Control Design Device, Method, and Program

Abstract

To accurately identify a vehicle body motion model used when a controller for controlling supply and exhaust air to / from a gas spring so as to make the inclination angle of the vehicle body of a railway vehicle follow a target angle.SOLUTION: A waveform acquisition part acquires a time-series waveform indicating motion of a vehicle body when outputting a supply / exhaust command for repeating constant supply / exhaust of air to / from any one gas spring of right and left gas springs. A transfer function estimation part estimates a transfer function on the basis of a combination of the acquired time-series waveform and the supply / exhaust command. A frequency transfer characteristic calculation part calculates frequency transfer characteristics for the estimated transfer function. A model parameter identification part identifies the parameter of the vehicle body motion model so that the frequency transfer characteristics of the vehicle body motion model obtained by modeling the motion of the vehicle body of a railway vehicle are associated with the calculated frequency transfer characteristics. A control design part designs a controller used when a control device calculates a control command using the vehicle body motion model having the identified parameter.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a control design device, method, and program. In particular, the present invention relates to a control design device, method, and program for designing a controller for a railway vehicle.

Background Art

[0002] Conventionally, a method for grasping the frequency characteristics necessary for designing a controller included in a control system of a car body tilt control device has been known (Patent Documents 1 and 2).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the conventional technology, there is room for improvement in the design of a controller that controls the supply and exhaust of air springs so that the tilt angle of the car body of a railway vehicle follows a target angle.

[0005] The present invention has been made in consideration of the above circumstances, and an object thereof is to provide a control design device, method, and program capable of accurately identifying parameters of a car body motion model used when designing a controller that controls the supply and exhaust of air springs so that the tilt angle of the car body of a railway vehicle follows a target angle.

Means for Solving the Problems

[0006] The control design device according to the present invention is a control design device for designing a control device that outputs a control command for causing the tilt angle of the car body of a railway vehicle having left and right pneumatic springs that support the car body on bogies to follow a target angle, wherein the control command is an air supply / exhaust command to the pneumatic springs, and a waveform acquisition unit that acquires a time-series waveform representing the movement of the car body when an air supply / exhaust command that repeatedly performs a certain amount of air supply / exhaust to either the left or right pneumatic spring is output; a transfer function estimation unit that estimates a transfer function that takes the air supply / exhaust command as an input and outputs the time-series waveform based on a combination of the time-series waveform acquired by the waveform acquisition unit and the air supply / exhaust command; a frequency transfer characteristic calculation unit that calculates the frequency transfer characteristic of the estimated transfer function; a model parameter identification unit that identifies the parameters of the car body motion model so that the frequency transfer characteristic of the car body motion model that models the motion of the car body of the railway vehicle corresponds to the calculated frequency transfer characteristic; and a control design unit that designs a controller used when the control device calculates the control command using the car body motion model having the identified parameters.

[0007] The control design method according to the present invention is a control design method in a control design device for designing a control device that outputs a control command for causing the tilt angle of a car body of a railway vehicle having left and right pneumatic springs that support the car body on bogies to follow a target angle. A waveform acquisition unit outputs a supply / exhaust command to the pneumatic spring as the control command, and acquires a time-series waveform representing the movement of the car body when a supply / exhaust command that repeatedly performs constant supply / exhaust to either the left or right pneumatic spring is output. A transfer function estimation unit estimates a transfer function that takes the supply / exhaust command as an input and outputs the time-series waveform based on a combination of the time-series waveform acquired by the waveform acquisition unit and the supply / exhaust command. A frequency transfer characteristic calculation unit calculates the frequency transfer characteristic of the estimated transfer function. A model parameter identification unit identifies the parameters of the car body motion model that models the movement of the car body of the railway vehicle so that the frequency transfer characteristic of the car body motion model corresponds to the calculated frequency transfer characteristic. A control design unit designs a controller used when the control device calculates the control command using the car body motion model having the identified parameters.

[0008] The program according to the present invention is a program for designing a control device that outputs a control command for causing the inclination angle of the car body of a railway vehicle having left and right pneumatic springs that support the car body on bogies to follow a target angle. The program causes a computer to function as a waveform acquisition unit that acquires a time-series waveform representing the movement of the car body when an air supply / exhaust command that repeatedly supplies and exhausts a certain amount of air to / from one of the left and right pneumatic springs is output as the control command, a transfer function estimation unit that estimates a transfer function that takes the air supply / exhaust command as an input and outputs the time-series waveform based on the combination of the time-series waveform acquired by the waveform acquisition unit and the air supply / exhaust command, a frequency transfer characteristic calculation unit that calculates the frequency transfer characteristic of the estimated transfer function, a model parameter identification unit that identifies the parameters of a car body motion model that models the movement of the car body of the railway vehicle so that the frequency transfer characteristic of the car body motion model corresponds to the calculated frequency transfer characteristic, and a control design unit that designs a controller used when the control device calculates the control command using the car body motion model having the identified parameters.

Effect of the Invention

[0009] According to the control design device, method, and program which are one aspect of the present invention, it is possible to accurately identify the parameters of a car body motion model used when designing a controller that controls the air supply and exhaust to the pneumatic springs so that the inclination angle of the car body of the railway vehicle follows the target angle.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Embodiments for Carrying Out the Invention

[0011] Hereinafter, a control design device according to an embodiment of the present invention will be described with appropriate reference to the accompanying drawings.

[0012] <Summary of Embodiments of the Present Invention> First, the vehicle body and control device of a railway vehicle will be described.

[0013] The control system of the car body of a railway vehicle is shown in FIG. 1. The car body 1 includes a control device 10, a bogie 12, left and right air springs 14A and 14B that support the car body 1 on the bogie 12, left and right air supply and exhaust devices 16A and 16B, left and right height sensors 18A and 18B, a left and right acceleration sensor 30, and a speed sensor 32.

[0014] As shown in FIG. 2, the left and right air supply and exhaust devices 16A and 16B include a plurality of air supply solenoid valves 34 for controlling the supply of compressed air to the air springs 14A and 14B, and a plurality of exhaust solenoid valves 36 for controlling the exhaust of the air in the air springs 14A and 14B.

[0015] As shown in FIG. 3, the control device 10 includes a route data storage unit 20, an information acquisition unit 22, a target inclination angle calculation unit 24, and a controller 26.

[0016] The route data storage unit 20 stores route information (such as curvature and inclination) at each position on the route.

[0017] The information acquisition unit 22 acquires the spring heights of the left and right air springs 14A and 14B from the left and right height sensors 18A and 18B. The information acquisition unit 22 acquires the left and right accelerations of the car body floor from the left and right acceleration sensors 30. The information acquisition unit 22 acquires the running speed from the speed sensor 32. The information acquisition unit 22 acquires the running location based on the information received from the on - vehicle unit 33.

[0018] The target inclination angle calculation unit 24 calculates the target inclination angle using a predetermined relationship between the route information and the running speed, and the target inclination angle, based on the route information at the current running location and the running speed.

[0019] The controller 26 calculates air supply and exhaust commands for the left and right air supply and exhaust devices 16A and 16B so that the inclination angle of the car body 1 follows the target angle based on the target inclination angle, the air spring height, and the left and right accelerations of the car body floor. The air supply and exhaust commands are for controlling the opening and closing of each of the plurality of solenoid valves 34 and 36.

[0020] Here, the design procedures 1 to 4 of the controller in the conventional method will be described below.

[0021] First, in design procedure 1, a sine wave excitation test is performed, and a sine wave is given to the intake and exhaust device as an intake and exhaust command to vibrate the vehicle body. At this time, the waveforms of the inclination angle measured by the sensor installed on the vehicle body and the waveforms of the left and right accelerations of the vehicle body floor surface are stored. In this conventional method, it is assumed that a flow rate proportional valve method is used as the intake and exhaust device for the air spring. In this flow rate proportional valve method, the valve opening degree and the intake and exhaust flow rate can be steplessly controlled by controlling the displacement of the spool with a motor.

[0022] In design procedure 2, using the intake and exhaust command in design procedure 1 as the input and the inclination angle and the left and right accelerations of the vehicle body floor surface as the outputs, the frequency transfer characteristics from the input to the output are calculated. Specifically, the frequency transfer characteristics regarding the gain (amplitude ratio of the input waveform and the output waveform) and the frequency transfer characteristics regarding the phase (phase difference between the input waveform and the output waveform) are calculated.

[0023] In design procedure 3, the parameters of the vehicle body motion model are identified. The parameters of the vehicle body motion model are adjusted so that the frequency transfer characteristics calculated from the vehicle body motion model match the frequency transfer characteristics calculated in design procedure 2.

[0024] In design procedure 4, a controller is designed using the parameters of the vehicle body motion model adjusted in design procedure 3.

[0025] In the present embodiment, as described above, the electromagnetic valve type intake and exhaust devices 16A and 16B are used. In the electromagnetic valve method, since an electromagnetic valve that can only perform an opening / closing operation is used, the intake and exhaust flow rate is controlled by the number of opened valves. When the flow rate proportional valve method is used, it can be realized by the conventional controller design procedure. However, when the electromagnetic valve method is used, it is difficult to perform intake and exhaust with continuously changing values like a sine wave, and it is an issue that it cannot be realized by the conventional controller design procedure.

[0026] Therefore, in this embodiment, a method that enables controller design even with the solenoid valve method is used.

[0027] Specifically, it is a design method for the controller 26 that controls the intake and exhaust devices 16A and 16B of the solenoid valve method, and is composed of the following design procedures 1 to 5.

[0028] In design procedure 1, an intake and exhaust flow command voltage for supplying air to one side of the air spring for a certain period of time is repeatedly input to vibrate the vehicle body, and the tilt angle and the left and right accelerations of the vehicle body floor surface are acquired.

[0029] In design procedure 2, estimation of the transfer function is performed. At this time, a transfer function that reproduces the tilt angle and the left and right accelerations of the vehicle body floor surface obtained as a result of design procedure 1 is estimated.

[0030] In design procedure 3, calculation of the frequency transfer characteristics is performed. At this time, the frequency transfer characteristics are calculated from the transfer function estimated in design procedure 2.

[0031] In design procedure 4, similar to the conventional design procedure 3, the parameters of the vehicle body motion model are identified.

[0032] In design procedure 5, similar to the conventional design procedure 4, the controller is designed.

[0033] Thus, design procedures 4 and 5 are the same as the design procedures of the conventional method, but design procedures 1 to 3 are different from the design procedures of the conventional method.

[0034] <Configuration of the control design device> FIG. 4 is a schematic diagram showing the schematic configuration of a control design device according to an embodiment of the present invention. As shown in FIG. 4, the control design device 100 according to this embodiment is a device that designs the controller 26 of the control device 10 in a railway vehicle, and includes a waveform data storage unit 50, a waveform acquisition unit 52, a transfer function estimation unit 54, a frequency transfer characteristic calculation unit 56, a model parameter identification unit 58, and a control design unit 60. The control design device 100 is installed not in the railway vehicle but in another location.

[0035] When the control design device 100 according to this embodiment outputs an air supply / discharge command to the air springs 14A and 14B, which is an air supply / discharge command that repeatedly performs a certain amount of air supply / discharge to either one of the air springs 14A and 14B, a time-series waveform including changes in the tilt angle of the vehicle body 1 and changes in the left and right acceleration of the vehicle body floor surface obtained from the left and right height sensors 18A and 18B and the left and right acceleration sensors 30 is input. Specifically, an air supply / discharge command that repeatedly closes a certain number of air supply solenoid valves 34 for a certain period of time is output to either one of the air springs 14A and 14B, and an air supply / discharge command that keeps the air supply solenoid valve 34 closed is output to the other of the air springs 14A and 14B. The time-series waveform including changes in the tilt angle of the vehicle body 1 and changes in the left and right acceleration of the vehicle body floor surface obtained from the left and right height sensors 18A and 18B and the left and right acceleration sensors 30 is stored in the control device 10, and this time-series waveform is input to the control design device 100. Further, an air supply / discharge command that repeatedly performs a certain amount of air supply / discharge to either one of the air springs 14A and 14B at this time is input to the control design device 100.

[0036] For example, as shown in FIG. 5, an air supply / discharge command that repeatedly performs a certain amount of air supply / discharge to one air spring 14A is output to the air supply / discharge device 16A, and an air supply / discharge command that does not perform air supply / discharge to the other air spring 14B is output to the air supply / discharge device 16B. In FIG. 5, an example is shown in which an air supply / discharge flow rate command voltage for instructing not to perform air supply / discharge after performing a certain amount of air supply to the left air spring is repeatedly output as one cycle, and an air supply / discharge flow rate command voltage for instructing not to perform air supply / discharge to the right air spring is output.

[0037] The waveform data storage unit 50 stores the input time-series waveform including changes in the tilt angle of the vehicle body 1 and changes in the left and right acceleration of the vehicle body floor surface, and the air supply / discharge command.

[0038] The waveform acquisition unit 52 acquires from the waveform data storage unit 50 a time-series waveform including changes in the tilt angle of the vehicle body 1 and changes in the left and right acceleration of the vehicle body floor surface, and the air supply / discharge command.

[0039] The transfer function estimation unit 54 estimates a transfer function that takes the intake and exhaust command as an input and outputs the time-series waveform, based on the combination of the time-series waveform and the intake and exhaust command acquired by the waveform acquisition unit 52. Specifically, it estimates a transfer function that reproduces a time-series waveform including changes in the tilt angle of the vehicle body 1 and changes in the lateral acceleration of the vehicle body floor surface due to an intake and exhaust command that repeatedly performs a fixed intake and exhaust to either one of the air springs 14A and 14B.

[0040] More specifically, as shown in FIG. 6, it estimates a transfer function that reproduces the change in the tilt angle of the vehicle body 1 due to an intake and exhaust command that repeatedly performs a fixed intake and exhaust to either one of the air springs 14A and 14B, and a transfer function that reproduces the change in the lateral acceleration of the vehicle body floor surface of the vehicle body 1 due to the intake and exhaust command.

[0041] An example of the transfer function used for estimating the tilt angle is shown in Equation (1). In this example, it is a transfer function with a third-order denominator and a first-order numerator, and the number of adjustment parameters is three.

[0042] JPEG0007705045000001.jpg2258 (1)

[0043] However, w, z, and a are adjustment parameters, c is an intermediate variable, c = 2·w·z, d is an intermediate variable, and d = w 2 is.

[0044] Also, an example of the transfer function used for estimating the lateral acceleration of the vehicle body floor surface is shown in Equation (2). In this example, it is a transfer function with a third-order denominator and a second-order numerator, and the number of adjustment parameters is four.

[0045] JPEG0007705045000002.jpg2061 (2)

[0046] However, w, z, a, and b are adjustment parameters, c is an intermediate variable, c = 2·w·z, d is an intermediate variable, and d = w 2 is.

[0047] The frequency transfer characteristic calculation unit 56 calculates the frequency transfer characteristics based on the estimated transfer function. Specifically, based on the estimation result of the transfer function that reproduces the change in the tilt angle of the vehicle body 1, the gain and phase difference of the frequency transfer characteristics regarding the amplitude ratio between the tilt angle of the vehicle body 1 and the intake and exhaust command at each frequency when the intake and exhaust command of the said frequency is input are calculated. Also, based on the estimation result of the transfer function that reproduces the change in the left-right acceleration of the vehicle body floor surface of the vehicle body 1, the gain and phase difference of the frequency transfer characteristics regarding the amplitude ratio between the left-right acceleration of the vehicle body floor surface of the vehicle body 1 and the intake and exhaust command at each frequency when the intake and exhaust command of the said frequency is input are calculated.

[0048] The model parameter identification unit 58 identifies the parameters of the vehicle body motion model so that the frequency transfer characteristics of the vehicle body motion model that models the motion of the vehicle body 1 of the railway vehicle correspond to the calculated frequency transfer characteristics.

[0049] Specifically, the parameters of the vehicle body motion model shown in FIGS. 7 to 10 and formulas (3) to (11) are identified. In FIG. 7, the left-right displacement and up-down displacement of the vehicle body center of gravity and the vehicle body tilt angle are shown. In FIG. 8, the left-right distance, up-down distance between the vehicle body center of gravity and the air spring, the distance between the vehicle body center of gravity and the floor surface, and the distance between the vehicle body center of gravity and the left-right motion damper are shown. In FIG. 9, the model of the left air spring is shown, and in FIG. 10, the model of the right air spring is shown. The model of the air spring is represented using the left-right rigidity of the air spring, the up-down rigidity 1 of the air spring body, the rigidity of the air spring pressure receiving area change rate, the up-down rigidity 2 of the air spring body, the air spring damping coefficient, the air spring height, the air spring internal variable 1, and the air spring internal variable 2.

[0050] JPEG0007705045000003.jpg12102 (3) JPEG0007705045000004.jpg18140 (4) JPEG0007705045000005.jpg11153 (5) JPEG0007705045000006.jpg980 (6) JPEG0007705045000007.jpg1184 (7) JPEG0007705045000008.jpg1229 (8) JPEG0007705045000009.jpg1125 (9) JPEG0007705045000010.jpg948 (10) JPEG0007705045000011.jpg1048 (11)

[0051] However, M is the vehicle body weight (half vehicle body) [kg], I is the vehicle body roll direction moment of inertia (half vehicle body) [kg·m 2 , b2 is the lateral distance [m] between the vehicle body center of gravity and the air spring, h3 is the vertical distance [m] between the vehicle body center of gravity and the air spring, h4 is the distance [m] between the vehicle body center of gravity and the floor surface, h5 is the distance [m] between the vehicle body center of gravity and the lateral damper, k1 is the lateral stiffness of the air spring [N / m], k2 is the vertical stiffness 1 of the air spring body [N / m], k3 is the stiffness of the air spring pressure receiving area change rate [N / m], k4 is the vertical stiffness 2 of the air spring body [N / m], c1 is the damping coefficient of the lateral damper [N·s / m], c2 is the damping coefficient of the air spring [N·s / m], A is the effective pressure receiving area of the air spring [m 2 , ρ is the air density [kg / m 3 , and γ is the conversion coefficient of voltage and flow rate. These are the parameters to be identified.

[0052] Also, u1 is the supply and exhaust air flow command voltage [V] of the left air spring, and u2 is the supply and exhaust air flow command voltage [V] of the right air spring. These are the inputs to the vehicle body motion model.

[0053] Also, y is the vertical displacement of the vehicle body [m], x is the lateral displacement of the vehicle body [m], φ is the vehicle body tilt angle (roll angle) [rad], z1 is the left air spring height [m], z2 is the internal variable 1 of the left air spring [m], z3 is the internal variable 2 of the left air spring [m], w1 is the right air spring height [m], w2 is the internal variable 1 of the right air spring [m], and w3 is the internal variable 2 of the right air spring [m]. These are the variables output when these are given as inputs to the vehicle body motion model.

[0054] More specifically, from the variables output when the intake and exhaust command acquired by the waveform acquisition unit 52 is input to the vehicle body motion model, in the same manner as the transfer function estimation unit 54, a transfer function that reproduces the change in the tilt angle of the vehicle body 1 due to the intake and exhaust command and a transfer function that reproduces the change in the lateral acceleration of the vehicle body floor surface of the vehicle body 1 due to the intake and exhaust command are estimated. Then, in the same manner as the frequency transfer characteristic calculation unit 56, based on the estimation result of the transfer function that reproduces the change in the tilt angle of the vehicle body 1, the frequency transfer characteristics regarding the gain and phase difference, which are the amplitude ratio between the tilt angle of the vehicle body 1 and the intake and exhaust command when the intake and exhaust command of the frequency is input for each frequency, are calculated. Also, based on the estimation result of the transfer function that reproduces the change in the lateral acceleration of the vehicle body floor surface of the vehicle body 1, the frequency transfer characteristics regarding the gain and phase difference, which are the amplitude ratio between the lateral acceleration of the vehicle body floor surface of the vehicle body 1 and the intake and exhaust command when the intake and exhaust command of the frequency is input for each frequency, are calculated.

[0055] Here, the parameters of the vehicle body motion model are identified so that the frequency transfer characteristics obtained here correspond to the frequency transfer characteristics calculated by the frequency transfer characteristic calculation unit 56. Specifically, the parameters of the vehicle body motion model are repeatedly adjusted until these frequency transfer characteristics correspond.

[0056] The control design unit 60 designs the controller 26 used when the control device 10 calculates the control command using the vehicle body motion model having the identified parameters.

[0057] Specifically, for each combination of the target tilt angle, the air spring height, and the lateral acceleration of the vehicle body floor, an intake / exhaust command that is an input to the vehicle body motion model is obtained such that the tilt angle, which is the output of the vehicle body motion model, becomes the target angle. At this time, the intake / exhaust command that is an input to the vehicle body motion model may be obtained so that the vibration of the tilt angle is reduced. Then, the controller 26 is set using the H∞ control theory so that the intake / exhaust commands obtained for each combination of the target tilt angle, the air spring height, and the lateral acceleration of the vehicle body floor are calculated.

[0058] The control design device 100 is realized, for example, by a computer 64 shown in FIG. 11. The computer 64 includes a CPU 66, a memory 68, a storage unit 70 that stores a control design program 76, a display unit 27 including a monitor, and an input unit 28 including a keyboard and a mouse. The CPU 66, the memory 68, the storage unit 70, the display unit 27, and the input unit 28 are connected to each other via a bus 74.

[0059] The storage unit 70 is realized by an HDD, an SSD, a flash memory, or the like. The storage unit 70 stores a control design program 76 for causing the computer 64 to function as the control design device 100. The CPU 66 reads the control design program 76 from the storage unit 70, expands it in the memory 68, and executes the control design program 76.

[0060] <Operation of the control design device> Next, the operation of this embodiment will be described with reference to FIG. 12. First, when the operator outputs an intake / exhaust command to the air springs 14A and 14B, which is an intake / exhaust command that repeatedly performs a certain intake / exhaust to either one of the air springs 14A and 14B, to the left and right intake / exhaust devices 16A and 16B, a time-series waveform including the change in the tilt angle of the vehicle body 1 and the change in the lateral acceleration of the vehicle body floor is input to the control design device 100. Also, the operator inputs an intake / exhaust command that repeatedly performs a certain intake / exhaust to either one of the air springs 14A and 14B at this time to the control design device 100. Then, the input time-series waveform and the intake / exhaust command are stored in the waveform data storage unit 50.

[0061] Next, the control design process executed by the control design device 100 will be described, starting with an operation such as instructing the start of the control design process.

[0062] In step S100 of the control design process, the waveform acquisition unit 52 acquires from the waveform data storage unit 50 a time-series waveform including changes in the tilt angle of the vehicle body 1 and changes in the left-right acceleration of the vehicle body floor surface, and an intake / exhaust command.

[0063] In step S102, based on the combination of the time-series waveform and the intake / exhaust command acquired by the waveform acquisition unit 52, the transfer function estimation unit 54 estimates a transfer function that takes the intake / exhaust command as an input and outputs the time-series waveform.

[0064] In step S104, the frequency transfer characteristic calculation unit 56 calculates the frequency transfer characteristic based on the estimated transfer function.

[0065] In step S106, the model parameter identification unit 58 identifies the parameters of the vehicle body motion model so that the frequency transfer characteristic of the vehicle body motion model corresponds to the frequency transfer characteristic calculated in step S104 above.

[0066] In step S108, the control design unit 60 designs the controller 26 using the vehicle body motion model having the identified parameters.

[0067] <Example> First, an example will be described in which the transfer function estimation unit 54 estimates a transfer function that reproduces the vibration result by an intake / exhaust command that repeatedly performs a constant intake / exhaust to either one of the air springs 14A and 14B. In this example, instead of the vehicle body of a railway vehicle, an intake / exhaust command that repeatedly performs a constant intake / exhaust to either one of the air springs 14A and 14B is input to the vehicle body motion model, the vehicle body tilt angle and the left-right acceleration of the vehicle body floor surface are calculated, and a transfer function that reproduces the result is estimated.

[0068] The value of the adjustment parameter w obtained from the estimation result of the transfer function used for the estimation of the tilt angle was 0.8·2·π, the value of z was 0.3, and the value of a was 0.55.

[0069] Also, the value of the adjustment parameter w obtained from the estimation result of the transfer function used for the estimation of the lateral acceleration of the vehicle body floor was 0.8·2·π, the value of z was 0.3, the value of a was 0.09, and the value of b was -2.

[0070] The estimation results of the transfer function are shown in FIG. 13. In FIG. 13(A), an example is shown in which an air supply / exhaust command (see solid line) that repeats a constant air supply / exhaust to the left air spring is input, and an air supply / exhaust command (see dotted line) that does not perform air supply / exhaust to the right air spring is input. In FIG. 13(B), the change in the tilt angle (see dotted line) output by the vehicle body motion model when the air supply / exhaust command shown in FIG. 13(A) is input, and the change in the tilt angle (see solid line) output by the estimated transfer function when the air supply / exhaust command shown in FIG. 13(A) is input are shown. In FIG. 13(C), the change in the lateral acceleration of the vehicle body floor (see dotted line) output by the vehicle body motion model when the air supply / exhaust command shown in FIG. 13(A) is input, and the change in the lateral acceleration of the vehicle body floor (see solid line) output by the estimated transfer function when the air supply / exhaust command shown in FIG. 13(A) is input are shown. As shown in FIGS. 13(A) and (B) above, it can be seen that the calculation results of the vehicle body motion model can be accurately reproduced by the transfer function.

[0071] Next, FIG. 14 shows a comparison between the frequency transfer characteristics of the vehicle body motion model and the frequency transfer characteristics of the transfer function estimated by the transfer function estimation unit 54.

[0072] In FIG. 14(A), it is the frequency transfer characteristic of the gain which is the amplitude ratio between the tilt angle and the air supply / exhaust flow rate command voltage, and shows the frequency transfer characteristic related to the vehicle body motion model (see dotted line) and the frequency transfer characteristic related to the estimated transfer function (see solid line). In FIG. 14(B), it is the frequency transfer characteristic of the phase difference between the tilt angle and the air supply / exhaust flow rate command voltage, and shows the frequency transfer characteristic related to the vehicle body motion model (see dotted line) and the frequency transfer characteristic related to the estimated transfer function (see solid line).

[0073] In Fig. 14(C), it shows the frequency transfer characteristics regarding the gain which is the amplitude ratio between the left - right acceleration of the car body floor surface and the supply - exhaust air flow command voltage, showing the frequency transfer characteristics regarding the car body motion model (refer to the dotted line) and the frequency transfer characteristics regarding the estimated transfer function (refer to the solid line). In Fig. 14(D), it shows the frequency transfer characteristics regarding the phase difference between the left - right acceleration of the car body floor surface and the supply - exhaust air flow command voltage, showing the frequency transfer characteristics regarding the car body motion model (refer to the dotted line) and the frequency transfer characteristics regarding the estimated transfer function (refer to the solid line).

[0074] Thus, it can be understood that in the frequency band below 1 Hz, the characteristics of the car body motion model can be accurately reproduced by the transfer function. Although they do not match above 1 Hz, it is the frequency band where it was difficult to grasp the characteristics even in the sine - wave excitation using the conventional flow - proportional valve.

[0075] As described above, according to the control design device 100 according to the present embodiment, when an air - supply and - exhaust command for repeatedly performing a constant air - supply and - exhaust to either the left or right pneumatic spring is output, a time - series waveform representing the motion of the car body is acquired, a transfer function that takes the air - supply and - exhaust command as an input and outputs the time - series waveform is estimated, the frequency transfer characteristics of the transfer function are calculated, and the parameters of the car body motion model are identified so that the frequency transfer characteristics of the car body motion model correspond to the calculated frequency transfer characteristics. Thereby, the parameters of the car body motion model used when designing a controller for controlling the air - supply and - exhaust to the air spring so that the tilt angle of the car body of the railway vehicle follows the target angle can be accurately identified.

[0076] Also, if a time - series waveform representing the motion of the car body when an air - supply and - exhaust command for repeatedly performing a constant air - supply and - exhaust to either the left or right air spring is output is obtained, the parameters of the car body motion model can be identified and a controller can be designed.

[0077] In the above description, the case where the control design device 100 is set at a location separate from the railway vehicle has been described as an example, but it is not limited to this. The control design device 100 may be installed inside the railway vehicle.

Explanation of Signs

[0078] 1 Car body 10 Control device 12 Bogie 16A, 16B Air supply and exhaust device 18A, 18B Height sensor 20 Route data storage unit 22 Information acquisition unit 24 Target inclination angle calculation unit 26 Controller 30 Left and right acceleration sensors 34, 36 Solenoid valves 50 Waveform data storage unit 52 Waveform acquisition unit 54 Transfer function estimation unit 56 Frequency transfer characteristic calculation unit 58 Model parameter identification unit 60 Control design unit 64 Computer 76 Control design program 100 Control design device

Claims

1. A control design device for designing a control device that outputs a control command for causing the tilt angle of a car body of a railway vehicle having left and right pneumatic springs that support the car body on a bogie to follow a target angle, a waveform acquisition unit that acquires a time-series waveform representing the movement of the car body when, as the control command, an air supply / exhaust command to the pneumatic spring is output and a constant air supply / exhaust is repeated to either the left or right pneumatic spring; a transfer function estimation unit that estimates a transfer function that takes the air supply / exhaust command as an input and outputs the time-series waveform, based on the combination of the time-series waveform acquired by the waveform acquisition unit and the air supply / exhaust command; a frequency transfer characteristic calculation unit that calculates the frequency transfer characteristic of the estimated transfer function; a model parameter identification unit that identifies parameters of the car body motion model that models the motion of the car body of the railway vehicle so that the frequency transfer characteristic of the car body motion model corresponds to the calculated frequency transfer characteristic; a control design unit that designs a controller used when the control device calculates the control command, using the car body motion model having the identified parameters; A control design device including the above.

2. The railway vehicle has a plurality of solenoid valves for controlling the air supply to the pneumatic spring and a plurality of solenoid valves for controlling the exhaust of the pneumatic spring, and the air supply / exhaust command is for controlling the opening and closing of each of the plurality of solenoid valves. The control design device according to Claim 1.

3. The time-series waveform represents the change in the tilt angle of the car body and the change in the left and right acceleration of the car body, and the transfer function estimation unit estimates a transfer function that takes the air supply / exhaust command as an input and outputs the change in the tilt angle of the car body, and a transfer function that takes the air supply / exhaust command as an input and outputs the change in the left and right acceleration of the car body, and the frequency transfer characteristic calculation unit calculates the frequency transfer characteristic of the transfer function that outputs the change in the tilt angle of the car body and the frequency transfer characteristic of the transfer function that outputs the change in the left and right acceleration of the car body. The control design device according to Claim 1 or 2.

4. A control design method in a control design device for designing a control device that outputs a control command for causing the tilt angle of a car body of a railway vehicle having left and right pneumatic springs that support the car body on a bogie to follow a target angle, When the waveform acquisition unit outputs an air supply / exhaust command to the gas spring as the control command, which is an air supply / exhaust command that repeatedly performs a certain amount of air supply / exhaust to either the left or right gas spring, it acquires a time-series waveform representing the movement of the vehicle body. Based on the combination of the time-series waveform acquired by the waveform acquisition unit and the air supply / exhaust command, the transfer function estimation unit estimates a transfer function that takes the air supply / exhaust command as an input and outputs the time-series waveform. The frequency transfer characteristic calculation unit calculates the frequency transfer characteristics of the estimated transfer function. The model parameter identification unit identifies the parameters of the vehicle body motion model so that the frequency transfer characteristics of the vehicle body motion model that models the movement of the vehicle body of the railway vehicle correspond to the calculated frequency transfer characteristics. The control design unit designs a controller used when the control device calculates the control command using the vehicle body motion model having the identified parameters. Control design method.

5. A program for designing a control device that outputs a control command for causing the tilt angle of the vehicle body of a railway vehicle having left and right gas springs that support the vehicle body on a bogie to follow a target angle, causing a computer to function as a waveform acquisition unit that acquires a time-series waveform representing the movement of the vehicle body when an air supply / exhaust command to the gas spring as the control command, which is an air supply / exhaust command that repeatedly performs a certain amount of air supply / exhaust to either the left or right gas spring, is output; a transfer function estimation unit that estimates a transfer function that takes the air supply / exhaust command as an input and outputs the time-series waveform based on the combination of the time-series waveform acquired by the waveform acquisition unit and the air supply / exhaust command; a frequency transfer characteristic calculation unit that calculates the frequency transfer characteristics of the estimated transfer function; a model parameter identification unit that identifies the parameters of the vehicle body motion model so that the frequency transfer characteristics of the vehicle body motion model that models the movement of the vehicle body of the railway vehicle correspond to the calculated frequency transfer characteristics; and a control design unit that designs a controller used when the control device calculates the control command using the vehicle body motion model having the identified parameters for functioning as.

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