air spring height command value, Variations due to disturbances can occur. However, in the present invention, the fluctuation of the pressure in the air spring that occurs during the follow-up feedback control is also fed back to the input side of the feedback control, so that a damping action that suppresses a large fluctuation can be added.

  For example, when the pressure in the air spring increases due to the air supply operation when the vehicle body is tilted, the air spring height due to the further air supply operation is corrected by correcting the increase in the air spring height command value. Can prevent excessive fluctuations. On the other hand, when the pressure in the air spring decreases due to the exhaust operation when the vehicle body is returned to the horizontal position, the air spring height by the further exhaust operation is corrected by correcting the air spring height command value so as to suppress the descending width. Excessive fluctuations can be prevented. Therefore, an appropriate damping effect is given to fluctuations in the height of the air spring, and it is possible to improve riding comfort when passing through a curve without changing the mechanical design.

  The control means may negatively feed back a value obtained by multiplying the air spring internal pressure obtained by the air spring pressure obtaining means by a predetermined gain to the air spring height command value.

  According to the above configuration, the air spring pressure obtained by the air spring pressure acquisition means is converted to a dimension that can be adjusted with the air spring height by multiplying by a predetermined gain, and the value after the conversion is converted to the air spring height command. Will be subtracted from the value. Then, the air spring height command value on the input side is varied so as to suppress the variation in the air spring height on the output side, and appropriate attenuation can be given to the variation in the air spring height.

  The air spring internal pressure acquisition means may be an estimation means for estimating the air spring internal pressure based on a known physical quantity.

  According to the above configuration, since the air spring internal pressure is estimated by calculation using a known physical quantity other than the air spring internal pressure, the air spring internal pressure that is fluctuating is physically detected and used. There is no response delay. Therefore, the damping action of the air spring is realized with high accuracy, and it is possible to improve the riding comfort when passing the curve more reliably. The air spring internal pressure acquisition means may be a pressure sensor that detects the internal pressure of the air spring.

  An air flow rate detecting means for detecting an air flow rate supplied to and exhausted from the air spring is further provided, wherein the estimating means includes an initial air spring internal pressure that is an air spring internal pressure when the railway vehicle is stopped, and the air flow rate detecting means. The air spring internal pressure may be estimated based on the air flow rate detected by the air spring and the air spring height detected by the air spring height detecting means.

  According to the above configuration, the initial air spring internal pressure, the air flow rate, and the air spring height are used as known physical quantities that are input to the estimating means, and the air spring internal pressure can be easily estimated.

  A pressure sensor that detects an internal pressure of the air spring is further provided, and the initial pressure in the air spring may be a pressure value detected by the pressure sensor when the railway vehicle is stopped.

  According to the above configuration, since the pressure in the air spring hardly fluctuates while the railway vehicle is stopped, even if the initial pressure in the air spring is detected by the pressure sensor, it is not necessary to consider the influence of response delay. Therefore, by detecting the initial air spring internal pressure with the pressure sensor, it is possible to obtain an accurate value of the initial air spring internal pressure, which is an initial value when the estimation means performs the process of estimating the air spring internal pressure.

  As is clear from the above description, according to the present invention, an appropriate damping effect is given to fluctuations in the height of the air spring, and the riding comfort when passing a curve is improved without changing the mechanical design. It becomes possible to make it.

  Embodiments according to the present invention will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a schematic diagram showing a railway vehicle 1 equipped with a vehicle body tilt control system according to a first embodiment of the present invention. As shown in FIG. 1, a railway vehicle 1 includes a pair of air left and right with respect to a traveling direction interposed between a vehicle body 2 on which passengers board, a vehicle 3 having wheels 4, and a vehicle body 2 and the vehicle 3. Spring 5 and 6 are provided. In the curve section of the track on which the railway vehicle 1 travels, a cant 7 (height difference) is provided on the rail mounting surface so that the rail (not shown) outside the curve becomes higher. The vehicle body 2 includes a compressor (not shown), and is configured such that compressed air from the compressor is supplied to the air springs 5 and 6.

  FIG. 2 is a schematic plan view of the vehicle body tilt control system 10 of the railway vehicle 1 shown in FIG. As shown in FIG. 2, the railcar 1 is provided with a pair of front and rear carriages 3 (a front carriage 3A and a rear carriage 3B) for one vehicle body 2. Also, a pair of left and right air springs 5A, 5B, 6A, 6B are provided for one carriage 3A, 3B, respectively. In the vicinity of the air springs 5A, 5B, 6A, 6B, the actual value of the height of the air springs 5A, 5B, 6A, 6B is obtained by detecting the amount of vertical displacement of the vehicle body 2 with respect to the carriages 3A, 3B. Detectable air spring height detection sensors 11A, 11B, 12A, and 12B are provided. The air springs 5A, 5B, 6A, 6B are provided with pressure sensors 13A, 13B, 14A, 14B that directly detect the internal pressures of the air springs 5A, 5B, 6A, 6B. Note that the weight of the vehicle body 2 supported by the air springs 5A, 5B, 6A, 6B can also be obtained by detecting the pressure in the air springs with the pressure sensors 13A, 13B, 14A, 14B when the vehicle is stopped.

  Near the center of the vehicle body 2, to the air springs 5A, 5B, 6A, 6B based on information obtained from the air spring height detection sensors 11A, 11B, 12A, 12B, pressure sensors 13A, 13B, 14A, 14B, and the like. A vehicle body tilt control device 16 is provided for determining an air mass flow rate to be supplied and exhausted. Further, between the vehicle body tilt control device 16 and the air springs 5A, 5B, 6A, 6B, the air springs 5A, 5B, 6A, Vehicle body tilting electromagnetic valve devices 15A and 15B for adjusting the supply / exhaust amount to 6B by opening and closing the valve are provided.

  FIG. 3 is a block diagram illustrating a signal flow of the vehicle body tilt control system 10 shown in FIG. As shown in FIG. 3, in the vehicle body tilt control system 10, the air spring height detection sensors 11A, 11B, 12A, 12B, pressure sensors 13A, 13B, 14A, 14B and external information (vehicle position, vehicle speed, progress) The vehicle body tilt control device 16 transmits a supply / exhaust command to the vehicle body tilt electromagnetic valve devices 15A and 15B based on the direction and the like, and controls the heights of the air springs 5A, 5B, 6A and 6B. The vehicle body tilt control device 16 includes a vehicle body tilt command calculation unit 22, state estimation observers 20A, 20B, 21A, 21B (air spring internal pressure acquisition unit) serving as estimation units, and a supply / exhaust command control unit 19 (control unit). Yes.

  The vehicle body tilt command calculation unit 22 compares external information (vehicle position, vehicle speed, traveling direction, etc.) detected by the vehicle position detection device (not shown) against a track curve database (not shown). The curvature of the track at the vehicle location is obtained, and an appropriate vehicle body inclination angle is calculated based on the curvature. The own vehicle position detection device (not shown), for example, integrates the value obtained by multiplying the wheel rotation speed obtained by the speed generator (rotary encoder) by the wheel diameter as the travel distance, and is installed near the track. And calculating the current own vehicle position on the track based on the accumulated travel distance from the position of the ground element of the ATS (Automatic Train Stop device) or ATC (Automatic Train Control device). However, GPS or the like may be used.

  The state estimation observers 20A, 20B, 21A, and 21B are the initial air spring internal pressure that is the pressure value detected by the pressure sensors 13A, 13B, 14A, and 14B when the vehicle is stopped, and the air spring height detection sensors 11A, 11B, and 12A. , 12B and actual air spring height values detected by air mass flow meters 17A, 18A, 17B, 18B (air mass flow rate detecting means) are supplied to and exhausted from air springs 5A, 5B, 6A, 6B. The air spring internal pressure is estimated based on the air mass flow rate. That is, the state estimation observers 20A, 20B, 21A, and 21B estimate the air spring internal pressure based on a known physical quantity other than the air spring internal pressure. When it is difficult to install the air mass flowmeters 17A, 18A, 17B, 18B due to problems such as space, an orifice formed in the flow path of the vehicle body tilt electromagnetic valve devices 15A, 15B, or a vehicle body tilt electromagnetic valve A value estimated from a pressure difference between the supply side and the exhaust side of the devices 15A and 15B may be used.

  The air supply / exhaust command control unit 19 includes the air spring height command value commanded from the vehicle body tilt command calculation unit 22, the air spring height results detected by the air spring height detection sensors 11A, 11B, 12A, and 12B, Based on the air spring internal pressure estimated by the state estimation observers 20A, 20B, 21A, and 21B, the supply / exhaust amount commanded to the vehicle body tilt electromagnetic valve devices 15A and 15B is calculated.

  FIG. 4 is a cross-sectional view schematically showing an air spring and the like of the vehicle body tilt control system 10 shown in FIGS. As shown in FIG. 4, the air spring is placed on the carriage via an auxiliary air chamber, and an object (mass) corresponding to a vehicle body, a passenger, or the like is placed on the air spring. The auxiliary air chamber is a sealed space that communicates with the air spring through the throttle channel, and plays a role in absorbing vibration applied to the object. The air spring communicates with the vehicle body tilting electromagnetic valve devices 15A and 15B (see FIG. 3) via an air supply / exhaust port (not shown), and is sealed except for the air supply / exhaust port and the throttle channel. The various variables described in FIG. 4 are defined as follows.

M _0: Mass Z: air spring height P _a: the air spring within the pressure [Pa]
W _a0 : initial air spring air mass [kg]
V _a0 : Initial air spring capacity [m ³ ]
A _a0 : Effective pressure receiving area in the initial air spring [m ² ]
q _i : Air mass flow rate [kg / s] entering the air spring from the body tilt solenoid valve device
q: Mass flow rate of air entering the air spring from the auxiliary air chamber [kg / s]
P _b : auxiliary air chamber pressure [Pa]
W _b0 : Initial auxiliary air indoor air mass [kg]
P ₀ : Initial air spring internal pressure n: Polytropic index [-]
P _atm : Atmospheric pressure [Pa]
A _g : Resistance characteristic coefficient [m · s] between the air spring and the auxiliary air chamber
When the process model simulating the air flow of the air spring and the auxiliary air chamber is linearized in the vicinity of the initial state, it can be described by the following basic expressions of Expressions 2 to 5.

図５は図３に示す車体傾斜制御システム１０の制御原理図である。なお、図５中に記載された各種変数は次のように定義されている。

FIG. 5 is a control principle diagram of the vehicle body tilt control system 10 shown in FIG. Various variables described in FIG. 5 are defined as follows.

q _i : Air mass flow rate [kg / s] entering the air spring from the body tilt solenoid valve device
q: Mass flow rate of air entering the air spring from the auxiliary air chamber [kg / s]
P _a: the air spring within the pressure [Pa]
P _b : auxiliary air chamber pressure [Pa]
Z: Air spring height Z _cmd : Air spring height command value K ₁ , K ₂ , K ₃ , K ₄ , K ₅ : Constant (gain)
s: Laplace operator FIG. 5 shows the control principle when the air mass flow rate entering the air spring from the vehicle body tilt electromagnetic valve devices 15A and 15B (see FIG. 3) is input and the air spring height is output. . As shown in FIG. 5, the air supply / exhaust command control unit 19 has an air spring height command value Z _cmd commanded from the vehicle body tilt command calculation unit 22 (see FIG. 3) and air spring height detection sensors 11A and 11B. , 12A, and the air spring height Z detected in 12B (see FIG. 3), the state estimation observer 20A, 20B, 21A, but with 21B (see FIG. 3) the estimated air spring within the pressure _{P a} at {^} Have been entered. (In the specification of the present application, the symbol {^} means that ^ is written on the immediately preceding symbol (P in this case).)
That is, the air supply / exhaust command control unit 19 detects the actual air spring height value Z by the air spring height detection sensors 11A, 11B, 12A, and 12B (see FIG. 3), while the vehicle body tilt command calculation unit 22 (FIG. 3). The air mass flow rate q _i entering the air springs 5A, 5B, 6A, 6B, that is, the height of the air springs 5A, 5B, 6A, 6B (see FIG. 3) While performing feedback control, the air spring internal pressure P _a {^} estimated by the state estimation observers 20A, 20B, 21A, and 21B (see FIG. 3) is fed back to the input side of the feedback control.

FIG. 6 is a control principle diagram for explaining the air supply / exhaust command control unit 19 of the vehicle body tilt control system 10 shown in FIG. As shown in FIG. 6, the air supply / exhaust command control unit 19 uses the air spring height command Z to detect the actual air spring height value Z detected by the air spring height detection sensors 11A, 11B, 12A, 12B (see FIG. 3). Negative feedback to the value _Zcmd . Further, the air supply / exhaust command control unit 19 multiplies the air spring internal pressure P _a {^} estimated by the state estimation observers 20A, 20B, 21A, 21B (see FIG. 3) by a predetermined gain K ₆ . the command value Z _cmd -Z from the air spring height command value Z _cmd by subtracting an air spring height actual value Z is made to negative feedback.

The supply and exhaust command control unit 19, predetermined gain K ₇ against the command value obtained by subtracting a value obtained by multiplying a predetermined gain K ₆ on the command value Z _cmd -Z air springs from the pressure P _a {^} Is converted to a command value for air mass flow rate. Thereby, the air spring height command value on the input side is varied so as to suppress the variation in the air spring height Z on the output side, and appropriate attenuation is given to the variation in the air spring height Z.

Note that the value obtained by multiplying the air spring internal pressure P _a {^} estimated by the state estimation observers 20A, 20B, 21A, and 21B by a predetermined gain K ₆ is obtained by using the air spring height actual value Z as the air spring height command. The air spring height command value _Zcmd may be negatively _fed back before being negatively _fed back to the value _Zcmd .

  Next, estimation processing of the state estimation observers 20A, 20B, 21A, and 21B will be described. First, the state variable is represented by Equation 6 below.

入力を以下の数式７とする。

The input is represented by Equation 7 below.

そして、前述した数式２〜５に基づいて状態方程式を求めると、以下の数式８及び９のように表される。なお、数式８及び９中におけるＡ，Ｂ，Ｃはゲイン行列である。

And when a state equation is calculated | required based on Numerical formula 2-5 mentioned above, it represents like the following Numerical formula 8 and 9. Note that A, B, and C in Equations 8 and 9 are gain matrices.

次いで、状態変数の推定値ベクトルを以下の数式１０で定義すると、数式１１が求められる。なお、数式１１におけるＫはオブザーバゲイン行列である。

Next, when an estimated value vector of the state variable is defined by the following Expression 10, Expression 11 is obtained. Note that K in Expression 11 is an observer gain matrix.

以上のような状態推定オブザーバ２０Ａ，２０Ｂ，２１Ａ，２１Ｂは、例えば図７で表現することができる。

The state estimation observers 20A, 20B, 21A, and 21B as described above can be expressed, for example, in FIG.

  FIG. 7 is an estimation principle diagram for explaining the state estimation observers 20A, 20B, 21A, and 21B shown in FIG. As shown in FIG. 7, the state estimation observers 20A, 20B, 21A, and 21B estimate the air spring internal pressure based on the initial air spring internal pressure, the air mass flow rate, and the air spring height. In FIG. 7, K is an observer gain matrix of Expression 11, and A, B, and C are gain matrices of Expressions 8 and 9. The initial pressure in the air spring is the pressure in the air spring detected by the pressure sensors 13A, 13B, 14A, and 14B (see FIG. 3) in the initial state (vehicle stop state), and is included in the gain matrices A and B. .

  The error e is defined by the following formula 12.

そうすると、数式８及び数式１１より以下の数式１３が求められる。

Then, the following Expression 13 is obtained from Expression 8 and Expression 11.

よって、以下の数式１４のような誤差システムを表現することできる。

Therefore, an error system like the following Expression 14 can be expressed.

数式１４を見れば分かるように、Ａ−ＫＣの固有値（複素数）を、その実数部分がより負の大きい値（複素左平面のより左側）になるように設定すれば、より早くｅ（ｔ）→０、即ち、ｘ{＾}（ｔ）→ｘ（ｔ）とすることができ、推定速度が向上する。

As can be seen from Equation 14, if the eigenvalue (complex number) of A-KC is set so that its real part becomes a larger negative value (left side of the complex left plane), e (t) becomes faster. → 0, that is, x {^} (t) → x (t), and the estimated speed is improved.

According to the configuration described above, not only is the feedback control of the air spring height, but also the inside of the air spring corresponding to a physical quantity obtained by integrating the air mass flow rate q _i entering the air springs 5A, 5B, 6A, 6B once with respect to time. and it is fed back to the input side of the feedback control of the pressure P _a. As a result, an appropriate damping effect can be imparted to fluctuations in the air spring height Z. That is, while referring to the deviation between the actual air spring height value Z and the air spring height command value Z _cmd , feedback is made so that the actual air spring height value Z approaches the air spring height command value Z _cmd. If only control is performed, fluctuations due to disturbance or the like can occur. However, in the present invention, since the following variations in the air spring internal pressure P _a which occurs when the feedback control is also fed back in accordance with the input side of the feedback control can be added to suppress damping large fluctuations.

For example, when the air spring internal pressure P _a is raised by the air supply operation when tilting the vehicle body 2, by correcting so as to suppress the rise of the air spring height command value Z _cmd, further air supplying operation The excessive fluctuation of the air spring height Z due to can be prevented. Meanwhile, when the lowered air spring within the pressure P _a by evacuation operation to return the vehicle body 2 horizontally, by correcting to suppress air spring height command value falling width Z _cmd, according to a further exhaust operation Excessive fluctuations in the air spring height Z can be prevented. Therefore, an appropriate damping effect is given to the fluctuation of the air spring height Z, and it is possible to improve the riding comfort when passing a curve without changing the mechanical design.

Further, the state estimation observers 20A, 20B, 21A, and 21B are used as air spring internal pressure acquisition means, and the air spring internal pressure P _a {^} is estimated by calculation using a known physical quantity other than the air spring internal pressure. Runode, a response delay, such as in the case of utilizing physically directly detect an air spring internal pressure P _a in the variation does not occur. Therefore, the damping action of the air springs 5A, 5B, 6A, 6B is realized with high accuracy, and the riding comfort when passing through the curve can be improved more reliably.

Further, since the pressure in the air spring hardly fluctuates in the initial state (during stop) of the railway vehicle 1, the initial air spring pressure P ₀ used for the state estimation observers 20A, 20B, 21A, and 21B is used as the pressure sensors 13A and 13B. , 14A, 14B, even if directly detected, there is no need to worry about response delay. Thus, initial air spring internal pressure P _o of the pressure sensor 13A, by detecting directly 13B, 14A, the 14B, the state estimation observer 20A, 20B, 21A, when performing the estimation processing of the air spring within the pressure _{P a} by 21B An accurate value of the initial air spring pressure P ₀ that is an initial value can be acquired.

(Second Embodiment)
FIG. 8 is a block diagram illustrating the signal flow of the vehicle body tilt control system 110 according to the second embodiment of the present invention. In addition, about the part which is common in FIG. 3 of 1st Embodiment, the same code | symbol is attached | subjected and description is abbreviate | omitted. As shown in FIG. 8, the vehicle body tilt control system 110 uses the pressure sensors 13A, 13B, 14A, and 14B as the air spring internal pressure acquisition means without using the state estimation observer. That is, the internal pressures of the air springs 5A, 5B, 6A, and 6B directly detected by the pressure sensors 13A, 13B, 14A, and 14B are input to the supply / exhaust command control unit 19 of the vehicle body tilt control device 116. Since other configurations are the same as those of the first embodiment, description thereof is omitted. Further, the difference between the steady pressures in the left and right air springs generated against the centrifugal force when passing through the curve of the vehicle is removed by a low-pass filter or is subtracted beforehand by static calculation, and then the air supply / exhaust command control unit 19 It is good to input into.

(simulation result)
FIG. 9 is a Bode diagram showing the result of simulating the first embodiment of the present invention. The Bode diagram of FIG. 9 is a Bode diagram of the closed loop transfer function characteristic when the air spring height command value is input and the actual air spring height is output. As shown in FIG. 9, the gain K ₆ Five gain K ₆₁ in FIG. _{6, K 62, K 63,} K 64, K 65 (0 = K 61 <K 62 <K 63 <K 64 <K 65) Calculated separately. For example, if the gain K ₆ = K ₆₃ is set, the amplitude is close to zero in the frequency band (1 Hz or less) of the air spring, no resonance peak is generated, and the phase is generated only to a degree that can be controlled. It can be seen that an effective attenuation effect can be obtained.

  FIG. 10A is a graph showing the time course of the air spring height simulated by the step response of the conventional vehicle body tilt control system, and FIG. 10B is the air spring height simulated by the step response of the first embodiment of the present invention. It is a graph showing time passage. In FIG. 10A, the actual air spring height value fluctuates as it approaches the command value after 2 [sec] when the step input is made to the air spring height command value. On the other hand, in FIG. 10B, since the air spring height command value is corrected by negative feedback of the air spring internal pressure, the actual air spring height value does not fluctuate and approaches the command value. It turns out that is effective.

  FIG. 11A is a graph showing the time course of the air spring internal pressure simulated by the step response of the conventional vehicle body tilt control system, and FIG. 11B is the air spring internal pressure simulated by the step response of the first embodiment of the present invention. It is a graph showing time passage. That is, FIG. 11 (a) corresponds to FIG. 10 (a), and FIG. 11 (b) corresponds to FIG. 10 (b). In FIG. 11A, the air spring pressure actual value fluctuates so as to wave for a long time after 2 [sec] when the step input is made to the air spring height command value. On the other hand, in FIG. 11B, it can be seen that the fluctuations in the actual value in the air spring pressure and the estimated value in the air spring are within a short time, and the damping is effective. Also, from FIG. 11B, it can be seen that the actual value in the air spring pressure and the estimated value in the air spring are substantially the same, and the estimation of the air spring pressure is performed with high accuracy.

In the above-described embodiment, the linear state estimation observer is exemplified as the estimation unit. However, a state estimation observer obtained by nonlinearly expanding the state estimation observer, or various filters such as a Kalman filter and an _H∞ filter may be used as the estimation unit. . In the embodiment described above, the air flow rate in the process model considering the air flow of the air spring and the auxiliary air chamber is expressed by the air mass flow rate, but the air corresponding to the air mass flow rate divided by the air density. Volume flow may be used. Further, in the above-described embodiment, the state estimation observer is constructed with a model corresponding to a quarter of a vehicle in which one mass is supported by one air spring. The state estimation observer may be constructed using a model corresponding to 1/2 vehicle with a mass supported by two air springs or a model corresponding to one vehicle with one mass supported by four air springs.

  As described above, the vehicle body tilt control system for a railway vehicle according to the present invention has an excellent effect of improving the riding comfort when passing through a curve, and it is beneficial to be widely applied to railway vehicles that can demonstrate the significance of this effect. .

1 is a schematic diagram showing a railway vehicle equipped with a vehicle body tilt control system according to a first embodiment of the present invention. It is a schematic plan view explaining the flow of the signal of the vehicle body tilt control system of the railway vehicle shown in FIG. FIG. 3 is a block diagram of the vehicle body tilt control system shown in FIG. 2. FIG. 4 is a cross-sectional view schematically showing an air spring and the like of the vehicle body tilt control system shown in FIGS. 2 and 3. FIG. 4 is a control principle diagram of the vehicle body tilt control system shown in FIG. 3. FIG. 6 is a control principle diagram illustrating a supply / exhaust command control unit of the vehicle body tilt control system shown in FIG. 5. It is an estimation principle figure explaining the state estimation observer shown in FIG. It is a block diagram explaining the flow of the signal of the vehicle body tilt control system which concerns on 2nd Embodiment of this invention. It is a Bode diagram showing the result of having simulated the 1st embodiment of the present invention. (A) is the graph showing the time passage of the air spring height which simulated the conventional vehicle body tilt control system by the step response, (b) The time passage of the air spring height which simulated the first embodiment of the present invention by the step response. It is a graph showing. (A) is the graph showing the time passage of the air spring internal pressure simulated by the step response of the conventional vehicle body tilt control system, (b) the time passage of the air spring internal pressure simulated by the step response of the first embodiment of the present invention. It is a graph showing. It is a control principle figure of the conventional vehicle body tilt control system.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railway vehicle 2 Car body 3 (3A, 3B) Carriage 5, 6 (5A, 5B, 6A, 6B) Air spring 10,110 Car body inclination control system 11A, 11B, 12A, 12B Air spring height detection sensor (air spring height Detection means)
13A, 13B, 14A, 14B Pressure sensors 15A, 15B Car body tilt solenoid valve devices 16, 116 Car body tilt control devices 17A, 17B, 18A, 18B Air mass flowmeter (air flow detection means)
19 Supply / exhaust command control unit (control means)
20A, 20B, 21A, 21B State estimation observer (estimating means)

Claims (5)

A vehicle body tilt control system for a railway vehicle in which air springs that are paired on the left and right with respect to the traveling direction are interposed between the carriage and the vehicle body, and the vehicle body can be tilted by controlling the height of each air spring. There,
Air spring height detecting means for detecting the height of each air spring;
Control means for feedback-controlling the height of the air spring based on a given air spring height command value while detecting the air spring height by the air spring height detecting means;
An air spring internal pressure obtaining means for obtaining an internal pressure of the air spring;
The control means feeds back the air spring internal pressure obtained by the air spring pressure obtaining means to the input side of the feedback control so as to give a damping action to fluctuations in the air spring height. Vehicle body tilt control system.   2. The railway vehicle according to claim 1, wherein the control unit negatively feeds back a value obtained by multiplying an air spring internal pressure obtained by the air spring pressure obtaining unit by a predetermined gain to the air spring height command value. 3. Body tilt control system.   The railway vehicle body tilt control system according to claim 1, wherein the air spring internal pressure acquisition unit is an estimation unit that estimates an air spring internal pressure based on a known physical quantity. An air mass flow rate detecting means for detecting an air mass flow rate supplied to and exhausted from the air spring;
The estimation means includes an initial air spring internal pressure that is an air spring internal pressure when the railway vehicle is stopped, an air flow detected by the air mass flow detection means, and an air detected by the air spring height detection means. 4. The vehicle body tilt control system for a railway vehicle according to claim 3, wherein the pressure in the air spring is estimated based on the spring height. A pressure sensor for detecting an internal pressure of the air spring;
The railway vehicle body tilt control system according to claim 4, wherein the initial air spring internal pressure is a pressure value detected by the pressure sensor when the railway vehicle is stopped.

Images