CN110198877B - Damping device for railway vehicle - Google Patents

Abstract

The damping device (V) for a railway vehicle of the present invention includes an actuator (A) capable of unloading while the pump (12) is driven by the electric motor (15), and is provided on the vehicle body (B) and detects the vehicle body (B). The acceleration sensor (40) of the acceleration in the left-right direction of the ), and the controller (C) that controls the actuator (A) according to the acceleration, while driving the motor (15) and unloading the actuator (A) , and measure the offset value that eliminates the drift component contained in the output value of the acceleration sensor (40).

Description

Shock Absorber for Railway Vehicles

technical field

The present invention relates to improvements in damping devices for railway vehicles.

Background technique

A railway vehicle is sometimes provided with a shock absorber for a railway vehicle, and the shock absorber for a railway vehicle includes a double-acting actuator mounted between the vehicle body and the front and rear trolleys, an acceleration sensor that detects acceleration in the front and rear of the vehicle body, and A controller that controls the actuator and suppresses vibrations in the left and right directions with respect to the forward direction of the vehicle body.

In such a shock absorber for railway vehicles, as disclosed in JP2013-1304A, for example, the controller obtains the control force to be generated by the actuator from the acceleration detected by the acceleration sensor, and causes the actuator to exert a function of suppressing vibration of the vehicle body. The thrust thus suppresses the vibration of the vehicle body.

SUMMARY OF THE INVENTION

The actuator in the above-mentioned shock absorber for a railway vehicle is an electric hydraulic cylinder, and the expansion and contraction operation is performed by the pressurized oil supplied to the cylinder block from a pump driven by an electric motor.

An inverter for driving a motor is mounted on such an actuator. Under the influence of electromagnetic waves or the like generated by a current flowing through the inverter when the motor is driven, noise is superimposed on the output of the acceleration sensor to cause drift. .

Since the drift component caused by the noise superimposed on the output of the acceleration sensor has a low frequency, a method of removing the drift component by performing high-pass filter processing on the output of the acceleration sensor is generally adopted.

However, when the high-pass filter processing is performed, the acceleration detected by the acceleration sensor is ahead of the phase of the actual acceleration, and it takes time until the drift component is completely removed and the output is stabilized. Therefore, when the damping control is executed when the motor is started, the controller obtains the control force from the drift component and drives the actuator even though no acceleration is actually applied to the vehicle body, and thus there is a problem that the damping effect is deteriorated.

On the other hand, since the drift amount of the accelerometer when the motor is started can be measured in advance, it is also attempted to set this as an offset value, and use the offset value to eliminate the drift component included in the output of the accelerometer when the motor starts. .

As long as the drift amount is always fixed, the drift amount may change due to aging of the accelerometer, etc. Even if the output of the accelerometer is corrected using a preset offset value, there is still a deviation from the actual acceleration. A problem that causes the damping effect to deteriorate.

Therefore, an object of the present invention is to provide a damping device for a railway vehicle that can remove a drift component from the output of an acceleration sensor without impairing the damping effect.

The damping device for a railway vehicle of the present invention includes an actuator capable of unloading while the pump is driven by an electric motor, an acceleration sensor provided on the vehicle body and detecting acceleration in the left-right direction of the vehicle body, and an actuator that controls the actuator based on the acceleration. The controller measures the offset value which eliminates the drift component included in the output value of the acceleration sensor while the motor is being driven and the actuator is being unloaded.

Description of drawings

FIG. 1 is a cross section of a railway vehicle on which a damping device for a railway vehicle according to an embodiment is mounted.

FIG. 2 is a detailed view of an example of an actuator.

3 is a control block diagram of a controller in the damping device for railway vehicles according to the embodiment.

FIG. 4 is a flowchart showing the steps of measuring and determining the offset value.

Detailed ways

Hereinafter, the present invention will be described based on the embodiments shown in the drawings. The damping device V for a railway vehicle in one embodiment is used as a damping device for a body B of a railway vehicle, and as shown in FIG. The actuator A, the acceleration sensor 40 that is installed on the vehicle body B and detects the acceleration α in the left-right direction of the vehicle body B, and the controller C that controls the actuator A. Specifically, in the case of a railway vehicle, the actuator A is connected to a pin P that hangs downward toward the vehicle body B, and is mounted between the vehicle body B and the carriage T in a pair.

The vehicle T rotatably holds the wheels W, and a suspension spring S called a pillow spring is installed between the vehicle body B and the vehicle T to elastically support the vehicle body B, thereby allowing the vehicle body B to move laterally with respect to the vehicle T. .

Also, these actuators A suppress vibrations of the vehicle body B in the horizontal lateral direction with respect to the vehicle advancing direction basically through active control by the controller C.

The controller C obtains the control force F to be generated by the actuator A based on the horizontal and lateral acceleration α of the vehicle body B with respect to the vehicle forward direction detected by the acceleration sensor 40, and sends the generation and control force to each actuator A. F corresponds to the thrust command. In this way, the damping device V for a railway vehicle causes the actuator A to exert the control force F, thereby suppressing the lateral vibration of the vehicle body B. As shown in FIG.

Next, the specific configuration of the actuator A will be described. It should be noted that, in the case of the illustration, two actuators A are provided for each of the carriages T, but only one may be provided. In addition, one controller C may be provided for each of the actuators A. As shown in FIG.

In this example, as shown in FIG. 2 , the actuator A includes: a cylinder 2 connected to one of the body B of the railway vehicle and the trolley T; a piston 3 slidably inserted into the cylinder 2; A rod 4 connected to the other side of the body B and the trolley T and the piston 3 in 2; a tank 7 for storing the working fluid; a pump 12 capable of sucking the working fluid from the tank 7 and supplying the working fluid to the rod side chamber 5; driving The electric motor 15 of the pump 12; and the hydraulic circuit HC which controls the switching of the expansion and contraction of the actuator A and the thrust force are constituted as a single-rod type actuator.

In addition, in this example, the rod side chamber 5 and the piston side chamber 6 are filled with hydraulic oil as the hydraulic fluid, and the case 7 is filled with gas in addition to the hydraulic oil. In addition, it is not necessary to compress and then fill the inside of the casing 7 to be in a pressurized state. In addition, as the working fluid, other fluids may be used in addition to the working oil.

The hydraulic circuit HC includes: a first on-off valve 9 provided in a first passage 8 that communicates the rod-side chamber 5 and the piston-side chamber 6; and a second on-off valve 11 provided in a second passage 10 that communicates the piston-side chamber 6 and the casing 7 ; And a variable relief valve 22 which is arranged in the discharge passage 21 of the connecting rod side chamber 5 and the casing 7 and whose opening pressure is variable.

Furthermore, basically, when the first on-off valve 9 is used to bring the first passage 8 into a connected state, the second on-off valve 11 is closed and the pump 12 is driven, the actuator A is extended, and when the second on-off valve 11 is used When the second passage 10 is brought into the communication state, the first on-off valve 9 is closed, and the pump 12 is driven, the actuator A contracts.

Hereinafter, each part of the actuator A will be described in detail. The cylinder block 2 has a cylindrical shape, and its right end in FIG. 2 is closed by a cover 13 , and an annular rod guide 14 is attached to its left end in FIG. 2 . In addition, the rod 4 movably inserted into the cylinder 2 is slidably inserted into the rod guide 14 . One end of the rod 4 protrudes toward the outside of the cylinder block 2 , and the other end inside the cylinder block 2 is connected to the piston 3 slidably inserted into the cylinder block 2 .

In addition, the space between the outer periphery of the rod 14 and the cylinder block 2 is sealed by a sealing member (not shown), whereby the inside of the cylinder block 2 is maintained in a sealed state. Furthermore, the rod-side chamber 5 and the piston-side chamber 6 which are partitioned by the piston 3 in the cylinder 2 are filled with hydraulic oil as described above.

In addition, in the case of this actuator A, the cross-sectional area of the rod 4 is set to half the cross-sectional area of the piston 3, and the pressure receiving area on the side of the rod side chamber 5 of the piston 3 is set to be equal to that on the side of the piston side chamber 6. One-half of the pressure area. Therefore, if the pressure in the rod-side chamber 5 is made the same during the expansion and contraction operations, the thrust forces generated in both expansion and contraction are equal, and the amount of hydraulic oil with respect to the displacement of the actuator A is also equal on both sides of the expansion and contraction. same.

Specifically, when the actuator A is extended, the rod-side chamber 5 and the piston-side chamber 6 are brought into communication. Then, the pressures in the rod side chamber 5 and the piston side chamber 6 are equal, and the actuator A generates a thrust force obtained by multiplying the pressure receiving area difference between the rod side chamber 5 side and the piston side chamber 6 side of the piston 3 by the above pressure. Conversely, when the actuator A is retracted, the communication between the rod-side chamber 5 and the piston-side chamber 6 is disconnected, and the piston-side chamber 6 and the casing 7 are brought into communication. Then, the actuator A generates a thrust force obtained by multiplying the pressure in the rod side chamber 5 by the pressure receiving area of the piston 3 on the rod side chamber 5 side.

In short, the thrust force generated by the actuator A is a value obtained by multiplying the pressure of the rod side chamber 5 by one half of the cross-sectional area of the piston 3 in both expansion and contraction. Therefore, when controlling the thrust of the actuator A, it is sufficient to control the pressure of the rod-side chamber 5 in both the expansion operation and the contraction operation. In addition, in the actuator A of this example, since the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to be half of the pressure receiving area on the piston side chamber 6 side, the same occurs on both sides of the expansion and contraction. At the time of thrust, the pressure of the rod side chamber 5 is the same on the expansion side and the contraction side, so that the control becomes easy. In addition, since the amount of hydraulic oil relative to the displacement amount is also the same, there is an advantage that the responsiveness is the same on both sides of the expansion and contraction. Furthermore, even when the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to be half the pressure receiving area on the piston side chamber 6 side, the pressure in the rod side chamber 5 can be used to control the pressure of the actuator A. The thrust on both sides of the telescoping remains the same.

Returning to the previous, the left end of the rod 4 in FIG. 2 and the cover 13 that closes the right end of the cylinder 2 are provided with attachment parts (not shown), and the actuator A can be attached to the body B and the trolley T of the railway vehicle. between.

Furthermore, the rod side chamber 5 and the piston side chamber 6 communicate with each other through the first passage 8 , and the first on-off valve 9 is provided in the middle of the first passage 8 . The first passage 8 communicates the rod-side chamber 5 and the piston-side chamber 6 outside the cylinder 2 , but may be provided in the piston 3 .

The first on-off valve 9 is an electromagnetic on-off valve having a communication position that opens the first passage 8 to communicate the rod-side chamber 5 and the piston-side chamber 6 , and shuts off the first passage 8 to communicate the rod-side chamber 5 to the piston-side chamber 6 . Disconnected cut-off position. Furthermore, the first on-off valve 9 is located at the communicating position when energized, and is located at the blocking position when not energized.

Next, the piston side chamber 6 and the casing 7 are communicated with each other through the second passage 10 , and the second on-off valve 11 is provided in the middle of the second passage 10 . The second on-off valve 11 is an electromagnetic on-off valve, and includes a communication position that opens the second passage 10 to communicate the piston-side chamber 6 and the case 7 , and shuts off the second passage 10 to communicate the piston-side chamber 6 to the case 7 . Disconnected cut-off position. Then, the second on-off valve 11 is located at the communicating position when energized, and is located at the blocking position when not energized.

The pump 12 is driven by an electric motor 15 that rotates at a predetermined rotational speed under the control of the controller C, and discharges hydraulic oil only in one direction. Furthermore, the discharge port of the pump 12 communicates with the rod side chamber 5 through the supply passage 16 , and the suction port communicates with the case 7 , so that the pump 12 sucks hydraulic oil from the case 7 and supplies it to the rod side chamber 5 when driven by the electric motor 15 . working oil.

As described above, the pump 12 discharges hydraulic oil only in one direction, and there is no switching operation of the rotation direction. Therefore, there is no problem of changing the discharge amount during rotation switching, and an inexpensive gear pump or the like can be used. Furthermore, since the rotation direction of the pump 12 is always the same direction, the motor 15 as a drive source for driving the pump 12 is not required to have high responsiveness for rotation switching, and accordingly, an inexpensive motor can be used for the motor 15 . In addition, in the middle of the supply passage 16 , a check valve 17 for preventing the backflow of the hydraulic oil from the rod side chamber 5 toward the pump 12 is provided. In addition, the electric motor 15 is driven by receiving power supply from an inverter circuit (not shown) controlled by the controller C.

Furthermore, as described above, the hydraulic circuit HC of this example includes the discharge passage 21 connecting the rod side chamber 5 and the case 7 , and the variable relief valve 22 provided in the middle of the discharge passage 21 and having a variable opening pressure.

In this example, the variable relief valve 22 is a proportional electromagnetic relief valve, and the valve opening pressure can be adjusted according to the amount of current supplied. When the amount of current is maximum, the valve opening pressure is set to the minimum, and when no current is supplied Set the valve opening pressure to maximum.

In this way, when the discharge passage 21 and the variable relief valve 22 are provided, when the actuator A is extended and retracted, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22, Thus, the thrust of the actuator A can be controlled according to the amount of current supplied to the variable relief valve 22 . When the discharge passage 21 and the variable relief valve 22 are provided, there is no need for a sensor or the like required for adjusting the thrust of the actuator A, and there is no need to control the motor 15 to a high degree for adjusting the discharge flow rate of the pump 12 . Therefore, the damping device V for railway vehicles becomes inexpensive, and a robust system can be constructed both in terms of hardware and software.

In addition, when the first on-off valve 9 is opened and the second on-off valve 11 is closed, or when the first on-off valve 9 is closed and the second on-off valve 11 is opened, regardless of the driving state of the pump 12, The damping force of the actuator A can be exerted by the actuator A only in either expansion or contraction with respect to vibration input from an external force. Therefore, for example, when the direction in which the damping force is exerted is the direction in which the vehicle body B is vibrated by the vibration of the vehicle T of the railway vehicle, the actuator A can be made to function as a unidirectionally acting damper so that the damper does not act in this direction. Direction output damping force. Therefore, the actuator A can easily realize semi-active control based on Karnopp's ceiling theory, and thus can also function as a semi-active damper.

In addition, when the variable relief valve 22 uses a proportional electromagnetic relief valve that can change the valve opening pressure in proportion to the amount of applied current, the control of the valve opening pressure becomes simple, but as long as the valve opening pressure can be adjusted The variable relief valve is not limited to the proportional solenoid relief valve.

In addition, regardless of the opening and closing states of the first opening and closing valve 9 and the second opening and closing valve 11, when the actuator A has an excessive input in the expansion and contraction direction and the pressure in the rod side chamber 5 exceeds the valve opening pressure, the variable The relief valve 22 opens the discharge passage 21 . In this way, the variable relief valve 22 discharges the pressure in the rod side chamber 5 toward the case 7 when the pressure in the rod side chamber 5 becomes equal to or higher than the valve opening pressure, so that the pressure in the cylinder block 2 can be prevented from becoming too large, thereby protecting the Actuator A's system as a whole. Therefore, even when the discharge passage 21 and the variable relief valve 22 are provided, the system can be protected.

Further, in addition to the above-described configuration, the hydraulic circuit HC in the actuator A of the present example further includes a rectifying passage 18 that allows only hydraulic oil to flow from the piston-side chamber 6 to the rod-side chamber 5 , and a hydraulic circuit 18 that allows only hydraulic oil to flow from the casing 7 . Suction passage 19 flowing towards piston side chamber 6 . Therefore, when the actuator A is extended and contracted with the first on-off valve 9 and the second on-off valve 11 closed, the hydraulic oil is squeezed out from the cylinder 2 . Furthermore, since the variable relief valve 22 applies resistance to the flow of the hydraulic oil discharged from the cylinder block 2 , the actuator of this example is in a state where the first on-off valve 9 and the second on-off valve 11 are closed. A functions as a unidirectional flow type damper.

More specifically, the rectifying passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and is provided with a check valve 18a in the middle, so as to allow only one-way flow of the hydraulic oil from the piston side chamber 6 to the rod side chamber 5 aisle. Further, the suction passage 19 communicates the casing 7 and the piston side chamber 6 , and is provided with a check valve 19a in the middle, and is set as a one-way passage that allows only the hydraulic fluid to flow from the casing 7 to the piston side chamber 6 . In addition, the rectification passage 18 may be merged with the first passage 8 when the cutoff position of the first on-off valve 9 is set as a check valve, and the suction passage 19 may be merged with the first passage 8 when the cutoff position of the second on-off valve 11 is set as a check valve. Two channels 10 combined.

In the actuator A thus constituted, even if the first on-off valve 9 and the second on-off valve 11 are both in the cut-off position, the rod side chamber 5 , the piston side chamber 6 and the tank are connected to each other through the rectification passage 18 , the suction passage 19 and the discharge passage 21 . The bodies 7 are connected in series. In addition, the rectification passage 18, the suction passage 19, and the discharge passage 21 are set as unidirectional passages. Therefore, when the actuator A expands and contracts under the action of external force, the working oil is inevitably discharged from the cylinder 2 and returns to the casing 7 through the discharge passage 21 , and the working oil lacking in the cylinder 2 passes through the suction passage 19 from the casing 7 to the casing 7 . Supply in the cylinder block 2 . The variable relief valve 22 acts as a resistance to the flow of the hydraulic oil, and adjusts the pressure in the cylinder 2 to the valve opening pressure. Therefore, the actuator A functions as a passive one-way flow damper.

In addition, in the event of a failure such as failure to energize each device of the actuator A, the first on-off valve 9 and the second on-off valve 11 are respectively located at the cut-off positions, and the variable relief valve 22 is controlled as the valve opening pressure with the pressure fixed to the maximum. valve works. Therefore, in such a failure, the actuator A automatically functions as a passive damper.

Next, when the actuator A exerts a desired thrust in the extension direction, the controller C basically rotates the electric motor 15 to supply hydraulic oil from the pump 12 into the cylinder 2, and puts the first on-off valve 9 in communication position, so that the second on-off valve 11 is in the cut-off position. Thereby, the rod side chamber 5 and the piston side chamber 6 are brought into a communication state, and hydraulic oil is supplied to both from the pump 12 to push the piston 3 toward the left side in FIG. When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22 , the variable relief valve 22 is opened, and the hydraulic oil is discharged toward the case 7 through the discharge passage 21 . Therefore, the pressures in the rod side chamber 5 and the piston side chamber 6 are controlled to the valve opening pressure of the variable relief valve 22 determined by the amount of current applied to the variable relief valve 22 . Then, the actuator A takes a value obtained by multiplying the pressure-receiving area difference between the piston-side chamber 6 side and the rod-side chamber 5 side of the piston 3 by the pressures in the rod-side chamber 5 and the piston-side chamber 6 controlled by the variable relief valve 22 . thrust in the direction of elongation.

On the other hand, when the actuator A is caused to exert a desired thrust in the retraction direction, the controller C rotates the electric motor 15 to supply hydraulic oil from the pump 12 into the rod side chamber 5, and places the first on-off valve 9 at the cut-off position. , so that the second on-off valve 11 is in the communication position. Thereby, the piston-side chamber 6 and the case 7 are brought into the communication state, and the hydraulic oil is supplied from the pump 12 to the rod-side chamber 5, so that the piston 3 is pushed toward the right side in FIG. thrust. Also, when the amount of current of the variable relief valve 22 is adjusted in the same manner as described above, the actuator A multiplies the pressure receiving area of the piston 3 on the rod side chamber 5 side by the rod side chamber 5 controlled by the variable relief valve 22 The thrust in the contraction direction is obtained by the internal pressure.

Here, the upper limit of the pressure of the rod-side chamber 5 is limited to the discharge pressure of the pump 12 driven by the electric motor 15 when the actuator A expands and contracts automatically rather than contracting by an external force. That is, the upper limit of the pressure of the rod-side chamber 5 is limited to the maximum torque that can be output by the motor 15 when the actuator A expands and contracts automatically rather than contracting due to an external force.

In addition, the actuator A not only functions as an actuator but also functions as a damper only by opening and closing the first switching valve 9 and the second switching valve 11 regardless of the driving state of the electric motor 15 . In addition, when switching the actuator A from the actuator to the damper, it is not necessary to perform a complicated and severe switching operation of the first on-off valve 9 and the second on-off valve 11, so that a system with high responsiveness and reliability can be provided. .

Furthermore, when the first on-off valve 9 and the second on-off valve 11 are in the communication position, the rod-side chamber 5 and the piston-side chamber 6 communicate with the case 7 through the first passage 8 and the second passage 10 . In this state, the actuator A is in an unloaded state, and even if the pump 12 is driven by the electric motor 15, the pressure in the rod side chamber 5 and the piston side chamber 6 is always the case pressure, so that the actuator A does not expand or contract, and does not expand or contract. exert thrust. In addition, in the unloaded state, the actuator A expands and contracts almost without resistance when forced to expand and contract by an external force regardless of whether the pump 12 is driven or not driven.

In addition, in the actuator A of this example, since the single rod type is set, it is easier to ensure the stroke length than the double rod type actuator, and the overall length of the actuator is shortened, which is suitable for railways. Vehicle mountability is improved.

In addition, the hydraulic oil supply from the pump 12 in the actuator A of the present example and the flow of the hydraulic oil by the telescopic motion pass through the rod side chamber 5 and the piston side chamber 6 in this order, and finally return to the casing 7 . Therefore, even if gas is mixed in the rod side chamber 5 or the piston side chamber 6, it is automatically discharged to the casing 7 by the expansion and contraction operation of the actuator A, so that it is possible to prevent deterioration of the responsiveness for generating thrust. Therefore, when manufacturing the actuator A, complicated assembly in oil or assembly in a vacuum environment is not forced, and high degassing of the working oil is not required, so that productivity can be improved and manufacturing costs can be reduced. Furthermore, even if gas is mixed into the rod-side chamber 5 or the piston-side chamber 6, the gas is automatically discharged to the casing 7 by the expansion and contraction of the actuator A, so that frequent maintenance for restoring performance is not required, and labor and labor for maintenance can be reduced. cost burden.

Next, as shown in FIG. 3 , the controller C of the present example includes a correction unit 41 that corrects the output value output from the acceleration sensor 40 to obtain the level acting on the vehicle body B in the vehicle forward direction with respect to the vehicle body B The lateral acceleration α; the control calculation unit 42 for obtaining the control force F to be output by the actuator A based on the acceleration α; Valve 11, variable relief valve 22.

The acceleration sensor 40 is provided on the vehicle body B, detects the horizontal lateral acceleration with respect to the vehicle body B in the forward direction of the vehicle, and outputs it to the controller C. As shown in FIG. In addition, the acceleration sensor 40 detects the acceleration as a positive value when facing the direction on the right in FIG. 1 , and detects the acceleration as a negative value when facing the direction on the left in FIG. 1 .

When the electric motor 15 is driven, the correction unit 41 subtracts the offset value from the output value of the acceleration sensor 40 to obtain the acceleration α acting on the vehicle body B in the horizontal direction with respect to the vehicle advancing direction. On the other hand, the correction unit 41 does not perform correction based on the offset value when the motor 15 is not driven, and outputs the output value output by the acceleration sensor 40 as it is as the acceleration α.

As shown in Figure 4, the offset value is determined by measurement. The measurement of the offset value is carried out with the railcars arranged on a flat track. The controller C drives the pump 12 via the electric motor 15, puts the first on-off valve 9 and the second on-off valve 11 in the communicating position, and puts the actuator A into the unloaded state (step ST1). When the actuator A is in the unloaded state, the actuator A does not exert thrust and the vehicle body B does not vibrate. Therefore, the vehicle body B should not be subjected to horizontal and lateral acceleration with respect to the advancing direction of the vehicle. However, when the acceleration of the vehicle body B is detected by the acceleration sensor 40 in this state, the output value of the acceleration sensor 40 is superimposed with a drift component due to electromagnetic noise or the like generated in the inverter circuit that drives the motor 15 . That is, in this state, the output value of the acceleration sensor 40 is not a value indicating that the acceleration acting on the vehicle body B is 0, but an acceleration of a value that pushes the vehicle body B in either the left or right direction is detected, which is caused by the electromagnetic noise or the like described above. the drift component. Therefore, the controller C drives the pump 12 via the electric motor 15, puts the first switching valve 9 and the second switching valve 11 in the communicating position, and puts the actuator A into the unloaded state, and acquires the output value of the acceleration sensor 40 (step ST2 ). ), the output value of the acceleration sensor 40 is determined as a new offset value (step ST3), and the offset value is updated to the newly determined offset value (step ST4).

The offset value may be determined by sampling the output value once, but the output value of the acceleration sensor 40 may contain other noise components. Therefore, in this example, the offset value is determined as follows. The controller C samples the output value of the acceleration sensor 40 a predetermined number of times at a predetermined predetermined sampling period, and divides the sum of the obtained output values by the predetermined number of times the average value of the output values as the offset value. . In addition, when output values are obtained by sampling, they are sequentially added, and when a predetermined number of samplings are completed and divided by a predetermined number of times, the sum of the output values after sampling can always be kept, so that there is no pressure. Storage resource not shown in the controller C. That is, when all sampled output values are stored and the sum of the output values is calculated, it is necessary to store the output values a predetermined number of times in the memory, but when adding the output values each time, it is only necessary to add A sum of sampled output values may be stored in memory. In this way, since the average value of the output values is used as the offset value, it is possible to accurately obtain the offset value that can remove only the drift component due to noise or the like when the motor 15 is driven.

In addition, when determining the offset value, a moving average of the output value of the acceleration sensor 40 may be obtained, and this value may be used as the offset value. The offset value thus obtained is stored in the memory in the controller C, and is updated every time the offset value is measured and determined.

Then, the correction unit 41 always uses the latest offset value to correct the output value of the acceleration sensor 40 when the motor 15 is driven, thereby obtaining the acceleration α. The offset value is a value obtained by removing the drift component when the motor 15 is driven. Therefore, when the motor 15 is not driven, the offset value is not superimposed on the output value of the acceleration sensor 40 . Therefore, the correction unit 41 does not perform correction based on the offset value when the motor 15 is not driven, and outputs the output value output by the acceleration sensor 40 as it is as the acceleration α. Since the value of the drift component superimposed on the output value of the acceleration sensor 40 when the motor 15 is driven changes slowly with time due to the aging of the acceleration sensor 40, etc., the measurement of the offset value only needs to be performed by regular inspections such as regular inspections. and update is sufficient, but the offset value can also be measured and updated at each daily check or pre-run check.

The control calculation unit 42 obtains the control force to be exerted by the actuator A by performing processing with a band-pass filter that removes the steady acceleration, drift component, or noise during curve travel included in the acceleration α obtained by the correction unit 41 . F. In this example, the control computing unit 42 is an H∞ controller, and obtains the control force F that instructs the thrust force to be output from the actuator A in order to suppress the vibration of the vehicle body B from the acceleration α. In addition, the control force F is given positive and negative signs depending on the direction, and the sign indicates the direction of the thrust force that the actuator A should output. After obtaining the control force F, the control computing unit 42 outputs a control command corresponding to the control force F to the drive unit 43 so that the actuator A outputs the control force F.

After receiving the control command, the drive unit 43 supplies current to the first on-off valve 9 and the second on-off valve 11 or stops the current supply according to the sign of the control force F indicated by the control command, thereby driving the first on-off valve 9 and the second on-off valve 11 . The on-off valve 11 is opened or closed. More specifically, when the extension direction of the actuator A is positive and the retraction direction is negative, the drive unit 43 operates as follows. When the sign of the control force F is positive, the direction in which the thrust force of the actuator A is exerted is the extension direction, so the drive unit 43 places the first on-off valve 9 in the communicating position and the second on-off valve 11 in the shut-off position. . Then, the hydraulic oil is supplied from the pump 12 to both the rod-side chamber 5 and the piston-side chamber 6, and the actuator A exerts a thrust in the extension direction. On the other hand, when the sign of the control force F is negative, the direction in which the thrust force of the actuator A is exerted is the contraction direction, so the drive unit 43 puts the first on-off valve 9 at the cut-off position and causes the second on-off valve 11 in a connected position. Then, only the hydraulic oil is supplied from the pump 12 to the rod-side chamber 5 so that the rod-side chamber 5 and the case 7 are communicated with each other, so that the actuator A exerts a thrust in the contraction direction.

In addition, in this example, the control computing unit 42 obtains the control force F only from the acceleration α. On the other hand, acceleration sensors 40 may be provided at the front and rear of the vehicle body B, sway acceleration and yaw acceleration of the vehicle body B may be obtained from the acceleration α in the front and rear of the vehicle body B, and the sway acceleration and yaw acceleration may be obtained from the sway acceleration and the yaw acceleration. The yaw acceleration is used to obtain the control force for suppressing the yaw of the vehicle body B and the control force for suppressing the yaw. In the case of such a configuration, the control force F is obtained by adding the control force for suppressing the yaw and the control force for suppressing the yaw, and the control force F is obtained, and the alignment between the vehicle body B and the cart T arranged before and after the vehicle body B is adjusted. The actuator A may output the control force F, respectively.

In addition, although not shown, the controller C may specifically include the following configurations as hardware resources, for example: an A/D converter for acquiring the signal output by the acceleration sensor 40; storing and acquiring the output value of the acceleration sensor 40 and controlling the A storage device such as a ROM (Read Only Memory) for a program used in the processing required by the actuator A; an arithmetic device such as a CPU (Central Processing Unit) that executes processing based on the program; and a storage device such as a RAM (Random Only Memory) that provides a storage area to the CPU, and each part of the control arithmetic unit 42 of the controller C is realized by executing the program by the CPU.

In this way, the damping device V for a railway vehicle includes the actuator A that can expand and contract by supplying the working fluid from the pump 12 driven by the electric motor 15 and can be unloaded while the pump 12 is being driven by the electric motor 15 , and the actuator A provided on the vehicle body B The acceleration sensor 40 that detects the acceleration in the left-right direction of the vehicle body B, and the controller C that controls the actuator A according to the acceleration, and the acceleration sensor is measured while the motor 15 is driven and the actuator A is unloaded. The offset value of the drift component contained in the output value of 40. Therefore, the damping device V for a railway vehicle can unload the actuator A even when the electric motor 15 is driven, so that the output of the acceleration sensor 40 can be measured in a safe state in which the electric motor 15 is driven and the vehicle body B is not vibrated. Overlapping drift components in the value. Therefore, the damping device V for railway vehicles does not need to perform high-pass filter processing on the output of the acceleration sensor 40, and the offset value can be updated by the measurement. As a result, according to the damping device V for railway vehicles, the offset value can be maintained at an optimum value, and it is not necessary to perform a high-pass method that removes the drift component included in the output value of the acceleration sensor 40 due to the influence of the drive of the electric motor 15 . Even in the filtering process, there is no need to wait for the phase shift and stabilization of the detected acceleration, so that the damping effect can be maintained well. Therefore, according to the damping device V for a railway vehicle of the present invention, the drift component can be removed from the output of the acceleration sensor without impairing the damping effect.

In addition, in the damping device V for railway vehicles of this example, the output value is corrected based on the offset value only when the electric motor 15 is driven. In this way, when the electric motor 15 is switched from non-driving to driving, and when switching from driving to non-driving, a situation in which the value of the acceleration α used for the control greatly changes does not occur. Therefore, in the damping device V for railway vehicles of this example, even when the electric motor 15 is switched from non-driving to driving, and when the electric motor 15 is switched from driving to non-driving, a good damping effect can be obtained. The drift component superimposed in the output value of the acceleration sensor 40 when the motor 15 is driven is added or subtracted stepwise to the output value by switching on/off (driving/non-driving) of the motor 15 . Therefore, when the activation and deactivation of the subtraction of the offset value is switched by switching the electric motor 15 on/off, the value of the acceleration α output from the correction unit 41 is continuous and does not change according to the on/off of the electric motor 15 . Therefore, even if the electric motor 15 is turned on/off, the damping performance does not deteriorate, and the electric motor 15 can be turned off in a situation where the electric motor 15 does not need to be driven during the running of the railway vehicle, whereby the damping for the railway vehicle can be suppressed. Energy consumption of device V.

Furthermore, in the damping device V for a railway vehicle of this example, the output value of the acceleration sensor 40 when the motor 15 is driven is measured for a predetermined number of times, and the obtained output values are sequentially added and divided by the average of the predetermined number of times. The value is set to the offset value. In this way, the storage resources of the controller C are not compressed, and processing can be performed using a memory having a small capacity, so that the damping device V for a railway vehicle becomes inexpensive.

Furthermore, the damping device V for railway vehicles of this example includes: a cylinder block 2; a piston 3; a rod 4; a casing 7; a pump 12 for supplying hydraulic oil to the rod side chamber 5; The first on-off valve 9 in the first channel 8 of the side chamber 5 and the piston side chamber 6; the second on-off valve 11 in the second channel 10 connecting the piston side chamber 6 and the box 7; the second on-off valve 11 in the connecting rod side chamber 5 and the box A variable relief valve 22 with variable opening pressure in the discharge passage 21 of the body 7; a rectifying passage 18 that allows only working oil to flow from the piston side chamber 6 to the rod side chamber 5; and only allows working oil to flow from the tank 7 to the piston Suction channel 19 through which side chamber 6 flows. In the damping device V for a railway vehicle thus constructed, the actuator A functions as a ceiling semi-active damper even when the pump 12 is stopped, so that the damping effect is not lost even while the pump 12 is stopped.

In addition, the actuator A is not limited to the above-mentioned specific structure as long as it can expand and contract by supplying a working fluid from a pump driven by an electric motor, and can be unloaded while the pump is driven by the electric motor.

The preferred embodiments of the present invention have been described above in detail, but modifications, deformations, and changes can be made without departing from the scope of the claims.

This application claims priority based on Japanese Patent Application No. 2017-014308 filed with the Japan Patent Office on January 30, 2017, and the entire contents of this application are incorporated herein by reference.

Claims (4)

1. A shock absorbing device for railway vehicles, characterized in that it has: an actuator that is mounted between the body of the railway vehicle and the trolley, and is capable of expanding and contracting by supplying a working fluid from a pump driven by an electric motor, and capable of unloading during driving of the pump with the electric motor; an acceleration sensor, which is provided on the vehicle body and detects the acceleration in the left-right direction of the vehicle body; and a controller that controls the actuator based on the acceleration; During a period in which the pump is driven by the electric motor and the actuator is unloaded, the controller controls to measure an offset value for eliminating a drift component contained in the output value of the acceleration sensor. 2 . The shock absorbing device for railway vehicles according to claim 1 , wherein: 2 . The controller corrects the output value using the offset value only when the motor is driven. 3. The shock absorbing device for a railway vehicle according to claim 1, wherein During the period in which the pump is driven by the motor and the actuator is unloaded, the output values of the acceleration sensor when the motor is driven are measured a predetermined number of times, and the obtained output values are sequentially compared with each other. The average value obtained by dividing the added value by the predetermined number of times is used as the offset value. 4. The shock absorbing device for a railway vehicle according to claim 1, wherein: The actuator has: cylinder; a piston slidably inserted into the cylinder; a rod inserted into the cylinder and connected to the piston; a rod-side chamber and a piston-side chamber, which are divided within the cylinder by the piston; box; the pump capable of sucking out the working fluid from the tank and supplying the working fluid to the rod side chamber; the electric motor, which drives the pump; a first on-off valve, which is arranged in a first passage that communicates the rod side chamber with the piston side chamber; a second on-off valve, which is arranged in the second passage connecting the piston side chamber with the casing; a variable relief valve, which is arranged in the discharge passage connecting the rod side chamber and the box body; a rectifying passage that allows only working oil to flow from the piston side chamber to the rod side chamber; and A suction passage that allows only hydraulic oil to flow from the tank to the piston side chamber.

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