JPH106989A - Running position compensation method of rolling stock - Google Patents
Running position compensation method of rolling stockInfo
- Publication number
- JPH106989A JPH106989A JP18681296A JP18681296A JPH106989A JP H106989 A JPH106989 A JP H106989A JP 18681296 A JP18681296 A JP 18681296A JP 18681296 A JP18681296 A JP 18681296A JP H106989 A JPH106989 A JP H106989A
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- JP
- Japan
- Prior art keywords
- curve
- vehicle
- running
- traveling
- bogie
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、曲線通過時の車体
傾斜制御を正確に行うために、分岐器の通過による走行
誤差を補正する鉄道車両の走行位置補正方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for correcting a traveling position of a railway vehicle, which corrects a traveling error caused by a passage of a turnout in order to accurately control a vehicle body inclination at the time of passing a curve.
【０００２】[0002]
【従来の技術】鉄道車両における強制車体傾斜方式は、
アクチュエータで強制的に車体を傾斜させる方法であ
り、車両の曲線路進入に合わせて傾斜させるには曲線路
位置の検知が必要である。2. Description of the Related Art Forcibly tilting a vehicle in a railway vehicle,
In this method, the vehicle body is forcibly tilted by an actuator. In order to tilt the vehicle body in accordance with the approach of the vehicle on a curved road, it is necessary to detect the position of the curved road.
【０００３】曲線路位置の検知方法としては、車両に設
置したジャイロ計や加速度計から検知する方法と、軌道
に沿って設置した地上子を利用する方法がある。しか
し、前者の方法は、曲線路進入時点でその位置を検知す
るため、曲線に対する車体傾斜の追従に遅れを生じやす
い。これに対し、後者の方法は、曲線路進入直前の地点
を検知することにより、曲線に対して車体傾斜を追従さ
せるのが容易である。There are two methods of detecting the position of a curved road, such as a method of detecting the position from a gyro or an accelerometer installed on a vehicle, and a method of using a grounding element installed along a track. However, in the former method, since the position is detected when the vehicle enters a curved road, a delay is likely to occur in following the vehicle body inclination with respect to the curve. On the other hand, in the latter method, it is easy to make the vehicle body inclination follow the curve by detecting the point immediately before entering the curved road.
【０００４】上記後者の地上子を用いた曲線路位置の検
知方法は、車両が走行する線路のデータ（地上子の位
置、曲線路の位置等）を制御装置内に読み込んでおき、
車輪の回転数をカウントして車両の走行距離を算出し、
車両が地上子を通過するごとに走行距離を線路データに
基づいて補正し、走行距離と線路データ内の曲線路位置
を照合することで曲線路位置を検知するのである（例え
ば特公平３−７３５１１号公報参照）。In the latter method of detecting the position of a curved road using a ground child, the data of the track on which the vehicle travels (the position of the ground child, the position of the curved road, etc.) is read into a control device,
Count the number of wheel rotations to calculate the mileage of the vehicle,
Each time the vehicle passes over the ground child, the travel distance is corrected based on the track data, and the curve distance is detected by comparing the travel distance with the curve path position in the track data (for example, Japanese Patent Publication No. 3-73511). Reference).
【０００５】また、地上子を用いることなく走行位置を
補正する方法として台車のボギー角から曲線位置を検出
し、曲線データの曲線位置との差を補正量とする方法
（例えば特開平６−２１１１３２号公報参照）がある。As a method of correcting the traveling position without using the grounding element, a method of detecting a curve position from a bogie angle of a bogie and using a difference from the curve position of the curve data as a correction amount (for example, JP-A-6-211132). Reference).
【０００６】[0006]
【発明が解決しようとする課題】前記従来の地上子を用
いることなく曲線位置を検出し、曲線データの曲線位置
との差を補正量として走行位置を補正する方法は、本線
のみを走行する場合には正確な補正ができる。しかし、
従来の曲線データのみの照合では、駅構内で分岐器によ
り本線を通過しない場合には走行距離に差が生じ、分岐
器の通過が多くなれば、次の曲線において線路データと
の差が大きく生じる。そのため、車体傾斜制御のタイミ
ングがずれる。また分岐器の通過により誤傾斜制御が起
こりうる。The conventional method for detecting a curve position without using a grounding element and correcting a traveling position using a difference from the curve position of the curve data as a correction amount is a method for traveling only on a main line. Can make accurate corrections. But,
In the comparison of conventional curve data only, if the main line is not passed by a turnout in the station yard, there will be a difference in travel distance, and if the number of turnouts increases, the difference between the track data and the next curve will be large. . Therefore, the timing of the vehicle body tilt control is shifted. In addition, erroneous tilt control may occur due to passage through the branch.
【０００７】本発明は、上記の現状に鑑みて、列車の曲
線路通過時における車体傾斜制御を曲線路に対し遅れる
ことなく正確に行うため、駅構内等で分岐器により支線
を走行し、本線を通過しない場合を考慮して車両の走行
位置を補正することにより、曲線位置検知の精度を向上
し、車体傾斜制御をタイミングよく行なえる鉄道車両の
走行位置補正方法を提供するものである。SUMMARY OF THE INVENTION In view of the above situation, the present invention allows a train to travel on a branch line in a station yard or the like by a turnout in order to accurately control the vehicle body inclination when the train passes through a curved road without delaying the curved road. The present invention provides a traveling position correction method for a railway vehicle, in which the traveling position of a vehicle is corrected in consideration of the case where the vehicle does not pass through, thereby improving the accuracy of curve position detection and performing vehicle body tilt control with good timing.
【０００８】[0008]
【課題を解決するための手段】前記目的を達成するた
め、本発明の鉄道車両の走行位置補正方法は、台車のボ
ギーによる車体と台車間の相対回転変位を検出する装置
と、車輪の回転数を検出する装置と、これら装置からの
検出信号を予め入力し記録されている線路データと比較
し演算する制御装置を備えた鉄道車両において、車体と
台車間の相対回転変位より算出した曲線半径と、車輪回
転数より積算した走行距離に基づく車両の走行位置と
を、上記線路データの曲線半径、曲線位置と比較し、線
路データ中に該当する曲線が存在する場合に、車輪回転
数より積算した走行位置と線路データの曲線位置との差
を補正量として車両の走行位置を補正する方法におい
て、駅構内等の通過の際、分岐器により本線走行をしな
い場合、相対回転変位より算出した曲線半径ｒがあるし
きい値ｒ0をまたいだ数と方向を記録し、本線復帰時に
分岐器走行と本線走行との差を補正することを特徴とす
る。In order to achieve the above object, a traveling position correcting method for a railway vehicle according to the present invention comprises a device for detecting a relative rotational displacement between a vehicle body and a bogie due to a bogie of a bogie, and a rotational speed of a wheel. In a railway vehicle equipped with a device for detecting and a control device that compares and calculates a detection signal from these devices in advance with recorded line data, a curve radius calculated from a relative rotational displacement between a vehicle body and a bogie is used. The traveling position of the vehicle based on the traveling distance integrated from the wheel rotation speed is compared with the curve radius and the curve position of the track data, and when there is a corresponding curve in the track data, integrated from the wheel rotation speed. In the method of correcting the running position of the vehicle using the difference between the running position and the curve position of the track data as a correction amount, when the main line is not driven by the branching device when passing through a station yard or the like, the relative rotational displacement is calculated. The calculated number and the direction straddling the threshold r 0 with the curve radius r record, and correcting the difference between the splitter travel the main traveling at mains return.
【０００９】[0009]
【発明の実施の形態】図１に示すように、車体４と台車
５の間に設置した台車のボギーによる車体と台車間の相
対回転変位を検知する変位計１からの検知信号６は制御
器２に入力され、ここで相対回転変位に基づいて曲線半
径が求められる。また、車輪の回転数を検出するための
速度発電機３より発生するパルス信号７は制御器２に入
力され、パルス数が積算され、車輪の回転数と車輪径よ
り走行位置が計算される。そして、この走行位置と検知
信号６から計算された曲線半径は図５、図６、図７に示
すように、予め制御器２に記録されている線路データと
照合し、線路データ中に該当する曲線が存在した場合に
走行位置の補正をする。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, a detection signal 6 from a displacement meter 1 for detecting a relative rotational displacement between a vehicle body and a bogie due to a bogie of a bogie provided between a vehicle body 4 and a bogie 5 is controlled by a controller. 2 where the radius of the curve is determined based on the relative rotational displacement. Further, a pulse signal 7 generated by the speed generator 3 for detecting the number of rotations of the wheel is input to the controller 2, the number of pulses is integrated, and the traveling position is calculated from the number of rotations of the wheel and the diameter of the wheel. Then, as shown in FIGS. 5, 6, and 7, the curve radius calculated from the traveling position and the detection signal 6 is compared with the line data recorded in advance in the controller 2, and corresponds to the line data. If there is a curve, the traveling position is corrected.
【００１０】駅構内等において、分岐器の操作により分
岐線を走行し、本線を通過しない場合には、分岐器の方
向、通過数及び分岐器間距離等を記録して、本線に復帰
した際に、線路データ中に用意されたデータで補正を行
なう。In a station yard or the like, when a user travels on a branch line by operating a branching device and does not pass through the main line, the direction of the branching device, the number of passes, the distance between the branching devices, and the like are recorded, and the vehicle returns to the main line. Then, correction is performed using data prepared in the line data.
【００１１】次に、その補正方法を説明する。変位計の
値より算出された曲線半径ｒは、時々刻々変わり、曲線
半径ｒがあるしきい値ｒ0以下になった地点を分岐器入
口地点ｄ11とする。地点は、速度発電機のパルス信号の
積算値と車輪径から求められる。次いで、曲線半径ｒが
あるしきい値ｒ0以上になった地点を分岐器出口地点ｄ
12とする。そして、曲線半径ｒが再びｒ0をまたぎそし
て車両が分岐器を渡りきる際荷も曲線半径ｒの値はさき
ほどと反対の方向で大きくなる。このｄ11〜ｄ14までの
分岐器通過パターンをＲ1、またこれらの動きで、しき
い値をまたいだ点のｄ11とｄ12およびｄ13とｄ14の中間
点をｍｓ1、ｍｆ1とし、この２点の中間点をＲm1とす
る。Ｒm1＝｜ｄ11−ｄ14｜で表される。このとき分岐器
通過パターンＲ1の方向（符号）をｆ±とする。複数の
分岐器を通過する場合は、上記のルーチンを繰り返し、
分岐器間の距離をＤ1とすると、Ｄ1＝｜Ｒm1−Ｒm1+1｜
で表される。これらの値は、メモリー上に記憶される。Next, the correction method will be described. The curve radius r calculated from the value of the displacement meter changes every moment, and a point at which the curve radius r becomes equal to or less than a certain threshold value r 0 is defined as a switch entrance point d 11 . The point is obtained from the integrated value of the pulse signal of the speed generator and the wheel diameter. Next, a point at which the curve radius r becomes equal to or greater than a certain threshold value r 0 is defined as a switchout exit point d.
It is assumed to be 12 . Then, as the curve radius r crosses over r 0 again and the vehicle crosses the turnout, the load also increases in the opposite direction to the value of the curve radius r. The branching pass patterns from d 11 to d 14 are denoted by R 1 , and the intermediate points between d 11 and d 12 and between d 13 and d 14 across the threshold are represented by ms 1 and mf 1. And an intermediate point between these two points is R m1 . R m1 = | d 11 −d 14 | In this case the splitter passes patterns R 1 in the direction (sign) and f ±. If passing through multiple switches, repeat the above routine,
When the distance between the splitter and D 1, D 1 = | R m1 -R m1 + 1 |
It is represented by These values are stored on the memory.
【００１２】駅構内等の通過の際に、これらのパターン
が発生しなかった場合は、本線上の走行とみなし補正は
行なわない。また、パターンが発生した場合は、分岐器
の通過として走行地点補正を行なう。前記分岐器通過パ
ターンと通過パターンによる分岐器の方向、分岐器間の
距離補正量及び補正量等は、全て線路データとして入力
されている。If these patterns do not occur when passing through a station or the like, it is regarded as traveling on the main line and no correction is performed. When a pattern occurs, the traveling point is corrected as passing through the branching device. The direction of the branch, the distance correction amount between the branch devices, the correction amount, and the like based on the branch pattern and the passing pattern are all input as line data.
【００１３】以上の方法により、駅構内等で分岐器によ
り分岐線を走行し本線を通過しない場合に、本線走行の
みの場合と走行距離に差が生じても、走行距離の補正が
行われるので、本線に復帰した後も曲線位置検知が精度
よく行われる。According to the above-described method, when the vehicle travels on a branch line by a branching device and does not pass through the main line in a station yard or the like, the travel distance is corrected even if there is a difference in travel distance from the case of traveling on the main line alone. Even after returning to the main line, the curve position detection is performed with high accuracy.
【００１４】[0014]
【実施例】本発明の走行位置補正方法の実施例を、その
補正方法を実施するための装置例に基づいて説明する。
図１に示すように、車体４と台車５との間に、台車のボ
ギーによる車体と台車間の相対回転変位を検知する変位
計１を設置し、その検知信号６を制御器２に入力するよ
うに設ける。一方、輪軸には速度発電機３が設置され、
そのパルス信号７を制御器２に入力するように設ける。
上記変位計１は、軌道の直線区間では図２に示すよう
に、中立状態にあり、曲線区間では図３に示すように、
作動して変位量ｘだけ伸縮する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a traveling position correcting method according to the present invention will be described based on an example of an apparatus for performing the correcting method.
As shown in FIG. 1, a displacement meter 1 for detecting a relative rotational displacement between the vehicle body and the bogie due to a bogie of the bogie is installed between the vehicle body 4 and the bogie 5, and a detection signal 6 is input to the controller 2. It is provided as follows. On the other hand, the speed generator 3 is installed on the wheel set,
The pulse signal 7 is provided so as to be input to the controller 2.
The displacement meter 1 is in a neutral state in a straight section of the track as shown in FIG. 2 and in a curved section as shown in FIG.
It operates and expands and contracts by the displacement amount x.
【００１５】変位計１の変位量ｘと曲線半径ｒとの関係
は、図４においてａは変位計の取付け位置（車体中心か
らの距離）、Ｌは台車中心間距離の１／２とすればｒ／
ａ＝Ｌ／ｘとなり、簡略化すればｒ＝ａＬ／ｘとなる。
なお、図１では、一つの車両に変位計１と速度発電機３
を各一つづつ設けた場合を示したが、これらは必ずしも
各車両に取り付ける必要はなく、１編成の列車に１組設
ければ機能する。The relationship between the displacement x of the displacement meter 1 and the radius r of the curve is as shown in FIG. 4 where a is a position at which the displacement meter is mounted (distance from the center of the vehicle body), and L is １ ／ of the distance between the centers of the bogies. r /
a = L / x, and if simplified, r = aL / x.
In FIG. 1, one vehicle has a displacement meter 1 and a speed generator 3.
Are shown one by one, but they do not necessarily have to be attached to each vehicle, and it works if one set is provided for one train of trains.
【００１６】次に、走行位置補正量を求める方法を図５
〜図７のフローチャートに基づいて説明する。変位計の
値より算出された曲線半径ｒは、車両が直線区間から分
岐器に進入すると値が変わり、予め設定したしきい値ｒ
0以下にまたいだときに速度発電機のパルス信号の積算
値と車輪径から求められる車両の走行地点をメモリ上に
ｄ11として記録する。そして、曲線半径ｒが再びｒ0を
またぎそして車両が分岐器を渡りきる際にも曲線半径は
ｒの値はさきほどと反対の方向で大きくなる。これらの
１連の動きにおいて、しきい値をまたいだ点ｄ11、
ｄ12、ｄ13、ｄ14がメモリー上に記録された時点でｄ11
とｄ12およびｄ13とｄ14の中間点をｍｓ1、ｍｆ1とす
る。この２点の中間地点をＲm1として算出し、かつ方向
を記録する。引き続き曲線半径ｒの算出を行い、次の分
岐器に進入してしきい値ｒ0以下にまたいだときの車両
の走行地点をメモリ上にｄ21そして順にｄ22、ｄ23、ｄ
24および分岐器の中間点Ｒm2等を順に計算し、メモリー
上に方向と共に記録する。そして、分岐器間距離Ｄ1を
算出する。そして、前記測定結果を線路データと照合し
て、車両の走行位置をする。以後前記の補正を繰り返す
ことにより、データ上の曲線位置と実際の曲線位置を一
致させることができる。Next, a method for obtaining the travel position correction amount is shown in FIG.
This will be described based on the flowcharts of FIG. The curve radius r calculated from the value of the displacement meter changes when the vehicle enters the turnout from a straight section, and a predetermined threshold value r
0 traveling position of the vehicle obtained from the accumulated value and the wheel diameter of the tachogenerator of the pulse signal when straddling the following recorded as d 11 in the memory. Then, when the curve radius r crosses over r 0 again and the vehicle crosses the turnout, the curve radius also increases in the opposite direction to the value of r. In these series of movements, a point d 11 across the threshold,
When d 12 , d 13 and d 14 are recorded in the memory, d 11
And the midpoint of d 12 and d 13 and d 14 as ms 1, mf 1. The midpoint between these two points is calculated as Rm1 , and the direction is recorded. Subsequently, the radius r of the curve is calculated, and the traveling point of the vehicle when the vehicle enters the next branch and crosses the threshold r 0 or less is stored in the memory as d 21, and d 22 , d 23 , d in order.
24 and the intermediate point R m2 of the branching device are calculated in order and recorded on the memory together with the direction. Then, to calculate the splitter distance D 1. Then, the measurement result is collated with the track data to determine the traveling position of the vehicle. Thereafter, by repeating the above correction, the curve position on the data and the actual curve position can be matched.
【００１７】次に、車両の走行位置補正の具体例を図８
に基づいて説明する。図８（ａ）に示すように、通過パ
ターンがＡ→Ｂ0→Ｃの場合は分岐器を通らない本線の
みの走行、Ａ→Ｂ1→Ｃの場合は進入側と脱出側に各１
つの分岐器を有する支線１の走行、Ａ→Ｂ2→Ｃの場合
は進入側と脱出側にそれぞれ２つの分岐器を有する支線
２の走行する場合である。前記通過パターンの内本線の
みの走行するＡ→Ｂ0→Ｃの場合は走行位置の補正は行
われない。Next, a specific example of the correction of the traveling position of the vehicle is shown in FIG.
It will be described based on. As shown in FIG. 8 (a), when the passing pattern is A → B 0 → C, the vehicle travels only on the main line without passing through the turnout, and when the passing pattern is A → B 1 → C, there is one on each of the approach side and the exit side.
The traveling of the branch line 1 having two branching devices, and the case of A → B 2 → C is the traveling of the branch line 2 having two branching devices on the entrance side and the exit side, respectively. In the case of A → B 0 → C traveling only on the main line of the passing pattern, the traveling position is not corrected.
【００１８】支線１を走行する時Ａ→Ｂ1→Ｃの場合は
図８（ｂ）に示すように、Ｒ1（ｄ11、ｄ12、ｆ11■、
ｄ13、ｄ14、ｆ12■）記録→Ｒ2（ｄ21、ｄ22、
ｆ21■、ｄ23、ｄ24、ｆ22■）記録→分岐間距離Ｄ1記
録する。このとき、ｆ11■、ｆ12■、ｆ21■、ｆ22■、
Ｄ1が線路データと照合一致する場合に補正が行われ
る。When traveling on branch line 1, in the case of A → B 1 → C, as shown in FIG. 8B, R 1 (d 11 , d 12 , f 11) ,
d 13 , d 14 , f 12 ）) record → R 2 (d 21 , d 22 ,
f 21 ■ , d 23 , d 24 , f 22 ■ ) Record → Record the distance between branches D 1 . At this time, f 11 ■ , f 12 ■ , f 21 ■ , f 22 ■ ,
Correction is performed when the D 1 matches against the line data.
【００１９】また、支線２を走行する時Ａ→Ｂ2→Ｃの
場合は図８（ｂ）に示すように、Ｒ1（ｄ11、ｄ12、ｆ
11■、ｄ13、ｄ14、ｆ12■）記録→Ｒ2（ｄ21、ｄ22、
ｆ21■、ｄ23、ｄ24、ｆ22■）記録→分岐間距離Ｄ1記
録→Ｒ3（ｄ31、ｄ32、ｆ31■、ｄ33、ｄ34、ｆ32■）
記録→分岐間距離Ｄ2記録→Ｒ4（ｄ41、ｄ42、ｆ41■、
ｄ43、ｄ44、ｆ42■）記録→分岐間距離Ｄ3記録をす
る。このとき、ｆ11■、ｆ12■、ｆ21■、ｆ22■、ｆ
31■、ｆ32■、ｆ41■、ｆ42■、Ｄ1、Ｄ2、Ｄ3が線路
データと照合一致する場合に補正が行われる。In the case of A → B 2 → C when traveling on the branch line 2, as shown in FIG. 8B, R 1 (d 11 , d 12 , f
11 ■ , d 13 , d 14 , f 12 ■ ) record → R 2 (d 21 , d 22 ,
f 21 ■, d 23, d 24, f 22 ■) recording → branch distance D 1 recording → R 3 (d 31, d 32, f 31 ■, d 33, d 34, f 32 ■)
Record → distance between branches D 2 record → R 4 (d 41 , d 42 , f 41 、,
d 43 , d 44 , f 42 ■ ) Record → Record the distance between branches D 3 . At this time, f 11 ■ , f 12 ■ , f 21 ■ , f 22 ■ , f
Correction is performed when 31 ° , f 32 ° , f 41 ° , f 42 ° , D 1 , D 2 , and D 3 match the line data.
【００２０】車両の走行位置補正の具体例２を図９に基
づいて説明する。図９（ａ）に示すように、通過パター
ンがＡ→Ｂ0→Ｃの場合は分岐を通らない本線のみの走
行、Ａ→Ｂ1→Ｃの場合は進入側と脱出側に各１つの分
岐器を有する支線１の走行、Ａ→Ｂ2→Ｃの場合は進入
側に２つ、脱出側に１つの分岐器を有する支線２の走行
する場合である。００１７で示した場合と同様にＡ→Ｂ
0→Ｃの場合は走行位置補正は行わない。A specific example 2 of the traveling position correction of the vehicle will be described with reference to FIG. As shown in FIG. 9 (a), when the passing pattern is A → B 0 → C, the vehicle travels only on the main line without branching, and when the passing pattern is A → B 1 → C, there is one branch on each of the approach side and the exit side. In the case of A → B 2 → C, the traveling of the branch line 1 having two switches on the entrance side and one branching point on the exit side is the case of traveling. A → B as in the case shown in FIG.
When 0 → C, the traveling position is not corrected.
【００２１】支線１を走行するＡ→Ｂ1→Ｃの場合は図
９（ｂ）に示すように、Ｒ1（ｄ11、ｄ12、ｆ11■、ｄ
13、ｄ14、ｆ12■）記録→Ｒ3（ｄ31、ｄ32、ｆ31■、
ｄ33、ｄ34、ｆ32■）記録→分岐間距離Ｄ1記録する。
このとき、ｆ11■、ｆ12■、ｆ21■、ｆ22■、ｆ31■、
ｆ32■、Ｄ1が線路データと照合一致する場合に補正が
行われる。In the case of A → B 1 → C traveling on branch line 1, as shown in FIG. 9B, R 1 (d 11 , d 12 , f 11 ■ , d
13 , d 14 , f 12 ）) record → R 3 (d 31 , d 32 , f 31 ■)
d 33 , d 34 , f 32 ■ ) record → distance between branches D 1 is recorded.
In this case, f 11 ■, f 12 ■ , f 21 ■, f 22 ■, f 31 ■,
Correction is performed when f 32 ■ and D 1 match and match the line data.
【００２２】支線２を走行するＡ→Ｂ2→Ｃの場合は図
９（ｂ）に示すように、Ｒ1（ｄ11、ｄ12、ｆ11■、ｄ
13、ｄ14、ｆ12■）記録→Ｒ2（ｄ21、ｄ22、ｆ21■、
ｄ23、ｄ24、ｆ22■）記録→分岐間距離Ｄ1記録→Ｒ
3（ｄ31、ｄ32、ｆ31■、ｄ33、ｄ34、ｆ32■）記録→
分岐間距離Ｄ2記録する。このとき、ｆ11■、ｆ12■、
ｆ21 ■、ｆ22■、ｆ31■、ｆ32■、Ｄ1、Ｄ2が線路デー
タと照合一致する場合に補正が行われる。In the case of A → B 2 → C traveling on the branch line 2, as shown in FIG. 9B, R 1 (d 11 , d 12 , f 11 、, d
13 , d 14 , f 12 ）) record → R 2 (d 21 , d 22 , f 21 ■) ,
d 23 , d 24 , f 22 ）) record → distance between branches D 1 record → R
3 (d 31, d 32, f 31 ■, d 33, d 34, f 32 ■) recording →
Branched distance D 2 is recorded. At this time, f 11 ■ , f 12 ■ ,
f 21 ■, f 22 ■, f 31 ■, f 32 ■, the correction in the case where D 1, D 2 matches against the line data is performed.
【００２３】[0023]
【発明の効果】本発明によれば、駅構内等で分岐器によ
り支線を走行し、本線を通過しない場合を考慮して車両
の走行位置が補正されるため、曲線位置検知の精度を向
上し、車体傾斜制御をタイミングよく行なえる。According to the present invention, the traveling position of the vehicle is corrected in consideration of the case where the vehicle travels on the branch line in the station yard or the like by the branching device and does not pass through the main line, so that the accuracy of the curve position detection is improved. In addition, the vehicle body inclination control can be performed with good timing.
【図１】この発明を実施するのに必要な装置を備えた鉄
道車両の一例を示す説明図である。FIG. 1 is an explanatory diagram showing an example of a railway vehicle provided with a device necessary for carrying out the present invention.
【図２】図１の車両が直線路を走行している際の車体と
台車との位置関係を示す説明図である。FIG. 2 is an explanatory diagram showing a positional relationship between a vehicle body and a bogie when the vehicle in FIG. 1 is traveling on a straight road.
【図３】図１の車両が曲線路を走行している際の車体と
台車との位置関係を示す説明図である。FIG. 3 is an explanatory diagram showing a positional relationship between a vehicle body and a bogie when the vehicle shown in FIG. 1 is traveling on a curved road.
【図４】図１の車両における変位計の変位量と曲線半径
との関係を簡略化して示す説明図である。FIG. 4 is an explanatory diagram showing a simplified relationship between a displacement amount of a displacement meter and a curve radius in the vehicle of FIG. 1;
【図５】この発明の実施により走行位置を補正する際の
操作の前半を示すフローチャートである。FIG. 5 is a flowchart illustrating a first half of an operation when correcting a traveling position according to an embodiment of the present invention.
【図６】この発明の実施により走行位置を補正する際の
図５に引き続いて行われる操作の中間を示すフローチャ
ートである。FIG. 6 is a flowchart showing an intermediate operation performed after the operation shown in FIG. 5 when correcting the traveling position according to the embodiment of the present invention.
【図７】この発明の実施により走行位置を補正する際の
図６に引き続いて行われる操作の後半を示すフローチャ
ートである。FIG. 7 is a flowchart showing the latter half of the operation performed subsequent to FIG. 6 when correcting the traveling position according to the embodiment of the present invention.
【図８】（ａ）は鉄道車両が本線のみを走行する場合
と、１組の分岐器により支線１を走行する場合と、２組
の分岐器により支線２を走行する場合の路線の説明図、
（ｂ）は前記各走行パターンにおける曲率を示すグラフ
である。FIG. 8A is an explanatory diagram of a route in a case where a railroad vehicle travels only on a main line, a case in which it travels on a branch line 1 by one set of branching devices, and a case in which it travels on a branch line 2 by two sets of branching devices. ,
(B) is a graph showing a curvature in each of the running patterns.
【図９】（ａ）は鉄道車両が本線のみを走行する場合
と、１組の分岐器により支線を走行する場合と、２組の
分岐器により支線２を走行する場合で、支線２と支線１
の脱出側を１組の分岐器で合流した具体例を示す路線の
説明図、（ｂ）は前記各走行パターンにおける曲率を示
すグラフである。FIG. 9A shows a case where a railway vehicle travels only on a main line, a case where it travels on a branch line with one set of branching devices, and a case where it travels on a branch line 2 with two sets of branching devices. 1
FIG. 4B is an explanatory diagram of a route showing a specific example in which the escape side of the vehicle is joined by a set of branching devices, and FIG. 4B is a graph showing a curvature in each of the traveling patterns.
１ 変位計 ２ 制御器 ３ 速度発電機 ４ 車体 ５ 台車 ６ 検知信号 ７ パルス信号 ａ 変位計の取付け位置 Ｌ 台車中心間距離の１／２長さ ｒ 曲線半径 ｘ 変位計の変位量 ｄ１i、ｄ２i 走行地点 Ｒｍ 分岐器 Ｒm1 分岐器中間地点DESCRIPTION OF SYMBOLS 1 Displacement meter 2 Controller 3 Speed generator 4 Body 5 Dolly 6 Detection signal 7 Pulse signal a Displacement meter installation position L 1/2 length of center distance between bogies r Curve radius x Displacement amount of displacement meter d1 i , d2 i travel point Rm splitter R m1 turnout waypoints
Claims (1)
回転変位を検出する装置と、車輪の回転数を検出する装
置と、これら装置からの検出信号を予め入力し記録され
ている線路データと比較し演算する制御装置を備えた鉄
道車両において、車体と台車間の相対回転変位より算出
した曲線半径と、車輪回転数より積算した走行距離に基
づく車両の走行位置とを、上記線路データの曲線半径、
曲線位置と比較し、線路データ中に該当する曲線が存在
する場合に、車輪回転数より積算した走行位置と線路デ
ータの曲線位置との差を補正量として車両の走行位置を
補正する方法において、駅構内等の通過の際、分岐器に
より本線走行をしない場合、相対回転変位より算出した
曲線半径ｒがあるしきい値ｒ0をまたいだ数と方向を記
録し、本線復帰時に分岐器走行と本線走行との差を補正
することを特徴とする鉄道車両の走行位置補正方法。An apparatus for detecting a relative rotational displacement between a vehicle body and a bogie due to a bogie of a bogie, an apparatus for detecting the number of rotations of wheels, and line data previously input and recorded with detection signals from these apparatuses. In a railway vehicle provided with a control device for comparing and calculating, the curve radius calculated from the relative rotational displacement between the vehicle body and the bogie, and the running position of the vehicle based on the running distance integrated from the wheel rotation speed, the curve of the line data radius,
Compared with the curve position, when there is a corresponding curve in the track data, in the method of correcting the running position of the vehicle as a correction amount the difference between the running position integrated from the wheel rotation speed and the curve position of the track data, If the main line is not traveled by a turnout when passing through the station premises or the like, the number and direction of the curve radius r calculated from the relative rotational displacement that crosses a certain threshold value r 0 are recorded. A traveling position correction method for a railway vehicle, wherein a difference from a main line traveling is corrected.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18681296A JP3262154B2 (en) | 1996-06-26 | 1996-06-26 | Railroad vehicle travel position correction method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP18681296A JP3262154B2 (en) | 1996-06-26 | 1996-06-26 | Railroad vehicle travel position correction method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH106989A true JPH106989A (en) | 1998-01-13 |
| JP3262154B2 JP3262154B2 (en) | 2002-03-04 |
Family
ID=16195030
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP18681296A Expired - Fee Related JP3262154B2 (en) | 1996-06-26 | 1996-06-26 | Railroad vehicle travel position correction method |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3262154B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102712324A (en) * | 2009-09-15 | 2012-10-03 | 庞巴迪运输有限公司 | Actuator having multiple effects |
-
1996
- 1996-06-26 JP JP18681296A patent/JP3262154B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102712324A (en) * | 2009-09-15 | 2012-10-03 | 庞巴迪运输有限公司 | Actuator having multiple effects |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3262154B2 (en) | 2002-03-04 |
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