JP6864490B2 - Vibration control device for railway vehicles - Google Patents

Description

The present invention relates to a vibration control device for a railway vehicle provided with a stopper that limits the lateral displacement of the vehicle body with respect to the bogie within an allowable range.

In a railroad vehicle, a stopper that limits the lateral displacement of the vehicle body with respect to the bogie within an allowable range in order to prevent the vehicle body from being displaced beyond the vehicle limit due to a large left-right relative displacement between the vehicle body and the bogie while traveling. Is provided. While traveling on a curve, the vehicle body may be significantly displaced toward the outer rail due to the action of centrifugal force, and a collision of stoppers may occur. When a stopper collision occurs, the vibration is transmitted to the vehicle body, which deteriorates the ride quality of passengers.

In the technique disclosed in Patent Document 1, it is determined whether the traveling track is a straight section or a curved section based on the stroke amount acquired from the stroke sensor, and if it is determined that the traveling line is traveling in the curved section, it is determined. Yaw control Sky hook control command value is output to prevent stopper contact.

Japanese Patent No. 5255780

However, in the technique of Patent Document 1, since the control for preventing the stopper from hitting is started after the vehicle enters the curved section, the displacement suppression of the vehicle body becomes insufficient when the actuator with a small thrust is used, and the stopper hits. May occur.

Therefore, an object of the present invention is to suitably prevent deterioration of riding comfort due to a stopper collision with a simple configuration.

The rolling stock vibration control device according to one aspect of the present invention includes a stopper that limits the lateral displacement of the vehicle body with respect to the trolley within an allowable range, and an actuator that relatively displaces the vehicle body to the left and right with respect to the trolley. A vehicle vibration control device, a controller that outputs a thrust command value to the actuator, a traveling position detector that detects a traveling position on the track of the railway vehicle based on track information data and vehicle position information, and a traveling position detector. When the traveling position detector detects that the rolling stock is traveling in an entrance straight section consisting of a predetermined range immediately before the curved section, the controller moves the vehicle body to the inner rail side of the curved section. An offset command value for operating the actuator in a relative displacement direction is generated, and the offset command value is added to the thrust command value.

According to the above configuration, before the vehicle enters the curved section, the actuator operates in a direction in which the vehicle body is displaced relative to the inner rail side of the curved section with respect to the bogie, so that the distance to the stopper is increased in advance. Therefore, even if the vehicle body moves to the outer rail side due to centrifugal force during traveling in a curved section, collision of the stopper is less likely to occur.

According to the present invention, the riding comfort can be improved with a simple configuration.

It is a schematic diagram of the railroad vehicle provided with the vibration control device which concerns on embodiment. It is a block diagram of the vibration control device shown in FIG. It is a flowchart explaining the control by the vibration control device shown in FIG. It is a flowchart explaining the offset control shown in FIG. It is a flowchart explaining the suppression control shown in FIG. It is a graph which schematically explains an example of offset control and suppression control. It is a graph which schematically explains another example of offset control and suppression control. It is a graph which shows the simulation result of the active suspension control which compared the presence or absence of offset control. It is a graph which shows the simulation result of the active suspension control with offset control which contrasted the presence or absence of suppression control.

Hereinafter, embodiments will be described with reference to the drawings. In the following description, the vehicle longitudinal direction, which is the direction in which the railway vehicle travels, is referred to as the front-rear direction, and the vehicle width direction (lateral direction) orthogonal to the vehicle longitudinal direction is referred to as the left-right direction.

FIG. 1 is a schematic view of a railroad vehicle 1 provided with the vibration control device 10 according to the embodiment. As shown in FIG. 1, the railroad vehicle 1 includes a vehicle body 2 having a passenger compartment S, a bogie 3 supporting the vehicle body 2, and a secondary suspension 4 (for example, air) interposed between the vehicle body 2 and the bogie 3. It is equipped with a spring). The bogie 3 includes a bogie frame 3a, a wheel set 3b, a axle box 3c that rotatably supports the wheel set 3b, and a primary suspension 3d (for example, a coil spring) interposed between the bogie frame 3a and the axle box 3c. Has. The vehicle body 2 can be displaced left and right relative to the bogie 3 mainly due to the elastic deformation of the secondary suspension 4.

The underframe 2a of the vehicle body 2 is provided with a vehicle body side bracket 2b projecting downward, and the bogie frame 3a is provided with a bogie side bracket 3e projecting upward. An actuator 5 is interposed between the vehicle body side bracket 2b and the bogie side bracket 3e. The actuator 5 is configured to perform a horizontal straight motion in the left-right direction and move the vehicle body 2 relative to the left and right with respect to the bogie frame 3a. Although an electromagnetic actuator is used for the actuator 5, an actuator of another type (for example, a pneumatic type or a hydraulic type) may be used.

The bogie frame 3a is provided with a pair of stoppers 6 protruding upward on both the left and right sides of the vehicle body side bracket 2b. In a state where the center in the left-right direction of the vehicle body 2 coincides with the center in the left-right direction of the bogie 3, the vehicle body side bracket 2b is arranged at the center between the pair of stoppers 6 with a gap from the pair of stoppers 6. The stopper 6 limits the left-right displacement of the vehicle body 2 with respect to the bogie 3 within an allowable range. That is, when the vehicle body 2 is largely displaced to the left and right with respect to the bogie 3, the vehicle body side bracket 2b hits the stopper 6 to prevent the vehicle body from exceeding the vehicle limit. However, when the vehicle body side bracket 2b collides with the stopper 6, vibration is transmitted to the vehicle body 2 due to the impact.

In the curved section of the track 7 on which the railroad vehicle 1 travels, the cant 8 is placed on the rail mounting surface so that the rail 7b (outer rail) outside the curve is higher than the rail 7a (inner rail) inside the curve. (Height difference) is provided. A force toward the inner rail side is applied to the vehicle body 2 by the cant 8, and the force acts so as to cancel the centrifugal force toward the outer rail side applied to the railway vehicle 1 traveling on a curve. Centrifugal force depends on the traveling speed when traveling on a curve. The traveling speed at which the centrifugal force applied to the vehicle body 2 toward the outer rail side due to the curved running and the force applied to the vehicle body 2 toward the inner rail side due to the cant 8 are balanced is referred to as a balanced speed.

The vehicle body 2 is equipped with an acceleration sensor 9 that detects acceleration in the left-right direction. The vehicle body 2 is equipped with a vibration control device 10 which is a controller that controls the actuator 5 according to the left-right acceleration detected by the acceleration sensor 9. Hereinafter, the configuration and operation of the vibration control device 10 will be described in detail.

FIG. 2 is a block diagram of the vibration control device 10 shown in FIG. As shown in FIG. 2, the vibration control device 10 includes a processor, a volatile memory, a non-volatile memory, an I / O interface, and the like. The vibration control device 10 includes an active suspension control unit 11, a track information storage unit 12, a traveling position detection unit 13, an offset control unit 14, a determination unit 15, and a suppression control unit 16. The active suspension control unit 11, the traveling position detection unit 13, the offset control unit 14, the determination unit 15, and the suppression control unit 16 are such that the processor performs arithmetic processing using the volatile memory based on the program stored in the non-volatile memory. It is realized by. The orbit information storage unit 12 is realized by a non-volatile memory.

The active suspension control unit 11 controls the actuator 5 so as to relatively displace the vehicle body 2 with respect to the carriage 3 at a speed opposite to the vibration speed in the left-right direction of the vehicle body 2. For example, the active suspension control unit 11 integrates the left-right acceleration detected by the acceleration sensor 9 to calculate the vibration speed in the left-right direction, and the vehicle body 2 has a speed opposite to the vibration speed by known skyhook control. _Is generated as an active suspension command value F sus, and the active suspension command value F _sus is output to the actuator 5. That is, the active suspension command value F _sus is a value that is output regardless of the detection result of the traveling position detection unit 13 described later.

The track information storage unit 12 stores a so-called kilometer map as track information in advance, and the track information includes information that can determine the location of a curved section on the track. The traveling position detection unit 13 calculates the traveling distance of the railway vehicle 1 as vehicle position information by integrating the wheel rotation speeds detected by the wheel rotation speed sensor 17 mounted on the railway vehicle 1, and stores the track information from the traveling distance. The current traveling position on the track is detected based on the track information of the unit 12. The traveling position detection unit 13 may detect the current traveling position on the track of the railway vehicle 1 by another method. For example, the traveling position detection unit 13 acquires the vehicle position by using other means such as GPS, and the vehicle. The current traveling position on the track of the railway vehicle 1 may be detected based on the position and the track information.

The offset control unit 14 has a direction in which the vehicle body 2 is displaced relative to the inner rail side of the curved section when the traveling position detecting unit 13 detects that the railroad vehicle 1 is traveling in an entrance straight section consisting of a predetermined range immediately before the curved section. _{The offset command value F off} for operating the actuator 5 is generated, and the offset command value F _off is output to the actuator 5. The entrance straight section is, for example, a section of a straight section adjacent to the front side of the curved section within a predetermined distance range from the curved section entrance to the front side.

When the traveling position detection unit 13 detects that the railway vehicle 1 is traveling in the curved section, the determination unit 15 causes the active suspension command value F _{sus to} be displaced relative to the bogie 3 and the vehicle body 2 to the outer rail side of the curved section. It is determined whether or not the value is in the direction of the vehicle. For example, when the thrust of the actuator 5 is a positive value (extension), the vehicle body 2 is displaced to the right with respect to the trolley 3, and when the thrust of the actuator 5 is a negative value (contraction), the vehicle body 2 is displaced with respect to the trolley 3. When the curve section is bent toward the left side (that is, the left side is on the inner rail side and the right side is on the outer rail side), the determination unit 15 determines that the active suspension command value F _sus is Judge whether it is a positive value or not.

The suppression control unit 16 sets a suppression coefficient w (0 <w ≦ 1) to be multiplied _{by the active suspension command value F sus.} In the suppression control unit 16, the traveling position detection unit 13 detects that the railroad vehicle 1 is traveling in a curved section, and the active suspension command value F _sus is on the outer rail side of the curved section with respect to the bogie 3. When the determination unit 15 determines that the value is in the direction of relative displacement to, as shown in FIG. 3 or 4, the peak value _{of the active suspension command value F sus in the direction in which the vehicle body 2 is relatively displaced toward the outer rail side of the curved section.} The suppression coefficient w is determined so as to suppress (w <1).

FIG. 3 is a flowchart illustrating control by the vibration control device 10 shown in FIG. FIG. 4 is a flowchart illustrating the offset control shown in FIG. FIG. 5 is a flowchart illustrating the suppression control shown in FIG. As shown in FIGS. 2 and 5, the active suspension control unit 11 acquires the left-right acceleration of the vehicle body 2 from the acceleration sensor 9 (step S1). The active suspension control unit 11 integrates the acquired left-right acceleration to calculate the vibration speed in the left-right direction, and uses skyhook control to displace the vehicle body 2 relative to the carriage 3 at a speed opposite to the vibration speed. The active suspension command value F _sus to be caused is generated (step S3). At the same time, the offset control routine (step S3) and the suppression control routine (step S4) are also executed.

As shown in FIGS. 2 and 4, in the offset control routine (step S3 of FIG. 3), first, the traveling position detection unit 13 travels the railway vehicle 1 by integrating the wheel rotation speeds detected by the wheel rotation speed sensor 17. The distance is calculated as vehicle position information, and the current traveling position (point) on the track is detected based on the track information of the track information storage unit 12 from the traveling distance (step S11). Then, the traveling position detection unit 13 detects whether or not the railway vehicle 1 is traveling in the entrance straight section or the curved section consisting of the predetermined distance range immediately before the curved section (step S12). If No in step S12, it is determined that offset control is unnecessary because the vehicle is traveling in a straight section far away from the next curved section, and the offset command value F _off is output as zero (step S17).

When it is determined in step S12 that the vehicle is traveling in the straight entrance section, the current traveling speed V obtained from the wheel rotation speed sensor 17 is centrifugal toward the outer rail side applied to the vehicle body 2 when traveling in the next curved section. determine equilibrium velocity V _e is greater than or not a running speed of force is balanced towards the curve inside exerted on the vehicle body 2 by the force and Kant 8 (step S13). Information on the curvature of the curved section and the angle of the cant 8 is stored as orbital information in the orbital information storage unit 12. If No in step S13, it is determined that offset control is unnecessary because the vehicle body 2 does not generate excessive centrifugal force toward the outer rail side, and the offset command value F _off is output as zero (step S17).

In the case of Yes in step S13, the offset control unit 14 turns from the orbit information stored in the orbit information storage unit 12 to the direction of the curve of the next curve section, that is, whether the next curve section is a left turn or a right turn. (Step S14). _{Next, the offset control unit 14 calculates the offset command value F off} so that the vehicle body 2 is displaced relative to the bogie 3 toward the inner rail side of the next curved section (step S15). For example, when the thrust of the actuator 5 is a positive value (extension), the vehicle body 2 is displaced to the right with respect to the trolley 3, and when the thrust of the actuator 5 is a negative value (contraction), the vehicle body 2 is displaced with respect to the trolley 3. When the curve section is bent to the left (that is, the left side is the inner rail side and the right side is the outer rail side), the offset control unit 14 sets the offset command value F _off to a negative value. To do. As a result, as shown in FIG. 6 or 7, the active suspension command value F _sus is offset to the negative side (F _sus + F _off ). In the present embodiment, the absolute value of the offset command value F _off is a constant value, but it may be a variable value.

_{Then, the offset control unit 14 applies} a change rate limiter to the offset command value F off so that the rate of change of the thrust command value output to the actuator 5 does not become too large and the ride quality of the passenger deteriorates, and then the offset command is given. The value F _off is output (step S16). Even when it is determined in step S12 that the vehicle is traveling in the curved section, the offset control unit 14 executes the above-mentioned steps S13 to S16.

As shown in FIGS. 2 and 5, in the suppression control routine (step S4 in FIG. 3), first, the traveling position detection unit 13 performs the current traveling position (in the track of the railway vehicle 1) on the track of the railway vehicle 1 as in the above-mentioned step S11. (Point) is detected (step S21). Then, the traveling position detection unit 13 detects whether or not the railway vehicle 1 is traveling in the entrance straight section or the curved section (step S22). If No in step S22, it is _{determined that suppression control of the active suspension command value F sus} is unnecessary because stopper collision does not occur, and the suppression coefficient w is output as 1 (step S27).

When it is determined in step S22 that the vehicle is traveling in the entrance straight section or the curved section, it is determined whether or not _{the current traveling speed V is larger than the equilibrium speed V e, as in step 13 described above (step S23).} .. If No in step S23, it is determined that suppression control is unnecessary because the vehicle body 2 does not generate excessive centrifugal force toward the outer rail side, and the suppression coefficient w is output as 1 (step S27).

In the case of Yes in step S23, the suppression control unit 16 acquires the direction of the curve in the curve section in the same manner as in step S14 described above (step S24). Next, the determination unit 15 _{determines whether or not the active suspension command value F sus} is a value in a direction in which the vehicle body 2 is displaced relative to the outer rail side of the curved section with respect to the bogie 3. For example, when the thrust of the actuator 5 is a positive value (extension), the vehicle body 2 is displaced to the right with respect to the trolley 3, and when the thrust of the actuator 5 is a negative value (contraction), the vehicle body 2 is displaced with respect to the trolley 3. When the curve section is bent to the left (that is, the left side is the inner rail side and the right side is the outer rail side), the determination unit 15 has a positive _{value of the active suspension command value F sus.} Judge whether or not.

In the case of No in step S25, suppression control of the active suspension command value F _sus for active suspension command value F _sus is the value of the direction which does not cause the stopper collision is determined to be unnecessary, and outputs the suppression coefficient w as 1 (Step S27). In the case of Yes in step S25, the suppression control unit 16 determines the suppression coefficient w so as to suppress the peak value _{of the active suspension command value F sus} in the direction in which the vehicle body 2 is relatively displaced toward the outer rail side of the curved section. (Step S26). For example, as shown in FIG. 6 (w · F _sus + F _off ), the suppression coefficient w may be determined so as to smoothly suppress the peak value on the outer rail side of the active suspension command value F _{sus, or FIG. 7} As shown in the above, the suppression coefficient w may be determined so as to provide a limiter at the peak value on the outer rail side of _{the active suspension command value F sus.}

Returning to FIG. 3, the active suspension control unit 11 calculates the thrust command value F commanded to the actuator 5 by the following mathematical formula 1 based on the values output in steps S2 to S4 (step S5). That is, the active suspension command value F _sus is corrected by the suppression coefficient w, and is offset to the inner rail side by the _{offset command value F off.}
[Formula 1]
F = w ・ F _sus + F _off

When the thrust command value F is commanded to the actuator 5, the active suspension control unit 11 outputs the thrust command value F via an actuator limiter set so that the actuator 5 does not exceed the operating limit. That is, the active suspension control unit 11 commands the thrust command value F to the actuator 5 as it is when the thrust command value F does not exceed the predetermined limit value L, and when the thrust command value F exceeds the limit value L, the limit value L Is commanded to the actuator 5 as a thrust command value (step S6).

FIG. 8 is a graph showing a simulation result of active suspension control comparing the presence / absence of offset control. According to the simulation result of FIG. 8, the actuator thrust is reduced by executing the offset control at the stage when the vehicle enters the entrance straight section. Due to the effect of the restoring force of the air spring of the secondary suspension, the offset amount is slightly reduced in the latter half of the inlet straight section and then converges to a certain offset amount. Then, after the vehicle enters the curved section, the stopper collision (left-right movement stopper displacement amount = 40 mm) is repeated in the _{active suspension control (F sus) without the offset control.} As a result, the left-right acceleration generated in the vehicle body suddenly fluctuates due to the stopper collision. On the other hand, in the active suspension control (F _sus + F _off ) with offset control, the lateral movement stopper displacement amount is kept less than 40 mm to avoid the stopper collision. This prevents the occurrence of sudden fluctuations in the left-right acceleration that occurs in the vehicle body.

FIG. 9 is a graph showing a simulation result of active suspension control with offset control in comparison with the presence / absence of suppression control. According to the simulation result of FIG. 9, the actuator thrust is reduced by executing the offset control at the stage when the vehicle enters the entrance straight section. Due to the effect of the restoring force of the air spring of the secondary suspension, the offset amount is slightly reduced in the latter half of the inlet straight section and then converges to a certain offset amount. Then, after the vehicle enters the curved section, the stopper collision (left-right movement stopper displacement amount = 40 mm) is repeated in the _{active suspension control (F sus) without the offset control.} As a result, the left-right acceleration generated in the vehicle body suddenly fluctuates due to the stopper collision. On the other hand, in active suspension control (F _sus + F _off ) with offset control, the amount of lateral movement stopper displacement is kept less than 40 mm to avoid stopper collision. This prevents the occurrence of sudden fluctuations in the left-right acceleration that occurs in the vehicle body.

According to the configuration described above, before the railroad vehicle 1 enters the curved section, the actuator 5 operates in the direction in which the vehicle body 2 is displaced relative to the inner rail side of the curved section with respect to the bogie 3, so that the vehicle body side. The distance from the bracket 2b to the stopper 6 on the outer rail side is increased in advance. Therefore, even if the vehicle body 2 moves to the outer rail side due to centrifugal force during traveling in a curved section, the stopper 6 is less likely to collide. Therefore, the ride quality can be improved with a simple configuration.

Further, since the offset control is performed by using the actuator 5 used for the active suspension control that displaces the vehicle body 2 relative to the carriage 3 at a speed opposite to the vibration speed in the vehicle width direction of the vehicle body 2, the offset control is performed. It is not necessary to install a dedicated actuator, and the cost increase can be suppressed. Further, when the traveling speed is smaller than the equilibrium speed, that is, when the possibility of collision of the stopper 6 is low, the offset control is not performed, so that the unnecessary operation of the actuator 5 can be eliminated. Further, after entering the curved section, _{the peak value of the active suspension command value F sus} in the direction of relative displacement of the vehicle body 2 to the outer rail side is suppressed, so that the collision of the stopper 6 occurs even when the actuator 5 having a small thrust is used. The possibility of occurrence can be further reduced.

In the above-described embodiment, both the offset control and the suppression control are executed as the control for avoiding the stopper collision (F = w · F _sus + F _off ), but only the suppression control is executed without the offset control. It may be (F = w · F _sus ). Further, in the above-described embodiment, the suppression control is executed in both the entrance straight section and the curved section, but it may be executed in only one of the entrance straight section or the curved section. In the above-described embodiment, the skyhook control is used as the active suspension control, but it may be a vibration damping control in which the vehicle body 2 is displaced relative to the carriage 3 at a speed opposite to the vibration speed in the left-right direction of the vehicle body 2. Alternatively, other control modes may be used.

1 Railroad vehicle 2 Body 3 Bogie 5 Actuator 6 Stopper 10 Vibration control device 11 Active suspension control unit (controller)
13 Traveling position detection unit 14 Offset control unit (controller)
15 Judgment unit 16 Suppression control unit (controller)

Claims (4)

A vibration control device for a railway vehicle provided with a stopper that limits the left-right displacement of the vehicle body with respect to the bogie within an allowable range, and an actuator that relatively displaces the vehicle body to the left and right with respect to the bogie.
A controller that outputs a thrust command value to the actuator,
A traveling position detector that detects a traveling position of the railway vehicle on the track based on track information data and vehicle position information is provided.
When the traveling position detector detects that the railroad vehicle is traveling in an entrance straight section consisting of a predetermined range immediately before the curved section, the controller displaces the vehicle body relative to the inner rail side of the curved section. A vibration control device for a railway vehicle that generates an offset command value for operating the actuator in a direction and adds the offset command value to the thrust command value. The controller operates the actuator so as to relatively displace the vehicle body with respect to the carriage at a speed opposite to the vibration speed in the left-right direction of the vehicle body regardless of the detection result of the traveling position detector. The vibration control device for a railroad vehicle according to claim 1, wherein an active suspension command value to be caused is generated, and the active suspension command value is added to the thrust command value. When the traveling position detector detects that the railroad vehicle is traveling in the entrance straight section or the curved section, the active suspension command value is such that the vehicle body is relative to the outer rail side of the curved section with respect to the trolley. Further equipped with a judgment device for determining whether or not the value is in the direction of displacement,
In the controller, the traveling position detector detects that the railroad vehicle is traveling in the curved section, and the active suspension command value is on the outer rail side of the curved section with respect to the bogie. When the determination device determines that the value is in the direction of relative displacement to, the thrust command value so as to suppress the peak value of the active suspension command value in the direction in which the vehicle body is relatively displaced toward the outer rail side of the curved section. 2. The vibration control device for a railroad vehicle according to claim 2. The controller is a balanced speed, which is a traveling speed in which the centrifugal force applied to the vehicle body toward the outer rail side due to the traveling in the curved section and the force applied to the vehicle body toward the inner rail side due to the cant of the curved section are balanced. The vibration control device for a railway vehicle according to any one of claims 1 to 3, wherein the offset command value is set to zero when the current traveling speed is smaller than that of the above.

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