JP7079642B2 - Railroad vehicle - Google Patents

Description

The present invention relates to a railroad vehicle.

In order to ensure the safety of railway vehicles when traveling, a device has been developed in which sensors are installed on the vehicle body or traveling device to monitor the presence or absence of abnormalities in the traveling state and deterioration of bogie parts (for example, patent documents). 1). For example, the device described in Patent Document 1 includes an acceleration sensor installed in a railroad vehicle, and the integration obtained by integrating signals in a specific frequency band of acceleration detected by the acceleration sensor at predetermined time intervals. The state of the vehicle is determined based on the difference between the value and the integrated value before a predetermined time.

Japanese Unexamined Patent Publication No. 2002-211,400

The device described in Patent Document 1 detects vibration generated in a railway vehicle by an acceleration sensor. In this way, a method of determining the riding comfort of each vehicle from the detection signal data from the acceleration sensor by detecting the vibration with the acceleration sensor can be considered. However, even if the deterioration of the ride quality due to the vibration generated in the railway vehicle can be detected by such a method, it is not easy to improve the deteriorated ride quality. In addition, the ride quality of railway vehicles changes from moment to moment due to various causes such as deterioration of parts over time and the situation of passengers on the vehicle body. In addition, the required level of ride quality of a railroad vehicle also differs depending on the traveling mode of the vehicle.

An object of the present invention is to provide a railway vehicle capable of providing a desired ride quality according to various situations.

The railroad vehicle according to one aspect of the present invention is a viscous damper provided between the vehicle body and the bogie frame and at least one between the bogie frame and the wheels, and the viscosity changes according to the applied voltage. And a control means for controlling the voltage applied to the viscous damper.

This railroad vehicle is provided with a viscous damper whose viscosity changes according to the applied voltage, and the voltage applied to the viscous damper is controlled by the control means. Therefore, it is possible to control the damper characteristics according to the aged deterioration of parts, the increase / decrease of passengers, and the change of the traveling form of the railway vehicle. Therefore, this railroad vehicle can provide a desired ride quality according to various situations.

The viscous damper may be a damper using a magnetic viscous fluid or a damper using an electrorheological fluid. Viscous dampers using ferrofluids or electrorheological fluids generate damping forces by taking advantage of the unique property of forming particle chains when an electric or magnetic field is applied. Therefore, a viscous damper using a magnetic viscous fluid or an electrorheological fluid has a longer life than a general damper. Therefore, the railroad vehicle can provide a desired ride quality over a long period of time.

A weight detecting means for detecting the weight of the vehicle body may be further provided, and the control means controls the voltage applied to the viscous damper based on the amount of increase in the weight of the vehicle body detected by the weight detecting means. May be good. The vibration of the vehicle changes depending on the weight of the vehicle body. Therefore, for example, the vibration generated in the vehicle may differ depending on whether the number of passengers is large or small. Since the railroad vehicle controls the voltage applied to the viscous damper based on the detection result detected by the weight detecting means, it is possible to provide a desired ride comfort regardless of the weight of the vehicle body.

Further, an acquisition means for acquiring at least one of the vehicle type of the vehicle or the type of the traveling section in which the vehicle travels may be further provided, and the control means has a different damping force with a viscous damper depending on the vehicle type or the traveling section type. The voltage applied to the viscous damper may be controlled so that In this case, the railway vehicle can generate an appropriate damping force on the viscous damper according to the vehicle type or the traveling section type.

An acceleration sensor provided in the vehicle may be further provided, and the control means controls the voltage applied to the viscous damper provided in the vehicle based on the detection signal data from the acceleration sensor provided in the vehicle. May be good. In this case, the railroad vehicle can improve the riding comfort by generating an appropriate damping force in the viscous damper in response to the vibration of the railroad vehicle detected by the acceleration sensor.

The accelerometer may be located directly above the center plate of the vehicle. In this case, the accelerometer can improve the accuracy of the vibrations that occur in the railcar.

The viscous damper and the acceleration sensor are provided for each trolley in a plurality of vehicles, and the control means is provided in the viscous damper provided in each trolley based on the detection signal data from the acceleration sensors provided in the plurality of vehicles. The applied voltage may be controlled. In this case, the railroad vehicle can provide a desired ride quality in each of the plurality of rolling stocks in consideration of the vibration generated by the other rolling stock. For example, the ride quality levels of a plurality of vehicles can be made uniform.

Between the first calculation means that Fourier-converts the detection signal data from the acceleration sensor and calculates the characteristic data related to the acceleration for each frequency, and the characteristic data calculated by the first calculation means and the unit data acquired in advance. A second calculation means for calculating the Mahalanobis distance, a comparison means for comparing the Mahalanobis distance with a preset threshold value, and a determination means for determining the ride comfort level of the vehicle according to the comparison result in the comparison means. , May be further provided. The control means may control the voltage applied to the viscous damper based on the ride quality level determined by the determination means. The vibration of a railroad vehicle includes frequencies that passengers find comfortable and frequencies that passengers find unpleasant. In the above-mentioned railroad vehicle, the ride quality level can be easily and accurately determined in consideration of the difference in the degree of contribution to the ride quality for each frequency while the railroad vehicle is running. Therefore, the above-mentioned railway vehicle can easily and accurately secure a desired ride quality even when the ride quality level deteriorates due to deterioration of parts over time.

The unit data is characteristic data when a normal railroad vehicle travels on a normal railroad track, and is the acceleration for each frequency obtained by Fourier-converting each of a plurality of detection signal data output from the acceleration sensor at different times or different traveling sections. May include data about. In this case, the ride comfort level can be determined in consideration of the deterioration of both the railroad vehicle and the railroad track, and the variation in the detection result of the acceleration sensor due to the difference in time or the difference in the traveling section.

INDUSTRIAL APPLICABILITY According to the present invention, a railway vehicle capable of providing a desired ride quality according to various situations is provided.

It is a figure for demonstrating the whole structure of the railroad vehicle which concerns on embodiment of this invention. It is a figure for demonstrating the structure of the peripheral part of the bogie shown in FIG. It is a block diagram of a part of the railroad vehicle shown in FIG. It is a block diagram of a part of the railroad vehicle shown in FIG. It is a figure which shows an example of the detection signal data from an acceleration sensor. It is a figure which shows an example of the detection signal data from an acceleration sensor. It is a figure which shows an example of characteristic data about acceleration for every frequency. It is a figure which shows an example of characteristic data about acceleration for every frequency. It is a block diagram of a part of the railroad vehicle shown in FIG. It is a figure for demonstrating the comparative example of the determination of the ride quality level. It is a figure for demonstrating the comparative example of the determination of the ride quality level.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description, the same reference numerals are used for the same elements or elements having the same function, and duplicate explanations will be omitted.

First, the physical configuration of a railroad vehicle will be described with reference to FIG. FIG. 1 is a diagram for explaining the overall configuration of a railroad vehicle. As shown in FIG. 1, the railroad vehicle 1 is composed of a plurality of vehicles 20. The railway vehicle 1 detects the vibration applied to each vehicle 20 by various devices provided on the vehicle 20 and controls the riding comfort. The railroad vehicle 1 has a bogie 21, an acceleration sensor 23, a calculation unit 24, a relay unit 25, and a control unit 26 in each vehicle 20.

The acceleration sensor 23 is a part that detects the vibration of each vehicle 20. The calculation unit 24 is a part that mainly determines the ride quality level of the vehicle 20. Here, the "ride quality level" is a degree indicating whether the ride quality is good or bad. The relay unit 25 is a part that relays the determination result of each arithmetic unit 24 and transmits it to the control unit 26. The control unit 26 is a part that notifies and records the determination result received from each calculation unit 24.

Two carriages 21 are arranged in each vehicle 20. Each bogie 21 is provided on the vehicle body 31 of the vehicle 20 and has a bogie frame 32 and four wheels 33. Two wheels 33 are provided symmetrically on one bogie frame 32.

As shown in FIG. 1, the acceleration sensor 23 is arranged directly above the bogie 21 of the railroad vehicle 1. In the present embodiment, the acceleration sensor 23 is provided for each carriage 21 in the plurality of vehicles 20. Specifically, the acceleration sensor 23 is arranged directly above the center plate (position corresponding to the rotation center of the carriage 21 on the floor, in the floor, or under the floor of the vehicle 20). The accelerometer 23 may be arranged on the end parts 27, 28 of the vehicle 20 (a portion formed by the end part of the vehicle 20 in the longitudinal direction), or may be arranged on a side wall near the end part (for example, a side structure). ) Or, it may be arranged on the ceiling (for example, a roof structure) near the wife.

The arithmetic unit 24 is arranged on one end 27 of the vehicle 20. The arithmetic unit 24 may be provided only in at least one of the vehicles 20 having a crew room having a driver's cab or the like (for example, the leading vehicle 20 and the trailing vehicle 20). The relay unit 25 is arranged, for example, on the other wife portion 28 of the vehicle 20. The control unit 26 is arranged, for example, in the leading car 20 and the trailing car 20 of the railroad car 1, respectively. The control unit 26 may be provided in only one of the vehicles 20 having a crew room having a driver's cab or the like. The arithmetic unit 24, the relay unit 25, and the control unit 26 may be arranged inside or outside the vehicle.

Next, with reference to FIG. 2, the structure of the peripheral portion of the carriage 21 will be described. Each carriage 21 has a vibration suppressing mechanism 35, 36 and a control means 37 for controlling the vibration suppressing mechanism 35, 36.

In FIG. 2, the vibration suppression mechanism 35 is provided between the wheel 33 and the bogie frame 32, and the vibration suppression mechanism 36 is provided between the vehicle body 31 and the bogie frame 32. The vibration suppressing mechanism 35 connects one wheel 33 and the bogie frame 32, and suppresses the vibration transmitted from the wheel 33 to the bogie frame 32. The vibration suppressing mechanism 36 connects the bogie frame 32 and the vehicle body 31, and suppresses the vibration transmitted from the bogie frame 32 to the vehicle body 31. The control means 37 is provided under the floor of the vehicle body 31, and is electrically connected to the vibration suppression mechanisms 35 and 36. The control means 37 may be provided in the wife units 27 and 28 for each vehicle 20 together with the arithmetic unit 24 or the relay unit 25, or may be provided in the leading vehicle 20 and the tail vehicle 20 together with the controlling unit 26. good.

FIG. 2 shows a model of the vibration suppression mechanism 35 and the vibration suppression mechanism 36. The vibration suppression mechanism 35 has one spring 41 (shaft spring) and one viscous damper 42 (shaft damper). The spring 41 and the viscous damper 42 are configured in parallel with each other. That is, the spring 41 and the viscous damper 42 are connected to the wheel 33 and the bogie frame 32, respectively.

The vibration suppression mechanism 36 is an air spring and has three springs 43, 44, 45 and one viscous damper 46. The spring 43 and the viscous damper 46 are configured in parallel with each other, and both are connected in series with the spring 44. The spring 43, the viscous damper 46, and the spring 44 are configured in parallel with the spring 45. That is, the spring 43 and the viscous damper 46 are connected to the bogie frame 32 and the spring 44. The spring 44 is connected to the spring 43, the viscous damper 46, and the vehicle body 31. The spring 45 is connected to the bogie frame 32 and the vehicle body 31.

As described above, the vibration suppression mechanisms 35 and 36 are configured by connecting the spring and the viscous damper in series or in parallel. As a result, the vibration suppression mechanisms 35 and 36 perform desired damped vibration when an external force is applied to the railway vehicle 1. As a result, the vibration generated in the vehicle body 31 is suppressed without impairing the riding comfort.

The viscous dampers 42 and 46 are all viscous dampers using an electrorheological fluid (ER fluid), so-called ER dampers. The electrorheological fluid forms a particle chain when an electric field is applied, and its viscosity increases. Due to the action of this electrorheological fluid, the damping force of the ER damper increases as the applied voltage increases, and decreases as the applied voltage decreases. In other words, the viscosity of the viscous dampers 42 and 46 changes according to the applied voltage. In the present embodiment, the viscous damper 42 and the viscous damper 46 are electrically connected to the control means 37, respectively. The control means 37 controls the voltage applied to the viscous damper 42 and the viscous damper 46.

The viscous dampers 42 and 46 may be viscous dampers using a magnetic viscous fluid (MR fluid), so-called MR dampers. The viscosity of MR fluid increases when a magnetic field is applied. Similar to the ER damper, the damping force of the MR damper increases as the applied voltage increases, and the damping force decreases as the applied voltage decreases.

In the present embodiment, the viscous dampers 42 and 46 are provided for each carriage 21 in the plurality of vehicles 20. The viscous dampers 42 and 46 may be provided on either one of the vibration suppressing mechanisms 35 and 36. That is, the viscous dampers 42 and 46 using the electrorheological fluid or the ferrofluid may be provided at least one between the vehicle body 31 and the bogie frame 32 and between the bogie frame 32 and the wheels 33. ..

Next, with reference to FIG. 3, the functional configuration of the acceleration sensor 23, the calculation unit 24, and the relay unit 25 will be described. FIG. 3 shows an acceleration sensor 23, a calculation unit 24, and a relay unit 25, which are a part of the railway vehicle 1.

The acceleration sensor 23 detects the acceleration in the vertical direction, the horizontal direction, and the front-rear direction of the vehicle 20 generated in response to the vibration of the vehicle 20. The acceleration detected by the acceleration sensor 23 is sequentially transmitted to the calculation unit 24.

As shown in FIG. 3, the calculation unit 24 has a reception unit 51, a state calculation unit 52, a unit space database 53, and a communication unit 54. The receiving unit 51 receives the detection signal data from at least one acceleration sensor 23 provided in the same vehicle 20. The receiving units 51 are connected to each other so as to be able to communicate with each other by short-range wireless communication such as Bluetooth (registered trademark). The connection is not limited to wireless, but may be wired.

The state calculation unit 52 determines the state of the vehicle 20 based on the detection signal data from the acceleration sensor 23 received by the reception unit 51. In the present embodiment, the state calculation unit 52 determines the ride quality level of the vehicle 20 by the MTS (Mahalanobis-Taguchi System). Specifically, the state calculation unit 52 calculates the Mahalanobis distance with reference to the unit space database 53, and determines the ride comfort level of the vehicle 20 by comparing the calculated Mahalanobis distance with the threshold value. The state calculation unit 52 outputs the determination result of the ride quality level to the communication unit 54.

The unit space database 53 stores the unit data (unit space data) acquired in advance used for the MTS. The unit data is characteristic data when a normal railroad vehicle 1 travels on a normal railroad track. The unit data is obtained by fast Fourier transforming each of the n detection signal data output from the acceleration sensor 23, and is n data related to the acceleration for each frequency. In other words, the unit data is data showing information on acceleration for each frequency.

As the unit data, for example, m railroad vehicle IDs and unit data are stored in advance for each line ID and each time. Here, the railroad vehicle ID and the line ID indicate the vehicle type and the line type of the railroad vehicle, respectively. Since the physically same railroad vehicle 1 may be used for different purposes at different times, even if different railroad vehicle IDs are attached to the physically same railroad vehicle 1 in consideration of such a case. good. For example, a railroad vehicle 1 used as a limited express train in the morning may be used as a regular train in the daytime, or a railroad vehicle 1 carrying passengers may travel as a forwarding train. The railway vehicle ID may indicate the traveling mode of the railway vehicle 1 such as a forwarding train, an ordinary train, a rapid train, and a limited express train, or indicates the grade of each vehicle 20 such as an ordinary vehicle and a green vehicle. May be.

In the present embodiment, the unit data is data showing acceleration for each frequency, that is, data showing frequency characteristics of acceleration (frequency spectrum of acceleration). The unit data is not limited to this as long as it is data indicating information on acceleration. The unit data may be, for example, data showing PSD (Power Spectral Density, power spectral density function) for each frequency, that is, PSD frequency characteristics (PSD frequency spectrum).

The communication unit 54 is a unit that transmits / receives information such as the state of the vehicle 20 (determination result of the ride quality level) determined by the state calculation unit 52 to and from the adjacent relay unit 25. The communication unit 54 is connected to the adjacent vehicle 20 and the relay unit 25 arranged in the same vehicle 20 so as to be able to communicate with each other by short-range wireless communication such as Bluetooth (registered trademark). The connection is not limited to wireless, but may be wired. When the communication unit 54 receives (acquires) at least one of the railroad vehicle ID and the line ID from the control unit 26 via the adjacent relay unit 25, the communication unit 54 receives at least one of the received railroad vehicle ID and line ID. Output to the state calculation unit 52. The route ID received by the communication unit 54 may be the ID of the route on which the railway vehicle 1 is currently traveling, or may be the ID of the route to be traveled in the future.

The relay unit 25 has, for example, a communication unit 61 as a functional component. The communication unit 61 is a part that relays transmission / reception with the adjacent arithmetic unit 24 or the control unit 26. The communication unit 61 is connected to the arithmetic unit 24 or the control unit 26 arranged in the adjacent vehicle 20 and the same vehicle 20 so as to be able to communicate with each other by short-range wireless communication such as Bluetooth (registered trademark). The connection is not limited to wireless, but may be wired.

Next, with reference to FIG. 4, the functional configuration of the control unit 26 will be described in detail. FIG. 4 shows a control unit 26 that is a part of the railway vehicle 1.

The control unit 26 has a communication unit 71, a notification unit 72, and a determination result storage unit 73. The communication unit 71 is a part that transmits / receives (communicates) information between the depot 3 located outside the railroad vehicle 1 and the adjacent relay unit 25. The communication unit 71 is connected to the relay unit 25 arranged in the vehicle 20 so as to be able to communicate with each other by short-range wireless communication such as Bluetooth. The connection is not limited to wireless, but may be wired.

The communication unit 71 includes, for example, a determination result receiving unit 74 and an ID receiving unit 75. The determination result receiving unit 74 outputs the determination result received from the adjacent relay unit 25 to the notification unit 72 and the determination result storage unit 73, respectively. Further, the ID receiving unit 75 receives at least one of the railroad vehicle ID and the line ID from the depot 3 and transmits them to each arithmetic unit 24 via the relay unit 25. The vehicle base 3 that transmits at least one of the railway vehicle ID and the line ID is located, for example, in a station yard or each train ward. The route ID transmitted from the depot 3 may be the ID of the route currently traveling or the ID of the route scheduled to be traveled in the future.

The notification unit 72 is a unit that notifies the determination result received from the communication unit 71. The notification unit 72 is provided with, for example, a display, and displays a determination result for each vehicle 20 when the railway vehicle 1 is traveling. The determination result storage unit 73 is a unit for storing the determination result. In the determination result storage unit 73, for example, the time when the communication unit 71 receives the determination result and the determination result are stored in association with each other.

Next, a method for determining the state of the railway vehicle 1 in the arithmetic unit 24 will be described in detail. As shown in FIG. 3, the state calculation unit 52 includes a first calculation unit 56 (first calculation means), a second calculation unit 57 (second calculation means), and a comparison unit 58 (the second calculation means). It has a comparison means) and a determination unit 59 (determination means).

The first calculation unit 56 calculates characteristic data related to acceleration for each frequency by performing a fast Fourier transform on the detection signal data from the acceleration sensor 23 received by the reception unit 51. In the present embodiment, the first calculation unit 56 averages the plurality of detection signal data output from the acceleration sensor 23 at different times (in different traveling sections) by the acceleration sensor 23 after performing a fast Fourier transform. Calculate characteristic data.

For example, the first calculation unit 56 acquires eight detection signal data from the acceleration sensor 23 for each of eight different traveling sections, and fast Fourier transforms each of the eight detection signal data. The first calculation unit 56 calculates the characteristic data by averaging the eight data obtained by the fast Fourier transform. The first calculation unit 56 calculates the above-mentioned characteristic data from the detection signal data in the vertical direction, the horizontal direction, and the front-back direction output from the acceleration sensor.

In the present embodiment, the first calculation unit 56 calculates characteristic data indicating acceleration for each frequency, that is, the frequency characteristic of acceleration. The characteristic data calculated by the first calculation unit 56 is not limited to this as long as it is data indicating information on acceleration. For example, the first calculation unit 56 calculates characteristic data indicating PSD for each frequency, that is, the frequency characteristic of PSD when the unit data stored in the unit space database 53 is PSD data for each frequency. You may.

5 and 6 show the time characteristics of acceleration in the vertical direction as an example of the detection signal data from the acceleration sensor 23. The vertical axis shows acceleration and the horizontal axis shows time. 7 and 8 show characteristic data relating to acceleration in the vertical direction as an example of characteristic data calculated by the first calculation unit 56. The vertical axis shows the acceleration in logarithm, and the horizontal axis shows the frequency in logarithm. 5 and 7 show detection signal data in a state where the ride quality is normal, and characteristic data calculated based on the detection signal data. 6 and 8 show the detection signal data in a state where the ride quality is abnormal, and the characteristic data calculated based on the detection signal data.

The second calculation unit 57 calculates the Mahalanobis distance between the characteristic data calculated by the first calculation unit 56 and the unit data stored in the unit space database 53. In the present embodiment, the first calculation unit 56 calculates characteristic data from the detection signal data in the vertical direction, the horizontal direction, and the front-back direction, respectively. Therefore, the second calculation unit 57 calculates the Mahalanobis distance based on the characteristic data in the vertical direction, the horizontal direction, and the front-back direction, respectively.

In the present embodiment, the second calculation unit 57 acquires at least one of the railroad vehicle ID of the railroad vehicle 1 provided with the calculation unit 24 and the line ID on which the railroad vehicle 1 travels, and is based on these. Then, the unit data for calculating the distance of Maharanobis is extracted from the unit space database 53. The second calculation unit 57 acquires at least one of the railroad vehicle ID of the railroad vehicle 1 and the route ID on which the railroad vehicle 1 travels from the communication unit 54. In this case, the second calculation unit 57 calculates the Mahalanobis distance using the extracted unit data and the characteristic data calculated by the first calculation unit 56. That is, the second calculation unit 57 calculates the Mahalanobis distance based on the unit data corresponding to the information acquired by the communication unit 54. The unit data extracted by the second calculation unit 57 may be set by the user. The Mahalanobis distance may be calculated for each vehicle 20 by the second calculation unit 57 of the calculation unit 24 provided in each vehicle 20, or by one second calculation unit 57, the leading vehicle 20 to the tail vehicle. It may be calculated collectively for all the vehicles 20 up to 20.

The second calculation unit 57 determines, for example, whether it is a normal vehicle or a green vehicle from the railway vehicle ID. When the second calculation unit 57 determines that the vehicle is an ordinary vehicle, the unit data corresponding to the ordinary vehicle is extracted from the unit space database 53, and the Mahalanobis distance is calculated using the unit data corresponding to the ordinary vehicle. do. When the second calculation unit 57 determines that the vehicle is a green vehicle, the unit data corresponding to the green vehicle is extracted from the unit space database 53, and the Mahalanobis distance is calculated using the unit data corresponding to the green vehicle. do. The second calculation unit 57 may extract different unit data according to the traveling mode of a normal train, a rapid train, a limited express train, or the like, and calculate the Mahalanobis distance according to the traveling mode.

The comparison unit 58 compares the Mahalanobis distance calculated by the second calculation unit 57 with a preset threshold value. Specifically, the comparison unit 58 determines whether or not the Mahalanobis distance calculated by the second calculation unit 57 is equal to or greater than the threshold value. In the present embodiment, the comparison unit 58 compares the distances of the Mahalanobis in the vertical direction, the horizontal direction, and the front-rear direction, respectively.

In the present embodiment, the threshold value used by the comparison unit 58 is "4", and the comparison unit 58 determines whether or not the calculated Mahalanobis distance is "4" or more. The determination unit 59 determines the ride quality level of the vehicle 20 according to the comparison result in the comparison unit 58. In the present embodiment, the comparison unit 58 acquires at least one of the railroad vehicle ID of the railroad vehicle 1 provided with the calculation unit 24 and the line ID on which the railroad vehicle 1 travels, and sets the above threshold value based on these. decide. The comparison unit 58 acquires at least one of the railway vehicle ID of the railway vehicle 1 and the line ID of the railway vehicle 1 from the communication unit 54. That is, the comparison unit 58 determines the threshold value according to the information acquired by the communication unit 54. The threshold may be set by the user.

The determination unit 59 determines the ride quality level of the railway vehicle 1 according to the comparison result in the comparison unit 58. In the present embodiment, the determination unit 59 determines the ride quality level in the vertical direction, the horizontal direction, and the front-rear direction, respectively. For example, when the comparison unit 58 determines that the Mahalanobis distance is "4" or more, the determination unit 59 determines that the ride quality level is poor. For example, in the characteristic data shown in FIG. 7, the distance of Mahalanobis less than "4" is derived by the second calculation unit 57. In this case, the determination unit 59 determines that the ride quality level is good. In the characteristic data shown in FIG. 8, the distance of Mahalanobis of "4" or more is derived by the second calculation unit 57. In this case, the determination unit 59 determines that the ride quality level is poor. The determination of the ride quality level of the railroad vehicle 1 may be calculated for each vehicle 20 by the determination unit 59 of the calculation unit 24 provided in each vehicle 20, or by one determination unit 59, the leading vehicle 20 to the tail vehicle. All vehicles 20 up to 20 may be collectively determined.

When the determination unit 59 determines that the ride quality level is poor (when the comparison unit 58 determines that the Mahalanobis distance calculated by the second calculation unit 57 is equal to or greater than the threshold value), the communication unit 54 determines that the ride quality level is poor. The determination result and the characteristic data calculated by the first calculation unit 56 are transmitted to the control unit 26 via the adjacent relay unit 25. In this case, the communication unit 71 of the control unit 26 transmits (notifies) data indicating that the ride quality level is poor at the determination unit 59 to the depot 3 located outside the railway vehicle 1. The communication unit 54 may directly send and receive information to and from the control unit 26 or the depot 3. For example, when the determination unit 59 determines that the ride quality level is poor, the communication unit 54 directly transfers the determination result and the characteristic data calculated by the first calculation unit 56 to the control unit 26 or the depot. It may be transmitted to 3.

Next, with reference to FIG. 9, the control means 37 for controlling the vibration suppression mechanisms 35 and 36 will be described in detail. The control means 37 has, for example, a communication unit 81 (acquisition means), a weight detection unit 82 (weight detection means), and a voltage calculation unit 83 as functional components.

The communication unit 81 is a part that transmits / receives information to / from the communication unit 54 of the arithmetic unit 24. The communication unit 81 is connected to the arithmetic unit 24 arranged in the same vehicle 20 so as to be able to communicate with each other by short-range wireless communication such as Bluetooth (registered trademark). The connection is not limited to wireless, but may be wired. The communication unit 81 may directly transmit / receive information to / from the control unit 26 or the depot 3.

The communication unit 81 receives (acquires) various information from the calculation unit 24, for example, a railway vehicle ID, a route ID, and a determination result of a ride quality level determined by the determination unit 59. The communication unit 81 outputs various received information to the voltage calculation unit 83.

The weight detecting unit 82 is a part that detects the weight of the vehicle body 31. For example, the weight detecting unit 82 acquires the force received from the vehicle body 31 by the springs 41, 43, 44, 45 and the viscous dampers 42, 46 from the vibration suppressing mechanisms 35, 36, and calculates the weight of the vehicle body 31. .. The weight detection unit 82 outputs the detected weight of the vehicle body 31 to the voltage calculation unit 83.

The voltage calculation unit 83 includes an increase in the weight of the vehicle body 31 detected by the weight detection unit 82, a vehicle type (railway vehicle ID) acquired from the communication unit 81, a travel section type (route ID), and a riding comfort. Based on the level determination result, the voltage applied to each of the viscous dampers 42 and 46 is calculated. The control means 37 applies the voltage calculated by the voltage calculation unit 83 to each of the viscous dampers 42 and 46. The voltage calculation unit 83 applies a voltage to the viscous dampers 42 and 46 from any one of information such as an increase in the weight of the vehicle body 31, a vehicle type, a traveling section type, and a determination result of a riding comfort level. May be calculated, or the voltage applied to the viscous dampers 42 and 46 may be calculated in consideration of the plurality of information.

When the voltage calculation unit 83 acquires the weight of the vehicle body 31 from the weight detection unit 82, the voltage calculation unit 83 calculates the amount of increase in the weight of the vehicle body 31. For example, the voltage calculation unit 83 calculates the amount of increase in the weight of the vehicle body 31 by calculating the difference between the acquired weight of the vehicle body 31 and the preset reference weight of the vehicle body 31. The voltage calculation unit 83 calculates the voltage applied to each of the viscous dampers 42 and 46 so that different damping forces are generated in the viscous dampers 42 and 46 according to the amount of increase in the weight of the vehicle body 31. For example, when the voltage calculation unit 83 determines that the weight of the vehicle body 31 has increased, the voltage calculation unit 83 calculates the voltage applied to the viscous dampers 42, 46 so that the damping force due to the viscous dampers 42, 46 increases.

When the voltage calculation unit 83 acquires the vehicle type (railroad vehicle ID) and the travel section type (route ID) from the communication unit 81, the viscous dampers 42 and 46 differ depending on the acquired vehicle type or the travel section type. The voltage applied to each of the viscous dampers 42 and 46 is calculated so that the damping force is generated. For example, the voltage calculation unit 83 determines from the railroad vehicle ID whether it is a deadhead train or a train on which passengers board. When the voltage calculation unit 83 determines that the train is a passenger, the viscous damper 42, Calculate the voltage applied to 46. The voltage calculation unit 83 may calculate the voltage applied to the viscous dampers 42 and 46 so that different damping forces are generated in the viscous dampers 42 and 46 for each vehicle 20 based on the railway vehicle ID.

When the voltage calculation unit 83 acquires the determination result of the ride quality level from the communication unit 81, the viscous dampers 42 and 46 generate different damping forces depending on the acquired ride quality level. Calculate the voltage applied to each. That is, the voltage calculation unit 83 calculates the voltage applied to the viscous dampers 42 and 46 based on the detection signal data from the acceleration sensor 23 provided in the vehicle 20. For example, the voltage calculation unit 83 has a uniform ride quality level of the plurality of vehicles 20 based on the ride quality level of each vehicle 20 determined from the detection signal data from the acceleration sensors 23 provided in the plurality of vehicles 20. The voltage applied to the viscous dampers 42 and 46 provided on each carriage 21 is calculated so as to be.

Next, the action and effect of the railway vehicle 1 will be described. In the railroad vehicle 1, the control means 37 applies the voltage calculated by the voltage calculation unit 83 to the viscous dampers 42 and 46. The viscosity of the viscous dampers 42 and 46 changes according to the applied voltage. Therefore, the railroad vehicle 1 can control the damper characteristics according to situations such as an increase or decrease in passengers and a change in the traveling mode of the railroad vehicle. For example, if it is determined that the parts have deteriorated over time or the number of passengers is small, the vehicle body 31 may not be stable and the vibration of the vehicle 20 may increase. In this case, the control means 37 can control the voltage applied to the viscous dampers 42, 46 so that the damping force due to the viscous dampers 42, 46 increases. Therefore, the railroad vehicle 1 can provide a desired ride quality according to various situations.

The viscous dampers 42 and 46 are dampers using a magnetic viscous fluid or dampers using an electrorheological fluid. Viscous dampers using ferrofluids or electrorheological fluids generate damping forces by taking advantage of the unique property of forming particle chains when an electric or magnetic field is applied. Therefore, a viscous damper using a magnetic viscous fluid or an electrorheological fluid has a longer life than a general damper. Therefore, the railroad vehicle 1 can provide a desired ride quality over a long period of time.

A weight detecting unit 82 for detecting the weight of the vehicle body 31 is provided. The control means 37 controls the voltage applied to the viscous dampers 42 and 46 based on the amount of increase in the weight of the vehicle body 31 detected by the weight detection unit 82. The vibration of the vehicle 20 changes depending on the weight of the vehicle body. Therefore, for example, the vibration generated in the vehicle 20 may differ depending on whether the number of passengers is large or small. Since the railroad vehicle 1 controls the voltage applied to the viscous dampers 42 and 46 based on the detection result detected by the weight detection unit 82, it is possible to provide a desired ride comfort regardless of the weight of the vehicle body 31.

It is provided with a communication unit 81 that acquires at least one of the vehicle type of the vehicle 20 or the type of the traveling section in which the vehicle 20 travels. The control means 37 controls the voltage applied to the viscous dampers 42 and 46 so that different damping forces are generated by the viscous dampers 42 and 46 depending on the vehicle type or the traveling section type. In this case, the railway vehicle 1 can generate an appropriate damping force on the viscous dampers 42 and 46 according to the vehicle type or the traveling section type. For example, it is applied to the viscous dampers 42 and 46 so that the damping force due to the viscous dampers 42 and 46 increases when it is determined that the vehicle is a passenger on board than when it is determined to be a deadhead train. The voltage can be controlled.

The accelerometer 23 provided in the vehicle 20 is provided. The control means 37 controls the voltage applied to the viscous dampers 42 and 46 provided in the vehicle 20 based on the detection signal data from the acceleration sensor 23 provided in the vehicle 20. Therefore, the railroad vehicle 1 can improve the riding comfort by generating an appropriate damping force on the viscous dampers 42 and 46 in response to the vibration of the railroad vehicle 1 detected by the acceleration sensor 23.

The acceleration sensor 23 is arranged directly above the center plate of the vehicle 20. Therefore, the acceleration sensor 23 can improve the accuracy of the vibration generated in the railway vehicle 1.

The viscous dampers 42, 46 and the acceleration sensor 23 are provided in the plurality of vehicles 20, and the control means 37 is provided in each vehicle 20 based on the detection signal data from the acceleration sensors 23 provided in the plurality of vehicles 20. The voltage applied to the provided viscous dampers 42 and 46 is controlled. Therefore, the railroad vehicle 1 can provide a desired ride quality in each of the plurality of rolling stock 20 in consideration of the vibration generated by the other rolling stock 20. For example, the ride quality level of a plurality of vehicles 20 can be made uniform.

The vibration of a railroad vehicle includes frequencies that passengers find comfortable and frequencies that passengers find unpleasant. That is, the degree of contribution to ride comfort differs depending on the frequency. Therefore, for example, as shown in FIGS. 10 and 11, the ride quality level is determined by comparing the ride quality reference line and the characteristic data in consideration of the difference in the frequency component of the vibration generated in the railway vehicle. It is conceivable to do. FIG. 10 shows the reference lines (a), (b), (c), (d) of the ride quality and the characteristic data (e) in the state where the ride quality is normal. FIG. 11 shows the reference lines (a), (b), (c), (d) of the ride quality and the characteristic data (f) in the state where the ride quality is abnormal. The reference lines (a), (b), (c) and (d) correspond to better riding comfort in the order of (a), (b), (c) and (d). For example, the reference line (a) is a reference line indicating the standard of riding comfort of a normal vehicle, and the reference line (b) is a reference line indicating the standard of riding comfort of a green vehicle.

The more the characteristic data exceeds the above-mentioned reference line, the worse the ride quality of the vehicle 20 from which the characteristic data is obtained. For example, in FIG. 10, since the characteristic data (e) is characteristic data in a state where the ride quality is normal (a state where the ride quality is good), the reference lines (a), (b), (c), (d). ) Is located below any of them. On the other hand, in FIG. 11, a part of the characteristic data (f) is located above the reference lines of (b) and (c). Therefore, it can be seen that the railroad vehicle 1 from which the characteristic data (f) has been acquired is less comfortable to ride than the railroad vehicle 1 from which the characteristic data (e) has been acquired. However, with this method, it is difficult to determine at what position and how much the characteristic data exceeds the reference line to determine whether it is appropriate to determine that the ride quality is poor.

In the railroad vehicle 1 according to the present embodiment, the Mahalanobis distance between the characteristic data regarding the acceleration for each frequency calculated by the first calculation unit 56 and the unit data acquired in advance is calculated. The calculated Mahalanobis distance is a single piece of data that takes into account the frequency-by-frequency differences from the unit data for the desired frequency range. In the railroad vehicle 1, the ride quality level of the railroad vehicle is determined by comparing the Mahalanobis distance calculated in this way with the threshold value. In this way, in the railroad vehicle 1, the determination is made using the Mahalanobis distance, so that the ride comfort level is considered in consideration of the difference in the degree of contribution to the ride comfort for each frequency while the railroad vehicle 1 is running. Judgment can be performed easily and accurately.

The control means 37 controls the voltage applied to the viscous dampers 42 and 46 based on the determined ride quality level. Therefore, even if the ride quality level deteriorates due to deterioration of parts over time, the desired ride quality can be easily and accurately secured.

The first calculation unit 56 calculates characteristic data by performing a Fourier transform on each of the plurality of detection signal data output from the acceleration sensor 23 at different times and then averaging them. Therefore, the influence of erroneous detection by the acceleration sensor 23 can be reduced.

The unit data is characteristic data when a normal railroad vehicle 1 travels on a normal railroad track, and is for each frequency obtained by Fourier-converting each of a plurality of detection signal data output from the acceleration sensor 23 at different times or different traveling sections. Contains data on the acceleration of. Therefore, the ride comfort level can be determined in consideration of the deterioration of both the railroad vehicle 1 and the railroad track, and the variation in the detection result of the acceleration sensor 23 due to the difference in time or the difference in the traveling section.

Although the preferred embodiment of the present invention has been described above, the present invention is not necessarily limited to the above-described embodiment, and various modifications can be made without departing from the gist thereof.

For example, the state calculation unit 52 and the unit space database 53 are also arranged in the relay unit 25, and the processing related to determining whether or not there is an abnormality in the state of the vehicle 20 is shared between the calculation unit 24 and the relay unit 25. You may do it.

In the present embodiment, the ride quality level is determined by various devices provided in the railway vehicle 1, but the ride quality level may be determined outside the railway vehicle 1, for example, at the depot 3. In this case, the detection signal data from the acceleration sensor 23 provided in each vehicle 20 is transmitted to the outside of the railway vehicle 1.

In the present embodiment, the voltage calculation unit 83 may calculate the voltage applied to the viscous dampers 42 and 46 based on the information input by the user. For example, the voltage calculation unit 83 has acquired the vehicle type (railway vehicle ID) and the travel section type (route ID) acquired from the communication unit 81, but the user directly informs the voltage calculation unit 83 of the vehicle type or travel. You may enter the type of the section.

1 ... Railway vehicle, 20 ... Vehicle, 23 ... Accelerometer, 31 ... Body, 32 ... Bogie frame, 33 ... Wheels, 37 ... Control means, 42, 46 ... Viscous damper, 56 ... First calculation unit, 57 ... 2 calculation unit, 58 ... comparison unit, 59 ... determination unit, 81 ... communication unit, 82 ... weight detection unit.

Claims (9)

A viscous damper provided between the vehicle body and the bogie frame and at least one of the bogie frame and the wheels, whose viscosity changes according to the applied voltage.
A control means for controlling the voltage applied to the viscous damper,
It is provided with an acquisition means for acquiring a vehicle type indicating at least one of the traveling mode of the vehicle and the grade of the vehicle.
The control means is a railway vehicle that controls a voltage applied to the viscous damper so that different damping forces are generated by the viscous damper according to the vehicle type acquired by the acquisition means . The railway vehicle according to claim 1, wherein the viscous damper is a damper using a magnetic viscous fluid or a damper using an electrorheological fluid. Further provided with a weight detecting means for detecting the weight of the vehicle body,
The railway vehicle according to claim 1 or 2, wherein the control means controls a voltage applied to the viscous damper based on an increase in the weight of the vehicle body detected by the weight detecting means. The acquisition means acquires the type of travel section in which the vehicle travels, and obtains the type of travel section.
The control means controls the voltage applied to the viscous damper so that different damping forces are generated in the viscous damper according to the vehicle type and the traveling section type acquired by the acquisition means. The railway vehicle according to any one of 1 to 3. Further equipped with an acceleration sensor provided in the vehicle,
One of claims 1 to 4, wherein the control means controls a voltage applied to the viscous damper provided in the vehicle based on detection signal data from the acceleration sensor provided in the vehicle. Railroad vehicle described in. The railway vehicle according to claim 5, wherein the accelerometer is arranged directly above the center plate of the vehicle. The viscous damper and the acceleration sensor are provided for each bogie in the plurality of vehicles.
The control means according to claim 5 or 6, wherein the control means controls a voltage applied to the viscous damper provided on each of the bogies based on detection signal data from the acceleration sensors provided on the plurality of vehicles. Railroad vehicle. A first calculation means for Fourier transforming the detection signal data from the acceleration sensor and calculating characteristic data related to acceleration for each frequency.
A second calculation means for calculating the Mahalanobis distance between the characteristic data calculated by the first calculation means and the unit data acquired in advance, and a second calculation means.
A comparison means for comparing the Mahalanobis distance with a preset threshold, and
A determination means for determining the ride quality level of the vehicle according to the comparison result in the comparison means is provided.
The railway vehicle according to any one of claims 5 to 7, wherein the control means controls a voltage applied to the viscous damper based on the ride quality level determined by the determination means. The unit data is characteristic data when a normal railway vehicle travels on a normal railroad track, and is a frequency obtained by Fourier transforming each of a plurality of detection signal data output from the acceleration sensor at different times or different traveling sections. The railroad vehicle according to claim 8, which includes data on each acceleration.

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