JP7420669B2 - Track shape data estimation method and track shape data estimation system - Google Patents

Description

The present invention relates to a track shape data estimation method and a track shape data estimation system for estimating the shape data of a track on which a railway vehicle runs.

Vehicles with a tilting body are controlled so that the vehicle body is tilted inward when traveling on a curved section of a track, taking into consideration the deterioration of riding comfort and motion sickness for passengers (see, for example, Patent Document 1). Known methods for tilting the vehicle body include a natural pendulum method and a controlled pendulum method. The natural pendulum system uses centrifugal force to naturally tilt the car body, while the controlled pendulum system controls the tilt angle of the car body depending on the running speed and track shape.

For vehicles with body inclines, a method is known in which track shape data is stored in the vehicle in advance, and the vehicle body inclination angle is controlled from information such as the track shape data, traveling position, and traveling speed. In addition to creating track shape data from actual design values, for example, as a method of realizing the invention described in Patent Document 1, track shape data can be calculated using measurement data from sensors installed on a vehicle with a tilted body. Are known.

The track shape data consists of a track curvature equivalent value and a cant equivalent value. Specifically, the track curvature equivalent value is calculated based on the car body yaw angular velocity and running speed, and the cant equivalent value is calculated based on the car body yaw angular velocity, running speed, and bogie frame. Calculated using left and right acceleration. Here, the vehicle body yaw angular velocity is calculated using the gyro sensor installed on the vehicle body, the bogie frame lateral acceleration is calculated using the acceleration sensor installed on the bogie frame, and the traveling speed is calculated using the output signals of the speed generator installed on the axle.

Japanese Patent Application Publication No. 2008-265692

However, the waveform of the vehicle body yaw angular velocity necessary for generating the track shape data may include components that differ from the actual track shape due to vibration of the vehicle body. If the track shape data calculated at this time is used to control the vehicle body inclination, there is a risk that the vehicle body inclination angle will be controlled to an angle that does not match the actual track shape.

A factor that has a particularly large effect is vehicle body yawing vibration in a pendulum type vehicle with a tilted vehicle body. As shown in Figure 3, a pendulum-type car body tilting vehicle has a pendulum device made up of parts such as a pendulum beam, and has a degree of freedom in the rolling direction of the car body while driving, but it has a degree of freedom in the car body rolling direction near the bogie. The rigidity is low, and the front and rear bogies tend to yaw and oscillate, which is accompanied by pendulum angular displacement in opposite directions.

When a vehicle body yawing motion occurs, a component caused by the motion is superimposed on the waveform of the vehicle body yaw angular velocity measured on the vehicle in addition to the actual track shape. The component due to this oscillation can be removed to some extent by performing low-pass filter processing with a low cutoff frequency, but the filter processing also affects frequency components included in the actual line shape. For this reason, there was a drawback that the waveform of the acquired track shape data was dull compared to the actual track shape.

Therefore, the present invention has been made in view of the above-mentioned problems, and the present invention is made by actually driving on the track in the section for which track shape data is to be created, without using the design value of the track shape. It is an object of the present invention to provide a track shape data estimation method and a track shape data estimation system that can calculate shape data.

The track shape data estimation method according to the present invention is a track shape data estimation method for estimating data related to the shape of a track on which a railway vehicle runs, and includes a step of acquiring a vehicle body yaw angular velocity, and a step of acquiring a vehicle body yaw angular velocity; A traveling speed acquisition step to acquire a truck frame lateral acceleration, a truck frame lateral acceleration acquisition step to acquire a truck frame lateral acceleration, a pendulum tilt angular velocity acquisition step to acquire a pendulum tilt angular velocity for each truck, and a difference between the pendulum tilt angular velocities of the front and rear trucks. a pendulum inclination angular velocity difference calculation step, a correction value calculation step of calculating a correction value by multiplying the difference in pendulum inclination angular velocity by a predetermined coefficient, and a correction value calculation step of calculating the correction value from the vehicle body yaw angular velocity obtained in the vehicle body yaw angular velocity acquisition step. a corrected vehicle body yaw angular velocity calculation step of calculating a corrected vehicle body yaw angular velocity by subtracting a correction value, the track shape data including a track curvature equivalent value and a cant equivalent value, and the corrected vehicle body yaw angular velocity and the traveling speed. a track curvature equivalent value calculation step of calculating the track curvature equivalent value from the above, and a cant equivalent value calculation step of calculating the cant equivalent value from the corrected vehicle body yaw angular velocity, the traveling speed, and the bogie frame lateral acceleration. Features.

Further, in the track shape data estimation method according to the present invention, it is preferable that the predetermined coefficient in the correction value calculation step is selected depending on the pendulum state of the bogie.

Further, a track shape data estimation system according to the present invention is a track shape data estimation system using the above-described track shape data estimation method, and includes a vehicle body yaw angular velocity acquisition means for acquiring the vehicle body yaw angular velocity, and a vehicle body yaw angular velocity acquisition means for acquiring the vehicle body yaw angular velocity; a vehicle frame lateral acceleration acquisition device for acquiring the vehicle frame lateral acceleration; a front pendulum inclination angular velocity acquisition device and a rear pendulum inclination angular velocity acquisition device for acquiring the pendulum inclination angular velocity for each bogie; and the vehicle body. The vehicle is characterized by having an information storage section that records the yaw angular velocity, the traveling speed, the bogie frame lateral acceleration, and the pendulum inclination angular velocity, and an information processing section that processes the data recorded in the information storage section.

Further, in the linear data track shape data estimation system according to the present invention, the information processing section includes the pendulum inclination angular velocity difference calculation step, the correction value calculation step, the corrected vehicle body yaw angular velocity calculation step, and the track curvature equivalent value calculation step. Then, it is preferable to execute the Cant equivalent value calculation step.

The track shape data estimation method and track shape data estimation system according to the present invention include a corrected vehicle yaw angular velocity calculation step of calculating a corrected vehicle yaw angular velocity by subtracting a correction value from the vehicle yaw angular velocity acquired in the vehicle yaw angular velocity acquisition step. Therefore, it is possible to efficiently reduce the influence of oscillation on the calculated track shape data. In addition, the measurement data of the pendulum inclination angular velocity required for correction can be calculated from the pendulum inclination angle that can be obtained with an existing pendulum device, and there is no need to add sensors, so improvements to the vehicle etc. can be made. Track shape data can be easily estimated without Further, according to the track shape data estimation method and track shape data estimation system according to the present invention, low-pass filter processing is not necessary, or application of only a low-pass filter with a high cutoff frequency is sufficient, and the actual track shape is On the other hand, more faithful vehicle body tilt control becomes possible.

FIG. 2 is a flow diagram showing a method for estimating track shape data according to an embodiment of the present invention. Curvature waveform data used in the track shape data estimation method according to the embodiment of the present invention. 1 is a diagram showing the configuration of a pendulum-type railway vehicle used in a track shape data estimation system according to an embodiment of the present invention. 1 is a diagram showing a vehicle-side configuration of a track shape data estimation system according to an embodiment of the present invention. 1 is a diagram showing a ground side configuration of a track shape data estimation system according to an embodiment of the present invention.

Hereinafter, preferred embodiments for carrying out the present invention will be described using the drawings. Note that the following embodiments do not limit the inventions claimed in each claim, and not all combinations of features described in the embodiments are essential to the solution of the invention. .

FIG. 1 is a flowchart showing a method for estimating track shape data according to an embodiment of the present invention, FIG. 2 shows curvature waveform data used in the method for estimating track shape data according to an embodiment of the present invention, and FIG. , is a diagram showing the configuration of a pendulum-type railway vehicle used in the track shape data estimation system according to the embodiment of the present invention, and FIG. 4 shows the configuration of the vehicle side of the track shape data estimation system according to the embodiment of the present invention. FIG. 5 is a diagram showing the configuration of the ground side of the track shape data estimation system according to the embodiment of the present invention.

The track shape data estimation method according to this embodiment estimates data related to the shape of a track on which a pendulum-type railway vehicle 1 as shown in FIG. 3 runs. Specifically, as shown in FIG. 1, a vehicle body yaw angular velocity acquisition step (S101) for acquiring the vehicle body yaw angular velocity of the vehicle body 3, a traveling speed acquisition step (S102) for acquiring the traveling speed of the railway vehicle 1, and a bogie A bogie frame lateral acceleration acquisition step (S103) that acquires the bogie frame lateral acceleration of each bogie 2, a pendulum inclination angular velocity acquisition step (S104) that obtains the pendulum inclination angular velocity of each bogie 2, and a difference between the pendulum inclination angular velocities of the front and rear bogies 2. A pendulum inclination angular velocity difference calculation step (S105) that calculates the pendulum inclination angular velocity difference, a correction value calculation step (S106) that calculates a correction value by multiplying the difference in pendulum inclination angular velocity by a predetermined coefficient, and a vehicle body yaw angular velocity acquisition step (S101). a corrected car body yaw angular velocity calculation step (S107) of calculating a corrected car body yaw angular velocity by subtracting a correction value from the corrected car body yaw angular velocity; and calculating a track curvature equivalent value from the corrected car body yaw angular velocity and the running speed. The process includes an equivalent value calculation step (S108) and a cant equivalent value calculation step (S109) for calculating a cant equivalent value from the corrected vehicle body yaw angular velocity, traveling speed, and bogie frame lateral acceleration. Note that the track shape data according to this embodiment includes the above-mentioned track curvature equivalent value and cant equivalent value. Here, the vehicle body yaw angular velocity refers to the angular velocity when the vehicle body 3 rotates around the Z-axis, as shown in FIGS. 3 and 4, and the pendulum tilt angular velocity refers to the angular velocity when the vehicle body 3 rotates around the Cant refers to the angular velocity around the X axis when the pendulum beam 23 is inclined with respect to the bogie frame 22, and cant refers to the height difference between the left and right rails 4.

In the vehicle body yaw angular velocity acquisition step (S101), a vehicle body yaw angular velocity corresponding to the travel distance of the railway vehicle 1 traveling on the track is measured by a vehicle body yaw angular velocity acquisition means, which will be described later. The vehicle body yaw angular velocity acquisition means may have any configuration as long as it can measure the vehicle body yaw angular velocity, but for example, a yaw angular velocity sensor capable of measuring the yaw angular velocity around the Z axis of the vehicle body 3 may be used. Suitably used.

In the traveling speed acquisition step (S102), a traveling speed corresponding to the traveling distance of the railway vehicle 1 is measured by a traveling speed acquiring means to be described later. The running speed acquisition means may have any configuration as long as it can measure the running speed of the railway vehicle 1, but for example, it may be configured as a wheel rotation speed sensor using a speed generator attached to the axle 21. Then, it is suitable.

In the bogie frame lateral acceleration acquisition step (S103), the lateral acceleration corresponding to the travel distance of the bogie frame 22 is measured by a bogie frame lateral acceleration acquisition means, which will be described later. The lateral acceleration acquisition means may have any configuration as long as it can measure the lateral acceleration of the bogie frame 22, but for example, it is preferable to use a lateral acceleration sensor attached to the bogie frame 22.

In the pendulum inclination angular velocity acquisition step (S104), the pendulum inclination angular velocity corresponding to each travel distance of the front truck 2a and the rear truck 2b is measured by a pendulum inclination angular velocity acquisition means described later. The pendulum inclination angular velocity acquisition means may have any configuration as long as it can measure the inclination angular velocity of each of the front bogie 2a and the rear bogie 2b. It is preferable to use tilt angular velocity data obtained by differentiating tilt angle data obtained from the attached tilt angle sensor.

The pendulum inclination angular velocity difference calculation step (S105) calculates the difference in pendulum inclination angular velocity between the front bogie 2a and the rear bogie 2b.

In the correction value calculation step (S106), a correction value is calculated by multiplying the difference between the pendulum inclination angular velocities of the front and rear trucks calculated in the pendulum inclination angular velocity difference calculation step (S105) by a predetermined coefficient. This predetermined coefficient is predetermined according to the pendulum state of the bogie of the vehicle with a tilted body. For example, the pendulum device is controlled by the centrifugal force received when the railway vehicle 1 passes through a curved section and the operating part such as a cylinder. Preferably, the control pendulum state is determined according to a control pendulum state in which the pendulum device is controlled by centrifugal force or a natural pendulum state in which the pendulum device is controlled only by centrifugal force. When calculating the difference in pendulum inclination angular velocity (yaw component) for each bogie 2, it is found that there is a correlation with the component due to the vehicle body yawing oscillation superimposed on the vehicle body yaw angular velocity. This can be confirmed from B, which shows the raw signal of curvature.

The corrected vehicle yaw angular velocity calculation step (S107) calculates the corrected vehicle yaw angular velocity by subtracting the correction value calculated in the correction value calculation step (S106) from the vehicle yaw angular velocity obtained in the vehicle yaw angular velocity acquisition step (S101). do. The corrected vehicle body yaw angular velocity is C indicating the curvature (with correction) in FIG. 2, and can obtain a trapezoidal waveform similar to E indicating the curvature on the management ledger.

The track curvature equivalent value calculation step (S108) calculates the track curvature equivalent value using the corrected vehicle body yaw angular velocity calculated in the corrected vehicle body yaw angular velocity calculation step (S107) and the traveling speed acquired in the traveling speed acquisition step (S102). Calculate. As a method for calculating the line curvature equivalent value, a conventionally known method can be used, so a detailed explanation will be omitted.

The cant equivalent value calculation step (S109) includes the corrected vehicle body yaw angular velocity calculated in the corrected vehicle body yaw angular velocity calculation step (S107), the traveling speed acquired in the traveling speed acquisition step (S102), and the bogie frame lateral acceleration acquisition step ( A cant equivalent value is calculated using the bogie frame lateral acceleration acquired in step S103). As a method for calculating the Cant equivalent value, a conventionally known method can be used, so a detailed explanation will be omitted.

As described above, according to the track shape data estimation method according to the present embodiment, a correction value is calculated by multiplying the difference in pendulum inclination angular velocity for each bogie by a predetermined coefficient, and the correction value is calculated from the obtained vehicle body yaw angular velocity. Since the track curvature equivalent value and cant equivalent value are calculated using the corrected vehicle body yaw angular velocity obtained by subtraction, as shown in Fig. 2, the curvature (filter The effect of vehicle body yawing motion can be reduced compared to D, which shows the curvature only), and the trapezoidal corner portion of the curvature waveform can show the same shape as E, which shows the curvature on the management ledger. As a result, it is possible to create track shape data using only the information acquired by various sensors installed on the railway vehicle 1, without correcting the curvature (raw signal) using a low-pass filter. By actually driving on the route without using values, it is possible to calculate track shape data that reduces the influence of vehicle body yawing motion.

Next, a description will be given of a track shape data estimation system that performs the track shape data estimation method according to this embodiment.

As shown in FIG. 3, the pendulum type railway vehicle 1 includes a bogie 2 that runs on rails 4 and a car body 3 supported by the bogie 2.

The truck 2 includes a plurality of wheels 20, . . . , a plurality of axles 21, . The vehicle body 3 can be tilted by the pendulum beam 23 and a guide device 24 provided on the bogie frame 22, and an operating section 25 for tilting the vehicle body 3 is connected to the bogie frame 22 and the pendulum beam 23.

The operating section 25 is capable of tilting the vehicle body 3 by swinging the pendulum beam 23 with respect to the guide device 24 . As such an operating unit 25, an actuator using a working fluid, an actuator using an electric motor, or the like is used.

A speed generator is attached to the axle 21, and constitutes a traveling speed acquisition means that functions as a wheel rotation speed sensor 12 of the axle 21. Further, a pendulum inclination angle sensor 14 is attached to the operating section 25, and constitutes a pendulum inclination angular velocity acquisition means. Note that the pendulum inclination angle sensor 14 is attached to each of the front truck 2a and the rear truck 2b, as shown in FIG.

Further, as shown in FIG. 4, a vehicle body yaw angular velocity sensor 11 for measuring the yaw angular velocity of the vehicle body 3 is attached to the vehicle body 3 of the railway vehicle 1, and constitutes vehicle body yaw angular velocity acquisition means. A bogie frame lateral acceleration sensor 13 attached to the bogie frame 22a is attached to the bogie 2 (for example, the front bogie 2a), and is configured as a bogie frame lateral acceleration acquisition means. The vehicle body yaw angular velocity sensor 11, wheel rotation speed sensor 12, bogie frame lateral acceleration sensor 13, and pendulum inclination angle sensor 14 are configured to record various measurement data in an information storage section 31 attached to the vehicle body 3. Various measurement data recorded in the information storage section 31 can be stored in an external storage medium 32 for storing measurement data.

After the above-mentioned various measurement data are measured by the running of the railway vehicle 1, the measured data is stored in the external storage medium 32, so for example, the measurement data is read into the information processing unit 33 installed on the ground. By doing so, the track shape data estimation method described above can be executed to estimate the track shape data of the section in which the railway vehicle 1 has traveled. As the information processing section 33, an automatic computer or the like equipped with a program for executing the above-described method for estimating track shape data is preferably used. Note that the obtained track shape data is stored in a track shape data storage unit 34 which is an external storage medium for storing track shape data. By storing the saved track shape data in the vehicle with a tilted vehicle body, it can be used for vehicle tilt control when the vehicle with a tilted vehicle body is traveling.

In addition, in the above-mentioned track shape data estimation system, the case where the information processing unit 33 is provided on the ground has been explained, but the information processing unit 33 is provided in the vehicle body 3 and the calculated track shape data is used to control the vehicle body inclination in real time. It may be used for. It is clear from the claims that such modifications or improvements can be included within the technical scope of the present invention.

1 railway vehicle, 2 bogie, 3 car body, 4 rail, 11 car body yaw angular velocity sensor, 12 wheel rotation speed sensor, 13 bogie frame lateral acceleration sensor, 14 pendulum inclination angle sensor, 20 wheel, 21 axle, 22 bogie frame, 23 pendulum beam, 24 guide device, 25 operating section, 31 information storage section, 32 external storage medium, 33 information processing section, 34 track shape data storage section.

Claims (4)

A track shape data estimation method for estimating data related to the shape of a track on which a railway vehicle runs,
a vehicle body yaw angular velocity acquisition step of acquiring vehicle body yaw angular velocity;
a traveling speed acquisition step of acquiring traveling speed;
A bogie frame lateral acceleration acquisition step of obtaining the bogie frame lateral acceleration;
A pendulum inclination angular velocity acquisition step of obtaining a pendulum inclination angular velocity for each trolley;
a pendulum inclination angular velocity difference calculation step of calculating a difference in the pendulum inclination angular velocities of the front and rear carts;
a correction value calculation step of calculating a correction value by multiplying the difference in the pendulum inclination angular velocity by a predetermined coefficient;
a corrected vehicle yaw angular velocity calculation step of calculating a corrected vehicle yaw angular velocity by subtracting the correction value from the vehicle yaw angular velocity acquired in the vehicle yaw angular velocity acquisition step;
The track shape data includes a track curvature equivalent value and a cant equivalent value,
a track curvature equivalent value calculation step of calculating the track curvature equivalent value from the corrected vehicle body yaw angular velocity and the traveling speed;
A method for estimating track shape data, comprising: calculating a cant equivalent value from the corrected vehicle body yaw angular velocity, the running speed, and the bogie frame lateral acceleration. In the track shape data estimation method according to claim 1,
The method for estimating track shape data, wherein the predetermined coefficient in the correction value calculation step is selected depending on a pendulum state of the bogie. A track shape data estimation system using the track shape data estimation method according to claim 1 or 2,
Vehicle body yaw angular velocity acquisition means for acquiring the vehicle body yaw angular velocity;
Traveling speed acquisition means for acquiring the traveling speed;
Bogie frame lateral acceleration acquisition means for acquiring the bogie frame lateral acceleration;
Front pendulum inclination angular velocity acquisition means and rear pendulum inclination angular velocity acquisition means for acquiring pendulum inclination angular velocity for each truck;
an information storage unit that records the vehicle body yaw angular velocity, the traveling speed, the bogie frame lateral acceleration, and the pendulum inclination angular velocity;
A track shape data estimation system comprising an information processing section that processes data recorded in the information storage section. The track shape data estimation system according to claim 3,
The information processing section executes the pendulum inclination angular velocity difference calculation step, the correction value calculation step, the corrected vehicle yaw angular velocity calculation step, the track curvature equivalent value calculation step, and the cant equivalent value calculation step. Track shape data estimation system.

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