JPH07267085A - Vibration control method of railway stock - Google Patents
Vibration control method of railway stockInfo
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- JPH07267085A JPH07267085A JP8226794A JP8226794A JPH07267085A JP H07267085 A JPH07267085 A JP H07267085A JP 8226794 A JP8226794 A JP 8226794A JP 8226794 A JP8226794 A JP 8226794A JP H07267085 A JPH07267085 A JP H07267085A
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- control
- vibration
- vehicle
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- signal
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Abstract
Description
【０００１】[0001]
【産業上の利用分野】この発明は、制御効果の向上を図
った鉄道車両の振動制御方法に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle vibration control method for improving the control effect.
【０００２】[0002]
【従来の技術】鉄道車両の車体に発生する振動を抑制す
る方法としては、車体と台車の間に振動方向に合わせて
流体作動機構を設置し、該車体の振動に対し逆位相の制
御力を発生させる方法、例えば特開昭５６−１７７５４
号「車両の振動制御装置」等が知られている。2. Description of the Related Art As a method of suppressing the vibration generated in the car body of a railway vehicle, a fluid actuating mechanism is installed between the car body and a bogie in accordance with the vibration direction, and a control force having a phase opposite to the vibration of the car body is provided. A method of generating the same, for example, JP-A-56-17754
No. "Vehicle vibration control device" and the like are known.
【０００３】その一例を図４（Ａ）、（Ｂ）に示す。こ
の装置は、車体１９と台車２０の間に設置された上下方
向流体作動機構２１と左右方向流体作動機構２２をサー
ボ弁２３で駆動し振動を制御するものである。前記サー
ボ弁２３への制御入力は以下のようにして決定される。An example thereof is shown in FIGS. 4 (A) and 4 (B). This device drives a vertical fluid actuating mechanism 21 and a lateral fluid actuating mechanism 22 installed between a vehicle body 19 and a carriage 20 by a servo valve 23 to control vibration. The control input to the servo valve 23 is determined as follows.
【０００４】先ず、車体１９に設置された上下方向加速
度計２４の出力から積分器２６、位相進み要素２７、ゲ
イン要素２８から構成される振動制御器２９を用いて振
動に対する制御入力を決定する。First, the control input for vibration is determined from the output of the vertical accelerometer 24 installed on the vehicle body 19 using a vibration controller 29 composed of an integrator 26, a phase advance element 27, and a gain element 28.
【０００５】一方、車体１９に設置された左右方向加速
度計２５の出力から、遠心加速度に対応する周波数０．
３Ｈｚ以下の加速度成分を検出するローパスフィルタ３
０、該ローパスフィルタ３０での位相遅れを補償する位
相進み要素３１、ゲイン要素３２から構成される遠心加
速度補償器３３を用いて遠心加速度に対する制御入力を
決定する。なお、図中の３４は流体源である。On the other hand, from the output of the lateral accelerometer 25 installed on the vehicle body 19, the frequency 0.
Low-pass filter 3 for detecting acceleration components below 3 Hz
0, a centrifugal acceleration compensator 33 composed of a phase lead element 31 for compensating the phase delay in the low-pass filter 30 and a gain element 32 is used to determine the control input for the centrifugal acceleration. Incidentally, 34 in the figure is a fluid source.
【０００６】前記のような振動制御装置を構成すること
により、軌道狂いが原因となって発生する振動の逓減を
同時に行なうことができる。更に、フィードバック制御
において、影響の大きい流体作動系の応答遅れや制御力
の演算による遅れを補償するための方法として特開昭６
３−３１５３６７号「車両の振動制御装置」がある。By configuring the vibration control device as described above, it is possible to simultaneously reduce the vibration generated due to the trajectory deviation. Further, as a method for compensating a response delay of a fluid actuating system or a delay due to calculation of a control force, which has a great influence in feedback control, Japanese Patent Laid-Open No. Sho 6-96
There is 3-3155367 "Vehicle Vibration Control Device".
【０００７】この装置は図５に示すように、車体１９と
台車２０との間に設置された流体作動機構３５を駆動し
て振動を制御するものであるが、前記特開昭５６−１７
７５４号のように車体の振動を検知計で検知してフィー
ドバックするのではなく、軌道位置検出装置３６で検出
した車両の軌道上位置における軌道凹凸不整量を軌道情
報装置３７により出力し、軌道と台車間の振動伝達関数
Ｆと、台車と車体間の振動伝達関数Ｈと制御弁における
制御電流と車体変位間の制御伝達関数Ｇの比Ｈ／Ｇとの
積Ｆ・Ｈ／Ｇからなる信号を出力する予見補償回路３８
により制御演算をし、制御が行なわれるのである。この
装置によれば、遅れの少ない効果的な振動抑制を図るこ
とができる。As shown in FIG. 5, this device drives a fluid actuating mechanism 35 installed between the vehicle body 19 and the carriage 20 to control vibration.
As in No. 754, the vibration of the vehicle body is not detected and fed back by the detector, but the track information irregularity amount at the position on the track of the vehicle detected by the track position detection device 36 is output by the track information device 37, and A signal composed of a product F · H / G of a vibration transfer function F between the bogie and a vibration transfer function H between the bogie and the vehicle body and a ratio H / G of a control current in the control valve and a control transfer function G between the vehicle body displacements. Output preview compensation circuit 38
The control calculation is performed by means of and the control is performed. According to this device, it is possible to effectively suppress vibration with less delay.
【０００８】[0008]
【発明が解決しようとする課題】前記特開昭５６−１７
７５４号等の振動制御装置は、制御車両自体の振動を検
知してフィードバック信号により振動制御を行なうた
め、その振動の検知信号に基づいて演算して得た制御信
号を流体作動機構へ出力して制御力が発生するから、制
御器における演算時間や流体作動機構の動作遅れ等によ
って、実際の振動に対し遅れた制御力しか得られないた
め、制御効果に限界がある。DISCLOSURE OF THE INVENTION Problems to be Solved by the Invention
Since the vibration control device such as No. 754 detects the vibration of the control vehicle itself and controls the vibration by the feedback signal, it outputs the control signal obtained by the calculation based on the detection signal of the vibration to the fluid operation mechanism. Since the control force is generated, the control effect is limited because only the control force delayed from the actual vibration can be obtained due to the calculation time in the controller, the operation delay of the fluid actuating mechanism, and the like.
【０００９】また、特開昭６３−３１５３６７号の振動
制御装置は、軌道の不整を予め制御入力として保有して
おき、該軌道不整量を用いて車体に生じる振動を予知
し、この振動を抑制する制御出力によって遅れのない制
御を行なうものであるが、実際の車体振動を全く検知せ
ずに制御するため、軌道と車体間の伝達関数が不正確で
あったり、軌道不整が経年変化した場合には制御効果が
悪化する。また、軌道不整による外乱を正確に検出する
ことは困難であり、更に流体作動機構の動作遅れが大き
いと制御効果は減少する。Further, the vibration control device disclosed in Japanese Patent Laid-Open No. 63-315367 holds a track irregularity as a control input in advance, predicts the vibration generated in the vehicle body by using the track irregularity amount, and suppresses the vibration. However, if the transfer function between the track and the car body is inaccurate or the track irregularity changes over time, the control is performed without detecting any actual car body vibration. The control effect deteriorates. Further, it is difficult to accurately detect the disturbance due to the trajectory irregularity, and if the operation delay of the fluid actuating mechanism is large, the control effect is reduced.
【００１０】この発明は、前記のごとく従来の振動制御
装置に見られる欠点を除くため、一編成の前方車両の車
体振動を後方の制御車両の制御器に予見信号として入力
することにより、効果的な制御ができる鉄道車両の振動
制御方法を提供するものである。In order to eliminate the drawbacks seen in the conventional vibration control apparatus as described above, the present invention is effective by inputting the vehicle body vibration of the front vehicle of one set as a preview signal to the controller of the rear control vehicle. It is intended to provide a vibration control method for a railway vehicle capable of various controls.
【００１１】[0011]
【課題を解決するための手段】上記目的を達成するた
め、この発明の鉄道車両の振動制御方法は、台車と車体
との間の二次ばねに並列して上下方向と左右方向に作用
する流体作動機構を設置し、車体に設けた振動検知計の
検出信号に基づいて、制御器内で車体の振動防止に必要
な制御力を演算し、求めた制御信号を前記流体作動機構
に出力して制御する方法において、一編成の前方車両の
車体振動を後方の制御車両の制御器に予見信号として入
力し振動を制御する。In order to achieve the above object, a vibration control method for a railway vehicle according to the present invention is a fluid that acts in parallel with a secondary spring between a bogie and a vehicle body in vertical and horizontal directions. An operating mechanism is installed, and based on the detection signal of the vibration detector installed on the vehicle body, the control force necessary to prevent vehicle vibration is calculated in the controller, and the obtained control signal is output to the fluid operating mechanism. In the control method, the vehicle body vibration of a front vehicle of a set is input to a controller of a rear control vehicle as a preview signal to control the vibration.
【００１２】また、前記振動制御方法において、一編成
の前方車両と後方の制御車両の同じ側の台車中心間距離
をその時々の走行速度を用いて伝達時間に換算し、該伝
達時間を制御車両において振動が発生する時点とし、該
時点より流体作動機構や制御機器での演算時間等による
制御系の遅れ時間だけ早めて制御系の遅れを補償し制御
車両の制御系に制御信号を出力して振動を制御する。In the above vibration control method, the distance between the center of the bogies on the same side of the front vehicle and the rear control vehicle of the same set is converted into a transmission time by using the traveling speed at each time, and the transmission time is converted. At the time when vibration occurs, the control system delay is compensated by advancing the control system delay time due to the calculation time in the fluid actuating mechanism and the control device from that time, and the control signal is output to the control system of the control vehicle. Control vibration.
【００１３】更に、前記振動制御方法において、一編成
の前方車両と後方の制御車両の同じ側の台車中心間距離
をその時々の走行速度を用いて伝達時間に換算し、該伝
達時間を制御車両において振動が発生する時点とし、該
時点より流体作動機構や制御機器での演算時間等による
制御系の遅れ時間だけ早めて制御系の遅れを補償するこ
とと、制御車両自体の振動検出信号とを組み合せて求め
た制御信号を制御車両の制御系に出力して振動を制御す
る。Further, in the above vibration control method, the distance between the center points of the bogies on the same side of a front vehicle and a rear control vehicle of a set is converted into a transmission time by using the traveling speed at each time, and the transmission time is controlled. At the time when the vibration occurs in the control system, the control system delay is compensated by advancing the control system delay time due to the calculation time in the fluid actuating mechanism and the control device from that time, and the vibration detection signal of the control vehicle itself. The control signal obtained by the combination is output to the control system of the controlled vehicle to control the vibration.
【００１４】[0014]
【作用】この発明の振動制御方法を実施するための装置
を概念的に示した図１に基づいて、この発明の作用を説
明する。この発明は、一編成の前方車両の車体振動を後
方の制御車両の制御器に予見信号として入力し振動を制
御することを基本構成とし、図１には前方車両６に予見
用振動検知計１を、制御車両７にフィードバック用振動
検知計２を設けているが、これらの振動検知計１、２は
通常の車体振動制御装置用として設置されている車体左
右側の上下方向振動検知計と車体中央の左右方向振動検
知計から構成されているものを概念的に示している。The operation of the present invention will be described based on FIG. 1 which conceptually shows an apparatus for carrying out the vibration control method of the present invention. The present invention is basically configured to input a vehicle body vibration of a front vehicle of a set to a controller of a rear control vehicle as a preview signal to control the vibration, and in FIG. The control vehicle 7 is provided with a vibration detector 2 for feedback. These vibration detectors 1 and 2 are installed for a normal vehicle body vibration control device. It is conceptually shown that it is composed of a central lateral vibration detector.
【００１５】列車は同じ軌道上を走行するので、軌道の
狂いにより発生する車体振動は、一編成内の各車両でほ
ぼ同じであり、予見用振動検知計１の検知信号を制御車
両７の制御器４に入力して制御車両７に生じる振動を予
知することができる。すなわち、前方車両６の予見用振
動検知計１と制御車両７のフィードバック用振動検知計
２との距離Ｌ、そのときの車両の走行速度Ｖにより、下
記１式で求まる時間を遅延時間Ｔ1として制御車両７に
生じる振動の発生時点を予見する。Since the trains run on the same track, the vehicle body vibrations caused by the deviation of the track are almost the same for each vehicle in one formation, and the detection signal of the vibration detection meter 1 for prediction is controlled by the control vehicle 7. The vibration generated in the control vehicle 7 can be predicted by inputting it to the instrument 4. That is, the time obtained by the following equation 1 is determined as the delay time T 1 by the distance L between the foreseeing vibration detector 1 of the forward vehicle 6 and the feedback vibration detector 2 of the control vehicle 7 and the traveling speed V of the vehicle at that time. The time when the vibration generated in the control vehicle 7 is predicted is foreseen.
【００１６】[0016]
【数１】 [Equation 1]
【００１７】また、制御車両７の流体作動機構の動作遅
れ時間Ｔ2だけ遅延時間Ｔ1より差し引いて流体作動機構
の動作遅れ時間を補償することにより、制御性能の向上
が図れる。これらの遅延時間Ｔ1と動作遅れ時間Ｔ2は遅
延補償器３により演算し、その遅延補償器３からの出力
を制御器４に入力し、ここで制御演算を行ない、その結
果を制御弁５に出力して制御車両７の各流体作動機構へ
の流出入量を制御し、流体作動機構に制御力を発生さ
せ、車体の振動を低減する。Further, by subtracting the operation delay time T 2 of the fluid actuation mechanism of the control vehicle 7 from the delay time T 1 to compensate the operation delay time of the fluid actuation mechanism, the control performance can be improved. The delay time T 1 and the operation delay time T 2 are calculated by the delay compensator 3, the output from the delay compensator 3 is input to the controller 4, the control calculation is performed here, and the result is obtained by the control valve 5. To control the amount of flow into and out of each fluid actuation mechanism of the control vehicle 7, generate a control force in the fluid actuation mechanism, and reduce vibration of the vehicle body.
【００１８】前記のごとく、前方車両６の予見用振動検
知計１による予見信号のみで制御車両７の振動制御を行
なうと、走行速度Ｖの変化や伝送ノイズの影響を受ける
可能性があるため、制御車両７のフィードバック用振動
検知計２によるフィードバック信号を併用して制御する
ことができる。このときフィードバック信号Ｓｆと遅れ
補償後の予見信号Ｓｐとは下記２式のように組み合せる
ことができる。As described above, when the vibration control of the control vehicle 7 is performed only by the preview signal from the preview vibration detector 1 of the vehicle 6 ahead, there is a possibility that the change of the traveling speed V and the transmission noise are affected. A feedback signal from the feedback vibration detector 2 of the control vehicle 7 can be used in combination for control. At this time, the feedback signal Sf and the preview signal Sp after delay compensation can be combined as in the following two equations.
【００１９】Ｓ＝ａ・Ｓｆ＋ｂ・Ｓｐ ２式 ただし、ａ＋ｂ＝１S = a · Sf + b · Sp 2 formula where a + b = 1
【００２０】前記２式において、ａ＝１のときは完全な
フィードバック制御となり、またｂ＝１のときは予見信
号のみの制御となる。In the above equation (2), complete feedback control is performed when a = 1, and only the preview signal is controlled when b = 1.
【００２１】前記ａ、ｂの値は、通常それぞれ０．５程
度でよいが、前方車両と制御車両との振動特性が異なる
場合には、ａ＞ｂとしてフィードバック制御を主体とし
た制御が望ましい。また、流体作動機構の動作遅れが大
きい場合には、ａ＜ｂとして予見制御を主体とした制御
を行なう。なお、流体作動機構の遅れ補償時間Ｔ2は空
圧アクチュエータの場合には５０〜２５０ｍ・ｓｅｃ程
度がよい。そして、制御器の演算時間による遅れが大き
い場合には、その時間も遅れ補償時間Ｔ2に含める。Usually, the values of a and b may be about 0.5, respectively, but when the vibration characteristics of the front vehicle and the control vehicle are different, it is preferable that the feedback control is mainly performed with a> b. Further, when the operation delay of the fluid actuating mechanism is large, the control is performed mainly with the preview control as a <b. The delay compensation time T 2 of the fluid actuating mechanism is preferably about 50 to 250 m · sec in the case of the pneumatic actuator. If the delay due to the calculation time of the controller is large, that time is also included in the delay compensation time T 2 .
【００２２】更に、前方車両と制御車両との振動特性が
明らかに異なる場合は、それぞれの車両における軌道狂
いＺ0から車体振動ＺBへの伝達関数を実験または計算に
より求めておくと、前方車両の振動ＺBpから推定される
制御車両の振動ＺBfは下記３式で求められる。この振動
ＺBfを信号として用いることにより、より正確な予見制
御を行なうことができる。Further, when the vibration characteristics of the front vehicle and the control vehicle are obviously different from each other, the transfer function from the track deviation Z 0 to the vehicle body vibration Z B of each vehicle is experimentally or calculated. The vibration Z Bf of the controlled vehicle estimated from the vibration Z Bp of By using this vibration Z Bf as a signal, more accurate preview control can be performed.
【００２３】[0023]
【数２】 [Equation 2]
【００２４】[0024]
【数３】 [Equation 3]
【００２５】この発明の振動制御方法は、曲線路ばかり
でなく平坦路線でも実施することができ、いかなる軌道
においても車体振動を正確に予知し、また流体作動機構
の動作遅れや制御機器での演算時間等による制御系の遅
れを補償して、常に効果的な振動制御ができる。The vibration control method of the present invention can be carried out not only on curved roads but also on flat roads, accurately predicting vehicle body vibrations on any track, and also delaying operation of the fluid actuating mechanism and calculating in control equipment. The delay of the control system due to time etc. can be compensated, and effective vibration control can always be performed.
【００２６】[0026]
【実施例】この発明の振動制御方法を実施するための振
動制御装置を設置した車両例を図２、図３について説明
する。制御車両７に対する前方車両６の前後台車に設け
た予見用振動検知計１６を制御車両７の遅延補償器を付
設した制御器１４に接続し、予見用振動検知計１６から
の検知信号を遅延補償器を介して制御器１４に入力し制
御演算するように設ける。また、制御車両７の前後台車
に設けたフィードバック用振動検知計１７のフィードバ
ック信号を制御器１４に入力するように接続する。前記
予見用振動検知計１６及びフィードバック用振動検知計
１７は、前記したように、いずれも左右一対の上下方向
振動検知計１０と一つの左右方向振動検知計９からな
る。その具体例を制御車両７について図３に示す。DESCRIPTION OF THE PREFERRED EMBODIMENTS An example of a vehicle equipped with a vibration control device for carrying out the vibration control method of the present invention will be described with reference to FIGS. The preview vibration detector 16 provided on the front and rear bogies of the front vehicle 6 with respect to the control vehicle 7 is connected to the controller 14 provided with the delay compensator of the control vehicle 7, and the detection signal from the preview vibration detector 16 is delay-compensated. It is provided so as to be input to the controller 14 via a controller and to perform control calculation. Further, the feedback signals of the vibration detectors for feedback 17 provided on the front and rear bogies of the control vehicle 7 are connected so as to be input to the controller 14. As described above, the preview vibration detector 16 and the feedback vibration detector 17 each include a pair of left and right vertical vibration detectors 10 and one horizontal vibration detector 9. A specific example of the control vehicle 7 is shown in FIG.
【００２７】制御車両７の車体と台車８との間には、左
右の二次ばね１３に並列して上下方向流体作動機構１１
と中央に左右方向流体作動機構１２が設けられている。
また、車体には左右両側に上下方向振動検知計１０と中
央に左右方向振動検知計９が設置されている。これらの
振動検知計はいずれもその検知信号を前記制御器１４に
入力するように接続されており、図２に示すフィードバ
ック用振動検知計１７を構成するものである。上下方向
流体作動機構１１は、制御器１４からの制御信号により
開閉する制御弁１５、１５を介して動作し、また同様
に、左右方向流体作動機構１２は、制御弁１８、１８を
介して動作するように構成されている。なお、前方車両
６の予見用振動検知計１６も前記制御車両７のフィード
バック用振動検知計１７と同様に左右両側の上下方向振
動検知計１０と中央の左右方向振動検知計９から構成さ
れている。また、前方車両６及び制御車両７に設けた各
台車に対する上下方向振動検知計１０と左右方向振動検
知計９は通常の車体傾斜制御のため各車両ごとに単独に
使用することができる。Between the vehicle body of the control vehicle 7 and the carriage 8, the vertical fluid actuating mechanism 11 is arranged in parallel with the left and right secondary springs 13.
A lateral fluid actuating mechanism 12 is provided at the center.
Further, the vehicle body is provided with vertical vibration detectors 10 on both left and right sides and a horizontal vibration detector 9 at the center. All of these vibration detectors are connected so as to input their detection signals to the controller 14, and constitute the feedback vibration detector 17 shown in FIG. The vertical fluid actuating mechanism 11 operates via control valves 15 and 15 which are opened and closed by a control signal from the controller 14, and similarly, the lateral fluid actuating mechanism 12 operates via control valves 18 and 18. Is configured to. Note that the preview vibration detector 16 of the front vehicle 6 is also composed of the vertical vibration detectors 10 on both the left and right sides and the horizontal vibration detector 9 at the center similarly to the feedback vibration detector 17 of the control vehicle 7. . Further, the vertical vibration detector 10 and the horizontal vibration detector 9 for the bogies provided on the front vehicle 6 and the control vehicle 7 can be used independently for each vehicle because of the normal vehicle body tilt control.
【００２８】実施例１ 前記図２、図３に示す振動制御装置を有する一編成の列
車において、制御車両７に対する前方車両６の予見用振
動検知計１６で検知した車両左右側の上下方向振動及び
車両中央の左右方向振動は、予見信号として制御器１４
に入力する。そして、制御器内で車体の振動防止に必要
な制御力を演算し、求めた制御信号を制御車両７の前記
制御弁１５、１８に出力して弁を開閉して流出入量を制
御し、当該上下方向流体作動機構１１及び左右方向流体
作動機構１２に制御力を発生させ、車体の振動を低減す
る。Example 1 In the train of one set having the vibration control device shown in FIG. 2 and FIG. 3, vertical vibrations on the left and right sides of the vehicle detected by the foreseeing vibration detector 16 of the forward vehicle 6 with respect to the control vehicle 7 and The vibration in the left-right direction at the center of the vehicle is used as a preview signal by the controller 14
To enter. Then, the control force necessary for preventing the vibration of the vehicle body is calculated in the controller, and the obtained control signal is output to the control valves 15 and 18 of the control vehicle 7 to open and close the valves to control the inflow and outflow amounts. A control force is generated in the vertical fluid actuation mechanism 11 and the lateral fluid actuation mechanism 12 to reduce vibration of the vehicle body.
【００２９】実施例２ また、制御車両７に対する前方車両６の予見用振動検知
計１６で検知した車両左右側の上下方向振動及び車両中
央の左右方向振動は、予見信号として制御器１４に入力
するが、この際前方車両６と後方の制御車両７の中心間
距離Ｌをその時々の走行速度Ｖを用いて伝達時間に換算
する。すなわち、前記１式で求まる伝達時間を遅延時間
Ｔ1として制御車両７に生じる振動の発生時点とする。
なお、この予見信号は制御器内に入力して演算処理する
前に遅延補償器に通して、各流体作動機構や制御機器で
の演算時間等による制御系の遅れ時間だけ早めて制御系
の遅れを補償したのち、演算して制御車両の制御系に制
御信号を出力して振動を制御する。Embodiment 2 Further, the vertical vibrations on the left and right sides of the vehicle and the horizontal vibrations on the center of the vehicle detected by the preview vibration detector 16 of the forward vehicle 6 with respect to the control vehicle 7 are input to the controller 14 as preview signals. However, at this time, the center-to-center distance L between the front vehicle 6 and the rear control vehicle 7 is converted into the transmission time by using the traveling speed V at that time. That is, the transmission time obtained by the above equation 1 is set as the delay time T 1 and the time when the vibration generated in the controlled vehicle 7 occurs.
This preview signal is passed through a delay compensator before it is input into the controller and processed by the delay compensator to advance the delay of the control system by the delay time of the control system due to the calculation time of each fluid operation mechanism or control device. After compensation, the vibration is controlled by calculating and outputting a control signal to the control system of the controlled vehicle.
【００３０】実施例３ 更に、前方車両６と後方の制御車両７の中心間距離Ｌを
その時々の走行速度Ｖを用いて伝達時間に換算し、その
伝達時間を遅延時間Ｔ1として制御車両７に生じる振動
の発生時点とし、該時点より流体作動機構や制御機器で
の演算時間等による制御系の遅れ時間だけ早めて制御系
の遅れを補償した予見信号Ｓｐと、制御車両自体のフィ
ードバック信号Ｓｆとを組み合せて前記２式で求めた制
御信号Ｓを制御車両７の制御系に出力して振動を制御す
る。Third Embodiment Further, the center-to-center distance L between the front vehicle 6 and the rear control vehicle 7 is converted into a transmission time by using the traveling speed V at each time, and the transmission time is set as a delay time T 1. Of the vibration occurring in the control system, the prediction signal Sp that compensates for the delay of the control system by advancing the delay time of the control system due to the calculation time in the fluid actuating mechanism and the control device from that time, and the feedback signal Sf of the control vehicle itself. And the control signal S obtained by the above equation 2 are output to the control system of the control vehicle 7 to control the vibration.
【００３１】[0031]
【発明の効果】この発明の振動制御方法によれば、いか
なる軌道においても車体振動を正確に予知し、また流体
作動機構の動作遅れや制御機器での演算時間等による制
御系の遅れを補償して、常に効果的な振動制御ができ
る。According to the vibration control method of the present invention, the vibration of the vehicle body can be accurately predicted on any track, and the delay of the control system due to the operation delay of the fluid actuating mechanism or the calculation time in the control device can be compensated. Therefore, effective vibration control can always be performed.
【図１】この発明の鉄道車両の振動制御方法を実施する
ための基本構成を示す説明図である。FIG. 1 is an explanatory diagram showing a basic configuration for carrying out a vibration control method for a railway vehicle according to the present invention.
【図２】この発明の鉄道車両の振動制御方法を実施する
ための具体的装置例を示す説明図である。FIG. 2 is an explanatory diagram showing an example of a specific device for carrying out the vibration control method for a railway vehicle of the present invention.
【図３】図２の制御車両を正面から見て制御系を示した
説明図である。FIG. 3 is an explanatory diagram showing a control system when the control vehicle of FIG. 2 is viewed from the front.
【図４】（Ａ）は従来の鉄道車両の振動制御装置の一例
を示す説明図、（Ｂ）はその振動制御装置の制御ブロッ
ク図である。FIG. 4A is an explanatory diagram showing an example of a conventional vibration control device for a railway vehicle, and FIG. 4B is a control block diagram of the vibration control device.
【図５】従来の他の鉄道車両の振動制御装置における制
御回路を示す説明図である。FIG. 5 is an explanatory diagram showing a control circuit in another conventional vibration control device for a railway vehicle.
１、１６ 予見用振動検知計 ２、１７ フィードバック用振動検知計 ３ 遅延補償器 ４、１４ 制御器 ５、１５、１８ 制御弁 ６ 前方車両 ７ 制御車両 ８ 台車 ９ 左右方向振動検知計 １０ 上下方向振動検知計 １１ 上下方向流体作動機構 １２ 左右方向流体作動機構 １３ 二次ばね １９ 車体 ２０ 台車 ２１ 上下方向流体作動機構 ２２ 左右方向流体作動機構 ２３ サーボ弁 ２４ 上下方向加速度計 ２５ 左右方向加速度計 ２６ 積分器 ２７、３１ 位相進み要素 ２８、３２ ゲイン要素 ２９ 振動制御器 ３０ ローパスフィルタ ３３ 遠心加速度補償器 ３４ 流体源 ３５ 流体作動機構 ３６ 軌道位置検出装置 ３７ 軌道情報装置 ３８ 予見補償回路 1, 16 Vibration detector for preview 2, 17 Vibration detector for feedback 3 Delay compensator 4, 14 Controller 5, 15, 18 Control valve 6 Front vehicle 7 Control vehicle 8 Bogie 9 Horizontal vibration detector 10 Vertical vibration Detector 11 Vertical fluid actuation mechanism 12 Horizontal fluid actuation mechanism 13 Secondary spring 19 Vehicle body 20 Bogie 21 Vertical fluid actuation mechanism 22 Horizontal fluid actuation mechanism 23 Servo valve 24 Vertical accelerometer 25 Horizontal accelerometer 26 Integrator 27, 31 Phase advance element 28, 32 Gain element 29 Vibration controller 30 Low-pass filter 33 Centrifugal acceleration compensator 34 Fluid source 35 Fluid actuating mechanism 36 Orbital position detector 37 Orbital information device 38 Prediction compensation circuit
Claims (3)
上下方向と左右方向に作用する流体作動機構を設置し、
車体に設けた振動検知計の検出信号に基づいて、制御器
内で車体の振動防止に必要な制御力を演算し、求めた制
御信号を前記流体作動機構に出力して制御する方法にお
いて、一編成の前方車両の車体振動を後方の制御車両の
制御器に予見信号として入力し振動を制御する鉄道車両
の振動制御方法。1. A fluid actuating mechanism that acts vertically and horizontally is installed in parallel with a secondary spring between a bogie and a vehicle body,
A method of controlling a control force necessary for preventing vibration of a vehicle body in a controller based on a detection signal of a vibration detector provided on the vehicle body and outputting the obtained control signal to the fluid actuating mechanism for control. A vibration control method for a railway vehicle in which the vehicle body vibration of a front vehicle of a formation is input as a preview signal to a controller of a rear control vehicle to control the vibration.
上下方向と左右方向に作用する流体作動機構を設置し、
車体に設けた振動検知計の検出信号に基づいて、制御器
内で車体の振動防止に必要な制御力を演算し、求めた制
御信号を前記流体作動機構に出力して制御する方法にお
いて、一編成の前方車両と後方の制御車両の同じ側の台
車中心間距離をその時々の走行速度を用いて伝達時間に
換算し、該伝達時間を制御車両において振動が発生する
時点とし、該時点より流体作動機構や制御機器での演算
時間等による制御系の遅れ時間だけ早めて、制御系の遅
れを補償し、制御車両の制御系に制御信号を出力して振
動を制御する鉄道車両の振動制御方法。2. A fluid actuating mechanism acting vertically and horizontally is installed in parallel with a secondary spring between the bogie and the vehicle body,
A method of controlling a control force necessary for preventing vibration of a vehicle body in a controller based on a detection signal of a vibration detector provided on the vehicle body and outputting the obtained control signal to the fluid actuating mechanism for control. The distance between the center points of the bogies on the same side of the front vehicle and the rear control vehicle of the formation is converted into a transmission time by using the traveling speed at each time, and the transmission time is taken as the time when vibration occurs in the control vehicle, and the fluid is applied from that time. A vibration control method for a railway vehicle in which the control system delay is compensated for by the delay time of the control system due to the calculation time in the operating mechanism and control equipment, and the vibration is controlled by outputting a control signal to the control system of the control vehicle. .
上下方向と左右方向に作用する流体作動機構を設置し、
車体に設けた振動検知計の検出信号に基づいて、制御器
内で車体の振動防止に必要な制御力を演算し、求めた制
御信号を前記流体作動機構に出力して制御する方法にお
いて、一編成の前方車両と後方の制御車両の同じ側の台
車中心間距離をその時々の走行速度を用いて伝達時間に
換算し、該伝達時間を制御車両において振動が発生する
時点とし、該時点より流体作動機構や制御機器での演算
時間等による制御系の遅れ時間だけ早めて制御系の遅れ
を補償することと、制御車両自体の振動検出信号とを組
み合せて求めた制御信号を制御車両の制御系に出力して
振動を制御する鉄道車両の振動制御方法。3. A fluid actuating mechanism that acts in the up-down direction and the left-right direction is installed in parallel with the secondary spring between the bogie and the vehicle body,
A method of controlling a control force necessary for preventing vibration of a vehicle body in a controller based on a detection signal of a vibration detector provided on the vehicle body and outputting the obtained control signal to the fluid actuating mechanism for control. The distance between the center points of the bogies on the same side of the front vehicle and the rear control vehicle of the formation is converted into a transmission time by using the traveling speed at each time, and the transmission time is taken as the time when vibration occurs in the control vehicle, and the fluid is applied from that time. The control signal of the control vehicle is obtained by combining the control system delay by advancing the control system delay by the delay time of the control system due to the calculation time in the operating mechanism and the control device, and the vibration detection signal of the control vehicle itself. A method for controlling vibration of a railway vehicle by outputting the vibration to a train to control the vibration.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP08226794A JP3333628B2 (en) | 1994-03-28 | 1994-03-28 | Railway vehicle vibration control method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP08226794A JP3333628B2 (en) | 1994-03-28 | 1994-03-28 | Railway vehicle vibration control method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH07267085A true JPH07267085A (en) | 1995-10-17 |
| JP3333628B2 JP3333628B2 (en) | 2002-10-15 |
Family
ID=13769713
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP08226794A Expired - Fee Related JP3333628B2 (en) | 1994-03-28 | 1994-03-28 | Railway vehicle vibration control method |
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| Country | Link |
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| JP (1) | JP3333628B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003300463A (en) * | 2002-04-10 | 2003-10-21 | Sumitomo Metal Ind Ltd | Vibration control device of railway rolling stock and railway rolling stock |
| JP2009023475A (en) * | 2007-07-19 | 2009-02-05 | Kayaba Ind Co Ltd | Suspension control device for rolling stock |
| JP2017056846A (en) * | 2015-09-17 | 2017-03-23 | 公益財団法人鉄道総合技術研究所 | Damper |
-
1994
- 1994-03-28 JP JP08226794A patent/JP3333628B2/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2003300463A (en) * | 2002-04-10 | 2003-10-21 | Sumitomo Metal Ind Ltd | Vibration control device of railway rolling stock and railway rolling stock |
| JP2009023475A (en) * | 2007-07-19 | 2009-02-05 | Kayaba Ind Co Ltd | Suspension control device for rolling stock |
| JP2017056846A (en) * | 2015-09-17 | 2017-03-23 | 公益財団法人鉄道総合技術研究所 | Damper |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3333628B2 (en) | 2002-10-15 |
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