JP6685954B2 - Railway vehicle steering mechanism - Google Patents

Description

  The present invention relates to a steering mechanism that intentionally rotates a bogie frame with respect to a vehicle body during traveling of a railway vehicle according to the curvature of a curved section.

  BACKGROUND ART Conventionally, there is known a steering mechanism in which a bogie frame is rotatably attached to a vehicle body in order to improve a curve passing performance of a railway vehicle. For example, in the steering mechanism described in Patent Document 1, the bogie angle displacement between the vehicle body and the bogie frame is steered, transmitted to the axle box via the steering lever and the connecting rod, and the attack angles of the front and rear wheel axles are mechanically transmitted. This is a control method.

  Further, in the steering mechanism described in Patent Document 2, an actuator is mounted between the vehicle body and the bogie frame, and the ground information (map data) prepared in advance and the point detection provided on the railway vehicle are detected. It is configured to detect a point with a detection device and actively apply a force to the actuator in accordance with the result of the point detection to rotate the bogie frame with respect to the railway vehicle.

Japanese Patent No. 3448445 JP, 2007-186126, A

  However, as described above, the steering mechanism according to Patent Document 1 requires a mechanical structure such as a steering beam, a steering lever, and a connecting rod, which causes a problem that the steering mechanism itself becomes large in size. In the case of the steering mechanism used, if a steering command in the opposite direction is erroneously input, the steering direction and the curve of the track may face in opposite directions, so-called reverse steering may occur. In the worst case, there was a risk of an accident such as derailment. There is also a problem that the system itself becomes complicated, for example, it is necessary to provide ground information and detection equipment for detecting points.

  Therefore, the present invention has been made in view of the above problems, and an object thereof is to provide a steering mechanism for a railway vehicle capable of preventing a malfunction such as reverse steering or linear steering in a curved section with a simple configuration. To do.

A steering mechanism according to the present invention is a steering mechanism for rotating a pair of front and rear bogie frames provided on a vehicle body of a railway vehicle around a vertical axis, the speed sensor being attached to the railway vehicle, the railway vehicle, and A yaw angular velocity sensor attached to each of the pair of bogie frames, and a control means for controlling the steering mechanism according to signals from the speed sensor and the yaw angular velocity sensor are provided . characterized Rukoto includes a speed condition means for determining the controllability of the steering mechanism in response to the speed signal.

  Further, in the steering mechanism according to the present invention, the control means calculates respective curvatures of the vehicle body and the pair of bogie frames according to an angular velocity signal from the yaw angular velocity sensor, and these curvatures have predetermined threshold values. It is preferable to include curvature condition means for controlling the steering mechanism when the value exceeds the above.

  Further, in the steering mechanism according to the present invention, it is preferable that the control unit includes a steering force calculation unit that calculates a steering force proportional to a curvature calculated from an angular velocity signal from the yaw angular velocity sensor.

  In the steering mechanism according to the present invention, the steering mechanism includes soundness confirmation means for confirming that a difference between an average value of the yaw angular velocities of the vehicle body and the yaw angular velocities of the pair of bogie frames is within a predetermined range. It is suitable.

  A steering mechanism according to the present invention includes a speed sensor attached to a railway vehicle and a yaw angular velocity sensor attached to each of the railway vehicle and a pair of front and rear bogie frames, and the steering mechanism is based on information obtained by these sensors. Since the steering force can be calculated, reverse steering and straight steering in a curved section can be prevented with a simple configuration, and the appropriate steering force in the curved section can be generated to improve the curve passing performance of the railway vehicle. Can be made.

FIG. 3 is a schematic diagram for explaining the configuration of a steering mechanism according to the present embodiment. FIG. 6 is a flowchart of control means of the steering mechanism according to the present embodiment. The flowchart of a speed condition process. The flowchart of a curvature condition process. The flowchart of a steering force calculation process. Flow chart of the soundness confirmation process.

  Hereinafter, preferred embodiments for carrying out the present invention will be described with reference to the drawings. It should be noted that the following embodiments do not limit the invention according to each claim, and all combinations of the features described in the embodiments are not necessarily essential to the solution means of the invention. .

  FIG. 1 is a schematic diagram for explaining the configuration of the steering mechanism according to the present embodiment, FIG. 2 is a flow chart in the control means of the steering mechanism according to the present embodiment, and FIG. 3 is a speed condition process. 4 is a flowchart of a curvature condition process, FIG. 5 is a flowchart of a steering force calculation process, and FIG. 6 is a flowchart of a soundness confirmation process.

  As shown in FIG. 1, a railway vehicle 1 including a steering mechanism 30 according to the present embodiment includes a front and rear pair of front and rear trucks 21 and 22 provided on a vehicle body 10 and having a wheel shaft 24 rotatably attached thereto. A bogie frame 23 is provided, and a steering mechanism 30 for rotating the bogie frame 23 around a vertical axis is provided. The front carriage 21 and the rear carriage 22 are attached to the vehicle body 10 so as to be rotatable about a rotation axis (not shown).

  In addition, a vehicle body side yaw angular velocity sensor 41, a front bogie side yaw angular velocity sensor 42 and a rear bogie side yaw angular velocity sensor 43 are attached to the vehicle body 10, the front bogie 21 and the rear bogie 22, respectively, and the rear bogie 22 includes a railway. A speed sensor 44 that detects the speed of the vehicle 1 is attached. Further, the railway vehicle 1 controls the yaw angular velocity sensors 41 to 43 and the velocity sensor 44 in accordance with signals from the yaw angular velocity sensors 41 to 43 and the speed sensor 44 to output a steering force instruction to the steering mechanism 30. Is equipped with.

  In the steering mechanism 30, a first actuator 31 and a second actuator 32 are attached to both sides of the front carriage 21 and the rear carriage 22 in the traveling direction, respectively, and the first actuator 31 and the second actuator 32 expand and contract, respectively. As a result, a predetermined steering force is applied to the bogie frame 23.

  Electro-hydraulic actuators are preferably used as the first actuator 31 and the second actuator 32, and switching valves are provided in these actuators, and these switching valves are controlled to be switchable according to the curvature direction. This makes it possible to prevent erroneous operations such as reverse steering and linear steering. Further, when an electro-hydraulic actuator is used, it can be used as a hydraulic damper without generating thrust in the actuator. For example, when the railway vehicle 1 travels at high speed, the steering mechanism 30 functions as a damper and the snake of the bogie frame is used. It is also possible to prevent the behavior and enhance the running stability of the railway vehicle 1 during high-speed running.

  The vehicle body side yaw angular velocity sensor 41, the front bogie side yaw angular velocity sensor 42, and the rear bogie side yaw angular velocity sensor 43 can measure the yaw angular velocities of the vehicle body 10, the front bogie 21, and the rear bogie 22 like a uniaxial gyro sensor. Any sensor may be used if possible. Further, the vehicle body side yaw angular velocity sensor 41, the front bogie side yaw angular velocity sensor 42, and the rear bogie side yaw angular velocity sensor 43 are arranged substantially in the center of the lengths of the vehicle body 10, the front bogie 21, and the rear bogie 22 respectively. Is preferable. Further, as the speed sensor 44, any sensor may be used as long as it can measure the speed of the railway vehicle 1.

  The control unit 50 is composed of a computer system such as a personal computer, and includes a control unit including a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and a storage unit including a hard disk. An input unit including a keyboard and a mouse, and a display unit including a display and a printer are connected to the system bus. A program for executing the steering mechanism according to the present embodiment is stored in the storage unit and executed as needed.

  As described above, since the steering mechanism 30 according to the present embodiment performs the steering control using the yaw angular velocity signals and the speed signals obtained from the yaw angular velocity sensors 41 to 43 and the speed sensor 44, map data is required as in the conventional case. Instead, it becomes possible to have a simple system configuration. The vehicle body 10, the front carriage 21, and the rear carriage 22 are regarded as rigid bodies, and the influence of the installation position of the yaw angular velocity sensor is not considered.

  Next, the control means of the steering mechanism according to the present embodiment will be described with reference to FIGS. 2 to 6. The control means of the steering mechanism according to the present embodiment includes a speed condition step S101 that determines whether the steering mechanism 30 can be controlled according to the speed signal from the speed sensor 44, the vehicle body side yaw angular velocity sensor 41, the front bogie side yaw angular velocity sensor. 42 and the rear bogie side yaw angular velocity sensor 43, the respective curvatures of the vehicle body 10, the front bogie 21 and the rear bogie 22 are calculated according to the angular velocity signals, and when these curvatures exceed a predetermined threshold value, the steering mechanism 30 The curvature condition step S102 for performing the control, the steering force determination step S103 for calculating the steering force proportional to the curvature calculated from the angular velocity of the vehicle body 10, the yaw angular velocity of the vehicle body 10, and the yaw of the front bogie 21 and the rear bogie 22. A soundness confirmation step S104 for confirming that the difference between the average values of angular velocities is within a predetermined range is provided.

  As described above, the control method of the steering mechanism 30 according to the present embodiment uses the curvature signal in order to detect the curvature and determine the magnitude of the steering force. Here, when the railway vehicle 1 travels on the curve of the radius R at the speed V, the equation V = R · ω is established, where ω is the yaw angular velocity of the railway vehicle 1. According to the control method of the steering mechanism 30 according to the present embodiment, the values of the speed V and the yaw angular speed ω can be acquired by the speed sensor 44 and the yaw angular speed sensors 41 to 43 provided in the railway vehicle 1. The curvature 1 / R can be obtained from the equation 1 / R = ω / V using the above equation.

  As shown in FIG. 3, in the speed condition step S101, the control of the steering mechanism 30 is turned off when the railway vehicle 1 is at a predetermined speed (10 km / h in this embodiment) or less. Since the speed signal used in the control method of the steering mechanism 30 according to the present embodiment is generated from a quick-start pulse or the like, in the low speed range (for example, 5 km / h or less), the pulse signal varies and the speed signal is generated. May become unstable, so it is preferable to set the traveling speed to 10 km / h or less in order to avoid zero division when calculating the curvature. Further, when the vehicle is traveling at high speed (130 km / h or more in this embodiment), a command is sent to cause the steering mechanism 30 to function as a hydraulic damper. The threshold value during high-speed traveling can be set as appropriate according to the traveling section.

  As described above, according to the control method of the steering mechanism 30 according to the present embodiment, the steering control is turned off in order to prevent an erroneous operation of the steering mechanism 30 in the low speed range where the pulse signals vary widely, and the steering control is performed in the high speed range. Since the mechanism 30 is made to function as a damper, it is possible to prevent erroneous steering such as reverse steering and linear steering, and to improve the running stability of the railway vehicle.

  As shown in FIG. 4, in the curvature condition step S102, the respective curvatures of the vehicle body 10, the front bogie 21 and the rear bogie 22 are calculated, and the maximum curve radius for steering control is set to be steeper than the set maximum curve radius. Steering control is performed only on curves. That is, based on the respective yaw angular velocity signals obtained from the front bogie side yaw angular velocity sensor 42 attached to the front bogie 21, the vehicle body 10 and the rear bogie 22, the vehicle body side yaw angular velocity sensor 41 and the rear bogie side yaw angular velocity sensor 43. Each curvature is calculated, and steering control is performed when all the curvatures exceed a threshold value. In the control method of the steering mechanism 30 according to the present embodiment, the maximum curve radius for steering control is set to 600 m, and the curvature threshold is set to 1/600. In the flow chart of the curvature condition process, the case where the curvatures of the front bogie 21, the vehicle body 10 and the rear bogie 22 are executed in series has been described, but the respective processes are executed in parallel and the AND condition is finally taken. It may be configured as follows.

  As described above, according to the control method of the steering mechanism 30 according to the present embodiment, the front bogie side yaw angular velocity sensor 42, the vehicle body side yaw angular velocity sensor 41, and the rear bogie attached to the front bogie 21, the vehicle body 10 and the rear bogie 22, respectively. Since the steering is controlled only by the side yaw angular velocity sensor 43, it is not necessary to compare the map data with the point detection data, and a steering mechanism having a simple structure can be configured.

  As shown in FIG. 5, in the control method of the steering mechanism 30 according to the present embodiment, when the control is turned on in the speed condition step S101 and the curvature condition step S102, the steering force calculation step S103 calculates the steering force. The magnitude of the steering force is controlled in proportion to the calculated curvature. Since the calculated curvature may diverge by zero division in the low speed range, a steering threshold is first generated by setting a predetermined threshold value to the absolute value of the yaw angular velocity of the vehicle body 10 and setting the steering force Fs to zero. This is prevented (S105). In the control method of the steering mechanism 30 according to the present embodiment, the yaw angular velocity 10 × 3.6 / 600 = 0.06 when passing the curve having the minimum curve radius Rm of 600 m at the traveling speed of 10 km / h is set as the threshold value.

  Further, in order to avoid the influence of a sudden posture change such as when passing a point, the yaw angular velocity of the vehicle body 10 is limited so that it does not react to the yaw angular velocity above a certain level (S106). In the control method of the steering mechanism 30 according to the present embodiment, the steering force Fs is set to zero when the yaw angular velocity exceeds 8.0.

  Next, the steering force is calculated as maximum thrust of each actuator 31, 32 of the steering mechanism 30 minimum radius of curvature x vehicle body curvature (S107). When the absolute value of the calculated steering force Fs is larger than the maximum thrust, the maximum thrust is set as the steering force Fs (S108). As described above, in the control method of the steering mechanism 30 according to the present embodiment, it becomes possible to generate the steering force proportional to the magnitude of the curvature of the curve. The gain may be changed according to the minimum curve radius of the line.

  Next, in the soundness confirmation step S104, the determination function D is calculated to confirm whether the yaw angular velocities of the front bogie 21, the vehicle body 10 and the rear bogie 22 are normally detected. Specifically, by making the determination function D = the yaw angular velocity of the vehicle body− (the yaw angular velocity of the front bogie + the yaw angular velocity of the rear bogie) / 2, the yaw angular velocity sensor 41 on the vehicle body side installed substantially in the center of the vehicle body 10. Check the difference between the detected yaw angular velocities and the average values of the yaw angular velocities detected by the front bogie side yaw angular velocity sensor 42 and the rear bogie side yaw angular velocity sensor 43 installed substantially in the center of the front bogie 21 and the rear bogie 22. There is.

  In this case, if the absolute value of the determination function D is less than 0.6, for example, each yaw angular velocity sensor can be determined to be normal, and if there is a trajectory irregularity or the like, the value of the determination function increases. Therefore, by detecting this, it becomes possible to enhance the running stability of the railway vehicle.

  As described above, the steering mechanism 30 according to the present embodiment includes the speed sensor 44 attached to the railway vehicle 1, the yaw angular velocity sensors 41 to 43 attached to the railway vehicle 1 and the pair of bogie frames 23, respectively. Since the control unit 50 that controls the steering mechanism 30 according to the signals from the sensor 44 and the yaw angular velocity sensors 41 to 43 is provided, the steering force of the steering mechanism can be calculated from the information obtained by these sensors. With a simple configuration, it is possible to prevent the reverse steering and the straight steering in the curved section and to improve the curve passing performance of the railway vehicle by generating an appropriate steering force in the curved section.

  In the steering mechanism 30 according to the present embodiment, the maximum curve radius is set to 600 m, the low speed range is set to 10 km / h, and the high speed range is set to 130 km / h. It can be changed as appropriate according to the situation in which the vehicle is traveling. It is apparent from the scope of the claims that the embodiments added with such changes or improvements can be included in the technical scope of the present invention.

1 Railway Vehicle 10 Body 21 Front Bogie 22 Rear Bogie 23 Bogie Frame 24 Wheel Shaft 30 Steering Mechanism 31 First Actuator 32 Second Actuator 41 Body Side Yaw Angular Speed Sensor 42 Front Bogie Side Yaw Angular Speed Sensor 43 Rear Bogie Side Yaw Angular Speed Sensor 44 Speed sensor 50 Control device S101 Speed condition process S102 Curvature condition process S103 Steering force calculation process S104 Soundness confirmation process

Claims (4)

A steering mechanism for rotating a pair of front and rear bogie frames provided on the body of a railway vehicle around a vertical axis,
A speed sensor attached to the railway vehicle;
A yaw angular velocity sensor attached to each of the railcar and the pair of bogie frames,
A control means for controlling the steering mechanism according to signals from the speed sensor and the yaw angular velocity sensor ,
Wherein, steering mechanism, characterized in Rukoto includes a speed condition means for determining the controllability of the steering mechanism in response to the speed signal from the speed sensor. The steering mechanism according to claim 1 ,
The control means calculates respective curvatures of the vehicle body and the pair of bogie frames according to an angular velocity signal from the yaw angular velocity sensor, and controls the steering mechanism when the curvatures exceed a predetermined threshold value. A steering mechanism comprising a curvature condition means for performing the following. The steering mechanism according to claim 1 or 2 ,
The steering mechanism, wherein the control means includes steering force calculation means for calculating a steering force proportional to a curvature calculated from an angular velocity signal from the yaw angular velocity sensor. The steering mechanism according to any one of claims 1 to 3 ,
The steering mechanism includes soundness confirmation means for confirming that the difference between the yaw angular velocity of the vehicle body and the average value of the yaw angular velocity of the pair of bogie frames is within a predetermined range.

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