JPH0781564A - Method for controlling meander of truck of railroad rolling stock - Google Patents
Method for controlling meander of truck of railroad rolling stockInfo
- Publication number
- JPH0781564A JPH0781564A JP25518293A JP25518293A JPH0781564A JP H0781564 A JPH0781564 A JP H0781564A JP 25518293 A JP25518293 A JP 25518293A JP 25518293 A JP25518293 A JP 25518293A JP H0781564 A JPH0781564 A JP H0781564A
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- Prior art keywords
- speed
- bogie
- control
- controlling
- sensor
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Abstract
(57)【要約】
【目的】 通常走行時の乗り心地を悪化せずに、高速走
行時に発生する蛇行動を抑制し、安定限界速度を向上さ
せ得る鉄道車両台車の蛇行動制御方法を提供する。
【構成】 台車枠１と輪軸７との間に設置した流体アク
チュエータ１０、該輪軸７の振動を検知する加速度計１
３、１６、該車両の速度を検知するセンサ、該加速度計
１３、１６および速度センサからの検知信号に基づいて
前記流体アクチュエータ１０を制御する制御器１４から
なる制御装置を有する鉄道車両において、各速度での共
振点を低下させるのに最適な周波数の関数群を求めてお
き、走行中に検出される速度信号により上記関数群中か
ら該当する関数を抽出して、車体の振動制御を行ない、
蛇行動に対する安定限界速度を向上させる。
(57) [Abstract] [Purpose] To provide a method for controlling a snake action of a bogie of a railway vehicle that can suppress the snake action that occurs during high-speed running and improve the stable limit speed without deteriorating the riding comfort during normal running. . [Structure] A fluid actuator 10 installed between a bogie frame 1 and a wheel set 7, and an accelerometer 1 for detecting vibration of the wheel set 7.
3, 16 and a sensor for detecting the speed of the vehicle, a control device including a controller 14 for controlling the fluid actuator 10 on the basis of detection signals from the accelerometers 13, 16 and the speed sensor. Obtain a function group of the optimum frequency for lowering the resonance point at speed, extract the corresponding function from the above function group by the speed signal detected during traveling, and perform vibration control of the vehicle body,
Improves stability limit speed for snake action.
Description
【０００１】[0001]
【産業上の利用分野】この発明は、鉄道車両台車に特有
の不安定現象である蛇行動を効率良く抑制し、鉄道車両
の安定限界速度を飛躍的に向上させることのできる鉄道
車両台車の蛇行動制御方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention efficiently suppresses a snake movement, which is an unstable phenomenon peculiar to a railcar bogie, and can dramatically improve the stable limit speed of the railcar bogie. A behavior control method.
【０００２】[0002]
【従来の技術】現用されている鉄道車両台車の基本構造
は図５Ａ、Ｂに示すように、台車枠１、車軸２、車輪
３、軸箱４、一次ばね５および二次ばね６より構成され
る。そして、車輪３には曲線路の通過を容易にするため
に、踏面勾配θが付けられた円錐輪が用いられている。2. Description of the Related Art As shown in FIGS. 5A and 5B, the basic structure of a currently used bogie for a railway vehicle comprises a bogie frame 1, an axle 2, wheels 3, an axle box 4, a primary spring 5 and a secondary spring 6. It Further, a conical ring having a tread slope θ is used for the wheel 3 in order to facilitate passage through a curved road.
【０００３】その踏面勾配のため、レールに接する踏面
位置によって踏面半径が異なり、更に車輪は使用摩耗に
より不整斉となる。これらが原因となり、車輪の左右中
心は線路中心に対し偏位した位置で転走する。そのた
め、逆に直線路では図６に示すように、車軸２、車輪３
および軸箱４からなる輪軸７が蛇行を起こしやすくな
る。前記蛇行の波長Ｌは、前記踏面勾配から決まる一定
値であるため、走行速度の上昇とともに前記蛇行の周波
数は高くなり、ある速度で一次ばね５との共振が発生す
る。その結果、台車全体が大きく蛇行するようになり、
鉄道車両の安定走行が維持できなくなる。これを蛇行動
と呼び、また蛇行動の発生する走行速度を安定限界速度
と呼ぶ。Due to the slope of the tread, the radius of the tread varies depending on the position of the tread in contact with the rail, and the wheel becomes asymmetric due to wear of the wheel. Due to these factors, the center of the wheel on the left and right rolls at a position deviated from the center of the track. Therefore, on the contrary, on a straight road, as shown in FIG.
Also, the wheel set 7 made up of the axle box 4 is prone to meandering. Since the wavelength L of the meandering is a constant value determined by the slope of the tread, the frequency of the meandering increases as the traveling speed increases, and resonance with the primary spring 5 occurs at a certain speed. As a result, the entire trolley will meander greatly,
The stable running of the railroad car cannot be maintained. This is called a snake action, and the traveling speed at which the snake action occurs is called a stable limit speed.
【０００４】前記のごとく、蛇行動は本質的には避けら
れない現象であるが、安定限界速度を向上させることは
可能である。その、安定限界速度を向上させるための従
来方法としては、一次ばね５のばね定数を大きくして共
振周波数を高くする方法や、図７に示すように、車体８
と台車枠１との間にヨーダンパ９を設置し、蛇行動を減
衰させる方法がある。As described above, the snake action is essentially an unavoidable phenomenon, but it is possible to improve the stability limit speed. As a conventional method for improving the stable limit speed, a method of increasing the spring constant of the primary spring 5 to increase the resonance frequency, or a method of increasing the resonance frequency of the vehicle body 8 as shown in FIG.
There is a method in which a yaw damper 9 is installed between the carriage frame 1 and the bogie frame 1 to damp the snake action.
【０００５】また、鉄道車両の乗り心地の向上を目的に
なされた発明に輪軸ヨー角制御装置付鉄道用車両（特開
平３−２５８６５５号公報）がある。これは図８に示す
ように、台車枠１と輪軸との間に流体アクチュエータ１
０を設置し、記憶装置１１に予め蓄積しておいた軌道不
整等に関する情報を外部からの信号（速度信号、ＡＴＳ
信号、異常信号、非常停止信号等）に従い随時読み出
し、制御器１２で制御入力を計算し、前記流体アクチュ
エータ１０に入力する構成となっている。Further, as an invention aimed at improving the riding comfort of a railway vehicle, there is a railway vehicle with a wheel-axis yaw angle control device (Japanese Patent Laid-Open No. 3-258655). As shown in FIG. 8, the fluid actuator 1 is provided between the bogie frame 1 and the wheel axle.
No. 0 is installed, and information about the trajectory irregularity, etc., which is stored in the storage device 11 in advance, is transmitted from an external signal (speed signal, ATS).
Signal, abnormal signal, emergency stop signal, etc.), read out at any time, the controller 12 calculates the control input, and inputs it to the fluid actuator 10.
【０００６】[0006]
【発明が解決しようとする課題】上記従来技術の内、一
次ばねのばね定数を大きくして共振周波数を高くする方
法やヨーダンパを用いる方法は、容易に実現でき蛇行動
の抑制効果もあるが、軌道不整を台車枠や車体に振動と
して伝えやすくなり、通常走行時の乗り心地が悪化す
る。一方、特開平３−２５８６５５号公報の「輪軸ヨー
角制御装置付鉄道用車両」は、通常走行時の乗り心地の
向上には効果が有るが、不安定現象である蛇行動の抑制
に効果的であるとはいえない。また、蛇行動波長Ｌによ
る共振点は、速度に依存するため、一定のばね定数もし
くは制御方法では速度向上ができない。更にその速度に
合わせ随時ばね系の設定を行うことは経済的に効率が悪
くなる。したがって、通常走行時の乗り心地を悪化せず
に、高速走行時に発生する蛇行動を速度に合わせて抑制
し安定限界速度を向上させることのできる方法が必要と
なる。Among the above-mentioned conventional techniques, the method of increasing the spring constant of the primary spring to increase the resonance frequency and the method of using the yaw damper can be easily realized and have the effect of suppressing the snake action. The irregularity of the track is easily transmitted as vibration to the bogie frame or the vehicle body, and the riding comfort during normal driving deteriorates. On the other hand, the "railroad vehicle equipped with a wheel-axis yaw angle control device" disclosed in Japanese Patent Laid-Open No. 3-258655 is effective in improving riding comfort during normal running, but is effective in suppressing an unstable phenomenon of snake action. It cannot be said that. Further, the resonance point due to the serpentine action wavelength L depends on the speed, so that the speed cannot be improved by a constant spring constant or a control method. Further, it is economically inefficient to set the spring system at any time according to the speed. Therefore, there is a need for a method capable of suppressing the snake action that occurs during high-speed traveling in accordance with the speed and improving the stable limit speed without deteriorating the riding comfort during normal traveling.
【０００７】この発明は、上記のごとく従来技術には乗
り心地を維持したまま蛇行動を抑制し得る制御装置は出
現していない現状に鑑みて、通常走行時の乗り心地を悪
化せずに、高速走行時に発生する蛇行動を抑制し、安定
限界速度を向上させることのできる鉄道車両台車の蛇行
動制御方法を提供するものである。In view of the present situation that the control device capable of suppressing the snake action while maintaining the ride comfort has not appeared in the prior art as described above, the present invention does not deteriorate the ride comfort during normal traveling, It is intended to provide a method for controlling a snake movement of a rail car bogie, which can suppress a snake movement that occurs during high-speed traveling and improve a stable limit speed.
【０００８】[0008]
【課題を解決するための手段】上記目的を達成するた
め、この発明の鉄道車両台車の蛇行動制御方法は、鉄道
車両台車の台車枠と輪軸との間に設置した流体アクチュ
エータ、該輪軸の振動を検知するセンサ、該車両の速度
を検知するセンサ、該センサからの検知信号に基づいて
前記流体アクチュエータを制御する制御器から構成され
る制御装置を有する鉄道車両において、予め各速度での
共振点を低下させるのに最適な周波数の関数群を求めて
おき、走行中に検出される速度信号により上記関数群中
から該当する関数を抽出して車体の振動制御を行ない、
蛇行動に対する安定限界速度を向上させる。In order to achieve the above object, a method for controlling a snake behavior of a rail car bogie according to the present invention is a fluid actuator installed between a bogie frame of a rail car bogie and a wheel shaft, and a vibration of the wheel shaft. A resonance point at each speed in advance in a railway vehicle having a controller configured to include a sensor for detecting the speed, a sensor for detecting the speed of the vehicle, and a controller for controlling the fluid actuator based on a detection signal from the sensor. To obtain a function group of the optimum frequency to reduce the, to extract the corresponding function from the above function group by the speed signal detected during traveling to control the vibration of the vehicle body,
Improves stability limit speed for snake action.
【０００９】[0009]
【作用】鉄道車両台車の蛇行動を抑制し、制御するため
には、輪軸もしくは台車と輪軸の振動加速度あるいは台
車と輪軸間の相対変位等の値を各センサで検出すること
が必要である。これらの値から輪軸もしくは台車と輪軸
の運動状態を特定し、制御器内で制御則に応じて台車と
輪軸間に設置した流体アクチュエータを作動するための
出力を行うことにより、蛇行動を抑制することができ
る。In order to suppress and control the serpentine behavior of the railway vehicle bogie, it is necessary to detect the values of the vibration acceleration of the wheel shaft or the bogie and the wheel shaft, or the relative displacement between the bogie and the wheel shaft, by each sensor. The motion state of the wheel axle or bogie and wheel axle is specified from these values, and the output to operate the fluid actuator installed between the bogie and wheel axle is controlled in the controller according to the control law to suppress the snake action. be able to.
【００１０】したがって、制御器内の制御理論は多変数
入力、多変数出力を扱うものとなり、制御設計としては
制御すべき対象（輪軸、台車）を定量的にモデル化し、
制御パラメータを適切に、対象に応じて決定し、以下の
Ａ、Ｂ、Ｃマトリックスのデータを求めることになる。Therefore, the control theory in the controller deals with multi-variable input and multi-variable output, and the control design quantitatively models the object to be controlled (wheel and axle).
The control parameters are appropriately determined according to the target, and the data of the following A, B, and C matrices are obtained.
【００１１】したがって、対象の運動力学的特性（共振
点）が速度により変動すると、上記の制御パラメータ、
Ａ、Ｂ、Ｃマトリックスのデータが最適なものからずれ
てしまう。そこで、予め速度に応じた最適な制御パラメ
ータにより、それぞれに応じたＡ、Ｂ、Ｃマトリックス
を算出し、制御器内で記憶しておけば、その速度に応じ
た最適な制御が実現できる。Therefore, when the kinematic characteristics (resonance point) of the object fluctuate depending on the speed, the above control parameters,
The A, B, and C matrix data deviates from the optimum data. Therefore, if the A, B, and C matrices corresponding to the respective speeds are calculated in advance using the optimum control parameters according to the speeds and stored in the controller, the optimum control according to the speeds can be realized.
【００１２】上記共振点は、次の１式、２式により算出
できる。ここで、Ｌは蛇行動波長、θは踏面勾配、ｒは
車輪半径、ａは前後軸間距離／２、ｆは共振振動数、ｖ
は速度である。The resonance point can be calculated by the following equations (1) and (2). Here, L is the serpentine action wavelength, θ is the tread slope, r is the wheel radius, a is the front-rear axial distance / 2, f is the resonance frequency, and v is
Is speed.
【００１３】[0013]
【数１】 [Equation 1]
【００１４】上記１式、２式を使用することで、予めあ
る速度に最適な制御マトリックスを作ることが可能とな
る。ここで使用する制御方法は、制御対象モデルの記述
を、制御対象の内部状態を表現するいくつかの状態変数
に関する次の３式、４式の状態方程式で行う。By using the above equations (1) and (2), it is possible to create a control matrix that is optimal for a certain speed in advance. In the control method used here, the description of the controlled object model is performed by the following three equations and four equations regarding the state variables expressing the internal state of the controlled object.
【００１５】[0015]
【数２】 [Equation 2]
【００１６】ここで、ｕは制御入力、ｘは状態変数、ｙ
は検知出力であり、それぞれ多変数ベクトルである。状
態方程式を用いることで多入出力の制御対象モデルを容
易に記述できるので、各入出力間の干渉を考慮した制御
設計を行える。また、設計された制御器もまた上記の状
態方程式で表せるので、デジタル化ソフトウェア化して
マイクロコンピュータ等に容易に組み込める。すなわ
ち、３式、４式で示した状態方程式の形で設計されたも
のを、次の５式、６式で示すように、デジタル化ソフト
ウェア化したものを制御器として使用している。式中の
ｋはデジタル化された時間である。Where u is a control input, x is a state variable, y
Is a detection output, and each is a multivariable vector. By using the equation of state, it is possible to easily describe a multi-input / output controlled object model, and it is possible to perform control design considering interference between each input / output. Further, the designed controller can also be represented by the above-mentioned state equation, so that it can be easily digitized into software and incorporated into a microcomputer or the like. That is, a controller designed in the form of the state equations shown in Equations 3 and 4 is digitized into software as shown in Equations 5 and 6 below. K in the equation is the digitized time.
【００１７】 ５式 ｘ（ｋ＋１）＝ＡDｘ（ｋ）＋ＢDｕ（ｋ） ６式 ｙ（ｋ）＝ＣDｘ（ｋ）Formula 5 x (k + 1) = A D x (k) + B D u (k) Formula 6 y (k) = C D x (k)
【００１８】そこで、重み関数Ｗ（Ｓ）として次の７式
のようなものを考える。Therefore, consider the following equation 7 as the weighting function W (S).
【００１９】[0019]
【数３】 [Equation 3]
【００２０】７式中のω、ξ1、ξ2、αは制御パラメー
タであり、制御対象により最適な値が存在する。すなわ
ち、ある速度での伝達関数Ｇ（Ｓ）のゲイン線図は、図
３に示すように、ｇ2となり、共振点を重点的に重みを
かけたｇ1により、ｇ3のような制御効果が現れ蛇行動を
抑制でき、また速度が高くなるとｇ2が右に平行移動す
る形となるが、これに合わせｇ1（Ｗ（Ｓ））を平行移
動させることで、その速度での最適な制御が行える。In formula 7, ω, ξ 1 , ξ 2 and α are control parameters, and there are optimum values depending on the controlled object. That is, the gain diagram of the transfer function G (S) at a certain speed becomes g 2 as shown in FIG. 3, and the control effect such as g 3 is obtained by g 1 which weights the resonance point with emphasis. Appears and the snake behavior can be suppressed, and when the speed becomes higher, g 2 translates to the right, but by matching this, by translating g 1 (W (S)), the optimum at that speed can be obtained. You can control.
【００２１】上記共振点であるピークは、前記の蛇行動
波長からの計算等から特定でき、各速度での最適な重み
Ｗ（Ｓ）を事前に特定しておくことにより、どんな速度
にも対応した最適な制御が行え、速度が飛躍的に向上で
きる。例えば、図４に示すように、各速度ごとの最適な
ＡDｎ、ＢDｎ、ＣDｎをデータベース化しておき、速度
信号により各速度に最適なＡDｎ、ＢDｎ、ＣDｎを抽出
し制御を行う。The peak, which is the resonance point, can be specified by the calculation from the above-mentioned serpentine action wavelength, etc., and the optimum weight W (S) at each speed can be specified in advance to correspond to any speed. The optimum control can be performed and the speed can be dramatically improved. For example, as shown in FIG. 4, the optimum A D n, B D n, and C D n for each speed are stored in a database, and the optimum A D n, B D n, and C D for each speed are created by the speed signal. n is extracted and controlled.
【００２２】[0022]
【実施例】この発明の実施例を図１、図２に基づいて説
明する。基本構成は図５Ａ、Ｂに示すものと同じ形式
で、台車枠と輪軸との間に流体アクチュエータを設置し
た台車において、各軸箱４に輪軸７の振動を検知するセ
ンサとして加速度計１３、１６を設置し、軸箱４の前後
方向と左右方向の振動加速度ａF1、、ａF2、ａF3、ａF4、
ａR1、ａR2、ａR3、ａR4を検知するように構成する。な
お、図中の１４は制御器、１５は制御弁である。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described with reference to FIGS. The basic configuration is the same as that shown in FIGS. 5A and 5B, and in a bogie in which a fluid actuator is installed between the bogie frame and the wheel shaft, accelerometers 13, 16 are used as sensors for detecting vibration of the wheel shaft 7 in each axle box 4. And the vibration acceleration a F1, a F2 , a F3 , a F4 in the front-back direction and the left-right direction of the axle box 4,
It is configured to detect a R1 , a R2 , a R3 , and a R4 . In the figure, 14 is a controller and 15 is a control valve.
【００２３】上記加速度計１３、１６からのセンサ出力
は、図２に示すように、Ａ／Ｄ変換装置１７でディジタ
ル値に変換され、制御用コンピュータ１８に入力され
る。該制御用コンピュータ１８内では、まずセンサ出力
変換部１９で演算を行い、輪軸左右振動加速度ａFL、ａ
RLおよび輪軸ヨー角加速度ａFY、ａRYを計算する。そし
て、上記結果を用いて、制御計算部２０で輪軸７に発生
させるヨー方向の制御力に相当する制御信号ｕF、ｕRを
計算する。The sensor outputs from the accelerometers 13 and 16 are converted into digital values by the A / D converter 17 and input to the control computer 18, as shown in FIG. In the control computer 18, first, the sensor output conversion unit 19 performs an arithmetic operation to calculate the left and right vibration accelerations a FL , a FL .
Calculate RL and wheel axle yaw angular acceleration a FY , a RY . Then, using the above result, the control calculation unit 20 calculates the control signals u F and u R corresponding to the control force in the yaw direction generated on the wheel axle 7.
【００２４】制御器の設計には各種の最適制御理論を適
用することができるが、ここではＨ■制御理論の適用に
ついて説明する。軌道外乱から輪軸のヨー加速度までの
伝達関数をＧ（Ｓ）とし、下記８式を満足する制御器を
Ｈ■制御設計で求める。 ８式 ‖Ｗ（Ｓ）・Ｇ（Ｓ）‖■＜１ ここで、‖Ａ‖■はＡのＨ■ノルムと呼ばれる量で、｜
Ａ｜の最大値に相当する。また、Ｗ（Ｓ）は重み関数で
ある。このとき、８式は下記の９式と等価であり、Ｇ
（Ｓ）をＷ（Ｓ）で規定することができる。 ９式 ｜Ｇ（Ｓ）｜＜｜Ｗ（Ｓ）｜-1 Various optimum control theories can be applied to the design of the controller. Here, the application of the H4 control theory will be described. The transfer function from the track disturbance to the yaw acceleration of the wheel axis is G (S), determining the control unit to satisfy the Formula 8 below with H ■ control design. Eq. 8 ‖W (S) ・ G (S) ‖ ■ <1 where ‖A‖ ■ is the amount of A called H ■ norm, and |
It corresponds to the maximum value of A |. W (S) is a weighting function. At this time, Equation 8 is equivalent to Equation 9 below, and G
(S) can be defined by W (S). 9 formulas | G (S) | <| W (S) | -1
【００２５】[0025]
【発明の効果】この発明は、通常走行時の乗り心地を悪
化させずに、高速走行時に発生する蛇行動を速度に応じ
て最適に抑制し、安定限界速度を向上させることができ
る。According to the present invention, it is possible to optimally suppress the snake action that occurs during high-speed traveling according to the speed and improve the stability limit speed without deteriorating the riding comfort during normal traveling.
【図１】この発明の制御方法を実施するための蛇行動制
御装置を有する台車の制御系を示す説明図である。FIG. 1 is an explanatory diagram showing a control system of a truck having a snake movement control device for carrying out a control method of the present invention.
【図２】この発明の実施例における制御計算のブロック
図である。FIG. 2 is a block diagram of control calculation in the embodiment of the present invention.
【図３】ある速度での伝達関数Ｇ（ｓ）のゲイン線図で
ある。FIG. 3 is a gain diagram of a transfer function G (s) at a certain speed.
【図４】速度信号により蛇行動制御する場合のフローチ
ャートである。FIG. 4 is a flowchart in the case of controlling a snake action by a speed signal.
【図５】鉄道車両台車の基本構成を示す説明図で、Ａは
平面図、Ｂは正面図ある。FIG. 5 is an explanatory view showing a basic configuration of a rail car bogie, where A is a plan view and B is a front view.
【図６】鉄道車両における輪軸の蛇行動を示す説明図で
ある。FIG. 6 is an explanatory view showing a serpentine action of a wheel axle in a railroad vehicle.
【図７】鉄道車両におけるヨーダンパの配置を示す説明
図であるFIG. 7 is an explanatory diagram showing the arrangement of the yaw dampers in the railway vehicle.
【図８】従来の輪軸ヨー角度制御装置を有する鉄道車両
台車の説明図である。FIG. 8 is an explanatory diagram of a railcar bogie having a conventional wheel axle yaw angle control device.
【符号の説明】 １ 台車枠 ２ 車軸 ３ 車輪 ４ 軸箱 ５ 一次ばね ６ 二次ばね ７ 輪軸 ８ 車体 ９ ヨーダンパ １０ 流体アクチュエータ １１ 記憶装置 １２ 制御器 １３ 加速度計 １４ 制御器 １５ 制御弁 １６ 加速度計 １７ Ａ／Ｄ変換装置 １８ 制御用コンピュータ １９ センサ出力変換部 ２０ 安定化制御計算部 ２１ Ｄ／Ａ変換装置[Explanation of symbols] 1 bogie frame 2 axles 3 wheels 4 axle box 5 primary spring 6 secondary spring 7 wheel axle 8 vehicle body 9 yaw damper 10 fluid actuator 11 memory device 12 controller 13 accelerometer 14 controller 15 control valve 16 accelerometer 17 A / D converter 18 Control computer 19 Sensor output converter 20 Stabilization control calculator 21 D / A converter
Claims (1)
置した流体アクチュエータ、該輪軸の振動を検知するセ
ンサ、該車両の速度を検知するセンサ、該センサからの
検知信号に基づいて前記流体アクチュエータを制御する
制御器から構成される制御装置を有する鉄道車両におい
て、予め各速度での共振点を低下させる周波数の関数群
を求めておき、走行中に検出される速度信号により上記
関数群中から該当する関数を抽出して車体の振動制御を
行ない、蛇行動に対する安定限界速度を向上させること
を特徴とする鉄道車両台車の蛇行動制御方法。1. A fluid actuator installed between a bogie frame of a bogie of a railway vehicle and an axle, a sensor for detecting vibration of the axle, a sensor for detecting the speed of the vehicle, and a detection signal from the sensor. In a railway vehicle having a control device composed of a controller for controlling a fluid actuator, a function group of frequencies for lowering a resonance point at each speed is obtained in advance, and the function group is obtained by a speed signal detected during traveling. A method for controlling a snake action of a bogie of a railcar, comprising extracting a corresponding function from the inside to control a vibration of a vehicle body to improve a stable limit speed against the snake action.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25518293A JP2776219B2 (en) | 1993-09-17 | 1993-09-17 | Method of controlling snake behavior of bogies of railway vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP25518293A JP2776219B2 (en) | 1993-09-17 | 1993-09-17 | Method of controlling snake behavior of bogies of railway vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0781564A true JPH0781564A (en) | 1995-03-28 |
| JP2776219B2 JP2776219B2 (en) | 1998-07-16 |
Family
ID=17275181
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP25518293A Expired - Lifetime JP2776219B2 (en) | 1993-09-17 | 1993-09-17 | Method of controlling snake behavior of bogies of railway vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2776219B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10137443A1 (en) * | 2001-07-27 | 2003-03-06 | Bombardier Transp Gmbh | Method and device for active radial control of wheel pairs or wheel sets of vehicles |
| JP2015214201A (en) * | 2014-05-08 | 2015-12-03 | 日本車輌製造株式会社 | Abnormality detection device for rolling stock and abnormality detecting method for rolling stock |
| CN106541959A (en) * | 2016-12-08 | 2017-03-29 | 中车株洲电力机车有限公司 | A kind of net rail detects car bogie |
-
1993
- 1993-09-17 JP JP25518293A patent/JP2776219B2/en not_active Expired - Lifetime
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10137443A1 (en) * | 2001-07-27 | 2003-03-06 | Bombardier Transp Gmbh | Method and device for active radial control of wheel pairs or wheel sets of vehicles |
| US7458324B2 (en) | 2001-07-27 | 2008-12-02 | Bombardier Transportation | Method and device for active radial control of wheel pairs or wheel sets on vehicles |
| JP2015214201A (en) * | 2014-05-08 | 2015-12-03 | 日本車輌製造株式会社 | Abnormality detection device for rolling stock and abnormality detecting method for rolling stock |
| CN106541959A (en) * | 2016-12-08 | 2017-03-29 | 中车株洲电力机车有限公司 | A kind of net rail detects car bogie |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2776219B2 (en) | 1998-07-16 |
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