KR20210106229A - Control method of individual braking system for independently rotating wheel type railway vehicles, and braking system for independently rotating wheel type railway vehicles - Google Patents

Abstract

The present invention relates to an individual braking system for an independently rotating wheel type railroad vehicle, a railroad vehicle having the same, and a control method of an individual braking system for an independently rotating wheel type railroad vehicle, wherein the braking system reduces a lateral force, abrasion of a wheel, and noise by appropriately controlling a brake force depending on a railroad condition during running of a railroad vehicle. To this end, the individual braking system for an independently rotating wheel type railroad vehicle of the present invention comprises: a plurality of independently rotating wheels; a plurality of braking apparatuses installed on the plurality of independently rotating wheels, respectively; and a controller which executes a speed difference removal mode, removing a speed difference between the plurality of independently rotating wheels, or a speed difference generation mode, generating a speed difference between the plurality of independently rotating wheels, based on information on a radius of curvature.

Description

Individual braking system for self-rotating rolling stock, and control method of a braking system for self-rotating rolling stock, and a braking system for self-rotating rolling stock

The present invention relates to an individual braking system for an independently rotating railway vehicle and a method for controlling an individual braking system for a railway vehicle and an independent rotating railway vehicle having the same, and more particularly, by individually controlling the braking force for a plurality of wheels when the railway vehicle is running. It relates to an individual braking system for a self-rotating railway vehicle capable of reducing lateral pressure and reducing wheel wear and noise, and a method for controlling an individual braking system for a railway vehicle and an independent rotating railway vehicle having the same.

Independent rotating railroad cars lose the restoring force that general railroad cars have when running in a straight line, causing skewing and zigzag phenomena.

When driving in a sharp curve, smooth curve driving is possible by allowing a difference in the rotational speed of the inner and outer wheels compared to general rigid wheelbase type railway vehicles. This is relatively low, and the lateral pressure is large.

In order to overcome these shortcomings, research on steering bogie technology applying various steering links, left and right driving torque control and braking torque control, and related patents are being published.

Registered Patent Publication No. 10-1659872 (Registration Date September 20, 2016)

SUMMARY OF THE INVENTION An object of the present invention to solve the problems according to the prior art is to reduce lateral pressure by individually controlling the braking force for a plurality of wheels when driving a railroad car, and to reduce wheel wear and noise. and to provide a method for controlling an individual braking system for a railway vehicle and an independent rotating railway vehicle having the same.

Independent rotating railway vehicle system of the present invention for solving the above technical problem, a plurality of independently rotating wheels; a plurality of braking devices respectively provided on the plurality of independently rotating wheels; and a controller performing a speed difference removal mode for removing the speed difference between the plurality of independently rotating wheels or a speed difference generating mode for generating a speed difference between the plurality of independently rotating wheels based on the curve radius information.

Preferably, the plurality of independently rotating wheels may be configured to include a pair of front wheels and a pair of rear wheels.

Preferably, the curve radius information may be divided into a steep curve section, a mid curve section, a curved section and a straight section.

Preferably, the reference braking value may be defined in response to a reference speed difference between the rotation of the wheel traveling on the inner rail and the rotation of the wheel traveling on the outer rail based on the rail curvature radius and the traveling speed.

Preferably, the information on the sharp curve section of the curve radius information may be defined as a case where the curve radius value is less than or equal to a first specified value.

Preferably, the information on the middle curve section among the curve radius information may be defined as a case in which the curve radius value exceeds the first specified value and is less than or equal to the second specified value.

Preferably, the information on the curve section of the curve radius information may be defined as a case in which the curve radius value exceeds the second specified value and is less than or equal to the third specified value.

Preferably, the information on the straight section among the curve radius information may be defined as a case in which the curve radius value exceeds a third specified value.

Preferably, when the curvature radius information is a sharp curve section, the controller includes a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and driving an inner rail of the pair of rear wheels. The braking force of the braking device corresponding to the wheel may be controlled as a braking force corresponding to a positive value A times the reference braking value.

Preferably, when the curve radius information is a mid-curve section, the controller includes a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and an outer rail of the pair of wheels on the rear side. The braking force of the braking device corresponding to the wheel may be controlled as a braking force corresponding to a positive value B times the reference braking value.

Preferably, when the curvature radius information is a curved section, the controller includes a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and an outer rail of the pair of rear wheels. The braking force of the braking device corresponding to the wheel may be controlled as a braking force corresponding to a positive value C times the reference braking value.

Preferably, the controller includes, when the curve radius information is a sharp curve section, a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and driving an inner rail among the pair of wheels on the rear side Controls the braking force of the braking device corresponding to the wheel to be a braking force corresponding to A times the reference braking value, and when the curve radius information is a mid-curve section, a wheel running on the inner rail among the pair of front wheels Controls the braking force of a braking device corresponding to , a braking force of a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels as a braking force corresponding to B times the reference braking value, and the curve radius information is a curve In the case of a section, the braking force of a braking device corresponding to a wheel traveling on an inner rail among a pair of front wheels and a braking device corresponding to a wheel traveling on an outer rail among a pair of rear wheels is set to the reference braking value It is configured to control with a braking force corresponding to C times of , wherein A, B, and C are positive values, and any one of A≥B≥C or A>B>C may be satisfied.

Preferably, when the curve radius information is a straight section, the controller may control the braking force of the plurality of braking devices so that the rotation speed of the pair of front wheels and the rotation speed of the pair of rear wheels are the same. .

Preferably, when a failure occurs in the pair of rear wheels, the controller adds a braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels to the reference braking value as an additional braking value can be controlled by the calculated braking force by summing the

Preferably, when a failure occurs in the pair of front wheels, the controller adds a braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of rear wheels to the reference braking value as an additional braking value can be controlled by the calculated braking force by summing the

On the other hand, a railway vehicle having an individual braking control system for an independent rotating railway vehicle configured as described above is disclosed.

In addition, an individual braking control method of a system for a self-rotating railway vehicle configured as described above is disclosed.

As described above, in the present invention, the critical speed and driving performance improvement and control performance regardless of the driving direction by controlling the lateral displacement and the yaw angle while driving a railroad vehicle by individually controlling the braking force of the braking device corresponding to each of the plurality of wheels. It has the advantage of achieving secure, sharp curve and straight high-speed driving performance at the same time, and improvement of restoring force and steering angle compensation.

In addition, the present invention applies braking only to wheels with high rotational speed when driving in a straight section to control the rotational speed of the left and right independent rotating wheels equally, so that it behaves like a rigid wheelbarrow, and a lateral restoring force is naturally generated to prevent disturbance. Since it has toughness, there is an advantage in that it is possible to solve the flange contact deflection phenomenon and the zigzag phenomenon of the independently rotating wheel.

In addition, the present invention calculates the left and right speed difference to smoothly pass through the curve, and then applies a braking force individually to the inner wheel only to control the rotation speed of the left and right wheels so that the speed difference can be maintained, so that natural radial (symmetrical) steering There are advantages to implementing

In addition, the present invention generates a yaw moment by arbitrarily adding a braking force to compensate for the lateral restoring force of the independently rotating wheel, or through this, the lateral restoring force can be compensated using the lateral force caused by the creep characteristic change generated at the contact point. Through this, there is an advantage in that it is possible to secure driving characteristics that are strong against disturbances through the control of the lateral restoring force by performing individual braking control to reduce the lateral displacement.

In addition, the present invention has the advantage of being able to implement a radial steering control function through individual braking control of the left and right wheels to reach the ideal angle of attack by measuring the yaw angle of the wheel axle during curved driving.

In addition, in the case of sharp curve driving, the effect of improving the lateral displacement and yaw angle of the wheel by the bogie steering compared to the steering of the wheel axle is large. There is an advantage that can improve the driving performance in sharp curves by adding the technology to

In addition, the present invention has the advantage of being able to reproduce an asymmetric configuration in which the front axle is a rigid wheelbarrow and the rear axle is an independent rotating wheelshaft by controlling only the front axle to the speed difference removal mode only by changing the control mode like the front and rear asymmetric wheelbase configuration bogie.

The effects of the present invention are not limited to the above-mentioned effects, and other effects not mentioned will be clearly understood by those skilled in the art from the following description.

1 is a view showing the configuration of an individual braking system for an independently rotating railway vehicle according to an embodiment of the present invention.
2 is a view showing a sharp curve driving state of the individual braking system for a self-rotating railway vehicle according to an embodiment of the present invention.
3 is a view showing a mid-curve driving state of the individual braking system for an independently rotating railway vehicle according to an embodiment of the present invention.
4 is a view showing a circumferential driving state of the individual braking system for a self-rotating railway vehicle according to an embodiment of the present invention.
5 is a view for explaining the front-only control corresponding to the failure of the rear axle of the individual braking system for a self-rotating railway vehicle according to an embodiment of the present invention.
6 is a view for explaining the rear-only control corresponding to the failure of the front axle of the individual braking system for a self-rotating railway vehicle according to an embodiment of the present invention.
7 is a flowchart illustrating a control conversion mode for changing the control mode to five control modes with respect to speed, radius of curve, and failure signal input of the system for independent rotating railroad vehicles according to an embodiment of the present invention.

The present invention may be embodied in various other forms without departing from its technical spirit or main characteristics. Accordingly, the embodiments of the present invention are merely illustrative in all respects and should not be construed as limiting.

Terms such as first, second, etc. may be used to describe various elements, but the elements should not be limited by the terms.

The above terms are used only for the purpose of distinguishing one component from another. For example, without departing from the scope of the present invention, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component.

and/or includes a combination of a plurality of items or any of a plurality of items.

When it is said that a component is 'connected' or 'connected' to another component, it may be directly connected or connected to the other component, but it is understood that other components may exist in between. it should be

On the other hand, when it is mentioned that a certain element is 'directly connected' or 'directly connected' to another element, it should be understood that there is no other element in the middle.

The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention. The singular expression includes the plural expression unless the context clearly dictates otherwise.

In the present application, terms such as 'comprise' or 'comprising', 'have', etc. are intended to designate that a feature, number, step, operation, component, part, or combination thereof described in the specification exists, but one It should be understood that it does not preclude the possibility of the presence or addition of or more other features or numbers, steps, operations, components, parts, or combinations thereof.

Unless defined otherwise, all terms used herein, including technical and scientific terms, have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs.

Terms such as those defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related art, and should not be interpreted in an ideal or excessively formal meaning unless explicitly defined in the present application. does not

Hereinafter, a preferred embodiment according to the present invention will be described in detail with reference to the accompanying drawings, but the same or corresponding components are given the same reference numerals regardless of reference numerals, and redundant description thereof will be omitted.

In describing the present invention, if it is determined that a detailed description of a related known technology may obscure the gist of the present invention, the detailed description thereof will be omitted.

1 is a view showing the configuration of an individual braking system for an independently rotating railway vehicle according to an embodiment of the present invention.

As shown in FIG. 1 , the individual braking system for a self-rotating railway vehicle according to an embodiment of the present invention is arranged as a pair on the front side and the rear side, respectively, and comprises a plurality of independent wheels constituting the front and rear wheels of the bogie 10 . The rotating wheels FLW, FRW, RLW, and RRW, the braking devices 120A, 120B, 120C, and 120D that individually generate braking force to each of the plurality of independent rotating wheels FLW, FRW, RLW, RRW, and the controller 200 ) receives a control command from the power pack 140 to directly operate the braking devices 120A, 120B, 120C, and 120D, the running speed of the railroad car, the track condition, the wheel/rail contact condition, and the running state of the railroad car. A controller 200 that outputs a control command to the power pack to perform individual braking control of the independently rotating wheels (FLW, FRW, RLW, RRW) by determining whether left/right braking force is applied and the amount of braking force based on a plurality of independent It is installed on each of the rotating wheels (FLW, FRW, RLW, RRW) and measures at least one of rotation speed, yaw angle, and lateral displacement to generate sensing information and includes a sensor unit 150 that provides sensing information to the controller 200 is composed by

The plurality of wheels FLW, FRW, RLW, and RRW are supported by elastic means with respect to the bogie 10 and are provided under the bogie 10 so as to have 6 degrees of freedom. Specifically, the plurality of wheels FLW, FRW, RLW, and RRW include a front left wheel (FLW), a front right wheel (FRW), a rear left wheel (RLW), and a rear right wheel (RRW). A front left wheel (FLW) and a front right wheel (FRW) are configured as a front wheelset, and a rear left wheel (RLW) and a rear right wheel (RRW) are configured as a rear wheelset. Each of the front wheel set and the rear wheel set is constrained to maintain a constant distance between each other and to have the same lateral displacement and yaw angle.

The braking devices 120A, 120B, 120C, and 120D are respectively provided on the plurality of wheels FLW, FRW, RLW, and RRW, and are configured to provide braking force to the matched wheels.

Specifically, the braking devices 120A, 120B, 120C, and 120D may be operated according to the braking pressure supplied from the power pack 140 .

The controller 200 stores the railway vehicle speed, track condition, wheel/rail contact condition, and railway vehicle weight input from the comprehensive train control system (TCMS) of the railway vehicle in advance or substitutes it into the input individual braking control table. The individual braking force may be calculated and the braking of each of the plurality of wheels FLW, FRW, RLW, and RRW may be controlled according to the calculated individual braking force. For example, the individual braking control table calculates the optimal braking control power based on information obtained through simulation and pre-test, and adjusts the vehicle speed, body weight, and wheel/rail contact conditions (including weather conditions and temperature conditions). can be controlled based on

Meanwhile, the controller 200 may perform individual braking control according to a preset individual braking control mode using the detection information received from the sensor unit 150 and the curve radius information based on the location information of the railway vehicle. am. For example, by comparing the position information estimated by accumulating the rotational speed of the wheel itself through the sensor unit 150 with the position information of the vehicle obtained through GPS or an antenna, control based on more accurate position information is possible. possible.

The power pack 140 may include a valve controlling the supply of braking pressure and a regulator controlling the braking pressure. The power pack 140 may use an intermittent valve that opens and closes the pressure at the output end of the power pack 140 , a proportional control valve or a servo valve that can variably control the flow rate or oil pressure.

The sensor unit 150 is installed individually for each wheel, and can basically check information such as yaw angle and lateral displacement including the speed of each wheel, and provides the sensed information to the controller 200 .

The speed difference between the left and right wheels may be checked based on the speed of the left and right wheels checked through the sensor unit 150 .

Hereinafter, a detailed control method of the controller 200 for controlling the railway vehicle system having the configuration as described above will be described in detail.

The controller 200 operates the plurality of braking devices 120A, 120B, 120C, and 120D, respectively, based on the curvature radius information of the rail, so that the speed of the plurality of wheels FLW, FRW, RLW, and RRW A speed difference removal mode for removing a difference or a speed difference generation mode for generating a speed difference between the plurality of wheels FLW, FRW, RLW, and RRW may be performed.

That is, the controller 200 individually and appropriately controls the braking force for each wheel (FLW, FRW, RLW, RRW) based on the curvature radius information of the rail based on the location information of the railway vehicle, thereby eliminating the speed difference. Alternatively, it is controlled in the speed difference generation mode.

The curve radius information may be divided into a sharp curve section, a medium curve section, a curved section and a straight line section, and the controller 200 selects one of the speed difference removal mode or the speed difference generation mode according to the curve radius information. By selection, the braking force for the wheels FLW, FRW, RLW, and RRW is individually controlled.

Meanwhile, the controller 200 operates normally in response to a failure situation even when a failure occurs in a pair of front wheels (FLW, FRW) and a failure occurs in a pair of rear wheels (RLW, RRW). The lateral pressure can be reduced by appropriately controlling the braking force on the wheel.

Combining the above contents, the controller 200 can control six modes: straight section control, sharp curve section control, mid curve section control, curved section control, front-only control, and rear-only control. , it is possible to individually control the braking force for a plurality of wheels (FLW, FRW, RLW, RRW) based on the rail curvature radius information based on the location information of the railway vehicle and the fault condition.

On the other hand, when a railway vehicle runs on a rail of a curved section, the wheel running on the inner rail and the wheel running on the outer rail have different rotational speeds due to the difference in the geometric radius of curvature of the inner rail and the outer rail, The reference speed, which is the speed through the curve geometrically, is determined by the distance between the wheels, the driving speed, and the radius of the curve. can be selected as

On the other hand, when an environment in which communication with the vehicle central controller is established is established, such as TCMS, the reference speed may be configured to be provided by the vehicle. It can be provided by selecting the best method through various methods such as a method by integrating wheel rotation speed and a method using a phase antenna and a GPS signal.

On the other hand, according to this reference speed, a difference in rotational speed between the wheel traveling on the inner rail and the wheel traveling on the outer rail occurs. Specifically, the wheel traveling on the inner rail is at a speed lower than the rotation speed of the wheel traveling on the outer rail. will rotate

In this case, the braking force applied to the wheel running on the inner rail may be defined as the reference braking value so that the difference in rotational speed between the wheel running on the inner rail and the wheel running on the outer rail is equal to the calculated reference of the ideal running state. .

For example, when a railroad vehicle travels a curved section at a reference speed, braking force is not applied to the wheels running on the outer rail, but braking force α is applied to the wheels running on the inner rail, where α is the reference braking value will be defined as

With reference to the reference braking value as described above, the straight section control, the sharp curve section control, the mid curve section control, the curved section control, the front-only control, and the rear-only control of the controller 200 will be described, respectively. let it do

Hereinafter, the control for each mode of the controller 200 as described above will be described in detail.

First, the linear section control of the controller will be described.

The straight section control corresponds to a case in which the bogie 10 travels in a straight section, and when the curve radius information transmitted to the controller 200 is a straight section, the straight section control mode is executed.

In the straight section control mode, the controller 200 controls the braking force of the plurality of braking devices so that the rotation speed of the front pair of wheels FLW and FRW and the rotation speed of the rear pair of wheels RLW and RRW are the same, respectively. will take control

The rigid wheelshaft is configured to rotate at the same number of revolutions as the left and right wheels are firmly fixed by axles. can be raised

On the other hand, independent rotating railway vehicles do not have axles connecting the left and right wheels, so the left and right wheels are individually connected to the frame with bearings to secure rotational freedom. It can increase resistance to disturbance.

Therefore, if the rotational speed of each wheel is controlled so that the left and right wheels rotate at the same number of revolutions as in the case of a rigid wheelbase, a lateral restoring force is generated at the contact point due to the rigid wheelbase behavior, thereby improving the straight travel performance.

That is, even when the railroad vehicle travels in a straight section, the influence on disturbance increases so that the lateral displacement is not restored to the center or severe vibration may occur. In this case, the plurality of braking devices 120A, 120B, 120C, 120D) can arbitrarily adjust the lateral force through individual braking control to stabilize the vehicle's driving performance.

Through such control, it can be applied to improve the running performance of high-speed rail vehicles using independent rotating wheel axles when the railroad vehicle is traveling in a straight section.

Therefore, in addition to the general speed control, the plurality of braking devices 120A, 120B, 120C, 120D are used to monitor the lateral displacement of the wheelshaft through a sensor and to reduce lateral displacement and lateral acceleration when displacement of a certain size or more or continuous vibration occurs. By intervening in driving performance by controlling the braking force of

Looking at the specific process for this, when any one of the plurality of wheels (FLW, FRW, RLW, RRW) moves laterally, the lateral movement of the corresponding wheel is detected by the corresponding position sensor unit 150, at this time, By adding or subtracting the position movement value to the reference position of the corresponding wheel, an individual braking pressure for braking control of the corresponding braking device is calculated, and the braking pressure corresponding to the calculated braking pressure is supplied through the power pack 140 .

As described above, the linear section control of the controller 200 controls the braking device by setting the speed difference removal mode for controlling the speeds of the plurality of wheels (FLW, FRW, RLW, RRW) to be the same as the basic mode, When the lateral displacement exceeds the limit value or a large lateral vibration occurs, the lateral force is compensated by changing to the speed difference generation mode in which the lateral force is arbitrarily adjusted through individual braking control of the plurality of braking devices 120A, 120B, 120C, and 120D. Transverse vibration can be reduced.

Next, the steep curve section control will be described.

The information on the sharp curve section among the curve radius information may be defined as a case where the curve radius value is less than or equal to a first specified value.

As shown in (a) of FIG. 2, when the radius of the curve becomes the Rh value that is less than or equal to the first specified value, the front outer wheel (FLW) and the rear inner wheel (RRW) drive in a state in contact with the rail, and the curve The lateral pressure is increased by the centrifugal force proportional to the radius and running speed, which causes large wear and noise.

Accordingly, when the curve radius information is a sharp curve section, the controller 200 determines the braking force of the braking device 120B of the front inner wheel FRW and the braking device 120D of the rear inner wheel RRW. Control is performed with a braking force corresponding to A times the reference braking value.

That is, the braking force is applied with a magnitude of Axα corresponding to A times the braking force α of the inner traveling wheel determined to travel at the geometrically determined curve passing speed. (A is a positive value)

When this control is performed, as shown in (b) of FIG. 2, the yaw moment y1 generated in the front pair of wheels FLW and FRW and the yaw moment y1 generated in the rear pair of wheels RLW and RRW The yaw moment y2 is summed to generate a yaw moment Y that rotates the bogie 10 .

Accordingly, the effect of rotating the bogie 10 inward with respect to the rail occurs, and the lateral pressure and wear of the front outer wheel FLW and the rear inner wheel RRW are reduced.

Next, the middle curve section control will be described.

The information on the mid-curve section of the curve radius information may be defined as a case in which the curve radius value exceeds a first designated value and is less than or equal to a second designated value, and the second designated value is a value greater than the first designated value.

As such, when the radius of the curve exceeds the first specified value and the Rm value is less than or equal to the second specified value, as shown in FIG. 3 (a), the front outer wheel (FLW) and the rear inner wheel (RRW) are It is driven while in contact with the rail.

Accordingly, when the curve radius information is a mid-curve section, the control unit 200 determines the braking force of the braking device 120B of the front inner wheel FRW and the braking device 120D of the rear outer wheel RLW. Control is performed with a braking force corresponding to B times the reference braking value.

That is, the braking force is applied with a magnitude of B×α corresponding to B times the braking force α of the inner traveling wheel determined to travel at the geometrically determined curve passing speed. (B is a positive value, a value smaller than A: the control force for the lateral pressure of the mid curve compared to the steep curve is small)

When this control is performed, as shown in (b) of FIG. 3 , a yaw moment y1 is generated in the front pair of wheels FLW and FRW, and the front wheelset is steered in a direction to reduce the angle of attack, A yaw moment (y2) is generated in the pair of rear wheels (RLW, RRW), and the rear wheelset is steered in the direction of reducing the angle of attack.

The yaw moment y1 generated at the front pair of wheels (FLW, FRW) and the yaw moment (y2) generated at the rear pair of wheels (RLW, RRW) are in opposite directions, and the front wheelset and the rear wheelset Steering is made so that each of the rails is in the radial direction, and through this, the lateral pressure and wear of the front outer wheel (FLW) and the rear outer wheel (RLW) are reduced.

Next, the curve section control will be described.

The information on the curve section of the curve radius information may be defined as a case in which the curve radius value exceeds the second specified value and is less than or equal to the third specified value.

As such, when the radius of the curve exceeds the second specified value and becomes an Rl value that is less than or equal to the third specified value, the wheelset is pushed outward by centrifugal force as shown in FIG. and the rear outer wheel (RLW) are driven while in contact with the rail.

When the curve radius information is a curve section, the controller 200 applies the braking force of the braking device 120B of the front inner wheel FRW and the braking device 120D of the rear outer wheel RLW to the reference braking. It is controlled with a braking force corresponding to C times the value.

That is, the braking force is applied with a magnitude of C×α corresponding to C times the braking force α of the inner traveling wheel determined to travel at the geometrically determined curve passing speed. (C is a positive value, a value smaller than B: the control force for lateral pressure is small compared to the middle curve)

When the control as described above is performed, as shown in FIG. 4(b), the yaw moment y1 is generated in the front pair of wheels FLW and FRW, and the front wheelset moves in the direction of reducing the angle of attack. is steered, and a yaw moment y2 is generated in the rear pair of wheels RLW and RRW, and the rear wheelset is steered in a direction to reduce the angle of attack.

The yaw moment y1 generated at the front pair of wheels (FLW, FRW) and the yaw moment (y2) generated at the rear pair of wheels (RLW, RRW) are in opposite directions, and the front wheelset and the rear wheelset Steering is made so that each of the rails is in the radial direction, and through this, the lateral pressure and wear of the front outer wheel (FLW) and the rear outer wheel (RLW) are reduced.

At this time, the yaw moments (y1, y2 in FIG. 4) generated in the curve section control are smaller than the yaw moments (y1, y2 in FIG. 3) generated in the middle curve section control.

On the other hand, it is preferable that A, B, and C are positive constant values satisfying the relationship of A>B>C, and of course, it may also have a relationship of A≥B≥C.

Next, the forward-only control will be described.

When a failure is detected in the rear axle, such as a failure in the rear pair of wheels (RLW, RRW), the lateral pressure can be reduced by controlling only the braking devices (120A, 120B) corresponding to the pair of front wheels (FLW, FRW) to operate. have.

Specifically, as shown in Fig. 5 (a), when a failure is detected in the rear axle, the front outer wheel (FLW) and the rear inner wheel (RRW) are in contact with the rail, and to solve this, As shown in FIG. 5B , the controller 200 calculates the braking force of the braking device 120B of the front inner wheel FRW by adding an additional braking value to the reference braking value α. It may be configured to control with the applied braking force.

The additional braking value may vary depending on the curvature radius of the rail and the speed of the railway vehicle, the track condition, the wheel/rail contact condition and the weight of the railway vehicle. The additional braking value may be determined so that the same braking force is applied to the braking device 120B of the front inner wheel FRW.

The front-only control described above is a control mode that generates a lateral pressure reduction effect only by controlling the braking force of a pair of front wheels (FLW, FRW). It is a mode that controls to improve driving performance through braking force control during driving.

Next, the rear-only control will be described.

When a failure is detected in the front axle such as a failure in the front pair of wheels (FLW, FRW), the lateral pressure is reduced by controlling only the braking devices 120C and 120D corresponding to the pair of rear wheels (RLW, RRW) to operate. can

Specifically, as shown in (a) of Figure 6, when a failure is detected in the front axle, the front outer wheel (FLW) and the rear inner wheel (RRW) are in contact with the rail, and to solve this, As shown in FIG. 6B , the controller 200 calculates the braking force of the braking device 120D of the rear inner wheel RRW by adding the additional braking value to the reference braking value α. It may be configured to control with the applied braking force.

The additional braking value may vary depending on the curvature radius of the rail and the speed of the railway vehicle, the track condition, the wheel/rail contact condition and the weight of the railway vehicle. The additional braking value may be determined so that the same braking force is applied to the braking device 120D of the rear inner wheel FRW.

That is, the rear-only control is a control mode that generates a lateral pressure reduction effect only by controlling the braking force of the rear pair of wheels (RLW, RRW). It is a mode that controls to improve driving performance through braking force control even during normal driving.

Although the present invention has been mainly described with reference to the accompanying drawings, it will be apparent to those skilled in the art that many various and obvious modifications can be made therefrom without departing from the scope of the present invention. Accordingly, the scope of the present invention should be construed by the appended claims to cover many such modifications.

10: bogie
FLW, FRW, RLW, RRW: independent wheel
120A, 120B, 120C, 120D: Brake
140: power pack
150: sensor unit
200: controller

Claims (31)

a plurality of independently rotating wheels;
a plurality of braking devices respectively provided on the plurality of independently rotating wheels; and
A controller for performing a speed difference removal mode for removing the speed difference of the plurality of independently rotating wheels or a speed difference generating mode for generating a speed difference between the plurality of independent rotating wheels based on the curve radius information; Individual braking systems for vehicles. According to claim 1,
The plurality of independently rotating wheels,
An individual braking system for an independently rotating railway vehicle, comprising a pair of front wheels and a pair of rear wheels. 3. The method of claim 2,
The curve radius information is,
Individual braking system for self-rotating rolling stock, characterized in that it is divided into a sharp curve section, a medium curve section, a curve section and a straight section. 4. The method of claim 3,
An individual braking system for self-rotating rolling stock, characterized in that a reference braking value is defined in response to a reference speed difference between a wheel rotation running on an inner rail and a wheel rotation running on an outer rail based on the rail curve radius and running speed. 5. The method of claim 4,
The individual braking system for a self-rotating railway vehicle, characterized in that the information on the sharp curve section among the curve radius information is defined as a case where the curve radius value is less than or equal to a first specified value. 5. The method of claim 4,
The information on the middle curve section among the curve radius information is defined as a case in which the curve radius value exceeds the first designated value and is less than or equal to the second designated value. 5. The method of claim 4,
The individual braking system for self-rotating rolling stock, characterized in that the information on the curve section of the curve radius information is defined as a case where the curve radius value exceeds the second designated value and is less than or equal to the third designated value. 5. The method of claim 4,
The individual braking system for a self-rotating railway vehicle, characterized in that the information on the straight section among the curve radius information is defined as a case where the curve radius value exceeds a third specified value. 5. The method of claim 4,
When the curve radius information is a sharp curve section, the controller,
The positive value A of the reference braking value is the braking force of the braking device corresponding to the wheel traveling on the inner rail among the pair of front wheels and the braking device corresponding to the wheel traveling on the inner rail among the pair of rear wheels An individual braking system for an independent rotating rail vehicle, characterized in that it is controlled by a braking force corresponding to the ship. 5. The method of claim 4,
When the curve radius information is a middle curve section, the controller,
A positive value B of the reference braking value is the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels An individual braking system for an independent rotating rail vehicle, characterized in that it is controlled by a braking force corresponding to the ship. 5. The method of claim 4,
When the curve radius information is a curve section, the controller,
A positive value C of the reference braking value is the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels An individual braking system for an independent rotating rail vehicle, characterized in that it is controlled by a braking force corresponding to the ship. 5. The method of claim 4,
The controller is
When the curve radius information is a sharp curve section, a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and a braking device corresponding to a wheel traveling on the inner rail among the pair of rear wheels controlling the braking force of
When the curve radius information is a middle curve section, a braking device corresponding to a wheel running on an inner rail among the pair of front wheels, and a braking device corresponding to a wheel running on an outer rail among the pair of rear wheels controlling the braking force of
When the curve radius information is a curved section, a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels configured to control the braking force of
Wherein A, B, and C are positive values, and A ≥ B ≥ C or A > B > C. An individual braking system for a self-rotating railway vehicle, characterized in that it satisfies any one of them. 5. The method of claim 4,
When the curve radius information is a straight section, the controller,
and controlling the braking force of the plurality of braking devices so that the rotation speed of the pair of front wheels and the rotation speed of the pair of rear wheels are the same. 5. The method of claim 4,
When a failure occurs in the pair of wheels on the rear side, the controller
An individual braking system for an independent rotating railway vehicle, characterized in that the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels is controlled as a braking force calculated by adding an additional braking value to the reference braking value. . 5. The method of claim 4,
When a failure occurs in the front pair of wheels, the controller
An individual braking system for an independent rotating rail vehicle, characterized in that the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of rear wheels is controlled as a braking force calculated by adding an additional braking value to the reference braking value. . A railway vehicle provided with the individual braking system for a self-rotating railway vehicle according to any one of claims 1 to 15. A method of controlling a system for an independently rotating railway vehicle comprising a plurality of independently rotating wheels and a plurality of braking devices respectively provided on the plurality of independently rotating wheels,
Based on the curve radius information, a speed difference removal mode for removing the speed difference of the plurality of independently rotating wheels or a speed difference generating mode for generating a speed difference between the plurality of independently rotating wheels for independent rotating railway vehicles, characterized in that Control method of individual braking system. 18. The method of claim 17,
The plurality of independently rotating wheels,
A control method of an individual braking system for an independently rotating railway vehicle, characterized in that it comprises a pair of front wheels and a pair of rear wheels. 19. The method of claim 18,
The curve radius information is,
A control method of an individual braking system for an independent rotating railway vehicle, characterized in that it is divided into a sharp curve section, a medium curve section, a curve section and a straight section. 20. The method of claim 19,
Control of an individual braking system for independent rotating rail vehicles, characterized in that a reference braking value is defined in response to a reference speed difference between a wheel rotation running on an inner rail and a wheel rotation running on an outer rail based on the rail curve radius and running speed Way. 21. The method of claim 20,
The control method of an individual braking system for an independent rotating railway vehicle, characterized in that the information on the sharp curve section among the curve radius information is defined as a case where the curve radius value is less than or equal to a first designated value. 21. The method of claim 20,
The method of controlling an individual braking system for a self-rotating railway vehicle, characterized in that the information on the middle curve section among the curve radius information is defined as a case where the curve radius value exceeds the first designated value and is less than or equal to the second designated value. 21. The method of claim 20,
The control method of an individual braking system for an independent rotating railway vehicle, characterized in that the information on the curve section among the curve radius information is defined as a case where the curve radius value exceeds the second designated value and is less than or equal to the third designated value. 21. The method of claim 20,
The control method of an individual braking system for an independent rotating railway vehicle, characterized in that the information on the straight section among the curve radius information is defined as a case where the curve radius value exceeds a third specified value. 21. The method of claim 20,
When the curve radius information is a sharp curve section,
The positive value A of the reference braking value is the braking force of the braking device corresponding to the wheel traveling on the inner rail among the pair of front wheels and the braking device corresponding to the wheel traveling on the inner rail among the pair of rear wheels A control method of an individual braking system for an independent rotating railway vehicle, characterized in that the control is performed with a braking force corresponding to a ship. 21. The method of claim 20,
When the curve radius information is a mid-curve section,
A positive value B of the reference braking value is the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels A control method of an individual braking system for an independent rotating railway vehicle, characterized in that the control is performed with a braking force corresponding to a ship. 21. The method of claim 20,
When the curve radius information is a curve section,
A positive value C of the reference braking value is the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels A control method of an individual braking system for an independent rotating railway vehicle, characterized in that the control is performed with a braking force corresponding to a ship. 21. The method of claim 20,
When the curve radius information is a sharp curve section, a braking device corresponding to a wheel traveling on the inner rail among the pair of front wheels, and a braking device corresponding to a wheel traveling on the inner rail among the pair of rear wheels controlling the braking force of
When the curve radius information is a middle curve section, a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels controlling the braking force of
When the curve radius information is a curved section, a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels, and a braking device corresponding to a wheel traveling on an outer rail among the pair of rear wheels configured to control the braking force of
Wherein A, B, and C are positive values and satisfy any one of A≥B≥C or A>B>C. 21. The method of claim 20,
When the curve radius information is a straight section,
and controlling the braking force of the plurality of braking devices so that the rotation speed of the pair of front wheels and the rotation speed of the pair of rear wheels are the same. 21. The method of claim 20,
If a failure occurs in the pair of wheels on the rear side,
An individual braking system for an independent rotating railway vehicle, characterized in that the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of front wheels is controlled as a braking force calculated by adding an additional braking value to the reference braking value. control method. 21. The method of claim 20,
If a failure occurs in the pair of wheels on the front side,
An individual braking system for an independent rotating rail vehicle, characterized in that the braking force of a braking device corresponding to a wheel traveling on an inner rail among the pair of rear wheels is controlled as a braking force calculated by adding an additional braking value to the reference braking value. control method.

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