JP4779832B2 - Railway vehicle body tilt control device and control method - Google Patents

Description

  The present invention relates to a device that performs lean control of a vehicle body during driving, particularly when passing through a curved section, using an air spring, and a tilt control method using the tilt control device.

  A railway vehicle may become uncomfortable due to excessive centrifugal force when passing through a curved section. In particular, when the passing speed of the curved section is high, the excess centrifugal force increases to cause further deterioration in riding comfort. Therefore, when the vehicle passes through the curved section, the vehicle body is controlled to be tilted toward the inner track so as to suppress excess centrifugal force and prevent deterioration in riding comfort.

  As a method for inclining the vehicle body, there is a method in which air is supplied to and exhausted from left and right air springs that support the vehicle body, and the air spring is expanded and contracted to be inclined. At this time, a solenoid valve that can only open and shut off the air flow is often used for air supply / exhaust control. However, especially when handling a large amount of air flow such as a vehicle body tilt, it opens and closes for 1 second. The number of times is generally several times. Here, the electromagnetic valve is a valve that is driven by an electromagnet, has a constant valve diameter, and refers to a valve that opens and closes an air flow by opening and closing the valve.

  On the other hand, in recent years, railway cars absorb vibrations of 10 Hz or more as the vehicle body becomes lighter and lower in rigidity, so that the vertical stiffness of the air spring is often designed to be low. As a result, air springs near the natural frequency (about 1 Hz) of the air spring due to impacts from track disturbances such as rail joints and uneven wear, and centrifugal force in the vertical curve (vertical curve) of the ascending or descending slope. Vibration has been affecting the ride comfort.

For this reason, in the vehicle body tilt control, a demand for suppressing such vibrations has become apparent.
By the way, when the height is controlled by supply / exhaust to the air spring, it is desirable that the flow rate applied to the air spring can take any value between 0 and the maximum value. However, in the case of a solenoid valve, the flow rate that can be taken is 0 or the maximum value, and the intermediate stage cannot be realized arbitrarily. For this reason, the flow rate that can be applied is either too small or too large with respect to the desired flow rate, and the performance of the height control may deteriorate, or in the worst case, it may cause a vibration divergent response.

  As a method of realizing a pseudo intermediate value using a signal that can only take 0 or the maximum value, switching between 0 and the maximum value at high speed and changing the ratio of the time of 0 to the maximum value is performed. PWM control is known, but in general, PWM control requires a switching period of 100 times or more to realize a desired frequency. In order to suppress the 1 Hz vibration of the air spring, it is necessary to change the flow rate at the same level, but it is difficult to achieve such a flow rate change by PWM control with an electromagnetic valve that can be opened and closed only several times per second. It is.

As a method for coping with such a problem, Patent Document 1 discloses a method of controlling the inclination by combining a plurality of solenoid valves having different valve diameters.
Japanese Patent Publication No. 48-205

  However, the method of combining a plurality of solenoid valves having different valve diameters as in the tilt control described in Patent Document 1 has a limit in the number of solenoid valves that can be combined due to restrictions on the weight and size of the device, and an arbitrary flow rate. It is difficult to combine as many solenoid valves as possible.

  The problem to be solved is that conventional vehicle body tilt control, which is performed by supplying and exhausting air to and from an air spring using a solenoid valve, cannot absorb vibration of about 1 Hz generated due to orbital disturbance or vertical curve. That is the point.

The vehicle body tilt control device for a railway vehicle according to the present invention includes:
In order to enable vehicle body tilt control and vibration absorption of about 1Hz generated by orbital disturbances and vertical curves,
In a device for controlling the vehicle body tilt of a railway vehicle using gas springs provided on the left and right sides between the vehicle body and the carriage,
In the middle of the pipe connecting the respective gas springs and the source pressure reservoir for storing the gas supplied to these gas springs,
A height adjustment valve that maintains the height of the gas spring in a neutral position during non-tilt control;
A switching valve that is provided in series with the height adjustment valve, and is closed during vehicle body tilt control to disable the height adjustment valve;
An exhaust control solenoid valve for controlling exhaust from the gas spring;
An air supply control solenoid valve for controlling air supply to the gas spring;
While providing a flow rate proportional control valve in parallel with this air supply control solenoid valve,
The main feature is that a control signal for controlling the valve is calculated by calculating a control signal for controlling the gas spring to a target height from curve information and displacement information of the gas spring.

Further, the vehicle body tilt control method for a railway vehicle according to the present invention, which is carried out using the vehicle body tilt control device for a railway vehicle according to the present invention,
In the method of performing the vehicle body tilt control of the railway vehicle using the gas springs provided on the left and right between the vehicle body and the carriage,
In the middle of the pipe connecting the respective gas springs and the source pressure reservoir for storing the gas supplied to these gas springs,
A height adjustment valve that maintains the height of the gas spring in a neutral position during non-tilt control;
A switching valve that is provided in series with the height adjustment valve, and is closed during vehicle body tilt control to disable the height adjustment valve;
An exhaust control solenoid valve for controlling exhaust from the gas spring;
An air supply control solenoid valve for controlling air supply to the gas spring;
While providing a flow rate proportional control valve in parallel with this air supply control solenoid valve,
A control signal for controlling the valve is calculated by calculating a control signal for controlling the gas spring to a target height from curve information and displacement information of the gas spring,
When there is curve information in the acquired information, the controller calculates the control signal after closing the switching valve and invalidating the height adjustment valve, and the exhaust control electromagnetic valve and the supply valve. The main feature is to control the air-flow control solenoid valve to control the vehicle body tilt and to control the flow rate proportional control valve to absorb the vibration caused by the orbital disturbance and the vertical curve.

  In the present invention, the left and right between the vehicle body and the carriage refer to the right and left in the direction perpendicular to the traveling direction of the vehicle.

  According to the present invention, in addition to vehicle body tilt control when passing through a curved section, vibration of an air spring of about 1 Hz generated due to a track disturbance or a vertical curve can be absorbed, and a better riding comfort can be realized.

Hereinafter, the best mode for carrying out the present invention will be described with reference to FIGS. 1 and 2 together with the process from the idea of the present invention to the solution of the problem.
FIG. 1 is a schematic diagram illustrating an example of a vehicle body tilt control apparatus for a railway vehicle according to the present invention, and FIG. 2 is a flowchart illustrating a main part of control in the vehicle body tilt control method for a rail vehicle according to the present invention.

  In order to absorb vibrations of about 1 Hz generated by orbital disturbances and vertical curves, the flow rate can be changed so that vibration suppression of about 1 Hz can be supported, and the flow rate is between 0 and the maximum value. A means for controlling the flow rate so as to realize an arbitrary value is required.

  Pneumatic equipment having such characteristics includes a flow rate proportional control valve. This is a valve in which the opening degree of the valve is proportional to the input current, and an arbitrary flow rate can be obtained by examining the relationship between the opening degree of the valve and the flow rate. Therefore, it is possible to obtain responsiveness that can cope with vibration suppression of about 1 Hz.

  However, the flow rate that can be handled by the flow rate proportional control valve is generally about 100 to 500 Nl / min, and the maximum flow rate is limited. Therefore, it is possible to suppress disturbance, but it is difficult to supply all the large flow rates of the order of several thousand N liters / min that are necessary for tilt control of the vehicle body. N liter / min refers to the flow rate per minute converted to air in a standard state (pressure 0.1013 MPa, temperature 0 ° C., humidity 0%).

  That is, in the vehicle body tilt control of a railway vehicle, since a large amount of air is supplied to and exhausted from the air spring at the entrance / exit of the curved section, a large-diameter solenoid valve is required. On the other hand, a relatively small amount of air supply / exhaust is sufficient to suppress air spring vibration generated due to orbital disturbance or vertical curve, and the use of a flow rate proportional control valve is preferable to an electromagnetic valve. Therefore, if both are combined appropriately, it is considered that air spring vibration can be suppressed while controlling the tilt of the vehicle body, and a good riding comfort can be expected.

  In view of this, the inventors have considered two types of methods for selectively using the electromagnetic valve and the flow rate proportional control valve: a method focusing on frequency and a method focusing on position.

A) Method focusing on frequency The change in the air flow rate required to expand and contract the air spring is a relatively slow change that takes about 2 to 5 seconds. On the other hand, the air flow rate required for disturbance suppression changes more rapidly than the natural frequency (about 1 Hz) of the air spring, compared to the former. Therefore, it is possible to separate the two by paying attention to the difference in frequency between the two.

B) Method of paying attention to the position Generally, the air spring on the outer gauge side of the curved section needs to be expanded and contracted during vehicle body tilt control. In contrast, the air spring on the inner track side of the curved section has a small range of movement due to the structure of the vehicle, and the amount of air that needs to be supplied and exhausted is small. Further, it has been found that the air spring has a characteristic that the vertical rigidity increases when it is extended, and the extended air spring on the outer side of the curved section is less likely to generate vibration due to disturbance.

  Therefore, the control of the air spring on the track side in the curved section is performed using only a flow rate proportional control valve capable of continuous flow control, and the control of the air spring on the outer track side is mainly an electromagnetic valve capable of handling a large flow rate. This is done by using only a solenoid valve, or by combining a solenoid valve and a flow rate proportional control valve.

  Note that the method focusing on this position has the advantage that it can be easily realized because it requires less processing such as filtering than the method focusing on frequency. However, on the outer track side of the curved section, the disturbance suppression effect is inferior to the method of paying attention to the frequency.

The vehicle body tilt control apparatus for a railway vehicle according to the present invention is made based on the above-mentioned concept of the inventor and has a configuration as shown in FIG.
In FIG. 1, reference numeral 1 denotes a vehicle body, and 2 a carriage. Air springs 3 are provided on the left and right sides of the carriage 1 and the carriage 2, respectively, and vehicle body tilt control is performed using these air springs 3.

  Reference numeral 4 denotes an original pressure reservoir for accumulating air to be supplied to each of the air springs 3. A height adjusting valve 6, an exhaust control solenoid valve () is provided in the middle of a pipe 5 connecting the original pressure reservoir 4 and the air spring 3. Hereinafter, an exhaust valve) 7 and an air supply control solenoid valve (hereinafter referred to as an air supply valve) 8 are provided.

  Among these, the height adjusting valve 6 is provided with a mechanism for supplying and exhausting air to the air spring 3 according to the angle of the rotary lever and maintaining the height of the air spring 3 at a neutral position. Since the height adjustment valve 6 functions to prevent the vehicle body inclination, the height adjustment valve 6 is invalidated by closing the switching valve 9 provided in series with the height adjustment valve 6 during the vehicle body inclination control.

In the present invention, a flow rate proportional control valve 10 is provided in parallel with the air supply valve 8 to realize a valve opening degree proportional to the input current.
Then, in the controller 11 having the arithmetic unit and the storage device, the control for controlling the air spring 3 to the target height from the curve information obtained through the data depot ground element, the yaw rate gyro sensor, and the displacement information of the air spring 3. A signal is calculated, and the valves 7, 8, 9, and 10 are controlled.

For example, the exhaust valve 7 and the air supply valve 8 are controlled when the vehicle body tilt is controlled in a curved section, while the flow rate proportional control valve 10 is controlled when absorbing vibration caused by orbital disturbance and a vertical curve. .
This is the vehicle body tilt control device for a railway vehicle of the present invention.

  In the example of FIG. 1, the displacement information of the air spring 3 is a height sensor that measures the height of the air spring 3 by reading the angle of a rotating lever that rotates in conjunction with the top and bottom of the vehicle body 1 and converts it into an electrical signal. The one obtained from 12 is shown. Note that reference numeral 13 in FIG. 1 denotes an exhaust port for exhausting air from the air spring 3 to the atmosphere.

  Next, the vehicle body tilt control method of the present invention using the above-described railway vehicle body tilt control device of the present invention will be described in detail with respect to a method of using different valves by focusing on the signal frequency and a method of focusing on the position of the air spring. Explained.

A1) A method of using different valves focusing on signal frequency
1) For example, when the controller 11 recognizes a curve section by communication with a data depot ground unit or the like, the switching valve 9 is closed and the height adjusting valve 6 is invalidated.
2) Based on the curve information obtained by the communication, the controller 11 calculates the target inclination angle of the vehicle body 1.

3) The controller 11 calculates the target height of each air spring 3 from the calculated target inclination angle.
4) The displacement of the air spring 3 is converted into an electric signal using the height sensor 12.
5) The controller 11 takes in the converted electric signal and calculates a control signal for controlling the air spring 3 to a target height from general control calculations such as PID, LQG, and H∞. Here, when there is no disturbance, the control parameter is adjusted so that the control signal does not have a component having a specific frequency or higher. This is possible by applying an appropriate control law design method.

6) The calculated control signal is processed by various filters, and the control signal is separated into a low frequency signal and a high frequency signal. For example, a low frequency signal is obtained by a low-pass filter process of 0.5 Hz, and a high frequency signal is calculated from a difference between the original signal and the low frequency signal.

  The cut-off frequency of the low-pass filter varies depending on the natural frequency of the air spring 3 of the vehicle. However, if the frequency is too small, signal delay becomes a problem. Although it varies depending on the traveling speed of the curved section, vehicle specifications, disturbance frequency, etc., it is considered that about 0.1 to 0.5 Hz is appropriate.

7) When the low-frequency signal exceeds the supply threshold, the supply valve 8 is opened to supply air to the air spring 2, and when the low-frequency signal falls below the exhaust threshold, exhaust The valve 7 is opened and exhausted to achieve a low frequency and large flow rate that tilts the vehicle body 1. The threshold value is appropriately set in consideration of the required vehicle body tilt speed, the diameter of the air supply valve 8, the exhaust valve 7, and the like.

8) On the other hand, the high frequency signal is output to the flow rate proportional control valve 10 to realize a high frequency and small flow rate that suppresses vibration of the air spring 3 due to disturbance. The flow rate proportional control valve 10 may have an exhaust function, but a flow rate proportional control valve that does not have an exhaust function is used, and a flow rate that has an exhaust function in parallel and does not have an air supply function. A proportional control valve may be provided. In this case, it may be selected as appropriate in consideration of the necessary supply / exhaust speed and flow rate.
Fig. 2 shows the flow from 5) to 8).

B1) A method of paying attention to the position of the air spring (when the control on the outside of the curved section is performed only by the exhaust valve 7 and the supply valve 8)
1) to 4) are the same as the method of A1) that uses the valve by paying attention to the signal frequency.
5) The controller 11 takes in the converted electric signal and calculates a control signal for controlling the air spring 3 to a target height from general control calculations such as PID, LQG, and H∞.

6) Data relating to the current curve section is read from the storage device of the controller 11, and it is determined from the direction of the curve section whether each air spring 3 is on the outer track side or the inner track side of the curve section.
7) The control signal for the air spring 3 on the outer track side of the curved section opens the air supply valve 8 to supply air to the air spring 3 when the signal exceeds the air supply threshold, and the exhaust threshold When the signal falls below, the exhaust valve 7 is opened and exhausted to achieve a low frequency and large flow rate that tilts the vehicle body 1.

8) A control signal for the air spring 3 on the inner track side of the curved section is output to the flow proportional control valve 10 to realize a high frequency and small flow rate that suppresses vibration of the air spring 3 due to disturbance.
The setting of the air supply threshold value and the exhaust gas threshold value is the same as the case described with the method of using different valves by paying attention to the signal frequency. Further, the exhaust function of the flow rate proportional control valve 10 is the same as that described in the method of using different valves by paying attention to the signal frequency.

B2) A method of paying attention to the position of the air spring (when the control on the curve section outer track side is performed using the exhaust valve 7, the air supply valve 8 and the flow proportional control valve 10)
1) to 5) are the same as the method of A1), which uses different valves by paying attention to the signal frequency.
6) is the same as the method B1) focusing on the position of the air spring.

7) The control signal calculated for the air spring on the outer track side is processed by various filters, and the control signal is separated into a low frequency signal and a high frequency signal. For example, a low frequency signal is obtained by a low-pass filter process of 0.5 Hz, and a high frequency signal is calculated from a difference between the original signal and the low frequency signal. Then, the exhaust valve 7, the air supply valve 8, and the flow rate proportional control valve 10 are controlled by the same method as 7) to 8) in the method A1).

8) On the other hand, the flow proportional control valve 10 is controlled in the same manner as 8) in the method B1) using the control signal calculated for the inner-rail air spring.

  In the method B-2), since it is not necessary to perform the filtering process on the inner gauge side, it can be performed more simply than the method A1), and the disturbance suppression control by the flow proportional control valve 10 is also performed on the outer gauge side. Therefore, a higher disturbance suppression effect than the method B1) is expected.

  It goes without saying that the present invention is not limited to the above-described example, and the embodiments may be appropriately changed within the scope of the technical idea described in each claim of the present invention.

  For example, in the method of the present invention, the filtering process is not limited to the low-pass filtering process as long as it can be separated into a low-frequency signal and a high-frequency signal.

  The present invention described above can be applied not only to a bolsterless bogie but also to a bolster bogie as long as the vehicle body is tilted by controlling the height of the gas spring.

It is the schematic which shows an example of the vehicle body tilt control apparatus of the railway vehicle of this invention. It is a flowchart which shows the principal part of the control in the vehicle body tilt control method of the railway vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 2 Bogie 3 Air spring 4 Source pressure reservoir 5 Piping 6 Height adjustment valve 7 Exhaust valve 8 Supply valve 9 Switching valve 10 Flow proportional control valve 11 Controller

Claims (6)

In a device for controlling the vehicle body tilt of a railway vehicle using gas springs provided on the left and right sides between the vehicle body and the carriage,
In the middle of the pipe connecting the respective gas springs and the source pressure reservoir for storing the gas supplied to these gas springs,
A height adjustment valve that maintains the height of the gas spring in a neutral position during non-tilt control;
A switching valve that is provided in series with the height adjustment valve, and is closed during vehicle body tilt control to disable the height adjustment valve;
An exhaust control solenoid valve for controlling exhaust from the gas spring;
An air supply control solenoid valve for controlling air supply to the gas spring;
While providing a flow rate proportional control valve in parallel with this air supply control solenoid valve,
A vehicle body of a railway vehicle comprising a controller for calculating a control signal for controlling the gas spring to a target height from curve information and displacement information of the gas spring and controlling each of the valves. Tilt control device. The controller is
When the vehicle body tilts in a curved section, the exhaust control solenoid valve and the air supply control solenoid valve are controlled,
2. The vehicle body tilt control device according to claim 1, wherein the flow proportional control valve is controlled when absorbing vibration caused by a track disturbance or a vertical curve. In the method of performing the vehicle body tilt control of the railway vehicle using the gas springs provided on the left and right between the vehicle body and the carriage,
In the middle of the pipe connecting the respective gas springs and the source pressure reservoir for storing the gas supplied to these gas springs,
A height adjustment valve that maintains the height of the gas spring in a neutral position during non-tilt control;
A switching valve that is provided in series with the height adjustment valve, and is closed during vehicle body tilt control to disable the height adjustment valve;
An exhaust control solenoid valve for controlling exhaust from the gas spring;
An air supply control solenoid valve for controlling air supply to the gas spring;
While providing a flow rate proportional control valve in parallel with this air supply control solenoid valve,
A control signal for controlling the valve is calculated by calculating a control signal for controlling the gas spring to a target height from curve information and displacement information of the gas spring,
When there is curve information in the acquired information, the controller calculates the control signal after closing the switching valve and invalidating the height adjustment valve, and the exhaust control electromagnetic valve and the supply valve. A vehicle body tilt control method for a railway vehicle, wherein a vehicle body tilt control is performed by controlling an air control solenoid valve, and a vibration caused by a track disturbance or a vertical curve is absorbed by controlling the flow rate proportional control valve. In the controller, the control signal is further filtered to separate a low frequency signal and a high frequency signal,
By the low frequency signal, the exhaust control solenoid valve and the air supply control solenoid valve are controlled to incline the vehicle body,
4. The vehicle body tilt control method according to claim 3, wherein the flow proportional control valve is controlled by the high-frequency signal to absorb vibration caused by a track disturbance or a vertical curve. In the controller, it is determined from the curve information whether each of the gas springs is on the outer track side or the inner track side of the curve section,
By the control signal,
Car body tilt control is performed by controlling the exhaust control solenoid valve and the air supply control solenoid valve to supply and exhaust the gas spring on the outer gauge side,
4. The vehicle body inclination of a railway vehicle according to claim 3, wherein the flow proportional control valve is controlled so as to supply and exhaust the gas spring on the inner rail side to absorb vibration caused by a track disturbance or a vertical curve. Control method. In the controller, it is determined from the curve information whether each of the gas springs is on the outer track side or the inner track side of the curve section,
For the gas spring on the outer gauge side,
The control signal is further filtered to separate a low frequency signal and a high frequency signal, and the exhaust control solenoid valve and the air supply control solenoid valve are controlled by the low frequency signal to incline the vehicle body, while the high frequency signal To control the flow proportional control valve to absorb vibrations caused by orbital disturbance and vertical curve,
For the gas spring on the inner rail side,
4. The vehicle body tilt control method according to claim 3, wherein the flow proportional control valve is controlled by the control signal to absorb vibration caused by a track disturbance or a vertical curve.

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