JP6999076B2 - Railroad vehicle body control device - Google Patents

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 adjusting device capable of adjusting the height of the vehicle body with respect to a bogie.

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

Patent Document 1 discloses a configuration in which an electromagnet is used to control wheels so as not to separate from the rail as a means for preventing derailment and overturning of a railway vehicle.

Japanese Unexamined Patent Publication No. 2012-201179

Railway Technical Research Institute Report Vol.21, No.12 (2007) "Analysis on Improvement of Driving Safety during Earthquakes by Improving Bogies" 27th Railway Technical Research Institute Lecture (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 additional cost increase and weight increase.

The vehicle body control device for a railway vehicle according to one aspect of the present invention is a vehicle body control device for preventing derailment due to an earthquake of a railway vehicle provided with a vehicle height adjusting device capable of adjusting the vehicle body height with respect to the trolley. When the generation information is detected, the vehicle weight center position control unit that executes derailment prevention control that controls the vehicle height adjusting device so as to lower the height of the center of gravity position of the vehicle body is provided.

According to the above configuration, when an 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 regulates the abnormal rise of the vehicle body with respect to the trolley 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 is less likely to interfere with the carriage frame, and the occurrence of wheel load loss due to stopper interference is suppressed. Therefore, in a railroad vehicle equipped with a vehicle height adjusting device, the possibility of derailment due to an earthquake can be reduced while suppressing additional cost and weight increases.

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 trolley and a valve device for adjusting the supply and exhaust of the air springs, and the vehicle body. The vehicle weight center position control unit includes 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, and the vehicle weight center position control unit is used 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 drive device may be controlled so that the actuator generates a thrust in a direction that causes the vehicle body to be displaced downward. ..

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

The target vehicle body tilt angle calculation unit that calculates the target tilt angle of the vehicle body when passing through the curved section of the railway vehicle, and the valve device while detecting the height of the air spring so that the vehicle body has the target tilt angle. The vehicle weight center position control unit is further provided with an air spring height control unit for controlling the air spring, and the vehicle weight center position control unit is provided with the air spring so as to lower the height of the vehicle body while maintaining the target inclination angle in the derailment prevention control. The valve device may be controlled by correcting the supply / exhaust command value of the height control unit.

According to the above configuration, since the vehicle body tilt control is executed in parallel with the derailment prevention control even after the detection of the earthquake occurrence information, the center of gravity of the vehicle does not move to the outer ring side even if an earthquake occurs while passing the curve, and the inner ring does not move. It is possible to prevent the wheel weight from coming off.

A sway prevention control unit that controls the actuator so as to apply a force proportional to the vibration speed in the vertical direction of the vehicle body is further provided, and the vehicle weight center position control unit is a sway prevention thrust command of the sway prevention control unit. The thrust command value of the derailment prevention control may be added to the value.

According to the above configuration, derailment due to an earthquake can be prevented by utilizing the vehicle height adjusting function of the actuator mounted on the vehicle for anti-sway control.

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

According to the above configuration, in the initial stage of the derailment prevention control, the actuator causes the vehicle body to be displaced downward toward the urgent target value and the air spring is in the exhaust mode, so that the actuator having better responsiveness than the air spring is air. The vehicle body can be quickly lowered without receiving resistance due to the internal pressure of the spring, and the height of the vehicle body can be reached to the urgent target value earlier. In addition, since the air spring is in the exhaust mode, after the height of the air spring reaches the urgent target value, the thrust of the actuator decreases in order to maintain the height of the vehicle body at the urgent target value, and the actuator It is possible to prevent the fail-safe function from working when the temperature exceeds the upper limit.

When the vehicle body control device has the 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 the 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 cut off. 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 weight center position control unit drives the actuator while detecting the height of the air spring so that the vehicle body has the target inclination angle in the exhaust mode of the air spring. It may be configured to control the device.

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 the wheel load from coming off on the inner rail side when traveling on a curve, and it is possible to further reduce the possibility of derailment due to an earthquake.

The railroad vehicle according to one aspect of the present invention includes an actuator interposed between the vehicle body and the carriage, an actuator drive device for driving the actuator, a control device for controlling the actuator drive device, and a backup storage battery. The control device includes a power supply switching device capable of switching between a state in which power supplied from the ground equipment is supplied to the actuator and a state in which power supplied from the storage battery is supplied to the actuator. The stop of the power supply from the equipment is detected as the earthquake occurrence information, and when the power supply from the ground equipment is stopped, the power switching device switches to the state of supplying the power from the storage battery to the actuator.

According to the above configuration, in a system in which the stop of power supply from the ground equipment to the railway vehicle is used as the earthquake occurrence information, the power from the storage battery is supplied to the actuator by the power switching device even after the detection of the earthquake occurrence information, and the actuator operates. Since it becomes possible, the actuator can be operated to control the vehicle body even during an earthquake in which the power supply from the ground equipment is stopped.

INDUSTRIAL APPLICABILITY According to the present invention, it is possible to provide a device that reduces the possibility of derailment due to an earthquake while suppressing an additional cost increase and weight increase.

It is a block diagram of the railroad vehicle provided with the vehicle body control device which concerns on embodiment. It is a flowchart explaining the derailment prevention control of the vehicle body control device shown in FIG. It is a timing chart which shows the air spring height and other changes with time by the derailment prevention control shown in FIG. It is a schematic diagram explaining the stopper of a railroad vehicle. (A) is a schematic diagram for explaining an increase in lateral pressure due to high-frequency vibration of an earthquake, and (B) is a schematic diagram for explaining wheel load loss due to low-frequency vibration of an earthquake.

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

FIG. 1 is a block diagram of a railroad vehicle provided with a vehicle body control device according to an embodiment. As shown in FIG. 1, the railroad vehicle 1 includes a vehicle body 2 having a passenger compartment, a bogie 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 bogie 3. 2 Air spring 5 (secondary suspension) is provided. The first air spring 4 is arranged on the right side of the vehicle body 2, and the second air spring 5 is arranged on the left side of the vehicle body 2. The bogie 3 has a bogie frame 3a, a wheel set 3b, and a primary suspension 3c (for example, a coil spring or a leaf spring) interposed between the bogie frame 3a and the wheel set 3b. Although not shown in FIG. 1, the bogie 3 has a bogie frame 3a (or a member integrated with the bogie frame 3a) connected to the vehicle body 2 and connected to the vehicle body 2 in the same manner as in the configuration shown in FIG. 4 (B). A vertical movement stopper ST (see FIG. 4B) is arranged so as to face each other with a gap in the vertical direction, and the vertical movement stopper ST regulates an abnormal rise of the vehicle body 2 with respect to the bogie 3.

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

A pair of first actuators 11 and second actuators 12 that generate thrust by a direct motion type are interposed between the vehicle body 2 and the bogie 3. The first actuator 11 is arranged on the right side of the vehicle body 2, and the second actuator 12 is arranged on the left side of the vehicle body 2. The vehicle body 2 can be displaced relative to the bogie 3 in the vertical direction by the thrusts of the first and second actuators 11 and 12. For the first and second actuators 11 and 12, for example, an electromagnetic actuator is used, but an actuator of another type (for example, a hydraulic type or a pneumatic type) may be used. The first and second actuators 11 and 12 are driven by the actuator drive device 9. That is, the actuators 11 and 12 and the actuator drive device 9 function as the 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 traveling position sensor 15 that detects the traveling position D of the vehicle 1. The traveling position sensor 15 is, for example, a GPS sensor. The vehicle 1 is provided with a traveling speed sensor 16 that detects the traveling speed V of the vehicle 1. The traveling speed sensor 16 is, for example, a wheel rotation speed sensor. A first acceleration sensor 17 for detecting the vertical acceleration A1 of the right side portion of the vehicle body 2 is provided on the right side portion of the vehicle body 2. A second acceleration sensor 18 for detecting the vertical acceleration A2 of the left side portion of the vehicle body 2 is provided on the left side portion of the vehicle body 2.

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

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

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

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. Vehicle body tilt control for controlling the solenoid valve devices 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 tilt angle θ of the vehicle body 2 is calculated from the height H2 of the second air spring 5, and the target vehicle body tilt angle θ _T calculated by the target vehicle body tilt angle calculation unit 22 and the current vehicle body tilt angle θ The air spring supply / exhaust command value is obtained and commanded to the solenoid valve device 7 so as to reduce the deviation Δθ of.

The sway 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 are controlled by a known skyhook. The anti-sway thrust commanded to the first and second actuators 11 and 12 is calculated so as to prevent. Specifically, the anti-sway control unit 24 calculates the vibration velocity of the vehicle body 2 in the vertical direction from the vertical accelerations A1 and A2, and causes the actuators 11 and 12 to apply a force proportional to the vibration velocity to the vehicle body 2. Control.

When the vehicle weight center position control unit 25 detects the earthquake occurrence information, it executes derailment prevention control that controls the solenoid valve device 7 and the actuator drive device 9 so as to lower the center of gravity position of the vehicle body 2. That is, the vehicle weight center position control unit 25 controls the solenoid valve device 7 so that the heights of the first and second air springs 4 and 5 are reduced, and the first and first directions are such that the vehicle body 2 is displaced downward. 2 The actuator drive device 9 is controlled so that the actuators 11 and 12 generate thrust. The vehicle center of gravity position control unit 25 may detect the stoppage of power supply from the overhead wire (or the third rail), which is a ground facility, as earthquake occurrence information, or detect the earthquake occurrence information separately by using a communication means. May be good.

Specifically, the vehicle center of gravity position control unit 25 reduces the deviation Δθ between the target vehicle body tilt angle θ _T calculated by the target vehicle body tilt angle calculation unit 22 and the current vehicle body tilt angle θ in the derailment prevention control. The command value of the center of gravity position control thrust for controlling the target value for lowering the center of gravity is obtained and commanded to the actuator drive device 9. In the target value control, the command value of the center of gravity position control thrust is obtained so that the height of the lower air spring of the first and second air springs 4 and 5 becomes the urgent target value. The urgent target value is, for example, the height of the air spring in a state where the upper member of the air spring connecting the upper member and the lower member with a rubber body is lowered until it comes into contact with the lower member, or a value in the vicinity thereof. The center of gravity position control thrust command value output from the vehicle weight center position control unit 25 is added to the anti-sway thrust command value output from the anti-sway control unit 24 and transmitted to the actuator drive device 9 as an actuator thrust command value. ..

Further, in the initial stage of the derailment prevention control, the vehicle weight center position control unit 25 informs the solenoid 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. Issue an exhaust command. After the initial stage of derailment prevention control, the vehicle weight center position control unit 25 reduces the deviation Δθ between the target vehicle body tilt angle θ _T calculated by the target vehicle body tilt angle calculation unit 22 and the current vehicle body tilt angle θ. The air spring height correction command value for controlling the target value for lowering the center of gravity is obtained, and the command is given 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 tilt angle θ to the target vehicle body tilt angle θ _T. The air spring supply / exhaust command value is obtained by subtracting the air spring height correction command value from each command value. The air spring height correction command value is calculated so that the height of the lower air spring of the first and second air springs 4 and 5 becomes the above-mentioned urgent 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 switching device 10 is a switch capable of switching between a state in which power supplied from ground equipment (for example, an overhead wire) is supplied to the actuator drive device 9 and a state in which power from the storage battery B is supplied to the actuator drive device 9. Has. When the earthquake occurrence information that the power supply from the overhead wire is stopped is detected, the power switching device 10 switches to the state of supplying the power from the storage battery B to the actuator driving device 9.

The actuator drive 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 that forcibly reduces the thrust of the first and second actuators 11 and 12 to less than the rated thrust.

FIG. 2 is a flowchart illustrating 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 due to the derailment prevention control shown in FIG. The air spring heights in FIG. 3 indicate the heights of the first and second air springs 4 and 5 when traveling in a straight line, and the heights of the first and second air springs 4 and 5 when traveling in a curved line. Indicates the height of the air spring on the inner track side of the curve. Further, the center of gravity position control thrust in FIG. 3 indicates the thrusts of the first and second actuators 11 and 12 in the straight line traveling and the curved traveling.

Hereinafter, the control contents will be described along the flow of FIG. 2 with reference to FIGS. 1 and 3 as appropriate. The vehicle body control device 20 first starts executing the vehicle body tilt control and the sway prevention control described above (step S1). The vehicle body control device 20 determines whether or not the earthquake occurrence information in which the power supply from the overhead wire is stopped is detected while the vehicle is running (step S3). When the earthquake occurrence information is detected, a control device other than the vehicle body control device 20 activates an emergency brake device (not shown) (step S4), and the vehicle body control device 20 sets the power supply switching device 10 into an actuator drive device. Switch to the state of supplying power from the storage battery B to 9 (step S5).

Further, when the vehicle weight center position control unit 25 detects the earthquake occurrence information (time t1), the vehicle weight center position control unit 25 passes through 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 given to the solenoid valve device 7 (step S6). At the same time, the vehicle weight center position control unit 25 positions the center of gravity so that the height of the lower air spring of the first and second air springs 4 and 5 becomes the urgent target value (minimum height or a value close thereto). The command value of the control thrust is obtained, and the target value control commanded to the actuator drive device 9 is performed (step S7). At that time, the vehicle weight center position control unit 25 performs first and second vehicle body tilt control to reduce the deviation Δθ between the target vehicle body tilt angle θ _T calculated by the target vehicle body tilt angle calculation 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 instead of the air springs 4 and 5. do.

The absolute value of the command value of the center of gravity position control thrust from the vehicle weight center position control unit 25 maintains the air spring height at the urgent target value when the height of the air spring reaches the urgent target value (time t2). It will gradually decrease as much as possible. Then, 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 weight center position control unit 25 uses the first and second air springs 4. , 5 is returned from the exhaust mode to the normal mode, and the air spring height correction command value is obtained so that the height of the air spring on the inner rail side is maintained at the urgent target value while controlling the tilt of the vehicle body, and the air spring height is obtained. A command is given to the control unit 23 (step S9).

According to the configuration described above, when an 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 regulates the abnormal rise of the vehicle body 2 with respect to the trolley 3 is widened, so that the earthquake is low. Even if the vehicle body 2 vibrates significantly in the roll direction due to the frequency vibration component, the vertical movement stopper ST on the vehicle body 2 side is less likely to interfere with the carriage frame 3a, and the occurrence of wheel load loss due to 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 additional cost increase and weight increase.

Further, in the initial stage of the derailment prevention control, the actuators 11 and 12 displace the vehicle body 2 downward toward the urgent target value, and the air springs 4 and 5 are in the exhaust mode, so that the response is higher than that of the air springs 4 and 5. The actuators 11 and 12 having good properties can quickly lower the vehicle body 2 without receiving resistance due to the internal pressure of the air springs 4 and 5, and can accelerate the arrival of the air spring height at the urgent target value. Further, since the air springs 4 and 5 are in the exhaust mode, after the air spring height reaches the urgent target value, the thrust of the actuators 11 and 12 is reduced in order to maintain the height of the vehicle body 2 at the urgent target value. Therefore, it is possible to prevent the fail-safe function from operating when the temperature of the actuators 11 and 12 exceeds the upper limit value.

Further, when the earthquake occurrence information is detected, the vehicle weight center position control unit 25 is an actuator instead of the air springs 4 and 5 so that the vehicle body 2 has a target inclination angle θ _T in the exhaust mode of the air springs 4 and 5. Since the vehicle body tilt control is performed by 11 and 12, it is possible to prevent the wheel load from coming off on the inner rail side when traveling on a curve, and further reduce the possibility of derailment due to an earthquake.

Further, in a system in which the stop of power supply from the ground equipment to the railway vehicle 1 is used as the earthquake occurrence information, the power from the storage battery B is supplied to the actuators 11 and 12 by the power switching device 10 even after the detection of the earthquake occurrence information. Since the 11 and 12 can be operated, 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 equipment is stopped.

The present invention is not limited to the above-described embodiment, and the configuration thereof can be changed, added, or deleted. For example, in the above-described embodiment, the air springs 4 and 5 are supplied and exhausted by the solenoid valve device 7, but the air springs 4 and 5 are mechanically supplied and exhausted by a known leveling valve mechanism. May be. In the leveling valve, the vehicle body and the trolley frame are connected by a connecting link, and the air spring supply / discharge valve opens and closes in conjunction with the operation of the connecting link according to the vertical relative displacement between the vehicle body and the trolley frame, and the vehicle body and the trolley. Since it is a mechanism that makes the vertical positional relationship with the frame constant, power transmission between the connecting link and the supply / exhaust valve is performed in order to forcibly put the air spring into the exhaust mode by the vehicle weight center position control unit 25. It is advisable to provide a clutch that can be disconnected / connected so that the supply / exhaust valve is urged to be in the exhaust state when the power transmission is cut off by the clutch.

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 sway prevention control function, but the actuators 11 and 12 are mounted without the sway prevention control function. It may be applied to vehicles that do not have it. In that case, when the earthquake occurrence information is detected, the vehicle weight center position control unit 25 may control the air spring height to the urgent target value only by controlling the target value of the air spring.

Further, the vehicle weight center position control unit 25 uses the raw values detected by the air spring height sensors 14 and 15 so that the gap between the vertical movement stopper ST and the carriage frame 3a becomes less than a predetermined value and comes into contact with each other. If this happens, the actuator drive device 9 may be controlled so that the thrusts of the actuators 11 and 12 are generated in the direction of widening the gap.

1 Railroad vehicle 2 Body 3 trolley 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 Body control device 22 Target vehicle body tilt angle calculation unit 23 Air Spring height control unit 24 Anti-sway control unit 25 Vehicle weight center position control unit B Storage battery

Claims (5)

The height of the vehicle body is adjustable with respect to the bogie, and the vehicle height includes a pair of left and right air springs interposed between the vehicle body and the bogie, and a valve device for adjusting the supply and exhaust of the air springs. It is a vehicle body control device that prevents derailment of railway vehicles equipped with an adjustment device due to an earthquake.
The target vehicle body tilt angle calculation unit that calculates the target tilt angle of the vehicle body when the railroad vehicle passes the curve, and the valve device while detecting the height of the air spring so that the vehicle body has the target tilt angle . The air spring height control unit to control and
When the earthquake occurrence information is detected, it is provided with a vehicle weight center position control unit that executes derailment prevention control that controls the vehicle height adjusting device so as to lower the height of the center of gravity position of the vehicle body .
In the derailment prevention control, the vehicle weight center position control unit corrects the supply / exhaust command value of the air spring height control unit so as to lower the height of the vehicle body while maintaining the target inclination angle. A vehicle body control device for railway vehicles that controls valve devices. A railroad vehicle having a vehicle height adjusting device capable of adjusting the height of the vehicle body with respect to the bogie and having an actuator interposed between the vehicle body and the bogie and an actuator driving device for driving the actuator. It is a car body control device that prevents derailment due to the earthquake.
An anti-sway control unit that controls the actuator so as to apply a force proportional to the vibration speed in the vertical direction of the vehicle body to the vehicle body.
When the earthquake occurrence information is detected, it is provided with a vehicle weight center position control unit that executes derailment prevention control that controls the vehicle height adjusting device so as to lower the height of the center of gravity position of the vehicle body .
The vehicle weight center position control unit controls the actuator drive device so as to generate a thrust in the actuator in a direction that causes the vehicle body to be displaced downward in the derailment prevention control. A body control device for a railroad vehicle that adds a thrust command value for the derailment prevention control to the above. It is a vehicle body control device that prevents derailment of railway vehicles due to earthquakes equipped with a vehicle height adjustment device that can adjust the height of the vehicle body with respect to the bogie.
When the earthquake occurrence information is detected, it is provided with a vehicle weight center position control unit that executes derailment prevention control that controls the vehicle height adjusting device so as to lower the height of the center of gravity position of the vehicle body.
The vehicle height adjusting device is
A first vehicle height adjusting device having a pair of left and right air springs interposed between the vehicle body and the bogie, and a valve device for adjusting the supply and exhaust of the air springs.
A second vehicle height adjusting device having an actuator interposed between the vehicle body and the bogie and an actuator driving device for driving the actuator is included.
The vehicle weight center position control unit is
When the earthquake occurrence information is detected, the valve device is controlled so that the air spring is in the exhaust mode, and a thrust is applied to the actuator so that the height of the air spring is lowered to a predetermined emergency target value. Control the actuator drive device to generate
When the thrust of the actuator decreases to less than a predetermined value after the height of the air spring reaches the urgent target value, the vehicle body control of the railway vehicle controls the valve device so as to return from the exhaust mode to the normal mode. Device. The target vehicle body tilt angle calculation unit that calculates the target tilt angle of the vehicle body when the railroad vehicle passes the curve, and the valve device while detecting the height of the air spring so that the vehicle body has the target tilt angle. Further equipped with an air spring height control unit to control
When the earthquake occurrence information is detected, the vehicle weight center position control unit drives the actuator while detecting the height of the air spring so that the vehicle body has a target inclination angle in the exhaust mode of the air spring. The vehicle body control device for a railroad vehicle according to claim 3 , which controls the device. The actuator installed between the car body and the bogie,
The actuator drive device that drives the actuator and
The vehicle body control device according to any one of claims 1 to 4, wherein the vehicle body control device controls the actuator drive device.
Backup storage battery and
It is provided with a power supply switching device capable of switching between a state in which electric power supplied from ground equipment is supplied to the actuator drive device and a state in which electric power from the storage battery is supplied to the actuator drive device.
The control device detects the stoppage of power supply from the ground equipment as earthquake occurrence information, and receives it.
The power switching device is a railway vehicle that switches to a state in which power is supplied from the storage battery to the actuator when the power supply from the ground equipment is stopped.

Images