KR19980057557A - Slope control device of railway vehicle - Google Patents

Abstract

The present invention relates to a tilt control device for a railway vehicle, the apparatus of the present invention is the acceleration detection means 100A and speed detection means (100B), filtering means 150, calculation means 200 of the head vehicle (TF), Control signal generating means 300, the air pressure adjusting means 400 and the air spring (AS) of the subsequent vehicle (TB), and the calculation means 200 is the first inclination demand calculation unit 210, Comprising a second slope request amount calculation unit 220, the curve entry / exit timing calculation unit 230 and the comparison unit 240, according to the present invention configured as described above the leading vehicle of the railway vehicle running at high speed curve section Calculate the inclination demand by the timing and acceleration of the curve part of the next vehicle using the speed and the left-right acceleration of the leading vehicle when entering the vehicle, and at the same time calculate the inclination requirement by the natural pendulum beforehand Slope of a subsequent vehicle By comparing the vehicles and adjusting the height of the air spring in the following vehicle when entering or exiting the curve of the following vehicle according to the larger inclination demand, it is possible to improve the passenger comfort without decelerating the speed of the railway vehicle in the curve section. It is.

Description

An apparatus for controlling the tilt of a railroad car

The present invention relates to an inclination control device of a railway vehicle, and in particular, when a railway vehicle in high speed enters a curved section, a curve section entry time and inclination amount of a subsequent vehicle calculated in advance using left and right accelerations and speeds of the first vehicle. The present invention relates to an inclination control device of a railway vehicle, which is designed to improve passenger comfort by adjusting the height of an air spring in a subsequent vehicle at the time of entering or exiting a curved section.

In general, the important considerations in the operation of railroad cars are the speed of travel and the ride comfort of passengers. In particular, it is necessary to improve the traveling speed of the curved section in order to shorten the driving time in the section with many curved tracks. As such, in order to improve the driving speed of the curved section, the railway vehicle should be modified to increase the speed of the curved line. However, when the speed of the railway vehicle is emphasized, the passenger's riding comfort is neglected.

Figure 1 (a) is a view for explaining the ideal case in which the excess centrifugal force does not occur when the railway vehicle passes through the curve section, Figure 1 (b) is the excess centrifugal force occurs when the railway vehicle passes through the curve section As a diagram for explaining the case, Fc represents centrifugal force, Fg represents gravity, Fs represents sum of centrifugal force and gravity, and Fca represents excess centrifugal force.

As shown in (a) of FIG. 1, the total force Fs corresponding to the sum of gravity Fg and centrifugal force Fc received by the passenger is perpendicular to the line of the curved section. As shown, the speed of the railroad car is increased more than in Fig. 1 (a), so that the force corresponding to the sum of gravity and centrifugal force received by the passenger does not coincide with the plane perpendicular to the track of the curved section, and the excess centrifugal force to the right As far as I can see.

In other words, when the railroad vehicle runs at a high speed in a straight section and enters a curved section, the passengers are drawn in the left and right directions. This phenomenon is caused by the excess centrifugal force (Fca) as shown in (b) of FIG. 1, that is, the centrifugal force that causes the passenger to be pulled in the left and right directions when the railroad vehicle passes the curved section at high speed. It will affect your riding comfort. Therefore, in order to provide a comfortable ride comfort to passengers, the above-mentioned excess centrifugal force Fca must be offset.

2 is a diagram for explaining the offset of the excess centrifugal force, A is the pendulum rotation center, B is the body mass center, C is the pendulum, D is the wheel, AS is the air spring.

When the center of rotation of the pendulum is equal to the center of mass of the vehicle body, no moment is generated, and the excess centrifugal force is canceled by placing the center of rotation of the pendulum higher than the center of mass of the vehicle body as shown in FIG.

Therefore, there is a need for a device that offsets excess centrifugal force by adjusting the inclination of the railway vehicle when the railway vehicle passes the curved section at high speed in order to increase the running speed of the curved section and at the same time provide a comfortable ride to the passengers. Conventionally, a natural pendulum method and a hydraulic system method are used to adjust the slope of a railway vehicle. The natural pendulum method uses a natural pendulum attached to each vehicle to automatically adjust the inclination of the railway vehicle by the centrifugal force generated when the vehicle passes the curved section. In this method, the pendulum is larger than the center of mass of the vehicle body. It uses the principle of pendulum to position the center of rotation of high place. The natural pendulum method has a problem in that, because the natural pendulum is a mechanical device, while the failure is small, the inclination torque is low and the response time is slow. In addition, the hydraulic system method is complicated and expensive, and there is a problem in that the inclination adjustment of the railway vehicle is not made well in case of failure.

Accordingly, the present invention has been made to solve the above problems, the curve of the subsequent vehicle calculated in advance using the speed and the left and right acceleration of the leading vehicle when the leading vehicle of the railway vehicle operating at high speed enters the curve section In the curve section, by adjusting the height of the air spring in the following vehicle when the next vehicle enters or exits the curve section according to the larger inclination demand of the section entry / exit timing and the inclination demand by the acceleration and the inclination demand by the natural pendulum An object of the present invention is to provide an inclination control device for a railway vehicle that is designed to improve a passenger's riding comfort without reducing the speed of a railway vehicle.

An inclination control apparatus for a railway vehicle according to the present invention for achieving the above object, the acceleration detection means for detecting the current left and right acceleration in operation and outputting the acceleration signal and the current speed to output the speed signal In a railway vehicle comprising a head vehicle having a speed sensing means and a subsequent vehicle equipped with an air spring, the inclination demand by the acceleration signal and the inclination demand by the natural pendulum according to the left and right acceleration signals from the acceleration sensing means. Calculation means for outputting information on a large inclination demand amount and for outputting information on a curve entry / egress timing of a subsequent vehicle in accordance with a speed signal from said speed detection means; Control signal generating means for generating a control signal in accordance with the inclination demand and information about the curve entry / exit timing; According to the electric control signal from the control signal generating means for adjusting the pressure of the air supplied when the vehicle enters or exits the curve section, the air pressure adjusting means for controlling the height of the air spring mounted on the subsequent vehicle It is characterized by.

According to the present invention as described above, when the leading vehicle of the railway vehicle operating at a high speed enters a curved section, the inclination demand due to the entry and exit timing and acceleration of the curved portion of the subsequent vehicle using the speed and the left and right acceleration of the leading vehicle is calculated. After precomputing and simultaneously calculating the inclination requirements by the natural pendulum, comparing the precomputed inclination requirements of the subsequent vehicles, the height of the air spring in the following vehicles when entering or exiting the curve of the following vehicles according to the larger inclination requirements By adjusting, the passenger's riding comfort can be improved without decelerating the speed of the railway vehicle in the curved section.

1 (a) is a view for explaining an ideal case where the excess centrifugal force does not occur when the railway vehicle passes the curve section,

1 (b) is a view for explaining the case where the excess centrifugal force occurs when the railway vehicle passes the curve section,

2 is a view for explaining the offset of the excess centrifugal force,

3 is a structural diagram of an air spring height adjusting device to which the present invention is applied;

Figure 4 is a block diagram showing a tilt control device of a railway vehicle according to the present invention,

5 is a detailed configuration diagram of the calculation means shown in FIG. 4;

6 is a view for explaining the amount of inclination to be replenished by the air spring.

* Explanation of symbols for main parts of the drawings

TF: Leading vehicle TB: Follow-up vehicle

100A: acceleration detection means 100B: speed detection means

150: filtering means 200: calculation means

210: first slope demand amount calculation unit 220: second slope demand amount calculation unit

230: curve entry / exit timing calculation unit 240: comparison unit

300: control signal generating means 400: air pressure adjusting means

AS: air spring

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In a railroad vehicle, various means are provided to prevent vibrations generated between the wheels and the rails from being transmitted to passengers inside the vehicle to provide a comfortable and comfortable journey. For example, the vibration and shock generated between the rail and the wheel are absorbed and mitigated by the primary suspension device installed in the bogie, and the damped vibration is absorbed again by the secondary suspension device installed between the bogie and the vehicle body. It provides a comfortable ride to passengers on board the railway vehicle. In the present invention, the inclination of the railway vehicle is adjusted by adjusting the height of the air spring which is the secondary suspension device of the suspension device.

3 is a structural diagram of an air spring height adjusting device to which the present invention is applied, and an air spring is installed between the vehicle body 1 and the bogie 2, and a stopper 4 is mounted below the air spring 3. On the other hand, the spring flank (5) is formed on the upper portion of the air spring (3) to support the vehicle body (1).

4 is a block diagram showing a tilt control device of a railway vehicle according to the present invention, the tilt control device of the present invention is the acceleration detection means 100A and speed detection means 100B of the head vehicle TF, filtering means 150 ), The calculation means 200, the control signal generating means 300, the air pressure adjusting means 400 and the air spring (AS) of the subsequent vehicles (TB).

The acceleration detecting means 100A of the head vehicle TF detects the left and right accelerations of the railroad vehicle in operation and outputs an acceleration signal, and the speed detecting means 100B of the head vehicle TF of the leading vehicle TF Detect speed and output speed signal.

The filtering means 150 receives the left and right acceleration signals including noise from the acceleration detecting means 100A and the speed signal including the noise from the speed detecting means 100B to perform filtering and then removes the noise. The acceleration signal and the velocity signal are outputted. The filtering means 150 includes a low pass filter.

The calculation means 200 outputs the information on the large inclination demand amount of the inclination demand by the acceleration signal and the inclination demand by the natural pendulum according to the filtered acceleration signal from the filtering means 150, and also the filtering means ( In accordance with the speed signal from 150, information on the curve entry / exit timing of the subsequent vehicle TB is output.

The control signal generating means 300 generates a control signal in accordance with the inclination demand from the calculation means 200 and information on the curve entry / exit timing.

The air pressure adjusting means 400 adjusts the pressure of the air supplied when the subsequent vehicle TB enters or exits the curved section according to the electric control signal from the control signal generating means 300. Air pressure adjusting means 400 may be implemented as a solenoid valve.

Air spring (AS) mounted on the subsequent vehicle (TB) is adjusted in accordance with the air pressure from the air pressure adjusting means 400 to control the inclination of the railway vehicle.

FIG. 5 is a detailed configuration diagram of the calculation means shown in FIG. 4. The calculation means 200 according to the present invention includes a first slope requirement calculation unit 210, a second slope requirement calculation unit 220, and a curve entry timing calculator. 230 and the comparator 240, the first inclined demand calculation unit 210 and the second inclined demand calculation unit 220 is implemented to perform the function independently.

The first inclination demand calculation unit 210 receives an acceleration signal from the acceleration detecting means 100A and calculates the inclination demand amount of the subsequent vehicle TB by the acceleration signal.

The second slope request amount calculating unit 220 receives the acceleration signal from the acceleration detecting means 100A and calculates the slope request amount of the subsequent vehicle TB by the natural pendulum predicted.

The curve entry / exit timing calculator 230 receives a speed signal from the speed detecting means 100B and calculates and outputs a curve entry / exit timing of a subsequent vehicle TB.

The comparison unit 240 receives and compares the inclination request amount due to the acceleration from the first inclination demand calculation unit 210 and the inclination request amount by the natural pendulum from the second inclination demand calculation unit 220. Output large slope demands.

Next, the operation of the present invention will be described with reference to the accompanying drawings. Referring to FIG. 4, when the head vehicle running at high speed enters a curved section, the acceleration detecting means 100A generates an acceleration signal, and the speed detecting means 100B generates a speed signal. In this case, since the generated acceleration signal and the speed signal include high frequency noise, when the low pass filtering is performed on the filtering means 150, the acceleration signal and the speed signal of the normal component are generated. The filtered acceleration signal and the velocity signal are input to the calculation means 200, and using these signals, the calculation means 200 determines whether or not to enter the curve section, the amount of excess centrifugal force, the time to enter / exit the curve of the subsequent vehicle, and the slope. The demands are calculated before the next vehicle enters the curve.

The operation of the calculation means 200 will be described in more detail with reference to FIGS. 5 and 6.

When the filtered acceleration signal is input to the first slope request amount calculating unit 210 of the calculating means 200, the tilt request amount based on the acceleration signal is calculated, and the filtered acceleration signal is a second slope request amount calculating unit. If input to 220, the inclination demand by the natural pendulum is calculated according to the acceleration signal. According to the present invention, when the left and right acceleration is generated without the natural pendulum in the subsequent vehicle, the degree of inclination demand generated by the natural pendulum is stored in the second inclined demand calculation unit 220 in advance by experiment.

That is, FIG. 6 is a view for explaining the amount of inclination to be supplemented by the air spring, in which α represents the inclination amount by the natural pendulum method, θ represents the ideal inclination demand amount, and β is the natural pendulum method only. The inclination deficiency amount of ie, the inclination amount to be supplemented by the air spring.

Referring to FIG. 6, since the inclination amount α by the natural pendulum method is determined by the characteristics of the structure and the frictional force, an empirical equation is generated as a function of the lateral acceleration and response time through the test after the product development. The programming means 200 is programmed. The ideal tilt demand θ can then be geometrically calculated from the lateral accelerations measured by the tilt amount which completely cancels out the excess centrifugal force, which is also programmed in the calculation means 200 shown in FIG. . Therefore, the inclination amount β to be supplemented by the air spring is the difference (θ-α) between the ideal inclination demand amount θ and the inclination amount α by the natural pendulum method, which is calculated in FIG. Calculated by means 200.

If the inclination demand is obtained by using the actual natural pendulum attached to each subsequent vehicle as in the prior art, the response time is slowed down because the slope of the railway vehicle is adjusted at the time when the subsequent vehicle enters the curve section. On the other hand, the experimental formula is pre-programmed in the calculation means 200 of the present invention as described above, and the slope requirement of the natural pendulum is calculated in advance by using the left-right acceleration before the subsequent vehicle enters the curved section. As a result, response time is faster, resulting in better riding comfort.

Subsequently, referring to FIG. 5, the natural pendulum of the inclination demand amount based on the left and right acceleration calculated by the first inclination demand calculation unit 210 and the left and right acceleration calculated by the second inclination demand calculation unit 220 is used. When the inclination demand amount is input to the comparator 240, the comparator 240 outputs a larger inclination demand value by comparing the inclination demand by the acceleration with the inclination demand of the natural pendulum by the acceleration. The amount of inclination that is outputted from the?) Becomes the final amount of inclination. On the other hand, since the first inclined demand calculation unit 210 and the second inclined demand calculation unit 220 independently perform a function, even if the first inclined demand calculation unit 210 fails, the second inclination demand calculation unit 210 performs a function. When the inclination demand calculation unit 220 calculates the inclination demand of the natural pendulum by the acceleration signal, only the inclination requirement is selected by the comparator 240, and on the contrary, even if the second inclination requirement calculation unit 220 fails. When the first inclination demand calculation unit 210 calculates the inclination demand by the acceleration signal, the comparison unit 240 may select only the inclination demand.

Then, when the filtered speed signal is input to the curve entry / exit timing calculator 230 of the calculation means 200, at which point a subsequent vehicle enters or exits the curve section and outputs the calculated speed.

Subsequently, referring again to FIG. 4, the information on the curve section entry / exit timing and the slope request amount of the subsequent vehicle TB from the curve entry / exit timing calculator 230 and the comparison unit 240 shown in FIG. 5, respectively. Is input to the control signal generating means 300 to generate an electric control signal according to the two pieces of information.

That is, when the subsequent vehicle TB enters the curved section, a control signal is generated from the control signal generating means 300 according to the information on the curved section entry time and the information on the inclination demand amount, so that the air pressure adjusting means ( 400). The air pressure regulating means 400 controls the pressure of the air spring in the subsequent vehicle TB by adjusting the pressure of the air supplied according to the control signal, thereby adjusting the inclination of the railway vehicle.

Subsequently, when the subsequent vehicle TB is out of the curve section, the control signal from the control signal generating means 300 according to the information on the exit time of the curve section is input to the air pressure adjusting means 400. Then, the air pressure regulating means 400 adjusts the pressure of the air supplied to the original state according to the control signal, that is, the railroad vehicle enters the normal section rather than the curved section, thereby restoring the air spring in the subsequent vehicle TB. The pressure of the vehicle is adjusted to its original state, and as a result, the slope of the railway vehicle that has been inclined is reduced normally. Therefore, even when the railroad car is out of the curve, the response time is faster, and the riding comfort is improved.

The embodiments described above are merely illustrative in all respects and should not be construed as limiting, and all modifications that fall within the true spirit and scope of the present invention shall fall within the claims of the present invention.

As described above, according to the present invention, when the leading vehicle of a railway vehicle operating at a high speed enters a curved section, the speed and the acceleration / departure timing and acceleration of the curve portion of the subsequent vehicle are determined by using the speed and the left and right acceleration of the leading vehicle. Calculate the inclination demand in advance and at the same time calculate the inclination demand by the natural pendulum in advance, compare the inclination requirements of the precomputed subsequent vehicles, and compare the inclination demands of the subsequent vehicles to the air in the subsequent vehicle when entering or exiting the curve of the subsequent vehicle according to the larger inclination requirements. By adjusting the height of the spring, there is an effect that it is possible to improve the ride comfort of the passenger without decelerating the speed of the railway vehicle in the curved section.

Claims (4)

Head spring (TF) and air spring provided with acceleration detecting means (100A) for detecting the current left and right acceleration in operation and outputting the acceleration signal and speed detecting means (100B) for detecting the current speed and outputting the speed signal. In a railway vehicle composed of a subsequent vehicle (TB) equipped with (AS), a larger inclination request amount of an inclination request by an acceleration signal and an inclination request by a natural pendulum according to the left and right acceleration signals from the acceleration detecting means 100A. Calculating means (200) for outputting information on the curve entry / exit timing of the subsequent vehicle (TB) in accordance with the speed signal from the speed detecting means (100B); Control signal generating means (300) for generating a control signal in accordance with the inclination demand from the calculating means (200) and information on the curve entry / exit timing; The height of the air spring AS mounted on the subsequent vehicle TB is adjusted by adjusting the pressure of the air supplied when the subsequent vehicle enters or exits the curved section according to the electric control signal from the control signal generating means 300. Tilt control device for a railway vehicle, characterized in that consisting of air pressure control means for controlling the 400. The method of claim 1, wherein the acceleration signal including noise is received from the acceleration detecting means (100A) and the speed signal containing noise from the speed detecting means (100B) is filtered and then the noise is removed. And a filtering means (150) for outputting a speed signal and between the acceleration and speed detecting means (100A, 100B) and the calculating means (200). The first inclination demand calculation according to claim 1, wherein the calculation means 200 receives the left and right acceleration signals from the acceleration detection means 100A and calculates the inclination demand amount of the subsequent vehicle TB by the acceleration signal. Section 210; A second inclination demand calculation unit 220 for calculating an inclination demand of a subsequent vehicle TB by a natural pendulum predicted by receiving the left and right acceleration signals from the acceleration detection means 100A; A curve entry / exit timing calculator 230 which receives a speed signal from the speed detecting means 100B and calculates and outputs a curve entry / exit timing of a subsequent vehicle TB; A comparison of the inclination demand by the acceleration from the first inclination demand calculation unit 210 with the inclination demand by the natural pendulum from the second inclination demand calculation unit 220 and then outputting a larger inclination request. Inclination control device of a railway vehicle, characterized in that consisting of a portion (240). The inclination control apparatus of a railway vehicle according to claim 3, wherein the first inclination requirement calculator (210) and the second inclination demand calculator (220) are implemented independently.