JPH0826110A - Device and method for controlling neutral position of vehicle body of railway rolling stock - Google Patents

Abstract

PURPOSE:To provide similar riding comfort both in the curved section and in the straight section by controlling the movement of a railway vehicle body in the right-to- left direction so that the right clearance between the stock body and right stopper may be equal to the left clearance between the vehicle body and a left stopper when the velhile passes through the curved section. CONSTITUTION:When the signal on the curve is received by a controller 9 by a point detecting signal 6, the right and left vibratory acceleration detected by right and left vibratory accelometer 7, 8 in a railway vehicle is received by the controller 9. The received right and left vibratory acceleration is degitalized by an A/D converter 10 in the controller 9, and only the stationary component passing through a low pass filter 11 is extracted. The control output is defined as the stationary component multiplied by the gain in a control amount operating device 12, and analogized by a D/A converter 13, and outputted to the respective proportional pressure control valves 15, 16, 17, 18 through an amplifler 14. Then, the respecive proportional pressure control valves 15, 16, 17, 18 are supplied or discharged based on the control output and compound type pneumatic cylinders 19, 20 are driven to keep vehicle body 1 in the neutral position.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body neutral position control device for a railway vehicle and a vehicle body neutral position control method for maintaining the vehicle body neutral position with respect to a constant lateral displacement of the vehicle body of the railway vehicle.

[0002]

2. Description of the Related Art A railcar body and a bogie are connected by a shock absorber such as a spring or a damper, and the body is allowed to be displaced laterally with respect to the bogie. However, in order to prevent the lateral displacement from violating the construction limit, a lateral movement stopper is mounted between the carriage and the cart to regulate lateral movement. Further, between the vehicle body and the left-right movement stopper, a uniform gap is usually provided on the left and right sides of the stopper.

Normally, when vehicle body vibration occurs while the vehicle is traveling, direct vibration is prevented from being transmitted from the bogie to the vehicle body by a gap between the vehicle body and the lateral movement stopper in a straight section, but in a curved section, excessive centrifugal force is exerted. By force, at high speed to the outer gauge side,
At low speeds, steady displacement occurs on the inner gauge side, the gaps are not evenly distributed on the left and right, and it becomes easier to contact the left and right movement stoppers. And
If the left-right movement stopper is kept in contact with the left-right movement stopper or if the left-right movement stopper is impacted, the bogie vibration is directly transmitted to the vehicle body, which makes the passengers uncomfortable.

In order to prevent a reduction in riding comfort due to the stopper hit, conventionally, the gap between the left and right moving stoppers is further expanded, or the material of the left and right moving stoppers itself is made softer so that the contact with the vehicle body can be prevented. A technique for reducing the impact of the vehicle body and a method for suppressing the displacement of the vehicle body by increasing the left and right rigidity of the air spring have been adopted.

[0005]

According to the above-mentioned prior art,
The method of further enlarging the gap between the vehicle body and the left-right movement stopper is limited in its extension due to the construction limit, and is not sufficiently effective. In addition, if the material of the left-right movement stopper itself is made softer, the deflection becomes larger by that amount, and there is a risk of violating the construction limit due to the deflection. Further, in the method of increasing the left and right rigidity of the air spring, the truck vibration is easily transmitted to the vehicle body, and the riding comfort of passengers is deteriorated.

The present invention controls the movement of the vehicle body in the left-right direction so that the left-right gap between the vehicle body and the left-right movement stopper becomes even when passing through the curved section, so that the curved section has the same shape as the straight section. It is an object of the present invention to provide a vehicle body neutral position control device and a control method for a railway vehicle that provides a comfortable ride.

[0007]

In order to achieve the above object, a vehicle body neutral position control device for a railway vehicle according to the present invention is installed in a lateral direction between a vehicle body supported by a spring on a railway vehicle vehicle and the vehicle. Fluid actuator, a sensor for detecting the lateral vibration acceleration of the vehicle body, the lateral displacement between the vehicle body and the bogie or the lateral vibration acceleration of the bogie, and a control output to the fluid actuator from the output of the sensor and the point detection signal. A controller that determines the vehicle body is configured to maintain the neutral position of the vehicle body when the railway vehicle passes through a curved road.

Further, as a vehicle body neutral position control method for a railway vehicle using the vehicle body neutral position control device,
When the curve signal from the line point detection device is input to the controller, the detection signal detected by the left and right vibration accelerometers of the front and rear bogies or the bogie of the bogie is input to the controller, and the detection is performed in the controller. The control output obtained by multiplying the steady component extracted from the signal by the gain is output to the fluid actuator to maintain the neutral position of the vehicle body.

As a second method for controlling the neutral position of a car body of a railroad vehicle, the lateral vibration acceleration of the car body or the relative displacement between the car body and the bogie or the bogie is obtained without obtaining a curve signal from a line point detection device. A control signal obtained by inputting a detection signal from a sensor for detecting the lateral vibration acceleration of the controller to a controller, and multiplying a stationary component due to an excessive centrifugal force at the time of passing a curve extracted from the detection signal in the controller by a gain. Output to the fluid actuator to maintain the neutral position of the vehicle body.

Further, as a third method for controlling the neutral position of the vehicle body of the railroad vehicle, the vibration state of the vehicle in front of the train in the traveling direction is input as a preview signal to the controller of the control vehicle, and the control vehicle is operated in the controller. The control output obtained by multiplying the extracted stationary component by the gain is output to the fluid actuator in consideration of the delay time based on the distance between the front vehicle and the control vehicle, and the neutral position of the vehicle body is maintained.

[0011]

[Operation] When the curve signal from the line point detection device is input to the controller, the lateral vibration acceleration acting on the vehicle body while the curve signal is input to the controller is applied to the vibration installed on the vehicle body. The left and right vibration accelerometer, which is a detection sensor, is used to detect the stationary component (excessive centrifugal acceleration) using a low-pass filter. Then, the steady component multiplied by the feedback gain is output to the fluid actuator as a control output, and the fluid actuator is driven to maintain the neutral position of the vehicle body. As a result, the vehicle can travel in the curved section with the vehicle body held in the neutral position as in the straight section, so that the riding comfort of passengers is not reduced.

As a method of extracting the stationary component, in addition to the above method, the stationary variation of the vehicle body is detected by a lateral displacement meter which is a vibration detection sensor installed between the vehicle body and the bogie, and a low pass filter is used. There is a method of extracting the stationary component, or a method of detecting the vibration acceleration of the truck by a left and right vibration detector which is a vibration detection sensor installed on the truck and extracting the stationary component using a low-pass filter.

When the point detection signal from the line point detection device is not used, the lateral vibration acceleration is always detected by the vibration detection sensor regardless of whether the road is a straight road or a curved road.
Although the above-mentioned feedback control is performed, since the low-pass filter is used, the control is performed only when passing through the curve section where the stationary component due to the excessive centrifugal force is generated.

Further, the vibration condition of the vehicle ahead of the train traveling direction is input as a preview signal to the controller of the controlled vehicle, and the steady position component extracted from the preview signal is used in the controller to neutralize the vehicle body position. Can be controlled. in this case,
Since the vibration of the control vehicle occurs later than the detection of the vibration of the front vehicle, it is necessary to obtain the delay time based on the distance between the front vehicle and the control vehicle and input this to the controller to delay the output of the control signal. is there.

The fluid actuator is composed of a proportional pressure control valve capable of supplying or discharging air by itself and a double-acting pneumatic cylinder.

As described above, by controlling the vehicle body to the neutral position in the curved section, the stopper contact between the vehicle body and the bogie is prevented, and the same riding comfort as when traveling in the straight section can be obtained even when passing through the curved section.

[0017]

【Example】

Embodiment 1 An example of a vehicle body neutral position control device for a railway vehicle according to the present invention is shown in FIG. A double-acting pneumatic cylinder 19 (on the front bogie side) installed in the left-right direction between the vehicle body 1 supported by an air spring 4 on the bogie of the railway vehicle, the front bogie 2, and the rear bogie 3,
20 (rear carriage side) and proportional pressure control valves 15, 16 (front carriage side), 17 and 18 (rear carriage side), and a left and right vibration accelerometer 7, 8 for detecting the left and right vibration acceleration of the vehicle body 1. Alternatively, the left and right displacement gauges 22 and 23 for detecting the left and right relative displacement between the vehicle body 1 and the carriages 2 and 3, or the vibration accelerometers 24 and 25 for detecting the left and right vibration accelerations of the front carriage 2 and the rear carriage 3, and the left and right of these It comprises a controller 9 which determines the control output to the fluid actuator from the output of the vibration accelerometer or the lateral displacement meter and the point detection signal 6. Reference numeral 5 is a left-right movement damper, and 21 is an air source.

Embodiment 2 A case in which a neutral position of a vehicle body is controlled by a lateral vibration acceleration of the vehicle body using a point detection signal from a line point detecting device will be described with reference to FIGS. 1 and 2. As shown in Figure 1,
When a curve signal is input to the controller 9 by the point detection signal 6, the lateral vibration acceleration detected by the lateral vibration accelerometers 7 and 8 of the vehicle body is input to the controller 9. In the controller 9, the input lateral vibration acceleration is digitized by the A / D converter 10 and only the stationary component is extracted through the low-pass filter 11. Next, the control amount calculation device 12 multiplies the steady component by a gain to obtain a control output, which is analogized by the D / A conversion device 13 and passed through the amplification device 14 to each proportional pressure control valve 15, 16, 17, 18. Output to. Then, the proportional pressure control valves supply and exhaust air based on the control output, the double-acting pneumatic cylinders 19 and 20 are driven, and the vehicle body 1 is held at the vehicle body neutral position. The processing flow in this case is shown in the block diagram of FIG.

FIG. 4 shows the vibration waveform when the vehicle passes through the curve when the neutral position control is performed as described above in comparison with the vibration waveform when the vehicle passes through the curve in the conventional device. Figure (a)
Is a vibration waveform in the case of implementing the present invention. When entering a curved section, the vibration acceleration increases, but its value changes smoothly in an almost constant range, and the relative displacement between the vehicle body and the bogie is the stopper gap. It is in a small range inside, and there is no stopper. On the other hand, in the case of the conventional device shown in FIG. 6B, the lateral vibration acceleration is large and sharply changes when entering the curved section, and the relative displacement between the vehicle body and the bogie changes drastically near the maximum position of the stopper gap. Then
It can be seen that stopper hits frequently occur.

Example 3 Without using the point detection signal from the line point detection device,
A case where the neutral position of the vehicle body is controlled by the lateral vibration acceleration of the vehicle body will be described with reference to FIGS. 1 and 2. When the vehicle is running
The left-right vibration acceleration detected by is input to the controller 9. In the controller 9, when the input left-right vibration acceleration is digitized by the A / D converter 10 and passes through the low-pass filter 11, the vibration component in the normal straight section is cut off and is not output as a control signal.

At the curved section, only the stationary component is extracted through the low pass filter 11. Next, in the controlled variable calculating device 12, when the steady component is equal to or higher than the dead zone set value, the steady component multiplied by a gain is used as a control output, and when the steady component is equal to or lower than the dead zone set value, control is not performed. The control output is converted into an analog signal by the D / A converter 13, and is output to the proportional pressure control valves 15, 16, 17, 18 through the amplifier 14. Then, the proportional pressure control valves supply and exhaust air based on the control output, the double-acting pneumatic cylinders 19 and 20 are driven, and the vehicle body 1 is held at the vehicle body neutral position. The processing flow in this case is shown in the block diagram of FIG.

Embodiment 4 A case in which the neutral position of the vehicle body is controlled by the lateral displacement between the vehicle body and the bogie using the point detection signal from the route point detection device will be described with reference to FIG. As shown in FIG. 1, when a curve signal is input to the controller 9 by the point detection signal 6, a lateral displacement meter 22 provided between the vehicle body and the trolley,
The relative lateral displacement between the vehicle body and the carriage is input to the controller 9 from 23. In the controller 9, the relative displacement is digitized by the A / D converter 10, the vibration component is blocked by the low-pass filter 11, and only the steady component is extracted. Then, the steady-state component multiplied by the gain in the controlled variable computing device 12 is used as a control output, which is analogized by the D / A conversion device 13 and passed through the amplification device 14 to the respective proportional pressure control valves 1.
Output to 5, 16, 17, and 18. Then, the proportional pressure control valves supply and exhaust air based on the control output, the double-acting pneumatic cylinders 19 and 20 are driven, and the vehicle body 1 is held at the vehicle body neutral position.

Example 5 Without using the point detection signal from the line point detection device,
A case where the neutral position of the vehicle body is controlled by the relative displacement between the vehicle body and the bogie will be described with reference to FIG. As shown in FIG. 1, the lateral displacement between the vehicle body and the carriage is input to the controller 9 from the lateral displacement meters 22 and 23. In the controller 9, the relative displacement is digitized by the A / D converter 10, the vibration component is blocked by the low-pass filter 11, and only the steady component is extracted. Here, since there is no steady component in the straight section, control is not performed.

Next, in the controlled variable calculating device 12, when the steady component is equal to or more than the dead zone set value, the steady component multiplied by the gain is used as a control output, and when it is equal to or less than the dead zone set value, the control is not performed. The control output is converted into an analog signal by the D / A conversion device 13, and is passed through the amplification device 14 to each proportional pressure control valve 1
Output to 5, 16, 17, and 18. Then, the proportional pressure control valves supply and exhaust air based on the control output, the double-acting pneumatic cylinders 19 and 20 are driven, and the vehicle body 1 is held at the vehicle body neutral position.

Embodiment 6 A case where a neutral position of a vehicle body is controlled by a lateral vibration acceleration of a bogie by using a point detection signal from a point detection device on a route will be described with reference to FIG. As shown in FIG. 1, when a curve signal is input to the controller 9 by the point detection signal 6, the lateral vibration acceleration of the truck detected by the vibration accelerometers 24 and 25 installed on the trucks 2 and 3 is controlled by the controller 9. To enter.

In the controller 9, the input left-right vibration acceleration is digitized by the A / D converter 10 and only the stationary component is extracted through the low-pass filter 11. Then, the steady-state component multiplied by the gain in the controlled variable computing device 12 is used as a control output, which is analogized by the D / A conversion device 13 and passed through the amplification device 14 to the respective proportional pressure control valves 1.
Output to 5, 16, 17, and 18. Then, the proportional pressure control valves supply and exhaust air based on the control output, the double-acting pneumatic cylinders 19 and 20 are driven, and the vehicle body 1 is held at the vehicle body neutral position.

Embodiment 7 Without using the point detection signal from the point detection device on the route,
A case where the neutral position of the vehicle body is controlled by the lateral vibration acceleration of the truck will be described with reference to FIG. The lateral vibration acceleration detected by the lateral vibration accelerometers 24 and 25 of the bogie is input to the controller 9 without distinction between a straight line and a curved line while the vehicle is traveling.

In the controller 9, the input left-right vibration acceleration is digitized by the A / D converter 10, the vibration component is cut off through the low-pass filter 11, and only the steady component is extracted. Next, the control amount calculation device 12 multiplies the steady component by a gain to obtain a control output, which is analogized by the D / A conversion device 13 and passed through the amplification device 14 to each proportional pressure control valve 15, 16, 17, 18. Output to. Then, the proportional pressure control valves supply and exhaust air based on the control output, the double-acting pneumatic cylinders 19 and 20 are driven, and the vehicle body 1 is held at the vehicle body neutral position.

Embodiment 8 An embodiment of the invention of claim 4 will be described with reference to FIGS. The lateral vibration acceleration from the lateral vibration accelerometer 26 of the vehicle body of the front vehicle B with respect to the traveling direction of the train is input to the controller 9 of the control vehicle A as a preview signal, and the steady component is extracted from the preview signal in the controller 9. Then, the delay time t (t = t) based on the distance L between the front vehicle B and the control vehicle A and the vehicle speed S.
L / S) is added, the control output obtained by multiplying the steady component extracted from the left and right vibration accelerometer of the control vehicle A by gain,
It outputs to the proportional pressure control valves 15 to 18, and the double-action pneumatic cylinders 19 and 20 are driven by the supply and exhaust of the proportional pressure control valves to hold the vehicle body 1 at the vehicle body neutral position. The case where the left-right vibration accelerometer 26 of the vehicle body of the front vehicle B is provided on the rear bogie side of the front vehicle B and the distance from the left-right vibration accelerometer 7 of the vehicle body of the front vehicle 2 of the control vehicle A is L As described above, the distance from the vehicle body on the rear bogie 3 side of the control vehicle A to the lateral vibration accelerometer 8 may be L. Further, the left and right vibration accelerometer 26 of the vehicle body is provided on the front bogie side of the front vehicle B, and the distance from the vehicle vibration accelerometer 7 on the front bogie 2 side of the control vehicle A is L.
Sometimes. As the preview signal, a detection signal from a lateral vibration accelerometer of the vehicle body, a lateral vibration accelerometer of the truck, or a lateral displacement meter between the vehicle body and the truck can be used. The process flow in this case is shown in the block diagram of FIG.

[0030]

According to the present invention, the lateral movement of the vehicle body is regulated so that the left-right clearance between the vehicle body and the left-right movement stopper becomes even when passing through a curved section, and the vehicle body is controlled to the neutral position. The stopper contact between the vehicle body and the bogie is prevented, and the same riding comfort as when traveling in a straight section can be obtained when passing through a curved section.

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing an outline of a neutral position control device for a vehicle body according to an embodiment of the present invention.

FIG. 2 is a block diagram showing a flow of processing in a vehicle body neutral position control method according to Embodiments 2 to 7 of the present invention.

FIG. 3 is a block diagram showing a flow of processing in a vehicle body neutral position control method according to an eighth embodiment of the present invention.

FIG. 4 (a) is a graph showing a vibration waveform at the time of passing a curve when the neutral position control of the vehicle body is performed according to the first embodiment of the present invention, and FIG. It is a graph which shows a vibration waveform.

FIG. 5 is an explanatory diagram showing an outline of an example of an apparatus for carrying out the invention of claim 4;

FIG. 6 is an explanatory diagram showing an outline of a neutral position control device for a vehicle body according to an embodiment of the present invention.

[Explanation of symbols]

 1 vehicle body 2, 3 truck 4 air spring 5 left-right movement damper 6 point detection signal 7, 8 left-right vibration accelerometer 9 controller 10 A / D converter 11 low-pass filter 12 control amount calculator 13 D / A converter 14 Amplification device 15, 16, 17, 18 Proportional pressure control valve 19, 20 Double-acting pneumatic cylinder 21 Air source 22, 23 Left-right displacement meter 24, 25 Left-right vibration accelerometer of bogie 26 Left-right vibration accelerometer of vehicle body in front 27 Front vehicle body

Claims (4)

[Claims] 1. A fluid actuator, which is supported on a bogie of a railway vehicle by springs in a lateral direction between a car body and a bogie, and a lateral vibration acceleration of the car body or a relative displacement between the car body and the bogie or a bogie of the bogie. It consists of a sensor that detects lateral vibration acceleration and a controller that determines the control output to the fluid actuator from the output of the sensor and the point detection signal, and the vehicle body maintains the neutral position when the railway vehicle passes through a curved road. A vehicle body neutral position control device for a railway vehicle, which is configured as described above. 2. When a curve signal from a line point detection device is input to the controller, a detection signal detected by the left and right vibration accelerometers of the vehicle body provided on the front and rear bogies or the bogie is input to the controller, and the control is performed. A vehicle body neutral position control method for a railway vehicle, wherein a control output obtained by applying a gain to a stationary component extracted from the detection signal in the container is output to a fluid actuator to maintain the vehicle body neutral position. 3. A detection signal from a sensor for detecting the lateral vibration acceleration of the vehicle body, the lateral displacement between the vehicle body and the bogie, or the lateral vibration acceleration of the bogie is input to a controller, and the detection signal is inputted in the controller. A method for controlling a neutral position of a vehicle body of a railway vehicle, comprising: outputting a control output obtained by multiplying a steady-state component due to an excessive centrifugal force when passing through a curve to a fluid actuator to maintain a neutral position of the vehicle body. 4. A control output obtained by inputting a vibration state of a vehicle ahead of the train as a preview signal to a controller of a controlled vehicle and multiplying a steady component extracted from the controlled vehicle by a gain in the controller. Is output to the fluid actuator in consideration of the delay time based on the distance between the preceding vehicle and the control vehicle and the vehicle speed, and the neutral position of the vehicle body is maintained.