JP2000085577A - Air supply/exhaust method for car body inclination control by air spring in rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To suppress a restoration delay at the time of air exhaust as small as possible by applying a larger gain to an output at the time of air exhaust by software than at the time of air supply. SOLUTION: A curve is detected according to both pre-input curve data and a traveling spot obtained from a rotation number of a wheel, while a target car body inclination angle is simultaneously calculated according to both an immediate traveling speed of a rolling stock and the curve data. A height of an air spring 3 is controlled on the basis of the calculated result. In the car body inclination control, a controller 6 decides whether a control output is larger than a zero or smaller. In the larger case, the controller 6 adjusts a gain at the time of air supply, and in the smaller case, adjusts a gain at the time of air exhaust to control such that opening areas of respective air exhaust valves 2a-2c at the time of descending are larger than opening areas of respective air supply valves 1a-1c at the time of ascending. This control is continued during traveling at the curve. Thereby, because a response at the time of air exhaust is improved without changing a response at the time of air supply, the response at the time of air exhaust gets nearly equal to the response at the time of air supply so that a restoration delay at the time of air exhaust is suppressed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention is to prevent the ride quality of a railway vehicle from being deteriorated by centrifugal force during curve running, to improve the response delay of control at a curve entrance, and to further improve the ride quality. To supply and exhaust air at the time of vehicle body tilt control by supplying and exhausting air to and from an air spring.

[0002]

2. Description of the Related Art A railway vehicle traveling on a curved road must be driven at a speed that is commensurate with the amount of cant. However, since there is a limit to the amount of cant provided, the speed of a train traveling on a curved road is limited to a speed that does not deteriorate the ride comfort of passengers.

In order to improve the running speed on a curved road without lowering the riding comfort, the vehicle body may be inclined so as to offset the lateral acceleration acting on the passenger. As for the tilting method, various methods have been conventionally proposed.

As one of the methods, there is a method of forcibly supplying and exhausting an air spring supporting a vehicle body to incline the vehicle body. In this control method, the lateral acceleration of the vehicle body is detected by a lateral accelerometer provided on the vehicle body, and the detected acceleration is fed back to adjust the air amount of the air spring by opening and closing a solenoid valve, thereby performing feedback control of the inclination angle of the vehicle body. The supply and exhaust to and from the air spring are performed stepwise.

[0005]

However, when the riding ratio changes, for example, the internal pressure of the air spring changes, and the differential pressure between the internal pressure of the air spring and the atmosphere, and the pressure difference between the air source source pressure and the air spring. Since the differential pressure is different, the response at the time of air supply and the response at the time of exhaust are different. Therefore, as in the above-described inclination control method, simply outputting an output proportional to the deviation irrespective of air supply or exhaust may delay the response of the exhaust at the time of restoration, thereby deteriorating ride comfort. .

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned conventional problems, and a railway vehicle capable of suppressing a delay in restoration at the time of exhaustion as much as possible and improving responsiveness at the time of supply and exhaust. It is an object of the present invention to provide an air supply / exhaust method at the time of vehicle body tilt control using an air spring.

[0007]

SUMMARY OF THE INVENTION In order to achieve the above-mentioned object, a method for supplying / exhausting air at the time of vehicle body tilt control by an air spring in a railway vehicle according to the present invention is to supply air to the output at the time of exhausting. By applying a gain larger than the gain applied to the output at the time, making the diameter of the exhaust solenoid valve larger than the diameter of the supply solenoid valve, and constantly monitoring the air spring internal pressure, The control gain is optimally adjusted so as to mitigate the change in the responsiveness of the supply and exhaust caused by the above. And by doing this,
The recovery delay at the time of exhaust can be suppressed as much as possible, and the responsiveness at the time of air supply and exhaust is improved.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS The air supply / exhaust method for controlling the leaning of a vehicle using an air spring in a railway vehicle according to the present invention is a method for supplying / exhausting air when supplying / exhausting air to / from an air spring. In order to eliminate the recovery delay at the time of exhaust, the output at the time of exhaust is softly multiplied by a gain larger than the gain applied to the output at the time of air supply. By adjusting the control gain optimally to reduce the change in air supply / exhaust responsiveness caused by the gap by constantly increasing the air supply solenoid valve diameter and monitoring the air spring internal pressure. Or

According to the method of supplying / exhausting a vehicle at the time of vehicle body inclination control using an air spring in a railway vehicle according to the present invention, the output at the time of exhaust is multiplied by a gain larger than the gain applied to the output at the time of supplying air. In terms of hardware, the diameter of the exhaust solenoid valve is made larger than that of the supply air solenoid valve,
By constantly monitoring the air spring internal pressure, the control gain is optimally adjusted to mitigate the change in supply / exhaust responsiveness caused by the gap, thereby improving the responsiveness during supply and exhaust. Since they can be made as equal as possible, the recovery delay at the time of exhaust can be suppressed, and the response at the time of supply and exhaust can be improved.

[0010]

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a perspective view of a railcar according to the present invention; FIG. 1 is a flowchart showing an algorithm of an air supply / exhaust method at the time of vehicle body inclination control by an air spring in a railway vehicle according to the first embodiment of the present invention. FIG. 2 is a flowchart showing a vehicle body using an air spring in a railway vehicle according to the first embodiment of the present invention. FIG. 3 is an explanatory view showing an example of an apparatus configuration for performing a supply / exhaust method at the time of tilt control. FIG. 3 shows an apparatus configuration for performing a supply / exhaust method at the time of vehicle body tilt control by an air spring in a railway vehicle according to the present invention. FIG. 4 is an explanatory view showing an example, FIG. 4 is an explanatory view showing an example of an apparatus configuration for performing a supply / exhaust method at the time of vehicle body tilt control by an air spring in a railway vehicle according to the present invention, and FIG. FIG. 4 is a block diagram of vehicle body tilt control applied to a method of supplying and discharging an air spring in a railway vehicle.

First, a vehicle body inclination control method applied to a method of supplying / exhausting air to / from an air spring in a railway vehicle according to the present invention is shown in FIG.
This will be described based on the block diagram shown in FIG. The vehicle body tilt control detects a curve based on curve data input in advance and a traveling point obtained from the number of rotations of the wheels, and calculates a traveling speed V (m / s) of the vehicle at that time and curve data (in the predicted traveling point). From the cant C (mm) and the curve radius R (m) at the predicted traveling point, the target inclination angle θa (rad) (maximum inclination angle θmax) of the vehicle body is calculated by the following equation 1 to control the vehicle body inclination. Program control.

[0012]

Equation 1 θa = (V ² / gR) −C / G where θa ≦ θmax G: Gauge (mm)

However, actually, the target air spring height Ha of each part is obtained from the target lean angle θa of the vehicle body obtained as described above, and the target air spring height Ha is added to the actual air spring height. The inclination angle H is generated by following the angle H. The actual height H of the air spring is shown in FIG.
As shown in FIG. 4, the height is detected by a height detector 5 attached to each air spring 3.

In order to compensate for the inclination and the recovery delay when the height H of the air spring is followed at the entrance of the curve, the vehicle body inclination control method employs an anticipated traveling several seconds ahead of the point where the vehicle is currently traveling. Based on the curvature radius R and the cant C information at the point, the controller 6 calculates the target inclination angle θa, and the control output (deviation) obtained by the following equation 2 is calculated according to the following equation 3 according to the following equation 3. As shown in FIG. 3, the ON / OFF signal jp (a) of each of the air supply valves 1a to 1c and the exhaust valves 2a to 2c in the air supply valve group and the exhaust valve group formed by connecting three solenoid valves in parallel, for example. ) To jp (c) to follow the height H of the air spring 3.

[0015]

Y (i) = Ha (i) -H (i) where Ha (i) is the target air spring height at the i-th position (i = 1 to 1)
4) H (i): Actual air spring height at the i-th position (i = 1 to 4) y (i): Deviation

[0016]

Jp (i) = benn × y (i) / gg where benn is a variable that sets the number of valves to be used. Nnn = 2 ⁿ −1 and n-unit control gg is the maximum target height value hhmax Gain adjusted according to the value gg = Gexh at the time of exhaust air gg = Gsup at the time of air supply

When the air spring 3 is supplied and exhausted by the vehicle body inclination control method described above, the difference between the original pressure of the air source 4 and the internal pressure of the air spring 3 and the difference between the internal pressure of the air spring 3 and the atmospheric pressure are determined. If they are different, there will be a difference in response speed between when supplying air and when exhausting. For example, when the difference between the internal pressure of the air spring 3 and the atmospheric pressure is small and the difference between the original pressure of the air source 4 and the internal pressure of the air spring 3 is large, the height of the air spring 3 is increased by Ha (mm). In the case of lowering, if the opening area of the solenoid valve is the same, the exhaust (down) speed becomes lower.

Therefore, according to the supply / exhaust method of claim 1, FIG.
As shown in (2), it is determined whether the control output (deviation) obtained by equation (2) is larger or smaller than zero.
Is adjusted as Gg as the gain gg, and Gexh is adjusted as the gain gg when it is small, and based on the opening area of each of the supply valves 1a to 1c at the time of ascending, each exhaust valve 2a to at the time of descent is adjusted.
The control is performed so as to increase the opening area of 2c.
The above control is continued during traveling on a curved road.

FIG. 6 shows a response result when the target air spring height (the dashed line in FIG. 6) is given with the same gain at the time of air supply and at the time of exhaust air. It can be seen that the response at the time of exhaustion (upper solid line in FIG. 6) is extremely poor as compared with the response at the bottom (solid line below).

On the other hand, when the air supply / exhaust method of claim 1 is adopted and the gain at the time of exhaust is made larger than the gain at the time of air supply, the response at the time of air supply (FIG. 7 (lower solid line) does not change, and it can be seen that the response during exhaust (the upper solid line in FIG. 6) is improved.

As shown in FIG. 3, instead of applying a larger gain to the output at the time of exhaust than the gain applied to the output at the time of air supply, as shown in FIG. If, for example, the diameter of the exhaust valve 2a among the valves 2a to 2c is made larger than the diameter of the other exhaust valves 2b and 2c and the diameter of the air supply valves 1a to 1c, an output command to the air supply valves 1a to 1c and the exhaust valves 2a to 2c is issued. Is an output proportional to the deviation using the same arithmetic expression, the opening area of the exhaust valve 2a is not
, The response of the exhaust gas at the time of restoration is improved. This is the supply / exhaust method of the second aspect.

In a railway vehicle, the internal pressure of the air spring 3 changes even if the passengers are completely empty, which affects the responsiveness of air supply and exhaust. That is, if the number of passengers increases from a certain reference state and the internal pressure of the air spring 3 increases, the exhaust efficiency increases and the air supply efficiency decreases as compared with the reference state. Conversely, when the number of passengers decreases from the reference state, the opposite phenomenon occurs.

Therefore, in the air supply / exhaust method of claim 3, FIG.
As shown in the figure, the pressure sensor 7 is attached to the air spring 3 and
The internal pressure P of the air spring 3 is monitored, and the supply air gain G2sup and the exhaust gas gain G2exh are determined by, for example, Equation 4 below.

[0024]

[Number 4] In the case of _{P 0 -P <0 G2exh = (} P / P 0) × Gexh × de G2sup = (P 0 / P) × Gsup × case of _{ds P 0 -P ≧ 0 G2exh =} (P / P ₀ ) × Gexh × de G2sup = (P ₀ / P) × Gsup × ds where de, ds: proportionality constant

That is, when the actual internal pressure P of the air spring is larger than the reference internal pressure P _{0 of the} air spring, (P ₀
When −P <0), the exhaust gas gain is lowered to increase the air supply gain. Conversely, when the reference internal pressure P ₀ of the air spring is equal to or higher than the actual internal pressure P of the air spring (P ₀ − In the case of P ≧ 0), the gain of exhaust gas is increased and the gain of air supply is reduced.

FIG. 8 and FIG. 9 show the response results of the target air spring height and the actual air spring height when the control is performed without changing the gain when the vehicle is empty and when the control is performed without changing the gain when the vehicle is full. It is shown in FIG. When the vehicle is empty, as shown in FIG. 8, the internal pressure of the air spring becomes lower than the standard passenger riding condition, so that the response at the time of exhaustion (the upper solid line in FIG. 8) becomes worse, and The response (lower solid line in FIG. 8) is better. Conversely, when the vehicle is full, as shown in FIG. 9, the internal pressure of the air spring becomes higher than the standard riding condition, so that the response at the time of exhaustion (the upper solid line in FIG. 9) is improved, and The response of the user (the lower solid line in FIG. 9) becomes worse.

On the other hand, when the air supply / exhaust method of claim 3 is employed and the control is performed by changing the gain at the time of air supply or exhaust according to the internal pressure of the air spring according to the above formula 4, As shown in FIG. 10, the actual air spring height approaches the target air spring height (dotted line in FIG. 10) more quickly, and the response at the time of air supply (the lower solid line in FIG. 10) and the response at the time of exhaust (FIG. 10). Is clearly improved.

[0028]

As described above, according to the air supply / exhaust method for controlling the vehicle body inclination using the air spring in the railway vehicle according to the present invention, when the vehicle body inclination control is performed in the railway vehicle, the air supply and the exhaust are performed. Responsiveness can be made as equal as possible, and the recovery delay at the time of exhaust can be suppressed. In addition, the responsiveness of air supply and exhaust can be improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an algorithm of an air supply / exhaust method at the time of vehicle body inclination control by an air spring in a railway vehicle according to the present invention.

FIG. 2 is an explanatory diagram showing an example of an apparatus configuration for performing a supply / exhaust method during vehicle body tilt control by an air spring in the railway vehicle according to the first embodiment of the present invention.

FIG. 3 is an explanatory diagram showing an example of an apparatus configuration for performing a supply / exhaust method during vehicle body tilt control using an air spring in a railway vehicle according to the second embodiment of the present invention.

FIG. 4 is an explanatory diagram showing an example of an apparatus configuration for performing a supply / exhaust method at the time of vehicle body tilt control using an air spring in a railway vehicle according to the present invention.

FIG. 5 is a block diagram of vehicle body tilt control applied to the air spring supply / exhaust method in the railway vehicle according to the present invention.

FIG. 6 is a diagram showing the response of supply and exhaust when a conventional method in which the gain during supply and the exhaust is the same is performed.

FIG. 7 is a diagram showing the responsiveness of supply and exhaust when the method of the present invention according to claim 1 in which the gain at the time of exhaust is made larger than the gain at the time of air supply.

FIG. 8 is a diagram showing the response of supply and exhaust when the vehicle is empty.

FIG. 9 is a diagram showing the response of supply and exhaust when the vehicle is full.

FIG. 10 is a diagram showing the responsiveness of supply and exhaust when the method of the present invention of claim 3 is performed.

[Explanation of symbols]

 1a-1c Air supply valve 2a-2c Exhaust valve 3 Air spring 6 Controller 7 Pressure sensor

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Toshiaki Matsui 5-1-1109 Shimaya, Konohana-ku, Osaka-shi, Japan Sumikin Design and Engineering Co., Ltd. (72) Inventor Jun Kosakada Shimaya, Konohana-ku, Osaka-shi, Osaka 5-1-19-1 Sumikin Design & Engineering Co., Ltd.

Claims (3)

[Claims] 1. An air supply / exhaust method for controlling the inclination of a vehicle body by supplying / exhausting air to / from an air spring. A method of supplying / exhausting air at the time of vehicle body tilt control using an air spring in a railway vehicle, wherein a gain greater than a gain applied to an output during air supply is applied. 2. The method according to claim 1, wherein the output of the exhaust valve is made larger than the output valve of the air supply instead of applying a gain larger than the gain applied to the output of the air supply. 2. The air supply / exhaust method according to claim 1, wherein the vehicle body is tilted and controlled by an air spring. 3. Instead of simply applying a larger gain to the output at the time of exhaust than the output to the output at the time of air supply, the internal pressure of the air spring is constantly monitored, so The control gain is optimally adjusted so as to mitigate a change in exhaust response.
An air supply / exhaust method at the time of vehicle body tilt control by an air spring in the railway vehicle described in the above.