JP2004175264A - Vibration control device of railway vehicle and control method used for the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve performance of vibration control of a railroad vehicle. <P>SOLUTION: The vibration control device is provided with an actuator mounted between a vehicle body and a truck of the railroad vehicle; a vibration sensor to detect vibration characteristics of the railroad vehicle; a position sensor to detect a traveling position of the railroad vehicle; a calculation part to calculate a control value of the actuator per a plurality of traveling conditions based on output of the vibration sensor; and a control part to select one of the plurality of the control values obtained preliminarily by the calculation part and drive and control the actuator based on the one selected control value. The control device calculates the control values preliminarily in accordance with the traveling conditions and immediately switches the control values at a time of change in the traveling conditions such as that between inside and outside of a tunnel. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
[Industrial applications]
The present invention relates to a vibration control device and a control method for a railway vehicle that change control characteristics of vibration generated in a vehicle body of the railway vehicle in accordance with the vibration characteristics and always control the vibration in an optimal state.
[0002]
[Prior art]
As a method of suppressing the vibration generated in a railway vehicle, a method of installing a fluid actuator between a vehicle body and a bogie in accordance with the vibration direction and generating a control force having an opposite phase to the vibration of the vehicle body is disclosed in -17754 publication).
[0003]
On the other hand, a centrifugal acceleration is applied to the vehicle body when a railway vehicle passes on a curved road. Therefore, it is necessary to provide a means for reducing this effect and preventing a reduction in the vibration control capability. Japanese Patent Application Publication No. -11163 has proposed a "vibration control device for a vehicle". In this device, a fluid actuator installed between a vehicle body and a bogie is driven by a servo valve to suppress vibration.
[0004]
Further, among devices for suppressing vibration generated in railway vehicles, there is a device provided with a device for detecting a position of a vehicle on a track (Japanese Patent Publication No. 5-80385). This device obtains data directly relating irregularity data of irregularities of a track and a position by measurement in advance, and performs feedback control in consideration of a preview control by referring to the data and a vehicle position. The subject of this technique is only the vehicle body vibration due to the irregular track, and does not include the vibration due to other causes. Further, a large amount of data needs to be measured in advance by a track measuring vehicle or the like with respect to the relationship between the detailed data of the unevenness of the track and the position. Since the large amount of data is stored in the control device, it is inevitable that the device becomes complicated.
[0005]
As described above, various methods have been proposed as methods for suppressing vibrations generated in conventional railway vehicles, and each method has an effect on vibration suppression. Further, the invention of Japanese Patent Publication No. 5-80385 is effective in suppressing vibration caused by a specific cause, that is, irregularity of the orbit. However, there has been no vibration control device for a railway vehicle that copes with all vibrations having different frequencies generated during running of a train and suppresses the vibration.
[0006]
Therefore, as disclosed in Japanese Patent Application Laid-Open No. 8-207765, a method of switching the control value (mode) of the actuator inside and outside the tunnel has been proposed.
[0007]
[Problems to be solved by the invention]
However, since the calculation of the control value of the actuator is performed based on the state variable vector x (n), according to the method disclosed in JP-A-8-207765, the initial condition x is set at the timing of mode switching inside and outside the tunnel. (0) = 0 is reset. For this reason, the value of the control signal of the actuator becomes discontinuous, which may impair ride comfort as a railway vehicle.
[0008]
The present invention has been made in view of the above situation, and aims to improve the performance of vibration control of a railway vehicle.
[0009]
[Means for Solving the Problems]
In order to achieve the above object, a vibration control device according to the present invention includes: an actuator installed between a body of a railway vehicle and a bogie; a vibration sensor for detecting vibration characteristics of the railway vehicle; A point sensor for detecting a position; a calculation unit for calculating a control value of the actuator for each of a plurality of traveling conditions based on an output of the vibration sensor; a calculation unit previously obtained by the calculation unit based on an output of the point sensor A control unit for selecting one of the plurality of control values and performing drive control of the actuator based on the selected control value. In summary, in the control device of the present invention, a control value according to the traveling condition is calculated in advance, and the control value is switched immediately when the traveling condition such as inside or outside the tunnel changes.
[0010]
Further, a control device according to another aspect of the present invention includes: an actuator installed between a body of a railway vehicle and a bogie; a vibration sensor for detecting a vibration characteristic of the railway vehicle; A speed sensor for detecting; a calculation unit for calculating a control value of the actuator based on an output of the vibration sensor; a control mode of the actuator when the railway vehicle is at a predetermined speed or less based on an output of the speed sensor. Is switched between a high-speed traveling section and a low-speed traveling section, and a control section that controls driving of the actuator based on the switching. In summary, when the speed of the vehicle is equal to or lower than a predetermined speed, the control mode of the actuator is changed according to the change of the section such as the Shinkansen section and the conventional line section.
[0011]
The vehicle control method according to the present invention includes a step of detecting a vibration characteristic of the railway vehicle; a step of detecting a traveling position of the railway vehicle; and a method of controlling a plurality of control values of the actuator based on the detected vibration characteristic. Continuously calculating for each traveling condition; selecting one of the plurality of previously determined control values based on the detected traveling position; and Performing drive control of the actuator.
[0012]
Further, a vehicle control method according to another aspect of the present invention includes a step of detecting a vibration characteristic of the railway vehicle; a step of detecting a traveling speed of the railway vehicle; and a step of detecting the actuator based on the detected vibration characteristic. And switching the control mode of the actuator between a high-speed traveling section and a low-speed traveling section when the railway vehicle is at or below a predetermined speed based on the detected traveling speed. And controlling the drive of the actuator based on the selected control value.
BEST MODE FOR CARRYING OUT THE INVENTION
[0013]
Factors that cause the vehicle body to vibrate in the left-right direction during traveling of the railway vehicle and reduce ride comfort are roughly classified into the following two factors.
(A) As shown in FIG. 1, due to the deviation of the track 28, the wheel set 27 → the primary spring system (the shaft spring 26) → the bogie frame 29 → the secondary spring system (the air spring 4) → the vibration of the vehicle body 1 Due to the propagation of vibrations from below the vehicle through a spring system.
(B) As shown in FIG. 2, when the vehicle runs at high speed, the body 1 directly vibrates due to the pressure of the flow of air around the vehicle.
[0014]
The vibration modes (a) and (b) have different main vibration frequencies, and can be considered separately. That is, the natural frequency of the spring system (yawing: 1.5 Hz, upper center rolling: 1.2 Hz, lower center rolling: around 0.8 Hz) caused by the deviation of the orbit in (a) is in the range of 0.5 to 2 Hz. It is in. The frequency due to the air flow in (b) is on the high frequency side of 3 to 6 Hz.
[0015]
In particular, in a tunnel, due to the behavior of the air between the vehicle body and the inner wall of the tunnel, the pulsating pressure is applied to the vehicle body when traveling at high speed, and as shown in FIG. 3, the frequency becomes higher than the vibration outside the tunnel. I understood.
[0016]
As shown in FIG. 5 (A), the vibration outside the tunnel has a lower center rolling resonance point a, an upper center rolling resonance point b, and a yawing resonance point c in a frequency range of 0.5 to 2 Hz. Vibration is the main.
[0017]
On the other hand, as shown in FIG. 6A, the vibration in the tunnel is caused by the aerodynamics of the vehicle body on the high frequency side of the frequency of 3 to 6 Hz in addition to the vibrations a, b, and c of the frequency of 0.5 to 2 Hz. The vibration d is applied, and the vibration increases.
[0018]
As described above, while vibrations having a frequency of 0.5 to 2 Hz are mainly generated outside the tunnel, high frequency vibrations of 3 to 6 Hz are applied in addition to low frequency vibrations inside the tunnel. Then, a control design for centrally controlling the vibration may be performed.
[0019]
For example, in the H∞ control, control data M ₁ and M ₂ are produced by weight W ₁ having a large specific gravity at a frequency of 0.5 to ₂ Hz and weight W ₂ having a large specific gravity at a frequency of 3 to 6 Hz. You should leave it.
[0020]
Thus, for the vibration outside the tunnel, as shown in FIG. 5 (B), performs control with control data M _1, which is produced by the weight W ₁ was placed for a large frequency 0.5~2Hz for the vibration in the tunnel, as shown in FIG. 6 (B), control made by the weight _{W 2} was placed for a large on both frequency 0.5~2Hz and frequency 3~6Hz performing control in data _{M 2.}
[0021]
Further, in the vehicle 30 with a punter, as shown in FIG. 4A, the height of the vehicle decreases as the speed of the vehicle increases, and accordingly, the pant cover 34 surrounding the punter 33 becomes huge, and the wind pressure received during traveling increases. Further, at the rear, the air flow separating from the pant cover 34 generates the Karman vortex 32, causing vibration peculiar to the vehicle with the punter. Oscillation frequency in this case is, for example, because 2Hz longitudinal increases, making the control data M ₃ by the weight W ₃ placed great weight on 2Hz.
[0022]
Further, as shown in FIG. 4B, in the last vehicle 31, since there is no connection between the Karman vortex 32 generated behind and the following vehicle, as shown in FIG. a, large yawing resonance point c than in the upper center rolling resonance point b (frequency 1.5 Hz), may be manufactured for control data M ₄ by the weight W ₄ considering that suppress this particularly strong. Then, as shown in FIG. 7 (B), it is controlled by the control data _{M 4} and weight W4.
[0023]
As described above, the vibration characteristics of the passive vehicle body are different between outside and inside the tunnel. Therefore, as can be seen from FIGS. 5B and 6B, the weights W ₁ and W ₂ of the H∞ control are particularly set. By intensively weighting to a frequency at which the vibration gain is large, the result of the control is dramatically improved at that frequency. Therefore, if the control data can be changed in real time, it can be understood that optimal control at each time can be performed.
[0024]
The same applies to the last vehicle. As shown in FIG. 7A, the vibration of the passive vehicle body has different characteristics from those of the other intermediate vehicle {FIG. 5A}. What is necessary is just to have control data. However, when the traveling direction is reversed, the vehicle becomes the leading vehicle. Therefore, it is necessary to provide the control device with a function of determining whether or not the vehicle is the last vehicle based on the traveling direction signal. Furthermore, in a vehicle with a punter, when the control device is mounted, control data for the vehicle with a punter may be stored in the controller and used. By performing the above, optimal control according to the vehicle position and the type of vehicle can be realized.
[0025]
【Example】
FIG. 8 shows an example of the vehicle body inclination control device according to the embodiment of the present invention. This device includes a front bogie 2, a rear bogie 3, a vehicle body 1 supported by these bogies 2, 3 by an air spring 4, a fluid actuator disposed between the bogies 2, 3 and the vehicle body 1, A ground inspection ground device 6 for detecting the running position of the vehicle, a right and left vibration accelerometer 7 and 8 for detecting the right and left vibration acceleration of the vehicle body 1 or a right and left displacement for detecting the right and left relative displacement between the vehicle body 1 and the bogies 2 and 3 And a controller 9 for determining the control output to the fluid actuator from the outputs of the left and right vibration accelerometers 7 and 8 or the left and right displacement meters 22 and 23 and the signal of the point detection device 6. .
[0026]
The fluid actuators include double-acting pneumatic cylinders 19 (front bogie side) and 20 (rear bogie side) and proportional pressure control valves 15 and 16 (front bogie) installed in the left-right direction between the front bogie 2 and the rear bogie 3. Side), 17, 18 (rear trolley side). The controller 9 includes a low-pass filter 10, an A / D converter 11, a control amount calculator 12, a D / A converter 13, and an amplifier 14. In the drawings, reference numeral 5 denotes a left-right moving damper, and 21 denotes an air source.
[0027]
In the device, the lateral vibration acceleration detected by the lateral vibration accelerometers 7 and 8 and the relative lateral displacement detected by the lateral displacement meters 22 and 23 are input to the controller 9. In the controller 9, only the sway is extracted from the input right and left vibration acceleration and right and left relative displacement through a low-pass filter 10 and digitized by an A / D converter 11. Then, these detection signals are input to the control amount calculation device 12. In the present embodiment, the detection is performed based on the lateral vibration acceleration. However, an angular velocity or angular acceleration sensor capable of detecting any of yawing, pitching, and rolling may be used. It is also possible to detect and perform vertical vibration on the vehicle. On the other hand, when a point detection signal is input from the point detection device 6 to the control amount calculation device 12, the respective signals are determined based on the determination as to whether the vehicle is inside Tonen, outside the tunnel, the last vehicle, or the vehicle with a punter. One of the corresponding control data A1, A2, A3, and A4 is selected, a control output is calculated based on the control data, converted into an analog signal by the D / A converter 13, and passed through the amplifier 14 to each of the proportional pressure controllers. Output to valves 15,16,17,18. Then, based on the control output, each proportional pressure control valve supplies and exhausts air, the double-acting pneumatic cylinders 19 and 20 are driven, and the tilt control of the vehicle body 1 is performed.
[0028]
In the control operation device 12, the following matrices A to D are stored in advance based on the control data M.
A: n rows and n columns B: n rows and m columns C: r rows and n columns D: r rows and m columns
Then, control output data y (k) is calculated from input data u (k) based on state variable vector x (k) and matrix data A to D as described below.
x (k + 1) = Ax (k) + Bu (k)
y (k) = Cx (k) + Du (k) x (0) = 0 k = 0,1,...
[0030]
For example, the control arithmetic unit 12, regardless of the travel position, and at the same time calculates the y ₁ as a tunnel outside the control output data, calculates the y ₂ as a tunnel in the control output data.
[0031]
FIG. 9 shows a conceptual structure of the control operation device 12 described above. The control arithmetic unit 12 calculates and stores the control data M ₁ , the state variable vector x _1, and the actuator control output data y ₁ in the tunnel, the control data M ₂ outside the tunnel, and the state variable includes a data storage unit 100b for computing and storing vector _{x 2} and the actuator control output data _{y 2,} these storage unit 100a, and a switching device 102 for switching 100b. The switching device 102 selects a signal to be output to the D / A 13 based on a signal from the ground inspection ground device 6.
[0032]
FIG. 10 is a flowchart showing the operation of the first embodiment. In a normal vehicle operation note, a vibration characteristic is detected by an acceleration sensor. Based on the detected vibration characteristics, actuator control output data inside and outside the tunnel are calculated and stored. Thereafter, when the vehicle reaches the switching unit inside and outside the tunnel and it is determined that the vehicle is just before the tunnel, the drive control of the actuator is started using the previously stored control output data in the tunnel. On the other hand, if it is determined that the tunnel is at the end of the tunnel, the drive control of the actuator is started using the out-of-tunnel control output data stored in advance.
[0033]
As described above, in the first embodiment, the calculation of the control value of the actuator inside and outside the tunnel is performed in parallel, and the control mode of the actuator can be changed immediately at the switching point inside and outside the tunnel. That is, it is not necessary to reset the vector operation to the initial condition at the timing of mode switching inside and outside the tunnel, and it is possible to avoid that the value of the control signal of the actuator becomes discontinuous. As a result, there is an effect that the riding comfort as a railway vehicle is improved.
[0034]
FIG. 11 is a block diagram showing a configuration of a controller used in the railway vehicle vibration control device according to the second embodiment of the present invention. FIG. 12 is a schematic explanatory diagram showing the configuration of the control arithmetic unit in the controller according to the second embodiment shown in FIG. FIG. 13 is a flowchart showing the operation of the second embodiment shown in FIGS. Note that components that are the same as or correspond to the configurations shown in the respective drawings described above are denoted by the same reference numerals, and redundant description will be omitted.
[0035]
A feature of the present embodiment is that the vibration control mode is switched between a high-speed traveling section (Shinkansen section) and a low-speed traveling section (conventional line section) based on the traveling speed of the vehicle. Here, it is assumed that the vehicle travels at a speed of, for example, 200 km / h in a high-speed traveling section, and travels at a speed of, for example, 80 km / h in a low-speed traveling section.
[0036]
As shown in FIG. 11, the controller 109 according to the present embodiment includes a vehicle speed sensor 104 in addition to the above-described A / D converter 10, low-pass filter 11, D / A converter 13, and amplifier 14. Then, the control arithmetic unit 112 changes the drive control mode of the actuator based on the output signals of the ground inspection ground device 6 and the vehicle speed sensor 104.
[0037]
As shown in FIG. 12, the control arithmetic unit 112 includes switching devices 114a and 114b for switching between the Shinkansen section and the conventional line section; control data, state variable vector, and control output data for traveling outside the tunnel in the Shinkansen section. Storage unit 116a holding control data, state variable vector, and control output data for traveling outside the tunnel in a conventional line section; control data, state variable vector, and inside a tunnel in a Shinkansen section A storage unit 116c holding control output data for traveling; a storage unit 116d holding control data for a conventional line section, a state variable vector, and control output data for traveling in a tunnel; switching between these storage units Device 118.
[0038]
As shown in FIG. 13, in this embodiment, when the vehicle speed detected by the vehicle speed sensor 104 is lower than the predetermined speed V0, the control of the actuator is turned off. Then, when the railway vehicle reaches the switching point between the Shinkansen section and the conventional line section based on the detection result of the ground inspection ground device 6, the control mode of the actuator according to the section is selected. Here, for example, when the vehicle speed is lower than the speed V0 as in the case where the vehicle simply arrives at the station, but the railway vehicle is not a switching point between the Shinkansen section and the conventional line section, the control of the actuator is turned off. However, the control mode is not switched.
[0039]
On the other hand, when the vehicle speed detected by the vehicle speed sensor 104 is higher than the predetermined speed V0, control similar to that of the first embodiment (FIG. 10) is continuously performed.
[0040]
As described above, in the present embodiment, the control mode switching between the high-speed traveling section and the low-speed traveling section is performed when the vehicle speed becomes low, that is, when the drive control of the actuator is turned off. Signal values do not become discontinuous. Further, since the control mode is switched between the high-speed traveling section and the low-speed traveling section based on the output signal of the ground inspection ground device 6, it is possible to avoid the mode switching at an unnecessary place (mere stop station).
[0041]
(1) Shinkansen section; (2) Conventional line section; (3) Outside tunnel; (4) Control output data y (n) based on four control data M in tunnel and state variable vector x (n). ) Can be calculated in advance and stored, and these can be selectively used based on the detection result of the ground inspection ground device 6.
[0042]
The embodiments (embodiments, embodiments) of the present invention have been described above. However, the present invention is not limited to these embodiments, and changes may be made within the scope of the technical idea described in the appended claims. It is possible.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram illustrating vibration propagation through a vehicle spring system due to track irregularity.
FIG. 2 is an explanatory diagram showing aerodynamic force due to air flow directly acting on a vehicle body.
FIG. 3 is a graph showing a comparison between vibrations generated in a vehicle body inside and outside a tunnel;
FIG. 4 (A) is a partial perspective view of a knitting train showing a Karman vortex of an air flow generated in a vehicle with a panta, and FIG. 4 (B) is a knitting showing a Karman vortex of an air flow generated in a last vehicle. It is a partial perspective view of a train.
FIG. 5A is a graph showing a passive vehicle vibration outside a tunnel, and FIG. 5B is a graph showing weights and control effects of H∞ control outside a tunnel.
FIG. 6A is a graph showing the vibration of a passive vehicle in a tunnel, and FIG. 6B is a graph showing the weight and control effect of H∞ control in the tunnel.
7 (A) is a graph showing the vibration of a passive vehicle of the last vehicle, and FIG. 7 (B) is a graph showing the weight and control effect of H∞ control of the last vehicle.
FIG. 8 is an explanatory diagram showing an example of a control system of the vehicle body inclination control device used in the present invention.
FIG. 9 is an explanatory diagram illustrating a schematic configuration of a control arithmetic unit used in the railway vehicle vibration control device according to the first embodiment of the present invention.
FIG. 10 is a flowchart showing an operation of the first embodiment shown in FIG. 9;
FIG. 11 is a block diagram showing a configuration of a controller used in a railway vehicle vibration control device according to a second embodiment of the present invention.
FIG. 12 is a schematic explanatory diagram showing a configuration of a control operation device in a controller according to a second embodiment shown in FIG. 11;
FIG. 13 is a flowchart showing the operation of the second embodiment shown in FIGS. 10 and 11;
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Body 2 Front bogie 3 Rear bogie 4 Air spring 5 Left-right motion damper 6 Point detecting device 7, 8 Left-right vibration accelerometer 9, 109 Controller 12, 102, 112 Control amount calculating device 22, 23 Left-right displacement meter 100a, 100b 116a, 116b, 116c, 116d Storage units 102, 114a, 114b, 118 Switching device 104 Vehicle speed sensor

Claims (14)

An actuator installed between the body of the railway vehicle and the bogie;
A vibration sensor for detecting vibration characteristics of the railway vehicle;
A point sensor for detecting a traveling position of the railway vehicle;
A calculating unit that calculates a control value of the actuator for each of a plurality of traveling conditions based on an output of the vibration sensor;
A control unit that selects one of a plurality of control values obtained in advance by the calculation unit based on an output of the point sensor, and performs drive control of the actuator based on the selected control value. Vehicle vibration control device. The apparatus according to claim 1, wherein the traveling condition includes at least traveling in a tunnel and traveling outside a tunnel. The apparatus according to claim 1, wherein the operation unit performs an operation based on a state variable vector. The apparatus according to claim 1, 2, or 3, wherein the vibration sensor is an acceleration sensor that performs detection based on a traveling speed of the railway vehicle. 5. The apparatus according to claim 1, wherein the vibration characteristic includes at least one of a left-right direction, a front-rear direction, a vertical direction, rolling, pitching, and yawing of the vehicle body. The apparatus according to claim 1, 2, 3, 4, or 5, wherein the traveling condition includes a high-speed traveling section and a low-speed traveling section. An actuator installed between the body of the railway vehicle and the bogie;
A vibration sensor for detecting vibration characteristics of the railway vehicle;
A speed sensor for detecting a running speed of the railway vehicle;
A calculation unit for calculating a control value of the actuator based on an output of the vibration sensor;
Based on the output of the speed sensor, when the railway vehicle is at or below a predetermined speed, the control mode of the actuator is switched between a high-speed traveling section and a low-speed traveling section, and the drive control of the actuator is performed based on this. And a control unit for performing the control. The vehicle further includes a point sensor that detects a traveling position of the railway vehicle,
The vibration control device according to claim 7, wherein the control unit performs the switching control with reference to a detection result of the point sensor. In a vehicle control method executed by driving an actuator installed between a body of a railway vehicle and a bogie,
Detecting vibration characteristics of the railway vehicle;
Detecting a traveling position of the railway vehicle;
Continuously calculating a control value of the actuator for each of a plurality of traveling conditions based on the detected vibration characteristics;
Selecting one of the plurality of predetermined control values based on the detected travel position;
Performing a drive control of the actuator based on the selected control value. The method according to claim 9, wherein the driving conditions include at least driving in a tunnel and driving outside a tunnel. The method according to claim 9, wherein the calculation of the control value of the actuator is performed based on a state variable vector. The method according to claim 9, 10 or 11, wherein the driving condition includes a high-speed driving section and a low-speed driving section. In a vehicle control method executed by driving an actuator installed between a body of a railway vehicle and a bogie,
Detecting vibration characteristics of the railway vehicle;
Detecting a traveling speed of the railway vehicle;
Calculating a control value of the actuator based on the detected vibration characteristic;
A step of switching the control mode of the actuator between a high-speed traveling section and a low-speed traveling section when the railway vehicle is at or below a predetermined speed based on the detected traveling speed;
Performing a drive control of the actuator based on the selected control value. The method further includes a step of detecting a traveling position of the railway vehicle,
14. The method according to claim 13, wherein the control mode of the actuator is switched with reference to the travel position.

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