JPH1059179A - Vibration control method to rolling stock - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve control efficiency and save energy by analyzing lateral vibration of a preceding vehicle or a vehicle in another train, and controlling vibration of a subject vehicle by separating it into components based on obtained vibration data. SOLUTION: A fluid actuator is installed between a carriage of a railway vehicle and a car body for restricting lateral vibration of the car body, vibration data of a preceding vehicle in a train is analyzed at real time, it is separated into a yawing component, and a lateral motion component of upper center rolling and lower center rolling, vibration sizes of respective components are determined, and based on result of determination, changing of a ratio of the yawing component to the lateral motion component, or selecting of either one component is performed for vibration restricting control to a subsequent vehicle (vehicle to be controlled).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control system in which left and right vibrations generated in a preceding vehicle or a vehicle of another formation during a formation are divided into a yawing component and a left and right movement component, and the component ratio of a following vehicle is divided using the component ratio. The present invention relates to a vibration control method for a railway vehicle that performs weighting and control.

[0002]

2. Description of the Related Art The left and right vibrations generated in railway vehicles include yawing having a vibration center at the center of the vehicle body, lower-center rolling having a vibration center below the vehicle body, and upper-center rolling having a vibration center above the vehicle body. There are three types. As a method of suppressing the vibration in the left-right direction, as shown in FIG. 6, a fluid actuator 11 is installed between the vehicle body 10 and the bogie in accordance with the vibration direction, and the vibration is detected by a horizontal accelerometer 12 provided on the vehicle body. In general, the control signal S obtained by inputting the detected signal to the controller 13 is output to the control valve, and the fluid actuator 11 generates a control force F having a phase opposite to the vibration G of the vehicle body. . Various active suspensions have been conventionally proposed in order to improve ride comfort.

[0003] Among them, there is "Vehicle vibration control device" in Japanese Patent Publication No. 62-35943. The configuration is such that a control valve drives a fluid actuator installed between left and right springs supporting the vehicle body, and the control valve is controlled by a control signal based on a detection signal of a vibration detector installed on the vehicle body. An operation is performed to control vibration suppression. The control of the vibration in the left-right direction by this device is performed for each truck. The control is a control based on the value of an accelerometer installed on the vehicle body on one vehicle. In the control design, one vehicle includes two vehicles and one vehicle.
There is no concept of being composed of a vehicle body.

In Japanese Patent Application Laid-Open No. 4-27878, the concept of one vehicle is included in the control design model, and the vibration modes of one vehicle are divided into three types of yaw, lower center rolling, and upper center rolling. For each of these, the controller performs control for each mode of yawing control and lateral movement control. However, since all modes are superimposed and controlled before output, there is no case where only a single mode selected from the three types of modes is controlled. Since the control is performed including the mode that does not require the control, energy for the control may be wasted. Further, data for control is obtained from inside the controlled vehicle, and there is no method of effectively utilizing data of other vehicles to improve control efficiency and save energy.

[0005]

As described above, the conventional concept of one vehicle is included in the control design model, and the method of controlling the vibration of one vehicle separately for each mode is to output the separated mode once. Although the control is performed by superimposing before, good control can be performed, but reduction of energy consumed for control and efficiency of control have not been considered.

In view of the above situation, the present invention analyzes left and right vibrations of a preceding vehicle or another train, and separates a yawing component and a left and right moving component to determine the magnitude of the vibration. An object of the present invention is to provide a vibration control method for a railway vehicle in which the control ratio is changed or the vibration control of either one of the components is performed to improve the control efficiency and save energy.

[0007]

Means for Solving the Problems The inventors of the present invention have proposed a method for achieving efficient and energy-saving vibration control of railway vehicles.
By repeating various experimental studies and analyzing the sensor detection vibration in the actual vehicle, the ratio of the yaw component and the left-right motion component is not the same at all points, and the ratio of the yaw component and the horizontal I found it. Also, in order to perform the control more efficiently, it was found that changing the control weight of each component depending on the location can save energy without lowering the control effect. The present invention has been completed as follows based on these findings.

In a method of installing a fluid actuator between a bogie of a railway vehicle and a vehicle body to suppress lateral vibration of the vehicle body, vibration data of a preceding vehicle in one formation is analyzed in real time, and a yawing component and a center The magnitude of vibration of each component is determined by separating the left and right motion components of rolling and lower-center rolling, and the ratio between the yaw component and the left-right motion component in the vibration suppression control of the following vehicle is changed based on the determination result, or It is characterized in that one of the components is selected and controlled.

[0009] In a device in which a fluid actuator is installed between a bogie of a railway vehicle and a vehicle body to suppress lateral vibration of the vehicle body, the vibration is determined based on data collected from the other vehicles and the points collected during the previous run and the vibration data. The yaw component and the left and right motion components of the upper center rolling and the lower center rolling are separated to determine the magnitude of vibration of each component, input and stored in the controller of the vehicle, collated with the point detection information, and In the vibration suppression control, the ratio between the yawing component and the left-right moving component is changed, or one of the components is selected and controlled.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION The following facts have been found by the study of the present inventors. That is, the vibration of the railcar in the left-right direction can be divided into a yaw component and a left-right motion component that are shifted by 180 degrees depending on the phases of the front bogie and the rear bogie. This is mainly due to irregularities such as irregularities and irregularities in the running track, and the influence of the roadbed structure on the ground such as iron bridges and tunnels. Therefore, the vibration pattern (the ratio of each component included) is substantially the same for each vehicle in one formation, and the vibration is the same due to the same disturbance in other formation vehicles. Further, when each component is controlled independently, the energy consumption of the actuator can be considerably reduced as compared with the case where the components are controlled in combination. Details of the present invention completed based on the above facts will be specifically described.

(1) A method of performing vibration control using data of a preceding vehicle in one formation. As shown in FIG. 1, for example, left and right vibrations of a leading vehicle A as a preceding vehicle are detected by acceleration sensors 1 and 2 installed in front and rear of the vehicle body, and a detection signal is input to a controller 3 where the vibration is detected. The yaw component Y _M , the left and right motion S _{M, the} yaw ratio Y _R , and the left and right motion ratio S _R are determined separately for the yaw component and the left and right motion component. The lateral acceleration detected by the front bogie-side acceleration sensor 1 is acc ₁ , and the lateral acceleration detected by the rear bogie-side acceleration sensor 2 is acc.
_{Assume 2} .

On the other hand, the control vehicle B is provided with fluid actuators 5 and 6 on the front and rear bogies, and is driven by a control signal from the controller 4. The controller 4 is connected to the controller 3 of the leading vehicle A by a communication line 9 and is configured to receive detection signals of acceleration sensors 7 and 8 installed in front and rear of the vehicle body.

The vibration control performed by the system shown in FIG. 1 will be described with reference to the block diagrams of FIGS. FIG. 2 shows a process from the detection of the acceleration sensor in the leading car A to the transmission to the control car B. Detected lateral acceleration a
Enter the cc _1, acc ₂ to the controller 3, wherein the vibration isolation and yawing components Y _a to lateral movement component S _a, obtains the horizontal movement S _M yawing Y _M as the magnitude of vibration (level) ,
Subsequently, the yawing ratio Y _R and the left-right movement ratio S _R are obtained (Y
_R + S _R = 1). Then, the obtained yaw Y _M, transmits horizontal movement S _M and yawing ratio Y _R, lateral movement ratio S _R and time t, the traveling speed v to the controller 4 of the control wheel B. Note that the left and right accelerations acc ₁ and acc ₂ may be transmitted to the control vehicle B, and the calculation may be performed by the control vehicle B.

FIG. 3 shows a process of vibration control in the control vehicle B. First, for each received value, the leading car A and the control car B
Taking into account the time delay (Δt) based on the distance between them, the yawing ratio Y _R and the parameter H of the threshold value of each component ratio
_When the yawing ratio is large (Y _R ≧ H _Y ) as compared with _Y (for example, H _Y = 0.7) and L _Y (for example, L _Y = 0.3), the yawing ratio alone is controlled. Is intermediate (L _Y <Y _R <H _Y ), the yaw component and the left-right movement component are controlled simultaneously. If the left-right movement ratio is large (Y _R ≤L _Y ), only the left-right movement component is controlled independently. Select one of In the vibration control in the control vehicle B, the control means is determined based on the information from the leading vehicle A, and the control is performed using the sensor values of the acceleration sensors 7 and 8 of the control vehicle B itself as control data.

As described above, for example, when the yawing component is 7
When the yaw component is 30% or less, the yaw component is controlled to be left or right when the yaw component is 30% or less, and the energy consumption for the control in this region is reduced. As described above, the ratio of the energy consumption when the single control is performed is, for example, as shown in Table 1 when the pneumatic actuator is used. Therefore, energy saving can be achieved by introducing the state of independent control.

[0016]

[Table 1]

(2) A method of performing vibration control using data from another knitting or the last run. Vibration data i.e. yawing Y _M over the entire route, lateral movement S _M, yawing ratio Y _R, lateral movement ratio S _R and time t, the traveling speed v controller of the CPU
In memory. Then, when the vehicle is running, the memory data is read out and compared with the traveling point of the vehicle, whereby the same effect can be exerted by the same algorithm as in the case (1) using the vibration data of the preceding vehicle. However, in this case, it is necessary to add a point detection function by using data on the vehicle or using a ground child. The processing in this case will be described with reference to FIGS.

As shown in FIG. 4, first, it detects a lateral acceleration acc _1, acc ₂ by another organization or two front and rear acceleration sensor and the point detected X ₀ by the previous running of the vehicle, right and left vibration and yawing components Y _a separating the dynamic component S _a, is calculated yawing Y _M, horizontal movement S _M and time t, the traveling speed v and the point X _0. Then, those values are stored in the CPU.

When performing vibration control of the controlled vehicle, as shown in FIG. 5, point detection and reading of the control data from the memory are started at the same time as traveling, and the point X ₀ on the data is compared with the measurement point X. , X = X ₀ , and in the same manner as in the above (1), comparing the yawing ratio Y _R with the threshold parameters H _Y and L _{Y of} each component ratio,
If yawing ratio is large _{(Y R} ≧ H Y) is independent control only yawing components, if yawing ratio is in the intermediate _{(L Y <Y R <H} Y) controls the horizontal movement component and yawing components simultaneously, When the left-right movement ratio is large (Y _R ≤
L _Y ) independently selects only the left and right motion components. And the vibration control in the control car B is
The control means is determined by the data of the other formation or the last run, and control is performed using the sensor value of the control vehicle itself by the acceleration sensor as control data.

[0020]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS According to the method (1) of controlling vibration by using data of a preceding vehicle in one formation, parameters H _Y ,
It was carried out by changing the L _Y into three types. The time control theory used adopts H ^■ control for feedback to minimize H ^■ norm, yawing control, against horizontal movement control, performs each control design, previously calculated matrix data for control Thus, a control program was created in which switching between yaw independent control, left / right independent movement control, and simultaneous yawing / left / right movement control only determines the parameter Y _R (the ratio of yawing) and can be switched by software. And
The actuator uses a pneumatic cylinder, and the energy consumption is indicated by the amount of air consumed per vehicle per minute (comparison value with the air consumption when conventional simultaneous yawing and left / right movement simultaneous control is set to 100). Was. In addition, the control effect by the vibration control is indicated by the ride comfort level in which the lateral vibration acceleration is displayed in dB. For comparison, a test was also conducted on a vehicle that does not perform control and a vehicle that constantly performs simultaneous yawing and lateral movement control. Table 2 shows the results.

[0021]

[Table 2]

It is considered that the ride comfort level is very good at 83 dB or less. According to the results of Table 2, according to the embodiment of the present invention, the ride comfort level is maintained and the control air consumption is remarkably reduced. It can be seen that it can be reduced.

[0023]

According to the present invention, the vibration of the preceding vehicle based on the irregular track is divided into two modes, a yawing component and a left-right moving component, and the magnitude of each component is determined. By changing the weight of the dynamic control in real time, efficient vibration suppression control can be performed on the controlled vehicle, and the consumption of control energy can be reduced.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing an outline of an apparatus for controlling a vibration of a control vehicle in a mode based on vibration data of a preceding vehicle according to an embodiment of the present invention.

FIG. 2 is a block diagram showing vibration data processing in a preceding vehicle (vehicle A) according to an embodiment of the present invention.

FIG. 3 is a block diagram showing processing in a control vehicle (vehicle B) for performing mode-dependent vibration control based on vibration data of a preceding vehicle (vehicle A).

FIG. 4 is a block diagram showing processing up to collection of vibration data when performing vibration control according to an embodiment of the present invention using vibration data of a separately formed vehicle.

FIG. 5 is a block diagram showing processing in a control vehicle when performing vibration control using vibration data of a separately formed vehicle.

FIG. 6 is an explanatory diagram showing a basic configuration for performing left-right vibration control in a railway vehicle.

[Explanation of symbols]

 1, 2 Acceleration sensor 3, 4 Controller 5, 6 Fluid actuator 7, 8 Acceleration sensor 9 Communication line 10 Body 11 Fluid actuator 12 Accelerometer 13 Controller A Leading car B Control car F Control force G Vibration S Control signal

 ──────────────────────────────────────────────────の Continued on the front page (72) Inventor Satoshi Koizumi 5-1-1109 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Metal Industries, Ltd.

Claims (2)

[Claims] 1. A method of installing a fluid actuator between a bogie of a railway vehicle and a vehicle body to suppress lateral vibration of the vehicle body, wherein a vibration data of a preceding vehicle in one formation is analyzed in real time, and a yawing component and Judgment of the magnitude of vibration of each component by separating into left and right motion components of upper center rolling and lower center rolling, and based on the judgment result, whether to change the ratio between the yaw component and the left / right motion component in the vibration suppression control of the following vehicle Or a method for controlling the vibration of a railway vehicle, wherein one of the components is selected and controlled. 2. A method in which a fluid actuator is installed between a bogie of a railway vehicle and a vehicle body to suppress lateral vibration of the vehicle body. The vibration is separated into the yawing component and the left and right motion components of the upper center rolling and the lower center rolling, and the magnitude of the vibration of each component is determined, input and stored in the controller of the vehicle, and collated with the point detection information. And changing the ratio between the yaw component and the left-right motion component in the vibration suppression control of the vehicle, or selecting and controlling one of the components to control the vibration of the railway vehicle.