JP2018118536A - Railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle which can adequately control the vibration suppression in response to a transient trouble that is affected by a condition like an irregular railway state and worsens ride quality.SOLUTION: Regarding a railway vehicle 1, control values to suppress vibration for each objective frequency are calculated from the relation between values from vibration frequency memory 13b and the route information acquired from route information data 12b. Other organization information of another railway vehicle 20 which has almost same location information and running speed as the railway vehicle 1 that has location information P and running speed Vy is acquired from other organization information table 12c. Vibration suppression command value F to be outputted to a damper device 6 is calculated from both control values to suppress vibration for each objective frequency and the vibration information acquired from other organization information. Thus, because the vibration information of the other railway vehicle 20 running precedingly can be used for vibration suppression of the vehicle 1, the application of vibration suppression control to a transient trouble like an irregular condition of railway R improves ride quality.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a railway vehicle, and more particularly to a railway vehicle capable of appropriately executing vibration suppression control against a transient factor that deteriorates riding comfort such as a poor track condition.

  Conventionally, various types of vibration suppression control have been performed on railway vehicles in order to improve riding comfort. In Patent Document 1, in active vibration suppression control in which vibration detected by a vibration detection device such as the acceleration sensor 109 is suppressed by an actuator 106 and in semi-active vibration suppression control in which vibration is suppressed by a variable damper 127, GPS is further included. The own vehicle position detecting device 1 using the receiver 2 and a track section database 111 storing track section information (straight section, curved section, tunnel section, etc.) are provided, and the actuator 106 or the like according to the current position of the train A technique for improving the ride comfort by controlling the variable damper 127 is disclosed.

  Moreover, the railway vehicle of Patent Document 2 includes a vibration detection device 110 configured to include an acceleration sensor that detects acceleration in the sleeper direction (left-right direction) and a gyro sensor that detects rotation in the roll direction and yaw direction. In addition to being mounted on the first car, an actuator control device 120 that performs vibration damping control is mounted on all the cars. Then, the vibration detection device 110 of the first car transmits a control signal for the detected vibration to the actuator control device 120 of each car including the first car, and is controlled in each car by the actuator control device 120 of each car. A technique for improving ride comfort by performing vibration control is disclosed.

JP 2009-042179 A JP 2013-216284 A

  However, although the technique of Patent Document 1 controls the actuator 106 and the variable damper 127 according to the section information of the track on which the train travels, it is a temporary factor that deteriorates the ride comfort such as a bad track condition. However, there was a problem that it could not be dealt with.

  In the technique of Patent Document 2, vibration control is performed by the actuator control device 120 mounted on each car based on the vibration detected by the vibration detection device 110 mounted on the first car. In any case, at least car No. 1 has a follow-up vibration suppression control, and there is a problem that a timing delay occurs in the vibration suppression control.

  The present invention has been made in order to solve the above-described problems and the like, and a railway vehicle capable of appropriately executing vibration suppression control even for a transient factor that deteriorates riding comfort such as a bad track state. The purpose is to provide.

  In order to achieve this object, a railway vehicle of the present invention includes a vehicle having a vehicle body, vibration detection means for detecting vibration of the vehicle body, point information acquisition means for acquiring point information on a route on which the vehicle travels, Route information storage means for storing route information such as cant and curvature of the route in association with the point information of the route, and route information from the route information storage means based on the point information acquired by the point information acquisition means Reading means for reading, calculation means for calculating a vibration suppression command value for suppressing vibration of the vehicle body based on the route information read by the reading means and / or vibration detected by the vibration detecting means; A self-storing unit that stores vibration control information for the vehicle body based on a vibration suppression command value calculated by the calculation unit, and stores information on a route on which the vehicle travels and a traveling direction. At least a route and a traveling direction among the storage unit, the other train receiving unit that receives other train information about another rail vehicle transmitted from another rail vehicle, and the other train information received by the other train receiving unit The other knitting storage means for storing information, position information and vibration information, and the other knitting information stored in the other knitting storage means, the route and traveling direction information stored in the own knitting storage means are the same. , Another knitting acquisition means for acquiring other knitting information having position information within a predetermined distance from the point acquired by the point information acquiring means, and the calculation means is knitted by the other knitting acquisition means. When the information can be acquired, based on the acquired other organization information, the route information read by the reading means and / or the vibration detected by the vibration detecting means, And it calculates the suppressing vibration command value vibrations serial body.

  According to the railway vehicle of claim 1, when the other train information transmitted from the other train vehicle is received by the other train receiving means, at least the route and traveling direction information and the position information among the other train information. Vibration information is stored in the other train storage means. With respect to the point acquired by the point information acquisition unit, the route and the traveling direction information stored in the self-organization storage unit are the same from the other organization information stored in the other organization storage unit by the other organization acquisition unit. When other knitting information having position information within a predetermined distance is acquired, based on the acquired other knitting information and the route information read by the reading means and / or the vibration detected by the vibration detecting means. The vibration suppression command value for suppressing the vibration of the vehicle body is calculated by the calculation means, and the vibration suppression control of the vehicle body is performed based on the vibration suppression command value by the vibration suppression means.

  In this way, in the vibration suppression control of the own vehicle, it is possible to use vibration information of other railway vehicles that have traveled in advance, the same route and traveling direction, and substantially the same travel position. Riding comfort can be improved by performing vibration suppression control against transient factors such as poor track conditions. Further, since the vibration information stored in the other train storage means is used as the vibration information of other railway vehicles, the vibration control can be executed at an appropriate timing rather than following up by prefetching the vibration information.

  According to the railway vehicle of the second aspect, in addition to the effect of the first aspect, the following effect is achieved. That is, the other knitting storage means stores the speed information as a part of the other knitting information, and the other knitting acquisition means determines the route stored in the own knitting storage means from the other knitting information stored in the other knitting storage means and Other organization information having the same traveling direction information and having speed information within a predetermined speed with respect to the traveling speed detected by the speed detecting means is acquired. Then, the vibration damping control is performed by the calculation means and the vibration damping means using the other organization information. Here, the vibration information used for the vibration suppression control changes in accordance with the traveling speed of the vehicle. According to claim 2, the traveling speed of the host vehicle is included in the vibration information of other railway vehicles that have traveled in advance. Since the vibration suppression control is performed using the vibration information corresponding to the vibration control, the vibration suppression control can be appropriately performed.

  According to the railway vehicle of claim 3, in addition to the effect of claim 1 or 2, the following effect is obtained. That is, the other knitting storage means stores time information as a part of the other knitting information, and the other knitting acquisition means determines the route stored in the own knitting storage means from the other knitting information stored in the other knitting storage means and Other organization information having the same traveling direction information and having information within a predetermined period from the current time is acquired. Then, the vibration damping control is performed by the calculation means and the vibration damping means using the other organization information. Here, the state of the track changes with time. The more rail cars run, the worse the track condition, and vice versa, the track condition will improve. According to the third aspect, since the vibration suppression control is performed using the vibration information within a predetermined period from the current time among the vibration information of other rail vehicles that have traveled in advance, vibration suppression according to the state of the track is performed. Control can be performed.

  According to the railway vehicle of the fourth aspect, in addition to the effect of any one of the first to third aspects, the following effect is achieved. That is, when the track and the traveling direction in which the track maintenance work has been performed by the input means and the track maintenance work point and the track maintenance work point are input, the input route and the traveling direction are the same and other than before the track maintenance work. The other knitting information which is the knitting information and has the position information within the second predetermined distance from the track maintenance work point is deleted from the other knitting storage means by the deleting means. When track maintenance work is performed, the condition of the track is improved. Therefore, appropriate vibration suppression control cannot be performed using vibration information before the track maintenance work. According to claim 4, since the vibration information before the track maintenance work is deleted from the other train storage means, the current line condition is obtained by performing the vibration suppression control using the vibration information stored in the other train storage means. Vibration control can be performed according to The “second predetermined distance” may be the same as the “predetermined distance” in claim 1 or may be different.

  According to the railway vehicle of the fifth aspect, in addition to the effect of any one of the first to fourth aspects, the following effect is achieved. That is, the route and traveling direction information stored in the self-organization storage unit, the point information acquired by the point information acquisition unit, and the vibration information based on the vibration detected by the vibration detection unit are obtained during the traveling of the host vehicle. Transmitting means for transmitting to other railway vehicles is provided. Therefore, it is possible to provide vibration information for performing appropriate vibration suppression control for subsequent railway vehicles that will travel in the same traveling direction on the route on which the host vehicle is currently traveling.

It is the figure which showed the rail vehicle typically. (A) is a block diagram showing the electrical configuration of the railway vehicle, (b) is a diagram schematically showing the contents of the other organization information table, (c) schematically showing the contents of the vibration frequency. (D) is the figure which showed the content of the control parameter typically. It is a flowchart of a main process. It is a flowchart of track maintenance information input processing.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. With reference to FIG. 1, the structure of a rail vehicle is demonstrated. Hereinafter, the railway vehicle that constitutes its own vehicle organization is expressed as “own rail vehicle 1”, and the rail vehicle that constitutes another vehicle organization is expressed as “other rail vehicle 20”. The other railway vehicle 20 has the same configuration as the own railway vehicle 1.

  FIG. 1 is a diagram schematically showing the own railway vehicle 1. The traveling direction in the own railway vehicle 1 is a Y-axis direction, the left-right direction is an X-axis direction, and the up-down direction is a Z-axis direction. In the own railway vehicle 1, a vehicle body 4 is mounted on a carriage 2 having wheels 3 via a tilting device 5 that tilts the vehicle body 4 and a damper device 6. The damper device 6 is a device for suppressing vibrations in the X-axis direction in the vehicle body 4. The damper device 6 is connected to the carriage 2 and the vehicle body 4, and is configured by a damper capable of controlling a damping force for suppressing vibration in the X-axis direction in the vehicle body 4 by a vibration suppression command value F from the control device 10. .

The own railway vehicle 1 also includes a point acquisition device 7, a speed sensor 8 that detects the traveling speed of the own railway vehicle 1 (unit: km / h), and three axes of the own railway vehicle 1 (that is, the X axis and the Y axis). , Z-axis) direction acceleration sensor 9 for detecting the acceleration (unit: m / s ² ), communication device 17 for transmitting / receiving information D between the own railway vehicle 1 and the other railway vehicle 20, and the control device 10. Have The point acquisition device 7 is a point information P (unit: km), which is a distance from the starting point of the track R, transmitted from the point information transmission device 30 installed in the vicinity of the track R (track) where the railway vehicle 1 travels. ). The point information transmitting device 30 is installed in the vicinity of the track R at intervals at which the point information P is acquired every 100 ms by the point acquiring device 7 of the traveling railway vehicle 1.

  The control device 10 is a device for calculating the vibration damping command value F and outputting it to the damper device 6. The control device 10 acquires the vibration acquired from the route information corresponding to the point information P acquired from the point acquisition device 7 and the acceleration in the X-axis direction detected by the acceleration sensor 9 (hereinafter referred to as “lateral acceleration Ax”). The vibration damping that controls the damping force of the damper in the damper device 6 from the frequency and the other organization information that approximates the point information P of the own railway vehicle 1 and the traveling speed Vy of the own railway vehicle 1 received from the communication device 17. The command value F is calculated and output to the damper device 6. The vibration suppression command value F is also output to the damper device 6 of another railway vehicle (not shown) constituting its own vehicle organization simultaneously with the output of the own rail vehicle 1 to the damper device 6.

  Next, the electrical configuration of the railway vehicle 1 will be described with reference to FIG. FIG. 2A is a block diagram showing an electrical configuration of the railway vehicle 1. The control device 10 of the own railway vehicle 1 is provided with a CPU 11, a hard disk drive (HDD) 12, and a RAM 13, which are connected to an input / output port 15 via a bus line 14. The input / output port 15 includes an inclination device 5, a damper device 6, a point acquisition device 7, a speed sensor 8, an acceleration sensor 9, a real-time clock (RTC) 16 that measures the date and time, and a communication device 17. An input device 18 for inputting an instruction from the user to the control device 10 is connected to each other.

  The CPU 11 is an arithmetic unit that controls each unit connected by the bus line 14. The HDD 12 is a rewritable nonvolatile memory that stores programs executed by the CPU 11, various data, and the like, and stores a control program 12a, route information data 12b, and other organization information table 12c. When the control program 12a is executed by the CPU 11, the main process of FIG. 3 and the track information input process of FIG. 4 are executed.

  The route information data 12b is data in which route information corresponding to the point information P or the travel distance from the first departure point is stored. The route information is the curvature of the track R, cant (slope of the track R), and section information of the track R (straight section, curved section, tunnel section, etc.). The route information corresponding to the point information P is acquired by searching the route information data 12b by the point information P or the travel distance from the first departure point.

  The other organization information table 12c is a data table in which other organization information acquired from the other rail vehicles 20 is stored. The other organization information is date, route and traveling direction information, position, traveling speed, vibration frequency, and control parameters acquired or calculated during traveling in the other rail vehicle 20. The configuration of the other organization information table 12c will be described with reference to FIGS.

  FIG. 2B is a diagram schematically showing the contents of the other organization information table 12c. The other organization information table 12c includes a date memory 12c1 in which the date on which the other organization information is transmitted is stored, and the route and traveling direction information on which the other railway vehicle 20 was traveling when the other organization information was transmitted ( ”,“ Any other character string such as “XX line down” ”and the like, and the position of the other railcar 20 at the time of transmission of other organization information, that is, the initial position of the route and the other railcar 20 The position memory 12c3 that stores the distance (unit: km) to the head position (end in the traveling direction) of the vehicle, and the traveling speed (unit: km / h) of the other rail vehicle 20 when the other organization information is transmitted ) Is stored, the vibration frequency memory 12c5 in which the vibration frequency detected by the other railway vehicle 2 at the time of transmission of the other train information is stored, and calculated by the other rail vehicle 2 at the time of transmission of the other train information. , Constituting damping command value F A control parameter memory 12c6 which control parameters are stored is stored in association with that.

  Here, the configuration of the vibration frequency A1 stored in the vibration frequency memory 12c5 and the control parameter F1 stored in the control parameter memory 12c6 will be described with reference to FIGS. The vibration frequencies A2, A3,... Stored in the vibration frequency memory 12c5 have the same data structure as the vibration frequency A1, and the control parameters F2, F3,. Is the same data structure as that of the control parameter F1, and the description thereof is omitted.

  FIG. 2C is a diagram schematically showing the contents of the vibration frequency A1, and FIG. 2D is a diagram schematically showing the contents of the control parameter F1. The vibration frequency A1 in FIG. 2C has an amplitude memory A11, and the amplitude memory A11 performs vibration suppression control acquired from the frequency spectrum of the vibration frequency for 1 second detected by the other railway vehicle 20. An amplitude value (unit: dB) for each target frequency (hereinafter referred to as “target frequency”) is stored. The time for detecting the vibration frequency stored in the amplitude memory A11 is not limited to 1 second, and may be 1 second or more, or 1 second or less.

  In the present embodiment, the target frequency is a frequency calculated in advance by experiments and simulations. In the own rail vehicle 1 and the other rail vehicles 20 traveling on the same track R, the target frequencies are all the same. In FIG. 2C and FIG. 2D to be described later, 2.0 Hz, 2.4 Hz,..., 5.0 Hz are exemplified as the target frequency, but the present invention is not limited to this, and an experiment is performed. Other frequencies may be applied as appropriate according to the simulation results.

  The control parameter F1 in FIG. 2D has a vibration suppression control value memory F11 in which a vibration suppression control value is stored for each target frequency that is the same as that of the amplitude memory A11. These vibration suppression control values f1, f2,... Are components of the vibration suppression command value F output to the damper device 6, and are used by the damper device 6 of the other railway vehicle 20 to suppress vibrations at the target frequency. Is the control value. Although details will be described later, the vibration suppression command value F in the vibration suppression control of the own railway vehicle 1 includes the value of the amplitude memory A11 for each target frequency and the vibration suppression control value memory F11 of the other railway vehicle 20 that has traveled in advance. It is calculated taking into account the value of.

  Returning to FIG. The RAM 13 is a memory in which the CPU 11 stores various work data, flags, and the like so as to be rewritable when the program such as the control program 12a is executed, and a route name memory 13a in which the route on which the railway vehicle 1 travels and traveling direction information are stored. A vibration frequency memory 13b that stores a vibration frequency detected by the acceleration sensor 9, a control parameter memory 13c that stores a control parameter that constitutes a vibration suppression command value F to be output to the damper device 6, and a vibration suppression command value A vibration suppression command value memory 13d in which F is stored is provided. The memory configurations of the vibration frequency memory 13b and the control parameter memory 13c are the same as the vibration frequency A1 in FIG. 2C and the control parameter F1 in FIG.

  Next, with reference to FIG. 3, the main process performed by CPU11 of the own railway vehicle 1 is demonstrated. FIG. 3 is a flowchart of the main process. The main process is repeatedly executed from immediately after the start of traveling of the own railway vehicle 1 until the end of traveling.

  In the main process, first, each memory value is initially set (S1). Specifically, the route and traveling direction information is input from the input device 18 by the user and stored in the route name memory 13a. In the vibration frequency memory 13b, “0.0 dB” is stored in the amplitude memory A11, and in the vibration suppression control value memory F11 in the control parameter memory 13c, the control for each target frequency calculated in advance through experiments and simulations. The initial value of the vibration control value is stored.

  After the process of S1, it is confirmed by the communication apparatus 17 whether other organization information was received from the other railway vehicle 20 (S2). When other organization information is received from the other railway vehicle 20 (S2: Yes), the received other organization information is added to the other organization information table 12c (S3). On the other hand, when the other organization information is not received from the other railway vehicle 20, the process of S3 is skipped.

  After the processes of S2 and S3, it is determined whether 1 second has elapsed since the vibration frequency was calculated last time (that is, whether the vibration frequency is calculated) (S4). When 1 second has elapsed since the vibration frequency was calculated last time (S4: Yes), the left-right acceleration Ax for the latest 1 second is acquired, and a known discrete Fourier transform is performed to calculate a frequency spectrum. Of the calculated frequency spectrum, the amplitude value of the frequency spectrum at the target frequency is stored in the corresponding memory area of the vibration frequency memory 13b (S5). Note that the left-right acceleration Ax for the latest one second is acquired from a temporary memory area in which the values are accumulated in chronological order each time the left-right acceleration Ax is detected from the acceleration sensor 9. On the other hand, if 1 second has not elapsed since the vibration frequency was calculated last time (S4: No), the process of S5 is skipped.

After the processes of S4 and S5, it is confirmed whether the spot information P has been acquired from the spot acquisition device 7 (S6). When the point information P is acquired (S6: Yes), the route information (the curvature of the trajectory R, the cant and the position information P obtained from the value of the vibration frequency memory 13b and the route information data 12b plus the margin α) is obtained. The vibration suppression control value for each target frequency is calculated in consideration of the section information of the trajectory R and stored in the corresponding memory area of the control parameter memory 13c (S7).
Since the vibration suppression control value is calculated by a known method, the description thereof is omitted. The margin α takes into consideration the time from when the damping control value F is input to the damper device 6 until the control of the damper damping force change in the damper device 6 is completed, and the traveling speed Vy at that time. It is a set fluctuation value.

  On the other hand, when the point information P is not acquired (S6: No), the value of the vibration frequency memory 13b and the route information at the position obtained by adding the margin α to the travel distance from the starting point acquired from the route information data 12b In consideration of the above, the vibration suppression control value for each target frequency is calculated and stored in the corresponding memory area of the control parameter memory 13c (S8). The travel distance from the starting point is calculated by adding the travel speed Vy multiplied by the time difference from the previous processing of S8. Moreover, when the point information P is acquired, the point information P is set as the travel distance from the starting point. Since the method for calculating the vibration suppression control value is the same as the process of S7, the description thereof is omitted.

  After the processing of S7 and S8, the difference between the spot information P acquired from the spot acquisition device 7 and the value of the position memory 12c3 is within ± 200 m and the running speed Vy acquired from the speed sensor 8 from the other organization information table 12c. All the other organization information whose difference from the value of the speed memory 12c4 is within ± 10 km / h is acquired (S9). Then, it is confirmed whether other organization information has been acquired from the other organization information table 12c (S10).

  As a condition for acquiring the other organization information from the other organization information table 12c, the difference between the location information P acquired from the location acquisition device 7 and the value of the position memory 12c3 is within ± 200 m, but a value smaller than ± 200 m Or a large value. Similarly, as a condition for acquiring the other knitting information, the difference between the traveling speed Vy acquired from the speed sensor 8 and the value of the speed memory 12c4 is within ± 10 km / h, but may be a value smaller than ± 10 km / h. However, it may be a large value.

  In the process of S10, when the other knitting information cannot be acquired from the other knitting information table 12c (S10: No), the following formula 1 is used, based on the vibration suppression control value for each target frequency stored in the control parameter memory 13c. The damping command value F is calculated by adding all the results obtained by multiplying the respective gain constants to the weighting calculation shown, that is, the damping control value for each target frequency, and stored in the damping command value memory 13d. (S11).

  On the other hand, when the other organization information can be acquired from the other organization information table 12c in the process of S10 (S10: Yes), the vibration control value for each target frequency stored in the control parameter memory 13c and the other organization information table In the other knitting information acquired from 12c, the weighting calculation represented by Equation 2 to be described later based on the average value of the amplitude memory A11 for each same frequency and the average value of the vibration suppression control value memory F11, that is, other knitting By adding all the results obtained by multiplying the average value of the values in the amplitude memory A11 for each information frequency by the average value of the values in the vibration suppression control value memory F11 and the respective gain constants, the control results. The vibration command value F is calculated and stored in the vibration suppression command value memory 13d (S12).

なお、ゲイン定数Ｇ１〜Ｇｎ及び定数β，γは、予め実験やシミュレーションによって算出される０以上の固定値である。 Here, the vibration suppression control value for each target frequency stored in the control parameter memory 13c is expressed as fx (x is a positive integer of 1 to n, and n is the number of target frequencies, and is a positive value of 1 or more. If the average value of the value in the amplitude memory A11 in the other organization information acquired from the other organization information table 12c is Sax and the average value of the value in the vibration suppression control value memory F11 is fax, The vibration suppression command value F is calculated by Equation 1, and the vibration suppression command value F by the processing of S12 is calculated by Equation 2.

The gain constants G1 to Gn and the constants β and γ are fixed values of 0 or more calculated in advance through experiments and simulations.

  That is, in the process of S12 (Equation 2), for each vibration control value fx for each target frequency stored in the control parameter memory 13c, for each target frequency in the other composition information acquired from the other composition information table 12c. The vibration suppression command value F is calculated by multiplying the average values Sa1 to San of the amplitude memory A11 by the average values fa1 to fan of the values of the vibration suppression control value memory F11 for each target frequency. Therefore, the vibration suppression command value F taking into account the value of the amplitude memory A11 for each target frequency and the value of the vibration suppression control value memory F11 in the other railway vehicle 20 that has traveled in advance is calculated. Therefore, it is possible to improve the riding comfort by performing the vibration suppression control even for a transient factor detected by the other rail vehicle 20 that has traveled in advance, such as the state of the track R being bad.

  After the processes of S11 and S12, the value of the vibration suppression command value memory 13d is output to the damper device 6 (S13). After the processing of S13, the own vehicle information, that is, the current date acquired from the RTC 16, the value of the route name memory 13a, the current point information P, the traveling speed Vy acquired by the speed sensor 8, via the communication device 17, The value of the vibration frequency memory 13b and the value of the control parameter memory 13c are transmitted to the other railway vehicle 20 (S14). As a result, the value of the vibration frequency memory 13b and the value of the vibration frequency memory 13b for the future railway vehicle 20 traveling in the same traveling direction in the same traveling direction and approximating the point information P and the traveling speed Vy can be obtained. The value of the control parameter memory 13c can be provided. Therefore, the other railcar 20 can perform appropriate vibration suppression control in the same manner as the own railcar 1. After the process of S14, the process after S2 is repeated.

  Next, track maintenance information input processing executed by the CPU 11 of the railway vehicle 1 will be described with reference to FIG. The track maintenance information input process is a process of deleting the corresponding other scheduling information from the other scheduling information table 12c based on the information related to the track maintenance work for the track R input by the user. The track maintenance information input process is executed when the user instructs the input device 18 to start track maintenance information.

  In the track maintenance information input process, first, information related to track maintenance work, that is, date, route and traveling direction information, and a point at which track maintenance work was performed is input from the user via the input device 18 (S20). Then, by referring to the information related to the track maintenance input and the other organization information table 12c, the value of the date memory 12c1 stored in the other organization information table 12c is before the date when the track maintenance was performed, and the route name memory 12c2 All the other organization information whose value is the same as the route on which track maintenance work was performed and the traveling direction information and whose value in the position memory 12c3 is within ± 200 m of the point where the track maintenance work was performed is deleted (S21). . After the process of S21, the track maintenance information input process ends. The point where the other organization information is deleted from the other organization information table 12c is not limited to the range of ± 200 m of the point where the track is performed, and may be within a range of ± 200 m, or ± 200 m or more. It may be a range.

  The state of the track R is improved by performing track maintenance work. Therefore, the vibration suppression control of the own railway vehicle 1 cannot be appropriately performed using the other organization information before the track maintenance work. Therefore, by deleting the other knitting information corresponding to the track maintenance work information from the other knitting information table 12c, the other knitting information table 12c includes a vibration frequency memory 12c5 and a control parameter memory 12c6 corresponding to the state of the track R. Only is remembered. Since the vibration suppression command value F is calculated based on them, the vibration suppression control according to the current state of the track R can be performed. In addition, since unnecessary other organization information before track maintenance work is deleted from the other organization information table 12c, the memory efficiency of the other organization information table 12c is improved.

  As described above, according to the own railway vehicle 1 of the present embodiment, the vibration suppression control value for each target frequency is calculated from the value of the vibration frequency memory 13b and the route information acquired from the route information data 12b, and the control parameter It is stored in the memory 13c. The value of the route name memory 12c2 matches the value of the route name memory 13a from the other organization information table 12c storing the other organization information received from the other rail vehicle 20, and the value of the position memory 12c3 is the value of the own rail vehicle 1. All the other organization information in which the point information P and the value of the position memory 12c3 are within a range of ± 200 m and the difference between the traveling speed Vy of the own railway vehicle 1 and the value of the speed memory 12c4 is within ± 10 km / h are acquired. The vibration suppression control value for each target frequency stored in the control parameter memory 13c, the average value of the value of the amplitude memory A11 and the value of the vibration suppression control value memory F11 for the same target frequency in the acquired other knitting information The vibration suppression command value F is calculated from the value and output to the damper device 6.

  That is, in the vibration suppression control of the own railway vehicle 1, the other railway vehicles 20 that have traveled in advance are traveling on the same route and traveling direction as the own railway vehicle 1, and the traveling position and the traveling speed Vy are substantially omitted. Similarly, since the value of the vibration frequency memory 12c5 and the value of the control parameter memory 12c6 are used for calculating the vibration suppression command value F, the vibration suppression control is performed even for a transient factor such as a bad state of the track R. To improve riding comfort. Further, the value of the vibration frequency memory 12c5 and the value of the control parameter memory 12c6 change according to the traveling speed Vy, but are other organization information of the other rail vehicle 20 that has traveled in advance, and the value of the vibration frequency memory 12c5. Since the vibration suppression command value F is calculated using the value corresponding to the traveling speed Vy of the railway vehicle 1 among the values of the control parameter memory 12c6, the vibration suppression control can be performed appropriately. Further, since the value of the vibration frequency memory 12c5 and the value of the control parameter memory 12c6 are stored in the other organization information table 12c, the vibration suppression control can be executed at an appropriate timing instead of being followed by prefetching them. .

  Although the present invention has been described based on the embodiments, the present invention is not limited to the above-described embodiments, and various improvements and modifications can be easily made without departing from the spirit of the present invention. Can be inferred.

  In the above embodiment, the damper device 6 is configured to suppress the vibration of the vehicle body 4 in the X-axis direction. However, the present invention is not necessarily limited to this, and the damper device 6 suppresses vibrations of the vehicle body 4 in the Z-axis direction, and outputs a vibration suppression command value F that suppresses vibrations in the Z-axis direction from the control device 10. You may comprise as follows. In this case, instead of the vibration frequency in the X-axis direction, the vibration frequency in the Z-axis direction is acquired from the acceleration detected from the acceleration sensor 9, and the vibration suppression control value and the vibration suppression command value are based on the vibration frequency in the Z-axis direction. F may be calculated and output to the damper device 6.

  Further, the damper device 6 is configured to suppress vibrations in the X-axis direction and the Z-axis direction, and is configured to output a vibration suppression command value F that suppresses vibrations in the X-axis direction and the Z-axis direction from the control device 10. May be. In this case, the vibration frequency in the X-axis direction and the Z-axis direction is acquired from the acceleration detected from the acceleration sensor 9, and the vibration suppression control value and the vibration suppression command value F are calculated based on the vibration frequency in each axial direction. What is necessary is just to output to the damper apparatus 6, respectively.

  In the above embodiment, in the processes of S2 and S3 of the main process of FIG. 3, the other organization information received from the other railway vehicle 20 via the communication device 17 is stored in the other organization information table 12c. However, the present invention is not necessarily limited to this, and other organization information transmitted from the computer installed in the central control room, the station, or the maintenance factory that manages the operation of the own railway vehicle 1 through the communication device 17 or the like. You may comprise so that it may memorize | store in the other organization information table 12c. Moreover, you may comprise so that the other organization information input from the user with the input device 18 may be memorize | stored in the other organization information table 12c.

  In the above embodiment, in the process of S9 of the main process of FIG. 3, the difference between the point information P acquired from the point acquisition device 7 and the value of the position memory 12c3 from the other organization information table 12c is within ± 200 m, and the speed sensor The other configuration information is obtained in which the difference between the travel speed Vy acquired from 8 and the value of the speed memory 12c4 is within ± 10 km / h. However, the present invention is not necessarily limited to this. From the other organization information table 12c, the difference between the point information P and the value of the position memory 12c3 is within ± 200 m, and the difference between the traveling speed Vy and the value of the speed memory 12c4 is ± The other organization information may be acquired within 10 km / h and the value of the date memory 12c1 of the other organization information table 12c is within a predetermined period (for example, within 2 days) from the current date. As a result, the vibration control is performed using the other train information within a predetermined period from the current date among the other train information of the other rail vehicle 20 that has traveled in advance, so that the vibration control according to the state of the track R is performed. It can be performed.

  In the above embodiment, the vibration suppression control value for each target frequency calculated from the value of the vibration frequency memory 13b and the route information acquired from the route information data 12b in the processing of S7 and S8 of the main processing of FIG. The configuration is stored in the control parameter memory 13c. However, the present invention is not necessarily limited to this, and in the processing of S7 and S8, the vibration suppression control value for each target frequency calculated from only the value of the vibration frequency memory 13b may be stored in the control parameter memory 13c. Good. Further, the vibration suppression control value for each target frequency for each point is stored in the route information data 12c, and the vibration suppression control value for each target frequency corresponding to the point information P acquired from the point acquisition device 7 is stored in the control parameter memory 13c. It is good also as a structure memorize | stored.

  In the process of S12 of the main process in FIG. 3, the amplitude memory A11 having the same frequency in the other knitting information acquired from the other knitting information table 12c is added to the vibration suppression control value for each target frequency stored in the control parameter memory 13c. The vibration suppression command value F calculated by adding all the results of multiplying the average value of the values and the average value of the values of the vibration suppression control value memory F11 is stored in the vibration suppression command value memory 13d. However, the present invention is not necessarily limited to this, and a statistic other than the average value of the value of the amplitude memory A11 and the value of the vibration suppression control value memory F11, for example, a maximum value, a minimum value, a median value, or the like may be used as appropriate. Good.

  In the above embodiment, in the track maintenance information input process of FIG. 4, information related to track maintenance work is input from the input device 18, and other organization information corresponding to the information related to track maintenance work is deleted from the other organization information table 12 c. . However, the present invention is not necessarily limited thereto, and track maintenance information is transmitted via a communication device 17 or the like from a computer installed in a central control room, a station, or a maintenance factory that manages the operation of the own railway vehicle 1. The railcar 1 may be configured to delete the other organization information corresponding to the information about the track maintenance work from the other organization information table 12c when receiving the information about the track maintenance work.

  In the above embodiment, in the process of S21 of the track maintenance information input process of FIG. 4, the other schedule information within the range of ± 200 m of the point where the track maintenance work is input is deleted from the other schedule information table 12c. did. However, the present invention is not necessarily limited to this, and a section in which track maintenance work has been performed may be input, and other organization information corresponding to the section may be deleted from the other organization information table 12c.

1 own railway vehicle 20 other railway vehicle 4 vehicle body 6 damper device (vibration control means)
7 point acquisition device (point information acquisition means)
8 Speed sensor (speed detection means)
9 Acceleration sensor (vibration detection means)
12b Route information data (route information storage means)
12c Other organization information table (other organization storage means)
12c1 Date memory (time information of other organization information)
12c2 Route name memory (route and travel direction information of other organization information)
12c3 position memory (position information of other organization information)
12c4 Speed memory (speed information of other organization information)
12c5 Vibration frequency memory (part of vibration information of other organization information)
12c6 Control parameter memory (part of vibration information of other organization information)
13a Route name memory (self-organizing storage means)
13b Vibration frequency memory (part of vibration information by vibration detection means)
13c Control parameter memory (part of vibration information by vibration detection means)
13d Vibration suppression command value memory (Vibration suppression command value)
17 Communication device (other organization reception means, transmission means)
P Point information R Track (track)
S2, S3 Other train receiving means S7, S8 Reading means, part of calculating means S9 Other train acquiring means S11, S12 Part of calculating means S14 Transmitting means S20 Input means S21 Deleting means

Claims (5)

A vehicle having a vehicle body, vibration detection means for detecting vibration of the vehicle body, point information acquisition means for acquiring point information of a route on which the vehicle travels, and a cant or curvature of the route in association with the point information of the route Route information storage means for storing route information such as, a read means for reading route information from the route information storage means based on the spot information acquired by the spot information acquisition means, and a route read by the read means Based on information and / or vibration detected by the vibration detection means, a calculation means for calculating a vibration suppression command value for suppressing vibration of the vehicle body, and based on the vibration suppression command value calculated by the calculation means In a railway vehicle equipped with vibration damping means for performing vibration damping control of the vehicle body,
Self-organization storage means for storing the route on which the vehicle travels and traveling direction information;
Other organization receiving means for receiving other organization information about other rail vehicles transmitted from other rail vehicles;
Of the other knitting information received by the other knitting receiving means, other knitting storage means for storing at least the route and traveling direction information, position information, and vibration information;
From the other knitting information stored in the other knitting storage means, the route and traveling direction information stored in the own knitting storage means are the same, and within a predetermined distance from the point acquired by the point information acquisition means Other organization acquisition means for acquiring other organization information having the position information in,
When the other knitting information can be acquired by the other knitting acquisition means, the calculating means is detected by the acquired other knitting information, the route information read by the reading means and / or the vibration detecting means. And a vibration control command value for suppressing vibration of the vehicle body based on the vibration. Comprising a speed detecting means for detecting the traveling speed of the vehicle;
The other organization storage means stores speed information as a part of the other organization information,
The other knitting acquisition means has the same route and traveling direction information stored in the own knitting storage means from the other knitting information stored in the other knitting storage means, and the travel detected by the speed detection means 2. The railway vehicle according to claim 1, wherein the other train information having speed information within a predetermined speed with respect to the speed is acquired. The other organization storage means stores time information as a part of the other organization information,
The other knitting acquisition means has the same route and traveling direction information stored in the own knitting storage means from the other knitting information stored in the other knitting storage means, and is within a predetermined period from the present time. The railway vehicle according to claim 1 or 2, wherein the other organization information including information is acquired. The other organization storage means stores time information as a part of the other organization information,
When the track maintenance work is performed, an input means for inputting the route and the traveling direction in which the track maintenance work was performed, the time of the track maintenance work, and the track maintenance work point;
Other knitting information having the same route and the traveling direction inputted by the input means and other knitting information before the track maintenance work and having position information within a second predetermined distance with respect to the track work point The railway vehicle according to any one of claims 1 to 3, further comprising deletion means for deleting from the other train storage means.   Route and travel direction information stored in the self-organization storage means, spot information acquired by the spot information acquisition means, and vibration information based on the vibration detected by the vibration detection means, during traveling of the vehicle The railway vehicle according to claim 1, further comprising transmission means for transmitting to the other railway vehicle.

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