JPH03295758A - Variable load type electronic control method of air spring for railway vehicle - Google Patents

Abstract

PURPOSE:To accelerate the convergence of control and perform stable control by controlling the intake/discharge of air springs so that the absolute value of the differ ence between the sums of inner pressures of air springs on diagonal lines of front and rear bogies rests within the target inner pressure difference set in proportion to the average inner pressure of all air springs of the front and rear bogies for both the right and left sides. CONSTITUTION:Pressure gauges 17 and rotary encoders 5 serving as a height detector are installed on air springs 1, 2 and 3, 4 respectively provided on the right and left sides of the front bogie 9 and the rear bogie 10 of a railway vehicle. Intake valves 11-14 are provided in the middle of pipes 7 connecting a main air reservoir 6 and the air springs 1-4, and exhaust valves 21-24 are provided on other exhaust pipes. Detected signals of the rotary encoders 5 and pressure gauges 17 are inputted to a controller 8, if the absolute value of the difference between the sums of the inner pressures of air springs on diagonal lines of the front bogie 9 and the rear bogie 10 is the target inner pressure difference or above set in proportion to the average inner pressure of all air springs, the valves are opened or closed so that the inner pressure of each air spring rests within the preset target value.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to an electronic control method for air springs that reduces wheel load fluctuations occurring at twisting sections of a railroad vehicle having an air spring bogie.

Conventional technology Railway vehicles equipped with bogies equipped with air springs mechanically detect the height of each air spring using connecting rods, and transmit the movement to the lever of the height adjustment valve to open and close the valve. They were making adjustments to the internal pressure.

However, when a railway vehicle stops at a transition curve, that is, a section of decreasing cant, the height adjustment mechanism automatically works to keep the height of each air spring constant, so the internal pressure decreases due to the following mechanism. This could result in wheel load loss.

In other words, when a railway vehicle stops in a section of decreasing cant, −
Because the rail heights on the inner and outer tracks of the vehicle differ between the front and rear bogies, causing track twist, the front and rear bogies tilt at different inclination angles. Therefore, by the action of the height adjustment valve attached to each air spring, the front bogie (9) is raised as shown in Figure 9.
Opposite moments act on the rear bogie (10) and the vehicle body (15) tilts at an angle where the moments are balanced and comes to rest.

In this state, the heights of the air springs of the front truck (9) and the rear truck (10) are not necessarily the target heights, so the air supply/exhaust operation of the height adjustment valve of the automatic height adjustment mechanism continues. Therefore, non-uniformity occurs in the internal pressure of the air springs located diagonally across the vehicle.

This non-uniform internal pressure causes non-uniform loads to be borne by each wheel. As a result, wheels with large wheel load fluctuations and low load sharing are at risk of causing so-called wheel load loss and derailment when the vehicle is restarted.

Even in conventional air spring control systems, the left and right air springs are connected by a differential pressure valve in order to reduce this wheel load fluctuation as much as possible. This differential pressure valve is a setting difference.

The air springs are provided so as to communicate when an internal pressure difference between the left and right air springs exceeds the pressure. Therefore, it is desirable that this set differential pressure is small. However, from the perspective of preventing canting on curved roads, this set differential pressure cannot be made too small, and on the other hand, the sum of the set differential pressures of the front and rear bogies becomes the maximum internal pressure difference within one vehicle, so wheel load fluctuations In contrast, it is disadvantageous to set a large differential pressure.

Problems to be Solved by the Invention As described above, in a conventional railway vehicle having a bogie with an air spring, each air spring has a height adjustment mechanism, and the height is adjusted for each air spring. Furthermore, the air pressure between the left and right air springs is adjusted by connecting the left and right air springs to each of the front and rear trucks with differential pressure valves.

However, with this control method, when the vehicle stops at a twisting section of the track in a tapering cant section, it is not possible for the air spring to satisfy the set height and differential pressure and prevent wheel load fluctuations.

The present invention provides an electronic control method for an air spring for a railway vehicle, which is aimed at preventing wheel load fluctuations in a decreasing cant section and preventing derailment when a vehicle stopped in a decreasing cant section restarts. By changing the control parameters depending on the weight of the vehicle or the number of passengers, and creating a more rational control method, we can reduce the frequency of opening and closing the valve, improve the stability of the control, and extend the life of the valve. The purpose is to increase air consumption and reduce air consumption.

Means for Solving the Problems In order to achieve the above object, the electronic control method for air springs for a railway vehicle of the present invention continuously measures each air spring of the front and rear bogies in a railway vehicle having an air spring bogie. A height detector, a pressure gauge, and an air supply valve and exhaust valve with low air flow rates are installed, and the detection signals from each height detector and pressure gauge are input to the controller and compared with the set differential pressure and set height. ■ Detects the internal pressure and height of each air spring on the front and rear bogies, and calculates the difference in the sum of the internal pressures of the air springs diagonally on the front and rear bogies. , or the absolute value of the difference in internal pressure between the front and rear air springs on the same side of the front and rear bogies, on both the left and right sides, so that they fall within the target internal pressure difference set in proportion to the average internal pressure of all air springs on the front and rear bogies. Answer: Control the air supply and exhaust, ■ Control the internal pressure of the air spring using the control method described in ■ above, and then perform height control of the air spring, ■ Control the average internal pressure of all air springs using the control method described in ■ above. When the measured value is smaller than the set average internal pressure lower limit, each exhaust valve is opened and only air is exhausted; conversely, when the average internal pressure measured value is greater than the set average internal pressure upper limit, each air supply valve is opened and only air is supplied. When the average internal pressure measurement value is between the set average internal pressure lower limit value and the set average internal pressure upper limit value, each air supply valve and each exhaust valve are opened to perform air supply and exhaust at the same time.

As shown in Figure 4, the air springs (1) (2) of the front bogie
and the internal pressure of the air springs (3) and (4) of the rear bogie are P
Let L, Pl, P,,P, and the spring height be h5h! ,
When hsSh4 is shown in Fig. 9, if opposite moments act on the front bogie (9) and the rear bogie (10) in the cant decreasing section, the internal pressure of each air spring at that time is, for example, As shown in FIG. 6, Pl and P4 are low, and Pl and Pg are high. Therefore, the absolute value of the difference between the sums of the internal pressures of the air springs on the diagonals, that is, 1 (PI + P4
) (Pt+Ps) The variation in internal pressure can be most clearly expressed by the value of l. Therefore, set differential pressure to ΔP
If the internal pressure is controlled to satisfy (P r + P 4) (P * Pa) l < ΔPe, it is possible to suppress the internal pressure fluctuation of the air spring to a small value.

In addition, in the cant section, if there is no difference in the internal pressure of the left and right air springs, the front bogie (9) and the rear bogie (
In both cases 10), a moment is generated toward the inner soft side and cant loss occurs. However, for example, in the state shown in FIG. 8, as shown in FIG. 7, the internal pressure P of the air springs (2) and (4) on one side! , P
4 is low, and the internal pressure Pr, P of the air springs (1) and (3) on the other side
In the cant section where − is high, + (P1+P4) (P
The value of s+Ps)l does not change much, a sufficient difference is generated between the left and right internal pressures, and the negative cant can prevent the phenomenon from occurring.

Differential pressure between the internal pressure of the front and rear air springs IP+ Pal, PxP*
l also has the same properties as the absolute value of the difference in the sum of the internal pressures of the air springs on the diagonal line, and is recognized to have a control effect, and P+ P-<ΔPe and Pl P4 <ΔPe. All you have to do is control it to your satisfaction.

However, in the above control, it is not advisable to always fix the set differential pressure ΔPe to a constant value from the viewpoint of control stability.

That is, the pressure deviation between each air spring when the car is empty (average internal pressure of about 2 atm) and when it is full (average internal pressure of about 6 atm) increases almost in proportion to the average internal pressure.

For example, the pressure when the car is empty is Pt=2.1 atm, P,=1.
When 9 atm, P = 2.1 atm, P = 2.0 atm,
The pressure difference on the diagonal is l (2,1+2.0) −(1,9
+2.1) l = 0.1 atm, ΔP e=
Even if the pressure is set at 0.2 atm, it is not difficult to enter the dead zone and can be achieved relatively quickly. However, when the car is full, the pressure of each air spring has the same pressure fluctuation rate as when the car is empty. ), that is, P+=6.3 atm, Ps=
When 5.7 atm, P field = 6.3 atm, P, = 6.0 atm, the differential pressure on the diagonal is (6,3 + 6.0) - (5,7
+6.3) l=0.3 atm, which does not fall within ΔPe, and the valve continues to open and close. In this case, an attempt is made to keep the fluctuation rate within an excessively small range, resulting in unnecessary opening and closing of the valve.

On the other hand, if ΔPe is set to a large value when the vehicle is full, a large rate of pressure fluctuation will be allowed when the vehicle is empty, and the original purpose will be lost.

Therefore, setting variable load type target values is necessary for efficient, stable, and accurate control.

In other words, ΔPe=β・P However, β is a constant coefficient P: Average internal pressure of all four air springs It is desirable to do so.

When performing pressure control by setting the differential pressure target value of the variable load bottle mentioned above, if a valve with constant tightness is used, the air source reservoir pressure (6 to 8
Due to the relationship between the pressure difference between the air pressure (atmospheric pressure), the air spring internal pressure, and the intake pressure, even if the air supply valve or exhaust valve is opened and closed for the same period of time, the amount of air supplied may increase, and the amount of exhaust air may increase.

The flow rate of air passing per second (normal state, 1 atm, 14° C.) in a valve using a 2 mmφ orifice was investigated on the air supply side and the exhaust side. The results are shown in Table 1.

As can be seen from this table, the supply air is strong when the car is empty, and the exhaust air is strong when the car is full. Therefore, in order to keep the pressure within the dead zone and maintain the balance, it is important to actively implement controls to offset this tendency. is desirable.

As shown in 1 of Table 1, (PI + P4) < (Ps 10p
In the case of s), as shown in 2 of Table 2, the opening and closing of the valve is controlled so that it enters the dead zone quickly. By doing so, highly stable control can be obtained in the direction of canceling out the imbalance between air supply and exhaust air shown in Table 1.

1 in Table 2 This point will be specifically explained by dividing it into diagonal differential pressure control and front and rear differential pressure control.

■ In case of diagonal differential pressure control +(PI+P4) (Pr+Pa)l>ΔPe, when (P++P4)> (Pz+P*), the second
Table (remarks) In addition, Px is the set average internal pressure lower limit value, Pl is the set average internal pressure upper limit value, for example, P e = 2.5k
g/cm”, Py=4.5kg/c♂.

Also, depending on the selection of air source pressure, orifice diameter, etc., Px
, Pv may be changed to 1. "-" means the valve remains closed.

2 of Table 2 1 of Table 3 (Notes) The notes explanation is the same as 1 in Table 2.

■ In the case of differential pressure control before and after: If IP, -P, I > ΔPe, as shown in 1 of Table 3, and if IP, -P, I > ΔPe, as shown in 2 of Table 3. , the valve is controlled to open and close according to the load so that it enters the dead zone quickly.

(remarks) Please refer to 1 in Table 2 for notes.

(Margin below) 2 of Table 3 (Remarks) Please refer to 1 in Table 2 for the remark conditions.

As mentioned above, if the pressure of the air spring is controlled by variable load type control, and the height of the air spring and the tilt angle of the vehicle body are controlled by other control algorithms, it is possible to prevent the vehicle body from hitting the stopper or to achieve a desired posture of the vehicle body. can be controlled.

Example Embodiments of this invention will be described based on the drawings.

As shown in Fig. 1, pressure gauges ( 17) and a rotary encoder (5) as a height detector as shown in Figure 5.
). In addition, the original air reservoir (6) and each air spring (1
) to (4) in the middle of the pipe (7) that connects it.
Air supply valves (11), (12) consisting of off-controlled solenoid valves,
(13) and (14), and an exhaust valve (21) consisting of a solenoid valve for on/off control provided in an additional exhaust pipe;
(22), (23), and (24) are provided. Then, the detection signals of each rotary encoder (5) and pressure gauge (17) are wired to be input to the controller (8), and the output from the controller (8) that opens and closes each air supply valve and exhaust valve is Wiring to convey the information.

As described above, in the variable load electronic control of the air spring internal pressure according to the present invention, the absolute value of the difference in the sum of the internal pressures of the air springs on the diagonal of the front bogie (9) and the rear bogie (10) is ( PI+P4) (P*+Ps) When I > ΔPe, a control signal is sent from the controller (8) to the answer valve to open and close the solenoid valve and control the internal pressure of each air spring to be within the set target value. Also, as in the case of diagonal differential pressure control, the absolute value of the difference in internal pressure between the front and rear air springs on the same side of the front bogie (9) and the rear bogie (10) is P++Ps > ΔPe or P, -P, I
> ΔPe, a control signal is sent from the controller (8) to the response valve to open and close the solenoid valve, and there is differential pressure control before and after the air spring, which controls the internal pressure of each air spring to be within a set target value.

A flow chart of the internal pressure control on the diagonal line is shown in FIG.

When the absolute value of the difference between the sums of internal pressures on the diagonal line is larger than the set differential pressure value ΔPe, the internal pressure control of the present invention controls the intake valve and the exhaust valve by the means shown in Table 2 1 and Table 2 2. The air supply and exhaust are controlled and kept within the set differential pressure. and,
Subsequently, other control systems control the height of the air spring and the tilt angle of the vehicle body. In addition, when the absolute value of the difference between the sums of the internal pressures on the diagonal line is within the set differential pressure value ΔPe, the internal pressure control is not performed and the height of the air spring is controlled using the following other control algorithm or the height of the vehicle body is The air spring is controlled by moving to tilt angle control.

Further, a flowchart for the above-mentioned before and after internal pressure control is shown in FIG.

In this case, first compare IP+P*l and ΔPe, and if the differential pressure exceeds the set differential pressure value, supply and exhaust air springs (1) and (3) as shown in 1 of Table 3. The differential pressure is controlled to be within the set differential pressure, and if it is within the set differential pressure from the beginning, the next PIP41 and ΔPe are compared.

If the differential pressure exceeds the set differential pressure, the air supply and exhaust of the air springs (2) and (4) is controlled in the manner shown in Table 3, 2, to keep the differential pressure within the set differential pressure. As described above, after the internal pressure control according to the present invention is completed, the height control of the air spring and the tilt angle control of the vehicle body are subsequently performed using other control algorithms.

Once the control synchronization of the air springs is completed as described above, the control system can be used again in the next control cycle to perform the initial pressure retrieval and drive with small energy, thereby reducing running costs.

(Left below) From these results, it can be seen that according to the implementation of this invention, it is possible to suppress the internal pressure fluctuation of the air spring, extend the specific life, and at the same time reduce air consumption.The effects of the invention are as follows: In the electronic control of air springs in railway vehicles, by incorporating a control method that responds to load fluctuations on the springs, internal pressure fluctuations can be kept low, control can quickly converge, and stable control can be achieved. This extends the life of the valve, reduces air consumption, and provides efficient control.

[Brief explanation of drawings]

Fig. 1 is an explanatory diagram showing an air spring device for a railway vehicle equipped with a device for carrying out the electronic control method of the present invention, and Figs. 2 and 3 show an air spring device for controlling the internal pressure of an air spring by carrying out the present invention. FIG. 2 shows the case of diagonal internal pressure control, FIG. 3 shows the case of longitudinal internal pressure control on the same side, and FIG. 4 shows the internal pressure of each air spring (PI-P4) in the implementation of this invention. ) and height (h+-h+), Figure 5 is an explanatory diagram of the rotary encoder,
Figure 6 is an explanatory diagram showing the level of the internal pressure of the air spring when the vehicle is in the cant decreasing section, Figure 7 is an explanatory diagram showing the level of the internal pressure of the air spring when the vehicle is in the cant interval, and Figure 8 is an explanatory diagram showing the level of the internal pressure of the air spring when the vehicle is in the cant section. The front bogie (Figure a) and rear bogie (Figure a) when the vehicle is in the cant section
Fig. 9 is an explanatory diagram showing the moment that acts on the front and rear parts of the vehicle body when the vehicle is in the decreasing cant section. Figure B shows the moment at the front of the vehicle body, and Figure 0 shows the moment at the rear of the vehicle body. 1-4... Air spring 5... Rotary encoder 6... Original air reservoir 8... Controller 10... Rear truck 21-24... Exhaust valve 7... Piping 9... Front bogie 11-14...Air supply valve 17...Pressure gauge

Claims (1)

[Claims] 1. In a railway vehicle having an air spring bogie, each air spring of the front and rear bogies is provided with a height detector for continuous measurement, a pressure gauge, and an air supply valve and an exhaust valve with low air flow rates. , the detection signals from each height detector and pressure gauge are input to the controller, compared with the set differential pressure and set height, and each valve is opened and closed by the control signal from the controller. Detect the internal pressure and height of each air spring and calculate the absolute value of the difference in the sum of the internal pressures of the air springs diagonally on the front and rear bogies, or the absolute value of the difference in the internal pressure of the front and rear air springs on the same side of the front and rear bogies. A flexible load for an air spring for a railway vehicle, characterized in that the air supply and exhaust of each valve is controlled so that the value on both the left and right sides falls within a target internal pressure difference set in proportion to the average internal pressure of all air springs of the front and rear bogies. Type electronic control method. 2. Air for a railway vehicle, characterized in that the internal pressure of the air spring is controlled by the control method according to claim 1, and the air spring height control and vehicle body inclination control are subsequently performed to suppress air spring internal pressure fluctuations and wheel load fluctuations. Spring variable load electronic control method. 3. In the internal pressure control method according to claim 1, when the average internal pressure measurement value of all air springs is smaller than the set average internal pressure lower limit value, each exhaust valve is opened to perform only exhaust, and conversely, the average internal pressure measurement value becomes the set average internal pressure. When the value is higher than the upper limit, each air supply valve is opened to supply air only, and when the average internal pressure measurement value is between the set average internal pressure lower limit and the set average internal pressure upper limit, each air intake valve and each exhaust valve are opened. A variable load type electronic control method for air springs for railway vehicles, characterized by opening air springs to simultaneously supply and exhaust air to promote convergence to a dead zone.