JP2019028007A - Railway vehicle simulation device, method and program - Google Patents
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Abstract
Description
本発明は、鉄道車両用シミュレーション装置、方法、及びプログラムに関する。特に、本発明は、トンネル区間の鉄道車両における車体振動加速度を予測する鉄道車両用シミュレーション装置、方法、及びプログラムに関する。 The present invention relates to a railway vehicle simulation apparatus, method, and program. In particular, the present invention relates to a railway vehicle simulation apparatus, method, and program for predicting vehicle body vibration acceleration in a railway vehicle in a tunnel section.
従来より、軌道外乱から車体振動加速度までの周波数伝達特性の逆特性と、事前に測定した走行時の車体振動加速度を用いて軌道外乱を推定し、外乱として試験機に付与する事で走行時の車体振動を再現する方法が知られている（特許文献１）。 Conventionally, by estimating the trajectory disturbance using the inverse characteristics of the frequency transfer characteristics from the trajectory disturbance to the vehicle body vibration acceleration and the vehicle body vibration acceleration at the time of traveling measured in advance, and applying it to the test machine as a disturbance, A method for reproducing vehicle body vibration is known (Patent Document 1).
しかしながら、上記特許文献１に記載の方法では、外乱として、空力外乱と、軌道外乱とを区別していないため、車体振動加速度を精度よく予測することができない、という問題がある。 However, the method described in Patent Document 1 has a problem that the vehicle body vibration acceleration cannot be accurately predicted because aerodynamic disturbance and orbital disturbance are not distinguished as disturbances.
本発明は、上記従来技術の問題点を解決するべくなされたものであり、トンネル区間における車体振動加速度を精度よく予測することができる鉄道車両用シミュレーション装置、方法、及びプログラムを提供することを課題とする。 The present invention has been made to solve the above-described problems of the prior art, and it is an object to provide a railway vehicle simulation apparatus, method, and program capable of accurately predicting vehicle body vibration acceleration in a tunnel section. And
本発明に係る鉄道車両用シミュレーション装置は、トンネル区間の鉄道車両の車体振動加速度を予測する鉄道車両用シミュレーション装置であって、前記鉄道車両の前記車体振動加速度の予測対象である車両をＡ、前記車体振動加速度の予測対象ではない車両をＢとした場合、トンネル区間で実測された前記車両Ｂの車体振動加速度に基づいて、トンネル区間の前記車両Ａの車体振動加速度の軌道外乱起因成分を推定し、トンネル区間で実測された前記車両Ｂの前記車体振動加速度と、トンネル区間で実測された前記車両Ａの車体振動加速度とに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度の空力外乱起因成分を推定する外乱起因成分推定部と、前記軌道外乱起因成分と、前記車両Ａの軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける軌道外乱を推定し、前記空力外乱起因成分と、前記車両Ａの空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける空力外乱を推定する外乱推定部と、前記軌道外乱と、前記空力外乱と、車両動力学モデルとに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度を予測する車体振動加速度予測部と、を含んで構成されている。 A railway vehicle simulation apparatus according to the present invention is a railway vehicle simulation apparatus that predicts vehicle body vibration acceleration of a railway vehicle in a tunnel section, wherein the vehicle that is a prediction target of the vehicle body vibration acceleration of the railway vehicle is A, When a vehicle that is not a prediction object of the vehicle body vibration acceleration is B, an orbital disturbance-causing component of the vehicle body vibration acceleration of the vehicle A in the tunnel section is estimated based on the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section. Based on the vehicle body vibration acceleration of the vehicle B measured in the tunnel section and the vehicle body vibration acceleration of the vehicle A measured in the tunnel section, the aerodynamic disturbance caused by the vehicle body vibration acceleration of the vehicle A in the tunnel section A disturbance-causing component estimator for estimating a component, the trajectory disturbance-causing component, and a reverse rotation of the vehicle A from the trajectory disturbance to the vehicle body vibration acceleration. Based on the number transfer characteristic, the trajectory disturbance that the vehicle A receives in the tunnel section is estimated, and based on the aerodynamic disturbance cause component and the reverse frequency transfer characteristic from the aerodynamic disturbance of the vehicle A to the vehicle body vibration acceleration, The vehicle body vibration acceleration of the vehicle A in the tunnel section is predicted based on the disturbance estimation unit that estimates the aerodynamic disturbance that the vehicle A receives in the tunnel section, the trajectory disturbance, the aerodynamic disturbance, and the vehicle dynamic model. A vehicle body vibration acceleration prediction unit.
本発明に係る鉄道車両用シミュレーション方法は、トンネル区間の鉄道車両の車体振動加速度を予測する鉄道車両用シミュレーション装置における鉄道車両用シミュレーション方法であって、前記鉄道車両の前記車体振動加速度の予測対象である車両をＡ、前記車体振動加速度の予測対象ではない車両をＢとした場合、外乱起因成分推定部が、トンネル区間で実測された前記車両Ｂの車体振動加速度に基づいて、トンネル区間の前記車両Ａの車体振動加速度の軌道外乱起因成分を推定し、トンネル区間で実測された前記車両Ｂの前記車体振動加速度と、トンネル区間で実測された前記車両Ａの車体振動加速度とに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度の空力外乱起因成分を推定するステップと、外乱推定部が、前記軌道外乱起因成分と、前記車両Ａの軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける軌道外乱を推定し、前記空力外乱起因成分と、前記車両Ａの空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける空力外乱を推定するステップと、車体振動加速度予測部が、前記軌道外乱と、前記空力外乱と、車両動力学モデルとに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度を予測するステップと、を含む。 A railway vehicle simulation method according to the present invention is a railway vehicle simulation method in a railway vehicle simulation apparatus that predicts vehicle body vibration acceleration of a railway vehicle in a tunnel section, and is a prediction target of the vehicle body vibration acceleration of the railway vehicle. Assuming that a certain vehicle is A and a vehicle that is not subject to prediction of the vehicle body vibration acceleration is B, the disturbance-causing component estimation unit determines the vehicle in the tunnel section based on the vehicle body vibration acceleration of the vehicle B measured in the tunnel section. Based on the vehicle body vibration acceleration of the vehicle B measured in the tunnel section and the vehicle body vibration acceleration of the vehicle A actually measured in the tunnel section A step of estimating an aerodynamic disturbance-causing component of the vehicle body vibration acceleration of the vehicle A, and a disturbance estimating unit comprising: Based on the disturbance-causing component and the reverse frequency transfer characteristic from the trajectory disturbance of the vehicle A to the vehicle body vibration acceleration, the trajectory disturbance received by the vehicle A in the tunnel section is estimated, and the aerodynamic disturbance-causing component and the vehicle A A step of estimating the aerodynamic disturbance that the vehicle A receives in the tunnel section based on the reverse frequency transmission characteristics from the aerodynamic disturbance to the vehicle body vibration acceleration, and the vehicle body vibration acceleration prediction unit, the track disturbance, the aerodynamic disturbance, Predicting the vehicle body vibration acceleration of the vehicle A in the tunnel section based on the vehicle dynamics model.
本発明に係るプログラムは、トンネル区間の鉄道車両の車体振動加速度を予測するためのプログラムであって、前記鉄道車両の前記車体振動加速度の予測対象である車両をＡ、前記車体振動加速度の予測対象ではない車両をＢとした場合、コンピュータを、トンネル区間で実測された前記車両Ｂの車体振動加速度に基づいて、前記車両Ａの車体振動加速度の軌道外乱起因成分を推定し、トンネル区間で実測された前記車両Ｂの前記車体振動加速度と、トンネル区間で実測された前記車両Ａの車体振動加速度とに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度の空力外乱起因成分を推定する外乱起因成分推定部、前記軌道外乱起因成分と、前記車両Ａの軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける軌道外乱を推定し、前記空力外乱起因成分と、前記車両Ａの空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける空力外乱を推定する外乱推定部、及び前記軌道外乱と、前記空力外乱と、車両動力学モデルとに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度を予測する車体振動加速度予測部として機能させるためのプログラムである。 A program according to the present invention is a program for predicting a vehicle body vibration acceleration of a railway vehicle in a tunnel section, wherein the vehicle that is a prediction target of the vehicle body vibration acceleration of the rail vehicle is A, and a vehicle body vibration acceleration prediction target If the vehicle is not B, the computer estimates the orbital disturbance cause component of the vehicle body vibration acceleration of the vehicle A based on the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section, and is measured in the tunnel section. Based on the vehicle body vibration acceleration of the vehicle B and the vehicle body vibration acceleration of the vehicle A actually measured in the tunnel section, an aerodynamic disturbance cause component of the vehicle body vibration acceleration of the vehicle A in the tunnel section is estimated. Based on the component estimation unit, the orbital disturbance causing component, and the reverse frequency transfer characteristic from the orbital disturbance of the vehicle A to the vehicle body vibration acceleration, the tunnel Between the aerodynamic disturbance component and the reverse frequency transfer characteristic from the aerodynamic disturbance of the vehicle A to the vehicle body vibration acceleration, the aerodynamic force received by the vehicle A in the tunnel section Based on a disturbance estimation unit that estimates a disturbance, and the orbital disturbance, the aerodynamic disturbance, and a vehicle dynamic model, the vehicle body vibration acceleration prediction unit that predicts the vehicle body vibration acceleration of the vehicle A in a tunnel section It is a program for.
本発明の一態様である鉄道車両用シミュレーション装置、方法、及びプログラムによれば、車両Ａにおいてトンネル区間で実測された車体振動加速度と、車両Ｂにおいてトンネル区間で実測された車体振動加速度と、に基づいて、車体振動加速度の軌道外乱起因成分、及び空力外乱起因成分を推定し、軌道外乱から車体振動加速度までの逆周波数伝達特性と、空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、軌道外乱と空力外乱とを推定することにより、トンネル区間における車体振動加速度を精度よく予測することができる。 According to the railway vehicle simulation apparatus, method, and program that are one aspect of the present invention, the vehicle vibration acceleration measured in the tunnel section in the vehicle A and the vehicle vibration acceleration measured in the tunnel section in the vehicle B Based on the estimation of the orbital disturbance component and aerodynamic disturbance component of the vehicle body vibration acceleration, and based on the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration and the reverse frequency transfer characteristic from the aerodynamic disturbance to the vehicle body vibration acceleration Thus, by estimating the orbital disturbance and the aerodynamic disturbance, the vehicle body vibration acceleration in the tunnel section can be accurately predicted.
以下、添付図面を適宜参照しつつ、本発明の一実施形態に係る鉄道車両用シミュレーション装置について説明する。なお、本実施形態では、トンネル区間において動揺防止制御を適用した場合の車体振動加速度を予測する場合を例に挙げて説明する。 Hereinafter, a railway vehicle simulation apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings as appropriate. In the present embodiment, a case where the vehicle body vibration acceleration is predicted when the anti-sway control is applied in the tunnel section will be described as an example.
＜本発明の実施の形態の概要＞
図１に示す動揺防止制御を行う制御装置１０では１車両につきそれぞれ２個の加速度センサ１２、アクチュエータ１４を配置し、車体１６に生じる３種類(左右動、ローリング(ロール)、ヨーイング)の左右幅方向の振動を低減する制御を実施する(図２、３参照)。
<Outline of Embodiment of the Present Invention>
1 includes two acceleration sensors 12 and actuators 14 for each vehicle, and the left and right widths of three types (left and right motion, rolling (roll), yawing) generated in the vehicle body 16 are arranged. The control which reduces the vibration of a direction is implemented (refer FIG. 2, 3).
その３種類の振動についての車体運動方程式より、左右動とロールは連成した振動であり、ヨーイングはそれらとは独立した振動であることが分かる。そこで車体１６に生じる振動を、左右動及びロールの組み合わせと、ヨーイングとの２つに分離して制御を実施する。アクチュエータ発生力演算フローを図４に示す。なお、２個の加速度センサ１２は、前位加速度センサ１２Ａと後位加速度センサ１２Ｂであり、２個のアクチュエータ１４は、前位アクチュエータ１４Ａと後位アクチュエータ１４Ｂである。 From the body motion equations for the three types of vibrations, it can be seen that the left-right motion and the roll are coupled vibrations, and yawing is a vibration independent of them. Therefore, the vibration generated in the vehicle body 16 is separated into two, that is, a combination of left / right movement and roll, and yawing, and control is performed. The actuator generation force calculation flow is shown in FIG. The two acceleration sensors 12 are a front acceleration sensor 12A and a rear acceleration sensor 12B, and the two actuators 14 are a front actuator 14A and a rear actuator 14B.
アクチュエータ発生力演算フローでは、前位加速度センサ１２Ａと後位加速度センサ１２Ｂで検出した車体床面左右加速度に基づき、ヨーイング加速度、左右動＋ロール加速度をまず算出し、次にヨーイング制御器１８、左右動＋ロール制御器２０でヨーイングアクチュエータ発生力指令、左右動＋ロールアクチュエータ発生力指令を算出し、そして前位アクチュエータ１４Ａに対する発生力指令、後位アクチュエータ１４Ｂに対する発生力指令を算出する。 In the actuator generation force calculation flow, yaw acceleration, left / right movement + roll acceleration are first calculated based on the vehicle body floor surface lateral acceleration detected by the front acceleration sensor 12A and the rear acceleration sensor 12B, and then the yaw controller 18 The motion + roll controller 20 calculates a yawing actuator generated force command and a left / right motion + roll actuator generated force command, and calculates a generated force command for the front actuator 14A and a generated force command for the rear actuator 14B.
この動揺防止制御の制御性能を調整する工程においては制御適用時の車体振動加速度が意図通りになるようにヨーイング制御器１８、左右動＋ロール制御器２０のパラメータを試行錯誤的に変え、適正化する。走行試験を繰り返し実施することで、その調整を実施することが理想であるが、費用がかかるため、回数に制約がある。そこで制御非適用時の走行試験（図５）をまず実施し、制御適用時の走行試験（図６）の結果を予測するシミュレーションを繰り返し実施し、ヨーイング制御器１８、左右動＋ロール制御器２０のパラメータを適正化する。 In the process of adjusting the control performance of the anti-sway control, the parameters of the yawing controller 18 and the left / right movement + roll controller 20 are changed by trial and error so that the vehicle body vibration acceleration at the time of application of the control becomes as intended. To do. Although it is ideal to perform the adjustment by repeatedly performing the running test, the number of times is limited because it is expensive. Therefore, a running test when the control is not applied (FIG. 5) is first performed, and a simulation for predicting a result of the running test when the control is applied (FIG. 6) is repeatedly performed. Optimize the parameters.
ここで、従来のシミュレーション方法について述べる。まず、制御非適用時の軌道外乱から車体振動加速度までの周波数伝達特性(G1p)、制御適用時の軌道外乱から車体振動加速度までの周波数伝達特性(G1a)、制御非適用状態における走行試験の結果得られる車体振動加速度(Y1p)は既知である。また、同位置を同速度で走行した場合、実軌道外乱(D1)は制御非適用、適用に関わらず同一となる（図７、図８参照）。そこで、周波数伝達特性G1pから制御非適用時の軌道外乱から車体振動加速度までの逆周波数伝達特性(G1p -1)を算出し、これを用いて、車体振動加速度Y1pから推定軌道外乱(D1s)を計算し、更に周波数伝達特性G1aを用いて制御適用状態における車体振動加速度(Y1as)を推定する（図８参照）。 Here, a conventional simulation method will be described. First, frequency transfer characteristics from orbital disturbance to vehicle body vibration acceleration when control is not applied (G 1p ), frequency transfer characteristics from orbital disturbance to vehicle body vibration acceleration when control is applied (G 1a ), running test in non-control state The vehicle body vibration acceleration (Y 1p ) obtained as a result of is known. When traveling at the same speed at the same position, the actual trajectory disturbance (D 1 ) is the same regardless of whether the control is applied or not applied (see FIGS. 7 and 8). Therefore, to calculate the inverse frequency transfer characteristics from the track disturbance time control is not applied from the frequency transfer characteristic G 1p to the vehicle body vibration acceleration (G 1p -1), by using the estimated trajectory disturbance from the vehicle body vibration acceleration Y 1p ( D 1s ) is calculated, and the vehicle body vibration acceleration (Y 1as ) in the control application state is estimated using the frequency transfer characteristic G 1a (see FIG. 8).
ここで、各変数の定義をまとめて以下に記載する。 Here, the definition of each variable is summarized and described below.
D1:実軌道外乱
G1p:軌道外乱から車体振動加速度までの周波数伝達特性(制御非適用)
G1a:軌道外乱から車体振動加速度までの周波数伝達特性(制御適用)
Y1p:車体振動加速度(制御非適用、走行試験結果)
Y1a:車体振動加速度(制御適用、走行試験結果)
G1p -1:軌道外乱から車体振動加速度までの逆周波数伝達特性(制御非適用)
D1s:推定軌道外乱
Y1ps:車体振動加速度(制御非適用、シミュレーション結果)
Y1as:車体振動加速度(制御適用、シミュレーション結果)
D 1 : Actual orbital disturbance
G 1p : Frequency transfer characteristics from trajectory disturbance to vehicle body vibration acceleration (control not applied)
G 1a : Frequency transfer characteristics from orbital disturbance to vehicle body vibration acceleration (control application)
Y 1p : Body vibration acceleration (control not applied, running test result)
Y 1a : Body vibration acceleration (application of control, running test result)
G 1p -1 : Reverse frequency transfer characteristics from orbital disturbance to vehicle body vibration acceleration (control not applied)
D 1s : Estimated orbital disturbance
Y 1ps : Body vibration acceleration (control not applied, simulation result)
Y 1as : Body vibration acceleration (control application, simulation result)
この従来のシミュレーション方法では、車両に対する外乱を軌道外乱しか想定していないため、軌道外乱以外の外乱が車両に影響する場合は、制御適用時の車体振動加速度を精度良く推定することができないことが課題である。具体的にはトンネル区間を車両が走行する場合、軌道外乱に加えてトンネル側面と車体１６の側面との間で生じる変動空気力（空力外乱）が車両に対する外乱となる(図９)。この場合、制御適用時の車体振動加速度を精度良く予測することができない。 In this conventional simulation method, since only a trajectory disturbance is assumed as a disturbance to the vehicle, if a disturbance other than the orbital disturbance affects the vehicle, the vehicle body vibration acceleration at the time of applying the control may not be accurately estimated. It is a problem. Specifically, when a vehicle travels in a tunnel section, fluctuating aerodynamic force (aerodynamic disturbance) generated between the side surface of the tunnel and the side surface of the vehicle body 16 in addition to the orbital disturbance becomes a disturbance to the vehicle (FIG. 9). In this case, the vehicle body vibration acceleration when the control is applied cannot be accurately predicted.
そこで、本発明の実施の形態では、トンネル区間を車両が走行する場合、軌道外乱と空力外乱とをそれぞれ考慮して、制御適用時の進行方向後方車両での車体振動加速度を精度良く予測する。 Therefore, in the embodiment of the present invention, when the vehicle travels in the tunnel section, the vehicle body vibration acceleration in the vehicle behind in the traveling direction when the control is applied is accurately predicted in consideration of the orbital disturbance and the aerodynamic disturbance.
＜車体振動加速度の予測原理＞
制御適用状態、トンネル区間、進行方向後方車両での走行試験（図１１）の結果を予測するためには、軌道外乱だけでなく、空力外乱を想定したシミュレーション環境を構築する必要がある。具体的には図１３に示すシミュレーション環境を構築できれば、制御非適用状態、トンネル区間における走行試験（図１０）を実施した結果から、精度良く車体振動加速度を再現する事が可能である。図１３のシミュレーション環境実現のためには、逆周波数伝達特性G1p -1、G2p -1、車体振動加速度の軌道外乱起因成分Y1pk、空力外乱起因成分Y1paが必要である。ここで、周波数伝達特性G1p、G2pは既知であるため、逆周波数伝達特性G1p -1G2p -1は構築可能ある。車体振動加速度Y1pは計測可能であるが、車体振動加速度の軌道外乱起因成分Y1pk、空力外乱起因成分Y1paをそれぞれ独立して計測することができない。そのため車体振動加速度の軌道外乱起因成分Y1pk、空力外乱起因成分Y1paを推定する必要がある。
<Prediction principle of vehicle body vibration acceleration>
In order to predict the results of the driving test (FIG. 11) in the control application state, the tunnel section, and the vehicle behind in the traveling direction, it is necessary to construct a simulation environment assuming not only the orbital disturbance but also the aerodynamic disturbance. Specifically, if the simulation environment shown in FIG. 13 can be constructed, it is possible to accurately reproduce the vehicle body vibration acceleration from the result of the running test (FIG. 10) in the non-control applied state and the tunnel section. In order to realize the simulation environment of FIG. 13, the reverse frequency transfer characteristics G 1p −1 and G 2p −1 , the orbital disturbance causing component Y 1pk of the vehicle body vibration acceleration, and the aerodynamic disturbance causing component Y 1pa are required. Here, since the frequency transfer characteristics G 1p and G 2p are known, the inverse frequency transfer characteristics G 1p −1 G 2p −1 can be constructed. The vehicle body vibration acceleration Y 1p can be measured, but can be measured track disturbance component due Y pK-vehicle body vibration acceleration, aerodynamic disturbance component due Y 1 Pa independently. Therefore, it is necessary to estimate the orbital disturbance causing component Y 1pk and the aerodynamic disturbance causing component Y 1pa of the vehicle body vibration acceleration.
ここで、各変数の定義をまとめて以下に記載する。 Here, the definition of each variable is summarized and described below.
D2:実空力外乱
G2p:空力外乱から車体振動加速度までの周波数伝達特性(制御非適用)
G2a:空力外乱から車体振動加速度までの周波数伝達特性(制御適用)
Y1pk:車体振動加速度の軌道外乱起因成分(制御非適用、走行試験結果)
Y1pa:車体振動加速度の空力外乱起因成分(制御非適用、走行試験結果)
Y1ak:車体振動加速度の軌道外乱起因成分(制御適用、走行試験結果)
Y1aa:車体振動加速度の空力外乱起因成分(制御適用、走行試験結果)
G2p -1:軌道外乱から車体振動加速度までの逆周波数伝達特性(制御非適用)
D2s:推定空力外乱
Y1pks:車体振動加速度の軌道外乱起因成分(制御非適用、シミュレーション結果)
Y1pas:車体振動加速度の空力外乱起因成分(制御非適用、シミュレーション結果)
Y1aks:車体振動加速度の軌道外乱起因成分(制御適用、シミュレーション結果)
Y1aas:車体振動加速度の空力外乱起因成分(制御適用、シミュレーション結果)
D 2 : Actual aerodynamic disturbance
G 2p : Frequency transfer characteristics from aerodynamic disturbance to vehicle body vibration acceleration (control not applied)
G 2a : Frequency transfer characteristics from aerodynamic disturbance to vehicle body vibration acceleration (control application)
Y 1pk : Track disturbance component of vehicle body vibration acceleration (control not applied, running test result)
Y 1pa : Components caused by aerodynamic disturbance in vehicle body vibration acceleration (control not applied, running test results)
Y 1ak : Track disturbance cause component of vehicle body vibration acceleration (application of control, running test result)
Y 1aa : Component caused by aerodynamic disturbance in vehicle body vibration acceleration (control application, running test results)
G 2p -1 : Reverse frequency transfer characteristics from orbital disturbance to vehicle body vibration acceleration (control not applied)
D 2s : Estimated aerodynamic disturbance
Y 1pks : Orbital disturbance component of vehicle body vibration acceleration (control not applied, simulation result)
Y 1pas : Components caused by aerodynamic disturbances in vehicle body vibration acceleration (control not applied, simulation results)
Y 1aks : Trajectory disturbance component of vehicle body vibration acceleration (control application, simulation results)
Y 1aas : Components caused by aerodynamic disturbances in vehicle body vibration acceleration (control application, simulation results)
次に、明かり区間、トンネル区間の走行試験結果を解析した。 Next, the driving test results in the light section and tunnel section were analyzed.
10両編成の上り列車を解析対象としているため、1号車が進行方向先頭車両、10号車が進行方向最後尾車両である。図14に、制御非適用時と適用時の加速度振幅Rの比(式(1))を計算した場合に想定される結果を示す。 Since the 10-car train is the subject of analysis, the first car is the leading vehicle in the traveling direction and the tenth car is the last traveling vehicle. FIG. 14 shows a result assumed when the ratio (formula (1)) of acceleration amplitude R between when control is not applied and when applied.
ここで、図10、11より、振幅比は式(2)で表される。空力外乱が無視できる場合(D2=0)、その振幅比は式(3)となる。空力外乱が存在する場合、振幅比は外乱の大きさに依存し変化する(式(2))。一方、空力外乱が無視できる場合は外乱の大きさに依存せず同一となる(式(3))。 Here, from FIGS. 10 and 11, the amplitude ratio is expressed by equation (2). When the aerodynamic disturbance can be ignored (D 2 = 0), the amplitude ratio is expressed by Equation (3). When an aerodynamic disturbance exists, the amplitude ratio changes depending on the magnitude of the disturbance (Equation (2)). On the other hand, when the aerodynamic disturbance can be ignored, it is the same regardless of the magnitude of the disturbance (Equation (3)).
図14より、進行方向後方車両では明かり、トンネルの振幅比に差異が生じている。これは空力外乱が存在する事による差異である。一方で、進行方向前方車両では明かり、トンネルの振幅比は同等である。この結果から、進行方向前方車両であればトンネル区間においても空力外乱を無視できる(表１参照)。その場合、車体振動加速度の軌道外乱起因成分Y1pk、空力外乱起因成分Y1paは前方車両の車体振動加速度及び後方車両の車体振動加速度から推定できる。(式(4)、(5)) From FIG. 14, it is clear that the vehicle is behind the traveling direction, and there is a difference in the amplitude ratio of the tunnel. This is a difference due to the presence of aerodynamic disturbances. On the other hand, it is bright for vehicles ahead in the direction of travel, and the tunnel amplitude ratio is the same. From this result, aerodynamic disturbance can be ignored even in the tunnel section if the vehicle is ahead in the traveling direction (see Table 1). In that case, the orbital disturbance causing component Y 1pk and the aerodynamic disturbance causing component Y 1pa of the vehicle body vibration acceleration can be estimated from the vehicle body vibration acceleration of the front vehicle and the vehicle body vibration acceleration of the rear vehicle. (Formula (4), (5))
ただし、Y1p_fは、制御非適用時における走行試験結果（進行方向前方車両)で得られる車体振動加速度であり、Y1p_rが、制御非適用における走行試験結果（進行方向後方車両）で得られる車体振動加速度である。 However, Y 1P_f is body vibration acceleration obtained in the running test results (direction of travel the vehicle) when the control is not applied, the vehicle body which Y 1P_r are obtained in the running test result of control is not applied (the traveling direction rearward vehicle) It is vibration acceleration.
以上説明した原理により、本発明の実施の形態では、鉄道車両が走行中に受ける空力外乱の影響が無視できないトンネル区間の進行方向後方車両において、動揺防止制御を適用した状態における車体振動加速度を、動揺防止制御が非適用の状態において走行試験を実施し得られる車体振動加速度と車両動力学モデルとを用いて予測するシミュレーションを行う。具体的には、シミュレーションは、以下の要件で構成される。 Based on the principle described above, in the embodiment of the present invention, the vehicle body vibration acceleration in the state where the anti-sway control is applied to the rear vehicle in the traveling direction of the tunnel section in which the influence of the aerodynamic disturbance that the railway vehicle receives during traveling can not be ignored. A simulation is performed to predict using vehicle body vibration acceleration and a vehicle dynamics model obtained by performing a running test in a state where the anti-sway control is not applied. Specifically, the simulation is composed of the following requirements.
（１）シミュレーションモデルが図15の構造を持つ。 (1) The simulation model has the structure shown in FIG.
（２）推定軌道外乱(D1s)は車両動力学モデルの台車、若しくは輪軸の変位を決める外乱である。 (2) Estimated trajectory disturbance (D 1s ) is a disturbance that determines the displacement of the bogie or wheel shaft of the vehicle dynamic model.
（３）推定空力外乱(D2s)は車両動力学モデルの車体に直接作用する外力である。 (3) The estimated aerodynamic disturbance (D 2s ) is an external force that directly acts on the vehicle body of the vehicle dynamic model.
（４）車体振動加速度の軌道外乱起因成分Y1pk、空力外乱起因成分Y1paは、制御非適用状態での走行試験時の進行方向前方、後方車両の車体振動加速度から推定(式(4)、(5)）する。 (4) The orbital disturbance cause component Y 1pk and the aerodynamic disturbance cause component Y 1pa of the vehicle body vibration acceleration are estimated from the vehicle body vibration acceleration of the front and rear vehicles in the traveling test in the non-control application state (formula (4), (5)).
（５）進行方向前方車両とは、進行方向最後尾車両より、先頭車両に近い車両であって、進行方向前方から数えて1〜3両目までのいずれかの車両を示す。 (5) The forward vehicle in the traveling direction is a vehicle closer to the leading vehicle than the last vehicle in the traveling direction, and indicates any one of the first to third vehicles counted from the front in the traveling direction.
（６）進行方向後方車両とは、進行方向先頭車両より、最後尾車両に近い車両であって、進行方向後方から数えて1〜3両目までのいずれかの車両を示す。 (6) Traveling direction rear vehicle is a vehicle closer to the last vehicle than the leading vehicle in the traveling direction, and indicates any one of the first to third vehicles counted from the rear in the traveling direction.
具体的には、シミュレーションモデルが図16の構造を持ち、動揺防止制御を適用しない進行方向前方車両においてトンネル区間で実測された車体振動加速度（左右動＋ロール加速度とヨーイング加速度）に基づいて、車体振動加速度の軌道外乱起因成分を推定する。また、動揺防止制御を適用しない進行方向前方車両においてトンネル区間で実測された車体振動加速度（左右動＋ロール加速度とヨーイング加速度）と、動揺防止制御を適用しない進行方向後方車両において実測された車体振動加速度（左右動＋ロール加速度とヨーイング加速度）と、に基づいて、車体振動加速度の空力外乱起因成分を推定する。そして、推定された車体振動加速度の軌道外乱起因成分と、予め求められた、軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、軌道外乱を推定する。また、推定された車体振動加速度の空力外乱起因成分と、予め求められた、空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、空力外乱を推定する。そして、推定された軌道外乱と、推定された空力外乱と、車両動力学モデルとに基づいて、トンネル区間の進行方向後方車両における車体振動加速度を予測する。 Specifically, the simulation model has the structure shown in FIG. 16, and based on the vehicle body vibration acceleration (left-right movement + roll acceleration and yawing acceleration) measured in the tunnel section in the vehicle ahead in the traveling direction where the anti-sway control is not applied. Estimate the orbital disturbance component of vibration acceleration. In addition, vehicle body vibration acceleration (lateral motion + roll acceleration and yawing acceleration) measured in the tunnel section in the forward vehicle that does not apply anti-shake control and vehicle vibration measured in the rear vehicle that does not apply anti-vibration control Based on the acceleration (left-right motion + roll acceleration and yawing acceleration), the aerodynamic disturbance cause component of the vehicle body vibration acceleration is estimated. Then, the orbital disturbance is estimated based on the estimated orbital disturbance-causing component of the vehicle body vibration acceleration and the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration obtained in advance. Further, the aerodynamic disturbance is estimated based on the estimated aerodynamic disturbance-causing component of the vehicle body vibration acceleration and the reverse frequency transfer characteristic from the aerodynamic disturbance to the vehicle body vibration acceleration obtained in advance. Then, based on the estimated trajectory disturbance, the estimated aerodynamic disturbance, and the vehicle dynamics model, the vehicle body vibration acceleration in the rear vehicle in the traveling direction of the tunnel section is predicted.
＜鉄道車両用シミュレーション装置の構成＞
図１７は、本発明の一実施形態に係る鉄道車両用シミュレーション装置の概略構成を示す模式図である。図１７に示すように、本実施形態に係る鉄道車両用シミュレーション装置１００は、動揺防止制御が適用された鉄道車両がトンネル区間を走行する際に後方車両で発生する車体振動加速度を予測する装置であって、試験データ記憶部５０と、外乱起因成分推定部５２と、外乱推定部５４と、車体振動加速度予測部５６とを備えている。鉄道車両用シミュレーション装置１００は、鉄道車両内ではなく、別の場所に設置されている。
<Configuration of railway vehicle simulation device>
FIG. 17 is a schematic diagram showing a schematic configuration of a railway vehicle simulation apparatus according to an embodiment of the present invention. As shown in FIG. 17, the railway vehicle simulation apparatus 100 according to the present embodiment is an apparatus that predicts vehicle body vibration acceleration generated in a rear vehicle when a railway vehicle to which anti-swaying control is applied travels in a tunnel section. The test data storage unit 50, the disturbance-causing component estimation unit 52, the disturbance estimation unit 54, and the vehicle body vibration acceleration prediction unit 56 are provided. The railway vehicle simulation apparatus 100 is installed not in the railway vehicle but in another place.
本実施形態に係る鉄道車両用シミュレーション装置１００に入力される走行試験データは、動揺防止制御を行う制御装置１０により得られる。動揺防止制御を行う制御装置１０が搭載された鉄道車両には、車体１６の前後にそれぞれ設けられた前位アクチュエータ１４Ａ、後位アクチュエータ１４Ｂが備えられ、また、車体１６の前後にそれぞれ設けられた前位加速度センサ１２Ａ、後位加速度センサ１２Ｂが備えられている。したがって、制御装置１０には、前位加速度センサ１２Ａによって検出した左右方向の車体振動加速度と、後位加速度センサ１２Ｂによって検出した左右方向の車体振動加速度とが入力されることになる。 The travel test data input to the railway vehicle simulation apparatus 100 according to the present embodiment is obtained by the control apparatus 10 that performs the shake prevention control. A railway vehicle equipped with a control device 10 that performs anti-swaying control is provided with a front actuator 14A and a rear actuator 14B that are respectively provided on the front and rear of the vehicle body 16, and are provided on the front and rear of the vehicle body 16, respectively. A front acceleration sensor 12A and a rear acceleration sensor 12B are provided. Therefore, the left and right vehicle body vibration acceleration detected by the front acceleration sensor 12A and the left and right vehicle body vibration acceleration detected by the rear acceleration sensor 12B are input to the control device 10.
本実施形態に係る鉄道車両用シミュレーション装置１００には、鉄道車両が動揺防止制御を適用しないでトンネル区間の同位置を同速度で走行したときに検出された、前方車両の前位の左右方向の車体振動加速度、及び後位の左右方向の車体振動加速度と、後方車両の前位の左右方向の車体振動加速度、及び後位の左右方向の車体振動加速度とを含む走行試験データが入力される。本実施形態では、左右方向の振動加速度を検出し、走行試験データが入力される場合について例示しているが、加速度センサ１２が車体１６の上下方向の振動加速度を検出可能であれば、検出した上下方向の振動加速度を含む走行試験データを入力することも可能である。 In the railway vehicle simulation apparatus 100 according to the present embodiment, the front and rear left and right directions of the front vehicle detected when the railway vehicle travels at the same speed in the tunnel section without applying anti-sway control. Driving test data including the vehicle body vibration acceleration, the rear left and right vehicle body vibration acceleration, the front left and right vehicle body vibration acceleration and the rear left and right vehicle body vibration acceleration are input. In the present embodiment, the case where the vibration acceleration in the left-right direction is detected and the running test data is input is illustrated, but if the acceleration sensor 12 can detect the vibration acceleration in the vertical direction of the vehicle body 16, it is detected. It is also possible to input driving test data including vibration acceleration in the vertical direction.
試験データ記憶部５０には、入力された走行試験データが記憶されている。 The test data storage unit 50 stores the input running test data.
外乱起因成分推定部５２は、進行方向前方車両においてトンネル区間で実測された前位及び後位の左右方向の車体振動加速度に基づいて、左右動＋ロール加速度と、ヨーイング加速度とを算出し、車体振動加速度の軌道外乱起因成分の推定値とする。 The disturbance-causing component estimation unit 52 calculates left and right movement + roll acceleration and yawing acceleration based on the front and rear left and right vehicle body vibration accelerations actually measured in the tunnel section in the vehicle ahead in the traveling direction. The estimated value of the component of vibration acceleration caused by orbital disturbance is used.
また、外乱起因成分推定部５２は、進行方向後方車両においてトンネル区間で実測された前位及び後位の左右方向の車体振動加速度に基づいて、左右動＋ロール加速度と、ヨーイング加速度とを算出し、後方車両の左右動＋ロール加速度と前方車両の左右動＋ロール加速度との差分、及び後方車両のヨーイング加速度と前方車両のヨーイング加速度との差分を、車体振動加速度の空力外乱起因成分として推定する。 Further, the disturbance-causing component estimation unit 52 calculates the lateral movement + roll acceleration and the yawing acceleration based on the front and rear lateral vehicle body vibration accelerations actually measured in the tunnel section of the vehicle behind the traveling direction. The difference between the left-right movement of the rear vehicle + roll acceleration and the left-right movement + roll acceleration of the front vehicle, and the difference between the yawing acceleration of the rear vehicle and the yawing acceleration of the front vehicle are estimated as aerodynamic disturbance components of the vehicle body vibration acceleration. .
なお、左右動＋ロール加速度は、前位及び後位の左右方向の車体振動加速度の和に、０．５を乗算して算出され、ヨーイング加速度は、前位及び後位の左右方向の車体振動加速度の差分に、０．５を乗算して算出される（図４参照）。 The left-right motion + roll acceleration is calculated by multiplying the sum of the front and rear left and right lateral vehicle vibration acceleration by 0.5, and the yawing acceleration is the front and rear left and right vehicle vibration. The acceleration difference is calculated by multiplying 0.5 (see FIG. 4).
外乱推定部５４は、推定された左右動＋ロール加速度及びヨーイング加速度の軌道外乱起因成分と、予め求められた、軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、軌道外乱として、前位の台車又は輪軸の左右変位である前位台車輪軸左右変位と、後位の台車又は輪軸の左右変位である後位台車輪軸左右変位とを推定する。 The disturbance estimation unit 54, as the orbital disturbance, is based on the estimated trajectory disturbance component of the lateral movement + roll acceleration and yawing acceleration and the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration obtained in advance. The left and right displacements of the front and rear wheel shafts, which are left and right displacements of the front carriage and the wheel shaft, and the left and right displacements of the rear and rear wheel shafts, which are the left and right displacements of the rear wheel and the wheel shaft, are estimated.
具体的には、軌道外乱から車体振動加速度（左右動＋ロール）までの逆周波数伝達特性は、以下のように予め求められる。
まず、軌道外乱に正弦波を与え、その時生じる左右動＋ロール加速度を保存する。そして入力を「左右動＋ロール加速度」、出力を「軌道外乱に与えた正弦波」とした時の周波数伝達特性を計算し、その特性を近似する伝達関数を、軌道外乱から車体振動加速度（左右動＋ロール）の逆周波数伝達特性とする。
また、軌道外乱から車体振動加速度（ヨーイング）までの逆周波数伝達特性は、以下のように予め求められる。
まず、軌道外乱に正弦波を与え、その時生じるヨーイング加速度を保存する。そして入力を「ヨーイング加速度」、出力を「軌道外乱に与えた正弦波」とした時の周波数伝達特性を計算し、その特性を近似する伝達関数を、軌道外乱から車体振動加速度（ヨーイング）の逆周波数伝達特性とする。
以上のように予め求められた軌道外乱から車体振動加速度（左右動＋ロール）までの逆周波数伝達特性と、軌道外乱から車体振動加速度（ヨーイング）までの逆周波数伝達特性と、を用いて、推定された左右動＋ロール加速度及びヨーイング加速度の軌道外乱起因成分に対する、前位台車輪軸左右変位と、後位台車輪軸左右変位とを推定する。
Specifically, the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration (lateral movement + roll) is obtained in advance as follows.
First, a sinusoidal wave is given to the orbital disturbance, and the lateral movement and roll acceleration generated at that time are stored. The frequency transfer characteristics when the input is “left-right motion + roll acceleration” and the output is “sine wave applied to the orbital disturbance” are calculated. Dynamic + roll) reverse frequency transfer characteristics.
Further, the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration (yawing) is obtained in advance as follows.
First, a sine wave is given to the orbital disturbance, and the yawing acceleration generated at that time is stored. Then, calculate the frequency transfer characteristic when the input is “yaw acceleration” and the output is “sine wave given to orbital disturbance”, and the transfer function that approximates the characteristic is calculated from the orbital disturbance to the inverse of the vehicle body vibration acceleration (yawing). Use frequency transfer characteristics.
As described above, estimation is performed using the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration (left and right motion + roll) and the reverse frequency transfer characteristic from the orbital disturbance to the vehicle body vibration acceleration (yawing). The left and right displacements of the front platform wheel axis and the left and right displacement of the rear platform wheel axis are estimated with respect to the orbital disturbance-causing component of the lateral motion + roll acceleration and yawing acceleration.
また、外乱推定部５４は、推定された左右動＋ロール加速度及びヨーイング加速度の空力外乱起因成分と、予め求められた、空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、空力外乱として、車体の左右動に関する車体左右動外力と、車体のヨーイングに関する車体ヨーイング外力とを推定する。 Further, the disturbance estimation unit 54 determines the aerodynamic disturbance based on the estimated aerodynamic disturbance component of the left-right motion + roll acceleration and yawing acceleration and the reverse frequency transmission characteristic from the aerodynamic disturbance to the vehicle body vibration acceleration obtained in advance. As described above, the vehicle body left-right dynamic external force relating to the left-right motion of the vehicle body and the vehicle body yawing external force relating to the yawing of the vehicle body are estimated.
具体的には、空力外乱から車体振動加速度（左右動＋ロール）までの逆周波数伝達特性は、以下のように予め求められる。
まず、空力外乱としての車体左右動外力に正弦波を与え、その時生じる左右動＋ロール加速度を保存する。そして入力を「左右動＋ロール加速度」、出力を「車体左右動外力に与えた正弦波」とした時の周波数伝達特性を計算し、その特性を近似する伝達関数を、空力外乱から車体加速度（左右動＋ロール）の逆周波数伝達特性とする。
また、空力外乱から車体振動加速度（ヨーイング）までの逆周波数伝達特性は、以下のように予め求められる。
まず、空力外乱としての車体ヨーイング外力に正弦波を与え、その時生じるヨーイング加速度を保存する。そして入力を「ヨーイング加速度」、出力を「車体ヨーイング外力に与えた正弦波」とした時の周波数伝達特性を計算し、その特性を近似する伝達関数を、空力外乱から車体加速度（ヨーイング）の逆周波数伝達特性とする。
以上のように予め求められた空力外乱から車体振動加速度（左右動＋ロール）までの逆周波数伝達特性と、空力外乱から車体振動加速度（ヨーイング）までの逆周波数伝達特性と、を用いて、推定された左右動＋ロール加速度及びヨーイング加速度の軌道外乱起因成分に対する、車体左右動外力と、車体ヨーイング外力とを推定する。
Specifically, the reverse frequency transfer characteristic from the aerodynamic disturbance to the vehicle body vibration acceleration (left-right motion + roll) is obtained in advance as follows.
First, a sine wave is applied to the lateral dynamic force of the vehicle body as an aerodynamic disturbance, and the lateral motion and roll acceleration generated at that time are stored. Then, calculate the frequency transfer characteristics when the input is “left-right motion + roll acceleration” and the output is “sine wave applied to the left-right dynamic external force”, and the transfer function that approximates the characteristics is calculated from the aerodynamic disturbance to the vehicle acceleration ( Left-right motion + roll) reverse frequency transfer characteristics.
Further, the reverse frequency transfer characteristic from the aerodynamic disturbance to the vehicle body vibration acceleration (yawing) is obtained in advance as follows.
First, a sine wave is applied to the vehicle body yawing external force as an aerodynamic disturbance, and the yawing acceleration generated at that time is stored. Then, calculate the frequency transfer characteristics when the input is “yaw acceleration” and the output is “sine wave applied to the body yawing external force”, and the transfer function that approximates the characteristics is calculated from the aerodynamic disturbance to the inverse of the body acceleration (yaw). Use frequency transfer characteristics.
Estimated using the reverse frequency transfer characteristics from aerodynamic disturbance to vehicle body vibration acceleration (lateral movement + roll) and reverse frequency transfer characteristics from aerodynamic disturbance to vehicle body vibration acceleration (yawing) as previously described. The vehicle lateral movement external force and the vehicle body yawing external force with respect to the orbital disturbance causing component of the lateral movement + roll acceleration and yawing acceleration are estimated.
車体振動加速度予測部５６は、軌道外乱として推定された前位台車輪軸左右変位及び後位台車輪軸左右変位と、空力外乱として推定された車体左右動外力及び車体ヨーイング外力と、動揺防止制御を適用した状態における車両動力学モデルとに基づいて、トンネル区間の進行方向後方車両において動揺防止制御を適用した状態における左右方向の車体振動加速度として、左右動及びロール加速度及びヨーイング加速度を予測する。 The vehicle body vibration acceleration prediction unit 56 applies the front and rear wheel axis lateral displacement and the rear platform wheel shaft lateral displacement estimated as the orbital disturbance, the vehicle lateral dynamic and yaw external force estimated as the aerodynamic disturbance, and the shake prevention control. Based on the vehicle dynamics model in the state where the vehicle is moving, the lateral motion, the roll acceleration and the yawing acceleration are predicted as the vehicle body vibration acceleration in the lateral direction in the state where the anti-shake control is applied to the vehicle behind the tunnel section in the traveling direction.
具体的には、動揺防止制御を適用した状態における車両動力学モデルを、空気ばねモデルを含む車体−台車−輪軸バネマスダンパ系のモデルと、上記図４に示すアクチュエータ発生力の指令の演算方法を表すモデルとからなるものとし、軌道外乱として推定された前位台車輪軸左右変位及び後位台車輪軸左右変位と、空力外乱として推定された車体左右動外力及び車体ヨーイング外力と、を車両動力学モデルに与えたときの、進行方向後方車両における左右動及びロール加速度と、ヨーイング加速度とを予測する。 Specifically, a vehicle dynamics model in a state where the anti-sway control is applied represents a vehicle body-cart-wheel axle spring mass damper system model including an air spring model and an actuator generation force command calculation method shown in FIG. The vehicle front and rear wheel shaft lateral displacement and rear vehicle wheel shaft lateral displacement estimated as trajectory disturbances, and the vehicle lateral dynamic and yaw external forces estimated as aerodynamic disturbances are used as vehicle dynamics models. When given, the lateral movement and roll acceleration and the yawing acceleration in the vehicle behind in the traveling direction are predicted.
鉄道車両用シミュレーション装置１００は、一例として、図１８に示すコンピュータ６４によって実現される。コンピュータ６４は、ＣＰＵ６６、メモリ６８、シミュレーションプログラム７６を記憶した記憶部７０、モニタを含む表示部２６、及びキーボードやマウスを含む入力部２８を含んでいる。ＣＰＵ６６、メモリ６８、記憶部７０、表示部２６、及び入力部２８はバス７４を介して互いに接続されている。 As an example, the railway vehicle simulation apparatus 100 is realized by a computer 64 shown in FIG. The computer 64 includes a CPU 66, a memory 68, a storage unit 70 storing a simulation program 76, a display unit 26 including a monitor, and an input unit 28 including a keyboard and a mouse. The CPU 66, the memory 68, the storage unit 70, the display unit 26, and the input unit 28 are connected to each other via a bus 74.
記憶部７０はＨＤＤ、ＳＳＤ、フラッシュメモリ等によって実現される。記憶部７０には、コンピュータ６４を鉄道車両用シミュレーション装置１００として機能させるためのシミュレーションプログラム７６が記憶されている。ＣＰＵ６６は、シミュレーションプログラム７６を記憶部７０から読み出してメモリ６８に展開し、シミュレーションプログラム７６を実行する。 The storage unit 70 is realized by an HDD, an SSD, a flash memory, or the like. The storage unit 70 stores a simulation program 76 for causing the computer 64 to function as the railway vehicle simulation apparatus 100. The CPU 66 reads the simulation program 76 from the storage unit 70, expands it in the memory 68, and executes the simulation program 76.
＜鉄道車両用シミュレーション装置の作用＞
次に本実施形態の作用として、図１９を参照し、オペレータが、鉄道車両のうちの前方車両の制御装置１０に記憶された、動揺防止制御を適用していないときのトンネル区間における走行試験データと、後方車両の制御装置１０に記憶された、動揺防止制御を適用していないときの当該トンネル区間における走行試験データとを、鉄道車両用シミュレーション装置１００に入力し、シミュレーション処理の開始を指示する等の操作を行ったことを契機として鉄道車両用シミュレーション装置１００で実行されるシミュレーション処理を説明する。シミュレーション処理のステップＳ１００において、外乱起因成分推定部５２は、進行方向前方車両においてトンネル区間で実測された前位及び後位の左右方向の車体振動加速度に基づいて、左右動＋ロール加速度と、ヨーイング加速度とを算出し、車体振動加速度の軌道外乱起因成分の推定値とする。
<Operation of the railway vehicle simulation device>
Next, as an operation of the present embodiment, referring to FIG. 19, the driving test data in the tunnel section when the operator does not apply the anti-swaying control stored in the control device 10 of the forward vehicle of the railway vehicle. And the running test data in the tunnel section stored in the control device 10 for the rear vehicle when the anti-sway control is not applied to the railway vehicle simulation device 100 and instructing the start of the simulation process. A simulation process executed by the railway vehicle simulation apparatus 100 when triggered by the above operations will be described. In step S100 of the simulation process, the disturbance-causing component estimation unit 52 determines the lateral motion + roll acceleration and yawing based on the front and rear lateral vehicle body vibration accelerations actually measured in the tunnel section of the vehicle ahead in the traveling direction. The acceleration is calculated and used as an estimated value of the orbital disturbance cause component of the vehicle body vibration acceleration.
ステップＳ１０２において、外乱起因成分推定部５２は、進行方向後方車両においてトンネル区間で実測された前位及び後位の左右方向の車体振動加速度に基づいて、左右動＋ロール加速度と、ヨーイング加速度とを算出し、後方車両の左右動＋ロール加速度と前方車両の左右動＋ロール加速度との差分、及び後方車両のヨーイング加速度と前方車両のヨーイング加速度との差分を、車体振動加速度の空力外乱起因成分として推定する。 In step S102, the disturbance-causing component estimation unit 52 calculates the lateral movement + roll acceleration and yawing acceleration based on the front and rear lateral vehicle body vibration accelerations actually measured in the tunnel section in the vehicle behind in the traveling direction. Calculate the difference between the lateral movement of the rear vehicle + roll acceleration and the lateral movement of the front vehicle + roll acceleration, and the difference between the yawing acceleration of the rear vehicle and the yawing acceleration of the front vehicle as the aerodynamic disturbance-causing component of the vehicle body vibration acceleration. presume.
ステップＳ１０４において、外乱推定部５４は、上記ステップＳ１００で推定された左右動＋ロール加速度及びヨーイング加速度の軌道外乱起因成分と、予め求められた、軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、軌道外乱として、前位台車輪軸左右変位と、後位台車輪軸左右変位とを推定する。 In step S104, the disturbance estimator 54 generates the trajectory disturbance component of the lateral movement + roll acceleration and yawing acceleration estimated in step S100, and the reverse frequency transfer characteristic from the trajectory disturbance to the vehicle body vibration acceleration obtained in advance. Based on the above, the front platform wheel shaft lateral displacement and the rear platform wheel shaft lateral displacement are estimated as the orbital disturbance.
ステップＳ１０６において、外乱推定部５４は、上記ステップＳ１０２で推定された左右動及びロール加速度及びヨーイング加速度の空力外乱起因成分と、予め求められた、空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、空力外乱として、車体左右動外力と、車体ヨーイング外力とを推定する。 In step S106, the disturbance estimator 54 generates the aerodynamic disturbance component of the lateral movement, roll acceleration, and yawing acceleration estimated in step S102, and the reverse frequency transfer characteristic from the aerodynamic disturbance to the vehicle body vibration acceleration, which is obtained in advance. Based on the above, as the aerodynamic disturbance, the vehicle body left-right dynamic external force and the vehicle body yawing external force are estimated.
ステップＳ１０８では、車体振動加速度予測部５６は、上記ステップＳ１０４で軌道外乱として推定された前位台車輪軸左右変位及び後位台車輪軸左右変位と、上記ステップＳ１０６で空力外乱として推定された車体左右動外力及び車体ヨーイング外力と、動揺防止制御を適用した状態における車両動力学モデルとに基づいて、トンネル区間の進行方向後方車両において動揺防止制御を適用した状態における左右方向の車体振動加速度として、左右動＋ロール加速度及びヨーイング加速度を予測する。 In step S108, the vehicle body vibration acceleration prediction unit 56 determines the front and rear wheel axis lateral displacement and the rear platform wheel shaft lateral displacement estimated as the trajectory disturbance in step S104, and the vehicle body lateral motion estimated as the aerodynamic disturbance in step S106. Based on the external force and the vehicle yawing external force and the vehicle dynamics model in the state where the anti-sway control is applied, the left-right motion is determined as the left-right vehicle body vibration acceleration in the state where the anti-sway control is applied to the vehicle behind the tunnel in the traveling direction. + Predict roll acceleration and yaw acceleration.
車体振動加速度予測部５６による予測結果が、表示部２６により表示されて、シミュレーション処理を終了する。 The prediction result by the vehicle body vibration acceleration prediction unit 56 is displayed on the display unit 26, and the simulation process ends.
以上に説明したように、本実施形態に係る鉄道車両用シミュレーション装置１００によれば、進行方向前方車両においてトンネル区間で実測された車体振動加速度と、進行方向後方車両においてトンネル区間で実測された車体振動加速度と、に基づいて、車体振動加速度の軌道外乱起因成分、及び空力外乱起因成分を推定し、軌道外乱から車体振動加速度までの逆周波数伝達特性と、空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、軌道外乱と空力外乱とを推定することにより、トンネル区間における車体振動加速度を精度よく予測することができる。 As described above, according to the railway vehicle simulation apparatus 100 according to the present embodiment, the vehicle body vibration acceleration measured in the tunnel section in the forward vehicle and the vehicle body measured in the tunnel section in the forward vehicle. Based on the vibration acceleration, the orbital disturbance component and the aerodynamic disturbance component of the body vibration acceleration are estimated, and the reverse frequency transfer characteristics from the orbital disturbance to the body vibration acceleration and the reverse frequency from the aerodynamic disturbance to the body vibration acceleration. By estimating the orbital disturbance and the aerodynamic disturbance based on the transfer characteristics, the vehicle body vibration acceleration in the tunnel section can be accurately predicted.
また、空力外乱が存在（トンネル区間、進行方向後方車両）し、動揺防止制御を適用した条件における走行試験結果を精度良く再現するシミュレーションを実施することができる。 In addition, a simulation can be performed to accurately reproduce the traveling test result under the condition where the aerodynamic disturbance exists (tunnel section, vehicle behind in the traveling direction) and the anti-shake control is applied.
なお、上記では、動揺防止制御を適用しない状態において実測された車体振動加速度と、動揺防止制御を適用した状態における車両動力学モデルとを用いて、トンネル区間の前記進行方向後方車両において前記動揺防止制御を適用した状態における車体振動加速度を予測する場合を例に説明したが、これに限定されるものではない。例えば、動揺防止制御を適用しない状態における車両動力学モデルを用いて、トンネル区間の進行方向後方車両において動揺防止制御を適用しない状態における車体振動加速度を予測するようにしてもよい。
この場合には、動揺防止制御を適用しない状態における車両動力学モデルを、空気ばねモデルを含む車体−台車−輪軸バネマスダンパ系のモデルからなるものとし、軌道外乱として推定された前位台車輪軸左右変位及び後位台車輪軸左右変位と、空力外乱として推定された車体左右動外力及び車体ヨーイング外力と、を車両動力学モデルに与えたときの、進行方向後方車両における左右動及びロール加速度と、ヨーイング加速度とを予測する。
Note that, in the above, using the vehicle body vibration acceleration measured in a state in which the anti-shake control is not applied and the vehicle dynamic model in the state in which the anti-shake control is applied, the anti-sway in the vehicle behind the traveling direction in the tunnel section. Although the case where the vehicle body vibration acceleration in a state where the control is applied is predicted has been described as an example, the present invention is not limited to this. For example, a vehicle dynamics model in a state where the anti-swaying control is not applied may be used to predict the vehicle body vibration acceleration in a state where the anti-swaying control is not applied to a vehicle behind the tunnel section in the traveling direction.
In this case, the vehicle dynamics model in the state where the anti-sway control is not applied is composed of a vehicle body-cart-wheel axle spring mass damper system model including an air spring model, and the front platform wheel shaft lateral displacement estimated as a track disturbance The lateral movement and roll acceleration and yawing acceleration in the rear vehicle in the traveling direction when the lateral displacement of the rear wheel axis and the lateral dynamic force and lateral yawing external force estimated as aerodynamic disturbance are applied to the vehicle dynamics model. Predict.
また、鉄道車両用シミュレーション装置１００を、鉄道車両とは別の場所に設定する場合を例に説明したが、これに限定されるものではない。鉄道車両用シミュレーション装置１００を、鉄道車両内に設置してもよい。
また、鉄道車両の前記車体振動加速度の予測対象である車両を進行方向後方車両とし、車体振動加速度の予測対象ではない車両を進行方向前方車両とする場合を例に説明したが、これに限定されるものではなく、鉄道車両の前記車体振動加速度の予測対象である車両を、進行方向後方車両以外とし、車体振動加速度の予測対象ではない車両を、予測対象である車両とは異なる車両としてもよい。
Moreover, although the case where the simulation apparatus 100 for railway vehicles was set in the place different from a railway vehicle was demonstrated to the example, it is not limited to this. The railway vehicle simulation apparatus 100 may be installed in the railway vehicle.
In addition, the case where the vehicle that is the prediction target of the vehicle body vibration acceleration of the railway vehicle is a backward vehicle in the traveling direction and the vehicle that is not the prediction target of the vehicle body vibration acceleration is the forward vehicle in the traveling direction has been described as an example. The vehicle that is the prediction target of the vehicle body vibration acceleration of the railway vehicle may be a vehicle other than the rear vehicle in the traveling direction, and the vehicle that is not the prediction target of the vehicle body vibration acceleration may be a vehicle different from the vehicle that is the prediction target. .
１０ 制御装置
１２ 加速度センサ
１２Ａ 前位加速度センサ
１２Ｂ 後位加速度センサ
２６ 表示部
２８ 入力部
５０ 試験データ記憶部
５２ 外乱起因成分推定部
５４ 外乱推定部
５６ 車体振動加速度予測部
６４ コンピュータ
６６ ＣＰＵ
６８ メモリ
７０ 記憶部
７６ シミュレーションプログラム
１００ 鉄道車両用シミュレーション装置
DESCRIPTION OF SYMBOLS 10 Control apparatus 12 Acceleration sensor 12A Front acceleration sensor 12B Rear acceleration sensor 26 Display part 28 Input part 50 Test data storage part 52 Disturbance origin component estimation part 54 Disturbance estimation part 56 Car body vibration acceleration prediction part 64 Computer 66 CPU
68 Memory 70 Storage Unit 76 Simulation Program 100 Railway Vehicle Simulation Device
Claims (8)
前記鉄道車両の前記車体振動加速度の予測対象である車両をＡ、前記車体振動加速度の予測対象ではない車両をＢとした場合、
トンネル区間で実測された前記車両Ｂの車体振動加速度に基づいて、トンネル区間の前記車両Ａの車体振動加速度の軌道外乱起因成分を推定し、トンネル区間で実測された前記車両Ｂの前記車体振動加速度と、トンネル区間で実測された前記車両Ａの車体振動加速度とに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度の空力外乱起因成分を推定する外乱起因成分推定部と、
前記軌道外乱起因成分と、前記車両Ａの軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける軌道外乱を推定し、前記空力外乱起因成分と、前記車両Ａの空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける空力外乱を推定する外乱推定部と、
前記軌道外乱と、前記空力外乱と、車両動力学モデルとに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度を予測する車体振動加速度予測部と、
を含む鉄道車両用シミュレーション装置。 A railway vehicle simulation apparatus for predicting vehicle body vibration acceleration of a railway vehicle in a tunnel section,
When the vehicle that is the prediction target of the vehicle body vibration acceleration of the railway vehicle is A, and the vehicle that is not the prediction target of the vehicle body vibration acceleration is B,
Based on the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section, an orbital disturbance cause component of the vehicle body vibration acceleration of the vehicle A in the tunnel section is estimated, and the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section is estimated. A disturbance-causing component estimation unit that estimates an aerodynamic disturbance-causing component of the vehicle vibration acceleration of the vehicle A in the tunnel section based on the vehicle vibration acceleration of the vehicle A actually measured in the tunnel section;
Based on the trajectory disturbance cause component and the reverse frequency transfer characteristic from the trajectory disturbance of the vehicle A to the vehicle body vibration acceleration, the trajectory disturbance experienced by the vehicle A in a tunnel section is estimated, the aerodynamic disturbance cause component, A disturbance estimation unit that estimates the aerodynamic disturbance that the vehicle A receives in the tunnel section based on the reverse frequency transfer characteristic from the aerodynamic disturbance of the vehicle A to the vehicle body vibration acceleration;
A vehicle body vibration acceleration prediction unit that predicts the vehicle body vibration acceleration of the vehicle A in a tunnel section based on the trajectory disturbance, the aerodynamic disturbance, and a vehicle dynamics model;
A railway vehicle simulation apparatus including:
前記車両動力学モデルは、動揺防止制御を適用した状態における車両動力学モデルであり、
前記車体振動加速度予測部は、トンネル区間の前記車両Ａの前記動揺防止制御を適用した状態における車体振動加速度を予測する請求項１又は２に記載の鉄道車両用シミュレーション装置。 The vehicle body vibration acceleration of the vehicle A and the vehicle B actually measured in the tunnel section is a vehicle body vibration acceleration measured in a state where the anti-sway control is not applied.
The vehicle dynamics model is a vehicle dynamics model in a state where anti-sway control is applied,
The railway vehicle simulation apparatus according to claim 1, wherein the vehicle body vibration acceleration prediction unit predicts vehicle body vibration acceleration in a state where the anti-swaying control of the vehicle A in a tunnel section is applied.
前記鉄道車両の前記車体振動加速度の予測対象である車両をＡ、前記車体振動加速度の予測対象ではない車両をＢとした場合、
外乱起因成分推定部が、トンネル区間で実測された前記車両Ｂの車体振動加速度に基づいて、トンネル区間の前記車両Ａの車体振動加速度の軌道外乱起因成分を推定し、トンネル区間で実測された前記車両Ｂの前記車体振動加速度と、トンネル区間で実測された前記車両Ａの車体振動加速度とに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度の空力外乱起因成分を推定するステップと、
外乱推定部が、前記軌道外乱起因成分と、前記車両Ａの軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける軌道外乱を推定し、前記空力外乱起因成分と、前記車両Ａの空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける空力外乱を推定するステップと、
車体振動加速度予測部が、前記軌道外乱と、前記空力外乱と、車両動力学モデルとに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度を予測するステップと、
を含む鉄道車両用シミュレーション方法。 A railway vehicle simulation method in a railway vehicle simulation device for predicting vehicle body vibration acceleration of a railway vehicle in a tunnel section,
When the vehicle that is the prediction target of the vehicle body vibration acceleration of the railway vehicle is A, and the vehicle that is not the prediction target of the vehicle body vibration acceleration is B,
A disturbance-causing component estimating unit estimates a trajectory disturbance-causing component of the vehicle body vibration acceleration of the vehicle A in the tunnel section based on the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section, and the measurement is performed in the tunnel section. Estimating an aerodynamic disturbance-causing component of the vehicle body vibration acceleration of the vehicle A in the tunnel section based on the vehicle body vibration acceleration of the vehicle B and the vehicle body vibration acceleration of the vehicle A measured in the tunnel section;
A disturbance estimation unit estimates the trajectory disturbance that the vehicle A receives in the tunnel section based on the trajectory disturbance-causing component and the reverse frequency transfer characteristic from the trajectory disturbance of the vehicle A to the vehicle body vibration acceleration, and the aerodynamic disturbance Estimating the aerodynamic disturbance that the vehicle A receives in the tunnel section based on the causal component and the reverse frequency transfer characteristic from the aerodynamic disturbance of the vehicle A to the vehicle body vibration acceleration;
A vehicle body vibration acceleration prediction unit predicting the vehicle body vibration acceleration of the vehicle A in a tunnel section based on the trajectory disturbance, the aerodynamic disturbance, and a vehicle dynamics model;
A simulation method for a railway vehicle including:
前記鉄道車両の前記車体振動加速度の予測対象である車両をＡ、前記車体振動加速度の予測対象ではない車両をＢとした場合、
コンピュータを、
トンネル区間で実測された前記車両Ｂの車体振動加速度に基づいて、前記車両Ａの車体振動加速度の軌道外乱起因成分を推定し、トンネル区間で実測された前記車両Ｂの前記車体振動加速度と、トンネル区間で実測された前記車両Ａの車体振動加速度とに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度の空力外乱起因成分を推定する外乱起因成分推定部、
前記軌道外乱起因成分と、前記車両Ａの軌道外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける軌道外乱を推定し、前記空力外乱起因成分と、前記車両Ａの空力外乱から車体振動加速度までの逆周波数伝達特性とに基づいて、トンネル区間において前記車両Ａが受ける空力外乱を推定する外乱推定部、及び
前記軌道外乱と、前記空力外乱と、車両動力学モデルとに基づいて、トンネル区間の前記車両Ａの前記車体振動加速度を予測する車体振動加速度予測部
として機能させるためのプログラム。 A program for predicting vehicle body vibration acceleration of a railway vehicle in a tunnel section,
When the vehicle that is the prediction target of the vehicle body vibration acceleration of the railway vehicle is A, and the vehicle that is not the prediction target of the vehicle body vibration acceleration is B,
Computer
Based on the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section, an orbital disturbance cause component of the vehicle body vibration acceleration of the vehicle A is estimated, and the vehicle body vibration acceleration of the vehicle B actually measured in the tunnel section and the tunnel A disturbance-causing component estimation unit that estimates an aerodynamic disturbance-causing component of the vehicle vibration acceleration of the vehicle A in the tunnel section based on the vehicle vibration acceleration of the vehicle A actually measured in the section;
Based on the trajectory disturbance cause component and the reverse frequency transfer characteristic from the trajectory disturbance of the vehicle A to the vehicle body vibration acceleration, the trajectory disturbance experienced by the vehicle A in a tunnel section is estimated, the aerodynamic disturbance cause component, A disturbance estimation unit that estimates the aerodynamic disturbance that the vehicle A receives in the tunnel section based on the reverse frequency transmission characteristic from the aerodynamic disturbance of the vehicle A to the vehicle body vibration acceleration, the trajectory disturbance, the aerodynamic disturbance, and the vehicle power A program for functioning as a vehicle body vibration acceleration prediction unit that predicts the vehicle body vibration acceleration of the vehicle A in a tunnel section based on a scientific model.
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