KR910008032B1 - An angle of inclination control apparatus for railroad train - Google Patents

Abstract

The device provided with a resolver detecting circuit, a speed detecting circuit and a gyroscope detecting circuit, improves the ride comfortability when the car runs on the straight or curved rail. The device comprises a frame (1), a bogie (2) for supporting the frame, a frame supporter (15) for tilting the frame against the bogie, a hydraulic cylinder (3) for helping the frame tilt, servo valve (4) for controlling the flow rate from the oil reservoir (55) , servo amplifier (10) for operating the valve (4).

Description

Tilt angle control device of railway vehicle

1 is a horizontal cross-sectional view of a pendulum railway vehicle as an example to which the inclination angle control device of a conventional railway vehicle is applied.

2 is a horizontal cross-sectional view of a railroad vehicle of a Bolsterless type as another example in which the inclination angle control device of a conventional railway vehicle is applied.

3 is a circuit block diagram of the inclination angle control apparatus of the railway vehicle shown in FIG.

Figure 4 is a horizontal cross-sectional view of a railway vehicle to which the inclination angle control device of the railway vehicle according to an embodiment of the present invention is applied.

5 is a longitudinal sectional view of the railway vehicle shown in FIG.

FIG. 6 is a detailed circuit block diagram of the inclination angle control device applied to the railway vehicle shown in FIGS. 4 and 5. FIG.

7 is a board diagram showing the frequency characteristics of the centrifugal force compensation circuit included in the inclination angle control device of the railway vehicle of FIG.

FIG. 8 is a board diagram showing the frequency characteristics of the fluctuation compensation circuit included in the tilt angle control device of the railway vehicle of FIG.

* Explanation of symbols for main parts of the drawings

1: body 2: bogie

3: hydraulic cylinder 4: servo valve

5: horizontal acceleration detection circuit part 6: speed detection circuit part

7: gyroscope detection circuit unit 8: resolver detection circuit unit

9, 27: summing circuit 10: mutual amplifier

11: gyroscope 12: resolver

13: speed detector 14: horizontal acceleration detector

15: bolster 17, 19, 21: amplification circuit

18, 22: demodulation circuit 20: low pass filter

23: integral / square wave generation circuit 24: trigger circuit

25: frequency / voltage conversion circuit 26: trapezoidal signal generating circuit

41: Orbit 42: Roller

43: body support 44: air spring

45 oil damper 46 centrifugal force

47: disturbance 48: centrifugal force compensation circuit

49, 53: phase progress circuit 50, 54: gain regulator

51: fluctuation compensation circuit 52: integral circuit

55: hydraulic source 56: control circuit

[Industrial use]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an inclination angle control apparatus for a railway vehicle. In particular, the vehicle includes a resolver detection circuit portion, a speed detection circuit portion, and a gyroscope detection circuit portion to control the inclination angle of the vehicle body so that the railway vehicle travels on a straight line and a curved road. The present invention relates to an inclination angle control device for a railway vehicle that can significantly improve a passenger's riding comfort when doing so.

[Traditional Technology and Problems]

In general, when a railroad vehicle runs on a curved road, there is a problem that it is not only a risk of derailment due to the centrifugal force but also a poor ride comfort. Therefore, in order to achieve high-speed driving, the centrifugal force generated when driving a curved road is used. There is a problem that must be offset.

However, the centrifugal force can be overcome to some extent by designing the track to be inclined appropriately when laying the track. However, the centrifugal force cannot be overcome by the excess centrifugal force generated when driving at a high speed over a constant speed. Since the risk of overturning cannot be completely excluded, there is a problem that a driver such as an engineer must reduce the driving speed when driving on a curved road, so that sensitive attention is always required, and disadvantages in running time are caused by deceleration at that time. .

In order to solve this problem, a pendulum-type vehicle has been developed such that the vehicle body is inclined when driving a curved road in recent years, which will be described based on FIG.

FIG. 1 is a cross-sectional view of a pendulum-type vehicle (a direction perpendicular to the driving direction), which is an example to which an inclination angle control device of a conventional railway vehicle is applied, which is because of the inclination angle (cant) of the track 41. The present invention relates to a pendulum-type vehicle adopting a structure in which the body 1 is inclined inward to eliminate lateral acceleration due to excess centrifugal force that cannot be sufficiently taken. This pendulum-type vehicle relates to an electric vehicle employing a structure in which the vehicle body 1 is automatically inclined on the roller 42. In this pendulum-type vehicle, the body 1 is automatically inclined on the roller 42, but the center of rotation of the body 1 is positioned above the center of gravity. Reference numeral 2 in the same figure is a bogie, and 43 is a body support for supporting the vehicle body 1 through the compressed air shock absorbing means while sliding on a roller.

In the conventional pendulum-type vehicle configured as described above, even if the vehicle enters the section entry section of the track due to the friction of the roller 42, the vehicle body 1 does not tilt until the frictional resistance is overcome, and then suddenly overcomes the frictional resistance. There is a drawback of causing discomfort to the passengers due to tilting, and a drawback of not being able to tilt to a sufficient position due to the vibration action of the air spring 44, which is a compressed air shock absorbing means. In addition, the friction of the roller 42 not only adversely affects the fluctuations in the advanced track and the curved track, but also has the drawback that the vibration is deteriorated.

In addition, the pendulum-type vehicle is inclined to the driver by manual operation in the inclination angle, so that not only smooth control can be achieved, but also the risk of derailment can be eliminated in case of misoperation due to inadvertent operation. There is still a problem that no.

On the other hand, in the case of a hydraulic cylinder type tilt angle control device in which a fluid actuating mechanism such as a hydraulic cylinder is provided between the vehicle body and the bogie and detects and controls the horizontal acceleration of the vehicle body, the centrifugal force at the time of curve driving is known. Like a vehicle, no solution can be obtained, and in recent years, more stable control of the body slope is required due to the relative deterioration of the track condition caused by the high-speed driving trend of railroad cars.

On the other hand, railway vehicles are being developed that can control vibration more efficiently in the near term, but such railway vehicles have a control circuit that allows a device for controlling vibration to reduce vibration acceleration against agitation. Since the circuit is controlled only by the centrifugal force and does not include a circuit for controlling the inclination of the vehicle body, the inclination of the vehicle body cannot be sufficiently controlled.

Accordingly, in recent years, the inclination angle control apparatus for railroad cars to be applied to railroad cars of Bolsterless type has been developed, which will be described based on the drawings shown in FIGS. 2 and 3 as follows.

2 is a lateral cross-sectional view of a bolsterless railroad vehicle to which a conventional inclination angle control device of a railroad vehicle is applied. A body 1 transverse acceleration detector 14 is provided, and a bogie 2 and a body 1 are provided. The hydraulic cylinder 3, the air spring 44, and the oil damper 45 are provided in between.

Here, the hydraulic cylinder (3) is a fluid actuating mechanism as the hydraulic cylinder (3) is stretched / compressed, the vehicle body (1) is inclined left and right, the oil damper 45 is damped against the vibration in the horizontal direction The horizontal acceleration detector 14 detects the vibration of the vehicle body 1 in the lateral direction.

FIG. 3 is a detailed circuit block diagram of the inclination angle control device of the conventional railway vehicle shown in FIG. 2, where reference numeral 46 is a centrifugal force applied to the vehicle body 1 at the time of curve display, and 47 is the 48 is a centrifugal force compensating circuit in which the output of the lateral acceleration detector 14 is divided and one side thereof is input. In this conventional example, this centrifugal compensating circuit 48 The low pass filter 20, the phase advance circuit 49, and the gain regulator 50 are comprised.

In the conventional inclination angle control device of the conventional railway vehicle configured as described above, the other output branched from the horizontal acceleration detector 14 is input to the shaking compensation circuit 51, and the shaking compensation circuit 51 is integrated. It consists of a circuit 52, a phase advance circuit 53, and a gain adjuster 54. Reference numeral 10 denotes a servo amplifier which adds and amplifies the outputs of the centrifugal force compensating circuit 48 and the fluctuation compensating circuit 51, and 4 denotes the hydraulic cylinder 3 by the output of the servo amplifier 10. The servo valve is to control the control, 55 is a hydraulic pressure source for supplying the pressure oil to the servo valve (4).

The inclination angle control apparatus of the conventional railway vehicle of FIG. 2 configured as described above is operated as follows when the railway vehicle travels on a curved road.

In general, the acceleration of the floor surface of the car body due to the centrifugal force received by the car body 1 is generally detected by the lateral acceleration detector 14 as a low frequency component of 0.3 Hz or less while passing through the entry part, the curve part, and the exit part of the curved path section. The horizontal acceleration of the low frequency component is detected by the horizontal acceleration detector 14 and then transferred to both the centrifugal force compensating circuit 48 and the fluctuation compensating circuit 51, in which case the centrifugal compensating circuit ( Since the gain adjusters 50 and 54 are adjusted so that the gain of 48) is much larger than the gain of the fluctuation compensating circuit 51, the lateral acceleration due to the centrifugal force is mainly the output of the centrifugal compensating circuit 48. The servo amplifier 10 is transferred to the servo amplifier 10. Here, the low pass filter 20 filters the horizontal acceleration signal detected by the horizontal acceleration detector 14, and the phase progress circuit 49 cancels the time delay occurring in the low pass filter 20. Compulsory compensation. Therefore, since the horizontal acceleration signal compensated for this time delay is fed back, the hydraulic cylinder 3 tilts the vehicle body 1 such that the acceleration in the horizontal direction of the body surface by the centrifugal force becomes small. However, there is a case where high frequency vibration is generated in the phase progress circuit 49, and this high frequency vibration adversely affects the control system. Therefore, in order to suppress the high frequency vibration, there is a difficulty in requiring extremely careful design of the control system.

On the other hand, the vibration acceleration that occurs when the vehicle body 1 is yawing (vibration mode in which the front and rear of the body vibrates oppositely in the horizontal direction) or rolls (rotational vibration around the front and rear sides of the vehicle body) due to disturbance from the track. It is detected by the horizontal acceleration detector 14, and the natural frequency of these vibrations is usually about 1.5 Hz for yawing, about 0.8 Hz for lower heart rolling, and 1.6 Hz for upper heart rolling. Since it is designed so as to be accurate, the shaking component of the vehicle body 1 is mainly represented in the range of 0.5-2 Hz. Therefore, since the fluctuation component is blocked by the low pass filter 20 in the centrifugal force compensation circuit 48, the fluctuation component is passed only to the fluctuation compensation circuit 51 so that its output is transmitted to the servo amplifier 10. At this time, since the frequency component due to the fluctuation component is fed back with an appropriate gain and phase, the hydraulic cylinder 3 is operated so that the acceleration in the direction of the car body floor surface due to the fluctuation is reduced. Therefore, the centrifugal force control and the vibration control are performed at the same time during the curve driving, and only the vibration control is performed during the linear driving.

7 and 8 are board diagrams showing frequency characteristics of the centrifugal force compensating circuit 48 and the fluctuation compensating circuit 51, respectively.

As described above, the inclination angle control apparatus of the conventional railway vehicle shown in FIG. 2 forces the hydraulic cylinder 3 to adversely affect the friction of the roller which is a problem in the conventional pendulum-type vehicle shown in FIG. In order to solve the problem, the control circuit except for the compensation circuits 48 and 51 is composed of only one controller, so that the centrifugal force control when driving the curved road and the vibration control about the fluctuations when driving the curved road and the straight road can be performed to some extent. It has the advantage that a good ride comfort can be obtained.

However, the inclination angle control device of the conventional railway vehicle of FIG. 2 is still unsatisfactory in the accuracy of the response because the sensor for the inclination angle control is composed only of the horizontal speed detector 14, and the line irregularity is large and the branch point is large. And incline angle control becomes a difficulty in the track with a track joint. Therefore, there is a demand for a tilt angle control device for a railroad car that can obtain a more comfortable ride by allowing the response speed to be more accurately and the response speed to be controlled more efficiently.

[Purpose of invention]

Accordingly, the present invention is invented to solve the above problems to satisfactorily control the inclination angle of the railway vehicle, and by installing a resolver, a speed detector and a gyroscope in addition to the horizontal acceleration detector, as well as the curved track In addition, the inclination angle control of the vehicle body is effective even in the railway with a large track irregularity and the junction and track joint, and to provide a more accurate control of the inclination angle of the railway vehicle in a normal railway. The purpose is to.

[Configuration of Invention]

The present invention for achieving the above object, the vehicle body, the bogie for supporting the body, the vehicle body support device is installed between the body and the substitute to support so that the body can be inclined with respect to the bogie, tilting the body An inclination angle control apparatus for a railway vehicle having a hydraulic cylinder that inclines a bogie, a servovalve that controls the flow rate from a hydraulic source applied to the hydraulic cylinder, and a servo amplifier that drives the servovalve. Trapezoidal signal is provided with a horizontal acceleration detection circuit unit for detecting the horizontal acceleration of the vehicle, and a speed detector, and a speed detector for detecting the traveling speed of the vehicle to generate a square wave signal from the gyroscope detection circuit unit. And a speed detection circuit section for generating a gyroscope, and the tilt angle of the bogie A revolver detection circuit section for detecting the inclination angle of the vehicle body, comprising a gyroscope detection circuit section and a resolver for generating a square wave signal capable of detecting a curve path, and outputting the horizontal acceleration detection circuit section and the speed detection circuit section. A first summation circuit and a second summation circuit for algebraically summing the outputs of the summation summation, the output of the resolver detection circuit portion and the output of the first summation circuit are summed, and the inclination of the vehicle body is a target value; When the output signal value of the second summation circuit is set to 0, and the inclination of the vehicle body does not reach the target value, the output value of the second summation circuit is driven by the servo amplifier. Amplify it large enough so that it can be tilted and then tilt the vehicle body by operating the hydraulic cylinder via the servovalve. Characterized in that configured in the lock control circuit.

[Action]

According to the present invention configured as described above, by using the horizontal acceleration detector, the gyroscope, the resolver and the speed detector, the conversion of the vehicle to the electric signal with respect to the inclination angle is more accurately performed, and at the start and end points of the curved track. The detection is made faster and more accurately than in the conventional inclination angle control device, thereby significantly improving the riding comfort for the passengers.

EXAMPLE

Hereinafter, an inclination angle control apparatus for a railway vehicle according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

4 and 5 show a horizontal cross-sectional view and a longitudinal cross-sectional view of the vehicle body to which the tilt angle control device according to the present invention is applied.

In FIG. 4, the horizontal acceleration detector 14 (FIG. 5) is provided in the trolley | bogie 2, and the bolster 15 is provided between the vehicle body 1 and the trolley | bogie 2, and the center part of the vehicle body 1 is provided. It supports, and each one of the resolver 12 is installed in the air spring 44 of one of the left and right bottom surfaces of the front and rear of the vehicle body 1 to detect the inclination angle of the vehicle body 1, the vehicle body 1 The hydraulic cylinders 3 are provided on both sides of the right and left bottom surfaces, respectively, so that the vehicle body 1 is inclined from side to side while being stretched / compressed between the trolley 2 and the body 1.

In addition, in FIG. 5, the gyroscope 11 is attached to the front end of the trolley 2 attached to the front bottom surface of the vehicle body 1, and the bogie 2 attached to the rear bottom surface of the vehicle body 1. One at each rear end is attached and one horizontal acceleration detector 14 is installed at each front and rear bogie 2 to detect the centrifugal force applied to the bogie 2, and one of the wheels The speed detector 13 is installed in the vehicle so as to generate an electric signal that changes according to the traveling speed of the railway vehicle. In addition, one said gyroscope may be provided only in the front end of a trolley | bogie.

FIG. 6 is a circuit block diagram showing the inclination angle control device of the railway vehicle of the present invention shown in FIGS. 4 and 5 in more detail, and the interaction between the components of the present invention is performed as follows.

The tilting operation of the vehicle body 1 is performed by two hydraulic cylinders 3 provided between the trolley 2 and the vehicle body 1, where the flow rate flowing through the hydraulic cylinder 3 is the servovalve 4. It is supplied by being controlled by. The inclined inclination angle of the vehicle body 1 is detected by the resolver 12 provided on the side surface between the vehicle body 1 and the bogie 2 and transmitted to the servo amplifier 10 via the summing circuit 27, which resolves. The signal output from (12) is adjusted via the amplifier circuit 17 and the demodulation circuit 18, and then input to the servo amplifier 10 via the summing circuit 27. On the other hand, as an apparatus for converting the horizontal acceleration of the trolley 2 into an electrical signal, a horizontal acceleration detector 14 is provided at the center of the frame of the trolley 2 one by one, and the horizontal acceleration detector 14 is provided. By virtue of this, when the railroad vehicle runs on a curved road, the lateral acceleration generated by the trolley 2 is detected. By the way, the horizontal acceleration detector 14 has an acceleration generated according to the horizontal acceleration generated by the centrifugal force when the railroad vehicle runs a curved section and the irregularity of the track when the vehicle travels a normal track. That is, the acceleration caused by the disturbance) is sensed together, but the acceleration caused by the irregular state of the latter orbit among the detected signals is not necessary to tilt the vehicle body 1, so it is amplified by the amplification circuit 19. Next, the low pass filter 20 is designed to be removed.

The signal passing through the low pass filter 20 is delayed for a predetermined time (for example, 0.75 seconds). In the present invention, a gyroscope 11 is provided to compensate for such a signal delay. That is, the gyroscope 11 generally has a restoring force that plays a role of inertia resistance to external forces while precession motions that start to rotate occur. In the present invention, the gyroscope 11 is a bogie. It is a device for converting the inclination angle of (2) into an electrical signal, and two signals of 5V and 26V having a frequency of, for example, 400 Hz are input to output a signal according to the inclination angle of the bogie 2.

And, when the gyroscope 11 enters the left curve when the vehicle is viewed in the driving direction, the gyroscope 11 outputs a signal having a phase difference of 0 ° from the signal input to the gyroscope 11, When entering the right direction curve, the phase difference with the signal input to the gyroscope 11 outputs a signal having a 180 °. The output signal is amplified by the amplification circuit 21 and then input to the demodulation circuit 22. The demodulation circuit 22 outputs a positive signal in the case of a left curve, In case of right curve, negative signal is output. Then, in the integral / square wave issuing circuit 23, the output signal of the demodulation circuit 22 is integrated. When the integrated amount exceeds the maximum allowable value that can be generated by the irregularity of the track, the curve entry and exit is performed. It generates a square wave signal that can determine the state, so it is possible to check the starting point and the end point of the curve.

On the other hand, the speed detector 13 generates an electric signal having a different frequency according to the running speed of the vehicle. When the running speed is, for example, 1 m / s, a signal of 33.5 Hz is generated. The output of the speed detector 13 is input to the trigger circuit 24. The trigger circuit 24 generates a square wave pulse signal at zero crossing of the sine function, and the square wave pulse signal is a frequency / voltage conversion circuit ( 25) is converted into a voltage signal, for example, when the speed of 10m / s is output as a voltage signal of 1V.

In addition, in the trapezoidal signal generating circuit 26, trapezoidal signals are generated while the square wave signal is generated in the gyroscopic detection circuit unit 7, which rises from the rising edge of the square wave to the maximum and continues to the square wave falling edge. It then descends while decreasing at the same rate as it ascended. At this time, the maximum value of the signal output from the trapezoidal signal generating circuit 26 is determined by the amount of inclination or the radius of the curve, etc., but it is generally impossible to consider all such variables, so it is generally proportional to the traveling speed. Will be determined.

Subsequently, the summation circuit 9 adds the horizontal acceleration signal output from the low pass filter 20 and the speed signal output from the trapezoidal signal generation circuit 26 to generate a slope control signal. .

In addition, the summation circuit 9 outputs a signal of, for example, 12 Hz or more from the integration / square wave circuit 23 of the gyroscope detection circuit section 7, or the integral value of the integration / square wave generation circuit 23 is, for example, ± 1.1. If it is less than V, it determines that the track currently running by the vehicle is an irregular track, or a branch point and track joint, and ignores the signal.

Meanwhile, the resolver 12 actually generates an electric signal in proportion to the inclination angle of the vehicle. The signal passes through the amplifying circuit 17 and the demodulation circuit 18, for example, according to a 1 ° inclination of the vehicle body. It is to output 2V electric signal.

In addition, the output signal of the summing circuit 9 and the output signal of the demodulation circuit 18 are summed logarithmically in another summing circuit 27, so that the inclination of the vehicle body 1 reaches a target value. When the output signal value of the summing circuit 27 becomes 0, and when the inclination amount of the vehicle body 1 does not reach the target value, the output value of the summing circuit 27 is changed by the servo amplifier 10 to the servo valve. Amplified large enough to drive (4), the vehicle body 1 is tilted to a target value by operating the hydraulic cylinder 3 via the servovalve 4.

Hereinafter, the inclination angle control of the vehicle body 1 according to the driving of the control circuit unit 56 will be described in detail. When the output signal of the summing circuit 27 is input to the servo amplifier 10 and sufficiently amplified to drive the servo valve 4, the servo valve 4 is removed from the servo amplifier 10. The amount of fluid passing through the output signal is adjusted, and accordingly, the hydraulic cylinder 3 is extended / compressed to control the inclination angle of the vehicle body 1. If the inclination of the vehicle body is insufficient, it is detected by the resolver and fed back repeatedly until the inclination of the vehicle body is sufficient.

[Effects of the Invention]

As described above, according to the present invention, the inclination angle of the railway vehicle is controlled by using the resolver detection circuit section 8, the speed detection circuit section 6, the gyroscope detection circuit section 7, and the horizontal acceleration detection circuit section 5, respectively. As a result, not only the curved track but also the track irregularities are large, and the inclination angle control of the vehicle body becomes effective even in a track having branch points and track joints, and the inclination angle control of the vehicle body can be more accurately and quickly performed in a normal track. In addition, the detection of the starting point and the end point of the curved track can be made more quickly and accurately, thereby significantly improving the passenger comfort.

Claims (1)

It is installed between the vehicle body 1 and the bogie 2 supporting the vehicle body 1, and the vehicle body 1 and the bogie 2 so that the vehicle body 1 can be inclined with respect to the bogie 2. The main body support device 15, the hydraulic cylinder (3) for tilting the vehicle body (1) to be inclined with respect to the trolley (2), and the flow rate from the hydraulic source (55) applied to the hydraulic cylinder (3) An inclination angle control device for a railway vehicle having a servo valve 4 for controlling and a servo amplifier 10 for driving the servo valve 4, the horizontal vehicle acceleration detector 14 being provided. A horizontal acceleration detection circuit section 5 for detecting the horizontal acceleration of (2) and a speed detector 13 are provided to detect the traveling speed of the vehicle to generate a square wave signal from the gyroscope detection circuit section 7. And a gyroscope 11 and a speed detection circuit section 6 for generating a trapezoidal signal during A gyroscope detection circuit section 7 and a resolver 12 for detecting the inclination angle of the expected vehicle 2 and generating a square wave signal capable of determining a curved path are detected, and the inclination angle of the vehicle body 1 is detected. A first summation circuit 9 and a second summation circuit for algebraically adding up the resolver detection circuit section 8, the output of the horizontal acceleration detection circuit section 5, and the output of the speed detection circuit section 6. 27), the output of the fraud resolver detection circuit unit 8 and the output of the first summing circuit 9 are summed, and when the inclination of the vehicle body 1 reaches a target value, When the output signal value of the summing circuit 27 is 0 and the inclination of the vehicle body 1 does not reach the target value, the output value of the second summing circuit 27 is changed by the servo amplifier 10. Amplify large enough to drive the servovalve 4, and then Tilt angle control device for a railway vehicle, characterized in that consisting of a control circuit portion 56 to tilt the vehicle body (1) by operating the hydraulic cylinder (3).

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