Design method of railway vehicle controller and control method of railway vehicle

Abstract

To provide a design method of a railway vehicle controller capable of suppressing the occurrence of hunting phenomena.SOLUTION: A design method is the controller design method of a railway vehicle (1). The railway vehicle (1) comprises a first control device (10) and a second control device (20). The first control device (10) controls the vibration in a specific direction. The second control device (20) controls the vibration in the different direction from the direction of the first control device (10). The design method comprises a first control adjustment process and a second control adjustment process. The first control adjustment process performs the control adjustment of the first control device (10) without the control by the second control device (20) and determines a first controller. The second control adjustment process performs the control adjustment of the second control device (20) in the state that the control is performed by the first control device (10) using the first controller, and determines the second controller.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present disclosure relates to a method for designing a controller for a railway vehicle, and also to a method for controlling a railway vehicle. [Background technology]

[0002] A railway vehicle includes a bogie and a car body supported on the bogie, and air springs are provided between the car body and the bogie to support the car body.

[0003] In recent years, as railway vehicles have become faster, there has been a demand for suppressing vibrations in the car body and improving ride comfort. Railway vehicles are usually equipped with a control device for controlling vibrations. The control device is, for example, a car body tilt control device or a vibration prevention control device.

[0004] The carbody tilt control device controls the tilt of the carbody mainly to suppress the centrifugal force acting on the carbody and passengers when the railcar travels on a curved road. The carbody tilt control device includes, for example, an acceleration sensor, a height sensor, a controller, and a valve. The controller can execute a controller (control data) included in the control system of the carbody tilt control device. The height sensor detects the height of the air springs and inputs the data to the controller. The acceleration sensor detects the sway of the carbody and inputs the data to the controller. The controller calculates the current tilt angle of the railcar from the height of the air springs, for example. The controller issues a command to the valve so that the tilt angle approaches a target value set according to the running speed and running position of the railcar. Based on the command from the controller, the valve either supplies air to the air springs or discharges air from the air springs to tilt the carbody.

[0005] At the same time, the controller calculates the force required to suppress vibration in the rolling direction of the vehicle body. The controller transmits the calculation results to the valve. The valve opens and closes based on the controller's calculation results, suppressing vibration in the rolling direction of the vehicle body with the force generated by the air supply and exhaust to the air spring.

[0006] The vibration prevention control device mainly controls the vibration of the car body in the vertical direction (height direction of the railway vehicle) or the horizontal direction (width direction of the railway vehicle). The vibration prevention control device includes, for example, an acceleration sensor, a controller, and an actuator. The controller can execute a controller (control data) included in the control system of the vibration prevention control device. The acceleration sensor detects the vibration of the car body and inputs it to the controller. The controller calculates, for example, the force required to counteract the vibration of the car body and transmits the calculation result to the actuator. The actuator suppresses the vibration of the car body by applying thrust to the car body based on the calculation result of the controller. The vibration prevention control device may also include a variable damper instead of an actuator. In this case, the vibration prevention control device suppresses the vibration of the car body by appropriately changing the damping force of the damper.

[0007] A method for controlling vibrations of a car body is described, for example, in Patent Document 1. Patent Document 1 discloses a railway vehicle vibration control device that includes an actuator that controls the tilt of the car body and a damper that controls the swaying of the car body in the up and down direction. Patent Document 1 also describes that when the railway vehicle is traveling on a curved road and control by the actuator is being performed, the control of the damper is reduced. [Prior art documents] [Patent documents]

[0008] [Patent Document 1] International Publication No. 2016 / 031852 Summary of the Invention [Problem to be solved by the invention]

[0009] Railway vehicles may be equipped with multiple control devices. In such cases, the controls of each control device may affect each other, potentially resulting in a hunting phenomenon. Hunting refers to the situation where, when multiple control devices are used simultaneously, each device is unable to suppress vibrations in the direction it is trying to suppress, or the vibrations become greater than if a single control device were used. When hunting occurs, the vehicle body may shake significantly, which may increase the consumption of electricity to operate actuators and the amount of air supplied to the air springs.

[0010] An object of the present disclosure is to provide a method for designing a controller for a railway vehicle that can suppress the occurrence of hunting. Another object of the present disclosure is to provide a method for controlling a railway vehicle that can suppress the occurrence of hunting. [Means for solving the problem]

[0011] A design method according to the present disclosure is a method for designing a controller for a railway vehicle. The railway vehicle includes a first control device and a second control device. The first control device controls vibrations in a specific direction. The second control device controls vibrations in a direction different from that of the first control device. The design method includes a first control adjustment step and a second control adjustment step. In the first control adjustment step, control adjustment of the first control device is performed in a state where control by the second control device is not performed, and a first controller is determined. In the second control adjustment step, control adjustment of the second control device is performed in a state where control by the first control device is performed using the first controller, and a second controller is determined.

[0012] A control method for a railway vehicle according to the present disclosure uses a controller designed by the design method according to the present disclosure. In this control method, the second control device determines whether control by the first control device is being performed, and if control by the first control device is being performed, performs control using the second controller, and if control by the first control device is not being performed, performs control using the third controller. [Effects of the Invention]

[0013] According to the method for designing a controller for a railway vehicle of the present disclosure, it is possible to suppress the occurrence of hunting. Also, according to the method for controlling a railway vehicle of the present disclosure, it is possible to suppress the occurrence of hunting. [Brief explanation of the drawings]

[0014] [Figure 1] FIG. 1 is a schematic diagram showing the overall configuration of a railway vehicle. [Figure 2] FIG. 2 is a schematic diagram showing a schematic configuration of the first control device. [Figure 3] FIG. 3 is a schematic diagram showing a schematic configuration of the second control device. [Figure 4] FIG. 4 is a flowchart showing a method for designing a controller for a railway vehicle according to the first embodiment. [Figure 5] FIG. 5 is a flowchart showing a method for designing a controller for a railway vehicle according to the second embodiment. [Figure 6] FIG. 6 is a schematic diagram showing a schematic configuration of the second control device. [Figure 7] FIG. 7 is a time chart relating to the height of the air spring in the comparative example. [Figure 8] FIG. 8 is a time chart relating to the height of the air spring in an example of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0015] A design method according to an embodiment is a method for designing a controller for a railway vehicle. The railway vehicle includes a first control device and a second control device. The first control device controls vibrations in a specific direction. The second control device controls vibrations in a direction different from that of the first control device. The design method includes a first control adjustment step and a second control adjustment step. In the first control adjustment step, control adjustment of the first control device is performed in a state where control by the second control device is not performed, and a first controller is determined. In the second control adjustment step, control adjustment of the second control device is performed in a state where control by the first control device is performed using the first controller, and a second controller is determined (first configuration).

[0016] In the first configuration, in the second control adjustment step, the control adjustment to determine the second controller of the second control device is performed while control by the first control device is being performed. At that time, the first controller determined in the first control adjustment step is used as the controller of the first control device. That is, the second controller is determined taking into consideration that control by the first control device will be performed. Therefore, when control by the first control device and control by the second control device are performed simultaneously, the influence of each control on each other can be reduced. Therefore, if control is performed using a controller designed by the design method of the first configuration, the occurrence of the hunting phenomenon is suppressed.

[0017] The design method having the above configuration may further include a first identification step and a second identification step. In the first identification step, parameters of a model for performing control by the first control device are identified in a state in which control by the second control device is not performed. In the second identification step, parameters of a model for performing control by the second control device are identified in a state in which control by the first control device is performed using the first controller. In the first control adjustment step, the parameters identified in the first identification step may be used to perform control adjustment of the first control device. In the second control adjustment step, the parameters identified in the second identification step may be used to perform control adjustment of the second control device (second configuration).

[0018] The design method having the above configuration may further include a third control adjustment step, in which control adjustment of the second control device is performed in a state in which control by the first control device is not performed, to determine a third controller (third configuration).

[0019] A control method for a railway vehicle according to an embodiment uses a controller designed by the design method of the third configuration. In this control method, the second control device determines whether or not control by the first control device is being performed, and if control by the first control device is being performed, performs control using the second controller, and if control by the first control device is not being performed, performs control using the third controller (fourth configuration).

[0020] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In each drawing, the same or equivalent components are designated by the same reference numerals, and the same description will not be repeated.

[0021] First Embodiment [Railway vehicle configuration] Fig. 1 is a schematic diagram showing the overall configuration of a railway vehicle 1. Fig. 1 shows the railway vehicle 1 as viewed along its direction of travel. In this specification, the direction of travel of the railway vehicle 1 may be referred to as the front-rear direction, the width direction of the railway vehicle 1 may be referred to as the left-right direction, and the height direction of the railway vehicle 1 may be referred to as the up-down direction.

[0022] Referring to FIG. 1, the railway vehicle 1 includes a bogie 2 and a car body 3. The bogies 2 are arranged on the front and rear sides of the car body 3. Each bogie 2 includes wheel sets 4 on the front and rear sides. Wheels 4a are provided on the left and right sides of each wheel set 4. The car body 3 is supported by the bogie 2 via air springs 5. The air springs 5 are arranged on the left and right sides of the bogie 2. The railway vehicle 1 runs on rails R. In FIG. 1, the air springs 5 are indicated by two-dot chain lines to make them easier to distinguish from other elements.

[0023] The railway vehicle 1 includes a first control device and a second control device to suppress vibration of the car body 3. The first control device controls vibration in a specific direction. The second control device controls vibration in a direction different from that of the first control device.

[0024] FIG. 2 is a schematic diagram showing the general configuration of the first control device 10. In this embodiment, the first control device 10 is a lateral vibration prevention control device. The lateral vibration prevention control device controls vibration of the vehicle body 3 in the lateral direction and the yawing direction. With reference to FIGS. 1 and 2, the first control device 10 includes an actuator 11, an acceleration sensor 12, and a controller 13.

[0025] The actuator 11 is, for example, an electric actuator. The actuator 11 is disposed between the car body 3 and the bogie 2 so as to extend in the left-right direction, and is connected to the car body 3 and the bogie 2. The actuator 11 operates in response to a signal output from the controller 13, and expands and contracts in the left-right direction. As a result, the actuator 11 applies a thrust force in the left-right direction to the car body 3.

[0026] The acceleration sensor 12 is attached, for example, to a position on the car body 3 close to the bogie 2. The acceleration sensor 12 detects vibration acceleration in the left-right direction that occurs in the car body 3. In other words, the acceleration sensor 12 detects vibration acceleration that occurs in the car body 3 in the extension / contraction direction of the actuator 11. In this embodiment, the acceleration sensor 12 also detects vibration acceleration that occurs in the car body 3 in the yawing direction.

[0027] The controller 13 is, for example, a computer in which programs for executing various processes are installed. The controller 13 is connected to the actuator 11 and the acceleration sensor 12 via conductors. The controller 13 includes a first controller 13a (control data). The first controller 13a is stored in, for example, a storage unit (not shown). The storage unit is, for example, a hard disk drive (HDD), a solid state drive (SSD), or a flash memory. The first controller 13a is used when the controller 13 calculates a control command. A method for designing the first controller 13a will be described later.

[0028] The controller 13 acquires the vibration acceleration detected by the acceleration sensor 12. The controller 13 executes the first controller 13a and calculates the force required to cancel out the vibration acceleration acquired from the acceleration sensor 12. The controller 13 transmits the calculation result to the actuator 11. The actuator 11 applies a thrust to the vehicle body 3 based on the calculation result of the controller 13. This makes it possible to suppress shaking of the vehicle body 3.

[0029] 3 is a schematic diagram showing a general configuration of the second control device 20. In this embodiment, the second control device 20 is a vehicle body tilt control device. The vehicle body tilt control device controls vibration of the vehicle body 3 in the rolling direction. With reference to FIGS. 1 and 3, the second control device 20 includes a height sensor 21, an acceleration sensor 22, a valve 23, and a controller 24.

[0030] The height sensors 21 are arranged on the left and right sides of the bogie 2 corresponding to the air springs 5. The height sensors 21 measure the height of the corresponding air springs 5. The railway vehicle 1 may include an LV (leveling valve) (not shown) to keep the height of the air springs 5 constant. The LV includes a rotation axis, and the height of the air springs 5 is adjusted according to the rotation angle of the rotation axis. In other words, the height of the air springs 5 can be calculated by measuring the rotation angle of the rotation axis. When the railway vehicle 1 includes an LV, the height sensor 21 may be a rotation angle sensor of the rotation axis of the LV. The rotation angle sensor is, for example, a resolver.

[0031] The acceleration sensor 22 is attached, for example, to a position on the car body 3 close to the bogie 2. The acceleration sensor 22 detects vibration acceleration in the rolling direction occurring in the car body 3. The acceleration sensor 22 may also detect vibration acceleration in the left-right direction occurring in the car body 3. In this case, when the railway vehicle 1 is traveling on a curved road, the detected value of the acceleration sensor 22 can be used to grasp the degree of centrifugal force acting on the car 1 and passengers inside the car body 3. In the example of the present embodiment, the acceleration sensor 22 is a sensor separate from the acceleration sensor 12. However, the acceleration sensor 12 of the first control device 10 may also be used as the acceleration sensor of the second control device 20.

[0032] The valves 23 are arranged on the left and right sides of the bogie 2 corresponding to the air springs 5. The valves 23 are connected, for example, by piping to an air reservoir (not shown) and the air springs 5. The valves 23 operate in response to signals output from the controller 24, and are capable of adjusting their open / closed states. This allows the valves 23 to supply air stored in the air reservoirs to the air springs 5, or to discharge air from the air springs 5. The valves 23 may be LV or other valves.

[0033] The controller 24 is, for example, a computer in which a program for executing various processes is installed. The controller 24 is connected to the height sensor 21, the acceleration sensor 22, and the valve 23 via wires. The controller 24 may also be connected to a vehicle information management device (not shown). The controller 24 can obtain information such as the running speed and running position of the railway vehicle 1 from the vehicle information management device. The controller 24 includes a second controller 24a (control data). The second controller 24a is stored in, for example, a memory unit (not shown). The memory unit is, for example, an HDD, an SSD, or a flash memory. The second controller 24a is used when the controller 24 calculates a control command. A method for designing the second controller 24a will be described later. In this embodiment, the controller 24 is a controller separate from the controller 13. However, the controller 13 of the first control device 10 may also be used as the controller of the second control device 20. In this case, both the first controller 13a and the second controller 24a are installed in the controller 13.

[0034] The controller 24 acquires information on the running speed and running position of the railway vehicle 1 from the vehicle information management device. The controller 24 also acquires the height of the air springs 5 measured by the height sensor 21 and the vibration acceleration detected by the acceleration sensor 22. The controller 24 calculates the current tilt angle of the railway vehicle 1 from the height of the air springs 5. The controller 24 executes the second controller 24a and issues a command to the valve 23 so that the tilt angle approaches a target value set according to the running speed and running position of the railway vehicle 1. Based on the command from the controller 24, the valve 23 either supplies air to the air springs 5 or discharges air from the air springs 5 to tilt the carbody 3.

[0035] At the same time, the controller 24 executes the second controller 24a to calculate the force required to suppress vibration in the rolling direction of the vehicle body 3. The controller 24 transmits the calculation result to the valve 23. The valve 23 opens and closes based on the calculation result of the controller 24, and suppresses vibration in the rolling direction of the vehicle body 3 with the force caused by the supply and exhaust of air to and from the air spring 5.

[0036] Generally, when control by the first control device 10 and control by the second control device 20 are performed simultaneously, they may affect each other, causing a hunting phenomenon. In the example of this embodiment, there is a possibility that the control of vibration in the left-right direction by the first control device 10 (the control device for preventing vibration in the left-right direction) and the control of vibration in the rolling direction by the second control device 20 (the vehicle body tilt control device) may affect each other.

[0037] Therefore, in the design method according to this embodiment, the controllers of the first control device 10 and the second control device 20 are designed taking into consideration that control is performed simultaneously by the first control device 10 and the second control device 20. The first controller 13a mounted in the controller 13 of the first control device 10 and the second controller 24a mounted in the controller 24 of the second control device 20 are designed using this design method. The controller design method will be described in detail below.

[0038] [Controller design method] Fig. 4 is a flow diagram showing a method for designing a controller for the railway vehicle 1 according to the first embodiment. Referring to Fig. 4, the design method includes a first identification step (#5), a first control adjustment step (#10), a second identification step (#15), and a second control adjustment step (#20).

[0039] In the first identification step (#5), parameters of a model for control by the first control device 10 are identified. The model refers to a model of vehicle body movement. In the first identification step (#5), control by the second control device 20 is in an OFF state. In other words, in the first identification step (#5), identification is performed in a state where control by the second control device 20 is not being performed.

[0040] In the first identification step (#5), a sinusoidal vibration test is first performed. Specifically, the railway vehicle 1 is vibrated by the actuator 11 at a constant amplitude while changing the frequency. The vibration acceleration of the carbody 3 is then recorded. The direction of the vibration imparted to the railway vehicle 1 in the vibration test differs depending on the type of control device in question. In the example of this embodiment, the first control device 10 is a lateral vibration prevention control device, so in the vibration test, vibrations in the lateral direction and yawing direction are imparted to the railway vehicle 1. If the first control device 10 is a vertical vibration prevention control device, vibrations in the vertical direction and pitching direction are imparted to the railway vehicle 1 in the vibration test.

[0041] Furthermore, when the first control device 10 is a carbody tilt control device, in the vibration excitation test, vibration in the rolling direction is applied to the railway vehicle 1. In this case, the railway vehicle 1 is vibrated by supplying and discharging air to and from the air springs 5.

[0042] Next, the force applied to the vehicle body 3 in the vibration test is used as the input, and the recorded vibration acceleration is used as the output, and the frequency transfer characteristics from input to output at each frequency are calculated. Specifically, the gain and phase are calculated. The gain is the amplitude ratio (magnification) between the input waveform and the output waveform. The phase is the phase difference (delay in response) between the input waveform and the output waveform.

[0043] Then, the parameters of the model are adjusted so that the frequency transfer characteristics (gain and phase) calculated from the results of the vibration test are close to the frequency transfer characteristics of the model. The parameters identified in the first identification step (#5) are, for example, the mass of the vehicle body 3, the stiffness of the air spring 5, etc.

[0044] In the first control adjustment step (#10), the parameters identified in the first identification step (#5) are used to perform control adjustment of the first control device 10. In the first control adjustment step (#10), as in the first identification step (#5), control by the second control device 20 is in the OFF state. In other words, in the first control adjustment step (#10), control adjustment is performed in a state in which control by the second control device 20 is not being performed.

[0045] Normally, the vibration acceleration of the vehicle body 3 differs for each frequency. In the first control adjustment step (#10), information on the vibration acceleration of the vehicle body 3 in the left-right direction at each frequency and the vibration acceleration of the vehicle body 3 in the yawing direction at each frequency is obtained from the model identified in the first identification step (#5). Then, the control weight is adjusted so that the vibration acceleration at the frequency (peak frequency) at which the vibration acceleration is maximized is reduced. For example, H∞ control theory is used for the control adjustment. In this way, the first controller 13a to be installed in the first control device 10 is determined.

[0046] In the second identification step (#15), model parameters for control by the second control device 20 are identified. In the second identification step (#15), the model parameters can be identified using the same procedure as in the first identification step (#5). However, in the second identification step (#15), control by the first control device 10 is in an ON state. In other words, in the second identification step (#15), identification is performed in a state where control by the first control device 10 is being performed using the first controller 13a determined in the first control adjustment step (#10).

[0047] The vibration test in the second identification step (#15) is performed with the control by the first control device 10 in an ON state. Therefore, the first control device 10 executes the first controller 13a to control the input vibration of the vibration test, and the vibration acceleration resulting from the control is obtained as an output. In the second identification step (#15), calculations of the gain and phase are performed based on this output.

[0048] In the second control adjustment step (#20), the parameters identified in the second identification step (#15) are used to perform control adjustment of the second control device 20. In the second control adjustment step (#20), control adjustment can be performed using the same procedure as in the first control adjustment step (#10). However, in the second control adjustment step (#20), control by the first control device 10 is in the ON state, as in the second identification step (#15). In other words, in the second control adjustment step (#20), control adjustment is performed in a state in which control by the first control device 10 is being performed using the first controller 13a determined in the first control adjustment step (#10). In other words, in the control adjustment, the parameters identified in a state in which control by the first control device 10 is being performed are used. In this way, the second controller 24a to be installed in the second control device 20 is determined.

[0049] In the second control adjustment step (#20), furthermore, operation confirmation may be performed when control by the first control device 10 and the second control device 20 is performed simultaneously. That is, control by the first control device 10 may be performed using the first controller 13a, and control by the second control device 20 may be performed using the second controller 24a, and the occurrence of hunting may be confirmed. If hunting occurs, for example, control adjustment of the second control device 20 may be performed again, and a new second controller 24a may be determined.

[0050] [effect] In this embodiment, in the second control adjustment step (#20), the control adjustment to determine the second controller 24a of the second control device 20 is performed while control by the first control device 10 is being performed. At this time, the first controller 13a determined in the first control adjustment step (#10) is used as the controller of the first control device 10. In other words, the second controller 24a is determined taking into consideration that control by the first control device 10 will be performed. Therefore, when control by the first control device 10 and control by the second control device 20 are performed simultaneously, the influence of each control on each other can be reduced. Therefore, if control is performed using the first controller 13a and the second controller 24a designed by the design method according to this embodiment, the occurrence of the hunting phenomenon is suppressed.

[0051] In this embodiment, the first control device 10 is identified and its control adjustment is performed, and then the second control device 20 is identified and its control adjustment is performed. However, this order is not particularly limited. In other words, the second control device 20 may be identified and its control adjustment is performed, and then the first control device 10 may be identified and its control adjustment is performed. In this case, when the second control device 20 is identified and its control adjustment is performed, the control by the first control device 10 is in the OFF state, and when the first control device 10 is identified and its control adjustment is performed, the control by the second control device 20 is in the ON state.

[0052] In this embodiment, the first controller 13a determined in the first control adjustment step (#10) is installed in the controller 13 of the first control device 10, and the second controller 24a determined in the second control adjustment step (#20) is installed in the controller 24 of the second control device 20. However, the design method may further include a step of adjusting the first controller 13a and / or the second controller 24a after the second control adjustment step (#20). For example, identification and control adjustment of the first control device 10 may be performed again in a state in which control by the second control device 20 is performed using the second controller 24a determined in the second control adjustment step (#20). In this case, the first controller 13a determined in the repeated control adjustment is installed in the controller 13 of the first control device 10.

[0053] Second Embodiment Fig. 5 is a flow diagram showing a design method for a railway vehicle controller according to the second embodiment. Referring to Fig. 5, the design method according to this embodiment differs from the design method according to the first embodiment in that it includes a third identification step (#25) and a third control adjustment step (#30).

[0054] In the third identification step (#25), parameters of a model for control by the second control device 20 are identified. In the third identification step (#25), control by the first control device 10 (FIG. 2) is in an OFF state. That is, in the third identification step (#25), identification is performed in a state in which control by the first control device 10 is not being performed.

[0055] In the third control adjustment step (#30), the parameters identified in the third identification step (#25) are used to perform control adjustment of the second control device 20. In the third control adjustment step (#30), as in the third identification step (#25), control by the first control device 10 is in the OFF state. In other words, in the third control adjustment step (#30), control adjustment is performed in a state in which control by the first control device 10 is not being performed. In this way, the third controller is determined.

[0056] 6 is a schematic diagram showing a general configuration of the second control device 20. In this embodiment, the controller 24 of the second control device 20 is equipped with two controllers. Specifically, the controller 24 is equipped with a second controller 24a that performs control adjustment when the control by the first control device 10 is in an ON state, and a third controller 24b that performs control adjustment when the control by the first control device 10 is in an OFF state.

[0057] An example of a control method for a railway vehicle 1 equipped with the first control device 10 (FIG. 2) described in the first embodiment and the second control device 20 shown in FIG. 6 will be described below. The second control device 20 determines whether or not control by the first control device 10 is being performed. Depending on the result of this determination, the controller 24 of the second control device 20 switches the controller used for control. Specifically, when control by the first control device 10 is being performed, the controller 24 performs control using the second controller 24a. Furthermore, when control by the first control device 10 is not being performed, the controller 24 performs control using the third controller 24b. According to this control method, the controller of the second control device 20 can be appropriately executed depending on the control state by the first control device 10, thereby suppressing the occurrence of a hunting phenomenon.

[0058] The method for determining whether control by the first control device 10 is being performed is not particularly limited. When the controller 13 of the first control device 10 and the controller 24 of the second control device 20 are both connected to a vehicle information management device, the controller 24 may check the control status of the first control device 10 via the vehicle information management device. The controllers 13 and 24 may also be connected by a conductor to transmit information between the controllers. Furthermore, when the controller 13 of the first control device 10 is also used as the controller of the second control device 20, signal processing within the controller may be used.

[0059] In the present embodiment, an example has been described in which two controllers are installed in the controller 24 of the second control device 20. However, two controllers may be installed in the controller 13 of the first control device 10. In this case, the first control device 10 determines whether or not control is being performed by the second control device 20, and switches the controller to be used for control depending on the determination result.

[0060] The embodiments of the present disclosure have been described above. However, the above-described embodiments are merely examples for implementing the present disclosure. Therefore, the present disclosure is not limited to the above-described embodiments, and can be implemented by appropriately modifying the above-described embodiments within the scope of the present disclosure.

[0061] In the above embodiment, the first control device 10 (vibration prevention control device) includes an actuator 11, and suppresses swaying of the vehicle body 3 by operating the actuator 11. However, the first control device 10 may include a variable damper instead of the actuator 11. In this case, the first control device 10 suppresses swaying of the vehicle body 3 by appropriately changing the damping force of the damper. When the first control device 10 includes a damper, the first identification step (#5) and the second identification step (#15) may be omitted from the above-described design method.

[0062] In the above embodiment, the railway vehicle 1 is equipped with a lateral vibration prevention control device (first control device 10) and a carbody tilt control device (second control device 20). However, the railway vehicle 1 may be equipped with a different combination of two types of control devices. For example, the railway vehicle 1 may be equipped with a vertical vibration prevention control device and a carbody tilt control device. In this case, there is generally a possibility that the control of vertical vibration by the vertical vibration prevention control device and the control of rolling vibration by the carbody tilt control device will affect each other. Furthermore, there is also a possibility that the control of pitching vibration by the vertical vibration prevention control device and the control of rolling vibration by the carbody tilt control device will affect each other. Furthermore, the railway vehicle 1 may be equipped with a lateral vibration prevention control device and a vertical vibration prevention control device. In this case, there is generally a possibility that the control of lateral vibration by the lateral vibration prevention control device and the control of vertical vibration by the vertical vibration prevention control device will affect each other.

[0063] In the above embodiment, the railway vehicle 1 is equipped with two types of control devices (first control device 10 and second control device 20). However, the railway vehicle 1 may also be equipped with three types of control devices. In other words, the railway vehicle 1 may also be equipped with a lateral vibration prevention control device, a vertical vibration prevention control device, and a carbody tilt control device. In this case, assuming that these control devices are control devices A, B, and C, each controller may be designed in the following manner. Identification and control adjustment of control device A is performed with the control of control devices B and C in the OFF state. Next, identification and control adjustment of control device B is performed with the control of control device A in the ON state and the control of control device C in the OFF state. Finally, identification and control adjustment of control device C is performed with the control of control devices A and B in the ON state. [Example]

[0064] The present disclosure will be described in more detail below with reference to examples. In these examples, fluctuations in air spring height were investigated when a hunting phenomenon actually occurred in a railway vehicle equipped with a controller designed using a conventional method (Comparative Example). This railway vehicle was equipped with a lateral vibration prevention control device and a carbody tilt control device. In these examples, fluctuations in air spring height under similar conditions were also investigated for a railway vehicle equipped with a controller designed using the design method according to the above embodiment (Example of the present invention).

[0065] FIG. 7 is a time chart relating to the height of the air springs in the comparative example. FIG. 7 shows the heights of the air springs on the outer rail and inner rail when a railway vehicle passes through a curved section. In FIG. 7, the horizontal axis represents time [sec]. FIG. 7 also shows the status of commands from the carbody tilt control device and commands from the anti-rolling control device for the outer rail and inner rail, respectively. As shown in FIG. 7, in the comparative example, the control of the anti-rolling control device and the control of the carbody tilt control device influenced each other, resulting in a hunting phenomenon. Specifically, an unnecessary command from the carbody tilt control device was sent to the air spring on the inner rail. As a result, the air spring on the inner rail moved up and down significantly, deteriorating the ride comfort of the railway vehicle.

[0066] Figure 8 is a time chart related to the height of the air spring in an example of the present invention. As shown in Figure 8, in this example of the present invention, each controller was designed taking into consideration that the vibration prevention control device and the carbody tilt control device would be controlled simultaneously, so the two controls did not affect each other. As a result, no unnecessary commands were issued from the carbody tilt control device, and the air spring on the inner rail did not move up or down. As such, it can be seen that the occurrence of hunting can be suppressed by controlling using a controller designed using the design method according to the above embodiment. [Explanation of symbols]

[0067] 1: Railway vehicles 10: First control device 13a: First controller 20: Second control device 24a: Second controller 24b: Third controller

Claims

1. A method for designing a controller for a railway vehicle including a first control device that controls vibrations in a specific direction and a second control device that controls vibrations in a direction different from that of the first control device, comprising: a first control adjustment step of adjusting the control of the first control device in a state where control by the second control device is not being performed, and determining a first controller; a second control adjustment step of determining a second controller by adjusting control of the second controller while control by the first controller is being performed using the first controller.

2. 2. The design method according to claim 1, further comprising: a first identification step of identifying parameters of a model for performing control by the first control device in a state where control by the second control device is not being performed; a second identification step of identifying parameters of a model for performing control by the second control device while performing control by the first control device using the first controller, In the first control adjustment step, the control adjustment of the first control device is performed using the parameters identified in the first identification step, In the second control adjustment step, the parameters identified in the second identification step are used to adjust the control of the second control device.

3. The design method according to claim 1 or 2, further comprising: a third control adjustment step of determining a third controller by adjusting the control of the second controller in a state where control by the first controller is not being performed.

4. A method for controlling a railway vehicle using a controller designed by the design method according to claim 3, comprising: A control method in which the second control device determines whether control is being performed by the first control device, and if control is being performed by the first control device, performs control using the second controller, and if control is not being performed by the first control device, performs control using the third controller.

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