JP2012011860A - Device and method for controlling vibration of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device and method for controlling vibration of a railway vehicle that effectively controls vibration for aerodynamic disturbance force which has recently caused a problem in a railway vehicle increasing the speed thereof.SOLUTION: The device includes: an actuator 6 which is placed between a vehicle body 1 and a truck 2 of the railway vehicle; a sensor 11 which detects vibration of the vehicle body; a feedback controller 13 which produces a feedback signal for controlling feedback to control the vibration of the vehicle body 1 on the basis of the result detected by the sensor 11; a disturbance-force estimation observer 14a which estimates disturbance force applied to the vehicle body 1 on the basis of the result detected by the sensor 11; a feedforward controller 15 which produces a feedforward signal for controlling feedforward to cancel the disturbance force on the basis of the disturbance force estimated by the disturbance-force estimation observer 14a; and a hardware 30 for driving actuator which drives the actuator 6 on the basis of the feedback signal and the feedforward signal.

Description

  Embodiments described herein relate generally to a railway vehicle vibration control device and a railway vehicle vibration control method suitable for suppressing vehicle body vibration.

  Conventionally, a railroad vehicle is equipped with a vibration control device for suppressing various types of vibration generated in a vehicle body. Such a vibration control device, as a method of suppressing vibration generated in the body of a railway vehicle, arranges an actuator in accordance with the vibration direction between the body and the carriage, feeds back the body vibration measured by the sensor, In general, a method is used in which an actuator generates a control force substantially in antiphase with vibration.

  FIG. 10 shows a configuration of a general railway vehicle active vibration control apparatus. The railway vehicle shown in FIG. 10 is a vehicle that travels on the rail 5 by the wheels 3, and between the vehicle body 1 and the carriage 2, a vehicle-to-cartridge actuator 6 for vibration control, a vehicle suspension 4-1, a left-right direction, And a vehicle suspension 4-2 in the vertical direction.

  During traveling, the vehicle body 1 is vibrated by receiving various disturbance forces such as a disturbance force 51 on the carriage 2 due to a trajectory fraud and an aerodynamic disturbance force generated by high-speed traveling. The vehicle body vibration at this time is detected by the body vibration detection acceleration sensors 11-1 and 11-2 and is input to the feedback controller 13 configured in the control calculation block 21 in the control hardware 12.

  The feedback controller 13 outputs a feedback control signal Ufb for reducing the input vehicle body vibration to the actuator driving hardware 30 based on a predetermined vibration control algorithm. The control calculation block 21 including the feedback controller 13 can be realized by software.

  The actuator driving hardware 30 is assumed to be, for example, a servo driver or a valve controller of a hydraulic actuator, and generates a force that cancels vibration generated in the vehicle body 1 in the vehicle-to-cartridge actuator 6 based on the feedback control signal Ufb. Thus, the generated vehicle body vibration is reduced.

  As the vibration control algorithm used for the above-described vibration control, feedback control algorithms such as skyhook damper control, optimum state feedback control (LQ control), and H∞ control are generally known.

JP-A-6-263032

  However, all of the above-described vibration control algorithms are feedback control that starts control after vehicle body vibration occurs, and the vibration control force is generated only after the vehicle body vibration becomes a certain level. There is a problem that it is difficult to obtain a sufficient vibration reduction effect against disturbance caused by shocking trajectory fraud in passing or the like.

  FIG. 11 is a diagram schematically illustrating vehicle body vibration when a stepwise disturbance force is applied to the vehicle body and a feedback control force corresponding thereto in a conventional railway vehicle vibration control device. The stepwise disturbance force here is assumed to be, for example, an aerodynamic disturbance force that the vehicle body receives when entering a tunnel. When an abrupt disturbance force is generated, the vibration of the vehicle body increases slightly later than that, and the feedback vibration control force also increases accordingly. Therefore, the vibration cannot be sufficiently suppressed.

  In response to such feedback control problems, a state estimation observer is used from the vibration sensor information of the vehicle body to estimate the bogie vibration caused by the illegal trajectory disturbance, and to perform the feedforward control so as to directly cancel the vibration. Control devices have also been proposed.

  FIG. 12 is a block diagram showing the configuration of a conventional railway vehicle vibration control device, and the device described in Patent Document 1 has the same configuration. The difference from the vibration control device shown in FIG. 10 is that a disturbance force estimation observer 14 and a feedforward controller 15 are provided.

  Both the disturbance force estimation observer 14 and the feedforward controller 15 constitute a control calculation block 21 in the control hardware 12 and can be realized by software.

  The disturbance force estimation observer 14 estimates the cart vibration based on the car body vibration detected by the car body vibration detection acceleration sensors 11-1 and 11-2. The feedforward controller 15 also generates a feedforward control signal Uff for performing feedforward control so as to cancel the cart vibration based on the cart vibration estimated by the disturbance force estimation observer 14.

  The feedback signal Ufb generated by the feedback controller 13 and the feedforward control signal Uff generated by the feedforward controller 15 are added together and input to the actuator driving hardware 30. Based on the input signal, the actuator driving hardware 30 generates a force, which is the sum of the vibration control force by feedback and the vibration control force by feedforward, in the vehicle-to-cartridge actuator 6, which is caused by an illegal rail track, etc. This effectively suppresses the shocking disturbance force.

  The railroad vehicle vibration control apparatus shown in FIG. 12 is a cart in which no acceleration sensor 11-1 or 11-2 for vehicle body vibration detection is installed based on a vehicle body vibration model configured in advance and vehicle body vibration that is constantly measured. 2 is estimated and a feedforward control force is generated so as to cancel the vibration. As a result, a sudden excitation force entering from the carriage 2 such as shocking disturbance caused by an illegal track is effectively reduced. ing.

  However, in recent years, with the speeding up of railway vehicles, as the vibration of the railway vehicles, the tunnel approach rather than the disturbance force input from the carriage such as the disturbance force input from the carriage to the vehicle body due to the vehicle trajectory fraud. The influence of aerodynamic disturbance forces that act directly on the vehicle body, such as when the trains and trains pass each other, is increasing.

  On the other hand, the vibration control device for a railway vehicle as shown in FIG. 12 performs feedforward control that estimates the vibration of the carriage for trajectory fraud, so that disturbance force applied to the vehicle body from the carriage can be suppressed. There is a problem that a sufficient damping effect may not be obtained for an aerodynamic disturbance force applied directly to the vehicle body without intervention.

  The present invention solves the above-described problems of the prior art, and railway vehicle vibration control capable of providing a high damping effect against aerodynamic disturbance forces that have recently become a problem in high-speed railway vehicles. It is an object to provide a vibration control method for an apparatus and a railway vehicle.

  In order to solve the above problems, a vibration control device for a railway vehicle according to an embodiment includes an actuator installed between a vehicle body and a carriage of the railway vehicle, a sensor that detects vibration of the vehicle body, and a detection result of the sensor. A first control unit that generates a feedback signal for performing feedback control so as to suppress vibrations of the vehicle body, and a disturbance that estimates a disturbance force applied to the vehicle body based on a detection result of the sensor A force estimation observer, a second control unit that generates a feedforward signal for performing feedforward control so as to cancel the disturbance force based on the disturbance force estimated by the disturbance force estimation observer, and the first control Based on the feedback signal generated by the control unit and the feedforward signal generated by the second control unit. Characterized in that it comprises a driving unit for driving the eta.

It is a block diagram which shows the structure of the vibration control apparatus of the railway vehicle of the form of Example 1. FIG. It is a block diagram which shows the detailed structure of the disturbance force estimation observer in the vibration control apparatus of the railway vehicle of the form of Example 1. FIG. It is a block diagram which shows the detailed structure of the disturbance force estimation observer in the conventional vibration control apparatus of a rail vehicle. It is a waveform diagram at the time of assuming a step waveform as a form of disturbance force. It is a wave form diagram at the time of assuming the sine wave waveform of a fixed period as a form of disturbance force. It is a wave form diagram which shows the result of having simulated the disturbance force estimation by the disturbance force estimation observer in the vibration control apparatus of the railway vehicle of the form of Example 1. FIG. It is a figure which shows typically the vibration control force and vehicle body vibration by the vibration control apparatus of the railway vehicle of the form of Example 1. FIG. It is a wave form diagram which shows the result of having simulated another example of the disturbance force estimation by the disturbance force estimation observer in the vibration control apparatus of the railway vehicle of the form of Example 1. FIG. It is a block diagram which shows the structure of the vibration control apparatus of the railway vehicle of the form of Example 2. FIG. It is a block diagram which shows the structure of the vibration control apparatus of the conventional railway vehicle. In a conventional railway vehicle vibration control apparatus, it is a diagram schematically illustrating vehicle body vibration when a stepwise disturbance force is applied to the vehicle body, and feedback control force corresponding thereto. It is another example of the block diagram which shows the structure of the vibration control apparatus of the conventional railway vehicle.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of a railway vehicle vibration control device and a railway vehicle vibration control method according to the present invention will be described below in detail with reference to the drawings.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a railcar vibration control apparatus according to a first embodiment of the present invention. As shown in FIG. 1, the railway vehicle according to the present embodiment includes a vehicle body 1, a carriage 2, wheels 3, a left and right vehicle suspension 4-1 installed between the vehicle body 1 and the carriage 2, and a vertical vehicle. The vehicle is configured by the suspension 4-2 and travels on the rail 5.

  The railway vehicle vibration control apparatus according to the present embodiment includes a vehicle body-to-carriage actuator 6, vehicle body vibration detection acceleration sensors 11-1 and 11-2, control hardware 12, and actuator drive hardware 30. . The control hardware 12 is, for example, a computer, and has a control arithmetic block 21 by software inside. The control calculation block 21 includes a feedback controller 13, a disturbance force estimation observer 14a, and a feedforward controller 15, all of which can be realized by software.

  That is, the railroad vehicle vibration control apparatus of the present embodiment basically has the same configuration as the conventional railcar vibration control apparatus shown in FIG. 12, and only the contents of the disturbance force estimation observer 14a are different. In addition, although the vibration control apparatus of the railway vehicle of a present Example assumes the case where the vibration of the horizontal direction of the vehicle body 1 is reduced as a target vibration direction, it is not necessarily limited to only the horizontal direction. Absent.

  The vehicle body-cart actuator 6 corresponds to the actuator of the present invention, and is disposed between the vehicle body 1 and the cart 2 in the horizontal direction. The vehicle body vibration detection acceleration sensors 11-1 and 11-2 correspond to the sensor of the present invention, and detect the vibration of the vehicle body 1 to which the aerodynamic disturbance force 50 is applied.

  The feedback controller 13 corresponds to the first control unit of the present invention, and performs feedback control so as to suppress the vibration of the vehicle body 1 based on the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2. The feedback signal Ufb is generated. That is, the feedback controller 13 calculates feedback control vibration for the vehicle-to-cartridge actuator 6 based on a predetermined vibration control algorithm, and outputs it as a feedback signal Ufb.

  The disturbance force estimation observer 14a estimates the disturbance force applied to the vehicle body 1 based on the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2.

  The feedforward controller 15 corresponds to the second control unit of the present invention, and based on the disturbance force estimated by the disturbance force estimation observer 14a, a feedforward signal for performing feedforward control so as to cancel the disturbance force Generate Uff.

  The actuator driving hardware 30 corresponds to the driving unit of the present invention, and is based on the feedback signal Ufb generated by the feedback controller 13 and the feedforward signal Uff generated by the feedforward controller 15. The actuator 6 is driven. Specifically, the sum of the vibration feedback control signal Ufb output from the feedback controller 13 and the feedforward control signal Uff output from the feedforward controller 15 is output to the actuator driving hardware 30. This is the driving force generated by the body-to-cart actuator 6.

  Next, the operation of the present embodiment configured as described above will be described. First, the feedback controller 13 generates a feedback signal Ufb for performing feedback control so as to suppress the vibration of the vehicle body 1 based on the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2 ( Corresponding to the first control step of the present invention).

Here, the feedback controller 13 will be described as using an LQ control, which is one of modern control theories, as an example of a vibration control algorithm. In the control design, a nominal model representing the vibration characteristics of the vehicle body to be controlled can be described in the form of the following state equation relating to the internal state X such as vibration displacement and vibration speed of the vehicle body.

Here, u is a control input, and Y is a sensor output. On the other hand, for example, in the design of the feedback controller 13, an array Q for setting the weight of the vibration reduction amount of each state quantity and an array R for setting the weight for the control amount of each actuator are set as design variables. For Q and R, the evaluation function J is expressed by the following equation.

  One feedback controller K that minimizes the evaluation function J is calculated as a solution of the Riccati equation. Using the feedback controller K obtained here, the feedback control force Ufb is expressed by the following equation.

Ufb = K · X (3)
The optimal control force is calculated in real time with respect to the state quantity X of the vehicle body detected in real time by the equation (3). Here, the state quantity X is generally the vibration speed or vibration displacement of the vehicle body, and can be easily obtained by integrating acceleration sensor signals from the vehicle body vibration detection acceleration sensors 11-1 and 11-2. Can do. In addition, when all the necessary state quantities cannot be measured, it is possible to estimate the state quantities that cannot be measured using the observer from the measurable state quantities.

  On the other hand, the disturbance force estimation observer 14a estimates the disturbance force applied to the vehicle body 1 based on the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2 (corresponding to the estimation step of the present invention). That is, the disturbance force estimation observer 14 does not directly measure the disturbance force applied to the vehicle body, but includes a nominal model that represents the vibration characteristics of the vehicle body represented by the equation (1), the vehicle body vibration detection acceleration sensor 11-1, Based on the vehicle body state quantity detected by 11-2, the disturbance force input to the vehicle body is estimated in real time and output to the feedforward controller 15.

Here, an example of the disturbance force estimation calculation algorithm executed in the disturbance force estimation observer 14a will be described using equations. In a railway vehicle, it is very difficult to install a sensor that directly measures the disturbance force w. Therefore, the disturbance force is estimated from a state quantity such as vibration of the vehicle body and a nominal model of vibration characteristics of the vehicle body. However, in order to estimate the disturbance force, it is necessary to model the dynamic characteristics of the disturbance force in some form in advance. For example, as shown in the following equation (4), an unknown disturbance force w is expressed by the state equation. Assuming in shape.

Here, the coefficients γ and H in the state model of the disturbance force are different depending on the shape of the disturbance force. As an example, when γ = 0 and H = 0 in the equation (4), the following equation (5) is obtained, and the model assumes a step disturbance force in which a constant force continues.

Further, as another disturbance force estimation model, for example, when the coefficient γ is expressed as the following expression (6), the expression (7) is derived.

  Therefore, the unknown disturbance force w is assumed to be a sinusoidal disturbance force having a frequency ω as shown in the following equation (8).

w = Asin (ωt + α) (8)
Thus, when an unknown disturbance force w model is preliminarily described in the form of a state equation, an expanded model of the following form is obtained as an expanded system state equation combined with a state model of a nominal model representing vehicle vibration. can get.

If the state equation of the expanded model according to the equation (9) is observable, the disturbance force observer 14 that can simultaneously estimate the state quantity X and the disturbance force w should be designed in the form of the following equation (10), for example Can do.

  Here, Xs and ws are the estimated state quantity and disturbance force, respectively. L1 and L2 are observer gains, and values can be designed so that the above-described observer becomes stable.

  FIG. 2 is a block diagram showing a detailed configuration of the disturbance force estimation observer 14a in the railway vehicle vibration control apparatus according to the present embodiment. However, since the D matrix is not used depending on the state quantity to be detected, D is set to 0 in FIG. 2 and its description is omitted. By configuring as shown in FIG. 2, the disturbance force estimation observer 14 a can be applied to the vehicle body based on the vehicle body state detection amount Y output by the vehicle body vibration detection acceleration sensors 11-1 and 11-2. The disturbance force w is estimated in real time.

  The disturbance force estimation observer 14a of the present embodiment has a function unique to the present invention for estimating the disturbance force applied to the vehicle body 1, and therefore the disturbance force estimation observer provided in the conventional apparatus of FIG. 14 will be described in detail.

  FIG. 3 is a block diagram showing a detailed configuration of a disturbance force estimation observer in a conventional railway vehicle vibration control apparatus. First, the disturbance force estimation observer 14 of the conventional apparatus estimates the cart vibrations Z1 and Z2 as described above. The feedforward controller 15 of the conventional apparatus calculates external forces w1 and w2 for the carriage based on the carriage vibration estimated by the disturbance force estimation observer 14, and performs feedforward control so as to cancel the carriage vibration. That is, the disturbance forces w1 and w2 are indirectly estimated based on the cart vibrations Z1 and Z2.

Here, the left and right vibration X of the railway vehicle, the rolling vibration θ, the actuator forces u1 and u2 of the front and rear carriages, and the disturbance forces w1 and w2, and the vibration characteristics of the vehicle are expressed by the following model (formula (11)). And

Theoretically, this model can be constructed based on vehicle specifications. However, since the state quantity of the model is only the vibration of the vehicle body, and the carriage part is not modeled, the control is not successful with respect to the impact disturbance applied from the carriage. Although the disturbance forces w1 and w2 are unknown, assuming that the carriage vibrations Z1 and Z2 and the white disturbance ζ are used as in the equation (12) and the expanded state equation is constructed, the equation (13) is obtained.

  A disturbance force estimation observer 14 is designed with respect to the equation (13), and the cart vibrations Z1 and Z2 that are not measured are estimated. The feedforward controller 15 calculates disturbance forces w1 and w2 by using the equation (12) based on the cart vibrations Z1 and Z2 estimated by the disturbance force estimation observer 14.

  On the other hand, the disturbance force estimation observer 14a in this embodiment directly estimates the aerodynamic disturbance forces w1 and w2 applied to the vehicle body 1 based on the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2. To do.

  Here, the left and right vibration X of the railway vehicle, the rolling vibration θ, the actuator forces u1 and u2 of the front and rear carriages, and the aerodynamic disturbance forces w1 and w2, and the vibration characteristics of the vehicle are expressed by a model of equation (11). . Theoretically, this model can be constructed based on vehicle specifications.

The model of the aerodynamic disturbance forces w1 and w2 is assumed to be expressed by the following equation (14) in this embodiment because the disturbance force system is unknown.

Assuming a disturbance force estimation model in the form of the equation (14), the vehicle vibration model according to the equation (11) includes the aerodynamic disturbance forces w1 and w2 in addition to X and θ as state quantities. Can be extended and transformed into the form of an equation.

The disturbance force estimation observer 14a in this embodiment directly estimates the aerodynamic disturbance forces w1 and w2 applied to the vehicle body 1 using equation (15). When a step waveform is assumed as the form of the disturbance forces w1 and w2 in the disturbance force estimation model of equation (14), DW is selected as in equation (16).

  FIG. 4 is a waveform diagram when a step waveform is assumed as a form of disturbance force.

Further, when a sinusoidal waveform having a constant period (ω _i ) is assumed as the form of the disturbance forces w1 and w2 in the disturbance force estimation model of equation (14), DW is selected as in equation (17).

  FIG. 5 is a waveform diagram when a sinusoidal waveform having a constant period is assumed as the form of the disturbance force.

  That is, the disturbance force estimation observer 14a in this embodiment can cope with various disturbance force patterns by changing DW11 to DW22, and directly estimate the aerodynamic disturbance forces w1 and w2 applied to the vehicle body 1. can do.

  When the aerodynamic disturbance forces w1 and w2 are estimated by the disturbance force estimation observer 14a, the feedforward controller 15 of the present embodiment cancels the disturbance forces based on the disturbance force estimated by the disturbance force estimation observer 14a. A feedforward signal Uff for performing feedforward control is generated (corresponding to the second control step of the present invention).

  In other words, the feedforward controller 15 feeds forward from the vehicle-to-cartridge actuator 6 to the vehicle body so that the disturbance force estimated by the disturbance force estimation observer 14a is just canceled or reduced as much as possible. The control force Uff is calculated.

An example of a method for calculating the feedforward control force so as to cancel the estimated state quantity w by each actuator will be described. When a model that takes into account two degrees of freedom of the center of gravity displacement and rotation of the vehicle body is used as the nominal model of the vehicle body vibration model, the unknown disturbance force w is estimated in the form of the following equation (18): W = [Fs, Ws] (18)
Here, Fs is a force generated at the center of gravity of the vehicle body 1, and Ws is a moment force generated at the center of gravity. When this is canceled by the feed forward controller 15 with two actuators, the front carriage and the rear carriage of the vehicle body, the force to be applied to the vehicle body from the vibration control devices arranged on the front carriage and the rear carriage of the vehicle body Are U1FF and U2FF, respectively, and are set as follows.

U1FF = Ws / 2 + Ws × L2 / (L1 + L2) (19)
U2FF = Ws / 2 + Ws × L1 / (L1 + L2) (20)
By setting the feedforward controller 15 as in the equations (19) and (20), the disturbance force w against the vehicle body can be directly canceled by the actuator force. Here, L1 and L2 are distances from the center of gravity of the vehicle body to the front and rear actuator positions.

  Finally, the sum of the vibration feedback control signal Ufb output from the feedback controller 13 and the feedforward control signal Uff output from the feedforward controller 15 is output to the actuator driving hardware 30, and the vehicle body − This is the driving force generated by the inter-trolley actuator 6.

  That is, the actuator driving hardware 30 drives the vehicle-to-cartridge actuator 6 based on the feedback signal Ufb generated by the feedback controller 13 and the feedforward signal Uff generated by the feedforward controller 15 ( Corresponding to the driving step of the present invention).

  In the vibration control apparatus for a railway vehicle according to the present embodiment, the disturbance force estimation observer 14a estimates the disturbance force w against the vehicle body 1 in real time by the above operation, and the feedforward force Uff for canceling the disturbance force wff from the vehicle body-dolly actuator 6. Since it is applied to the vehicle body 1, even when a sudden disturbance force is applied to the vehicle body 1, the disturbance generated in the vehicle body 1 by applying a reverse force so as to suppress shaking of the vehicle body 1 before the vehicle body 1 vibrates greatly. It is possible to suppress the occurrence of vibration before the force is canceled and the vehicle body 1 vibrates greatly.

  As described above, according to the railroad vehicle vibration control apparatus and railroad vehicle vibration control method according to the first embodiment of the present invention, against the aerodynamic disturbance force that has become a problem in recent years in the speeding up railcar, High vibration control effect can be given. That is, since the conventional railway vehicle vibration control device as shown in FIG. 12 performs feedforward control in which the vibration of the carriage 2 is estimated for trajectory fraud, the aerodynamic force applied directly to the vehicle body 1 without passing through the carriage 2. However, since the vibration control device of the railway vehicle according to the present embodiment directly estimates the aerodynamic disturbance force applied to the vehicle body 1, the aerodynamic disturbance force cannot be obtained with respect to a strong disturbance force. Vibration caused by disturbance force can be sufficiently suppressed.

  FIG. 6 is a waveform diagram showing the result of simulation of disturbance force estimation by the disturbance force estimation observer 14a in the railway vehicle vibration control apparatus of this embodiment. However, the disturbance force estimation observer 14a in this case assumes a step disturbance force set as a disturbance force estimation model and is in the form of equation (5). The waveform diagram shown in FIG. 6 is a simulation result in which the disturbance force estimation observer 14a is provided by the above-described method and the actual disturbance force is compared with the estimated value assuming that the vibration of the vehicle is a two-degree-of-freedom vibration model. As shown in FIG. 6, the disturbance force estimation model and the actual input disturbance coincide with each other, so that it can be seen that the disturbance force estimation observer 14a of this embodiment can estimate the disturbance force satisfactorily.

  FIG. 7 is a diagram schematically showing the vibration control force and the vehicle body vibration by the railway vehicle vibration control apparatus of the present embodiment. Compared to the case of the conventional apparatus shown in FIG. 11, the force for canceling the estimated disturbance force is applied as the feedforward control force. Therefore, a large vibration control force can be generated, and a great effect can be expected for vibration suppression.

  As described above, the railroad vehicle vibration control apparatus according to the present embodiment can estimate the disturbance force with high accuracy when the preset disturbance force estimation model and the actual disturbance substantially coincide with each other. Based on the feedforward control, a high vibration reduction effect can be expected even for a sudden disturbance force.

  However, if the preset disturbance force estimation model does not match the actual disturbance, it may be difficult to perform appropriate estimation. FIG. 8 is a waveform diagram showing the result of simulating another example of disturbance force estimation by the disturbance force estimation observer 14a in the railway vehicle vibration control apparatus of this embodiment. In the waveform shown in FIG. 8, when the disturbance force estimation observer 14 a sets the step disturbance force as a model for estimating the disturbance force, the disturbance force input to the vehicle body 1 is not a step force but a sine wave signal. The estimation results are shown. As shown in FIG. 8, when a disturbance force different from the estimation model is input, it is difficult for the disturbance force estimation observer 14a to perform accurate estimation. For this reason, the feedforward controller 15 using the estimation result cannot appropriately perform the feedforward control and cannot reduce the vibration.

  From the above, when the method shown in the first embodiment is used, it is determined whether or not the disturbance force estimation model can be set in a form close to the actual disturbance force. A method for automatically setting an estimation model that matches the actual disturbance force will be described in a second embodiment.

  In the present embodiment, the case where the vibration of the vehicle body 1 in the horizontal direction is described as an object, but it is not limited to the vibration in the horizontal direction. Moreover, although one method was shown as a configuration example of the disturbance estimation observer 14a, the method for estimating the disturbance force is not limited to the present estimation method, and another estimation method may be used.

  FIG. 9 is a block diagram showing the configuration of the railroad vehicle vibration control apparatus according to the second embodiment of the present invention. The difference from the railway vehicle vibration control apparatus according to the first embodiment shown in FIG. 1 is that the control hardware 12 is newly provided with a vehicle position detector 40 and a disturbance force estimation model selection data table 41. is there.

  The vehicle position detection unit 40 corresponds to the vehicle information detection unit of the present invention and detects the vehicle information of the railway vehicle. Specifically, the vehicle position detecting means 40 always detects the current position of the vehicle and grasps which section the vehicle is currently in.

  The disturbance force estimation model selection data table 41 corresponds to the selection unit of the present invention, and one of a plurality of disturbance force estimation models set in advance based on the vehicle information detected by the vehicle position detection unit 40. Select. Specifically, the disturbance force estimation model selection data table 41 records a disturbance force pattern assumed for each travel point.

  For example, the disturbance force estimation model selection data table 41 stores a disturbance force estimation model corresponding to a section such as a step disturbance model in the case of section 1 and a sine wave disturbance model in the case of section 2 as a table. The section where the current vehicle is located is specified based on the vehicle information detected by the vehicle position detector 40, and the estimation model corresponding to the section is selected and output.

  The disturbance force estimation observer 14b is added to the vehicle body 1 based on the disturbance force estimation model selected by the disturbance force estimation model selection data table 41 and the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2. Estimated disturbance force.

  Other configurations are the same as those of the first embodiment, and redundant description is omitted.

  Next, the operation of the present embodiment configured as described above will be described. The basic operation is the same as that of the first embodiment, but only the estimation model is selected. First, the vehicle position detection unit 40 detects the vehicle information of the railway vehicle and outputs it to the disturbance force estimation model selection data table 41. The vehicle position detection unit 40 according to the present embodiment detects position information as vehicle information of the railway vehicle, but the vehicle information is not necessarily limited to position information. For example, the vehicle information detection unit of the present invention uses the current travel position of the host vehicle, the current travel speed of the host vehicle, the expected passing time of a predetermined point, and the vehicle of another vehicle that passes the host vehicle as the vehicle information of the railcar. At least one of information and diagram information is detected.

  The disturbance force estimation model selection data table 41 selects one of a plurality of preset disturbance force estimation models based on the vehicle information detected by the vehicle position detection unit 40. Here, in the disturbance force estimation model selection data table 41, a disturbance force estimation model based on a step disturbance force is set in advance as one of a plurality of disturbance force estimation models. In addition, the disturbance force estimation model selection data table 41 preliminarily sets a disturbance force estimation model based on one or more sinusoidal disturbance forces as one of a plurality of disturbance force estimation models.

  The disturbance force estimation model selection data table 41 is a setting example of the disturbance force estimation model. For example, the step disturbance force model is used as the disturbance force estimation model in the tunnel section of section 2, and the resonance frequency of the vehicle body 1 in the straight section of section 8. The disturbance force assumed in each traveling section is recorded in advance in the form of a sine wave force model corresponding to

  The disturbance force estimation observer 14b is added to the vehicle body 1 based on the disturbance force estimation model selected by the disturbance force estimation model selection data table 41 and the detection results of the vehicle body vibration detection acceleration sensors 11-1 and 11-2. Estimated disturbance force.

  Other operations are the same as those in the first embodiment, and redundant description is omitted.

  As described above, according to the railcar vibration control apparatus and railcar vibration control method according to the second embodiment of the present invention, in addition to the effects of the first embodiment, based on the vehicle information of the host vehicle such as the position. By selecting an appropriate disturbance force estimation model, vibration can be reduced more effectively.

  For example, when the vehicle is traveling in a tunnel section, a large step-like instantaneous disturbance force received by the vehicle body 1 when entering and exiting the tunnel is the most problematic in terms of vehicle body vibration. However, the railroad vehicle vibration control apparatus according to the present embodiment detects that the vehicle is in the tunnel section in advance by the vehicle position detection unit 40, and the disturbance force estimation model selection data table 41 assumes a disturbance force estimation model assuming a step waveform. select.

  When entering the tunnel in this state, a disturbance force having a large step shape is applied to the vehicle body 1, and the disturbance force estimation observer 14b accurately estimates the step disturbance force in real time. As a result, the actuator driving hardware 30 applies a force to the vehicle body 1 to drive the body-to-carriage actuator 6 and cancel the disturbance force. As a result, the disturbance force to the vehicle body 1 is canceled before the vehicle body 1 is greatly shaken, and the vehicle body 1 can enter the tunnel without causing a large shake.

  On the other hand, as a disturbance force estimation model during traveling in a straight section, for example, a sinusoidal disturbance force corresponding to the resonance frequency of the vehicle body is assumed. In a straight section, there is little possibility that sudden disturbance force such as when entering a tunnel is applied to the vehicle body 1. Basically, a sinusoidal disturbance force corresponding to the resonance frequency of the vehicle body 1 has the greatest influence on the vehicle body vibration. .

  In addition, when there are a plurality of (for example, three) resonance frequencies at which the vehicle body 1 is likely to sway, an estimation model may be set by adding the plurality of sinusoidal disturbance forces. That is, the disturbance force estimation model selection data table 41 can set in advance a disturbance force estimation model using a plurality of sinusoidal disturbance forces as one of the plurality of disturbance force estimation models.

  In this embodiment, as a disturbance force estimation model when the vehicle body 1 is traveling in a straight section, the disturbance force estimation model selection data table 41 presets a disturbance force estimation model based on a sinusoidal disturbance force that matches the vehicle resonance frequency. is doing. Therefore, even if a disturbance force vibration that causes the vehicle body 1 to resonate and vibrate for some reason is applied, a force is applied so that it can be accurately estimated and canceled in advance, so that the vehicle body 1 always vibrates without resonating. There is little state maintained.

  As described above, the vibration control device for a railway vehicle according to the present embodiment maps the predicted disturbance force shape in advance for each section and adopts the most assumed disturbance force estimation model according to the traveling position of the vehicle. The disturbance force on the vehicle body 1 can be accurately estimated, and the occurrence of vibration can be suppressed regardless of the traveling section of the vehicle.

  The mapping in the present embodiment is merely an example, and the disturbance force pattern need not be particularly limited to the described step disturbance or sine wave disturbance.

  In addition, for example, even when passing a vehicle traveling in the opposite direction to the host vehicle, a large aerodynamic disturbance is received. If the passing time can be predicted from the current vehicle position information and the other party's information, if the model of the aerodynamic disturbance force at the time of passing is assumed in advance, the vibration at the time of passing will be greatly reduced. Is also possible.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1 Vehicle body 2 Carriage 3 Wheel 4 Vehicle suspension 5 Rail 6 Actuator 11 Vehicle body vibration detection acceleration sensor 12 Control hardware 13 Feedback controller 14, 14a, 14b Disturbance force estimation observer 15 Feed forward controller 21 Control calculation block 30 Actuator drive Hardware 40 Vehicle position detection unit 41 Disturbance force estimation model selection data table 50 Aerodynamic disturbance force to vehicle body 51 Rail disturbance force to truck unit

Claims (6)

An actuator installed between the body of the railway vehicle and the carriage,
A sensor for detecting vibration of the vehicle body;
A first control unit that generates a feedback signal for performing feedback control so as to suppress vibration of the vehicle body based on a detection result of the sensor;
A disturbance force estimation observer for estimating a disturbance force applied to the vehicle body based on a detection result of the sensor;
A second control unit that generates a feedforward signal for performing feedforward control so as to cancel the disturbance force based on the disturbance force estimated by the disturbance force estimation observer;
A drive unit that drives the actuator based on the feedback signal generated by the first control unit and the feedforward signal generated by the second control unit;
A railway vehicle vibration control apparatus comprising: A vehicle information detector for detecting vehicle information of the railway vehicle;
A selection unit that selects one of a plurality of preset disturbance force estimation models based on the vehicle information detected by the vehicle position detection unit;
2. The disturbance force estimation observer estimates a disturbance force applied to the vehicle body based on a disturbance force estimation model selected by the selection unit and a detection result of the sensor. Railway vehicle vibration control device.   The vehicle information detection unit includes, as vehicle information of the railway vehicle, a current travel position of the host vehicle, a current travel speed of the host vehicle, a predicted passing time of a predetermined point, vehicle information of another vehicle passing by the host vehicle, and The railway vehicle vibration control device according to claim 2, wherein at least one of the diamond information is detected.   4. The railway vehicle vibration control device according to claim 2, wherein the selection unit presets a disturbance force estimation model based on a step disturbance force as one of the plurality of disturbance force estimation models. 5.   The said selection part presets the disturbance force estimation model by one or more sinusoidal disturbance forces as one of the said several disturbance force estimation models, The any one of Claim 2 thru | or 4 characterized by the above-mentioned. The railway vehicle vibration control apparatus described. A first control step for generating a feedback signal for performing feedback control so as to suppress vibration of the vehicle body based on a detection result of a sensor that detects vibration of the vehicle body of the railway vehicle;
An estimation step in which a disturbance force estimation observer estimates a disturbance force applied to the vehicle body based on a detection result of the sensor;
A second control step for generating a feedforward signal for performing feedforward control so as to cancel the disturbance force based on the disturbance force estimated by the disturbance force estimation observer in the estimation step;
A driving step of driving an actuator installed between the vehicle body and the carriage based on the feedback signal generated by the first control step and the feedforward signal generated by the second control step;
A railway vehicle vibration control method comprising:

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