TWI558593B - Method for reducing lateral pressure of railway vehicles - Google Patents

Description

Method for reducing transverse pressure of railway vehicles

The present invention relates to a method for reducing the lateral load (transverse pressure) acting on a wheel of a railway vehicle during walking in order to improve safety.

When walking in the curve section, a lateral pressure is generated on the wheel of the railway vehicle (refer to Fig. 10(c)). The greater the lateral pressure, the greater the risk of derailment of the vehicle, so it is desirable to reduce the lateral pressure as much as possible.

There is a positive correlation between the transverse pressure and the curvature of the track in the curve interval, and the smaller the radius of the curve of the curve interval, the more stable the lateral pressure is. Hereinafter, the lateral pressure (see Fig. 10(a)) which is stably generated is referred to as a stable lateral pressure.

On the other hand, a high lateral pressure is instantaneously generated due to a track irregularity such as a track linear shape (concavity in the longitudinal direction of the track side surface) (refer to FIG. 10(b)). Hereinafter, the lateral pressure which is instantaneously generated due to the irregularity of the track shape irregularity is called the variable lateral pressure.

Therefore, in order to improve the safety in the curve section walking, it is not only necessary to reduce the stable lateral pressure, but also to reduce the variation amplitude of the variable transverse pressure. degree. In addition, the varying lateral pressure will not only occur in the curve interval, but also in the straight line interval.

As a method of reducing the lateral pressure, Patent Literatures 1 and 2 disclose a method in which an actuator is provided between a vehicle body and a bogie, and the actuator is operated in accordance with a radius of a curve when traveling in a curved section. method.

The method disclosed in Patent Document 1 is a method of generating a thrust force such as a swirling action force corresponding to a radius of a curve to an actuator. Further, the method disclosed in Patent Document 2 is a method of generating a thrust force which reduces the lateral pressure directly measured in the actuator.

However, in the methods disclosed in Patent Documents 1 and 2, the purpose of using the transverse pressure as the input value is to detect the entry into the curve section and compensate for the change in the friction coefficient, and does not consider the orbit due to the irregular alignment of the track. The suppression of the variation of the horizontal pressure caused by the irregularity.

Further, Patent Document 3 discloses a method of preliminarily holding orbital data of a track and a state information storage device of a vehicle, thereby estimating a horizontal position generated on eight wheels of a vehicle. The method of controlling the thrust generated by the actuator.

However, in Patent Document 3, a specific method of estimating the lateral pressure based on the orbital information of the track irregularity or a method of determining the thrust generated in the actuator is not described in detail.

Further, in the method disclosed in Patent Document 3, it is necessary to estimate the feedforward control based on the track information stored in the vehicle and the traveling position information of the vehicle. Track track information in advance. However, in the case where an error occurs in the measurement of the walking position information (distance path) due to idling, slipping, or the like during braking of the vehicle, or when the stored orbit information is inappropriate, Become the possibility of error control.

[Previous Technical Literature] [Patent Literature]

Patent Document 1: Japanese Patent Laid-Open Publication No. 2002-087262

Patent Document 2: Japanese Laid-Open Patent Publication No. 2004-161115

Patent Document 3: Japanese Laid-Open Patent Publication No. 2012-166733

The problem to be solved by the present invention is that, in the methods disclosed in Patent Documents 1 and 2, the problem is that the use of the transverse pressure as the input value is the detection of the entry curve and the compensation of the change in the friction coefficient, and The suppression point of the varying transverse pressure due to the irregularity of the track is not considered. Further, in Patent Document 3, the problem is that the specific method of estimating the lateral pressure based on the orbital information of the track irregularity or the method of determining the thrust generated by the actuator is not described in detail.

The object of the present invention is to save the record in advance without reference. The track information of the recording device or the like is based on the value estimated from the state amount measured using the sensor provided in the vehicle, and it is also possible to preferably suppress the fluctuation of the lateral pressure caused by the track irregularity during traveling.

First, the process from the concept of the present invention to the solution of the problem will be described.

The inventor considers that a sensor is provided in a railway vehicle, and the thrust of the actuator is controlled according to a state quantity associated with the track irregularity calculated using the output value of the sensor, thereby reducing the occurrence of the walking force. Horizontal pressure.

That is, in the present invention, an actuator capable of controlling the thrust by inputting a signal from the outside is provided between the body of the railway vehicle and the bogie. Further, at least one of the vehicle body, the bogie, and the axle is provided with a sensor for measuring a state quantity associated with the track irregularity.

Then, based on the state quantity measured by the above-described sensor, the parameters (u_st1, u_st2, ...) which are strongly correlated with the curvature of the track are converted, and the actuator thrust for suppressing the horizontal pressure suppression is determined based on the parameter. When u_st1, u_st2, ... is set as a parameter for stabilizing the lateral pressure control input, F1 is set as the output for suppressing the stable lateral pressure of the actuator, and G1 is set as the transfer function of the stable lateral pressure, F1=G1(u_st1, u_st2,...). The output F1 for stabilizing the lateral pressure suppression of the actuator is of course not generated when traveling in a straight section.

On the other hand, according to the state quantity measured by the above-mentioned sensor, the parameter (u_f11, u_f12, ...) which is strongly correlated with the track irregularity is converted, and the actuator for suppressing the variation of the lateral pressure is determined based on the parameter. thrust. When u_fl1, u_fl2, ... are used as the parameters for changing the lateral pressure control input, F2 is set as the output for the variable lateral pressure suppression of the actuator, and G2 is set as the transfer function of the variable lateral pressure, F2=G2(u_fl1, u_fl2, ...).

Therefore, the total F of the output for suppressing the lateral pressure of the actuator when the railway vehicle is traveling can be expressed as F = F1 + F2 = G1 (u_st1, u_st2, ...) + G2 (u_fl1, u_fl2, ...) Refer to Figure 1).

Here, the lateral pressure generated on the wheel during traveling is affected by the vertical force acting in the vertical direction of the wheel and the friction coefficient between the wheel and the rail. Therefore, it is preferable to obtain these values and add them to the state quantities for the control input to the actuator.

In this manner, the lateral pressure generated by the railway vehicle during traveling is divided into a stable lateral pressure and a varying transverse pressure, and a strong state quantity related to each lateral pressure is measured, and the actuator thrust is controlled in accordance with the state amount. By doing so, even if there is no information on the irregularity of the track during walking or information on the traveling position of the vehicle, it is possible to preferably suppress the fluctuation of the lateral pressure which is regarded as a result of the track irregularity.

However, in general, since the curvature of the track in the curve section is slightly affected by the track irregularity during walking in a certain curve section, it is substantially fixed, so the value of the stable lateral pressure during walking in a certain curve section is fixed.

Therefore, the stable lateral pressure control input parameters u_st1, u_st2, ... can be selected to be substantially fixed in a certain curve section. The state quantity, even the output F1 for stabilizing the lateral pressure suppression toward the actuator, also becomes a substantially fixed value.

On the other hand, in a certain curve section walking, since the value of the track irregularity changes depending on the traveling position of the vehicle, the value of the varying lateral pressure also changes with the value of the track irregularity, and the change toward the actuator is horizontal. The output F2 for voltage suppression also changes in response to changes in the value of the track irregularity.

Therefore, when the output F1 for suppressing the stable lateral pressure that is substantially fixed toward the actuator is generated as the thrust of the actuator during the curve section traveling, the amount of decrease in the lateral pressure is substantially constant. There is almost no change in the magnitude of the change in the horizontal pressure.

On the other hand, when only the output F2 for suppressing the fluctuation lateral pressure of the actuator is generated as the thrust of the actuator, the fluctuation range of the fluctuation of the lateral pressure becomes small. That is, the portion where the lateral pressure is higher than the average value of the lateral pressure during walking in one curve section reduces the lateral pressure, and increases the lateral pressure at the portion where the lower lateral pressure is generated, thereby suppressing the lateral pressure. The magnitude of the change in pressure. However, the average value of the lateral pressure does not substantially change.

Therefore, when the output F1 for suppressing the stable lateral pressure toward the actuator and the output F2 for suppressing the lateral pressure suppression are generated as the thrust of the actuator, the thrust of the output F1 is stably generated. The output F2 is changed in accordance with the variable lateral pressure control input parameters u_fl1, u_fl2, .

In general, in the case of a curve section in which the curvature of the track is relatively large (the curve radius is small), the stable lateral pressure is large, and the variable lateral pressure is smaller than the stable lateral pressure. On the other hand, the curvature of the track is relatively small In the case of the curve section (the curve radius is large), although the stable lateral pressure is small, it can be understood that the variable lateral pressure becomes larger with respect to the stable lateral pressure. Here, since the maximum thrust of the actuator has a limit, it is necessary to adjust the output F1 for suppressing the stable lateral pressure toward the actuator and the output for suppressing the lateral pressure suppression so as not to be saturated under the maximum thrust. The ratio of the value of F2.

When the transfer function G1 for stabilizing the lateral pressure and the transfer function G2 for varying the lateral pressure are set so that the output F1 is relatively larger than the output F2, it is expected to maintain a constant amount of lateral pressure reduction effect. On the other hand, since the amount of suppression of the varying lateral pressure is small, the fluctuation range of the lateral pressure does not change.

Further, when the thrust of the actuator caused by the output F1 is excessive, the bogie is excessively swirled in the direction of the inner side of the steering curve section. Therefore, in general, the front wheel axle that performs flange contact between the wheel on the outer rail side and the rail has flange contact between the wheel on the inner rail side and the rail, and the rail is likely to be derailed on the inner rail side.

On the other hand, when the transfer function G1 and the transfer function G2 are set so that the output F2 is relatively larger than the output F1, the fluctuation of the lateral pressure, that is, the fluctuation range of the lateral pressure can be suppressed. However, since the amount of suppression of the stable lateral pressure is small, a high stable lateral pressure can be maintained.

Therefore, in the case of a curve section in which the curvature of the track is relatively large (the curve radius is relatively small), the transfer function G1 and the foregoing are set in such a manner that the output F1 larger than the output F2 is generated. It is preferable to transfer the function G2 and to emphasize the suppression of the stable lateral pressure.

On the other hand, in the case of a curve section in which the curvature of the track is relatively small (the curve radius is relatively large), the transfer function G1 and the transfer function G2 are set in such a manner that the output F2 is larger than the output F1. It is also advisable to pay attention to the suppression of the variation of the transverse pressure.

However, one factor that determines the maximum speed of walking in a curve interval is the value of the maximum transverse pressure generated during the curve walk. Therefore, in order to increase the maximum traveling speed in the curve section, it is necessary to suppress the maximum lateral pressure to be low.

When the maximum lateral pressure is suppressed as small as possible, for example, when the wear suppression of the wheel or the track is emphasized, it is considered that it is effective to suppress the average value of the lateral pressure generated during the traveling in one curve section. Therefore, it is preferable to control so as to suppress the average lateral pressure in the course of the curve section as much as possible, in other words, to increase the value of the output F1.

However, the maximum thrust of the actuator has a limit, and in addition to the other factors other than the maximum thrust, the thrust generated by the actuator is preferably smaller.

When viewed from a general energy saving point of view, for example, when a railway vehicle travels in a certain curve section, the average value per unit time of the thrust generated by the actuator is preferably the smaller one. Further, since the actuator itself has a sliding portion, the operating time is preferably shorter from the viewpoint of a long life. This means that the average value per unit time of the thrust generated by the actuator is reduced.

In particular, in the case of a pneumatic actuator that uses compressed air as a power source, the supply of compressed air is received from an air compressor mounted on a railway vehicle. In this case, in the air compressor mounted on the railway vehicle, in view of the weight reduction of the vehicle or the restriction of the installation space of the underfloor equipment, it is often the case that the air compressor is as small as possible. Therefore, since the limitation of the capacity of the air compressor is more severe, it is preferable to reduce the consumption of the compressed air, and the average value per unit time of the thrust generated by the actuator is The smaller one is appropriate.

On the other hand, in the case of using an electric actuator, since heat is generated by the flow of an electric current during the operation of the actuator, there is a case where cooling is a problem. Regarding cooling, although the heat dissipation performance of the actuator itself is also important, it also plays a large role depending on the environment in which it is used. Therefore, from this point of view, the average value per unit time of the thrust generated by the actuator is preferably the smaller one.

In other words, from the viewpoint of increasing the maximum speed of walking in a certain curve section, although it is important to suppress the maximum lateral pressure, on the other hand, the ability of the actuator has a limit. In particular, in the case where the maximum value of the thrust generated by the actuator or the generated thrust per unit time is set to the upper limit, it is not preferable to keep the actuator constantly moving at a fixed thrust close to the limit. . Therefore, it is preferable that the output F1 is previously used as a value lower than the limit capability of the actuator and residual force is left on the thrust of the actuator, and the actuator is appropriately made at a position where a high fluctuation transverse pressure is generated. Produces a thrust close to the limit.

However, the reason for providing the actuator is to impart a moment to the axle via the bogie.

In the case of a bolster bogie, which is a direct mount type, a side bearer is provided between the bolster and the bogie frame among the components of the bogie. ) and swing between the bolster and the bogie frame. Therefore, in the case where the actuator is provided on the vehicle body side, it is provided in a vehicle body or a swing bolster. Moreover, when the actuator is provided on the bogie side, it is provided in the bogie frame.

On the other hand, in the case of an indirect mount, a side bearing is provided between the vehicle body and the bolster, and is rotated therebetween. Therefore, in the case where the actuator is provided on the vehicle body side, it is provided in the vehicle body. Moreover, when the actuator is provided on the bogie side, it is provided in a bolster or a bogie frame.

As a factor which gives a strong influence on the lateral pressure generated by the head shaft before the railway bogie, the vertical force acting on the vertical direction of each wheel, the friction coefficient between the wheel and the rail, and the left-right creep ratio generated on the axle are exemplified. Creep ratio and front-to-back ratio, and the combined force of force and centrifugal force caused by superc.

Among them, the vertical force acting on the vertical direction of each wheel varies greatly depending on the passenger's riding rate. This value can be estimated based on the secondary spring provided between the vehicle body and the bogie or the load bearing value of the primary spring provided between the bogie and the axle.

The burden load of the aforementioned secondary spring is based on the use of air bombs. When the spring is a vehicle of a secondary spring, it can be converted according to the internal pressure of the air spring. On the other hand, in the case where the metal spring is mainly used, the load of the primary spring can be converted by measuring the displacement between the wheel axle and the bogie frame.

Next, the coefficient of friction between the wheel and the rail can be based on the ratio of the load in the front-rear direction of the connecting member such as a link that connects the bogie to the axle in the front-rear direction, and the vertical force in the vertical direction. Presumption.

Further, the ratio of the front-rear creep ratio and the front-rear creep ratio which are generated in the wheel axle can be obtained by the following formula 1, and the left-right creep ratio can be obtained by the following formula 2.

Where ν _xl : the dive ratio before the left wheel

ν _xr : the dive ratio before the right wheel

γ : effective tread slope of the wheel

γ ₀ : wheel radius

y : left and right displacement of the wheel

: the angular velocity of the axle

V : vehicle walking speed

b : distance between the contact points of the left and right wheels and the track/2

Where ν _yl : the left and right potential ratio of the left wheel

ν _yr : the left and right potential ratio of the right wheel

Φ: the yaw angle of the axle

: the left and right speed of the axle

The amount of state that can be measured during vehicle travel in the front-rear and left-to-left ratios shown in the above equations 1 and 2 is the left and right displacement of the axle, the left and right speed of the axle, the yaw angle of the axle, and the yaw of the axle. Angular speed, vehicle walking speed. Among them, the left and right speeds of the axle can be converted according to the left and right acceleration of the axle.

Here, when the spring constant between the axle and the bogie frame is very large, and the axle and the bogie frame are considered to be substantially rigidly coupled, the left and right displacement of the axle, the left and right speed of the axle, the left and right acceleration of the axle, and the axle The yaw angle and the yaw rate of the axle can be replaced by the respective state quantities of the bogie side.

Also, due to the high level of force and the cause of the curve The resultant force caused by the centrifugal force generated during walking can be converted according to the rolling angle of the vehicle and its time component, or the height of the air spring as the secondary spring.

As described above, the state quantities used as the conversion stable lateral pressure control input parameters u_st1, u_st2, ..., and the variable lateral pressure control input parameters u_fl1, u_fl2, ... can be assumed as follows.

内The internal pressure of the air spring used as a secondary spring

螺旋The upper and lower displacement of the coil spring used as a spring

前后 acts on the front-back direction of the joint member of the connecting rod or the like that combines the axle and the bogie frame in the front-rear direction

The yaw angle, the yaw rate, the yaw angle acceleration, or the left and right direction displacement, the left and right direction speed, and the left and right direction acceleration of the ̇ axle, bogie, and vehicle body

̇ vehicle walking speed

̇ rolling angle, rolling angular velocity

高度The height of the air spring used as a secondary spring

Here, the left and right displacement, speed, acceleration, yaw angle, and yaw rate of the vehicle body are larger than the amount of state generated by the bogie and the axle, and the weight and the moment of inertia are large, and the left and right directions are A damper, a yaw damper, etc., provide high vibration insulation between the bogie and the vehicle body. Therefore, the displacement amount of the left and right displacement, the speed, the acceleration, the yaw angle, and the yaw rate generated by the vehicle body due to the irregularity of the track becomes smaller as compared with the amount of fluctuation generated by the bogie or the axle. Therefore, it can be considered that the timing of the stable lateral pressure is made The state quantity on the side of the vehicle body is effective.

Further, in the estimation of the varying lateral pressure, the difference between the state quantity on the bogie side and the state quantity on the vehicle body side is used, whereby the stable component of the lateral pressure can be preferably removed, and the variable lateral pressure can be estimated.

The present invention is constituted by the above-described concept from the inventor to the problem of solving the problem, and the following constitution is its most important feature.

1) Set the actuator on the railway vehicle.

The actuator is disposed between the vehicle body and the bogie frame in the case of a vehicle equipped with a beamless bogie. On the other hand, in the case of a bolster bogie, in the case of a vehicle equipped with a direct-embedded bogie, it is disposed between the vehicle body and the bogie frame or between the bolster and the bogie frame. Moreover, in the case of a vehicle equipped with an indirect embedded bogie, it is provided between the vehicle body and the bolster.

2) In a railway vehicle, a sensor is provided for measuring a state quantity of at least one of a body, a bogie, and an axle in motion.

The amount of state measured during walking is assumed to be any one of the following factors that have a strong influence on the lateral pressure.

内The internal pressure of the air spring used as a secondary spring

螺旋The upper and lower displacement of the coil spring used as a spring

前后 acts on the front-back direction of the joint member of the connecting rod or the like that combines the axle and the bogie frame in the front-rear direction

The yaw angle of the ̇ axle, bogie and car body

̇ yaw rate

̇ angular acceleration

̇ left and right direction displacement

̇ left and right direction speed

̇ left and right direction acceleration

̇ vehicle walking speed

̇ rolling angle

̇ rolling angular velocity

̇Air spring height

3) Instantly converting the measured state quantity into a stable horizontal pressure control input parameter having a strong correlation with the stable lateral pressure, and calculating an output command to the actuator based on the previously set stable transverse pressure transfer function .

4) The current state quantity is converted into a variable transverse pressure control input parameter that is strongly correlated with the fluctuation transverse pressure caused by the track irregularity, and is calculated based on the previously set variable lateral pressure transfer function. Actuator output command.

5) Combine the output command values obtained in the above 3) and 4), and provide commands to the actuators provided between the vehicle body and the bogie.

In the above aspect of the invention, the thrust is generated by the actuator provided between the bogie and the vehicle body based on the value estimated from the state amount measured by the sensor provided in the vehicle. Therefore, it is possible to effectively suppress the lateral pressure generated by the railway vehicle during traveling without referring to the track information previously stored in the recording device or the like.

In the present invention, since the stable lateral pressure and the variable lateral pressure generated by the railway vehicle during traveling can be effectively suppressed, the maximum lateral pressure generated during traveling can be effectively reduced, and the walking safety of the vehicle can be improved. Therefore, for example, the travelable speed of the curve section can be improved.

G1‧‧‧Transitive function of stable transverse pressure

G2‧‧‧Transitive function of variable transverse pressure

F‧‧‧Total output of the lateral pressure suppression for the actuator

F1‧‧‧ Output for stable transverse pressure suppression of actuators

F2‧‧‧ Output for variable transverse pressure suppression of the actuator

FL‧‧‧Change parameters for variable lateral pressure control input

ST‧‧‧Stability parameters for stable horizontal pressure control input

Fig. 1 is a view showing a control image of a method for reducing a lateral pressure of a railway vehicle according to the present invention.

Fig. 2 is a view showing an example of a control block circuit diagram of a method for reducing a lateral pressure of a railway vehicle according to the present invention.

Fig. 3 is a view showing the result of walking simulation of the rail-traveling transverse pressure of the front axle of the railway vehicle in the course of the curve section, wherein (a) shows condition 1 and (b) shows condition 2.

Figure 4 is a schematic diagram showing the simulation results of the rail-traveling transverse pressure of the front axle of the railway vehicle during the travel of the curve section, wherein (a) shows condition 3, (b) shows condition 4, and (c) Condition 5 is displayed.

Fig. 5 is a view showing a simulation result of the additional torque generated by the actuator in the course of the curve of the railway vehicle, wherein (a) shows condition 1 and (b) shows condition 2.

Figure 6 is a schematic diagram showing the simulation results of the additional torque generated by the actuator during the travel of the curve section in the curve section, wherein (a) shows condition 3, (b) shows condition 4, (c) ) display bar Item 5.

Fig. 7 is a view showing the maximum value of the additional torque generated by the actuators in the conditions 3 to 5.

Fig. 8 is a view showing the average value and the maximum value of the lateral pressures in Conditions 1 to 5 which are generated in the traveling of the railway vehicle in the circular curve section.

Fig. 9 is a view showing the additional torque per unit time in Condition 3 to Condition 5 of the railway vehicle traveling in the circular curve section.

Figure 10 is a schematic diagram showing the change in the transverse pressure generated during the curve section, where (a) is the stable transverse pressure, (b) is the varying transverse pressure, and (c) is the varying transverse pressure plus the stable transverse pressure. The actual horizontal pressure waveform.

According to the present invention, the stable lateral pressure and the variable lateral pressure are estimated based on the state quantity measured by the sensor provided in the vehicle, and the actuator disposed between the vehicle body and the bogie is generated according to the estimated value. Thrust, thereby achieving the purpose of suppressing the lateral pressure generated during walking.

[Examples]

Hereinafter, the result of the effect of the method for reducing the lateral pressure of the railway vehicle according to the present invention will be described by the simulation of the running of the railway vehicle.

The vehicle model used for the walking simulation is assumed to be a general two-axle bogie car, and the orbital system is assumed to be a rail condition including a curved section having a curve radius of 600 m. Also, random production is equivalent Generally, the track of the conventional iron road line is not uniform, and the track is not arranged according to the conditions.

The actuator is assumed to be placed between the body and the bogie. In addition, in this simulation, the thrust of the actuator is replaced by an additional torque between the body and the bogie. Further, as the state quantity for estimating the stable lateral pressure and the variable lateral pressure, the yaw rate of the vehicle body, the yaw rate of the front bogie and the rear bogie, and the vehicle speed are used. The value of the state quantity is multiplied by the transfer function of the appropriate stable transverse pressure and the varying transverse pressure, and the additional torque added between the vehicle body and the bogie is determined and added between the vehicle body and the bogie. The block diagram for determining the additional torque is shown in Figure 2.

The walking simulation was carried out under the following five conditions.

(Condition 1)

Track is not complete: no

The transfer function multiplied by the state quantity of the stable transverse pressure: G1=0

The transfer function multiplied by the state quantity of the estimated transverse pressure: G2=0

(Condition 2)

Track is not complete: there is

The transfer function multiplied by the state quantity of the stable transverse pressure: G1=0

The transfer function multiplied by the state quantity of the estimated transverse pressure: G2=0

(Condition 3)

Track is not complete: there is

The transfer function multiplied by the state quantity of the stable transverse pressure: G1>0

The transfer function multiplied by the state quantity of the estimated transverse pressure: G2=0

(Condition 4)

Track is not complete: there is

The transfer function multiplied by the state quantity of the stable transverse pressure: G1=0

The transfer function multiplied by the state quantity of the estimated transverse pressure: G2>0

(Condition 5)

Track is not complete: there is

The transfer function multiplied by the state quantity of the stable transverse pressure: G1>0

The transfer function multiplied by the state quantity of the estimated transverse pressure: G2>0

Conditions 3 to 5 for issuing a thrust command value for providing additional torque by an actuator assume that actuators having the same capability are used, and the maximum value of the generated additional torque is set to be substantially equal. Transfer functions G1, G2.

The results of the walking simulation are shown in Figures 3 through 9.

When the conditions 1 (Fig. 5 (a)) and 2 (Fig. 5 (b)) of the thrust command value for providing additional torque by the actuator are not compared, it is understood that the input track is not complete. In the case of condition 2, as shown in Fig. 3(b), a variable lateral pressure is generated in addition to the stable lateral pressure shown in Fig. 3(a).

On the other hand, when the transfer function G1 multiplied by the state amount of the estimated stable lateral pressure is set to the condition 3 larger than 0 (Fig. 6) (a)), it can be understood that the lateral pressure is substantially reduced as compared with Condition 2 (refer to Figs. 4(a) and 3(b)).

In addition, when the transfer function G2 multiplied by the state amount of the estimated variable lateral pressure is the condition 4 larger than 0 (Fig. 6(b)), the average value of the lateral pressure is equal to the condition 2, However, it is possible to reduce the lateral pressure at the time when the transverse pressure is large due to the irregularity of the track (see FIGS. 4(b) and 3(b)).

On the other hand, when the transfer functions G1 and G2 multiplied by the state quantities of the estimated stable lateral pressure and the variable lateral pressure are both set to condition 5 larger than 0 (Fig. 6(c)), and condition 2 In contrast, the lateral pressure is substantially uniformly reduced, and the varying lateral pressure can also be suppressed (see FIGS. 4(c) and 3(b)).

That is, in the case of the conditions 3 to 5, as shown in Fig. 7, the maximum additional torque generated in the actuator is substantially the same. On the other hand, as shown in Fig. 8, the average value of the lateral pressure is Condition 3 < Condition 5 < Condition 4. Although there is a slight difference in the maximum value of the lateral pressure, the difference is 5% or less, and can be regarded as substantially equal. Further, as shown in Fig. 9, the additional torque per unit time becomes Condition 4 < Condition 5 < Condition 3.

Therefore, since the conditions 3 to 5 can be regarded as the maximum value of the lateral pressure being substantially equal, it can be understood from the viewpoint of increasing the maximum traveling speed of the curve section: even which of the conditions 3 to 5 is controlled The same work efficiency can still be obtained in the conditions.

Here, if the thrust can be set by the actuator In the case of a larger condition, emphasis is placed on the suppression of wear of the wheel or the track, and it is considered that it is effective to suppress the average value of the lateral pressure generated when passing through a curve. In this case, it is preferable to suppress the average lateral pressure to the lowest condition 3 (refer to Fig. 8). In addition, the condition that the thrust generated by the actuator can be set to a large value means that, for example, when the pneumatic actuator is applied, the capacity of the air compressor mounted on the vehicle side is sufficient. Alternatively, it means that it can be used in an environment where high heat dissipation can be expected when an electric actuator is applied.

On the contrary, from the viewpoint of conditions, in the case where it is desired to suppress the additional torque of the actuator per unit time as much as possible, in other words, the thrust generated by the actuator, it is preferable to focus only on the condition of the suppression of the variation of the lateral pressure. 4 (refer to Figure 9).

Further, in terms of the condition of the additional torque, such as condition 5, the actuator is used to generate a substantially constant thrust during the curve section walking, and on the other hand, it is more capable of generating a large varying lateral pressure. A control that increases the thrust of the actuator within the range of maximum thrust.

The present invention is of course not limited to the above-described embodiments, and it is needless to say that the embodiments can be appropriately changed as long as they are within the scope of the technical idea described in each of the claims.

For example, in the above-described walking simulation, although the form of the railway vehicle is assumed to be a two-axle bogie, since the actuator is provided between the bogie and the vehicle body, it is not limited to the number of axles, even in the vehicle body. A bogie with a bogie between the axle and the axle can still be used equally.

Moreover, in the above-mentioned walking simulation, the deflection of the vehicle body is used. The angular velocity, the yaw rate of the front bogie and the rear bogie, and the vehicle speed are used as state quantities for estimating the stable lateral pressure and the varying transverse pressure. However, as long as the stable lateral pressure and the variable lateral pressure can be estimated, the wheel shaft, the bogie, the yaw angle of the vehicle body, or the yaw rate of the axle can be used instead of the state amount. Further, it is also possible to use the internal pressure of the air spring, the upward displacement of the coil spring, the front and rear direction load acting on the link connecting the wheel axle and the bogie frame in the front-rear direction, or the axle, the bogie, and the vehicle body. The left-right direction displacement, the left-right direction speed, the left-right direction acceleration, and the rolling angle, the rolling angular velocity, and the air spring height.

Further, although the above-described walking simulation is a simulation when traveling in a curved section, it is also possible to suppress a varying lateral pressure that is instantaneously generated due to a track irregularity when traveling in a straight section.

G1‧‧‧Transitive function of stable transverse pressure

G2‧‧‧Transitive function of variable transverse pressure

F‧‧‧Total output of the lateral pressure suppression for the actuator

F1‧‧‧ Output for stable transverse pressure suppression of actuators

F2‧‧‧ Output for variable transverse pressure suppression of the actuator

FL‧‧‧Change parameters for variable lateral pressure control input

ST‧‧‧Stability parameters for stable horizontal pressure control input

Claims (7)

A method for reducing a lateral pressure of a railway vehicle, characterized in that: in the case of a vehicle equipped with a bogie-free bogie, an actuator is provided between the vehicle body and the bogie frame; and in the bogie bogie, In the case of a vehicle with a direct-mounted bogie, an actuator is provided between the vehicle body and the bogie frame or between the bolster and the bogie frame; in the case of a vehicle equipped with an indirect embedded bogie, An actuator is disposed between the vehicle body and the bolster, and at least one of the vehicle body, the bogie, and the axle is provided with a sensor, and the state quantity obtained during walking is calculated and stabilized based on the use of the aforementioned sensor. The transverse pressure has an associated one or a plurality of parameters, and a predetermined transfer function is applied to the calculated value to determine a thrust command value for the actuator, and at the same time, one or a plurality of operations are associated with the varying transverse pressure. Parameters, and a predetermined transfer function is applied to the calculated value to determine the thrust command value for the actuator, and then the two thrust command values are combined to determine the thrust generated by the actuator. The method for reducing a lateral pressure of a railway vehicle according to the first aspect of the invention, wherein the state quantity obtained during the traveling is an internal pressure of an air spring used as a secondary spring, and a spiral used as a primary spring. The upper and lower displacement of the spring acts on the front and rear direction loads of the connecting member that combines the wheel axle and the bogie frame in the front-rear direction, the respective yaw angles of the axles, the bogies, and the vehicle body, the yaw angular velocity, and the yaw angular acceleration , Or any of left-right direction displacement, left-right direction speed, left-right direction acceleration, vehicle travel speed, and roll angle, roll angular speed, and air spring height. The method for reducing a lateral pressure of a railway vehicle according to the first or second aspect of the invention, wherein the thrust generated in the actuator is based on a curvature of the rail estimated from a state amount obtained during the traveling. When the transfer function with respect to the stable lateral pressure parameter is smaller, the thrust command value is decreased as the track curvature is smaller, and the transfer function with respect to the variable lateral pressure parameter is decreased as the track curvature is larger. The method for reducing a lateral pressure of a railway vehicle according to the first or second aspect of the invention, wherein the calculating of the variable lateral pressure parameter includes obtaining a state quantity measured in a vehicle body and steering The process of the difference in the amount of state measured in the rack. The method for reducing a lateral pressure of a railway vehicle according to the third aspect of the invention, wherein the calculating the lateral pressure parameter includes: obtaining a state quantity measured in the vehicle body, and in the bogie The process of measuring the difference in state quantities. The method for reducing the lateral pressure of a railway vehicle according to the fourth aspect of the invention, wherein the state quantity measured in the vehicle body and the bogie is a state quantity in the left-right direction and the yaw direction. The method for reducing a lateral pressure of a railway vehicle according to claim 5, wherein the state quantity measured in the vehicle body and the bogie is a state quantity in the left-right direction and the yaw direction.