JP2005343294A - Adaptive vehicle traveling control system and its method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To previously optimize control force characteristic by referring to the past data and from the traveling predetermined route, adaptively optimize dynamically changing factor such as the vehicle weight and climate condition etc by measuring information from various sensors, and perform the diagnosis of the failure of the device from the situation that the result by controlling the vibration suppression is not improved during train traveling. <P>SOLUTION: The vehicle control system is provided with the information of the strength of each optimal control force which can determine the strength of the control force of the vibration damping device between a bogie for traveling of a rolling stock and a damper between vehicles from the map information accumulated in a database mounted on the vehicle and the past traveling history, and the function which can appropriately adjust the strength of the control force from traveling point information detected by the positional detection system mounted on the vehicle, time schedule information, sensor information detecting wobble and vibration, and the function determining the change of the control force characteristic. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to an adaptive vehicle travel control system and an adaptive vehicle travel control method for adaptively optimizing a suppression control force for suppressing shaking and vibration when traveling on a route in a railway vehicle, a route bus, and the like. About.

  With the recent progress of IT (information technology) and the speedup of processing devices, high-speed networks and high-speed microprocessing devices are also being installed in trains, airplanes, and automobiles. In addition, by utilizing such functions, a system that provides various information to passengers during train travel and comfortable travel control with less vibration and shaking have been realized.

  Some trains using IT technology have already been disclosed, and a display device for displaying station guide information and advertisement information is attached to the upper part of the door. Moreover, the on-board equipment is diagnosed using the on-vehicle LAN (see, for example, Non-Patent Document 1).

  In addition, some technologies that reduce shaking and vibration have been disclosed. Route information is maintained on the vehicle, the position is detected by GPS (Global Positioning System), etc. Techniques for mitigation are shown (see, for example, Patent Documents 1, 2, and 3).

  The above processing is a result of technological development for making travel on a train more comfortable with the improvement in performance of arithmetic processing devices and the development of network communication technology.

  In particular, with regard to the reduction of shaking during train travel, the vibration absorber itself has been improved, and the mechanism itself has been improved from the vibration absorption mechanism using a coil or a leaf spring device to the vibration absorption function using an air spring. Yes. In addition, VVVF (Variable Voltage Variable Frequency) control that can mitigate shock at the time of acceleration and decrease immediately, ATC (Automatic Train Control) of one-stage brake control, etc. have been realized, and smooth acceleration / deceleration control has also been realized. .

  Furthermore, a pendulum control system has been developed as a measure for improving ride comfort during curve traveling, and control for tilting the vehicle body to the inside of the curve during curve traveling has been performed.

Japanese Patent Publication No. 5-80385 JP 2003-237573 A JP-A-8-207765 Railroad Technology Union Symposium Proceedings "Development of Information Service Providing System in Trains" p.583-584 2002

  An object of the present invention is to adaptively reduce unpleasant shaking and vibration during traveling, which largely influences the ride comfort. On the other hand, the conventional technology lacks consideration in terms of realizing control suitable for the current state by referring to the past travel history and adaptive control corresponding to the current travel environment. is there.

  That is, the strength of the carriage spring, the damper between the vehicle bodies and the like are generally set before traveling. On the other hand, as an example in which the strength can be changed during traveling, there is a technique disclosed in Patent Document 3, which is based on the assumption that the difference in vibration between the light section and traveling in the tunnel is assumed in advance. Only the method of detecting and changing the driving point by setting the strength to improve the ride comfort before is disclosed. For this reason, the strength of control cannot be adaptively optimized while the vehicle is traveling while detecting the deviation, even if it is far from the previously assumed condition during the traveling.

  There are various factors that deviate from the assumed conditions. For example, the vehicle weight and the position of the center of gravity of the vehicle change due to the difference in the number of passengers of each vehicle. Further, since the vehicle is always fatigued when the vehicle travels, the spring constant and the mechanical strength and rigidity of the vehicle itself change. On the other hand, although mechanical maintenance is always performed, not all are maintained to an accurate value as prescribed.

  In addition, the track condition changes with time, and the train does not always run according to the set run curve due to obstacles, etc., so there is a difference in the swing due to the relationship between the track condition and the running speed. It is also possible. Further, it is conceivable that the vibration and vibration during traveling are different even in the vehicle shape, for example, a leading vehicle, an intermediate vehicle, a motor vehicle, a vehicle with a panter, a rear vehicle, and the like. In addition, since the train normally operates in a reciprocating manner, the first car on the forward route becomes the last vehicle on the return route. Divided and merged operation is also in operation.

  Also, as is clear from the current railway lines, the running routes are usually formed by laying roadbeds with embankments or viaducts, and various combinations of tunnels, curves, slopes, and iron bridges. . These changes in route conditions also generally have different effects on the shaking during travel. Since the state of the trajectory changes with time as described above, it is conceivable that the optimum vibration suppression control characteristics also change. Furthermore, natural conditions when traveling, particularly wind and rain, affect the characteristics of shaking and vibration during traveling.

  Furthermore, the influence of changes in vehicle control is also conceivable. For example, a shock during control may occur during acceleration or braking. In the brake control, various brake mechanisms such as a regenerative brake and a mechanical brake using a brake shoe have been used, and the magnitude of the shock varies depending on these control methods.

  Even for these dynamically changing factors, the present invention detects the difference in the running conditions, and the present invention controls the spring strength of the carriage and the control conditions of the damper between the vehicle bodies so that the vibration and vibration are always optimally suppressed. The object is to provide a system that can be adaptively optimized.

  In order to solve the above-mentioned problems and achieve the object of the present invention, the invention described in claim 1 is directed to the control force of the vibration damping device between the carriage and the vehicle and / or the damper device between the vehicles for traveling the vehicle. A database in which control force adjusting means for adjusting strength, map information, and optimum strength information of each control force derived from past travel history stored together with point information on the map are stored And position detection means mounted on the vehicle, and based on the travel point information detected by the position detection means and the optimum information on the strength of each control force stored in the database. The strength of the control force is adjusted as appropriate.

  In the adaptive vehicle control system according to the second aspect of the present invention, when the vehicle is a railroad vehicle, reference is made to diagram information on the travel of the vehicle and the shape of the track of the route on which the vehicle is scheduled to travel thereafter. Before the vehicle enters the section where the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted. The strength is adjusted.

  When the vehicle is an automobile vehicle, the adaptive vehicle control system according to claim 3 refers to information on a route on which the vehicle travels and a shape of a road on a route on which the vehicle is scheduled to travel thereafter. Before the vehicle enters the section in which the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted. It is to adjust the thickness.

  The adaptive vehicle control system according to claim 4 is a means for obtaining weather information on the vehicle, a means for measuring the weight of the vehicle, and a vibration and vibration detection means for detecting the vibration and vibration of the vehicle. Each of the detected information is stored in the database in association with the travel point information detected by the position detecting means, and when the vibration and vibration of the vehicle exceed an allowable value, The detection status of shaking and vibration is analyzed to adjust the strength of each control force.

  In the adaptive vehicle control system according to the invention described in claim 5, if the vibration and vibration of the vehicle exceed an allowable value even after adjusting the strength of each control force, a warning is given by judging the possibility of equipment failure. It has a warning means which emits.

  An adaptive vehicle control system according to a sixth aspect of the present invention includes statistical processing means for statistically processing information on the detected vehicle shake and vibration accumulated in the database, wherein the vehicle shake and vibration are allowed. When the value is exceeded, the optimum strength information of each control force stored in the database is updated based on the result of the statistical processing.

  The adaptive vehicle control system according to claim 7 is equipped with at least the control force adjusting means, the database, and the position detecting means for each of the vehicles when the vehicles are organized by connecting a plurality of vehicles. To do.

  Furthermore, in order to achieve the object of the present invention, the invention described in claim 8 adjusts the strength of the control force of the vibration damping device between the carriage and the vehicle and / or the damper device between the vehicles for traveling the vehicle. Control force adjusting means, map information, and a database in which optimum information on the strength of each control force derived from past travel history accumulated together with point information on the map is stored, and the vehicle The vehicle is equipped with position detecting means for detecting the position of the vehicle, means for obtaining weather information, means for measuring the weight of the vehicle, and vibration and vibration detecting means for detecting the vibration and vibration of the vehicle. The strength of each control force is adjusted as appropriate based on the travel point information detected by the position detection means and the optimum strength information of each control force stored in the database, and the weather information is obtained. means, Means for measuring the weight of the vehicle, each piece of information detected by the shake and vibration detection means is stored in the database in association with the travel point information detected by the position detection means, and the position detection stored in the database Communication means for transmitting each detected information associated with the travel point information detected by the means to the ground integrated system is provided, and in the ground integrated system, information from a plurality of the vehicles is statistically processed, The result is sent back to the vehicle through the communication means.

  In addition, the adaptive vehicle control system according to the invention described in claim 9 is configured to analyze the detection state of the vibration and vibration of the vehicle when the vibration and vibration of the vehicle exceed an allowable value, and to increase the strength of each control force. It is to adjust the thickness.

  The adaptive vehicle control system according to the invention described in claim 10 determines the possibility of equipment failure and gives a warning when the vibration and vibration of the vehicle exceed an allowable value even after adjusting the strength of each control force. It has a warning means which emits.

  An adaptive vehicle control system according to an eleventh aspect of the present invention includes statistical processing means for statistically processing information on the detected vehicle shake and vibration stored in the database, and the vehicle shake and vibration are allowed. When the value is exceeded, the optimum strength information of each control force stored in the database is updated based on the result of the statistical processing.

  The adaptive vehicle control system according to claim 12 is equipped with at least the control force adjusting means, the database, and the position detecting means for each of the vehicles when the vehicles are organized by connecting a plurality of vehicles. To do.

  Furthermore, in order to achieve the object of the present invention, the invention described in claim 13 adjusts the strength of the control force of the vibration damping device between the carriage and the vehicle and / or the damper device between the vehicles for traveling the vehicle. A control force adjusting means for storing the map information in the database and the optimum information on the strength of each control force derived from the past travel history accumulated together with the point information on the map, The strength of each control force is appropriately adjusted based on the travel point information detected on the vehicle and the optimum strength information of each control force stored in the database.

  In the adaptive vehicle control method according to the fourteenth aspect of the present invention, when the vehicle is a railway vehicle, reference is made to diagram information on the travel of the vehicle and the shape of the track on the route on which the vehicle is scheduled to travel thereafter. Before the vehicle enters the section where the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted. The strength is adjusted.

  The adaptive vehicle control method according to the invention of claim 15 refers to information on a route on which the vehicle travels and a shape of a road on a route on which the vehicle is scheduled to travel thereafter when the vehicle is an automobile vehicle. Before the vehicle enters the section in which the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted. It is to adjust the thickness.

  The adaptive vehicle control method according to the sixteenth aspect of the invention detects weather information on the vehicle, the weight of the vehicle, and shaking and vibration of the vehicle, and uses the detected information as the travel point information. And when the vehicle shake and vibration exceed an allowable value, the detection status of the vehicle shake and vibration is analyzed to adjust the strength of each control force. is there.

  In the adaptive vehicle control method according to the invention described in claim 17, if the vibration and vibration of the vehicle exceed an allowable value even after adjusting the strength of each control force, a warning is given by judging the possibility of equipment failure. It is something that emits.

  The adaptive vehicle control method according to claim 18 statistically processes the detected vehicle shake and vibration information stored in the database, and when the vehicle shake and vibration exceed an allowable value. Based on the result of the statistical processing, the optimum information on the strength of each control force stored in the database is updated.

  In the adaptive vehicle control method according to the invention according to claim 19, when the vehicles are organized by connecting a plurality of vehicles, at least the control force adjusting means and the database are mounted for each of the vehicles, and the travel point Information is detected for each vehicle.

  According to the present invention, when a train travels or the like, the past position data is referred to, and if the control force characteristics can be optimized in advance by looking at the planned future route, the travel position is controlled so as to suppress the vibration and vibration. Therefore, the control force can be optimized in advance and information obtained from various sensor information can be dynamically optimized for the factors that fluctuate dynamically.

  Therefore, by these controls, a train or the like can be adaptively suppressed according to the travel position rather than suppression of vibration and vibration in accordance with the general travel environment, so that a comfortable riding comfort can always be provided. In addition, as a result of controlling to suppress shaking and vibration, alarm information indicating that the apparatus may be out of order can be output from a situation where it does not improve, etc., so that maintenance work can be made more efficient.

  That is, in the present invention, in the case of train traveling, the past data is referred to and the control force characteristics are optimized in advance from the planned traveling route in the future, and further, the factors such as vehicle weight and weather conditions change dynamically. In contrast, it is adaptively optimized by measuring various sensor information. Furthermore, a system aimed at diagnosing device failures from situations where vibration suppression control has not improved the system has been realized efficiently using IT technology and developed control processor technology.

  An embodiment of the present invention will be described below. FIG. 1 shows an example of the basic configuration of the present invention. In FIG. 1, the railcar 1 shows a case where a plurality of vehicles are connected, and the devices equipped for each vehicle quantity have the same configuration, so the third and subsequent cars are omitted.

  First, after describing the configuration of the device installed in the vehicle, the operation of the adaptive control system, in which the devices operate in cooperation with each other and are the object of the present invention, will be described. Each device is connected to the vehicle through an on-vehicle LAN 2. However, although an example using a LAN is shown here as an example, it is possible to realize the control function intended by the present invention even if they are connected by a one-to-one control line.

  If the trolley 4 is a driving trolley, the wheels 3 are driven to run the train. Normally, a railway train is configured by combining a motor-driven vehicle and an accompanying vehicle that is not driven. A type of railway train towed by a locomotive is composed of a locomotive and associated vehicles. In order not to transmit as much vibration and vibration as possible to the vehicle as much as possible, between the carriage 4 and the vehicle, the carriage such as an air spring and the inter-vehicle vibration damping device 15 (the branch numbers of a, b, c, d are the same. It is functional, but used to show that each cart is equipped separately).

  A device for controlling the operation of the bogie and the inter-vehicle vibration damping device 15 is equipped with a spring force adjustment control device 14 (branches a, b, c and d have the same function, but are provided separately for each bogie. Used to indicate). The spring force adjustment control device 14 is connected to the train travel control device 10 through the onboard LAN 2. In accordance with a command from the train travel control device 10, the spring force adjustment control device 14 appropriately adjusts the spring force of the bogie and the inter-vehicle vibration damping device 15.

  If one vehicle is not traveling alone, the vehicle is connected as shown in FIG. In the present invention, the inter-vehicle damper device 17 is used in order to suppress the influence of shaking and vibration that differ between trains. A device that controls the inter-vehicle damper device 17 (the branch numbers a and b have the same function but are used to indicate that they are separately installed between the vehicles) is an inter-vehicle damper force control device 16 ( Branch numbers a and b have the same function, but are used to indicate that they are installed separately between vehicles.

  The position detection device 11 is a device for detecting the traveling position of the train. As a device that realizes the position detection function, a GPS (Global Positioning System) is used, a point detection tag is installed on the ground side, and the position is detected from the tag information and the moving distance. Although several realization methods, such as a device for recognizing a mark and specifying a position, can be considered, in the present invention, an appropriate position detection method may be selected, and the present invention is not limited to the use of a specific position detection device.

  The on-board DB 12 accumulates route map information and physical shape, that is, route information such as tunnels, curves, and overheads, as well as past driving positions, measurement status of vibration and vibration, vehicle organization status, current cart And the setting value of the control force of the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17 and the like, and the current state of shaking and vibration of the traveling are stored together with the position detection result of the position detecting device 11. is there. The sensors 13 are devices for detecting shaking or vibration during traveling, and a configuration example will be described later with reference to FIG.

  The brake control device 18 and the motor control device 19 literally control the movement of the brake and the motor that stop and run the train, and execute the control in response to a command from the train travel control device 10. In this figure, only one set of the brake control device 18 and the motor control device 19 is shown for the sake of convenience in view of the drawing, but the necessary number is installed considering the train organization.

  The input / output device 20 monitors, for example, the current control strength of the spring force adjustment control device 14 and the inter-vehicle damper force control device 16 and the detection status of the sensors 13, and the route data (fixed curve) to be traveled from now on. Etc.) and provide input functions as needed (such as slopes, tunnels, station wiring conditions, and arrival number lines at stations according to the schedule). The on-vehicle communication device 21 provides a communication function that communicates with the ground communication device 30 and acquires the weather condition of the line schedule scheduled to travel and the disturbance state of the diagram from the operation management system 31.

  Next, an operation for adaptively optimizing the control force of the bogie / vehicle vibration damping device 15 and the vehicle damper device 17 during traveling will be described.

  The train travels according to a scheduled schedule. Regarding the operation of the vehicle, the same vehicle does not travel on the same route at the same time zone every day, but travels according to a plan assigned every day. For this reason, if the running route is different, the situation of the wiring of the branch and the curve, the situation of the unevenness of the roadbed and the track, the situation of the branch, and the number of passengers change dynamically, so the weight of the vehicle and the position of the center of gravity are different .

  In addition, the situation always changes due to weather conditions, aging and maintenance of vehicles and tracks. Although there are fluctuation factors in these situations, until now, assuming the conditions from technological development and experience, the strength of control of the inter-vehicle vibration damper 15 and the inter-vehicle damper device 17 is determined in advance, and the vibration and vibration are It was set so that it could be largely suppressed, so as to reduce passenger discomfort. In the present invention, the operation for optimizing the control force of the cart and the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17 is executed in response to the running condition that dynamically changes as described above.

  The control flow of the entire system of the present invention that is executed by the train travel control device 10 will be described with reference to FIG.

  First, in process 101, the control force of the bogie / vehicle vibration damping device 15 and the vehicle damper device 17 is set to a default value, and it is confirmed that the operation is normally performed at the value. Here, the operator confirms the contents at the input / output device 20 and sets a change request from the input / output device 20 when it is desired to change the setting. If there is a manual request, the manual request is processed in process 102, and the required value is set in the on-board DB 12. Next, information from each sensor, that is, position information in processing 103 and other sensor information in processing 104 are input.

  The sensor information input in the process 104 is information output from the weight sensor 51, the vibration sensor 52, the acceleration sensor 53, the gyro 54, the yaw rate sensor 55, etc., as shown in FIG. is there. From these pieces of information, the current vehicle situation is detected. Next, in the process 105, when there is a request to set the control force of the cart and the inter-vehicle vibration damping device 15 or the inter-vehicle damper device 17 with priority in reference to the information in the on-board DB 12, the manual set information is Refer to and set the control force according to the value.

  If it is an automatic set request, the current sensing information is referred to, the information stored as the optimum control force is learned from the past control situation, and the inter-vehicle vibration damping device is automatically searched according to the information. 15 and a command are output to the spring force adjustment control device 14 and the inter-vehicle damper force control device 16 so as to set the control force of the inter-vehicle damper device 17. This control method will be described in more detail later.

  In the process 106, the measured values of shaking and vibration are accumulated in the on-board DB 12 together with the current control force value, travel position, speed, vehicle weight, and the like. The contents are, for example, as shown in Table 1 of FIG. 5 and will be described later. In the process 107, the ride comfort evaluation is performed by comparing the current observation value with the value set in advance as the allowable range of the state of shaking or vibration. In process 108, it is determined whether or not the evaluation value deviates from the allowable range. If it does not deviate, the process from process 102 is repeated. If it has deviated, the process 109 is executed.

  First, in the process 109, the cause of the deviating shake or vibration is analyzed. The cause analysis process will be described with reference to FIG. First, in the process 151, the output of the sensors 13 is captured. An example of the configuration of the sensors 13 is as shown in FIG. The weight sensor 51 is connected to the bogie and the inter-vehicle vibration damping device 15 attached to the bogie 4 and measures the state of the sinking of the buffering spring and the pressure applied to the device.

  This weight sensing information is sent to the train travel control device 10, and from this information, the train travel control device 10 takes into account the current weight estimate and vehicle shape (number of seats, vehicle structure, etc.), and how many people Passengers are on board, and the situation of seated and standing passengers is estimated, and the height of the center of gravity of the vehicle is also estimated. The vibration sensor 52 measures vibrations with a fine period, for example, pitch and roll whose peak of the vibration period is several Hz or more, and measures the amplitude in each frequency band. The acceleration sensor 53 and the gyro 54 measure and record a change amount in a low band where the change frequency is several Hz or less.

  The yaw rate sensor 55 measures and records a lateral twisting motion with respect to the traveling direction of the vehicle. In FIG. 2, the weight sensor 51, the vibration sensor 52, the acceleration sensor 53, the gyro 54, and the yaw rate sensor 55 are illustrated as devices for measuring the vibration and vibration during traveling of the train and for measuring the cause. Of course, it is not necessary to attach anything unnecessary for measuring vibration and vibration, and if more detailed measurement is required, a measuring device may be added as necessary.

  For example, if you want to measure the influence of wind and rain that affects shaking and vibration alone on the car, you can equip an anemometer or a rain gauge, or you want to measure the status of the track or vibration by image measurement etc. A camera for measurement may be provided. Although not shown in particular, in this example, considering the effective use of the current weather observation system, the weather management information is the information measured by the sensors installed on the ground side, the operation management system shown in FIG. 31 is assumed to be transmitted by wireless communication. As a system of the present invention, necessary sensing information may be obtained in a form suitable for the system.

  In process 152, the captured sensing information is compared with the situation assumed as the current driving condition in detail. Assumed driving conditions include vehicle weight, vehicle center of gravity, wind and rain conditions, travel route shape (difference in tunnels, light sections, etc.) and track maintenance, tracks such as slabs, ballasts, overpasses and embankments. The construction situation of

  Differences between items assumed as driving conditions and the current situation are as follows: 1) The vehicle weight is determined by comparing the output of the weight sensor 51 with the set value; 2) The position of the center of gravity of the vehicle is also determined from the shape of the vehicle and the estimated weight. Estimate seated passengers and standing passengers to estimate divergence 3) Judgment of divergence by comparing rain and wind conditions, which are natural conditions, with values received from the operation management system 4) Shape and trajectory of the route The construction status is determined by referring to the travel diagram, the position detection information, and the past travel history to determine the deviation from the assumed travel environment.

  In process 153, priorities are assigned in order from the judgment of deviation and the characteristic of shaking that can be judged to be the largest cause of the increase in shaking or vibration. For example, if the cause is that it is heavier than the assumed weight, it will respond sensitively to the quality of the orbital environment, so the degree of change of the acceleration sensor is large, and the period and amplitude of the vibration sensor increase. If there is no change in the number of passengers, the phenomenon will be observed constantly while traveling. If the wind is strong, it is judged from the fact that relatively low frequency fluctuations are observed from a specific person.

  If the orbital situation changes, you can run several times and observe similar vibrations and vibrations at the same point, so you can judge from the analysis of the accumulated data. When it is determined that the change is due to the change in the route status, it is reflected in the DB to be referred to for setting in advance in the process 105 of FIG. 3 so that it can be automatically adjusted before traveling.

  If the control function has deteriorated, it is estimated if the vibration and vibration conditions are steadily deteriorated compared to the previous history when the vibration and vibration suppression are not expected to deteriorate. Cause. Further, even if an instruction to change the control force is issued, if the situation does not change, it can be determined that the device is faulty. Using such estimation logic, determination is made in process 153.

  In the process 154, when the situation is not improved even though the priority is determined in the process 153 and the countermeasure is taken, a countermeasure history to be sequentially taken is referred to and a countermeasure to be taken this time is selected. Next, in decision 155, it is determined whether the situation has not improved even after all possible countermeasures have been taken. If it has not improved, the process branches to processing 156 to instruct setting of the default control force. Record that it was an unknown shaking or vibration factor, and also record the judgment result of the possibility of equipment deterioration or failure.

  If all the control measures have not been taken yet, the process branches to the determination process 157, where it is determined whether or not the control process is the first process, and if it is the first process, the process process 159 is performed. If it is the most adjustment processing, the previous setting is reset in processing 158, and an instruction is given to validate the current countermeasure processing, thereby completing the vibration and vibration factor analysis processing. That is, the process 109 shown in FIG. 3 is completed.

  In process 109, the countermeasure process is determined, and the countermeasure instruction is executed in processes 110 to 114. Process 110 is a countermeasure when it is determined that the cause of the deviation is a deviation from the assumed vehicle weight. In the processing 110, when it is determined that the vibration or vibration has increased because the vehicle weight is heavier than the precondition weight set for the current control force, the spring force adjustment control device 14 is instructed to provide a vibration buffer between the carriage and the vehicle. An instruction to change the control force of the device 15 to be hard is output.

  On the other hand, if it is determined that the vibration or vibration has increased because the vehicle weight is lighter than the weight assumed for setting the current control force, the carriage and the vehicle are instructed to the spring force adjustment control device 14. An instruction to change the control force of the inter-vibration shock absorber 15 to be soft is output.

  The process 111 is a countermeasure when it is determined that the deviation cause is a deviation from the natural environment. In the process 111, for example, when it is determined that the vibration or vibration has increased because the wind direction and the wind force are larger than the precondition weight set for the current control force, the vibration between the carriage and the vehicle is transmitted to the spring force adjustment control device 14. An instruction to change the control force of the shock absorber 15 to be hard is output. Further, an instruction is outputted to the inter-vehicle damper force control device 16 so as to increase the control force of the upwind inter-vehicle damper device 17.

  The process 112 is a countermeasure when it is determined that the cause of the deviation is a deviation from the condition of the trajectory. In the processing 112, the result of the determination that the state of the track has deteriorated from the premise track condition set to the current control force, for example, the unevenness of the track surface or the left and right bends of the track has increased, resulting in an increase in shaking and vibration. If there is, adjustment of the control force of the bogie and inter-vehicle vibration damping device 15 with respect to the spring force adjustment control device 14 so that the spring force is adapted to the unevenness and the bending period and magnitude of the left and right tracks. Output instructions.

  As a control for tilting the vehicle body actively, a pendulum control of the vehicle body is sometimes performed as a measure for improving the ride comfort especially when passing a curve, which has already been realized. This control is generally performed by referring to the route data while detecting the current position by referring to the diagram and tilting the vehicle body to the inside of the curve when the curve is recognized. In the present invention, the pendulum control is not performed. However, in a vehicle equipped with a swing control mechanism, the characteristics can be recognized and coordinated control can be performed.

  That is, in the present invention, for example, if the curve is higher than the set speed, the estimated overload increases, so the spring force adjustment control device 14 is instructed to increase the control force of the carriage and the inter-vehicle vibration damping device 15. However, when the pendulum control is not performed as planned for some reason, the magnitude of the centrifugal force is detected from the gyro 54 or the acceleration sensor 53, and the control force of the cart and the inter-vehicle vibration damper 15 is controlled to be hard.

  The process 113 is a countermeasure when there is a deviation from the planned control force with respect to the control force instruction based on the cause of the departure. In the processing 113, if it is determined that the vibration or vibration has increased because the control force instruction is less than the planned control force, the spring force adjustment control device 14 is subjected to vibration damping between the carriage and the vehicle. An instruction to change the control force of the device 15 to be further hardened is output. Further, when the control force of the inter-vehicle damper is insufficient, an instruction is output to the inter-vehicle damper force control device 16 to further increase the control force of the inter-vehicle damper device 17.

  On the other hand, if the result of the determination is that the vibration or vibration has increased because the control force command exceeds the planned control force, the spring force adjustment control device 14 is informed of the vibration damping device 15 between the carriage and the vehicle. An instruction to change the control force to be softer is output. In addition, when the control force of the inter-vehicle damper is exceeded, an instruction is output to the inter-vehicle damper force control device 16 so as to further soften the control force of the inter-vehicle damper device 17.

  The process 114 is a process in the case where the cause of the deviation is estimated and the countermeasure is taken, but even if all the countermeasures incorporated in the process are taken, no improvement is eventually seen. In this case, it corresponds to the result of the process 156 in FIG. 4, the setting is instructed to the default control force, the fact that there is shaking or vibration due to an unknown cause, the possibility of equipment deterioration or failure is also recorded. Yes, the judgment history and results are processed for accumulated data.

  After executing any one of the processing 110 to processing 114, the control execution history and the result are stored in the on-board DB 12 in processing 115, and then the processing returns to processing 102 to repeat the processing. The above processing is periodically executed during traveling to provide a riding comfort environment that does not increase discomfort with respect to shaking and vibration unless a factor such as equipment failure or unknown shaking or vibration is detected.

  Further, Table 1 in FIG. 5 shows an example of a data format for storing data in the on-board DB 12 in the process 115 for each controlled processing cycle and leaving a history. A group in the column direction of the table is an example of data recorded in one cycle. Items are shown on the left side of the table.

  As the control cycle, as shown in the uppermost part of the table, an example from the nth is shown. The next column is n + 1, the next is n + 2, and recording is performed here at intervals of 5 seconds. However, the recording cycle considers the actual state of control, for example, quantitative information is still established. If not, increase the capacity of the on-board DB and shorten the recording cycle to collect detailed information. On the other hand, if the route information is sufficiently collected and there is little change, the recording cycle is extended and the on-board DB capacity is increased. You can also save.

  The rightmost column indicates that the recording cycle and the on-board DB capacity are determined in accordance with the actual situation, and the recording is continued while the control is continued. Items related to the sensor information to be mounted are related to train number, train number, time and position at that time, and vibration and vibration are classified by direction, amplitude, frequency, acceleration, yaw rate, and control power at that time. Strength, train speed, estimated weight, and meteorological data are set. Of course, this item varies depending on the type of sensor to be mounted and the item to be observed. Here, the system illustrated in FIG. 1 is illustrated as an object.

  FIG. 6 displays the situation of how the train is controlled in the image of the traveling environment of the train. A train of three cars is indicated by an A train 201, a B train 202, and a C train 203. In the track wiring 200, each single line indicates a track on which each train runs, and the middle portion of the station is a double track. The traveling direction of each train is indicated by an arrow attached to the train. The station shows only two stations, A station 205 and B station 206, and is a virtual route.

  As shown here, once the schedule and vehicle operation plan are determined, the environment of the route to be traveled can be known in advance, and the corresponding optimum control force can be associated with the travel point and set for each train. In other words, where branches and tunnels exist, what track environment, such as curves, viaducts, slab tracks, ballast tracks, etc., and how the track environment has changed due to past travel data accumulation From the above information, the optimum control force before traveling can be set in advance in association with the traveling position by the processing 105 in FIG. 3, and an appropriate control environment is prepared in advance for these conditions.

  On the other hand, although there are four dynamic lines at both dynamic conditions, for example, A station and B station, it is assumed that the train A has gained weight due to passengers entering the station while stopping at station A. Then, the process 110 of FIG. 3 operates, and the control force of the bogie and the inter-vehicle vibration damping device 15 is changed to be hard and the vehicle travels. In addition, the C train shows an example in which the train is supposed to arrive at a turn line that is branched from the diamond at the B station.

  In the figure, an example is shown on a branch line, but before entering the part that branches in this way from the function of setting the control force due to the driving environment in the processing 105, there is a branch ahead and the horizontal direction. Therefore, control is performed in advance to set the carriage and the vehicle-to-vehicle vibration damper 15 and the inter-vehicle bumper device 17 to be hard and to suppress the shake before branching.

  Moreover, the track part 204 has shown the part judged that the distortion of a track | line is large from the past driving | running | working, A train progresses, and before entering this track part 204, it is with a trolley | bogie to optimal control force. The inter-vehicle vibration damper 15 is adjusted. The B train 202 shows a state where the vehicle is traveling on a curve. If the B train is not equipped with an appropriate pendulum device, the vehicle body tends to tilt outside the curve due to centrifugal force. In order to suppress this inclination, the control force of the inter-vehicle vibration damping device 15 on the left side in the traveling direction is made harder before entering the curve portion, and the inter-vehicle bumper device 17 is also made harder.

  On the other hand, if the B train is equipped with a pendulum device, control is performed so that shaking and vibration are suppressed in accordance with the characteristics of the pendulum device, or traveling with the control force during normal straight running Become. In this way, the control force of the vehicle and the vehicle-to-vehicle vibration damping device 15 and the vehicle-to-vehicle damper device 17 is adaptively adjusted using past data and information from the sensors 13 to suppress the shaking and vibration, thereby improving the ride comfort. To improve.

  The strength of the control force of the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17 is an average control in the train when viewed in units of trains, but the on-board DB 12 also stores data in units of vehicles. If the processing shown in FIG. 3 is executed in units of vehicles, finer control can be performed. Furthermore, if the train composition state is set, control can be performed in consideration of the connection state of the train. This situation will be described with reference to FIG.

  Up to this point, the shape of the railway vehicle 1 and the state at the time of traveling have not been mentioned, but it is normal that the railway vehicle has a slightly different shape and function for each vehicle. FIG. 7 is an example of a four-car train virtual vehicle formation, and the direction of travel is indicated by an arrow. Normally, trains and the like are normally operated in a certain unit of organization, and the driver's seat 255 (branches a and b have the same function although the trains at both ends 250 and 254 have the same function). Used to show that they are equipped separately).

  Although the motor control device 19 may be installed in all the vehicles, it is often installed in a vehicle 251 in the train as shown in the figure and cannot be attached to other vehicles. In addition, as the pantograph 253 is also attached only to the equipped vehicle 252 and not to other vehicles, the shape and weight balance are usually slightly different for each vehicle. Further, in the figure, the traveling direction is from the left side to the right side as indicated by an arrow, but even if the vehicle shape is exactly the same, the influence of the wind pressure received differs between the leading car, the intermediate car, and the rear car.

  For this reason, in consideration of the shape and function of the vehicle and the traveling direction, the processing shown in FIG. 3 is performed for each vehicle, and finer control can be realized with the configuration shown in FIG. That is, as shown in the figure, the information from the sensors 13 attached to each vehicle is calculated by the train travel control device 10 for each vehicle, and the output is individually set for each vehicle. In addition, as for countermeasures against shaking and vibration generated when the position is reached due to distortion or curvature of the track, if the control force is adjusted before entering the traveling position where the traveling environment is deteriorated for each vehicle, Finer control becomes possible.

  FIG. 8 shows an example of an operation curve 260 when the train travels in a virtual line section. The vertical axis represents speed, and the horizontal axis represents position. When the train leaving A station runs in the direction of C station, it naturally accelerates when leaving the station, and decelerates when it stops at B station or C station. However, as shown in the figure between stations, when there is a speed limit section 265 due to curves, construction, etc., deceleration is forced, and the maximum speed between stations is not necessarily the same and often differs.

  In the figure, acceleration sections are indicated by 261, 263, and deceleration sections are indicated by 262, 264, 265. First, power running notch control enters in the acceleration section, and deceleration notch control enters in the deceleration section. In the low-speed traveling section, control is performed so as to follow the target speed while combining coasting and notch control is usually not frequent. For this reason, in the acceleration / deceleration section, a shock may be felt due to acceleration before and after the train due to notch change and acceleration / deceleration.

  In order to alleviate this shock, it is better to set the control force of the bogie-to-vehicle vibration damper 15 and the inter-vehicle damper device 17 to be hard so as to suppress back and forth shaking. Acceleration / deceleration control is not frequent in low-speed traveling in the middle of the station, and the control force is set to be weak so that the influence of the unevenness of the track can be absorbed by the bogie and the vehicle-to-vehicle vibration damping device 15 and the inter-vehicle damper device 17 Is good. Such control can also be controlled in advance from the diagram information and the position detection information in the configuration shown in FIG. 1 and is realized by accumulating in the on-board DB 12 as information used in the processing 105 shown in FIG.

  FIG. 9 shows an example of the on-board DB update process executed by the train travel control device 10. Each time the vehicle travels in the on-board DB, the control state during travel and the sensing results of the sensors are accumulated in the on-board DB 12 in the form shown in Table 1 of FIG. The driving environment is not always constant, and the track conditions, the roadbed conditions, and the like change with time. For this reason, the control force of the carriage and the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17 that are optimal for the route also changes.

  By the way, this change usually differs from the change in weather and the change in vehicle weight, and a certain position is specified, and it changes slowly in order of aging over time. On the other hand, since maintenance work is also performed, in this case, it is conceivable that the characteristics of the roadbed and track change stepwise, but even in this case, by analyzing the data in association with the traveling position, how the situation is I can guess if it has changed. For this reason, as shown in FIG. 9, the characteristics can be determined by analyzing the data when traveling on the same line section several times.

  In the drawing, an example is shown in which statistical processing 274 processes m + 1th travel data 271, m + 2th travel data 272, and m + kth travel data 273 from m-th travel data 270. For example, if the surface deteriorates as if the track at a specific position is undulated, traveling data that the vibration and vibration are particularly large at that position will be seen preferentially. Updates the control force setting information 275 in the case of traveling in the line section in advance so as to be optimal with respect to the cart and the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17.

  In this way, the optimal control of the carriage and the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17 at a foreseeable point is updated in advance for the line section where the vehicle has traveled, so that the Reduce vibrations optimally. If the vehicle travels the line for the first time, the control force setting information 275 is received from the operation management system 31 or the information is set through the input / output device 20, the information is read, and the control force Set.

  FIG. 10 shows a system configuration example when the control force setting information 275 is accumulated and managed in the ground DB. That is, it is functionally the same as the optimum reduction of adaptive vibration and vibration realized by the system shown in FIG. This is a system configuration for centralized management.

  In this case, the on-board DB 12 is used to accumulate map information and information received by the ground database, or temporarily store the travel data shown in Table 1 of FIG. 5 acquired in a series of travels. After traveling by this series of operations or during traveling, it is transmitted to the operation management system as needed and transmitted to the ground side train traveling control DB management device 302. As a transmission method, wireless communication can be used, or an appropriate method can be selected from various media such as a disk memory device and a solid-state memory device.

  The ground-side train travel control DB management device 302 receives the travel data shown in Table 1 of FIG. 5 for each travel, accumulates it in the ground-side DB 301, and performs centralized management in the same manner as the processing executed by the train travel control device 10. The change processing of the ground side DB 301 is performed for each trained vehicle unit. Then, the information changed for each trained vehicle is accumulated in the same format as the control force setting information 275.

  Each information is sent to the on-board DB 12 before traveling through wireless communication or a solid storage medium, as described above, and is referred to by the train traveling control device 10 at any time, and the vehicle-to-vehicle vibration damping device 15 and the inter-vehicle damper device 17 are appropriately referred to. Is controlled in advance within a range that is referred to from past data, and during operation, the same processing as that shown in FIG. Alternatively, when it is determined that the vibration and vibration are not sufficiently suppressed due to changes in the track condition, the control force of the carriage and the vehicle-to-vehicle vibration damping device 15 and the vehicle-to-vehicle damper device 17 is adaptively adjusted to control the vibration and vibration. Optimize suppression.

  In both the system configuration of FIG. 1 and the system configuration shown in FIG. 10, the spring force adjustment control device 14 and the inter-vehicle damper force control device 16 are distributed in association with the carriage, the inter-vehicle vibration damper 15 and the inter-vehicle damper device 17. Although the arrangement | positioning structure is shown, these apparatus functions are concentrated on the train travel control apparatus 10, and the structure which transmits a control output result with a control line with respect to a trolley | bogie, the inter-vehicle vibration damping apparatus 15, and the inter-vehicle damper apparatus 17 is shown. In addition, the logic can be realized in a large scale integrated circuit and incorporated in the cart, the inter-vehicle vibration damping device 15 and the inter-vehicle damper device 17.

  That is, as a system configuration, it is only necessary to give priority to flexibility on the basis of block structuring, to prioritize simplicity of the system configuration, or to select an optimal system configuration form as appropriate in consideration of operation.

  Although FIG. 11 has been described so far for railway vehicles, it shows an example of application to other traffic systems. Car navigation devices have become widespread, and when a destination is set, a function that provides route guidance has also been realized. The automobile navigation apparatus has a position detection function as a basic function, and also includes an input / output device for selecting a desired function.

  If this function is used, the control force optimization function described so far can be realized even in an automobile. As shown in the figure, there is a navigation device 351 mounted on an automobile 350, and an enlarged view of the display portion is 354. It is assumed that the current position 357 and the destination 358 are input and the route guidance result is 355 indicated by a solid line.

  This route guidance result and information on the on-board DB 360 that holds the measurement results of shaking and vibration of past driving results measured by the sensors 13 connected to the navigation device 351, or obtained from the navigation service center or the like If the road section 356 in which the road surface sags and increases in vibration is found from the information obtained, the control force of the shock absorbers 352 and 353 is appropriately adjusted in advance before entering the road section 356 so as to suppress vibration and vibration. To control.

  The on-board DB management device 359 updates the recorded data of the on-board DB 360, for example, according to FIG. 9, collects some data when passing through the same road, performs statistical processing, and updates the information on the on-board DB 360. . Whether these controls are automatically executed or not through the input / output interface of the navigation device 351 can be set at any time according to the driver's preference, so as to match the driver's thoughts. You can also.

  Furthermore, when the present invention is applied to an automobile, for example, by applying it to a shared bus, it is possible to exhibit substantially the same function as that of a railway vehicle. That is, in such a shared route bus, a traveling route is set in advance and always operates along the route, so that management, processing, and control similar to the track in a railway vehicle can be performed.

  Also in a passenger car, it is possible to realize a wider range of functions by installing a ground DB as shown in FIG. 10 and collecting information from a plurality of automobiles. That is, in this ground DB, by collecting information from a large number of automobiles, it is possible to comprehensively collect information on the roads on which the automobiles travel, thereby enabling management and processing similar to tracks in railway vehicles, Control becomes possible. Such a terrestrial DB can be provided by a taxi company or the like, or can be operated by a user forming an organization.

  As described above, according to the present invention, when traveling by train or the like, past data is referred to and the planned driving route is viewed in the future. In addition, it is possible to optimize the control force in advance according to the travel position, and obtain information from various sensor information for the factors that dynamically change, thereby enabling dynamic optimization. Also, it is possible to output alarm information indicating that the device may be out of order, so that it is possible to control the ride comfort so that it is always kept optimal, and to improve the efficiency of maintenance work.

  Note that the present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the scope of the claims.

It is a block diagram which shows the basic composition of this invention. It is a block diagram which shows the structure of sensors mounted in a vehicle. It is a main control flowchart figure of an adaptive vehicle travel control system. FIG. 10 is a flowchart of factor analysis processing for shaking and vibration of a traveling vehicle. It is Table 1 used for description of the factor analysis process of the shake and vibration of a traveling vehicle. It is a block diagram which shows the Example of the suppression control of the shake and vibration which imaged the route. It is a block diagram which shows the structural example of vehicle organization. It is a block diagram which shows the example of control which reduces the shock at the time of acceleration / deceleration control. It is a schematic diagram of DB update control. It is a block diagram which shows the structural example of the vehicle control system of the ground DB main body. 1 is a configuration diagram illustrating a system configuration example for an automobile.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle, 2 ... Vehicle LAN, 3 ... Wheel, 4 ... Dolly, 10 ... Train travel control device, 11 ... Position detection device, 12 ... Vehicle on-board DB, 13 ... Sensors, 14 ... Spring force adjustment control device , 15 ... Diesel / vehicle vibration damping device, 16 ... Inter-vehicle damper force control device, 17 ... Inter-vehicle damper device, 18 ... Brake control device, 19 ... Motor control device, 20 ... I / O device, 21 ... On ground vehicle Intercommunication device 51 ... Weight sensor 52 ... Vibration sensor 53 ... Acceleration sensor 54 ... Gyro 55 ... Yaw rate sensor 270-273 ... Running data 274 ... Statistical processing 275 ... Control force setting information 275,301 ... Ground side DB, 302 ... Ground side train travel control DB management device

Claims (19)

Control force adjusting means for adjusting the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles for traveling the vehicle;
A database in which map information and optimum information on the strength of each control force derived from past travel history accumulated together with point information on the map are stored;
And position detecting means mounted on the vehicle,
Adaptive vehicle control characterized by appropriately adjusting the strength of each control force based on the travel point information detected by the position detection means and the optimum strength information of each control force stored in the database. system. The adaptive vehicle control system according to claim 1,
When the vehicle is a railroad vehicle, referring to the schedule information that the vehicle travels and the shape of the track of the route that the vehicle is scheduled to travel later,
Before the vehicle enters the section where the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted, the strength of each control force is previously set. An adaptive vehicle control system characterized by adjusting The adaptive vehicle control system according to claim 1,
When the vehicle is an automobile vehicle, referring to information on a route on which the vehicle travels and a shape of a road on a route on which the vehicle is scheduled to travel thereafter,
Before the vehicle enters the section where the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted, the strength of each control force is previously set. An adaptive vehicle control system characterized by adjusting In the adaptive vehicle control system according to any one of claims 1 to 3,
A means for obtaining weather information on the vehicle, a means for measuring the weight of the vehicle, and a vibration and vibration detection means for detecting the vibration and vibration of the vehicle are mounted.
While storing each detected information in the database in association with the travel point information detected by the position detection means,
An adaptive vehicle control system characterized in that, when the vibration and vibration of the vehicle exceed an allowable value, the detection status of the vibration and vibration of the vehicle is analyzed to adjust the strength of each control force. The adaptive vehicle control system according to claim 4, wherein
Adaptive vehicle control comprising warning means for judging a possibility of equipment failure and issuing a warning when the vibration and vibration of the vehicle exceed an allowable value even if the strength of each control force is adjusted system. In the adaptive vehicle control system according to any one of claims 4 and 5,
Statistical processing means for statistically processing the detected vehicle vibration and vibration information stored in the database;
The adaptive vehicle control, wherein when the vehicle shake and vibration exceed an allowable value, the optimum information on the strength of each control force stored in the database is updated based on the result of the statistical processing. system. In the adaptive vehicle control system according to any one of claims 1 to 6,
An adaptive vehicle control system, wherein when the vehicles are organized by connecting a plurality of vehicles, at least the control force adjusting means, the database, and the position detecting means are mounted for each of the vehicles. Control force adjusting means for adjusting the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles for traveling the vehicle;
A database in which map information and optimum information on the strength of each control force derived from past travel history accumulated together with point information on the map are stored;
Position detecting means for detecting the position of the vehicle;
A means of obtaining weather information;
Means for measuring the weight of the vehicle;
Mounting the vibration and vibration detecting means for detecting the vibration and vibration of the vehicle on the vehicle;
While appropriately adjusting the strength of each control force based on the travel point information detected by the position detection means and the optimal strength information of each control force stored in the database,
The means for obtaining the weather information, the means for measuring the weight of the vehicle, the information detected by the shaking and vibration detecting means is stored in the database in association with the travel point information detected by the position detecting means,
Providing a communication means for transmitting each detected information associated with the travel point information detected by the position detection means stored in the database to an integrated system on the ground;
In the ground integrated system, information from a plurality of the vehicles is statistically processed, and the result is returned to the vehicle through the communication means. The adaptive vehicle control system according to claim 8, wherein
An adaptive vehicle control system characterized in that, when the vibration and vibration of the vehicle exceed an allowable value, the detection status of the vibration and vibration of the vehicle is analyzed to adjust the strength of each control force. In the adaptive vehicle control system according to any one of claims 8 and 9,
Adaptive vehicle control comprising warning means for judging a possibility of equipment failure and issuing a warning when the vibration and vibration of the vehicle exceed an allowable value even if the strength of each control force is adjusted system. The adaptive vehicle control system according to any one of claims 8 to 10,
Statistical processing means for statistically processing the detected vehicle vibration and vibration information stored in the database;
When the vehicle shake and vibration exceed an allowable value, the optimal vehicle control information stored in the database is updated based on the result of the statistical processing. system. In the adaptive vehicle control system according to any one of claims 8 to 11,
An adaptive vehicle control system, wherein when the vehicles are organized by connecting a plurality of vehicles, at least the control force adjusting means, the database, and the position detecting means are mounted for each of the vehicles. A control force adjusting means for adjusting the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles for traveling the vehicle;
Storing the map information in the database, and the optimum information on the strength of each control force derived from the past driving history accumulated together with the point information on the map,
Adaptive vehicle control characterized by appropriately adjusting the strength of each control force based on travel point information detected on the vehicle and optimum control force strength information stored in the database Method. The adaptive vehicle control method according to claim 13,
When the vehicle is a railroad vehicle, referring to the schedule information that the vehicle travels and the shape of the track of the route that the vehicle is scheduled to travel later,
Before the vehicle enters the section where the necessity of changing the strength of the control force of the vibration damper between the carriage and the vehicle and / or the damper device between the vehicles is predicted, the strength of each control force is previously set. The adaptive vehicle control method characterized by adjusting. The adaptive vehicle control method according to claim 13,
When the vehicle is an automobile vehicle, referring to information on a route on which the vehicle travels and a shape of a road on a route on which the vehicle is scheduled to travel thereafter,
Before the vehicle enters the section where the necessity of changing the strength of the control force of the vibration damping device between the carriage and the vehicle and / or the damper device between the vehicles is predicted, the strength of each control force is determined in advance. The adaptive vehicle control method characterized by adjusting. The adaptive vehicle control method according to any one of claims 13 to 15,
Detecting weather information on the vehicle, weight of the vehicle, and shaking and vibration of the vehicle;
While storing each detected information in the database in association with the travel point information,
An adaptive vehicle control method comprising: adjusting the strength of each control force by analyzing a detection state of the vehicle shake and vibration when the vehicle shake and vibration exceed an allowable value. The adaptive vehicle control method according to claim 16, wherein
An adaptive vehicle control method characterized by issuing a warning by judging the possibility of equipment failure if the vehicle shake and vibration exceed the allowable values even after adjusting the strength of each control force. The adaptive vehicle control method according to any one of claims 16 and 17,
Statistically processing the detected vehicle vibration and vibration information stored in the database;
When the vehicle shake and vibration exceed an allowable value, the optimal vehicle control information stored in the database is updated based on the result of the statistical processing. Method. The adaptive vehicle control method according to any one of claims 13 to 18,
When the vehicle is organized by connecting a plurality, at least the control force adjusting means and the database are mounted for each vehicle,
An adaptive vehicle control method, wherein the travel point information is detected for each of the vehicles.

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