JPH08175384A - Controlling method for body inclination of rolling stock - Google Patents

Abstract

PURPOSE: To enhance riding comfort by calculating the rolling angular velocity of a truck based on the vertical displacement between the truck and a vehicle body, and feeding or discharging air to or from an air spring so that excess centrifugal acceleration anticipated from the time required for the truck rolling angular velocity to reach a maximum value and from the speed of travel is decreased. CONSTITUTION: When a railway vehicle enters a curved track and first passes through a transition curve area, a body 1 and a truck 2 supporting a wheel set 9 via a primary spring 8 cause an outer-rail side vertical displacement sensor 3 and an inner-rail side vertical displacement sensor 4 to fluctuate respectively in the direction of compression and in the direction of expansion as the body 1 is inclined toward the outer rail. Then the rolling angular velocity of the truck is calculated from the outputs of a gyro sensor 6 mounted on the body 1 and from those of the vertical displacement sensors 3, 4, and the radius and the cant of a circular curve to be entered thereafter are calculated on the basis of the value of the rolling angular velocity. With the deviation of the current inclination angle from a desired inclination angle as a control output, feed and discharge valves are controlled for opening and closing so as to adjust the height of an air spring 7, thereby correcting the inclination of the body.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body tilt control method for suppressing excess centrifugal force of a railway vehicle and improving riding comfort.

[0002]

2. Description of the Related Art A railroad track consists of a combination of a straight line portion and a curved line portion, and the curved line portion is provided with a cant to reduce centrifugal force acting on a train. Since it is not possible to add a required cant suddenly when entering a curved road from a straight road, a special distance was added from the zero cant amount to the required cant amount by placing an appropriate distance between the straight road and the curved road. A curve (generally a third-order parabola) is called a relaxation curve.

In order to drive the vehicle on the curved road at high speed and with a comfortable ride, a method of leaning the vehicle body inside the curve when passing through the curved road is used. This tilting method includes a natural pendulum method and a forced vehicle body tilting method. The former pendulum method is a method of inclining the car body to the inner gauge side by utilizing the centrifugal force that acts on the car body when traveling on a curve.Therefore, it is not necessary to detect the curve position for tilting the car body, but There is a drawback that the riding comfort is reduced due to the swing delay. As a method to improve this, there is a pendulum method with control in which a swing position is eliminated by adding a curve position detecting device and an actuator. The latter forced vehicle body leaning method is a method of forcibly leaning a vehicle approaching a curve toward the inner track by using an actuator, and it is necessary to detect the curve position as the timing of inward tilting.

The curved position can be detected by a gyroscope or a lateral accelerometer installed in the vehicle.
There is a method of detecting from track data and running distance. In the case of the former gyroscope or left-right accelerometer, detection is performed when the vehicle enters a curve, so that the vehicle body inclination following the curve is likely to be delayed. In the latter curve position detection method, the data of the track on which the vehicle is traveling (the position of the ground element, the position of the curve, etc.) is read into the control device on the vehicle and the number of rotations of the wheels is counted to drive the vehicle. The distance is calculated, and each time the vehicle passes through the ground element, the error in the travel distance is corrected based on the track data, and the curve position is detected by comparing the travel position with the curve position in the track data. Japanese Examined Patent Publication No. 3-73511 discloses an example in which this method is applied to a pendulum carriage.

[0005]

The vehicle body tilt control has the following problems. First, in the case of the forced vehicle body tilting type, there are many examples in which a detector for detecting the rolling angular velocity of the vehicle due to the change of the excessive centrifugal acceleration or the cant is attached to the truck. Compared with the case where a detector is attached to the vehicle body, this is not affected by the deflection of the spring that supports the vehicle body, so the accuracy of the detection value can be improved, but the trolley always receives large vibration compared to the vehicle body. Therefore, the durability and reliability of the detector against vibration become a problem.

Secondly, the forced vehicle body tilting method is
The tilt of the vehicle body is controlled so that the excessive centrifugal acceleration detected momentarily is always close to zero. As a result, the vehicle body is tilted even on a curve that causes excessive centrifugal acceleration to the extent that the vehicle body does not need to be tilted for riding comfort, so the amount of energy required for tilting is large, and the capacity of the hydraulic system and air compressor, which are energy sources, increases. It is uneconomical to do so.

Thirdly, the method of detecting a curve from line data cannot be controlled on a line without line data. Also,
Since it is necessary to rewrite the data each time the installation position of the ground element is changed, there are many restrictions on vehicle operation.

The present invention eliminates the problems found in the conventional vehicle body leaning control method and performs vehicle body leaning control with less control delay, thereby improving the riding comfort of the railway vehicle body. Is provided.

[0009]

[Means for Solving the Problems] In order to achieve the above-mentioned object, the inventors of the present invention have made earnest studies and, as a result, calculated the vehicle body inclination so as to reduce the excessive centrifugal acceleration predicted based on the relationship between the relaxation curve and the circular curve. I realized that I should do. The present invention has been completed based on this finding.

That is, the vehicle body inclination control method for a railway vehicle according to the present invention is such that the vehicle body rolling angular velocity detected by the sensor installed on the vehicle body and the vehicle body and the bogie frame detected by the sensor installed on the vehicle body on the relaxation curve of the railway track. It is characterized in that the bogie rolling angular velocity is obtained based on the relative rolling angular velocity between the vehicle body and the vehicle body inclination control is performed so as to reduce the excess centrifugal acceleration predicted from the time required for the bogie rolling angular velocity to reach its maximum value and the traveling speed. .

[0011]

The railroad track is composed of a straight road and a curved road, and the curved road portion is composed of a relaxation curve AB consisting of a sin half-wave reduction curve and a circular curve of radius R as shown in FIG. There is.

On a route where a relaxation curve having a length proportional to the radius of the circular curve and the size of the cant is set, the radius of the subsequent circular curve and the size of the cant can be estimated from the length of the relaxing curve. .

In the relaxation curve for reducing the sin half-wave, the rolling angular velocity of the vehicle due to the cant of the traveling vehicle takes the maximum value at the intermediate point of the relaxation curve as shown in FIG. 2 if the traveling speed is constant.

The relaxation curve length L is obtained by the following equation: L = 2T _L V (1) where T _L is the time required for the rolling angular velocity to reach the maximum from the entrance of the relaxation curve, V is the traveling speed. _TL is measured, and the corresponding curve radius R and Cant C can be estimated from the relaxation curve length L obtained from the equation (1),
The expected excess centrifugal acceleration α is expressed by α = V ² / (gR) −C / G (2) where g: gravitational acceleration G: is calculated from the gauge.

When the excess centrifugal acceleration α is smaller than a certain threshold value α ₀ set from the ride comfort surface, the vehicle body is not leaned and the energy required for leaning is saved. Also,
When the excess centrifugal acceleration α is larger than the threshold value α ₀ , the target value of the vehicle body inclination angle is set to a value such that α is equal to or less than α ₀ , and the vehicle body is inclined. Therefore, the target inclination angle required before entering the circular curve can be foreseen, so that the inclination delay can be reduced.

Next, a method of obtaining the rolling angular velocity of the vehicle by the cant will be described. A vehicle rolling angular velocity detector (a lateral acceleration sensor 5 and a gyro sensor 6) installed on the vehicle body 1 shown in FIG. 3 and a relative rolling angular velocity detector between the vehicle body 1 and the bogie 2 (vertical displacement sensor 3,
From 4), the rolling angular velocity of the trolley can be obtained by the equation (4).

[0017]

[Equation 1]

It should be noted that the signal from the detector is passed through a low-pass filter before the arithmetic processing of the equation (4) or after the arithmetic processing to remove a relatively high vibration component due to the influence of the shaft spring. Then, the rolling angular velocity of the truck'θ
Extract the rolling angular velocity of the vehicle by Kant in _D (the bogie rolling angular velocity sign of Equation 1 is replaced with'θ _D , the same applies below).

As described above, the vehicle body inclination control is performed based on the calculated vehicle rolling angular velocity, traveling speed, and the vehicle body inclination angle predicted from the relaxation curve length, and as a result, the energy required for the inclination is saved and the riding comfort is improved. realizable.

[0020]

【Example】

Embodiment 1 An embodiment using a vehicle body leaning control method for a railway vehicle according to the present invention will be described based on a vehicle body leaning device using an air spring. When a railroad vehicle passes through a curved road, as shown in FIG. 1, it first passes through a relaxation curve section AB. The trolley rolling angular velocity'θ _D in this relaxation curve section is detected as a convex value as shown in FIG. 2, but the maximum trolley rolling angular velocity is the sin half-wave graduation, so if the traveling speed is constant, For example, it is located at the midpoint of the relaxation curve section.

On the other hand, the displacement of the support frame of the bogie of the primary spring supporting the vehicle body and the wheel axle is caused by centrifugal force acting on the curved road, so that the vehicle body 1 leans toward the outer track side as shown in FIG. The rail-side vertical displacement sensor 3 moves in the compression direction, and the inner rail-side vertical displacement sensor 4 moves in the extension direction. Therefore, the gyro sensor 6 attached to the vehicle body 1 and the vertical displacement sensors 3 and 4 are used to calculate the bogie rolling angular velocity'θ _D by the equation (4), and the time t ₁ when the vehicle enters the relaxation curve and the velocity at that time. Store V ₁ in the controller memory.

The trolley rolling angular velocity'θ _D gradually increases after entering the relaxation curve and decreases after reaching the maximum value. Time t ₂ when the trolley rolling angular velocity'θ _D reaches its maximum value
And the speed V ₂ at that time and the time t ₁ at the time of entering the relaxation curve,
The relaxation curve length L is obtained from the velocity V ₁ according to the equation (1) by L = 2 (t ₂ −t ₁ ) (V ₂ + V ₁ ) / 2. The obtained relaxation curve length L is collated with the curve correspondence table stored in the controller, and the curve radius R and the cant C of the circular curve to be entered thereafter are calculated from the table. The excess centrifugal acceleration α acting on the vehicle body 1 is foreseen from the equation (2) and compared with the ride comfort threshold α ₀ . When α> α ₀ , the target tilt angle θ [r
ad] is set to an angle within α ≧ θ ≧ α−α ₀ , and the deviation between this target value and the current tilt angle is used as a control output to open / close each air supply valve and each exhaust valve to increase the height of the air spring. Adjust and tilt the car body. When α <α ₀ , leaning of the vehicle body is not performed and air consumption is suppressed. The flow of the above control is shown in FIG.

When the present invention is implemented, the lateral acceleration sensor 5 and the gyro sensor 6 are installed in a vehicle body in which the action of external force is smaller than that of the bogie, so that durability is improved as compared with the case where the bogie frame is installed. It can be greatly improved.

[0024]

According to the present invention, the presence or absence of control is determined from the rolling angular velocity'θ _{D of the} carriage, the excess centrifugal acceleration predicted based on the time required from the entrance of the relaxation curve to the intermediate point and the traveling speed of the vehicle. There is little control delay, and riding comfort can be improved. Further, the improved durability of the sensors ensures accurate control, which contributes to safe driving of high-speed vehicles.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing a configuration of a straight road and a curved road of a railway line.

FIG. 2 is a graph showing a rolling angular velocity when passing through a relaxation curve AB section in FIG.

FIG. 3 is an explanatory diagram showing installation locations of respective sensors for implementing the present invention in a vehicle.

FIG. 4 is a block diagram of feedback control according to an embodiment of the present invention.

FIG. 5 is an explanatory diagram showing a vehicle body inclination when an excessive centrifugal force acts on a vehicle body on which a vehicle is on a circular curve.

FIG. 6 is a flowchart of vehicle body tilt control according to an embodiment of the present invention.

FIG. 7 is a waveform diagram showing a relationship between a raw waveform and a filtered waveform when a rolling angular velocity of a vehicle body is filtered to remove a vibration component and a stationary component is extracted.

[Explanation of symbols]

 1 vehicle body 2 bogie 3, 4 vertical displacement sensor 5 lateral acceleration sensor 6 gyro sensor 7 air spring 8 primary spring 9 wheel axle

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[Procedure amendment]

[Submission date] March 7, 1995

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[0017]

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[Brief description of drawings]

FIG. 1 is an explanatory diagram showing a configuration of a straight road and a curved road of a railway line.

FIG. 2 is a graph showing a rolling angular velocity when passing through a relaxation curve AB section in FIG.

FIG. 3 is an explanatory diagram showing installation locations of respective sensors for implementing the present invention in a vehicle.

FIG. 4 is a block diagram of feedback control according to an embodiment of the present invention.

FIG. 5 is an explanatory diagram showing a vehicle body inclination when an excessive centrifugal force acts on a vehicle body on which a vehicle is on a circular curve.

FIG. 6 is a flowchart of vehicle body tilt control according to an embodiment of the present invention.

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Claims (2)

[Claims] 1. A vehicle body rolling angular velocity detected by a sensor installed on a vehicle body on a relaxation curve of a railroad track,
The bogie rolling angular velocity is calculated based on the vertical displacement between the bogie and the car body detected by the sensor installed on the vehicle body, and the air spring is used to reduce the excess centrifugal acceleration predicted from the required time and traveling speed for the bogie rolling angular velocity to reach its maximum value. And a method for controlling the inclination of a vehicle body of a railway vehicle, which comprises controlling the supply and exhaust of the vehicle. 2. When the vehicle body tilt control according to claim 1 is performed on a relaxation curve of a railroad track, the presence or absence of the tilt control is determined based on a required time and a traveling speed at which the rolling angular velocity of the truck reaches a maximum value. A method for controlling the body inclination of a railway vehicle.