GB2414816A

GB2414816A - Automobile or rail car adaptive suspension

Info

Publication number: GB2414816A
Application number: GB0511251A
Authority: GB
Inventors: Yasushi Yokosuka; Tsutomu Miyauchi; Keiji Maekawa; Yutaka Sato; Shinichi Sekino
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2004-06-02
Filing date: 2005-06-02
Publication date: 2005-12-07
Anticipated expiration: 2025-06-02
Also published as: JP2005343294A; CN1704862A; GB0511251D0; JP4514520B2; CN1704862B; GB2414816B

Abstract

An adaptive car 1 control system comprises control force adjusting means for adjusting the strength of the control force of a vibration cushioning apparatus 15 a-d between an apparatus carrying wheels and a vehicle body and/or an inter-car damper 17. The system further comprises a database 12 for storing map information and information on the strength of the optimum control force derived from the past mileage together with the site information of said map and position detecting means 11 mounted the car. The strength of the control force is then adjusted, based on the information on the traveling site detected by the position detecting means and information on the optimum strength of said control force stored in said database. The strength of the control force may be adjusted before the car enters the section where a prediction has been made of the need of changing its strength. The car may be an automobile or rail rolling stock.

Description

. 2414816 - 1 -

ADAPTIVE CAR TRAVELING CONTROL SYSTEM AND

ADAPTIVE CAR TRAVELING CONTROL METHOD

The present invention relates to an adaptive car travel control system and the method thereof wherein a rolling stock or a shuttle bus is controlled by adaptive optimization of the inhibitory control force for controlling the swing and vibration when traveling on the route.

Thanks to a significant advance in the field of IT

(information technology) and speed enhancement in the processing apparatus in recent years, a high-speed network or a high-speed micro- processing apparatus has come to be mounted on a train and aircraft. Further, such functions have made it possible to provide customers with various pieces of information during the travel of the train, and to ensure comfortable travel control with the minimum vibration or swing.

Some of the ITs utilized in a car have already been disclosed. For example, a display apparatus for displaying the station information sing and advertisement information is mounted on the upper portion of the door. Further, an on-board LAN is utilized for diagnosis of on-board apparatus (For example: Collected Paper Read at the Railway Engineering Association Symposium "Development of an On-Board Information Service Providing System", pp. 583 - 584).

A technique of reducing swing and vibration has been disclosed. A technique is also disclosed to hold route information on a car an to detect the current position by a GPS (Global Positioning System) or the like, thereby minimizing a swing caused by rugged configurations of a track or during traveling through a tunnel. (For example, Japanese Patent Publication No. Hei 5 (1993)-80385, Japanese Patent Laid-open No. 2003 237573, and Japanese Patent Laid-open No. Hei 8 (1996).) The aforementioned techniques result from the efforts for developing a technique for ensuring more comfortable traveling by train, as a result of the improvement in the performance of an arithmetic processing apparatus and development of network communication technologies.

Especially for the purpose of reducing swing during the train travel, efforts have been continued to improve the vibration absorbing apparatus itself. The mechanism itself has been improved from the vibration - 3absorbing mechanism based on a coil and plate spring to the vibration absorbing function by a pneumatic spring.

Further, VVVF (Variable Voltage Variable Frequency) control capable of cushioning the shock at the time of acceleration and deceleration and the ATC (Automatic Train Control) system of one-step brake control have been achieved. Smooth acceleration and deceleration control have been implemented.

A pendulum control system has been developed to improve traveling comfort when turning a curve. A control method has appeared to tilt the vehicle body inward when turning a curve.

The present invention has been intended for adaptive reduction of the uncomfortable swing or vibration at the time of turning a curve. The prior art, by contrast, is insufficient in achieving the control conforming to the current situation according to the mileage record or in providing adaptive control in response to the current traveling environment.

To be more specific, the spring strength of the truck (which is apparatus sustaining wheels) and inter- car damper between the vehicle bodies or the like are commonly set prior to starting traveling. On the other hand, an example of the technique capable of changing the strength during car traveling is disclosed in the aforementioned Patent Document 3. This prior art has a limit in that it assumes a difference of vibration in the open section and in the tunnel, and the strength of the spring that the riding comfort is improved is stored in advance, whereby the current spot of traveling is detected and the strength of the spring is changed into the stored value. Thus, even if a large deviation from the previously assumed condition has occurred during the travel, the deviation cannot be detected during the travel and adaptive optimization of the strength of control cannot be applied, according to

this prior art.

There are a great variety of factors causing deviation from the assumed condition. For example, changes in the vehicle body weight and center of gravity in the vehicle body are caused by the difference in the number of passengers in a car. This results in deviation from the assumed condition occurs.

When a car runs, mechanical fatigue necessarily follows.

This causes changes in the spring constant and the mechanical strength and rigidity of the vehicle body itself. Mechanical maintenance is carried out at all times, but not all values are accurately maintained as specified.

Further, the conditions of the track are also subjected to change with time. The running of a train does not always follow the predetermined running curve due to some obstacle during traveling. Thus, a difference in swing can be considered to be caused by the relationship between the conditions of the track and traveling speed. Further, swing or vibration during travel differs according to the type of the vehicle body such as a leading car, intermediate car, motor-mounted car, pantograph-equipped car or trailing car. Since the train is normally used for shuttle service, a leading car on the forward path will be the last trailing car on the return path. The multiple- section/incorporation service is also available as a form of service.

As will be clear from the current railway route, a roadbed on the route for the service is formed using an embankment and a viaduct. The roadbed is commonly constructed by varied combinations of a tunnel, curved, slope and railway bridge. Changes in the conditions of the route provide a different impact on the swing during the travel. As described above, the conditions of the track change with time, and therefore the optimum inhibitory control characteristic is also considered to change. Further, natural conditions during the travel, wind and rain in particular, have a serious impact on the swing and vibration - 6- characteristics during the travel.

Further, possible influence of the change in the car control must also be taken into account. For example, control shock may occur at the time of acceleration or application of a brake. Brake control is provided by various forms of braking mechanism such as regenerative braking and mechanical braking by a brake shoe. The magnitude of shock also depends on such control method.

For the aforementioned dynamically varying factors, the difference in the traveling conditions is detected.

To ensure the optimum reduction of the swing and vibration, the present invention provides a system capable of adaptive optimization of the truck spring strength and the inter-car damper control conditions.

To solve the aforementioned problems and to achieve the object of the present invention, an aspect of the invention comprises: control force adjusting means for adjusting the strength of the control force of a vibration cushioning apparatus between an apparatus sustaining wheels and a vehicle body and/or an inter- car damper; a database for storing map information, and information on the strength of the optimum control force derived from the past mileage stored together with the site information of the aforementioned map; and position detecting means mounted on the t - 7aforementioned car; wherein the strength of the aforementioned control force is adequately adjusted, based on the information on the traveling site detected by the aforementioned position detecting means and information on the optimum strength of the aforementioned control force stored in the aforementioned database.

The adaptive car control system according to another aspect of the invention refers to the diagram information for the traveling of the aforementioned car, if the aforementioned car is a rolling stock, and to the configuration of the track of the route intended to be traveled subsequently by the car; and adjusts the strength of the aforementioned control force before the aforementioned car enters the section where a prediction has been made of the need of changing the strength of the control force of a vibration cushioning apparatus and/or a damper apparatus between a truck and a car.

The adaptive car control system according to another aspect of the invention refers to the route information for the traveling of the aforementioned car, if the aforementioned car is an automobile, and to the configuration of the road of the route intended to be traveled subsequently by the car; and adjusts the strength of the aforementioned control force before the aforementioned car enters the section where a prediction has been made of the need of changing the strength of the control force of a vibration cushioning apparatus and/or a damper apparatus between a truck and a car.

The adaptive car control system according to another aspect of the invention comprises means for capturing meteorological information for the aforementioned car, means for measuring the weight of the aforementioned car; and swing and vibration detecting means for detecting swing and vibration of the aforementioned car; the aforementioned adaptive car control system including the steps of: associating the aforementioned detected information with the traveling site information detected by the aforementioned position detecting means and storing it in the aforementioned database; wherein, when the aforementioned swing and vibration of the car have exceeded the tolerance, the aforementioned adaptive car control system analyzes the condition of detecting the swing and vibration of the aforementioned car, and adjusts the strength of the aforementioned control force.

The adaptive car control system according to another aspect of the invention further comprises means for determining the possibility of an apparatus trouble - 9 - and issuing an alert, if the swing and vibration of the aforementioned car still exceed the tolerance subsequent to adjustment of the strength of the aforementioned control force.

The adaptive car control system according to another aspect of the invention comprises statistics processing means for applying statistics processing to the information on the detected swing and vibration of the car stored in the aforementioned database; wherein, when the aforementioned swing and vibration of the car have exceeded the tolerance, the aforementioned adaptive car control system updates the information on the strength of the aforementioned optimum control force stored in the aforementioned database, based on the result of the aforementioned statistics processing.

The adaptive car control system according to another aspect of the invention comprises at least the aforementioned control force adjusting means, database and position detecting means are mounted on each car, when a plurality of the aforementioned cars are connected to form a trainset.

Further, to achieve the object of the present invention, the adaptive car control system according to another aspect of the invention comprises in each car the control force adjusting means for adjusting the strength of the control force of a vibration cushioning - 10 apparatus and/or a damper apparatus between a truck and a car; a database for storing map information, and information on the strength of the optimum control force derived from the past mileage stored together with the site information of the aforementioned map; position detecting means for detecting the position of the aforementioned car; means for capturing meteorological information: means for measuring the weight of the aforementioned car; swing/vibration detecting means for detecting swing and vibration of the aforementioned car; wherein the aforementioned adaptive car control system adequately adjusts the strength of control force based on the traveling site information detected by the position detecting means and the information on the strength of the optimum control force stored in the aforementioned database; the aforementioned adaptive car control system further comprising: the aforementioned means for capturing meteorological information; the aforementioned means for measuring the weight of the aforementioned car; and communication means for associating the information detected by the aforementioned swing and vibration detecting means with the traveling site information detected by the aforementioned position detecting means, and storing it in the aforementioned database; wherein each piece of information detected in the form - 11 associated with the traveling site information detected by the aforementioned position detecting means stored in the aforementioned database is sent to the wayside integration system; wherein the information from a plurality of the aforementioned cars is processed statistically, and the result is sent back to the aforementioned cars via the aforementioned communication means.

The adaptive car control system according to another aspect of the invention analyzes the condition of detecting the swing and vibration of the aforementioned car, and adjusts the strength of the aforementioned control force, when the aforementioned swing and vibration of the car have exceeded the tolerance.

The adaptive car control system according to another aspect of the invention comprises alert means for determining the possibility of an apparatus trouble and issuing an alert, if the swing and vibration of the aforementioned car still exceeds the tolerance subsequent to adjustment of the strength of the aforementioned control force.

The adaptive car control system according to another aspect of the invention comprises statistics processing means for applying statistics processing to the information on the aforementioned detected swing - 12 and vibration of the car stored in the aforementioned database, wherein, when the aforementioned swing and vibration of the car have exceeded the tolerance, the aforementioned adaptive car control system updates the information on the strength of the aforementioned optimum control force stored in the aforementioned database, based on the result of the aforementioned statistics processing.

The adaptive car control system according to another aspect of the invention has at least the aforementioned control force adjusting means, database and position detecting means mounted on each car, when a plurality of the aforementioned cars are connected to form a trainset.

Further, to achieve the object of the present invention, another aspect of the invention comprises control force adjusting means for adjusting the strength of the control force of a vibration cushioning apparatus and/or a damper apparatus between a truck and a car; a step of storing into a database the map information and information on the strength of the optimum control force derived from the past mileage stored together with the site information of the aforementioned map; and a step of adequately adjusting the strength of the aforementioned control force, based on the information on the traveling site detected on the aforementioned car and information on the optimum strength of the aforementioned control force stored in the aforementioned database.

The adaptive car control method according to another aspect of the invention comprises a step of referring to the diagram information for the traveling of the aforementioned car, if the aforementioned car is a rolling stock, and to the configuration of the track of the route intended to betraveled subsequently by the car; and a step of adjusting the strength of the aforementioned control force before the aforementioned car enters the section where a prediction has been made of the need of changing the strength of the control force of a vibration cushioning apparatus and/or a damper apparatus between a truck and a car.

The adaptive car control method according to another aspect of the invention comprises a step of referring to the route information for the traveling of the aforementioned car, if the aforementioned car is an automobile, and to the configuration of the road of the route intended to be traveled subsequently by the car; and a step of adjusting the strength of the aforementioned control force before the aforementioned car enters the section where a prediction has been made of the need of changing the strength of the control force of a vibration cushioning apparatus and/or a damper apparatus between a truck and a car.

The adaptive car control method according to another aspect of the invention comprises a step of measuring meteorological information, the weight, and the swing and vibration of said car, a step of associating said detected information with the traveling site information detected by said position detecting means and storing it in said database, and a step of analyzing the condition of detecting the swing and vibration of said car when said swing and vibration of the car have exceeded the tolerance, and adjusting the strength of said control force.

17. The adaptive car control method according to Claim 16 comprising a step of determining the possibility of an apparatus trouble and issuing an alert, if the swing and vibration of said vehicle body still exceeds the tolerance subsequent to adjustment of the strength of said control force.

The adaptive car control method according to another aspect of the invention comprises a step of determining the possibility of an apparatus trouble and issuing an alert, if the swing and vibration of the aforementioned car still exceeds the tolerance subsequent to adjustment of the strength of the aforementioned control force.

The adaptive car control method according to another aspect of the invention comprises a step of applying statistics processing to the information on the detected swing and vibration of the car stored in the aforementioned database; and a step of updating the information on the strength of the aforementioned optimum control force stored in the aforementioned database, based on the result of the aforementioned statistics processing, when the aforementioned swing and vibration of the car have exceeded the tolerance.

The adaptive car control method according to another aspect of the invention has at least the aforementioned control force adjusting means and database mounted on each car, and detects the aforementioned traveling site information for each car, when a plurality of the aforementioned cars are connected to form a trainset.

According to the present invention, reference is made to the previous information when a train is running. If the control force characteristics can be optimized in advance with reference to the route intended to be traveled subsequently by the car, the control force is optimized in conformity to the current running position so as to minimize swing and vibration.

Information on dynamically varying factors is obtained from various sensors, whereby dynamic optimization is - 16 implemented.

The aforementioned control method provides adaptive control in response to a particular traveling position, instead of reducing swing and vibration in conformity to the general running conditions and environments during the train travel. This arrangement ensures riding comfort at all times. Further, in the event of control failure, for example, as result of control action having been taken to cut down swing and vibration, an apparatus trouble may be the cause of this failure. In such a case, the present invention produces the alarm information on the possibility of such an apparatus failure. This arrangement improves maintenance efficiency.

BRIEF DESCRIPTION OF DRAWINGS

Fig. 1 is a configuration diagram representing the basic configuration of the present invention; Fig. 2 is a configuration diagram representing the configuration of the sensors mounted on a vehicle; Fig. 3 is a main control flowchart of an adaptive car traveling control system; Fig. 4 is a flowchart for factor analysis processing for swing and vibration in a traveling car; Fig. 5 is a Table 1 representing the factor analysis processing for swing and vibration in a traveling car; Fig. 6 is a configuration diagram representing an embodiment of controlling for reduction of swing and vibration, assuming a route; Fig. 7 is a configuration diagram representing an example of the configuration of a train composition; Fig. 8 is a configuration diagram representing an example of controlling for reduction of shocks at the time of acceleration/deceleration control; Fig. 9 is a schematic diagram showing control for updating a database; Fig. 10 is a configuration diagram showing an example of car control system configuration in an on board database proper; and Fig. 11 is a configuration drawing showing an example of system configuration for an automobile.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

To be more specific, the present invention refers to the previous information when a train is running, and at the same time, optimizes the control force characteristics in advance with reference to the route intended to be traveled subsequently by the car. The present invention further measures the information of various sensors, thereby providing adaptive optimization of the information on dynamically varying factors such as vehicle body weight and meteorological conditions. Further, an apparatus trouble must be diagnosed in the event of control failure, for example, as result of control action having been taken to cut down swing and vibration. These requirements are all satisfied by the system provided by the present invention utilizing the IT and advanced control processor technology.

The following describes an embodiment of the present invention: Fig. 1 is an example of the basic configuration of the present invention. In Fig. 1, a rolling stock 1 is formed by a combination of a plurality of cars (vehicle bodies). The apparatuses provided on individual cars have the same configuration and therefore, the third and subsequent cars are not shown in the drawing.

In the first place, the apparatus configuration on board the car will be described. Then the way various apparatuses are interconnected to operate and the operation of the adaptive control system will be described. Apparatuses are linked with one another via the on-board LAN 2 provided in the car. An example of using the LAN is given in the following description.

Further, the control function as an object of the present invention can also be achieved by connection by a one-to-one control line.

When a truck 4 is a drive truck, it drives a wheel 3 to operate the train. Normally, a railway train is composed of a motor- driven car and trailing cars. The railway train pulled by a locomotive is composed of a locomotive and trailing cars. To minimize the switching to be transmitted to the cars during traveling, a vibration cushioning apparatus 15 (wherein reference symbols a, b, c and d as subdivisions indicate the apparatuses of the same function provided separately in each car) such as a pneumatic spring is provided between the truck 4 and cars.

The operation of the vibration cushioning apparatus between the truck and car is controlled by a spring force adjustment controller 14 (wherein reference symbols a, b, c and d as subdivisions indicate the apparatuses of the same function provided separately in each car). The spring force adjustment controller 14 is connected to a train running control apparatus 10 via the on-board LAN 2. The spring force of the vibration cushioning apparatus 15 between the truck and cars is adequately adjusted in response to the command from the train running control apparatus 10.

Unless a car is independently to run, cars are connected to run, as shown in Fig. 1. Te present invention uses an inter-car damper apparatus 17 to minimize the impact of the swing and vibration different among trains. This inter-car damper apparatus 17 (wherein reference symbols a and b as subdivisions indicate the apparatuses of the same function provided separately in each car) is controlled by an inter-car damping force controller 16 (wherein reference symbols a and b as subdivisions indicate the apparatuses of the same function provided separately in each car).

A position detecting apparatus 11 is used to detect the traveling position of a train. Several practical types of apparatus for performing the position detecting function can be considered. For example, one of them uses the GPS (Global Positioning System) and a spot detecting tag installed on the wayside, wherein the current position is detected from the tag information and the distance traveled. Another apparatus uses the method of recognizing a characteristic mark to identify the position. The present invention merely requires an adequate position detecting means to be selected as desired, without the present invention being restricted to a particular type of position detecting apparatus.

The on-board database 12 stores route map information and physical geometric configurations, i.e. route information such as information on a curve in the tunnel and an elevated structure. At the same time, it stores information on the position traveled so far, the results of measuring the swing and vibration, train composition, and the settings of the control force of the current vibration cushioning apparatus 15 between the truck and cars and inter-car damper apparatus 17.

The on-board database 12 further stores the swing and vibration during the current travel and the result of detection by the position detecting apparatus 11. A type of sensor 13 are used to detect the swing and vibration during the travel. A example of the configuration will be described later.

A brake controller 18 and a motor controller 19 control the brake and motor for stopping and driving the train. Control is provided according to the command from the train running control apparatus 10.

In this drawing, for easy viewing of the drawing, only one set of brake controller 18 and motor controller 19 is illustrated. They are provided in the number conforming to the train composition.

An input/output apparatus 20, for example, monitors the strength of control force in the current spring force adjustment controller 14 and inter-car damping force controller 16 and the status of detection by a type of sensor 13. The input/output apparatus 20 also provides the function of inputting the route data to be traveled (such as a permanent curve, slope, tunnel, wiring conditions at the station, track number for arrival at a station in conformity to railway schedule) as required. A wayside/on-board communication apparatus 21 acquires information on meteorological conditions in the sections to be traveled, and disruptions in railway schedule, from a traffic control system 31, by communicating with a wayside communication apparatus 30.

The following describes the procedure for adaptive optimization of the control force of the vibration cushioning apparatus 15 between the truck and cars and inter-car damper apparatus 17.

The train runs according to a predetermined schedule. It does not necessarily follows that the same cars run on the same route in the same time zone.

The train runs according to the plan predetermined for the day. Thus, if the route is different, there are differences in wiring at the branch and curve, bumps on the roadbed and route, and branching conditions.

Further, there is a dynamic change in the number of passengers, and therefore the car weight and center of gravity are also subjected to change.

The situation is inevitably subjected to changes according to the meteorological conditions, secular changes of the car and track, and the maintenance thereof. There are factors causing these chances in

various situations. According to the prior art,

certain conditions have been assumed based on the development of technologies and experience, and the strength in the control of the vibration cushioning apparatus 15 between the truck and cars and intercar damper apparatus 17 has been determined in advance.

Settings have been provided to reduce the swing and vibration to minimizethe riding discomfort of passengers. The present invention provides a means for optimization of the control force of the vibration cushioning apparatus 15 between the truck and cars and inter-car damper apparatus 17, in response to the dynamically changing running conditions.

Referring to Fig. 3, the following describes the flow of the control of the overall system of the present invention implemented by the train running control apparatus 10.

In Step 101, the control force of the vibration cushioning apparatus 15 between the truck and cars, and inter-car damper apparatus 17 is set to the default value, and verification is made to ensure that the correct operation is being performed at the default value. Here an operator checks the contents using the input/output apparatus 20. If it is desirable to update the current setting, the requirements to be updated are set using the input/output apparatus 20.

If this manual requirement occurs, the manual requirement is processed by Step 102. The required value is set on the on-board database 12. Then the information supplied by each sensor, i.e. position information is inputted in Step 103, and other sensor information is inputted in Step 104.

As shown in Fig. 2 in the form of an example of the configuration of the type of sensor 13, the sensor information inputted in Step 104 includes the information produced from a weight sensor 51, a vibration sensor 52, an acceleration sensor 53, a gyro 54, a yaw rate sensor 55 and others. Based on these kinds of information, the current status of the car is detected. In Step 105, reference is made to the information of the on-board database 12. If there is a request to set the control force of the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17 in the manual priority mode, reference is made to the manually set information and control force is set according to that value.

If there is a request for automatic setting, reference is made to the current sensing information.

A search is made to find out the information stored as the optimum control force leant from the past control status. Then a command is outputted to the spring force adjustment controller 14 and inter-car damping force controller 16, in such a way that the control force of the vibration cushioning apparatus 15 between the truck and cars and inter- car damper apparatus 17 will be set automatically according to this information.

This control procedure will be shown in details later.

In Step 106, measurements of the swing and vibration together with the information on the current value for control force, traveling position, speed and car weight are stored in the on-board database 12. The contents are exemplified in Table 1 (Fig. 5), and will be described later. In Step 107, the status of the swing and vibration is checked by comparing the value preset as a tolerance with the current measurements, and evaluation is made to assess the riding comfort.

In Step 108, a decision is made to see if the evaluation value exceeds the range of tolerance. If it does not exceed the range of tolerance, processing from Step 102 onward is repeated. If it exceeds the range of tolerance, processing in Step 109 is applied.

In Step 109, the causes for swing and vibration out of the range of tolerance are analyzed. Referring to Fig. 4, the following describes the cause analysis procedure. In the first place, the output from the type of sensor 13 is captured in Step 151. Fig. 2 shows an example of the configuration of the type of sensor 13. The weight sensor 51 is connected to the vibration cushioning apparatus 15 between the truck and cars, mounted on the truck 4, and measures the sinkage of the cushioning spring and pressure applied to the apparatus.

The information on the sensed weight is sent to the train running control apparatus 10. Based on this information, the train running control apparatus 10 gives consideration to the estimated current weight and the configuration of the car (number of seats, car structure and others), and estimates the total number of the passengers, the number of standing passengers and the number of standing passengers. Further, the height of the center of gravity of the car is also estimated. A vibration sensor 52 measures the fine cyclic vibration, e.g. pitching and rolling with a periodic peak of the vibration in excess of several Hz.

The amplitude in each frequency band is also measured.

The acceleration sensor 53 and gyro 54 measure and record the amount of change in the low frequency band where the frequency of change is less than several Hz.

The yaw rate sensor 55 measures and records the lateral twist with reference to the traveling direction of the car. Fig. 2 shows the examples of the weight sensor 51, vibration sensor 52, acceleration sensor 53, gyro 54 and yaw rate sensor 55, as the apparatuses for measuring the swing and vibration of the running train and for specifying the causes thereof. The apparatuses not required for measurement of the swing and vibration need not be mounted. If further details are to be measured, additional measuring instruments can be mounted as required.

For example, if it is desirable to make an independent on-board measurement of the adverse effect of wind and rain upon swing and vibration, an anemometer and rain gage can be installed. If the status of the route and vibration is to be grasped by image measurement, a camera designed for measurement purposes can be installed. For the purpose of making an effective use of the current meteorological observation system (not illustrated), the present invention assumes that meteorological information obtained from the measurement by the wayside sensor is sent by radio from the traffic control system 31 shown in Fig. 1. The system of the present invention only requires the predetermined information to be sensed and supplied thereto in the form suited to the system.

In Step 152, detailed comparison is made between the information captured by sensors and the status assumed to represent the current traveling conditions.

Items to be assumed as the traveling conditions include car weight, center of gravity of the car, conditions of wind and rain, configuration of the traveling route (difference in the tunnel and open section), route maintenance or improvement, and track building status including the presence of slab, ballast, elevated structure, embankment.

The difference between the items assumed as traveling conditions and the current situations is evaluated according to the following procedure: (1) The car weight and related items are evaluated by comparison between the output from the weight sensor 51 and the setting; (2) For the center of gravity of the car, the difference is evaluated by estimating the seated passengers and standing passengers, based on the configuration of the car and estimated weight; (3) For the rain and wind as natural conditions, the difference is evaluated by comparison with the value obtained from the traffic control system; (4) For the configuration of the traveling route and track building status, the difference from the assumed traveling environment is estimated by making reference to the operation schedule, position detection information and past mileage.

In Step 153, priority is assigned to the factors causing the swing and vibration in the order of severity in impact, based on the aforementioned evaluation of the differences and the features of swing.

For example, if the car weight greater than the assumed level is the cause for swing and vibration, the swing and vibration will increase by sensitive reaction to the status of the track environment. Hence a great change will occur in the acceleration sensor, and the period and amplitude of the sensor will increase. Such phenomena will be regularly observed during the travel.

If there is a strong wind, swing of comparatively low frequency from a specific direction will be observed.

When there is a change in the track conditions, the similar swing and vibration are observed at the same spot after several running tests. Evaluation can be made by the analysis of the stored data. When a change in the route conditions has been determined as the cause for swing and vibration, this information is fed back to the database for reference for the purpose of presetting in Step 105 of Fig. 3. This is intended to ensure that automatic adjustment can be made before running.

When the control function has deteriorated and suppression of the swing and vibration is not considered to be the cause therefor, the cause for this deterioration is what can be estimated when the swing and vibration have worsened as compared to the historical data. If the situation does not change even after the instruction to change the control force has been issued, the apparatus failure can be the cause for deterioration. Thus, a decision is made in Step 153 using the aforementioned procedure for reasoning.

In Step 154, reference is made to the action history data for taking action one after another so that action to be taken is selected, in cases where the situation cannot be improved after priority decision has been made in Step 153 and adequate measures have been taken. In Step 155, a decision is made to see whether or not the situation is yet improved after all conceivable measures have been taken. If the situation is not yet improved, the system goes to Step 156 and an instruction is given to allow setting to be made to the default control force. Action is taken to record that the vibration has been caused by an unknown factor.

Apparatus deterioration or failure may be the cause; therefore the result of such decision is also recorded.

If all control measures have not yet been taken, the system goes to Step 157 where a decision is made to see if this processing is the first processing of control force adjustment. If it is the first processing, action in Step 159 is taken. If it is readjustment processing, the previous setting is reset in Step 158 and an instruction is issued to enable the current action, thereby terminating the processing for analysis of the cause for swing and vibration. To put it another way, processing of Step 109 shown in Fig. 3 comes to an end.

In Step 109, action is determined. The instruction for this action is implemented in Steps 110 through 114.

Step 110 provides the action to be taken when the problem has been determined as having been caused by the departure from the assumed car weight. In Step 110, if it has been determined that the swing and vibration have been caused by the actual car weight greater than the assumed value set on the current control force, an instruction is given to the spring force adjustment controller 14 to increase the control force of the vibration cushioning apparatus 15 between the truck and cars.

If it has been determined that swing and vibration have been increased because the car weight is smaller than the value assumed to set to the current control force, an instruction is given to the spring force adjustment controller 14 to decrease the control force of the vibration cushioning apparatus 15 between the truck and cars.

Step 111 provides the action to be taken when it has been determined that the problem is caused by the departure from the natural environment. In Step 111, an instruction is given to the spring force adjustment controller 14 to make such a change as to increase the control force of the vibration cushioning apparatus 15 between the truck and cars, when it has been determined that the swing and vibration are caused because the direction and force of wind is greater than the weight assumed for setting to the control force. Further, an instruction is given to the inter-car damping force controller 16 to increase the control force of the inter-car damper apparatus 17 on the on the windward side.

Step 112 provides action to be taken when it has been determined that the problem is caused by the departure from the assumed status of the track. In Step 112, when it has been determined that, for the status of the track, swing and vibration are caused by deterioration from the track conditions assumed for setting to the current control force, for example, by bumps on the surface of the route or increased bend of the route in the lateral direction, then an instruction is issued to the spring force adjustment controller 14 to adjust control force of the vibration cushioning apparatus 15 between the truck and cars, in such a way as to get the spring force conforming to the period and magnitude of the bumps or bend of the route in the lateral direction.

In a train wherein control is provided in such a way that the car body is tilted, the car body pendulum control can be used especially to improve riding comfort when turning a curve. This method is already adopted. In this form of control, the route data is referenced when the current position is detected with reference to the tire. When a curve has been identified, the car body is tilted toward the inner side of the curve. According to the present invention, coordinate control can be provided in the car equipped with a pendulum control mechanical, with due consideration given to the characteristic thereof, although pendulum control is not to be embodied.

In the present invention, if a curve is turned at a speed higher than the preset value, the estimated overload will increase, and therefore an instruction is given to the spring force adjustment controller 14 to increase the control force of the vibration cushioning apparatus 15 between the truck and cars. if the pendulum control is not implemented as planned, for some reason, then the magnitude of the centrifugal force is detected from the gyro 54 or acceleration sensor 53, and control is provided to increase the control force of the vibration cushioning apparatus 15 between the truck and cars.

Step 113 provides action to be taken when the problem is caused by the departure from the planned control force with respect to the instruction of the control force. In Step 113, an instruction is given to the spring force adjustment controller 14 to make such a change as to increase the control force of the vibration cushioning apparatus 15 between the truck and cars, when it has been determined that the swing and vibration have been increased because the control force is smaller than the value planned with respect to the control force instruction. If the inter-car damper control force is insufficient, an instruction is issued to the inter-ear damping force controller 16 to increase the control force of the inter-ear damper apparatus 17.

In the meantime, an instruction is given to the spring force adjustment controller 14 to make such a change as to decrease the control force of the vibration cushioning apparatus 15 between the truck and cars, when it has been determined that the swing and vibration have been increased because the control force is greater than the value planned with respect to the control force instruction. If the inter-car damper control force is excessive, an instruction is issued to the inter-car damping force controller 16 to decrease the control force of the inter-car damper apparatus 17.

Step 114 has assumed the cause for troubles, and has taken action. It is the action when no improvement is exhibited after taking all the actions built in Step 114. This is equivalent to the result of Step 156 of Fig. 4. An instruction is given to change the setting to the default control force. Action is taken to record that swing and vibration have occurred due to an unknown reason. Since the apparatus deterioration or failure may be the cause, the history of decision and the result are processed to be stored as storage data.

After any of the Steps 110 through 114 has been taken, the history of control implementation and the result thereof are stored in the on-board database 12 in Step 115. Then the system goes back to Step 102 to repeat the processing. The aforementioned processing is applied on a cyclic basis during the travel. Thus, riding comfort is provided in such a way as to minimize discomfort resulting swing and vibration, unless the causes for apparatus failure or swing and vibration resulting from unknown causes have been detected.

In Step 115, data is stored in the on-board database 12 for each cycle of processing to have been controlled. An example of data format for keeping a record is shown in Table 1 (Fig. 5). One block in the direction of a column in the Table represents an example of the data recorded in one cycle. The left end of the Table indicates the items.

As shown in the stop row of the table, examples from the n-th onward are given as a control cycle. The n-th item is followed by the n + 1st item, then by the n + 2nd item. In this case, data is kept on record at an interval of five seconds. Recording cycle can be adjusted with consideration given to actual situation of control. For example, when qualitative information is not yet established, the capacity of the onboard database is increased and the recording cycle is contracted to capture detailed information. On the other hand, if a sufficient amount of route information has been captured without small changes, the recording cycle is expanded to save the capacity of the on-board database.

According to the actual situation, the recording cycle and the capacity of the on-board database are determined and control is implemented, while recording is carried out continuously. This situation is shown in the row on the right end. Items are associated with the information of the sensor mounted on the train.

They are associated with the train number, train composition number, time of day, current position, and swing and vibration are arranged according to the direction. The amplitude, frequency, acceleration, yaw rate, the strength of control force, train speed, estimated weight and meteorological data are set.

These items vary naturally with the type of the mounted sensor and items to be observed. In this case, the system shown in Fig. 1 is illustrated.

Creating an image of the train running environment, Fig. 6 shows how control is implemented. A trainset consists of three cars, which are represented as a train A 201, a train B 202 and a train C 203. For the wiring 200 of the route, one line indicates the route traveled by each train. A double track is used partway between stations. The direction in which each train vehicle is headed is indicated by the arrow marked on the train. Only a station A 205 and station B 206 are shown as stations in this virtual route.

As illustrated, once the timetable and vehicle operation program are determined, the environment of the route to be traveled is identified in advance, and the optimum control force can be set for each train in the form associated with the traveling spot. To be more specific, in Step 105 of Fig. 3, the optimum control force can be set before traveling in the form associated with the traveling position, according to the information on branched positions of the route, the location of a tunnel, track environment (e.g. curve, viaduct, slab track and ballast track) and changes on the route environment based on the stored mileage information. In response to these conditions, adequate control environment is adjusted in advance.

In the meantime, dynamic conditions are as follows: Assume that each of stations A and B has four tracks.

The train A is waiting at the station A is loaded with passengers so that its weight has increased. On this assumption, Step 110 of Fig. 3 is activated in such a way that the control force of the vibration cushioning apparatus 15 between the truck and cars is increased, and the train starts under this condition. The drawing shows that the train C reaches the track that is branched at the station B and is bent, according to the

timetable.

The drawing shows an example of a train located on the branched route. In the previous Step 105, before the train enters such a branched portion, the presence of the branch ahead and possibility of substantial rolling are already known from the function of setting the control force resulting from the traveling environment. Thus, just before the branched portion, the control force of the vibration cushioning apparatus between the truck and cars, and inter-car damper apparatus 17 is increased in advance, whereby rolling is minimized.

The route section 204 indicates the portion of the route, which is evaluated as being subjected to a big distortion, according to the history of traveling.

With the advance of the train A, the vibration cushioning apparatus 15 between the truck and cars is adjusted to the optimum control force before entering the route section 204. The train B 202 is shown to be turning a curve. In this case, assume that the train B is not equipped with an adequate pendulum apparatus.

Then the train B tends to tilt toward the outside of the curve due to centrifugal force. To reduce this tilting force, before the train enters the curve, action is taken to increase the control force of the vibration cushioning apparatus 15 between the truck and cars on the left side in the direction in which the vehicle is headed, as well as the inter-car damper apparatus 17.

When a pendulum apparatus is installed on the train B. control is implemented so as to reduce the swing and vibration in conformity to the characteristics of the pendulum apparatus, or to the control force at the time of normal running on a straight line is used unchanged.

In this way, the past data and information provided by the type of sensor 13 are utilized to provide adaptive adjustment of the vibration cushioning apparatus 15 between the truck and cars and inter-car damper apparatus 17, whereby the swing and vibration are reduced and the riding comfort is improved.

When viewed for each train, the strength of the control force of the vibration cushioning apparatus 15 between the truck and cars and intercar damper apparatus 17 is the same as that in the average control of the train. If data is stored in the on-board database 12 for each car and the processing shown in Fig. 3 is applied for each car, then more detailed control can be implemented. Further, when the train composition is set, control can be implemented with due consideration given to status of the train composition.

So far, no reference has been made to the configuration of the railway car 1 or the status of traveling. Each railway car normally has a slightly different configuration and function. Fig. 7 shows an example of a virtual train composition. The arrow mark indicates the direction in which the car is headed.

Normally, a railway vehicle is operated according to a predetermined composition unit. Driver seats 255 (wherein reference symbols a and b as subdivisions indicate the apparatuses of the same function provided separately in each car) are provided on the cars 250 and 254 on both ends of the trainset.

The motor controller 19 is mounted on each car in some cases. However, in many cases, it is mounted on only the car 251 of the trainset, not on other cars, as illustrated. Further, a pantograph 253 is mounted on the special equipment vehicle alone. Thus, in normal cases, the configuration and weight balance are slightly different among individual cars. As is indicated by an arrow mark in the drawing, the train moves from left to right in the drawing. Even if the car configuration is exactly the same, the leading car, intermediate car and trailing car are subjected to different wind pressures.

Accordingly, the processing given in Fig. 3 is applied to each car, with consideration given to the car configuration, the function and the direction in which the car is headed. In this way, sophisticated control can be achieved by the arrangement shown in Fig. 1. To be more specific, as illustrated, the information provided by the type of sensor 13 installed on each car is calculated by the train running control apparatus 10 for each car, and the output is set independently for each car, whereby sophisticated control can be achieved. Further, the swing and vibration produced by the distortion and bend of the track upon arrival at a predetermined position can controlled in a sophisticated manner by adjusting the control force before each car reaches the position where running environment has deteriorated.

Fig. 8 shows an example of the curve of motion 260 when a train runs in a virtual section.

The vertical axis denotes the speed and the horizontal axis indicates the position. A training having started station A is running to station C. Needless to say, the train is accelerated when it has - 42 left the station, and is decelerated before stopping at station B or C. However, if there is any section of limited speed 265 due to a curve or a construction site between stations as illustrated, the train is forced to reduce the speed, and the maximum speeds between stations are not always constant. In most cases, the maximum speeds between stations are different.

In the drawing, the acceleration section is assigned with reference numerals 261 and 263, and the deceleration section is assigned with reference numerals 262, 264 and 265. In the acceleration section, notch control is implemented, and the deceleration notch control is implemented in the deceleration section. In the low-speed running section, control is provided so as to follow the target speed by combination with coasting. Notch control is not often used. Accordingly, in the acceleration and deceleration sections, acceleration shock may be felt on the front or rear of the train for notch change, acceleration or deceleration.

To mitigate this shock, it is preferred to increase the control force of the vibration cushioning apparatus between the truck and cars and intercar damper apparatus 17, thereby reducing the pitching. When running at a low speed between stations, acceleration/deceleration control is not frequently used. It is preferred to set the control force at a reduced value to ensure that the adverse effect of the bumps of the route can be absorbed by the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17. Preliminary control can be implemented based on the timetable information and position detected information according to the arrangement shown in Fig. 1. This information is stored in the on-board database 12 as the information to used in Step 105 shown in Fig. 3, whereby this control can be implemented.

Fig. 9 shows an example of updating the on-board database to be carried out by the train running control apparatus 10. The status of the control during the travel and the result of sensing by sensors are stored in the on-board database 12 in the form shown in Table 1, every time the train runs. The running environment is not always constant. The status of the route and roadbed varies with time. Accordingly, the optimum control force of the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17 also undergoes a change.

Incidentally, unlike meteorological changes or changes in car weight, this change normally occurs with a certain position specified. Alternatively, this change occurs as a very slow change in the form of secular change. In the meantime, maintenance is also carried out, wherein the characteristics of the roadbed and route may undergo stepwise changes. Even in this case, the change in the status can be estimated by the analysis of data associated with the traveling position.

Thus, characteristics can be identified by collective analysis of several pieces of the data captured at the time of traveling in the same line section, as shown in Fig. 9.

The drawing shows the case where the m + 1st running data 271, m + 2nd running data 272 and m + k-th running data 273 are subjected to statistics processing, based on the m-th running data 270. For example, assume that the route of a particular position has deteriorated so that the surface appears corrugated. The running data showing that the swing and vibration are increased

especially at that position is observed on a priority basis. Accordingly, when the train is running at that position, control force setting information 275 for traveling in this line section is updated in advance so that the vibration cushioning apparatus 15 between the truck and cars and the inter car damper apparatus 17 will be placed in the optimum strength of the control force thereof.

As described above, in the line section traveled by the car, the optimum control of the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17 at a predictable site is updated whenever necessary, whereby adaptive optimization in the reduction of the swing and vibration is implemented. If the car runs in this line section for the first time, it receives the control force setting information 275 from the traffic control system 31 or has the information reset via the input/output apparatus 20. Then the control force is set upon reading this information.

Fig. 10 shows an example of a system configuration when the control force setting information 275 is stored into the on-board database in a concentrated manner and is placed under management. To be more specific, the function is the same as the adaptive optimization in the reduction of swing and vibration in the system shown in Fig. 1. The system is configured in such a way that the control force setting information 275 to be read before running is managed in the on-board database in a concentrated manner, with respect to the already known traveling status.

In this case, the on-board database 12 stores the map information and the information received by the wayside database. It is used for temporary storage of the traveling data, captured by a series of running operations, shown in Table 1 (Fig. 5). The information is sent to the traffic control system whenever necessary, after the travel in this series of operations or during the travel, and is transmitted to a control database management apparatus 302. It can be transmitted by radio or by means of a disk memory apparatus, a solid state memory apparatus or any of other types of media, as deemed appropriate.

The control database management apparatus 302 receives the travel data shown in Table 1 (Fig. 5) for each travel and stores it in the wayside database 301.

Similarly to the process to be implemented by the train running control apparatus 10, the control database management apparatus 302 performs the processing of updating the wayside database 301 for each car composing the trainset under centralized management.

The information updated for each car composing the trainset is stored in the same form as the control force setting information 275.

Each piece of information is sent to the on-board database 12 before running, via the aforementioned radio communication and solid state storage medium. It is referenced by the train running control apparatus 10 whenever necessary. The control force of the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17 is adjusted in advance within the range that can be referenced from the past data. The same processing as that shown in Fig. 3 is implemented by the train running control apparatus 10 on board the train during the operation.

If it has been determined that the swing and vibration are not sufficiently reduced due to the changes in the car weight, meteorological conditions and the status of the track, then the control force of the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17 is adaptively adjusted, thereby achieving the optimum reduction in swing and vibration.

In the system configuration shown in Fig. 1 as well as that shown in Fig. 10, the spring force adjustment controller 14 and the inter-car damping force controller 16 are arranged in a distributed layout conforming to the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17. It is also possible to arrange such a configuration that these apparatus functions are centralized in the train running control apparatus 10, to ensure that the result of the control output is transmitted via the control line to the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17. It is also possible to make such arrangements that the logic is incorporated in a large-scale integrated circuit, which is built in the vibration cushioning apparatus 15 between the truck and cars and the inter-car damper apparatus 17, whereby the logic is implemented.

To be more specific, the optimum form of system configuration should be selected by giving consideration to the operational convenience, i.e. by determining whether priority is given to flexibility based on a block structure or to the simplicity of system configuration.

The railway car has been discussed so far. Fig. shows an example of application to other traffic system.

Car navigation apparatuses for automobile have come into widespread use. If a destination is set, route guidance is provided. Further, the car navigation apparatus has a position detecting function as the basics of functions, as well as an input/output device for selection of a preferred function.

Such functions allow an automobile to utilize the control force optimization function discussed so far.

As illustrated, a navigation apparatus 351 is mounted on a car 350. Numeral 354 denotes the enlarged view of the displayed portion. The current position 357 and destination 358 are inputted. A solid line 355 indicates the result of route guidance.

Assume that the road section 356 subjected to increased vibration due to damaged road surface has been detected from: the result of route guidance: information of the on-board database 360 storing the result of measuring the swing and vibration in the past traveling operation using the type of sensor 13 connected to the navigation apparatus 351; or the information captured from the navigation service center.

Then the control force of shock absorbs 352 and 353 is adequately adjusted before the car enters the road section 356, thereby ensuring the control to be provided in such a way as to reduce swing and vibration.

The on-board database management apparatus 359 updates the recording data of the on-board database 360.

For example, it collects several pieces of data obtained from passing through the same road, and provides statistics processing in conformity to Fig. 9, thereby updating the information of the on-board database 360. Arrangements can be made to ensure that the driver determines whether or not this control is automatically implemented through the input/output interface of the navigation apparatus 351. This will allow the driver to make selection as desired.

Further, when the present invention is applied to an automobile, it can be applied to a bus on a regular route. This will provide almost the same functions as those when applied to a railway car. To be more specific, in the bus on a regular route, the route for - 50 traveling is set in advance and the bus is always operated along the route. This provides management, processing and control similar to those in the track of the railway car.

A on-board database is installed on a passenger car, as shown in Fig. 10 to collect information from a plurality of cars. This arrangement provides more wide-ranging functions. To put it another way, information from a plurality of cars are stored in this on-board database, which is capable of comprehensively capturing information on the road where the car travels.

This arrangement provides management, processing and control similar to those in the track of the railway car. Such an on-board database can be installed and operated in a taxi company or in an organization organized by users.

As described above, when a train runs, the present invention refer to the past data and checks for a route planned for subsequent traveling. If preliminary optimization of the control force characteristics is possible, the traveling position is adjusted to reduce swing and vibration, so as to ensure preliminary optimization of the control force. To cope with dynamically changing factors, the present invention captures information from various sensors to implement dynamic optimization. The present invention is also capable of outputting the alarm information indicating possible failure of the apparatus, thereby keeping the optimum riding comfort at all times, and improving maintenance efficiency at the same time.

However, it is to be understood that the present invention is not subjected to any restriction of the aforementioned embodiments. The present invention can be modified in a great many of variations, without departing from the spirit of the invention stated in Claims.

Claims

WHAT IS CLAIMED IS: 1. An adaptive car control system comprising; control

force adjusting means for adjusting the strength of the control force of a vibration cushioning apparatus between an apparatus sustaining wheels and a vehicle body and/or an inter-car damper; a database for storing map information, and information on the strength of the optimum control force derived from the past mileage stored together with the site information of said map; and position detecting means mounted on said car; wherein the strength of said control force is adequately adjusted, based on the information on the traveling site detected by said position detecting means and information on the optimum strength of said control force stored in said database.
2. The adaptive car control system according to Claim 1, wherein if said car is a rolling stock, reference is made to the diagram information for the traveling of said car, and to the configuration of the track of the route intended to be traveled subsequently by the car; and wherein the strength of said control force is adjusted before said car enters the section where a prediction has been made of the need of changing the strength of the control force of the vibration cushioning apparatus and/or the inter-car damper.
3. The adaptive car control system according to Claim 1, wherein if said car is an automobile, reference is made to the route information for the traveling of said car, and to the configuration of the road of the route intended to be traveled subsequently by the car; and wherein the strength of said control force is adjusted before said car enters the section where a prediction has been made of the need of changing the strength of the control force of the vibration cushioning apparatus and/or the inter- car damper.
4. The adaptive car control system according to any one of Claims 1 through 3, comprising: means for capturing meteorological information for said car; means for measuring the weight of said vehicle body; and swing/vibration detecting means for detecting swing and vibration of said vehicle body; said adaptive car control system including the steps of: associating said detected information with the traveling site information detected by said position detecting means and storing it in said database; wherein, when said swing and vibration of the vehicle body have exceeded the tolerance, said adaptive car control system analyzes the condition of detecting the swing and vibration of said vehicle body, and adjusts the strength of said control force.
5. The adaptive car control system according to Claim 4 or 5, further comprising means for determining the possibility of an apparatus trouble and issuing an alert, if the swing and vibration of said vehicle body still exceeds the tolerance subsequent to adjustment of the strength of said control force.
6. The adaptive car control system according to Claim 4 comprising statistics processing means for applying statistics processing to the information on the detected swing and vibration of the vehicle body stored in said database; wherein, when said swing and vibration of the vehicle body have exceeded the tolerance, said adaptive car control system updates the information on the strength of said optimum control force stored in said database, based on the result of said statistics processing.
7. The adaptive car control system according to any one of Claims 1 through 3, wherein, when a plurality of said vehicle bodys are connected to form a trainset, at least said control force adjusting means, database and position detecting means are mounted on each vehicle body.
8. An adaptive car control system wherein each vehicle body is equipped with: control force adjusting means for adjusting the control force of a vibration cushioning apparatus between an apparatus sustaining wheels and a vehicle body and/or an inter-car damper: a database for storing map information, and information on the strength of the optimum control force derived from the past mileage stored together with the site information of said map; position detecting means for detecting the position of said car; means for capturing meteorological information; means for measuring the weight of said vehicle body; swing/vibration detecting means for detecting swing and vibration of said vehicle body; control means for controlling said control force adjusting means based on the traveling site information detected by the position detecting means and the information on the strength of the optimum control force stored in said database; store means for associating each information including said meteorological information, said weight of said vehicle body, and said swing and vibration with the traveling site information detected by said position detecting means, and storing the associated information in said database; and communication means for sending said associated information in said database to the wayside integration system; wherein the wayside integration system is equipped with: statistics processing means for processing statistically the information from a plurality of the cars; and communication means for sending back the result of said statistics processing to the communication means on the cars.
9. The adaptive car control system according to Claim 8 wherein, when said swing and vibration of the vehicle body have exceeded the tolerance, said adaptive car control system analyzes the condition of detecting the swing and vibration of said vehicle body, and adjusts the strength of said control force.
10. The adaptive car control system according to Claim 8, further comprising alert means for determining the possibility of an apparatus trouble and issuing an alert, if the swing and vibration of said vehicle body still exceeds the tolerance subsequent to adjustment of the strength of said control force.
11. The adaptive car control system according to Claim 8, further comprising statistics processing means for applying statistics processing to the information on said detected swing and vibration of the vehicle body stored in said database, wherein, when said swing and vibration of the vehicle body have exceeded the tolerance, said adaptive car control system updates the information on strength of said optimum control force stored in said database, based on the result of said statistics processing.
12. The adaptive car control system according to Claim 8, wherein, when a plurality of said vehicle bodys are connected to form a trainset, at least said control force adjusting means, database and position detecting means are mounted on each vehicle body.
13. An adaptive car control method comprising; a step of adjusting the strength of the control force of a vibration cushioning apparatus between an apparatus sustaining wheels and a vehicle body and/or an inter-car damper; a step of storing into a database the map information and information on the strength of the optimum control force derived from the past mileage stored together with the site information of said map; and a step of adequately adjusting the strength of said control force, based on the information on the traveling site detected on said car and information on the optimum strength of said control force stored in said database.
14. The adaptive car control method according to Claim 13 comprising: if said car is a rolling stock, a step of referring to the diagram information for the traveling of said car, and to the configuration of the track of the route intended to be traveled subsequently by the car; and a step of adjusting the strength of said control force before said car enters the section where a prediction has been made of the need of changing the strength of the control force of the vibration cushioning apparatus and/or the inter-car damper.
15. The adaptive car control method according to Claim 13 comprising: if said car is an automobile, a step of referring to the route information for the traveling of said car, and to the configuration of the road of the route intended to be traveled subsequently by the car; and a step of adjusting the strength of said control force before said car enters the section where a prediction has been made of the need of changing the strength of the control force of the vibration cushioning apparatus and/or the inter-car damper.
16. An adaptive car control method comprising: a step of measuring meteorological information for said car, the weight of said car, and the swing and vibration of said car; a step of associating said detected information with the traveling site information detected by said position detecting means and storing it in said database; and a step of analyzing the condition of detecting the swing and vibration of said car when said swing and vibration of the car have exceeded the tolerance, and adjusting the strength of said control force.
17. The adaptive car control method according to Claim 16 comprising a step of determining the possibility of an apparatus trouble and issuing an alert, if the swing and vibration of said vehicle body still exceeds the tolerance subsequent to adjustment of the strength of said control force.
18. The adaptive car control method according to Claim 16 comprising: a step of applying statistics processing to the information on the detected swing and vibration of the vehicle body stored in said database; and a step of updating the information on strength of said optimum control force stored in said database, based on the result of said statistics processing, when said swing and vibration of the vehicle body have exceeded the tolerance.
19. The adaptive car control method according to Claim 13, wherein, when a plurality of said vehicle bodys are connected to form a trainset, at least said control force adjusting means and database are mounted on each vehicle body; and said traveling site information is detected for each vehicle body.