[0001] The present invention relates to a suspension control system preferably used to reduce
a vibration or the like of a railway train.
[0002] Railway trains that run on railway tracks less requiring a change in the number of
connected vehicles may employ a method in which a bogie is disposed at a portion coupling
vehicles to each other, and the adjacent two vehicle bodies are supported by the single
bogie. Such a bogie is referred to as a coupling bogie (Jacobs bogie), and a railway
train employing the coupling bogie is referred to as a coupling bogie train. The coupling
bogie train has an advantage of facilitating a favorable design in terms of a vehicle's
movement such as reducing a noise in a passenger vehicle because the bogie is located
away from the passenger vehicle, lowering the vehicle's center of gravity, and raising
the position where a secondary suspension is supported, compared to a railway train
that is not the coupling bogie train.
[0003] Further, for example, Japanese Patent Application Public Disclosure No.
2012-76553 discusses an invention configured in such a manner that a cylinder apparatus such
as a damping force adjustable shock absorber is provided between a vehicle body and
a bogie of a railway train, and a damping force characteristic of the cylinder apparatus
is variably controlled according to a control signal (a control current).
[0004] The configuration discussed in Japanese Patent Application Public Disclosure No.
2012-76553 is applied to the railway train that is not the coupling bogie train. In the railway
train that is not the coupling bogie train, vehicle bodies are flexibly coupled to
each other so as to be vertically displaceable relative to each other therebetween.
Therefore, a vertical vibration of the vehicle body is less affected by a vertical
vibration of the adjacent vehicle body. Further, vertically movable dampers of bogies
disposed at front and rear sides are connected to only their own vehicle body. Therefore,
the vibration of the vehicle body can be reduced by controlling the vertically movable
dampers to generate damping forces for damping the vibration of only their own vehicle
body.
[0005] On the other hand, in the coupling bogie train, the vehicle bodies are inflexibly
coupled to each other by a connection portion (coupling portion) so as to be unable
to be vertically displaced relative to each other therebetween, and a vertical vibration
of the vehicle body is highly affected by a vertical vibration of the adjacent vehicle
body. Therefore, all vehicle bodies coupled by coupling bodies are influentially linked
to one another, and vertically movable dampers should be in charge of absorption of
vibrations of these vehicle bodies. As a result, there is raised such a problem that
only controlling the vertically movable damper to generate a damping force for reducing
a vibration of its own vehicle body, like the conventional technique, cannot sufficiently
reduce the vibration of the vehicle body actually.
[0006] The present invention has been contrived in consideration of the above-described
problem with the conventional technique, and an object thereof is to provide a suspension
control system capable of reducing a vibration of the coupling bogie train.
[0007] To achieve the above-described object, according to an aspect of the present invention,
a suspension control system includes a coupling portion configured to couple at least
two vehicle bodies and connect a first vehicle body and a second vehicle body adjacent
to each other in such a manner that a driving force can be transmitted therebetween,
a coupling bogie configured to provide a support on at least a second vehicle body
side of the first vehicle body via a spring member, a cylinder apparatus disposed
between the coupling bogie and the first vehicle body and configured to exert an application
force adjustable by an actuator, a controller configured to control the actuator,
a first vibration detector configured to detect a vibration of the first vehicle body,
and a second vibration detector configured to detect a vibration of the second vehicle
body. The controller calculates an instruction value for the actuator based on a detection
value of the first vibration detector and a detection value of the second vibration
detector.
[0008] According to the present invention, it is possible to reduce a vibration of the coupling
bogie train.
Fig. 1 is a front view illustrating a railway train that employs a suspension control
system according to a first embodiment of the present invention.
Fig. 2 schematically illustrates the railway train according to the first embodiment.
Fig. 3 illustrates a positional relationship among a coupling portion, a bogie, a
vertically movable damper, and the like illustrated in Fig. 1.
Fig. 4 is a block diagram illustrating a controller according to the first embodiment.
Fig. 5 illustrates a pitching mode of vehicle bodies.
Fig. 6 illustrates a bouncing mode of the vehicle bodies.
Fig. 7 illustrates a mode generated by combining the pitching mode and bouncing mode
of the vehicle bodies.
Fig. 8 illustrates a model generated to simulate the railway train according to the
first embodiment.
Fig. 9 illustrates a coupling force between a bogie corresponding to a bogie number
i thereto and the vehicle body.
Fig. 10 illustrates a traction force applied to a rear side of a number i vehicle
body.
Fig. 11 illustrates a force applied in a direction for preventing a relative rotation
between the i-th vehicle body and an i+1-th vehicle body.
Fig. 12 illustrates a force generated by the relative rotation between the i-th vehicle
body and the i+1-th vehicle body.
Fig. 13 schematically illustrates a railway train according to a first modification.
Fig. 14 schematically illustrates a railway train according to a second embodiment.
Fig. 15 is a block diagram illustrating a controller according to the second embodiment.
Fig. 16 illustrates characteristic lines that indicate PSD of bouncing of the vehicle
body.
Fig. 17 illustrates characteristic lines that indicate PSD of pitching of the vehicle
body.
Fig. 18 is a block diagram illustrating a controller according to a third embodiment.
Fig. 19 is a block diagram illustrating a controller according to a fourth embodiment.
Fig. 20 is a block diagram illustrating a controller according to a fifth embodiment.
Fig. 21 is a block diagram illustrating a controller according to a sixth embodiment.
Fig. 22 illustrates a traction force applied to a passenger vehicle while the railway
train is running on an ascending slope track
Fig. 23 schematically illustrates a railway train according to a seventh embodiment.
Fig. 24 schematically illustrates a railway train according to a second modification.
Fig. 25 schematically illustrates a railway train according to a third modification.
Fig. 26 schematically illustrates a railway train according to a fourth modification.
Fig. 27 schematically illustrates a railway train according to an eighth embodiment.
Fig. 28 is a block diagram illustrating a controller according to the eighth embodiment.
Fig. 29 is a block diagram illustrating a controller according to a ninth embodiment.
Fig. 30 illustrates a virtual railway train.
Fig. 31 schematically illustrates a railway train according to a tenth embodiment.
Fig. 32 is a block diagram illustrating a controller according to the tenth embodiment.
Fig. 33 schematically illustrates a railway train according to an eleventh embodiment.
Fig. 34 is a block diagram illustrating a controller according to the eleventh embodiment.
Fig. 35 schematically illustrates a railway train according to a fifth modification.
Fig. 36 is a block diagram illustrating a controller according to a twelfth embodiment.
Fig. 37 schematically illustrates a railway train according to a sixth modification.
[0009] In the following description, suspension control systems according to embodiments
of the present invention will be described in detail with reference to the accompanying
drawings.
[0010] Figs. 1 to 4 illustrate a first embodiment of the present invention. Referring to
Figs. 1 and 2, a railway train 1 includes a vehicle body 2
i, a coupling portion 3
i, a bogie 4
i, vertically movable dampers 7, an acceleration sensor 9
i, a controller 10, and the like. The railway train 1 is a coupling bogie train using
coupling bogies by which, for example, n vehicle bodies 2
1 to 2
n are coupled to one another. Such coupling bogies are used for, for example, 50000
series trains provided by Odakyu Electric Railway Co., Ltd., and 300 series trains
provided by Enoshima Electric Railway Co.,Ltd.
[0011] For example, passages and crews are aboard on the vehicle body 2
i. Further, a vehicle body 2
i-1 is adjacently disposed in front of the vehicle body 2
i, and a vehicle bogie 2
i+1 is adjacently disposed behind the vehicle body 2
i. Therefore, a vehicle body 2
1 is the foremost vehicle body and a vehicle body 2
n is the last vehicle body of the railway train 1 (coupling bogie train) having the
n vehicles. Hereinafter, the term "vehicle body 2
i" will be used to refer to any one of the vehicle bodies 2
1 to 2
n.
[0012] The coupling portion 3
i couples the vehicle body 2
i and the vehicle body 2
i+1 in such a manner that a driving force can be transmitted therebetween. The coupling
portion 3
i couples the vehicle body 2
i and the vehicle body 2
i+1 by a not-illustrated rubber bush or mechanical link mechanism. As a result, the coupling
portion 3
i allows the vehicle body 2
i and the vehicle body 2
i+1 to be bent therebetween to the left or right relative to a traveling direction when
the railway train 1 is running on a curved track, and to be bent therebetween in a
vertical direction of the railway train 1 when the railway train 1 is entering a slope
track.
[0013] Further, the coupling portion 3
i is disposed behind the vehicle body 2
i, and a coupling portion 3
i-1 is disposed in front of the vehicle body 2
i. Therefore, if the railway tray 1 has, for example, n vehicles, a coupling portion
3
1 is disposed between the vehicle body 2
1 as a number 1 vehicle body and a vehicle body 2
2 as a number 2 vehicle body, and a coupling portion 3
n-1 is disposed between a vehicle body 2
n-1 as a number n-1 vehicle body and the number n vehicle body 2
n as the last vehicle body. Hereinafter, the term "coupling portion 3
i" will be used to refer to any one of the coupling portions 3
1 to 3
n-1.
[0014] The coupling portion 3
i couples the vehicle body 2
i and the vehicle body 2
i+1 in such a manner that they are displaced vertically in a same phase by a substantially
same amount. In other words, the vehicle body 2
i and the vehicle body 2
i+1 are vertically inflexibly coupled to each other based on the coupling portion 3
i. Therefore, the vehicle body 2
i and the vehicle body 2
i+1 are vertically displaced at the position of the coupling portion 3
i together with each other. It is desirable that the vehicle body 2
i and the vehicle body 2
i+1 are vertically inflexibly coupled to each other by the coupling portion 3
i, i.e., they are coupled to each other so as to be unable to be vertically displaced
relative to each other, but they may be allowed to have a slight vertical relative
displacement therebetween.
[0015] The bogie 4
i is disposed under the vehicle body 2
i or the coupling portion 3
i. Bogies 4
1 to 4
n-1 each are a coupling bogie that supports two vehicles such as the vehicle body 2
i and the vehicle bogie 2
i+1, and are disposed under the coupling portions 3
1 to 3
n-1, respectively. Further, a bogie 4
0 is disposed under the front side of the foremost vehicle body 2
1, and the bogie 4
n is disposed under the rear side of the last vehicle body 2
n. These bogies 4
0 and 4
n each support only a single vehicle such as the vehicle body 2
1 or 2
n. Hereinafter, the term "bogie 4
i" will be used to refer to any one of the bogies 4
0 to 4
n.
[0016] As illustrated in Figs. 1 to 3, the bogie 4
i includes pneumatic springs 5, vehicle wheels 6, the vertically movable dampers 7,
a traction link (not illustrated), and the like. The bogies 4
0 and 4
n are connected to the vehicle bodies 2
1 and 2
n with use of the traction links. The bogies 4
1 to 4
n-1 are connected to the coupling portions 3
1 to 3
n-1 with use of the traction links. The bogie 4
i includes, for example, two axles having the vehicle wheels 6 at both left and right
ends thereof, thereby including four vehicle wheels 6 in total. The respective vehicle
wheels 6 rotate on left and right rails 8 (only one of them is illustrated), by which
the railway train 1 is driven to run along the rails 8, for example, in a direction
indicated by an arrow A when being traveling forward.
[0017] The pneumatic spring 5 is a spring member of the present invention, and corresponds
to a secondary suspension mounted on the bogie 4
i. The pneumatic springs 5 are, for example, disposed on both sides of the bogie 4
i in a lateral direction, and vertically elastically support the coupling portions
3
1 to 3
n-1 and the vehicle bodies 2
1 and 2
n relative to the bogie 4
i. These pneumatic springs 5 reduce a vertical vibration between the bogie 4
i, and the coupling portions 3
1 to 3
n-1 and the vehicle bodies 2
1 and 2
n.
[0018] Further, the traction link transmits a traction force and a braking force applied
in a longitudinal direction between the bogie 4
i, and the coupling portions 3
1 to 3
n-1 and the vehicle bodies 2
1 and 2
n. The traction link is realized with use of a rubber bush or the like so as to allow
the coupling portions 3
1 to 3
n-1 and the vehicle bodies 2
1 and 2
n to be displaced (moved) relative to the bogie 4
i vertically, laterally, in a yawing direction (when the bogie rotates), and in a pitching
direction.
[0019] The vertically movable dampers 7 are respectively mounted on the right and left sides
of the bogie 4
i between the vehicle bodies 2
i and 2
n and the bogies 4
0 and 4
n or the coupling portions 3
1 to 3
n-1 and the bogies 4
1 to 4
n-1. The vertically movable dampers 7 are connected via, for example, rubber bushes to
the coupling portions 3
1 to 3
n-1 or the vehicle bodies 2
i and 2
n, and the bogie 4
i, respectively. Each of these vertical movable dampers 7 corresponds to a cylinder
apparatus configured to exert an individually adjustable damping force serving as
an application force (for example, a damping force adjustable hydraulic shock absorber
called a semi-active damper), and includes a damping force generation mechanism (not
illustrated) that generates the damping force by controlling a flow of hydraulic fluid
in the cylinder apparatus.
[0020] The damping force generation mechanism includes an actuator 7A that generates the
damping force by controlling the flow of the hydraulic fluid in the cylinder apparatus.
This actuator 7A includes, for example, a flow amount control valve, and continuously
adjusts a characteristic of the generated damping force (a damping force characteristic)
from a hard characteristic to a soft characteristic. More specifically, the actuator
7A includes, for example, a current control type proportional solenoid valve. Then,
the vertically movable damper 7 can adjust the damping force characteristic according
to a current value supplied to the actuator 7A. The actuator 7A for adjusting the
damping force does not necessarily have to adjust the damping force characteristic
continuously, and may adjust the damping force through two steps or a plurality of
steps.
[0021] Then, the vertically movable damper 7 adjusts the damping force characteristic to
an arbitrary characteristic between the hard characteristic and the soft characteristic
to reduce a vibration of the vehicle body 2
i. More specifically, a control signal (an instruction current) is supplied from the
controller 10, which will be described below, to the actuator 7A according to a number
i bogie control force instruction u
i to reduce pitching and bouncing of the vehicle body 2
i, and the damping force of the vertically movable damper 7 is variably controlled
according to the control signal. As a result, the vertically movable damper 7 generates
a control force for reducing a vertical vibration of the vehicle body 2
i.
[0022] The acceleration sensor 9
i is mounted at each of the coupling portions 3
1 to 3
n-1 and the vehicle bodies 2
1 and 2
n. More specifically, the acceleration sensors 9
1 to 9
n-1 are disposed at the coupling portions 3
1 to 3
n-1 at positions corresponding to the bogies 4
1 to 4
n-1, when viewing from above, and detect vertical accelerations a
1 to a
n-1 of the coupling portions 3
1 to 3
n-1. The acceleration sensor 9
0 is disposed on the front side of the vehicle body 2
1 as a position corresponding to the bogie 4
0, and detects a vertical acceleration a
0 of the vehicle body 2
1 at the position of the bogie 4
0. The acceleration sensor 9
n is disposed on the rear side of the vehicle body 2
n as a position corresponding to the bogie 4
n, and detects a vertical acceleration a
n of the vehicle body 2
n at the position of the bogie 4
n. These acceleration sensors 9
0 to 9
n detect the vertical accelerations a
0 to a
n of the coupling portions 3
1 to 3
n-1 and the vehicle bodies 2
1 and 2
n directly above the bogies 4
0 to 4
n, and outputs detection signals according to these accelerations a
0 to a
n. Hereinafter, the term "acceleration sensor 9
i" will be used to refer to any one of the acceleration sensors 9
0 to 9
n.
[0023] For example, suppose that the vehicle body 2
i is a first vehicle body, and the vehicle body 2
i+1 adjacently disposed behind the vehicle body 2
i is a second vehicle body. In this case, the acceleration sensor 9
i-1 and the acceleration sensor 9
i correspond to a first vibration detector configured to detect a vibration of the
vehicle body 2
i together with a number i vehicle body vibration calculation unit 12
i of the controller 10, which will be described below. Further, the acceleration sensor
9
i and the acceleration sensor 9
i+1 correspond to a second vibration detector configured to detect a vibration of the
vehicle body 2
i+1 together with a number i+1 vehicle body vibration calculation unit 12
i+1 of the controller 10. In this manner, the acceleration sensor 9
i corresponds to a part of the first and second vibration detectors. The second vehicle
body does not necessarily have to be a vehicle body disposed behind the first vehicle
body, and may be disposed in front of the first vehicle body.
[0024] The controller 10 includes, for example, a microcomputer, and the acceleration sensor
9
i is connected to an input side of the controller 10. Further, the actuators 7A of
the vertically movable dampers 7 of each bogie 4
i are connected to an output side of the controller 10. Then, the controller 10 generates
the number i bogie control force instruction u
i, which serves as a damping force instruction signal for the vertically movable dampers
7 of each bogie 4
i based on a detection signal from the acceleration sensor 9
i, thereby variably controlling the damping forces of the vertically movable dampers
7.
[0025] As illustrated in Fig. 4, the controller 10 includes a preprocessing unit (not illustrated)
that includes an AD converter, a filter processor, and the like, and acquires the
acceleration a
i from the detection signal of the acceleration sensor 9
i. The controller 10 further includes a vibration control unit 11 that outputs the
number i bogie control force instruction u
i according to instruction values for the actuators 7A based on the acceleration a
i.
[0026] The vibration control unit 11 includes the number i vehicle body vibration calculation
unit 12
i that calculates the vibration of the vehicle body 2
i based on the acceleration a
i, which is the detection value of the acceleration sensor 9
i, and a control force instruction calculation unit 13 that calculates the number i
bogie control force instruction u
i for the vertically movable dampers 7 of each bogie 4
i based on the vibration of the vehicle body 2
i calculated by the number i vehicle body vibration calculation unit 12
i. In this case, the number i vehicle body vibration calculation unit 12
i calculates the vibration of the vehicle body 2
i based on the detection signal from the acceleration sensor 9
i-1 and the detection signal from the acceleration sensor 9
i. Therefore, the vibration control unit 11 includes a number 1 vehicle body vibration
calculation unit 12
1 to a number n vehicle body vibration calculation unit 12
n corresponding to the n vehicle bodies 2
1 to 2
n. Hereinafter, the term "number i vehicle body vibration calculation unit 12
i" will be used to refer to any one of the number 1 vehicle body vibration calculation
unit 12
1 to the number n vehicle body vibration calculation unit 12
n.
[0027] The control force instruction calculation unit 13 calculates the number i bogie control
force instruction u
i according to a control law, which will be described below. Then, the number i bogie
control force instruction u
i calculated by the control force instruction calculation unit 13 is input into a number
i bogie current output unit 14
i, and the number i bogie current output unit 14
i supplies instruction currents according to the number i bogie control force instruction
u
i to the actuators 7A of the vertically movable dampers 7 of the bogie 4
i. This results in a reduction in a vibration of the vehicle body 2
i due to pitching and bouncing, thereby succeeding in improving the ride comfort of
the vehicle body 2
i. Hereinafter, the term "number i bogie current output unit 14
i" will be used to refer to any of a number 0 bogie current output unit 14
0 to a number n bogie current output unit 14
n. A possible simplest configuration to realize this control is such a configuration
that the acceleration sensor is disposed directly above the coupling portion of the
vehicle body side to acquire a vertical acceleration of the vehicle body directly
above the coupling portion, and the vertically movable damper directly below the coupling
portion is controlled so as to reduce a change in the acceleration. However, this
configuration can provide only a small effect of improving the ride comfort, because
a motion mode such as pitching and bouncing of the vehicle body is not taken into
consideration in this configuration.
[0028] A concept of a vibration mode of the vehicle body 2
i in the railway train 1 will be described. Fig. 5 illustrates a concept of a pitching
mode of the vehicle body 2
i. Further, Fig. 6 illustrates a concept of a bouncing mode of the vehicle body 2
i. Fig. 7 illustrates a concept of a mode of the vehicle body 2
i, which is generated by combining the bouncing vehicle bodies 2
i-1 and 2
i+1 and the pitching vehicle body 2
i. Figs. 5 to 7 illustrate the bouncing mode and the pitching mode respectively independently,
but these modes are combined in the vehicle body 2
i in actual use.
[0029] The railway train 1 configured in the above-described manner controls the damping
forces of the vertically movable dampers 7 of each bogie 4
i based on the output of the acceleration sensor 9
i according to the control law that will be described next.
[0030] To calculate the damping force instruction (the number i bogie control force instruction
u
i) by the controller 10, a model of the single vehicle body 2
i is formulated with the bouncing mode and the pitching mode set as two degrees of
freedom, and the control law for the train having n vehicles is developed with use
of a 4×n-degree state equation with 2×n degrees of freedom set thereto.
[0031] A method for calculating the state equation will be described. Fig. 8 illustrates
a model generated to simulate the railway train 1 according to the present embodiment.
The left side in Fig. 8 corresponds to the traveling direction A of the present model.
An X axis, a Z axis, and a Y axis are set so as to represent the traveling direction
A (a forward direction), the vertical direction of the vehicle body 2
i, and the lateral direction of the vehicle body 2
i, respectively (refer to Fig. 3). The present model is established ignoring an elastic
vibration of the vehicle body 2
i and assuming that both the vehicle body 2
i and the bogie 4
i are rigid bodies.
[0032] Main symbols used in this model will be described in a table 1. Unless otherwise
indicated, i represents a number of a vehicle body, and the bogie number i is assigned
to the bogie 4
i disposed behind the number i vehicle body. Therefore, the bogie 4
1 disposed behind the number 1 vehicle body has a bogie number 1, and the bogie 4
0 disposed in front of the number 1 vehicle body has a bogie number 0.
[0033] Further, a dot in equations represents first-order differentiation (d/dt) by time
t. Two dots represent second-order differentiation (d2/dt2). Further, suppose that
all of the vehicle bodies 2
1 to 2
n have equal lengths (L
1 = L
2 = ... = L
n = L), and the pneumatic springs 5 have equal stiffnesses on all of the bogies 4
1 to 4
n (k
1 = k
2 = ... = kn = k).
[Table 1]
SYMBOL |
QUANTITY REPRESENTED BY SYMBOL |
mi |
Mass of Number i Vehicle Body(kg) |
n |
Number of Vehicles (vehicles) |
Li |
Length of Vehicle Body (m) |
ui |
Force to be Generated by Vertically Movable Dampers of Number i Bogie (N) (Sum of
Control Forces for Vertically Movable Dampers on Left and Right Sides of Bogie) |
ki |
Stiffness of Pneumatic Springs (Secondary Suspensions) of Number i Bogie (N/m) (Sum
of Stiffnesses of Pneumatic Springs on Left and Right Sides of Bogie) |
cr |
Damping Force against Relative Rotation between Vehicle Bodies ((N•m)/(rad/s)) |
kr |
Stiffness against Relative Rotation between Vehicle Bodies ((N•m)/rad) |
zBi |
Vertical Displacement of Center of Number i Vehicle Body (m); Positive in Upward Direction |
xBi |
Longitudinal Displacement of Center of Number i Vehicle Body (m); Positive in Forward
Direction |
θi |
Pitching Angle of Number i Vehicle Body (rad); Positive When Vehicle Body is Plunging
Forward |
zTi |
Vertical Displacement of Number i Bogie (m); Positive in Upward Direction |
Fi |
Coupling Force between Number i Bogie and Vehicle Body (N); Positive in Upward Direction |
Ti |
Traction Force Applied to Rear Side of Number i Vehicle Body (Directly Above Number
i Bogie) (N); Positive in Backward Direction |
Fri |
Force Generated by Relative Rotation between Vehicle Bodies (N); Positive in Upward
Direction |
I |
Inertia Moment in Pitching Direction of Number i Vehicle Body |
[0034] Further, the number i vehicle body vibration calculation unit 12
i calculates a vertical acceleration (d2z
Bi/dt2) at a central position of the vehicle body 2
i as the vibration of the vehicle body 2
i based on an equation 1, and a pitching angular acceleration (d2θ
i/dt2) based on an equation 2. The equations 1 and 2 are expressed as follows.

[0035] All of the number 1 vehicle body vibration calculation unit 12
1 to the number n vehicle body vibration calculation unit 12
n perform similar calculations. For example, if the vehicle body 2
i is the first vehicle body, and the vehicle body 2
i+1 is the second vehicle body, the acceleration (d2z
Bi/dt2) and the pitching angular acceleration (d2θ
i/dt2) correspond to a vibration of the first vehicle body (the vehicle body 2
i), and the acceleration (d2z
Bi+1/dt2) and the pitching angular acceleration (d2θ
i+1/dt2) correspond to a vibration of the second vehicle body (the vehicle body 2
i+1).
[0036] The number i vehicle body vibration calculation unit 12
i can calculate a vertical speed (dz
Bi/dt) and the vertical displacement Z
Bi at the central position of the vehicle body 2
i based on the acceleration (d2z
Bi/dt2), and calculate a pitching angular speed (dθ
i/dt) and the pitching angle θ
i at the central position of the vehicle body 2
i based on the pitching angular acceleration (d2θ
i/dt2) by performing an integral calculation or the like.
[0037] Next, the coupling force F
i, the traction force T
i, and the force F
ri generated by a relative rotation of the number i vehicle body are expressed as equations
in the following manner. The coupling force F
i is a coupling force between the bogie 4
i corresponding to the bogie number i (the number i bogie) and the vehicle body 2
i. The traction force T
i is a traction force applied to the rear side of the number i vehicle body (directly
above the bogie 4
i corresponding to the bogie number i). The force F
ri generated by a relative rotation is a force generated by a relative rotation between
the vehicle body 2
i and the vehicle body 2
i+1.
[0038] The coupling force F
i between the bogie 4
i corresponding to the bogie number i and the vehicle body 2
i is expressed as illustrated in Fig. 9. In this case, the vertical coupling force
F
i between the vehicle body 2
i and the bogie 4
i is calculated by the following equation as a sum of tensional forces of the pneumatic
springs 5 and the damping forces of the vertically movable dampers 7.

[0039] The coupling force F
i applied to the coupling portion 3
i (connection portion) between the number i vehicle body and the number i+1 vehicle
body can be expressed in the following manner with use of a force f
i(i) applied to the rear end of the number i vehicle body 2
i and a force f
i(i+1) applied to the front end of the number i+1 vehicle body 2
i+1. In the following equation, f
a(b) represents a component force of a force applied to a coupling portion 3
a corresponding to a bogie number a that is applied to a b-th vehicle body 2
b.

[0040] In this equation, f
0(0) = 0, f
n(n+1) = 0
[0041] Next, the traction force T
i applied to the rear side of the number i vehicle body (directly above the bogie 4
i corresponding to the bogie number i) is expressed as illustrated in Fig. 10. In this
case, the traction force T
i applied to the number i vehicle body 2
i (directly above the bogie 4
i corresponding to the bogie number i) is calculated by an equation 5 from a longitudinal
inertia force of the vehicle body 2
i+1 when the vehicle body 2
i is accelerating forward. The equation 5 is formulated ignoring a rolling friction.

[0042] In this equation, T
n = 0
[0043] In this case, assuming that T
zi represents a Z-direction component of the traction force T
i, the Z-direction component T
zi can be expressed by the following equation, an equation 6.

[0044] In a multiple-unit system railway train, each vehicle body 2
i has a power source, and the traction force T
i is not generated between the vehicle bodies 2
i and 2
i+1 so that T
zi is zero regardless of whether the train is running on an ascending slope track or
is accelerating. Further, if a brake is mounted in each bogie 4
i, it is possible to assume that T
zi is zero when the railway train is slowing down regardless of the railway train is
a push-pull system or a multiple-unit system. In other words, T
zi is not zero only when a push-pull system railway train is running on an ascending
slope track or is accelerating.
[0045] Next, the force F
ri generated by a relative rotation between the vehicle body 2
i and the vehicle body 2
i+1 is expressed as illustrated in Fig. 12. As illustrated in Fig. 11, when the number
i vehicle body is moving in the pitching mode, a force working in a direction for
reducing the relative rotation between the number i vehicle body 2
i and the number i+1 vehicle body 2
i+1 by a spring component k
r and a damping component C
r is expressed as a sum of a force f
ri-1(i) applied to the front end of the number i vehicle body (the coupling portion 3
i-1 of the bogie 4
i-1 corresponding to the bogie number i-1) perpendicularly to the vehicle body 2
i, and a force f
ri+1(i+1) applied to the rear end of the number i+1 vehicle body (the coupling portion
3
i+1 of the bogie 4
i+1 corresponding to the bogie number i+1) perpendicularly to the vehicle body 2
i+1, around the coupling portion 3
i between the number i vehicle body and the number i+1 vehicle body. Then, f
ra(b) represents a component force of the force applied to the coupling portion 3
a corresponding to the bogie number a that is applied to the b-th vehicle body 2
b. In this case, the forces f
ri-1(i) and f
ri+1(i+1) are expressed by the following equation.

[0046] Therefore, the force F
ri generated by a relative rotation between the vehicle bodies is calculated by an equation
8.

[0047] In this equation,

[0048] The pitching angle
θi is sufficiently small at the vehicle body 2
i of the railway train 1 so that this is approximated in the following manner.

[0049] Further, suppose that the railway train 1 runs on a flat land at a constant speed.
Therefore, assume that an acceleration in the longitudinal direction is not generated
(d2x
Bi/dt2=0), and the Z-direction component T
zi is also not generated (T
zi = 0) at the center of the vehicle body 2
i. In this case, a vertical motion equation of the vehicle body 2
i is expressed by an equation 10. Further, a rotational motion equation of the vehicle
body 2
i is expressed by an equation 11.

[0050] Then, the following state equation, which has 4×n state amounts, n+1 disturbance
inputs, and n+1 control inputs, can be derived from these motion equations.

[0051] In this equation, a state vector x, a disturbance input w, and a control input u
(the number i bogie control force instruction u
i) have the following contents, respectively.

[0052] Subsequently, the control law is developed with use of this state equation based
on LG control by way of example. In this case, for example, the control law can be
developed by providing a state feedback K to the state equation so as to minimize
an evaluation function J expressed by the following equation.

[0053] The state feedback K acquired at this time is expressed by the following matrix constituted
by n rows and 4×n columns. In this case, G
A represents a control gain matrix for the vertical speed (dz
Bi/dt), and G
B represents a control gain matrix for the vertical displacement z
Bi. Further, G
c represents a control gain matrix for the pitching angular speed (dθ
i/dt), and G
D represents a control gain matrix for the pitching angle θ
1.

[0054] According to the above-described control law, a multi-degree-of-freedom vibration
of the entire railway train is set as a control target, and the control force for
each vertically movable damper 7 is determined in consideration of an interference
between the vehicle bodies 2
i and 2
i+1, whereby it is possible to improve the ride comfort of the entire railway train 1.
The state feedback K does not necessarily have to be acquired from the above-described
LQ control, and may be acquired from any of various kinds of control theories such
as LQG control and H∞.
[0055] Further, the above-described system is realized while the acceleration components
(d2z
Bi/dt2 and d2θ
i/dts) of the state vector x are acquired with use of the acceleration a
i directly above the number i bogie 4
i detected by the acceleration sensor 9
i. However, the present invention is not limited thereto, and the state amount may
be acquired from a detection result (information) of the acceleration sensor 9
i or may be estimated by designing an appropriate state observer.
[0056] Next, an effect of improving the ride comfort according to the present embodiment
will be described. The ride comfort of the railway train 1 is affected by an acceleration
of a lateral vibration of the vehicle body 2
i such as yawing and swaying, an acceleration of a vertical vibration of the vehicle
body 2
i such as rolling, pitching, and bouncing, and a relatively low-frequency acceleration
such as a lateral stable acceleration generated when the railway train is running
on a curved track and a longitudinal acceleration generated when the railway train
is accelerating or decelerating.
[0057] The ride comfort against a lateral movement is especially important for vehicles
entering a narrow tunnel at a high speed or vehicles running in a section frequently
having alignment irregularity of a track. However, active suspensions working laterally
have been in widespread use for such vehicles, and in recent years, the ride comfort
has been improved. Further, the ride comfort in the lateral direction is also affected
by a combination of rolling, lateral translation, and yawing, but the ride comfort
has been also improved against them by using both the lateral active suspension and
a vehicle body tilting apparatus (including a pendulum device). The improvement of
the ride comfort in the lateral direction in this manner resultingly makes the discomfort
in the vertical direction in riding, which relates to track irregularity in the vertical
direction, relatively conspicuous.
[0058] Further, conventionally, the discomfort in riding in the vertical direction has been
conspicuous for vehicles running in a section having a wide tunnel, a section having
less tunnels, a section having many straight tracks, a section having less tracks
with alignment irregularity, or a section having a track with a large degree of longitudinal
level irregularity.
[0059] In the railway vehicle 1, which is the coupling bogie train, the vehicle bodies 2
i and 2
i+1 are vertically inflexibly coupled to each other by the coupling portion 3
i so that the vertical vibration of the vehicle body 2
i is strongly affected by the vertical vibrations of the adjacent vehicle bodies 2
i-1 and 2
i+1. Therefore, all of the vehicle bodies 2
1 to 2
n coupled by the coupling bogies 4
1 to 4
n-1 are influentially linked to one another. The vertically movable dampers 7 are in
charge of absorbing vibrations of these vehicle bodies 2
1 to 2
n, whereby only controlling the vertically movable dampers 7 to generate the damping
forces for damping the vibration of their own vehicle body 2
i cannot be sufficiently effective to reduce the vibration of the vehicle body 2
i.
[0060] On the other hand, according to the present embodiment, the controller 10 calculates
the number i bogie control force instruction u
i, which is the instruction values for the actuators 7A of the bogie 4
i, based on the detection values of the vibrations at all of the vehicle bodies 2
1 to 2
n. Therefore, even if all of the vehicle bodies 2
1 to 2
n coupled by the coupling bogies 4
1 to 4
n-1 are influentially linked to one another, it is possible to control the vertically
movable dampers 7 of the bogie 4
i in consideration of the influence of the vibrations of the vehicle bodies 2
1 to 2
n among one another. As a result, it is possible to reduce the vibration of the vehicle
body 2
i in the entire railway train 1, which is the coupling bogie train having the n vehicle
bodies 2
1 to 2
n, thereby improving the ride comfort.
[0061] Further, the railway train 1 detects the acceleration a
i-1 of the vehicle body 2
i-1 with use of the acceleration sensor 9
i-1 mounted at the coupling portion 3
i-1, detects the acceleration a
i+1 of the vehicle body 2
i+1 with use of the acceleration sensor 9
i+1 mounted at the coupling portion 3
i+1. and detects the acceleration a
i of the coupling portion 3
i with use of the acceleration sensor 9
i mounted at the coupling portion 3
i. Therefore, the railway train 1 can calculate the vibration of the vehicle body 2
i based on the detection value of the acceleration a
i-1 by the acceleration sensor 9
i-1 and the detection value of the acceleration a
i by the acceleration sensor 9
i, and calculate the vibration of the vehicle body 2
i+1 based on the detection value of the acceleration a
i+1 by the acceleration sensor 9
i+1 and the detection value of the acceleration a
i by the acceleration sensor 9
i.
[0062] According to the first embodiment, all of the acceleration sensors 9
0 to 9
n, and the vertically movable dampers 7 of all of the bogies 4
0 to 4
n are connected to the single controller 10. However, the present invention is not
limited thereto, and may share the acceleration information and the control instructions
for the vertically movable dampers 7 among the vehicle bodies via a digital signal
such as communication, like, for example, a railway train 21 according to a first
modification illustrated in Fig. 13. In this case, a controller 22 includes n+1 child
devices 23
0 to 23
n and a single parent device 24. The child devices 23
0 to 23
n are located, for example, very close to the respective vertically movable dampers
7, and respectively acquire the detection signals of the acceleration sensors 9
0 to 9
n to output this information to a communication line 25. Further, the child devices
23
0 to 23
n output instruction currents to the actuators 7A of the vertically movable dampers
7 as damping force instructions according to control force information (the number
i bogie control force instruction u
i) in the communication line 25. The parent device 24 acquires the acceleration information
of the n vehicle bodies from the communication line 25, and calculates control forces
(the number i bogie control force instruction u
i) required for the respective vertically movable dampers 7 according to the above-described
control law. The parent device 24 transmits a result of this calculation to the child
devices bogies 23
0 to 23
n via the communication line 25.
[0063] Next, Figs. 14 and 15 illustrate a second embodiment of the present invention. The
second embodiment is characterized in that the controller calculates the control force
of the coupling bogie based on vibrations of two vehicle bodies. Similar elements
of the second embodiment to the above-described first embodiment will be identified
by the same reference numerals as the first embodiment, and will not be described
especially.
[0064] A railway train 31 according to the second embodiment includes the vehicle body 2
i, the coupling portion 3
i, the bogie 4
i, the vertically movable dampers 7, the acceleration sensor 9
i, a controller 32
i, and the like, in a substantially similar manner to the railway train 1 according
to the first embodiment.
[0065] The controller 32
i is configured in a similar manner to the controller 10 according to the first embodiment
with use of, for example, a microcomputer. However, the railway train 31 includes
total n+1 controllers 32
0 to 32
n corresponding to the number of bogies 4
0 to 4
n. These controllers 32
0 to 32
n control the vertically movable dampers 7 of the bogies 4
0 to 4
n respectively independently. Hereinafter, the term "controller 32
i" will be used to refer to any of the controllers 32
0 to 32
n.
[0066] The actuators 7A of the vertically movable dampers 7 of the bogie 4
i are connected to an output side of the controller 32
i. The acceleration sensors 9
i-1, 9
i, and 9
i+1 are connected to an input side of the controller 32
i. Then, the controller 32
i generates the number i bogie control force instruction u
i, which is the damping force instruction signals for the vertically movable dampers
7 of the bogie 4
i, based on the detection signals from the three acceleration sensors 9
i-1, 9
i, and 9
i+1, and variably controls the damping forces of these vertically movable dampers 7.
[0067] As illustrated in Fig. 15, the controller 32
i includes a preprocessing unit (not illustrated) that includes the AD converter, the
filter processing unit, and the like, and acquires the accelerations a
i-1, a
i, and a
i+1 from the detection signals of the acceleration sensors 9
i-1, 9
i, and 9
i+1. The controller 32 further includes a vibration control unit 33 that outputs the
number i bogie control force instruction u
i according to the instruction values for the actuators 7A based on the accelerations
a
i-1, a
i, and a
i+1.
[0068] The vibration control unit 33 includes a number i vehicle body vibration calculation
unit 34
i that calculates the vibration of the vehicle body 2
i based on the accelerations a
i-1 and a
i as the detection values of the acceleration sensors 9
i-1 and 9
i, a number i+1 vehicle body vibration calculation unit 34
i+1 that calculates the vibration of the vehicle body 2
i+1 based on the accelerations a
i and a
i+1 as the detection values of the acceleration sensors 9
i and 9
i+1, and a control force instruction calculation unit 35 that calculates the number i
bogie control force instruction u
i for the vertically movable dampers 7 of the bogie 4
i based on the vibrations of the vehicle bodies 2
i and 2
i+1 calculated by these vehicle body vibration calculation units 34
i and 34
i+1.
[0069] The vehicle body vibration calculation units 34
i and 34
i+1 are configured in a substantially similar manner to the number i vehicle body vibration
calculation unit 12
i according to the first embodiment. Therefore, the vehicle body vibration calculation
units 34
i and 34
i+1 calculate the vibrations of the vehicle bodies 2
i and 2
i+1 based on the equations 1 and 2. Further, the control force instruction calculation
unit 35 calculates the number i bogie control force instruction u
i according to a control law, which will be described below.
[0070] Then, the number i bogie control force instruction u
i calculated by the control force instruction calculation unit 35 is input into the
number i bogie current output unit 14
i, and the number i bogie current output unit 14
i supplies instruction currents according to the number i bogie control force instruction
U
i to the actuators 7A of the vertically movable dampers 7 of the bogie 4
i. As a result, the vibration of the vehicle body 2
i due to pitching and bouncing is damped so that the ride comfort of the vehicle body
2
i can be improved.
[0071] The railway train 31 configured in the above-described manner controls the damping
forces of the vertically movable dampers 7 of each bogie 4
i based on the outputs of the acceleration sensors 9
i-1, 9
i, and 9
i+1 according to a control law that will be described next.
[0072] The control law according to the second embodiment is basically similar to the first
embodiment. However, a difference from the first embodiment is that the state feedback
K is approximated in the following manner.
[0074] In this case, the control force to be generated at the vertically movable dampers
7 of the number i bogie 4
i is expressed by the following recurrence relation.

[0075] In this equation, G
A0,0, G
B0,0, G
C0,0, G
D0,0 = 0

[0076] Focusing on the above-described recurrence relation, the control force to be generated
at the vertically movable dampers 7 of the number i bogie 4
i is determined only by motions of the number i vehicle body (the vehicle body 2
i) and the number i+1 vehicle body (the vehicle body 2
i+1). In other words, the controller 32
i is disposed very close to the dampers 7, and the controller 32
i determines the control force only from the acceleration information of its own vehicle
body (the vehicle body 2
i) and the adjacent vehicle body (the vehicle body 2
i+1) according to the above-described recurrence relation. In this case, the length of
the signal line laid between the acceleration sensor 9
i and the vertically movable dampers 7, and the controller 32
i can be reduced to, for example, approximately a length only for two vehicle bodies.
Further, the calculation amount of the controller 32
i can be also reduced. Therefore, the present embodiment can acquire a similar performance
to the first embodiment with a simple configuration.
[0077] Next, a simulation result of PSD of bouncing of the vehicle body 2
i is illustrated in Fig. 16, and a simulation result of PSD of pitching of the vehicle
body 2
i is illustrated in Fig. 17, as a vibration control effect by the above-described control
law. In each of Figs. 16 and 17, a solid line indicates PSD when the second embodiment
is employed. A broken line indicates PSD when a passive hydraulic damper that does
not perform active control is employed as a first comparative example. A long dashed
short dashed line indicates PSD when the vertical acceleration of the vehicle body
2
i directly above the coupling portion 3
i is acquired, and the vertically movable dampers 7 directly below the coupling portion
3
i are controlled so as to reduce a change in this acceleration, as a second comparative
example. As illustrated in Figs. 16 and 17, for example, in a frequency range around
1 to 2 Hz to which humans are sensitive, the second embodiment can reduce both bouncing
and pitching compared to use of the passive damper and control of the vertically movable
dampers 7 based on only the vibration directly above the coupling portion 3
i.
[0078] In this manner, the second embodiment can also acquire a similar result and effect
to the first embodiment.
[0079] Further, according to the first embodiment, cables of the n+1 acceleration sensors
9
0 to 9
n mounted at the n vehicle bodies 2
1 to 2
n, and control lines of the (n+1)×2 vertically movable dampers 7 are laid toward the
single controller 10. As a result, there are raised various kinds of problems, such
as complication of the wiring layout, an easy entry of a noise into the cables, and
a failure in keeping the accuracy of an analog signal.
[0080] On the other hand, according to the first modification illustrated in Fig. 13, the
acceleration information and the control instructions for the vertically movable dampers
7 are shared among the vehicle bodies via a digital signal such as communication.
However, according to this configuration, a delay is generated in each of acquisition
of the accelerations and transmission of the acceleration information through communication
by the child devices 23
0 to 23
n, reception of the acceleration information and transmission of the control calculations
and the control force instructions by the parent device 24, and reception of the control
force instructions and outputs of currents to the vertically movable dampers 7 by
the child devices 23
0 to 23
n. The communication cable (the communication line 25) is required to transmit data
in a noise-prone environment over more than 100 m, thereby being difficult to be configured
to handle high-speed communication.
[0081] Further, setting the entire train as the control target, like the first embodiment,
results in an extreme increase in the control amount due to a large number of state
amounts of the control target, thereby requiring a high-performance microcomputer
for the state calculation that processes the 4×n state amounts. A system that realizes
the ride comfort control calculation without delay under this limitation must be an
expensive system.
[0082] On the other hand, according to the second embodiment, the controller 32
i calculates the number i bogie control force instruction u
i, which is the instruction values for the actuators 7A of the vertically movable dampers
7 of the bogie 4
i, based on the vibrations of the vehicle body 2
i and the vehicle body 2
i+1 disposed on the opposite front side and rear side of the bogie 4
i. Therefore, only a length for two vehicle bodies is enough as the length of the cable
connecting the acceleration sensors 9
i-1, 9
i, and 9
i+1 and the vertically movable dampers 7 to the controller 32
i, whereby the wiring layout can be simplified and the noise can be reduced. In addition
thereto, the ride comfort control calculation can be simplified, whereby the manufacturing
cost can be reduced.
[0083] Next, Fig. 18 illustrates a third embodiment of the present invention. The third
embodiment is characterized in that the controller calculates the instruction values
for the actuators after removing a component of a gradual acceleration change like
a change in a slope of a road surface. Similar elements of the third embodiment to
the above-described second embodiment will be identified by the same reference numerals
as the second embodiment, and will not be described especially.
[0084] A controller 41
i according to the third embodiment is configured in a substantially similar manner
to the controller 32
i according to the second embodiment. Therefore, the controller 41
i includes the vibration control unit 33 including the number i vehicle body vibration
calculation unit 34
i, the number i+1 vehicle body vibration calculation unit 34
i+1, and the control instruction calculation unit 35. Further, the controller 41
i includes a preprocessing unit 42 that acquires the acceleration a
i from the detection signal of the acceleration sensor 9
i. This preprocessing unit 42 includes an acceleration acquisition unit 42A, a low-pass
filter 42B (hereinafter referred to as the LPF 42B), a high-pass filter 42C (hereinafter
referred to as the HPF 42C), and a phase compensator 42D.
[0085] The acceleration acquisition unit 42A includes the AD converter and the like, and
acquires the acceleration a
i by converting the detection signal of the acceleration sensor 9
i into a digital signal. The LPF 42B removes a highfrequency noise superimposed on
the input of the acceleration a
i with its cutoff frequency set to, for example, a value equal to or lower than a half
of a sampling frequency. The HPF 42C keeps a frequency component of bouncing and pitching
while removing a component of a gradual acceleration change according to a change
in a situation of a road surface with its cutoff frequency set to a lower value than
a low-frequency side of a resonance frequency of bouncing and pitching of the vehicle
body 2
i.
[0086] A resonance point of bouncing and pitching of the vehicle body 2
i is generated, for example, at a frequency of about 1 to 2 Hz. On the other hand,
an offset component due to an ascending slope or a descending slope is generated at,
for example, a frequency of 0.5 Hz or lower. Therefore, the cutoff frequency of the
HPF 42C is set to, for example, about 0.5 Hz as a value between the resonance frequency
of bouncing and pitching, and the frequency of the offset component. The cutoff frequency
of the HPF 42C is not limited to the above-described one, and is determined from an
experiment in consideration of, for example, a vibration when the railway train runs
actually.
[0087] The phase compensator 42D improves a phase characteristic when a desired phase characteristic
cannot be acquired around a control frequency by the LPF 42B and HPF 42C. The LPF
42B, the HPF 42C, and the phase compensator 42D each include a digital filter or the
like based on digital signal processing. The vibration control unit 33 calculates
the number i bogie control force instruction u
i based on the detection value of the acceleration a
i output from this preprocessing unit 42, and output the calculated instruction to
the number i bogie current output unit 14
i.
[0088] In this manner, the third embodiment can also acquire a similar result and effect
to the second embodiment.
[0089] Further, during the ride comfort control with use of the acceleration sensor 9
i, the controller 32
i generates the control force instruction so as to reduce a change in the pitching
angular speed and a change in the vertical speed of the vehicle body 2
i. Therefore, the control according to the second embodiment leads to generation of
a control force instruction to prevent the vehicle body 2
i from moving (a change in the pitching angular speed and a change in the vertical
speed) when the railway train 31 is entering an ascending slope track, when the railway
train 31 is exiting the ascending slope track, when the railway train 31 is entering
a descending slope track, when the railway train 31 is exiting the descending slope
track, or when partial vehicles in the railway train 31 are running on an ascending
slope track while other vehicles in the railway train 31 are running on a descending
slope track.
[0090] This control force instruction is an instruction for extending up the vehicle body
2
i, compressing down the vehicle body 2
i, or inclining the vehicle body 2
i forward or downward, and combining this instruction to the ride comfort control instruction
results in deterioration of the ride comfort when the railway train 31 is entering
a slope track. Further, an offset is generated in the vertical acceleration a
i of the vehicle body 2
i when the railway train 31 is accelerating or decelerating on an ascending or descending
slope track or when the railway train 31 is running along a curved track with the
vehicle body 2
i inclined, and this offset affects the ride comfort.
[0091] On the other hand, according to the third embodiment, the controller removes the
component of a gradual acceleration change, like a change in a slope of a road surface,
with use of the HPF 42C, and therefore can provide control only to the acceleration
a
i due to pitching and bouncing to improve the ride comfort on an ascending slope track
and a descending slope track.
[0092] The third embodiment has been described based on the example in which this is applied
to the second embodiment, but may be applied to the first embodiment.
[0093] Next, Fig. 19 illustrates a fourth embodiment of the present invention. The fourth
embodiment is characterized in that the controller switches control gains according
to weights of adjacent two vehicle bodies. Similar elements of the fourth embodiment
to the above-described second embodiment will be identified by the same reference
numerals as the second embodiment, and will not be described especially.
[0094] A controller 51
i according to the fourth embodiment is configured in a substantially similar manner
to the controller 32
i according to the second embodiment. The controller 51
i includes a preprocessing unit 52 that acquires the acceleration a
i from the detection signal of the acceleration sensor 9
i. This preprocessing unit 52 includes an acceleration acquisition unit 52A, a low-pass
filter 52B (hereinafter referred to as the LPF 52B), a high-pass filter 52C (hereinafter
referred to as the HPF 52C), and a phase compensator 52D.
[0095] The acceleration acquisition unit 52A includes the AD converter and the like, and
acquires the acceleration a
i by converting the detection signal of the acceleration sensor 9
i into a digital signal. The LPF 52B removes a noise or the like on a higher frequency
side than the frequency of bouncing and pitching of the vehicle body 2
i. The HPF 52C removes an unnecessary signal such as a noise on a lower frequency side
than the frequency of bouncing and pitching of the vehicle body 2
i. The phase compensator 52D improves the phase characteristic when a desired phase
characteristic cannot be acquired around the control frequency by the LPF 52B and
the HPF 52C.
[0096] Further, the controller 51
i includes a tank water level acquisition unit 53, a number i vehicle body weight balance
calculation unit 54
i, and a number i+1 vehicle body weight balance calculation unit 54
i+1. The tank water level acquisition unit 53 includes an AD converter and the like,
and is connected to a number i vehicle body clean water tank water meter 55
i, a number i vehicle body sewage water tank water meter 56
i, a number i+1 vehicle body clean water tank water meter 55
i+1, and a number i+1 vehicle body sewage water tank water meter 56
i+1. The tank water level acquisition unit 53 acquires a water amount Q
ai in a clean water tank and a water amount Q
bi in a sewage water tank of the number i vehicle body, and acquires a water amount
Q
ai+1 in a clean water tank and a water amount Q
bi+1 in a sewage water tank of the number i+1 vehicle body.
[0097] The number i vehicle body weight balance calculation unit 54
i calculates number i vehicle body weight balance based on the water amounts Q
ai and Q
bi in the tanks of the number i vehicle body, and outputs a signal according to a balance
inertia and a weight of the vehicle body 2
i.
[0098] The number i+1 vehicle body weight balance calculation unit 54
i+1 calculates number i+1 vehicle body weight balance based on the water amounts Q
ai+1 and Q
bi+1 in the tanks of the number i+1 vehicle body, and outputs a signal according to a
balance inertia and a weight of the vehicle body 2
i+1.
[0099] The controller 51
i includes a vibration control unit 57 similar to the vibration control unit 33 according
to the second embodiment. Therefore, the vibration control unit 57 includes a number
i vehicle body vibration calculation unit 58
i, a number i+1 vehicle body vibration calculation unit 58
i+1, and a control force instruction calculation unit 59 substantially similar to the
number i vehicle body vibration calculation unit 34
i, the number i+1 vehicle body vibration calculation unit 34
i+1, and the control force instruction calculation unit 35 according to the second embodiment.
In addition thereto, the vibration control unit 57 includes a memory 60 that stores
a plurality of kinds (for example, M kinds) of control gains G
Ai,i(1) to G
Ai,i(M), G
Ai,i+1(1) to G
Ai,i+1(M), G
Ci,i(1) to G
Ci,i(M), and G
Ci,i+1(1) to G
Ci,i+1(M), and a parameter selection unit 61 that selects one kind of gains from the control
gains G
Ai,i(1) to G
Ai,i(M), G
Ai,i+1(1) to G
Ai,
i+1(M), G
Ci,i(1) to G
Ci,i(M), and G
Ci,i+1(1) to G
Ci,i+1(M) stored in the memory 60 based on the signals output from the weight balance calculation
units 54
i and 54
i+1. Then, the parameter selection unit 61 supplies the selected one kind of gains G
Ai,i(m), G
Ai,i+1(m), G
Ci,i(m), and G
Ci,i+1(m) to the control force instruction calculation unit 59 as control gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1.
[0100] At this time, for example, when the number i vehicle body is heavier than the number
i+1 vehicle body, the parameter selection unit 61 increases the control gain G
Ai,i of the heavier vehicle body and reduces the control gain G
Ai,i+1 of the lighter vehicle. Further, when the number i vehicle body has a larger inertia
in the pitching direction than the number i+1 vehicle body, the parameter selection
unit 61 increases the control gain G
Ci,i(1) for the pitching angle θ
i of the vehicle body 2
i having the larger inertia, and reduces the control gain G
Ci,i+1 for the pitching angle θ
i+1 of the vehicle body 2
i+1 having a smaller inertia.
[0101] The relationship of the weight and inertia to the control gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1 is not limited thereto, and an optimum relationship capable of reducing the vibration
of the vehicle body 2
i is determined based on the vibration of the vehicle body 2
i when the railway train runs actually. Further, the number of kinds as the control
gains G
Ai,i and G
Ai,
i+1 for the vertical speed (dz
Bi/dt) and the number of kinds as the control gains G
Ci,i and G
Ci,i+1 for the pitching angular speed (dθ
i/dt) do not necessarily have to be same numbers , and may be different from each other.
[0102] Then, upon an input of the detection value of the acceleration a
i from the preprocessing unit 52, the control force instruction calculation unit 59
calculates the number i bogie control force instruction u
i with use of the control gains selected by the parameter selection unit 61, and outputs
it to the number i bogie current output unit 14
i.
[0103] In this manner, the fourth embodiment can also acquire a similar result and effect
to the second embodiment.
[0104] Further, according to the second embodiment, the control gains G
Ai,j, G
Bi,j, G
Ci,j, and G
Di,j are fixed values tuned in advance, provided that the weight of the vehicle body 2
i and the coupling stiffness between the vehicle bodies 2
i and 2
i+1 are not changed while the railway train is running. However, the weight balance may
be disturbed due to consumption of a loaded fuel by a diesel railcar, a change in
the balance between clean water and sewage water in a sleeper train, a difference
in vehicle occupancy among the vehicle bodies, and the like.
[0105] On the other hand, the fourth embodiment prepares a plurality of kinds of control
gains G
Ai,j(1) to G
Ai,j(M) and G
Ci,j(1) to G
Ci,j(M) in consideration of a change in the weight balance of the vehicle body. Then,
for example, the fourth embodiment switches the ratio between the control gain G
Ai,i and the control gain G
Ai,
i+1 depending on a difference between the weights of the number i vehicle body and the
number i+1 vehicle body, and switches the ratio between the control gain G
Ci,i and the control gain G
Ci,i+1 depending on a difference in the inertias of the number i vehicle body and the number
i+1 vehicle body.
[0106] More specifically, when the number i vehicle body and the number i+1 vehicle body
have different weights, the fourth embodiment increases one of the control gains G
Ai,i and G
Ai,
i+1 for bouncing of the vehicle body that corresponds to a heavier vehicle body. Further,
when the number i vehicle body and the number i+1 vehicle body have different inertias
in the pitching direction, the fourth embodiment increases one of the control gains
G
Ci,i and G
Ci,i+1 for the pitching angle θ
i of the vehicle body that corresponds to the pitching angle θ
i of the vehicle body 2
i or 2
i+1 having a larger inertia. As a result, even when the weight or inertia of the vehicle
body 2i is changed, the fourth embodiment can reduce the vibration of the vehicle
body 2
i by selecting the control gain G
Ai,j and G
Ci,j according to this change.
[0107] The balance between the control gains for bouncing and pitching, i.e., the balance
among the control gains G
Ai,j to G
Di,j may be changed arbitrarily.
[0108] Further, the fourth embodiment acquires the water amounts Q
ai and Q
ai+1 in the clean water tanks and the water amounts Q
bi and Q
b+1 in the sewage water tanks respectively measured by the clean water tank water-meters
55
i and 55
i+1 and the sewage water tank water-meters 56
i and 56
i+1, and detects changes in the weight and inertia as a change in the weight balance
of the vehicle body 2
i based on the balance between these clean water and sewage water. However, the present
invention is not limited thereto. As a change in the weight balance, for example,
a weight change due to fuel consumption may be detected based on a driving time or
a fuel meter, and a difference in vehicle occupancy may be detected based on an initial
displacement of the secondary suspension or the like. Further, the weight and inertia
of the vehicle body 2
i may be measured directly.
[0109] Further, the fourth embodiment is configured to include the vibration control unit
57 similar to the vibration control unit 33 according to the second embodiment, but
may be configured to include the vibration control unit 11 according to the first
embodiment. Further, the fourth embodiment may be combined with the third embodiment.
[0110] Next, Fig. 20 illustrates a fifth embodiment of the present invention. The fifth
embodiment is characterized in that the controller switches the control gains according
to a vehicle speed. Similar elements of the fifth embodiment to the above-described
fourth embodiment will be identified by the same reference numerals as the fourth
embodiment, and will not be described especially.
[0111] A controller 71
i according to the fifth embodiment includes the preprocessing unit 52 according to
the fourth embodiment. In addition thereto, the controller 71
i includes a speed information acquisition unit 72. The speed information acquisition
unit 72 is connected to, for example, a communication line 73 within the vehicle body,
and acquires a vehicle speed from the communication line 73. The speed information
acquisition unit 72 does not necessarily have to acquire the vehicle speed based on
a signal from the communication line 73, and may acquire the vehicle speed based on
a signal from, for example, a speed sensor.
[0112] The controller 71
i includes a vibration control unit 74 similar to the vibration control unit 33 according
to the second embodiment. Therefore, the vibration control unit 74 includes a number
i vehicle body vibration calculation unit 75
i, a number i+1 vehicle body vibration calculation unit 75
i+1, and a control force instruction calculation unit 76 substantially similar to the
number i vehicle body vibration calculation unit 34
i, the number i+1 vehicle body vibration calculation unit 34
i+1, and the control force instruction calculation unit 35 according to the second embodiment.
In addition thereto, the vibration control unit 74 includes a memory 77 and a parameter
selection unit 78 substantially similar to the memory 60 and the parameter selection
unit 61 according to the fourth embodiment.
[0113] The memory 77 stores the plurality of kinds (for example, M kinds) of control gains
G
Ai,i(1) to G
Ai,i(M), G
Ai,i+1(1) to G
Ai,i+1(M), G
Ci,i(1) to G
Ci,i(M), and G
Ci,i+1(1) to G
Ci,i+1(M). The parameter selection unit 78 selects one kind of control gains from G
Ai,i(1) to G
Ai,i(M), G
Ai,i+1(1) to G
Ai,i+1(M), G
Ci,i(1) to G
Ci,i(M), and G
Ci,i+1(1) to G
Ci,i+1(M) stored in the memory 77 based on a signal output from the speed information acquisition
unit 72. Then, the parameter selection unit 78 supplies the selected one kind of gains
G
Ai,i(m), G
Ai,i+1(m), G
Ci,i(m), and G
Ci,i+1(m) to the control force instruction calculation unit 76 as the control gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1.
[0114] At this time, for example, the parameter selection unit 78 increases the control
gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1 when the vehicle speed is fast, and reduces the control gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1 when the vehicle speed is slow. The number of kinds as the control gains G
Ai,i and G
Ai,
i+1 for the vertical speed (dz
Bi/dt) and the number of kinds as the control gains G
Ci,i and G
Ci,i+1 for the pitching angular speed (dθ
i/dt) do not necessarily have to be same numbers , and may be different from each other.
[0115] Then, upon an input of the detection value of the acceleration a
i from the preprocessing unit 52, the control force instruction calculation unit 76
calculates the number i bogie control force instruction u
i with use of the control gains selected by the parameter selection unit 78, and outputs
the calculated instruction to the number i bogie current output unit 14
i.
[0116] In this manner, the fifth embodiment can also acquire a similar result and effect
to the second embodiment. Further, if there is no large peak in a spatial frequency
of vertical irregularity of the track, the ride comfort is further deteriorated as
the running speed of the vehicle is increasing. Even in this case, the fifth embodiment
can prevent the ride comfort from being deteriorated due to a change in the vehicle
speed because it changes the control gains G
Ai,i and G
Ci,i according to the vehicle speed.
[0117] The fifth embodiment is configured to include the vibration control unit 74 similar
to the vibration control unit 33 according to the second embodiment, but may be configured
to include the vibration control unit 11 according to the first embodiment. Further,
the fifth embodiment may be combined with the third or fourth embodiment.
[0118] Next, Fig. 21 illustrates a sixth embodiment of the present invention. The sixth
embodiment is characterized in that the controller switches the control gains when
the railway train is running on an ascending slope track or is accelerating. Similar
elements of the sixth embodiment to the above-described fourth embodiment will be
identified by the same reference numerals as the fourth embodiment, and will not be
described especially.
[0119] A controller 81
i according to the sixth embodiment includes the preprocessing unit 52 according to
the fourth embodiment. In addition thereto, the controller 81
i includes a traveling direction acquisition unit 82, an inclination angle acquisition
unit 83, and a longitudinal acceleration acquisition unit 84. The traveling direction
acquisition unit 82 is connected to, for example, a communication line 85 within the
vehicle body, and acquires a traveling direction of the vehicle body from the communication
line 85. The inclination angle acquisition unit 83 is connected to, for example, an
angle meter 86 that detects an inclination of the vehicle body, and acquires how much
the vehicle body is inclined. The longitudinal acceleration acquisition unit 84 is
connected to, for example, a longitudinal acceleration sensor 87, and acquires a longitudinal
acceleration.
[0120] The traveling direction acquisition unit 82 may acquire the traveling direction from
a speed sensor of the vehicle body. The inclination angle acquisition unit 83 may
acquire how much the vehicle body is inclined based on location information of the
vehicle body from a GPS, a traffic control sensor, or the like. The longitudinal acceleration
acquisition unit 84 may acquire the longitudinal acceleration by differentiating speed
information of the vehicle.
[0121] The controller 81
i includes a vibration control unit 88 similar to the vibration control unit 33 according
to the second embodiment. Therefore, the vibration control unit 88 includes a number
i vehicle body vibration calculation unit 89
i, a number i+1 vehicle body vibration calculation unit 89
i+i, and a control force instruction calculation unit 90 substantially similar to the
number i vehicle body vibration calculation unit 34
i, the number i+1 vehicle body vibration calculation unit 34
i+1, and the control force instruction calculation unit 35 according to the second embodiment.
In addition thereto, the vibration control unit 88 includes a memory 91 and a parameter
selection unit 92 substantially similar to the memory 60 and the parameter selection
unit 61 according to the fourth embodiment.
[0122] The memory 91 stores the plurality of kinds (for example, M kinds) of control gains
G
Ai,i(1) to G
Ai,i(M), G
A1,i+1(1) to G
Ai,i+1(M), G
Ci,i(1) to G
Ci,i(M), and G
Ci,i+1(1) to G
Ci,i+1(M). The parameter selection unit 92 selects one kind of control gains from the control
gains G
Ai,i(1) to G
Ai,i(M), G
Ai,i+1(1) to G
Ai,i+1(M), G
Ci,
i(1) to G
Ci,i(M), and G
Ci,i+1(1) to G
Ci,i+1(M) stored in the memory 91 based on signals output from the traveling direction acquisition
unit 82, the inclination angle acquisition unit 83, and the longitudinal acceleration
acquisition unit 84. Then, the parameter selection unit 92 supplies the selected one
kind of gains G
Ai,i(m), G
Ai,i+1(m), G
Ci,i(m), and G
Ci,i+1(m) to the control force instruction calculation unit 90 as the control gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1.
[0123] According to the first embodiment, the controller solves the motion equation with
the acceleration (d2x
Bi/dt2) set to zero, i.e., T
zi set to zero, assuming that the railway train is running on a flat land at a constant
speed. However, if the railway train is a train driven only by being pulled by a locomotive
disposed on the front side in the traveling direction, like a push-pull system train,
the traction force when the railway train is running on an ascending slope track or
is accelerating is expressed by the following equation (refer to Fig. 22).

[0124] In the equation 29, g represents a gravitational acceleration, and θ
r has a positive value when a slope of a road surface is a descending slope. As described
in the first embodiment, the z-direction component T
zi of the traction force T
i is expressed by the above-described equation 6.
[0125] This means that the vertical force T
zi, which works at the time of pitching, is increasing as the vehicle body is located
closer to the foremost bogie 4
0 when the railway train is running on an ascending slope track or is accelerating.
This force works in a direction for preventing pitching of the vehicle body 2
i when the vehicle body 2
i and the vehicle body 2
i+1 has pitching in opposite phases from each other. Therefore, the pitching vibration
is reducing as the vehicle body is located closer to the foremost bogie 4
0 when the railway train is running on an ascending slope track or is accelerating.
[0126] According thereto, for example, when the railway train is running on an ascending
slope track or is accelerating, the parameter selection unit 92 more largely reduces
the control gains G
Ci,i and G
Ci,i+1 for pitching and sets a higher frequency as a frequency range that the controller
81
i targets, as the coupling bogies 4
1 to 4
n are located closer to the foremost bogie 4
0. Similarly, the parameter selection unit 92 also switches the control gains G
Ai,i and G
Ai,i+1 for bouncing according to, for example, whether the railway train is running on an
ascending slope track or is accelerating.
[0127] The number of kinds as the control gains G
Ai,i and G
Ai,i+1 for the vertical speed (dz
Bi/dt) and the number of kinds as the control gains G
Ci,i and G
Ci,i+1 for the pitching angular speed (dθ
i/dt) do not necessarily have to be same numbers, and may be different from each other.
[0128] Then, upon an input of the detection value of the acceleration a
i from the preprocessing unit 52, the control force instruction calculation unit 90
calculates the number i bogie control force instruction u
i with use of the control gains selected by the parameter selection unit 92, and outputs
the calculated instruction to the number i bogie current output unit 14
i.
[0129] In this manner, the sixth embodiment can also acquire a similar result or effect
to the second embodiment. Further, when the railway train is running on an ascending
slope track or is accelerating, the sixth embodiment switches the control gains G
Ai,i, G
Ai,i+1, G
Ci,i, and G
Ci,i+1 according to these conditions, and therefore can realize optimum ride comfort control
even when the railway train is running on an ascending slope track or is accelerating.
[0130] If the railway train is a multiple-unit system train, each of the vehicle bodies
2
1 to 2
n has a power source, and the traction force T
i is not generated between the vehicle bodies so that T
zi is zero regardless of whether the railway train is running on an ascending slope
track or is accelerating. Further, if a brake is mounted on each of the bogies 4
0 to 4
n, T
zi can be assumed to be zero when the railway train is slowing regardless of whether
the railway train is a push-pull system train or a multiple-unit system train. In
other words, the sixth embodiment is applicable only when a push-pull system train
is running on an ascending slope track or is accelerating.
[0131] Further, the sixth embodiment is configured to include the vibration control unit
88 similar to the vibration control unit 33 according to the second embodiment, but
may be configured to include the vibration control unit 11 according to the first
embodiment. Further, the sixth embodiment may be combined with any of the third to
fifth embodiments.
[0132] Next, Fig. 23 illustrates a seventh embodiment of the present invention. The seventh
embodiment is characterized in that the controller sets a control gain for the foremost
bogie to a different value from control gains for the other coupling bogies. Similar
elements of the seventh embodiment to the above-described second embodiment will be
identified by the same reference numerals as the second embodiment, and will not be
described especially.
[0133] A railway train 101 according to the seventh embodiment is configured in such a manner
that the n vehicle bodies 2
1 to 2
n coupled by the coupling bogies 4
1 to 4
n-1 are pulled by a locomotive 102. In this case, the locomotive 102 can be separated
from the passenger vehicles (the number 1 vehicle body to the number n vehicle body)
constituted by the vehicle bodies 2
1 to 2
n. Therefore, the number 1 bogie 4
0 of the number 1 vehicle body does not serve as the coupling bogie, and is not located
at an end (the front end) of the vehicle body 2
1.
[0134] The locomotive 102 and the foremost vehicle body are connected to each other longitudinally
inflexibly but vertically flexibly so as to be relatively displaceable in this direction.
In this case, the number 0 bogie 4
0 supports a half of the vehicle weight of the number 1 vehicle body. On the other
hand, the number 1 bogie 4
1 serves as the coupling bogie and therefore supports a sum of a half of the vehicle
weight of the number 1 vehicle body and a half of the vehicle weight of the number
2 vehicle body. In other words, a vertical force applied to the number 0 bogie 4
0 is weak compared to the other bogies 4
1 to 4
n-1 even in consideration of a shorter length between attachment points of the number
0 bogie 4
0 and the number 1 bogie 4
1.
[0135] Therefore, although the railway train 101 includes a controller 103
i substantially similar to the controller 32
i according to the second embodiment, the controller 103
0 for the foremost bogie 4
0 sets the control gain for the foremost bogie 4
0 to a low value compared to the control gains for the other coupling bogies 4
1 to 4
n-1.
[0136] Further, a vertical force applied to the last bogie 4
n at the tail end is also weak compared to the other coupling bogies 4
1 to 4
n-1 in a similar manner to the foremost bogie 4
0. Therefore, the controller 103
n for the last bogie 4
n at the tail end sets a control gain for the last bogie 4
n at the tail end to a low value compared to the control gains for the other coupling
gains 4
1 to 4
n-1.
[0137] In this manner, the seventh embodiment can also acquire a similar result and effect
to the second embodiment. Further, the control gains for the foremost and last bogies
4
0 and 4
n are set to lower values than the control gains for the other coupling bogies 4
1 to 4
n-1, whereby the controllers 103
0 and 103
n can calculate control force instructions u
0 and u
n according to the vertical forces applied to the bogies 4
0 and 4
n, thereby improving the ride comfort of the railway train 101.
[0138] The seventh embodiment has been described based on the example in which the locomotive
102 and the number 1 vehicle body are flexibly connected to each other. However, the
present invention is not limited thereto. For example, like a railway train 111 according
to a second modification illustrated in Fig. 24, a locomotive 112 and the number 1
vehicle body may be connected vertically inflexibly so as to be unable to be vertically
displaced relative to each other.
[0139] In this case, a vertical force of the locomotive 112 is applied on the number 0 bogie
4
0, in addition to the vertical force of the number 1 vehicle body 2
1. Generally, the mass of the locomotive 112 is heavy compared to the passenger vehicle.
Therefore, the vertical force applied to the number 0 bogie 4
0 is strong compared to the other bogies 4
1 to 4
n. In consideration thereof, the railway train 111 according to the second modification
includes a controller 113
i substantially similar to the controller 32
i according to the second embodiment. In this case, a controller 113
0 for the foremost bogie 4
0 sets the control gain for the foremost bogie 4
0 to a higher value than the control gains for the other bogies 4
1 to 4
n.
[0140] Further, the seventh embodiment has been described based on the example in which
the number 1 passenger vehicle is connected to the locomotive 102. However, the present
invention is not limited thereto. For example, like a railway train 121 according
to a third modification illustrated in Fig. 25, the seventh embodiment may be applied
to a train that is not pulled by the locomotive.
[0141] The railway train 121 is configured in such a manner that power devices 122 including
such as motors are distributed to the respective passenger vehicles. In this case,
the foremost bogie 4
0 (the number 0 bogie) of the passenger vehicle is the foremost bogie of the entire
railway train. In this case, the number 0 bogie 4
0 supports only a half of the weight of the number 1 vehicle body, and the number 1
bogie 4
1 supports a sum of a half of the weight of the number 1 vehicle body and a half of
the weight of the number 2 vehicle body. On the other hand, a driver's platform is
installed on the foremost vehicle body (the number 1 vehicle body), whereby it is
highly likely that the number 1 vehicle body has a different vehicle weight and a
different distance to the bogie from the other passenger vehicles. In light thereof,
the railway train 121 according to the third modification includes a controller 123
i substantially similar to the controller 32
i according to the second embodiment. In this case, a controller 123
0 for the foremost bogie 4
0 sets the control gain for the foremost bogie 4
0 to a different value from the control gains for the other coupling bogies 4
1 to 4
n-1 in comprehensive consideration of the influence therefrom.
[0142] For example, the control gain for the foremost bogie 4
0 is set to a low value when the vertical force applied to the number 0 bogie 4
0 is weak compared to the other coupling bogies 4
1 to 4
n-1. Conversely, the control gain for the foremost bogie 4
0 is set to a large value when the vertical force applied to the number 0 bogie 4
0 is strong compared to the other coupling bogies 4
1 to 4
n-1 due to the influence of the driver's platform or the like
[0143] Further, the seventh embodiment also sets the control gain for the last bogie 4
n to a low value in consideration of the fact that the vertical force applied to the
last bogie 4
n is weak compared to the other coupling bogies 4
1 to 4
n-1. However, the present invention is not limited thereto. For example, like a railway
train 131 according to a fourth modification illustrated in Fig. 26, the control gain
for the last bogie 4
n may be set to a different value.
[0144] If the railway train is a train running at a high speed, the ride comfort on the
last vehicle body tends to be deteriorated due to the influence of an aerodynamic
disturbance. In consideration thereof, the railway train 131 according to the fourth
modification may be configured in such a manner that a controller 132
n among controllers 132
0 to 132
n sets the control gain for the last bogie 4
n to a different value (for example, a high value) from the control gains for the other
coupling bogies 4
1 to 4
n-1. A specific value of the control gain is appropriately set based on a result of detection
of the vibration or the like when the railway train runs actually. In this case, the
railway train 131 may be configured to be pulled by a locomotive, and may be configured
not to be pulled by a locomotive, like the third modification.
[0145] Further, the seventh embodiment and the second to fourth modifications have been
described based on the example in which they are applied to the second embodiment,
but may be applied to the first embodiment. Further, the seventh embodiment may be
combined with any of the third to sixth embodiments.
[0146] Next, Figs. 27 and 28 illustrate an eighth embodiment of the present invention. The
eighth embodiment is characterized in that the controller calculates vibrations of
adjacent two vehicle bodies based on a detection value of a sensor mounted near one
of the vehicle bodies. Similar elements of the eighth embodiment to the above-described
second embodiment will be identified by the same reference numerals as the second
embodiment, and will not be described especially.
[0147] A railway vehicle 141 according to the eighth embodiment includes the vehicle body
2
i, the coupling portion 3
i, the bogie 4
i, the vertically movable dampers 7, the acceleration sensor 9
i, a controller 143
i, and the like in a substantially similar manner to the railway train 31 according
to the second embodiment. In addition thereto, the railway vehicle 141 includes an
inter-vehicle body displacement sensor 142
i that detects a relative longitudinal displacement between the adjacent vehicle body
2
i and vehicle body 2
i+1.
[0148] The inter-vehicle displacement sensor 142
0 is disposed between the number 1 vehicle body 2
1 and the number 2 vehicle body 2
2, and detects a relative longitudinal displacement X
b1,2 therebetween. The inter-vehicle displacement sensor 142
n-1 is disposed between the number n-1 vehicle body 2
n-1 and the number n vehicle body 2
n (the last vehicle body), and detects a relative longitudinal displacement X
bn-1,n therebetween. These inter-vehicle displacement sensors 142
0 to 142
n-1 each output a detection signal according to the relative longitudinal displacement
X
bi,
i+1, which corresponds to a distance between adjacent vehicle bodies. Hereinafter, the
term "inter-vehicle displacement sensor 142
i" will be used to refer to any of the inter-vehicle displacement sensor 142
0 to 142
n-1. The inter-vehicle displacement sensor 142
i is mounted at a position upward away from the coupling portion 3
i between the number i vehicle body and the number i+1 vehicle body by a distance h.
[0149] The controller 143
i includes a preprocessing unit (not illustrated) that acquires the accelerations a
i-1 and a
i from the detection signals of the acceleration sensors 9
i-1 and 9
i, and includes a preprocessing unit (not illustrated) that acquires the relative displacement
X
bi,i+1 from the detection signal of the inter-vehicle displacement sensor 142
i. In addition thereto, the controller 143
i includes a vibration control unit 144 that outputs the number i bogie control force
instruction u
i according to the instruction values for the actuators 7A based on the accelerations
a
i-1 and a
i and the relative displacement x
bi,i+1.
[0150] The vibration control unit 144 includes a number i vehicle body vibration calculation
unit 145
i that calculates the vibration of the vehicle body 2
i based on the accelerations a
i-1 and a
i, which are the detection values of the acceleration sensors 9
i-1 and 9
i, a number i+1 vehicle body vibration calculation unit 145
i+1 that calculates the vibration of the vehicle body 2
i+1 based on a result of the calculation of the number i vehicle body vibration calculation
unit 145
i and the relative displacement x
bi,i+1, which is the detection value of the inter-vehicle displacement sensor 142
i, and a control force instruction calculation unit 146 that calculates the number
i bogie control force instruction u
i for the vertically movable dampers 7 of the bogie 4
i based on the vibrations of the vehicle bodies 2
i and 2
i+1 calculated by these vehicle body vibration calculation units 145
1 and 145
i+1. In this case, the control force instruction calculation unit 146 is configured in
a substantially similar manner to the control force instruction calculation unit 35
according to the second embodiment.
[0151] Then, the number i bogie control force instruction u
i calculated by the control force instruction calculation unit 146 is input into the
number i bogie current output unit 14
i, and the number i bogie current output unit 14
i supplies instruction currents according to the number i bogie control force instruction
u
i to the actuators 7A of the vertically movable dampers 7 of the bogie 4
i. As a result, the vibration of the vehicle body 2
i due to pitching and bouncing is damped, whereby the ride comfort of the vehicle body
2
i can be improved.
[0152] Next, the method for calculating the vibrations of the vehicle bodies 2
i and 2
i+1 by the number i vehicle body vibration calculation unit 145
i and the number i+1 vehicle body vibration calculation unit 145
i+1 will be described.
[0153] The relative displacement x
bi,i+1 detected by the inter-vehicle displacement sensor 142
i is defined with use of the distance h between the inter-vehicle displacement sensor
142
i and the coupling portion 3
i in the following manner. In this case, the relative displacement x
bi,i+1 is zero when the pitching angles θ
i and θ
i+1 of the number i and i+1 vehicle bodies are equal to each other.

[0154] Both the pitching angles θ
i and 8
i+1 are small, and therefore can be approximated in the following manner.

[0155] Therefore, a relative angle (θ
i - θ
i+1) between the number i vehicle body and the number i+1 vehicle body is calculated
from the output (the relative displacement θ
bi,i+1) of the inter-vehicle displacement sensor 142
i according to the following conversion equation.

[0156] In the present embodiment, the pitching angular acceleration (d2θ
i/dt2) of the number i vehicle body is calculated by an equation 33.

[0157] Therefore, the pitching angular acceleration (d2θ
i+1/dt2) of the number i+1 vehicle body is calculated in the following manner.

[0158] Further, the vertical accelerations (d2z
Bi/dt2) and (d2z
Bi+1/dt2) of the number i and i+1 vehicle bodies are calculated based on the acceleration
a
i-1acquired by the acceleration sensor 9
i-1 and the acceleration a
i acquired by the acceleration sensor 9
i by the following equation.

[0159] According to the present embodiment, the above-described calculations allow pitching
and bouncing of the number i vehicle body and the number i+1 vehicle body to be acquired
only from the accelerations a
i-1and a
i of the number i vehicle and the displacement x
bi,i+1 between the vehicle bodies directly above the number i bogie 4
i. In this case, the acceleration a
i can be expressed by the vertical acceleration (d2z
Bi/dt2) and the pitching angular acceleration (d2θ
i/dt2) of the number i vehicle body. Therefore, pitching and bouncing of the number
i+1 vehicle body can be acquired based on pitching and bouncing of the number i vehicle
body and the displacement x
bi,i+1 between the vehicle bodies.
[0160] In this case, the acceleration sensor 9
i-1 and the acceleration sensor 9
i correspond to the first vibration detector that detects the vibration of the vehicle
body 2
i, together with the number i vehicle body vibration calculation unit 145
i of the controller 143
i. Further, the first vibration detector and the inter-vehicle displacement sensor
142
i correspond to the second vibration detector that detects the vibration of the vehicle
body 2
i+1, together with the number i+1 vehicle body vibration calculation unit 145
i+1 of the controller 143
i.
[0161] The number i+1 vehicle body vibration calculation unit 145
i+1 may calculate the vibration of the vehicle body 2
i+1 by substituting the accelerations a
i-1and a
i, which are the detection values of the acceleration sensors 9
i-1 and 9
i, and the displacement x
bi,i+1 between the vehicle bodies, which is the detection value of the inter-vehicle displacement
sensor 142
i into the equations 34 and 36 without using the detection value of the first vibration
detector.
[0162] In this manner, the eighth embodiment can also acquire a similar result and effect
to the second embodiment. Further, the eighth embodiment realizes control for reducing
the vibrations of the vehicle body 2
i and the adjacent vehicle body 2
i+i in a similar manner to the second embodiment while using only the wiring for the
vehicle body 2
i. Therefore, it is possible to acquire a control effect close to the second embodiment
with a smaller calculation amount of the controller 143
i and a simpler configuration.
[0163] Further, according to the eighth embodiment, the inter-vehicle displacement sensor
142
i detects the relative longitudinal displacement x
bi,i+1, and then calculates the relative angle (θ
i - θ
i+1 between the vehicle bodies. However, the present invention is not limited thereto,
and the inter-vehicle displacement sensor may directly detect the relative angle (θ
i - θ
i+1) between the vehicle bodies.
[0164] Further, according to the eighth embodiment, the vehicle body 2
i detects the vibration of the vehicle body 2
i such as pitching and bouncing with use of the acceleration sensors 9
i-1 and 9
i mounted on the front end and the rear end. However, the positions of the acceleration
sensors 9
i1 and 9
i, and the directions in which the accelerations are detected are not limited thereto,
and may be arbitrarily changed.
[0165] In other words, according to the eighth embodiment, with respect to the vehicle bodies
2
i and 2
i+1 adjacent to each other, detecting the relative angle therebetween and the motion
of the vehicle body 2
i, which is only one of them, is enough to calculate the motion of the vehicle body
2
i+1, which is the other of them, thereby allowing application of the above-described
control.
[0166] Further, the eighth embodiment may be combined with any of the third to seventh embodiments.
[0167] Next, Fig. 29 illustrates a ninth embodiment of the present invention. The ninth
embodiment is characterized in that the controller calculates the control force of
the coupling bogie based on the control force of the bogie when the vehicle body exits
by itself. Similar elements of the ninth embodiment to the above-described second
embodiment will be identified by the same reference numerals as the second embodiment,
and will not be described especially.
[0168] A controller 151
i according to the ninth embodiment includes a preprocessing unit (not illustrated)
that acquires the accelerations a
i-1, a
i, and a
i+1 from the detection signals of the acceleration sensors 9
i-1, 9
i, and 9
i+1. In addition thereto, the controller 151
i includes a vibration control unit 152 that outputs the number i bogie control force
instruction u
i according to the instruction values for the actuators 7A based on the accelerations
a
i-1, a
i, and a
i+1.
[0169] The vibration control unit 152 includes a number i vehicle body vibration calculation
unit 153
i, a number i+1 vehicle body vibration calculation unit 153
i+1, and a control force instruction calculation unit 154.
[0170] The number i vehicle body vibration calculation unit 153
i is configured in a substantially similar manner to the number i vehicle body vibration
calculation unit 34
i according to the second embodiment, and calculates the vibration of the vehicle body
2
i based on the accelerations a
i-1 and a
i, which are detection values of the acceleration sensors 9
i_
l and 9
i. The number i+1 vehicle body vibration calculation unit 153
i+i is configured in a substantially similar manner to the number i+1 vehicle body vibration
calculation unit 34
i+i according to the second embodiment, and calculates the vibration of the vehicle body
2
i+1 based on the accelerations a
i and a
i+1, which are detection values of the acceleration sensors 9
i and 9
i+1.
[0171] The control force instruction calculation unit 154 calculates the number i bogie
control force instruction u
i based on the vibrations of the vehicle bodies 2
i and 2
i+1. This control force instruction calculation unit 154 includes a number i vehicle
body control force instruction calculation unit 155
i, a number i+1 vehicle body control force instruction calculation unit 155
i+1, and an addition unit 156.
[0172] The number i vehicle body control force instruction calculation unit 155
i calculates control force instructions u
iF and u
iR for reducing the vibration of the vehicle body 2
i by bogies 4
iF and 4
iR, assuming that the vehicle body 2
i is a non-coupled independent vehicle with the bogies 4
iF and 4
iR disposed on the front and rear sides thereof. More specifically, the number i vehicle
body control force instruction calculation unit 155
i calculates a number i vehicle body front side control force instruction u
iF for the vertically movable dampers 7 of the bogie 4
iF virtually disposed on the front side of the vehicle body 2
i based on the vibration of the vehicle body 2
i. Similarly, the number i vehicle body control force instruction calculation unit
155
i calculates a number i vehicle body rear side control force instruction u
iR for the vertically movable dampers 7 of the bogie 4
iR virtually disposed on the rear side of the vehicle body 2
i based on the vibration of the vehicle body 2
i.
[0173] The number i+1 vehicle body control force instruction calculation unit 155
i+i calculates control force instructions u
i+1F and u
i+1R for reducing the vibration of the vehicle body 2
i+i by bogies 4
i+1F and 4
i+R, assuming that the vehicle body 2
i+1 is a non-coupled independent vehicle with the bogies 4
i+1F and 4
i+1R disposed on the front and rear sides of the vehicle body 2
i+1. More specifically, the number i+1 vehicle body control force instruction calculation
unit 155
i+1 calculates a number i+1 vehicle body front side control force instruction u
i+1F for the vertically movable dampers 7 of the bogie 4
i+1F virtually disposed on the front side of the vehicle body 2
i+1 based on the vibration of the vehicle body 2
i+1. Similarly, the number i+1 vehicle body control force instruction calculation unit
155
i+1 calculates a number i+1 vehicle body rear side control force instruction u
i+1R for the vertically movable dampers 7 of the bogie 4
i+1R virtually disposed on the rear side of the vehicle body 2
i+1 based on the vibration of the vehicle body 2
i+1.
[0174] The addition unit 156 adds the number i vehicle body rear side control force instruction
u
iR calculated by the number i vehicle body control force instruction calculation unit
155
i and the number i+1 vehicle body front side control force instruction u
i+1F calculated by the i+1 vehicle body control force instruction calculation unit 155
i+1, and calculates the number i bogie control force instruction u
i for the vertically movable dampers 7 of the coupling bogie 4
i disposed between the number i vehicle body and the number i+1 vehicle body.
[0175] Then, the number i control force instruction u
i calculated by the control force instruction calculation unit 154 is input into the
number i bogie current output unit 14
i, and the number i bogie current output unit 14
i supplies instruction currents according to the number i bodie control force instruction
u
i to the actuator 7As of the vertically movable dampers 7 of the bogie 4
i. As a result, the vibration of the vehicle body 2
i due to pitching and bouncing is damped, whereby the ride comfort of the vehicle body
2
i can be improved.
[0176] Next, a control law used by the control force instruction calculation unit 154 will
be described.
[0177] First, control of the ride comfort of the number i vehicle body 2
i will be described. As illustrated in Fig. 30, suppose that the vehicle body 2
i exists by itself with the bogies 4
iF and 4
iR virtually disposed on the front and rear sides of the vehicle body 2
i, and the vertically movable dampers 7 are disposed on the front bogie 4
iF and the rear bogie 4
iR, respectively. Assume that u
iF and u
iR represent control forces for these respective vertically movable dampers 7.
[0178] In this case, the number i vehicle body control force instruction calculation unit
155
i calculates the control force u
iF for the vertically movable dampers 7 of the front bogie 4
iF of the number i vehicle body and the control force u
iR for the vertically movable dampers 7 of the rear bogie 4
iR of the number i vehicle body based on the vertical displacement z
Bi and the pitching angle θ
i of the number i vehicle body 2
i in the following manner.

[0179] Gains A
iF to D
iF and A
iR to D
iR are determined, for example, by the Skyhook control, the LQG control, or the like
performed against pitching and bouncing of the number i vehicle body 2
i.
[0180] Similarly, the number i+1 vehicle body control force instruction calculation unit
155
i+1 calculates the control force u
i+1F for the vertically movable dampers 7 of the front bogie 4
i+1F of the number i+1 vehicle body, and the control force u
i+1R for the vertically movable dampers 7 of the rear bogie 4
i+1R of the number i+1 vehicle body in the following manner.

[0181] The coupling bogie 4
i serves as both the rear bogie 4
iR of the number i vehicle body and the front bogie 4
i+1F of the number i+1 vehicle body. Therefore, the addition unit 156 of the control force
instruction calculation unit 154 calculates the control force u
i for the number i bogie 4
i from a sum of the control force u
ip for the rear bogie 4
i of the number i vehicle body and the control force u
i+lFfor the front bogie 4
i+iF of the number i+1 vehicle body, as indicated by the following equation, an equation
39.

[0182] The following equation, an equation 40 can be acquired by combining the above-described
equations 37 to 39.

[0183] This equation 40 has the same form as the recurrence relation of the equation 28
according to the second embodiment. In other words, the ninth embodiment corresponds
to the second embodiment with the control gains G
Ai,i, G
Ai, i+1, G
Bi,i, G
Bi,i+1, G
ci,
i, G
Ci,i+1, G
Di,i, and G
Di,i+1 replaced by the following manner.

[0184] Therefore, the ninth embodiment can acquire a vibration reduction effect close to
the second embodiment with the control force u
i calculated by the equation 39. In addition thereto, the ninth embodiment can determine
the control parameters without calculating the above-described high-order optimum
feedback.
[0185] In this manner, the ninth embodiment can also acquire a similar result and effect
to the second embodiment. Further, the ninth embodiment can reduce the calculation
amount of the control apparatus 151
i because it eliminates the necessity of calculating the high-order optimum feedback.
[0186] The ninth embodiment may be combined with any of the third to eighth embodiments.
[0187] Next, Figs. 31 and 32 illustrate a tenth embodiment of the present invention. The
tenth embodiment is characterized in that the controller calculates the control force
of the coupling bogie based on vibrations of four vehicle bodies. Similar elements
of the tenth embodiment to the above-described second embodiment will be identified
by the same reference numerals as the second embodiment, and will not be described
especially.
[0188] A railway train 161 according to the tenth embodiment includes the vehicle body 2
i, the coupling portion 3
i, the bogie 4
i, the vertically movable dampers 7, the acceleration sensor 9
i, a controller 162
i, and the like in a substantially similar manner to the railway train 31 according
to the second embodiment.
[0189] The controller 162
i include a preprocessing unit (not illustrated) that acquires the accelerations a
i-2, a
i-1, a
i, a
i+1, and a
i+2 from the detection signals of the acceleration sensors 9
i-2, 9
i-1, 9
i, 9
i+1, and 9
i+2. In addition thereto, the controller 162
i includes a vibration control unit 163 that outputs the number i bogie control force
instruction u
i according to the instruction values for the actuators 7A based on the accelerations
a
i-2, a
i-1, a
i, a
i+1, and a
i+2.
[0190] The vibration control unit 163 includes a number i-1 vehicle body vibration calculation
unit 164
i-1, a number i vehicle body vibration calculation unit 164
i, a number i+1 vehicle body vibration calculation unit 164
i+1, a number i+2 vehicle body vibration calculation unit 164
i+2, and a control force instruction calculation unit 165.
[0191] In this case, the vehicle body vibration calculation units 164
i-1, 164i, 164
i+1, and 164
i+2 are configured in a substantially similar manner to the number i vehicle body vibration
calculation unit 12
i according to the first embodiment. Therefore, the vehicle body vibration calculation
units 164
i-1, 164
i, 164
i+1, and 164
i+2 calculate the vibrations of the vehicle bodies 2
i-1, 2
i, 2
i+1, and 2
i+2 based on the equations 1 and 2. Therefore, the number i-1 vehicle body vibration
calculation unit 164
i-1 calculates the vibration of the vehicle body 2
i-1 based on the accelerations a
i-2 and a
i-1, which are the detection values of the acceleration sensors 9
i-2 and 9
i-1. The number i vehicle body vibration calculation unit 164
i calculates the vibration of the vehicle body 2
i based on the accelerations a
i-1and a
i, which are the detection values of the acceleration sensors 9
i-1 and 9
i. The number i+1 vehicle body vibration calculation unit 164
i+1 calculates the vibration of the vehicle body 2
i+1 based on the accelerations a
i and a
i+1, which are the detection values of the acceleration sensors 9
i and 9
i+1. The number i+2 vehicle body vibration calculation unit 164
i+2 calculates the vibration of the vehicle body 2
i+2 based on the accelerations a
i+1 and a
i+2, which are the detection values of the acceleration sensors 9
i+1 and 9
i+2.
[0192] The control force instruction calculation unit 165 calculates the number i bogie
control force instruction u
i for the vertically movable dampers 7 of the bogie 4
i based on the vibrations of the vehicle bodies 2
i-1, 2
i, 2
i+1, and 2
i+2 calculated by these vehicle body vibration calculation units 164
i-1, 164
i, 164
i+1, and 164
i+2. Then, the number i bogie control force instruction u
i calculated by the control force instruction calculation unit 165 is input into the
number i bogie current output unit 14
i, and the number i bogie current output unit 14
i supplies instruction currents according to the number i bogie control force instruction
u
i to the actuators 7A of the vertically movable dampers 7 of the bogie 4
i. As a result, the vibration of the vehicle body 2
i due to pitching and bouncing is damped, whereby the ride comfort of the vehicle body
2
i can be improved.
[0193] The railway train 161 configured in the above-described manner controls the damping
forces of the vertically movable dampers 7 of the bogie 4
i based on the outputs of the acceleration sensors 9
i-2, 9
i-1, 9
i, 9
i+1, and 9
i+2 according to a control law that will be described next.
[0195] In this case, the control force u
i to be generated at the vertically movable dampers 7 of the number i bogie 4
i is expressed by the following recurrence relation.

[0196] Focusing on the above-described recurrence relation, the control force u
i to be generated at the vertically movable dampers 7 of the number i bogie 4
i is determined based on only the motions of the number i-1 vehicle body, the number
i vehicle body, the number i+1 vehicle body, and the number i+2 vehicle body. In other
words, the controller 162
i is disposed very close to the vertically movable dampers 7, and the controller 162
i determines the control force u
i from the acceleration information of the its own vehicle body (the vehicle body 2
i), the adjacent vehicle body (the vehicle body 2
i+1), and the vehicle bodies (the vehicle bodies 2
i-1 and 2
i+2) further adjacent to the respective vehicle bodies 2
i and 2
i+1 according to the above-described recurrence relation. In this case, the length of
the wiring laid in the railway train 161 is increased to a length corresponding to
four vehicles, but the performance of the controller 162
i approaches the performance of the controller that calculates the control force in
consideration of the vibrations of all of the vehicle bodies (the vehicle bodies 2
1 to 2
n), like the first embodiment.
[0197] In this manner, the tenth embodiment can also acquire a similar result and effect
to the second embodiment. Further, the tenth embodiment calculates the control force
u
i of the bogie 4
i based on the vibrations of the two vehicle bodies and the two vehicle bodies respectively
on the opposite front and rear sides of the bogie 4
i, i.e., the total four vehicle bodies of the vehicle bodies 2
i-1, 2
i, 2
i+1, and 2
i+2, thereby succeeding in acquiring a vibration reduction effect close to the control
in consideration of the vibrations of all of the vehicle bodies (the vehicle bodies
2
1 to 2
n).
[0198] The tenth embodiment calculates the control force u
i of the bogie 4
i based on the vibrations of the four vehicle bodies 2
i-1, 2i, 2
i+1, and 2
i+2. However, the present invention is not limited thereto. For example, the controller
may calculate the control force u
i of the bogie 4
i based on vibrations of six vehicle bodies, or may calculate the control force u
i of the bogie 4
i based on vibrations of eight vehicle bodies. Further, the controller does not necessarily
have to calculate the control force based on vibrations of vehicle bodies corresponding
to an even number, and may calculate the control force u
i of the bogie 4
i based on vibrations of three or more vehicles corresponding to an odd number. In
other words, the present embodiment can be realized by calculating the control force
u
i of the bogie 4
i without using a vibration of at least one vehicle body located away from the bogie
4
i that is the control target, among the n vehicle bodies 2
1 to 2
n. In this case, a vehicle body located away from the bogie 4
i is preferentially set as the vehicle body that is not used in the calculation of
the control force u
i, because this is a vehicle body less influential on the control force u
i of the bogie 4
i.
[0199] Further, the tenth embodiment may be combined with any of the third to ninth embodiments.
[0200] Next, Figs. 33 and 34 illustrate an eleventh embodiment of the present embodiment.
The eleventh embodiment is characterized in that the coupling bogie is provided with
vertically movable dampers independently respectively mounted between the bogie and
the vehicle body in front of the bogie, and between the bogie and the vehicle body
behind the bogie. Similar elements of the eleventh embodiment to the above-described
second embodiment will be identified by the same reference numerals as the second
embodiment, and will not be described especially.
[0201] A railway train 171 according to the eleventh embodiment includes the vehicle body
2
i, the coupling portion 3
i, the bogie 4
i, vertically movable dampers 172
iF and 172
iR, the acceleration sensor 9
i, a controller 173
i, and the like in a substantially similar manner to the railway train 31 according
to the second embodiment.
[0202] The vertically movable damper 172
iF corresponds to the cylinder apparatus, and is disposed between the vehicle body 2
i and the bogie 4
i on each of the right and left sides at the front of the bogie 4
i. The vertically movable damper 172
iF is configured in a similar manner to the vertically movable damper 7, and includes
the actuator 7A. A control signal (an instruction current) according to a number i
bogie front side control force instruction u
iF is supplied from the control apparatus 173
i into the actuator 7A of the vertically movable damper 172
iF. As a result, the damping force of the vertically movable damper 172
iF is variably controlled according to the control signal.
[0203] The vertically movable damper 172
iR corresponds to the cylinder apparatus, and is disposed between the vehicle body 2
i+1 and the bogie 4
i on each of the right and left sides at the rear of the bogie 4
i. The vertically movable damper 172
iR is configured in a similar manner to the vertically movable damper 7, and includes
the actuator 7A. A control signal (an instruction current) according to a number i
bogie rear side control force instruction u
iR is supplied from the control apparatus 173
i into the actuator 7A of the vertically movable damper 172
iR. As a result, the damping force of the vertically movable damper 172
iR is variably controlled according to the control signal.
[0204] The control apparatus 173
i is configured in a substantially similar manner to the control apparatus 32
i according to the second embodiment, and includes the vibration control unit 33. However,
the control apparatus 173
i includes a division unit 174 that divides the number i bogie control force instruction
u
i output from the vibration control unit 33 into the number i bogie front side control
force instruction u
iF and the number i bogie rear side control force instruction u
R.
[0205] According to the eleventh embodiment, the bogie 4
i directly supports the vehicle body 2
i on the front side of the bogie 4
i and the vehicle body 2
i+1 on the rear side of the bogie 4
i with use of the vertically movable dampers 172
iF and 172
iR, respectively. In this case, if the vertically movable dampers 172
iF and 172
iR output respectively different control forces, this results in application of a moment
for causing pitching of the bogie 4
i onto the bogie 4
i, thereby leading to the possibility of deteriorating a road-hugging property of the
bogie 4
i to affect a braking distance.
[0206] Therefore, it is desirable to supply uniform control force instructions to the vertically
movable dampers 172
iF and 172
iR on the front side and the rear side. In the coupling bogie train, the vehicle bodies
are vertically inflexibly coupled to each other, whereby the vertically movable dampers
172
iF and 172
iR on the front side and the rear side have substantially equal stroke speeds and amounts.
Therefore, supplying instructions in such a manner that the vertically movable dampers
172
iF and 172
iR on the front side and the rear side have equal damping coefficients allows the respective
dampers to generate substantially equal damping forces.
[0207] In light thereof, the division unit 174 sets each of the control force instructions
u
iF and u
iR to be supplied to the vertically movable dampers 172
iF and 172
iR on the front side and the rear side to a half of the number i bogie control force
instruction u
i. The number i bogie front side control force instruction u
iF is input into a number i bogie front side current output unit 175
iF, and the number i bogie rear side control force instruction u
iR is input into a number i bogie rear side current output unit 175
iR. These current output units 175
iF and 175
iR supply instruction currents according to the control force instructions u
iF and u
iR to the vertically movable dampers 172
iF and 172
iR of the bogie 4
i.
[0208] In this manner, the eleventh embodiment can also acquire a similar result and effect
to the second embodiment.
[0209] The eleventh embodiment is configured in such a manner that the pneumatic springs
5 are provided between the bogie 4
i and the coupling portion 3
i. However, the pneumatic springs 5 may be provided between the bogie 4
i and the vehicle bodies 2
i and 2
i+1, respectively, like a railway train 181 according to a fifth modification illustrated
in Fig. 35.
[0210] The eleventh embodiment may be applied to the first embodiment, and may be combined
with any of the third to tenth embodiments.
[0211] Next, Fig. 36 illustrates a twelfth embodiment of the present invention. The twelfth
embodiment is characterized in that the controller also performs vibration reduction
control even against rolling of the vehicle body. Similar elements of the twelfth
embodiment to the above-described second embodiment will be identified by the same
reference numerals as the second embodiment, and will not be described especially.
[0212] A controller 191
i according to the twelfth embodiment is configured in a substantially similar manner
to the controller 32
i according to the second embodiment, and includes the vibration control unit 33. In
addition thereto, the controller 191
i includes a rolling vibration control unit 192 that outputs control force instructions
u
irollL and u
irollR for reducing rolling of the vehicle bodies 2
i and 2
i+1, a left side control force instruction calculation unit 193
L that calculates a number i bogie left side control force instruction u
imixL based on the number i bogie control force instruction u
i and the control force instruction u
irollL, and a right side control force instruction calculation unit 193
R that calculates a number i bogie right side control force instruction u
imixR based on the number i bogie control force instruction u
i and the control force instruction u
irollR. The rolling vibration control unit 192 detects rolling of the vehicle bodies 2
i and 2
i+1 with use of, for example, acceleration sensors (not illustrated) mounted on both
lateral sides of the vehicle bodies 2
i and 2
i+1.
[0213] The number i bogie control force instruction u
i is a sum of the control forces for the vertically movable dampers 7 mounted on the
left and right sides of the bogie 4
i. Therefore, the control force instruction calculation units 193
L and 193
R calculate the number i bogie left side control force instruction u
imixL for the vertically movable damper 7 on the left side of the number i bogie 4
i, and the number i bogie right side control force instruction u
imixR for the vertically movable damper 7 on the right side of the number i bogie 4
i based on the following equations, respectively.

[0214] The number i bogie left side control force instruction u
imixL is input into a number i bogie left side current output unit 194
iL, and the number i bogie right side control force instruction u
imixR is input into a number i bogie right side current output unit 194
iR. These current output units 194
iL and 194
iR supply instruction currents according to the control force instructions u
imixL and u
imixR to the vertically movable damper 7 on the left side of the bogie 4
i and the vertically movable damper 7 on the right side of the bogie 4
i, respectively.
[0215] In this manner, the twelfth embodiment can also acquire a similar result and effect
to the second embodiment. The twelfth embodiment can also reduce rolling in addition
to pitching and bouncing of the vehicle body 2
i.
[0216] According to the twelfth embodiment, the equations 48 and 49 are formulated with
weights for rolling and the vertical vibration set substantially equally to each other.
However, these weights for addition may be arbitrarily changed.
[0217] Further, according to the twelfth embodiment, the control targets are set to three
degree of freedom, i.e., the two degrees of freedom of vibrations, bouncing and pitching
with rolling added thereto. However, the present invention is not limited thereto.
For example, the controller may be configured to deal with a higher-order motion equation
established by adding rolling and yawing of the vehicle body and a motion of the bogie,
thereby controlling the ride comfort by applying the present invention while reducing
other vibration modes than the vertical vibration.
[0218] Further, the twelfth embodiment may be applied to the first embodiment, and may be
combined to any of the third to eleventh embodiments.
[0219] Further, according to the above-described respective embodiments, the coupling bogie
4
i is disposed at the coupling portion 3
i that couples the two vehicle bodies 2
i and 2
i+1. However, the present invention is not limited thereto. For example, a coupling bogie
202
i may be disposed at a different position form the coupling portion 3
i, like a railway train 201 according to a sixth modification illustrated in Fig. 37.
In this case, for example, the coupling bogie 202
i is mounted under the vehicle body 2
i at the rear end of the vehicle body 2
i, which is an end of the vehicle body 2
i closer to the vehicle body 2
i+1 adjacent to the vehicle body 2
i, and supports the vehicle body 2
i and the like via spring members such as the pneumatic springs 5. Further, according
to the above-described respective embodiments, the coupling bogie 4
i includes four wheels 6, but may include two wheels 6, like the coupling bogie 202
i.
[0220] Further, the above-described respective embodiments have been described based on
the example in which the vertically movable damper 7 is a semi-active damper, but
may use an active damper (any of an electric actuator and a hydraulic actuator) instead
of the semi-active damper. Use of the active damper can further effectively improve
the ride comfort.
[0221] Further, according to the above-described respective embodiments, the controllers
10, 22, 32
i, 41
i, 51
i, 71
i, 81
i, 103
i, 113
i, 123
i, 132
i, 143
i, 151
i, 162
i, 173
i, and 191
i reduce the vertical vibration of the vehicle body 2
i such as bouncing and pitching, but may reduce a lateral vibration of the vehicle
body 2
i.
[0222] Next, an aspect of the present invention corresponding to one of the above-described
embodiments will be described. According to the aspect of the present invention, the
controller calculates the instruction value for the actuator based on the detection
value of the first vibration detector configured to detect the vibration of the first
vehicle body and the detection value of the second vibration detector configured to
detect the vibration of the second vehicle body. Therefore, it is possible to control
the vertically movable damper of the bogie in consideration of influence of the vehicle
bodies on each other even when the plurality of vehicle bodies coupled to each other
via the coupling bogie is influentially linked to each other. As a result, it is possible
to reduce the vibration of the vehicle body in the entire coupling bogie train including
the plurality of vehicle bodies to improve the ride comfort.
[0223] According to another aspect of the present invention, one or more vehicle bodies
are further additionally coupled to the first vehicle body and/or the second vehicle
body. The controller calculates the instruction value for the actuator without using
a vibration of at least one vehicle body located away from the coupling portion among
the added vehicle bodies. Therefore, it is possible to reduce the length of the cable
that connects the various kinds of sensors and the vertically movable damper to the
control apparatus, compared to, for example, controlling the vibration based on the
vibrations of all of the vehicle bodies, thereby realizing simplification of the wiring
layout and a reduction in a noise. In addition thereto, it is possible to simplify
the ride comfort control calculation, thereby reducing the manufacturing cost.
[0224] According to still another aspect of the present invention, the railway train further
includes another cylinder apparatus disposed between the coupling bogie and the second
vehicle body and configured to exert an application force adjustable by another actuator,
and the controller calculates the instruction value for the other actuator based on
the detection value of the first vibration detector and the detection value of the
second vibration detector. As a result, even when different cylinder apparatuses are
provided between the first and second vehicle bodies and the coupling bogie, respectively,
the controller can improve the ride comfort of the coupling bogie train by adjusting
the application forces of these cylinder apparatuses.
[0225] According to still another aspect of the present invention, the controller includes
the high-pass filter configured to remove a component of a lower frequency than a
resonance point of bouncing and pitching of the first and second vehicle bodies from
the detection value of the first vibration detector and the detection value of the
second vibration detector. Therefore, it is possible to remove the component of a
gradual acceleration change, for example, like a change in a slope of a road surface,
from the detection values of the first and second vibration detectors, thereby providing
control against only a vibration such as pitching and bouncing. As a result, it is
possible to prevent the cylinder apparatus from generating an unnecessary application
force on an ascending slope tack or a descending slope track, thereby improving the
ride comfort on the ascending slope track and the like.
[0226] According to still another aspect of the present invention, the railway train further
includes the inter-vehicle displacement sensor configured to detect the inter-vehicle
displacement between the first vehicle body and the second vehicle body. The second
vibration detector calculates the vibration of the second vehicle body based on the
detection value of the first vibration detector and the detection value of the inter-vehicle
displacement sensor. Therefore, it is possible to detect the vibrations of the first
and second vehicle bodies with use of the first vibration detector and the inter-vehicle
displacement sensor disposed about the first vehicle body.
[0227] Although only some exemplary embodiments of this invention have been described in
detail above, those skilled in the art will readily appreciate that many modifications
are possible in the exemplary embodiments without materially departing from the novel
teaching and advantages of this invention. Accordingly, all such modifications are
intended to be included within the scope of this invention.