JPH0749267B2 - Control method of body posture of railway vehicle - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body control method for a railway vehicle in which a vehicle body on a curved road of a railway vehicle having a bogie with an air spring is made non-inclined.

2. Description of the Related Art A railway vehicle having a bogie with an air spring mechanically detects the height of each air spring using a connecting rod and transmits the movement to the lever of the height adjustment valve to open and close the valve. I was adjusting the internal pressure.

This height adjustment valve adjusts the height of the air springs individually.When the vehicle stops in the cant diminishing section, the height adjustment valve automatically operates to keep the height of each air spring constant. Therefore, due to the following mechanism, the internal pressure was reduced, and the wheel load was sometimes lost.

That is, when a railroad vehicle stops in a gradually decreasing section, since the rail heights of the inner gauge side and the outer gauge side are different between the front and rear bogies of one vehicle, and the track is twisted, the front and rear bogies are inclined at different inclination angles. Therefore, due to the function of the height adjusting valve attached to each air spring, as shown in FIG.
And the rear bogie (10) have moments in opposite directions,
The vehicle body (15) stands still at an angle at which the moments are balanced.

In this state, the air spring heights of the front bogie (9) and the rear bogie (10) are not necessarily the target heights, so the supply and exhaust of the height adjusting valve of the automatic height adjusting mechanism continues. Therefore, the pressure of the air springs located diagonally of the vehicle becomes uneven.

Due to this nonuniform pressure, the load carried by each wheel becomes nonuniform. As a result, there is a risk that a wheel with a large fluctuation in wheel load and a small load sharing will cause so-called wheel weight loss and derail when the vehicle is restarted.

In addition, the conventional air spring height adjustment valve was improved for the purpose of preventing cant loss during long-term stops on curved roads and low-speed traveling during sleeper car operation, and preventing falling of the outer gauge side during high-speed curves. There is an attempt to control the inclination of the car body.

This is a port of the height adjustment valve other than the conventional small diameter,
A large-diameter valve is provided.When the dead zone is small, the large-diameter port is opened to prevent loss of the cant and to make it easier to restore the vehicle body to the position within the dead zone. KAISHO 49-62865, 49-62866, and
49-96177).

DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention As described above, in a railway vehicle having a conventional bogie with an air spring, when the vehicle passes a curve at a low speed or is stopped, the vehicle body is affected by the cant and the inner track Although it leans to the side, it is uncomfortable to ride at low speeds, and cant loses when the passengers are full when the vehicle is stopped. Your weight may be applied to the door and you may not be able to open or close it. In addition, when the boarding / alighting platform of the station is on the outside gauge side, there is a sense of discomfort between the floor surface of the vehicle body inclined to the inside gauge side and the horizontal platform, which is not preferable for boarding / alighting safety.

Furthermore, in the gradually decreasing cant section, wheel weight loss occurs due to fluctuations in the internal pressure of the air spring, so it is necessary to suppress fluctuations in the internal pressure of the air spring in order to prevent derailment of the vehicle and ensure safety.

The present invention eliminates the above-mentioned problems, and when the vehicle is stopped on a curve, the amount of expansion and contraction of the air spring is maximized to make the vehicle body non-inclined, and the vehicle body inclination is set to the inclination of the rail on which the vehicle is located. Accordingly, the present invention provides a method for controlling the vehicle body posture of a railway vehicle, which can be optimally and swiftly controlled in accordance with the above, and can be used for smooth entry and exit.

Means for Solving the Problems In order to achieve the above object, a method for controlling a vehicle body posture of a railway vehicle according to the present invention, in a railway vehicle having an air spring truck, each of the air springs of the front and rear trucks continuously measures a height. A height detector, a pressure gauge, an air supply valve and an exhaust valve are provided, and the detection signals of the height detector and the pressure gauge are combined with the vehicle body inclination angle signal from another inclination angle sensor and the speed signal from the speedometer. Input to the controller and compare and calculate with the set differential pressure of the air spring on the diagonal line and the front and rear air springs, the set average height of the left and right air springs, and the set vehicle body inclination angle, and each feed by the control signal from the controller. It is configured to open and close the air valve and exhaust valve, and the absolute value of the difference in the sum of the internal pressures of the air springs on the diagonal of the front and rear bogies, or the absolute value of the difference in the internal pressure of the front and rear air springs on the same side of the front and rear bogies. The value is set Control so that it stays within the constant differential pressure, and at the same time, when the vehicle is running at low speed or is stopped, supply and exhaust of each valve so that the average height of the left and right air springs and the vehicle body inclination angle are both within the set values. In order to control the vehicle body inclination angle to eliminate the left and right inclination angle of the vehicle body on a curved road and keep it horizontal or to approach the horizontal level within the range where the air spring height can change, The target set value is changed according to the inclination of the left and right rails on which the truck is located, and the vehicle body is brought close to horizontal within the maximum range in which the air spring can expand and contract.

The target set value of the left and right average heights of the air springs is changed according to the height difference between the left and right air springs, and the vehicle body is brought close to horizontal within the maximum range in which the air springs can expand and contract.

In the control method of the above and, in the air springs on the diagonal line of the front and rear bogie, or the inner pressure control of the front and rear air springs on the same side of the front and rear bogies, the air spring height control and the angle control of the body inclination are quantified by parameters, respectively. Each measured detection signal is input to the controller, where a superposition operation is performed, and each valve is opened / closed by an output based on the result.

Action As shown in FIG. 6, the air spring (1) of the front bogie (9)
The inner pressures of (2) and the air springs (3) and (4) of the rear bogie (10) are P ₁ , P ₂ , P ₃ , and P ₄ , and the spring height is h ₁ ,
when the _{h 2, h 3, h 4} , in Kant diminishing section as shown in FIG. 8, if able to work the moment before the truck (9) opposite to each other on the rear carriage (10), each of the air at that time The internal pressure of the spring is low in P ₁ and P ₄ , and high in P ₂ and P ₃ , as shown in FIG. 7, for example.

Therefore, the absolute value of the difference in the sum of the internal pressures of the air springs on the diagonal is smaller than the set differential pressure ΔPe, that is, | (P ₁ + P ₄ ) − (P ₂ + P ₃ ) | <ΔPe or the same for the front and rear bogies. The absolute value of the internal pressure difference between the front and rear air springs is smaller than the set pressure difference ΔPe, that is, | P ₁ −P ₃ | <ΔPe and | P ₂ −P ₄ | <ΔPe If the internal pressure is controlled, it is possible to suppress fluctuations in the internal pressure of the air spring.

The height control of the air spring is controlled so that the average height of the left and right air springs of the front and rear bogies is within the allowable dead band width Δhe during the non-tilting control while the vehicle is traveling at a low speed or is stopped. That is, And The height is controlled to satisfy.

The height control of the air spring is a device in which a height detector capable of continuously measuring, for example, a rotary encoder (5) shown in FIG. 2 is attached to a vehicle body, and a lever for measuring a rotation angle of the rotary encoder is attached to a truck side. By converting the height into an angle and inputting it as a digital signal to the controller, the spring height is continuously detected, and when the average height of the left and right air springs is higher than the dead zone width Δhe, the height is Evacuate the higher air spring, and if the height is the same on both sides, exhaust both. Further, when the average height of the left and right air springs is lower than the dead zone width Δhe, the air spring having the lower height is supplied, and when the heights are the same, both are supplied.

In the lean angle control of the vehicle body, the lean angle sensor detects the lean angle θm with respect to the horizon of the vehicle body, and controls so that the lean angle falls within the allowable value Δθm.

However, this alone cannot fully utilize the structural capacity of the vehicle when performing non-tilting control on a curved road with a large cant.

That is, the target median of the height control of the air spring, that is, The position (0 point) is not always at the center of the height at which the air spring can be displaced, and normally, as shown in FIG. 3 (a), it is biased toward the lower stopper side and has a relationship of hu> hn. is there. Therefore, when the vehicle body is not tilted in the cant section with the rail tilt angle θR, if the target value of the average spring height of the left and right air springs is set to the same position (0 point) as that in the flat portion, the displacement of the air spring is reduced. However, the vehicle body hits the lower stopper and the vehicle body control converges, leaving a small range in which the vehicle body inclination can be relaxed, and the vehicle body inclination angle θm cannot be reduced to bring the vehicle body closer to horizontal.

Therefore, by implementing the present invention, the dead zone width Δhe can be changed according to the size of the cant, or can be changed while detecting the expansion and contraction of the air spring to correct the vehicle body inclination at a large angle. That is, change the target value by S, Then, the vehicle body inclination angle θm is However, the angle can be further corrected, and the car body approaches horizontal. There are the following two methods for determining the shift amount S.

(I) a method of determining the shift amount S in accordance with a rail inclination angle Q _R However, as shown in Fig. 3 (a), it holds when (displacement amount hn to the lower stopper hits) <(displacement amount hu to the upper stopper hits), and when hu <hn, hn is hu And

In FIG. 3 (b), by the time the air spring (1) hits the lower stopper, the vehicle body inclination angle θm becomes 0 and the vehicle body cant level so that there is no need to change the 0 point position and S = 0. The smooth body leveling can be achieved.

At this time, the state is as shown in FIG. 3C, and the vehicle body is leveled (θm →
0) The amount of cant that can be obtained.

The shift amount S is a relationship when the vehicle body is leveled, S = b · tan | θR | −hn or, in approximation, S = b · | θR | −hn (θR is sufficiently small). That way, the body can be leveled with the least amount of wasted energy.

Even if both left and right air springs hit the upper and lower stoppers respectively,
The car body is so large that it cannot be leveled. Therefore, the shift amount S must be held at the position where it hits the upper and lower stoppers. At that time, the maximum inclination angle can be relaxed. That is, And

(II) Method of determining shift amount S according to difference in height of air springs As shown in FIG. 4, let hmax be the average height of left and right when the left and right air springs hit the upper and lower stoppers respectively. That is, Then, the inclination angle of the vehicle body with respect to the rail surface at this time is φ
Set to max. That is, The coefficient C is defined as C = hmax / φmax, and the shift amount S is obtained from the following equation.

S = C · | h ₁ −h ₂ | or S = C · | h ₃ −h ₄ | According to this method, the maximum expansion / contraction amount of the air spring to the upper and lower stoppers can be calculated through the following recurrence process. Available.

Large cant → No tilting of vehicle → Height difference between left and right air springs | h ₁ −h
₂ | Large → Increase in shift amount S → Further tilting of vehicle body → Further difference in height of left and right air springs | h ₁ −h ₂ | Large → Further increase in shift amount S → (Repeat) However, upper limit of shift amount S Is S ≦ hmax, and if the vehicle body is leveled on the way, the function of stopping the increase of the shift amount S and stabilizing it is incorporated. The effect is the same as (I), and the final stable state is the same as (I)-.

(III) Synthetic simultaneous output method of air spring internal pressure control and air spring height / vehicle body tilt angle control It is important to prioritize and prioritize internal pressure control from the viewpoint of preventing wheel weight loss. From what I've seen, it is impossible to control the height of the air spring or the body inclination. Therefore, the internal pressure control is prioritized within the control cycle (for example, 0.5 seconds), and after the differential pressure of the internal pressure is within the dead zone, the height is increased. The angle was controlled.

However, in this method, there may be a delay in the correction control of the lean angle of the vehicle body, so the internal pressure control and the height / angle control are quantified by parameters, and the calculation of superposition is performed in the controller and the result is obtained. It was found that quick and smooth control can be performed by opening and closing the air supply valve and exhaust valve by outputting power. Regarding the priority of the internal pressure control, the performance can be secured by adjusting the weighting coefficient at the time of superposition. That is, if the parameters are internal pressure control yp, height control yh, and angle control yθ, when the dead zone is out of internal pressure control, (a) In the case of control by the sum of the internal pressures of the air springs on the diagonal line, , Yp = | (P ₁ + P ₄ ) − (P ₂ + P ₃ ) | −ΔPe (b) When controlling by the difference in internal pressure of the front and rear air springs yp = | P ₁ −P ₃ | −ΔPe or yp = | P ₂ −P ₄ | −ΔPe The dead zone width ΔPe may be changed to a load-dependent type.

When the height control is outside the dead zone, (a) high-speed traveling (flat portion, cant section), yh = | hi | −Δhe, where hi represents h ₁ to h ₄ .

(B) When traveling at low speed or stopped Or When the dead zone is outside the angle control, (a) In the case of high speed running (decrease section), yθ = | θ ₁ + θ ₂ | −Δθe The above is referred to as θ ₁ = −θ ₂ control.

(B) Low speed running or stopped yθ = | θm | −Δθe However, when the stopper hits the lower side of the left and right air springs, yθ = 0.

As a result, y (1) to y (4) are calculated for each air spring by using the weighting factors ξp, ξh, and ξθ.

y (1) to (4) = ξp · yp + ξh · yh + ξθ · yθ However, the weight is positive in each control and negative in exhaust.

Based on the result of the calculation, when y (1) to (4)> 0, the air supply valves of the air springs (1) to (4) are turned on.

When y (1) to (4) <0, the exhaust valve of each air spring is turned on.

When y (1) to (4) = 0, the air supply valve and exhaust valve of each air spring are turned off (in the case of a normally closed valve).

If the valve output is performed, the internal pressure of the air spring, the height, and the vehicle body inclination angle can be quickly and appropriately controlled without causing an extra time delay.

Example An example of the present invention will be described with reference to the drawings.

As shown in FIG. 1, height detection is performed on each of the air springs (1) (2) and (3) (4) provided on the left and right sides of the front bogie (9) and the rear bogie (10) of the railway vehicle. As a container, a rotary encoder (5) is installed as shown in FIG. In addition, the air supply valves (11) (12) (13) (14) for the air springs are provided in the middle of the pipe (7) connecting the source air reservoir (6) and the air springs (1) to (4). ), And exhaust valves (21) (22) (23) (24) on the other exhaust pipes,
Furthermore, a pressure gauge (18) is provided. Then, together with the detection signals of the rotary encoder (5) and the pressure gauge (18), the vehicle body tilt angle detection signal of the tilt angle sensor (17) is sent to the controller (8).
And wiring for transmitting the output from the controller (8) that opens and closes each air supply valve and exhaust valve.

Flowcharts for carrying out the present invention by the above apparatus are shown in FIGS. 5 (a) to 5 (d).

As shown in FIG. 5 (a), the pressure control is within the set differential pressure ΔPe in the above-described manner for both the difference in the sum of the internal pressures of the air springs on the diagonal line and the difference in the internal pressures of the front and rear air springs. The control is performed as described above, and the process moves from FIG. 5 (a) to FIG. 5 (d).

Further, the height / angle control is performed as shown in FIG.
For example, it is determined whether the vehicle is traveling at high speed, traveling at low speed, or is stopped at a speed v ≧ 20 km / h. If the vehicle is traveling at a high speed, it is further determined whether or not the vehicle is in the cant diminishing section, and the combination (-3) of the simultaneous output method of the air spring internal pressure control and the air spring height / vehicle body inclination angle control is used. By the method described, control is performed so that the dead zone width Δθe falls within the dead zone width Δθe, and the process moves from FIG. 5 (b) to FIG. 5 (d).

When the vehicle is traveling at a low speed or is stopped, as shown in FIG. 5 (c), non-tilt control of the vehicle body is performed by a method of determining the shift amount S according to (I) the rail tilt angle θR. Then, the process moves from FIG. 5 (c) to FIG. 5 (d).

As described above, after the lean control of the vehicle body is performed, as shown in FIG. 5 (d), the combined simultaneous output method of (III) air spring internal pressure control and air spring height / body lean angle control. The non-tilt control of the vehicle body is performed by the method described in − (b), the time t + Δt elapses, the vehicle returns to the start side again, and the control operation is repeated.

Next, the vehicle body control method of the present invention is carried out on a railroad vehicle having a length of 20 m, and a curved road having cants 30 mm and 90 mm is combined with a control method (invention 1) according to claims 1 and 3 of the present invention. A control test was conducted on a control method (Invention 2) in which items 2 and 3 are combined. For comparison, a conventional example using a height adjusting valve for individually adjusting the height of the air spring, an example in which the shift amount S is fixed to 0 in the control method of the present invention (Comparative Example 1), and An example (Comparative Example 2) in which the internal pressure control was prioritized at the shift amount S = 0 was also tested. The results are shown in Table 1.

From this result, it is understood that according to the embodiment of the present invention, it is possible to increase the correction inclination angle of the vehicle body while keeping the internal pressure fluctuation low and to achieve it smoothly.

EFFECTS OF THE INVENTION The present invention is a method of changing the target set value of the average height of the left and right of the air spring according to the inclination of the rule when performing the internal pressure control of the air spring, the height control of the air spring, and the vehicle body inclination angle control. Or, a method of changing it according to the height difference between the left and right air springs is adopted, so that the inclination of the vehicle body can be kept horizontal by using the maximum range in which the air spring can expand and contract while keeping the internal pressure fluctuation rate of the air spring low. And can be controlled optimally and quickly.

[Brief description of drawings]

FIG. 1 is an explanatory view showing an air spring device for a railway vehicle provided with a device for carrying out the method for controlling the body attitude of the present invention,
FIG. 2 is an explanatory view of the rotary encoder, and FIG. 3 is an explanatory view showing the relationship between the vehicle body inclination angle and the air spring.
Fig. 4 shows the relationship in the flat part, Fig. (B) shows the relationship in the cant part, and Fig. (C) shows the relationship when the 0 point is shifted by S in the cant part according to the present invention. FIG. 5 (a), (b), (c), and (d) are explanatory views showing a state of hitting the upper and lower stoppers in the method of determining the shift amount S according to the difference in the height of the air spring. FIG. 6 is a flowchart for controlling the internal pressure of each air spring (P ₁ to
P ₄ ) and heights (h ₁ to h ₄ ), FIG. 7 is an explanatory view showing the height of the air spring internal pressure when the railroad vehicle is in the gradually decreasing section, and FIG. 8 is the vehicle It is explanatory drawing which shows the moment which generate | occur | produces in the front part and rear part of a vehicle body in a gradual reduction area, FIG. (A) shows the relationship between a cant gradual reduction area and a vehicle body, (b) shows the moment of a vehicle body front part, Figure (c) shows the moment at the rear of the vehicle body. 1 to 4 ... Air spring 5 ... Rotary encoder 6 ... Original air reservoir, 7 ... Piping 8 ... Controller, 9 ... Front carriage 10 ... Rear carriage, 11 to 14 ... Air supply valve 17 ... … Inclination sensor, 18 …… Pressure gauge 21-24 …… Exhaust valve

Claims (3)

[Claims] 1. A railway vehicle having an air spring trolley,
A height detector that continuously measures, a pressure gauge, and an air supply valve and an exhaust valve are provided on each air spring of the front and rear bogies, and the detection signal of each height detector and pressure gauge is installed in another tilt angle sensor. Input to the controller together with the vehicle body tilt angle signal from the speedometer and the speed signal from the speedometer, and set the differential pressure of the air spring inner pressure before and after the diagonal line and the same side, the set average height of the left and right air springs and the set vehicle body tilt angle. It is configured to perform a comparison operation and open / close each air supply valve and exhaust valve according to the control signal from the controller.The absolute value of the difference between the sum of the internal pressures of the air springs on the diagonal lines of the front and rear bogies, or the front and rear bogies The absolute value of the internal pressure difference between the front and rear air springs on the same side is controlled so that both the left and right sides are within the set differential pressure, and at the same time, when the vehicle is running at low speed or is stopped, the average of the left and right air springs is Height and body tilt angle A vehicle body that supplies and exhausts each valve so that it falls within the set value, and keeps the vehicle body horizontal on a curved road without the left-right inclination angle, or approaches the horizontal level within the range where the air spring height can change. In tilt angle control, change the target set value of the average height of the left and right air springs according to the inclination of the left and right rails on which the truck is located, and bring the vehicle body closer to horizontal within the maximum range in which the air springs can expand and contract. A vehicle body attitude control method for a railway vehicle, comprising: 2. A railway vehicle having an air spring trolley,
A height detector that continuously measures, a pressure gauge, and an air supply valve and an exhaust valve are provided on each air spring of the front and rear bogies, and the detection signal of each height detector and pressure gauge is installed in another tilt angle sensor. It is input to the controller together with the speed signal from the controller, and is compared with the set differential pressure of the air spring inner pressure on the diagonal line and the front and rear of the same side, the set average height of the left and right air springs, and the set vehicle body inclination angle, and then calculated from the controller. It is configured to open and close each air supply valve and exhaust valve by a control signal, and the absolute value of the difference in the sum of the internal pressures of the air springs on the diagonal line of the front and rear bogies or the front and rear air springs on the same side of the front and rear bogies Control so that the absolute value of the difference in internal pressure is within the set differential pressure on both the left and right sides, and at the same time,
When the vehicle is running at low speed or is stopped, air is supplied to and exhausted from each valve so that the average height of the left and right air springs and the lean angle of the vehicle body are within the set values. In order to control the lean angle of the vehicle body, which is maintained horizontally without moving, or approaches horizontal within the range where the height of the air springs can change, the target set value of the average height of the left and right air springs is set to A method for controlling a vehicle body posture of a railway vehicle, which is characterized in that the vehicle body is brought closer to a horizontal position within a maximum range in which the air spring can expand and contract by being changed according to the difference. 3. An internal pressure control, an air spring height control, and a vehicle body inclination angle control of air springs on the diagonal of the front and rear bogies or front and rear air springs on the same side of the front and rear bogies are quantified and measured by parameters. 3. The railway vehicle according to claim 1, wherein each detection signal is input to a controller, a superposition calculation is performed here, and each valve is opened / closed by an output based on a result of the calculation. Control method of body posture.