EP0704364B1 - Dämpfer zum Dämpfen von seitlichen Bewegungen eines Schienenfahrzeugs und Dämpfersystem - Google Patents

Dämpfer zum Dämpfen von seitlichen Bewegungen eines Schienenfahrzeugs und Dämpfersystem Download PDF

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Publication number
EP0704364B1
EP0704364B1 EP19950306897 EP95306897A EP0704364B1 EP 0704364 B1 EP0704364 B1 EP 0704364B1 EP 19950306897 EP19950306897 EP 19950306897 EP 95306897 A EP95306897 A EP 95306897A EP 0704364 B1 EP0704364 B1 EP 0704364B1
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EP
European Patent Office
Prior art keywords
damping force
side chamber
damper
valve
flowpassage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP19950306897
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English (en)
French (fr)
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EP0704364A1 (de
Inventor
Kenichi c/o Railway Techn. Res. Inst. Kasai
Kimiaki c/o Railway Techn. Res. Inst. Sasaki
Takayuki c/o Railway Techn. Res. Inst. Shimomura
Shougo c/o Railway Techn. Res. Inst. Kamoshita
Haruhiko c/o Kayaba Kogyo K. K. Kawasaki
Yasuo c/o Kayaba Kogyo K. K. Tuyuki
Masakazu c/o Kayaba Kogyo K. K. Nakazato
Toshiaki c/o Kayaba Kogyo K. K. Kamei
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Railway Technical Research Institute
KYB Corp
Original Assignee
Railway Technical Research Institute
Kayaba Industry Co Ltd
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Filing date
Publication date
Priority claimed from JP26117394A external-priority patent/JP2872919B2/ja
Priority claimed from JP7060495A external-priority patent/JP3505581B2/ja
Application filed by Railway Technical Research Institute, Kayaba Industry Co Ltd filed Critical Railway Technical Research Institute
Publication of EP0704364A1 publication Critical patent/EP0704364A1/de
Application granted granted Critical
Publication of EP0704364B1 publication Critical patent/EP0704364B1/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode

Definitions

  • This invention relates to a damping damper of a semiactive control for damping a transverse deflection generated in a body of a railway vehicle, and a system for damping a transverse deflection of the body using said damping damper.
  • hydraulic dampers are interposed between a truck and a vehicle body or wheels and the vehicle body, and vertical vibrations and transverse vibrations generated in the body during running are attenuated by these hydraulic dampers so as to suppress the vertical and transverse deflections of the body.
  • the attenuation action of the vertical and transverse vibrations of the body by way of the hydraulic dampers merely depends upon the relative vibration speed between mounting points of the vertical and transverse vibrations generated in the body, and the attenuation action takes place irrespective of the behavior of the body, thus failing to obtain a sufficient comfortableness to ride-in.
  • a hydraulic pump as a power source and special control valves are necessary to suppress the vertical and transverse vibrations of the body, and in addition a controller is also necessary to control and operate these control valves.
  • the damping system of the active control is provided with the hydraulic pump as a power source, on the contrary, it does harm the comfortableness to ride-in if an erroneous operation should occur.
  • controller requires a complicated electronic circuit to control the control valves. This leads to a complicated structure of the controller itself and a higher cost accordingly.
  • This damping system of the semiactive control is simple in both soft aspect and hard aspect and so has an advantage in that it can be easily used in operation and in maintenance.
  • the damping system of the semiactive control as described above poses problems mentioned below if it is applied to damp a transverse deflection, of a railway vehicle which is extremely large in the body mass on the damping side different from the automobile, without modification.
  • the damping force variable damper used as the damping system of the semiactive control expands and contracts even when the truck is abruptly transversely vibrated at a high speed in the same direction as that of the vehicle body, and produces damping forces accordingly.
  • the body is pressed by these truck or wheels through the damping force variable damper, as a result of which the transverse deflection of the body is increased rather than the transverse deflection of the body is suppressed to not only impair the running stability as the vehicle but also greatly lower the comfortableness to ride-in.
  • variable damping force damper for damping transverse deflection of a railway vehicle by suppressing the transverse deflection of a vehicle body while using semiactive control which controls the generated damping force of the damper when the damper is transversely interposed between a vehicle truck and the vehicle body and which adjusts to the state of the transverse deflection between the vehicle truck and the vehicle body, said variable damping force damper comprising:
  • variable damping force damper for damping transverse deflection of a railway vehicle by suppressing the transverse deflection of a vehicle body while using semiactive control which controls the generated damping force of the damper when the damper is transversely interposed between a vehicle truck and the vehicle body and which adjusts to the state of the transverse deflection between the vehicle truck or wheels and the vehicle body, said variable damping force damper comprising:
  • a variable damping force damper under semiactive control is transversely interposed between a vehicle truck and a vehicle body to suppress the transverse deflection of the vehicle body, wherein:
  • the transverse deflection damping damper with its semiactive control has improved durability without increasing transverse deflection of the vehicle body due to transverse deflection of the truck and reduces the frequency of on/off switching of control valves for controlling the damping force.
  • the transverse deflection damping damper can function as a normal hydraulic damper even at the time of disablement of control due to an occurrence of abnormal conditions such as turn-off of power supply, so as to be fail-safe.
  • the transverse deflection damping damper can simplify flowpassage construction by common use of flowpassages and shorting the length of the flowpassage to thereby reduce the flow resistance of a working fluid.
  • the stroke sensing cylinder constituting the damper body of the damping damper serves as a damper in a unidirectional flow for circulating a working fluid in the rod side chamber through a damping force control circuit and a reservoir even at the time of operation in either direction of the extension side or compressed side by the function of a flowpassage for allowing only a flow of working fluid from the head side chamber toward the rod side chamber and a suction valve.
  • a ratio of sectional area between a piston and a piston rod is set to 2 : 1 whereby the flow rate of working fluid, on the expanded side, which is extruded into the damping force control circuit as the stroke sensing cylinder expands and compresses is the same as the compressed side.
  • the computer determines the transverse deflection state of the body on the basis of the damper signal from the stroke sensing cylinder and the body speed signal from the detection means.
  • the computer computes the value of the damping force closest to the optimum value to be generated in the damping force control circuit on the basis of the results of determination to switch and control the on-off valve or the proportional flow rate control valve or the proportional pressure control valve incidental to the damping force generating element so as to adjust to the results of computation, control the damping force generated in the damping force control circuit and effectively damp the transverse deflection of the body.
  • the computer detects that, when a situation occurs where the stroke sensing cylinder reaches the operating end, the stroke sensing cylinder reaches near the operating end in response to a damper displacement signal on the basis of the damper signal from the stroke sensing cylinder.
  • the on-off valve or the proportional flow rate valve or the proportional pressure control valve is switched to control the generated damping force to the maximum in the damping force control circuit so as to relieve the impact generated in the operating end of the stroke sensing cylinder.
  • the working fluid pressure acting on the stroke sensing cylinder causes the body to be pressed in the direction of transverse deflection at that time through the stroke sensing cylinder so as to increase the transverse deflection of the body by the transverse deflection of the truck.
  • the computer determines the direction of the transverse deflection of the body every time on the basis of the body speed signal from the detection means provided on the body to selectively output a switching signal to the unload valve for the pressure side and the unload valve for the expansion side.
  • These switching signals selectively switch the unload valve for the pressure side or expansion side in the direction opposite to the operating direction of the stroke sensing cylinder which expands and compresses to the unload state.
  • the unload valve for the pressure side is switched to an on position by a switching signal from the computer to bring the head side chamber into communication with the reservoir
  • the unload valve for the expansion side is switched to an on position by a switching signal from the computer to bring the rod side chamber into communication with the head side chamber.
  • the working fluid pressure acting on the stroke sensing cylinder automatically escapes to the reservoir or the head side chamber through the unload valve for the pressure side or expansion side which has been switched to the on position corresponding to the deflecting direction of the body.
  • the working fluid pressure applied to the head side chamber or the rod side chamber of the stroke sensing cylinder due to the occurrence of the situation as described above is automatically discharged into the reservoir or the head side chamber through the unload valve for the pressure side or the expansion side to prevent the transverse deflection of the body from being increased due to the transverse deflection of the truck.
  • the above-described situation does not use the on-off valve for controlling the damping force or the proportional flow rate control valve or the proportional pressure control valve but uses the unload valves for the pressure side and the expansion side to be on-off controlled in correspondence to the deflecting direction of the body which is low in frequency.
  • the frequency of operation of the on-off valve or the proportional flow rate control valve or the proportional pressure control valve in the damping force control circuit is reduced and the durability of the control valves is materially improved.
  • the stroke sensing cylinder always causes the working fluid to extrude toward the damping force control circuit as it extends and compresses in order to keep the unload valves for the pressure side and expansion side at an off position despite the fact that the transverse deflection occurs in the body.
  • the on-off valve for controlling the damping force or the proportional flow rate control valve or the proportional pressure control valve arranged in the aforementioned circuit automatically returns to its off position.
  • the damping damper secures a preset damping force by the function of the on-off valve for controlling the damping force or the proportional flow rate control valve or the proportional pressure control valve to damp the transverse deflection of the body, and the damping damper serves as a normal hydraulic damper to perform a fail-safe.
  • damping dampers 3 and 4 of a semiactive control type are horizontally arranged opposedly each other between a truck 1 and a vehicle body 2.
  • damping dampers 3 and 4 of a semiactive control system only one out of them may be used, it is to be noted that, if the two dampers are used as in this embodiment, a fail-safe effect can be obtained when one of them is out of order.
  • a detector 5 formed from an accelerometer or a speedometer for detecting a state of transverse vibration of the body 2.
  • the damping damper 3 and 4 comprise a stroke sensing cylinder 6, a reservoir 7 and a damping force control circuit 8, as shown in FIG. 2.
  • the stroke sensing cylinder 6 has a cylinder 9 the interior of which is divided by a slidable piston 10 into a head side chamber 11 and a rod side chamber 12, and a piston rod 13 extends from the piston 10 towards outside.
  • the piston rod 13 has scale memories 14 incised thereon in a predetermined spaced relation, and a displacement sensor 15 is fixed opposite to the scale memories 14.
  • the damping dampers 3 and 4 keep positions to have check valves 16 and 17 at their respective off positions and are provided with an unload valve 18 for a pressure side and an unload valve 19 for an expansion side which become conductive at a position at which the dampers are turned on.
  • the unload valve 18 for the pressure side is provided in the midst of a flowpassage 20 for bringing the head side chamber 11 of the cylinder into communication with the reservoir 7 of the head side chamber 11, and is arranged so that,at its off position, a flow of working fluid flowing from the head side chamber 11 towards the reservoir 7 is checked by the check valve 16 whereas,at its on position, the head side chamber 11 is placed in communication with the reservoir 7 through the flowpassage.
  • the unload valve 19 for the expansion side is provided in the midst of a flowpassage 21 which extends from an inlet side of the unload valve 18 for the pressure side towards the rod side chamber 12, and is arranged so that, at its off position, a flow of working fluid flowing from the rod side chamber 12 towards the head side chamber 11 is checked by the check valve 17 whereas, at its on position, the rod side chamber 12 is placed in communication with the head side chamber 11.
  • the head side chamber 11 is also communicated with the reservoir 7 through a suction flowpassage 23 having a suction valve 22, and the rod side chamber 12 is communicated with the reservoir 7 from the damping force control circuit 8 through an oil filter 24.
  • the damping force control circuit 8 comprises three throttles 25, 26 and 27 which are damping force generating elements connected in series, three on-off valves 28, 29 and 30 for selecting the use of the three throttles 25, 26 and 27, a high pressure relief valve 32 which is a damping force generating element disposed in the midst of a flowpassage 31 for bringing the rod side chamber 12 into communication with the reservoir 7, and a low pressure relief valve 34 which is likewise a damping force generating element disposed in the midst of a flowpassage 33 for bringing a portion between the throttles 26 and 27 into communication with the reservoir 7.
  • the on-off valve 28 intermittently controls a bypass flowpassage 35 which bypasses the throttles 25 and 26, the on-off valve 29 intermittently controls a bypass flowpassage 36 of the throttle 26, and the on-off valve 30 intermittently controls a bypass flowpassage 37 of the throttle 27.
  • the on-off valve 30 is constituted by a normally closed valve so that, at its off position, the bypass flowpassage 37 is kept in a cutoff state, different from other on-off valves 28 and 29.
  • the on-off valve 30 when only the on-off valve 30 is switched to an on position, the on-off valve 30 causes the bypass flowpassage 37 to open so that the inlet side of the throttle 25 is directly brought into communication with the reservoir 7 through the bypass flowpassage 37 from the bypass flowpassage 35.
  • the working fluid passing through the damping force control circuit 8 bypasses the throttles 25, 26 and 27 and flows into the reservoir 7 through the bypass flowpassage 37 from the bypass flowpassage 35.
  • the damping force control circuit 8 is maintained in the lowest damping force generating state on the basis of the flowpassage resistance of the bypass flowpassages 35 and 37.
  • the damping force control circuit 8 is switched to the state where the highest damping force is generated while cooperating with the high pressure relief valve 32 with pressure losses of the throttles 25, 26 and 27 superimposed.
  • the working fluid passing through the damping force control circuit 8 flows from the throttle 25 to the reservoir 7 through the bypass flowpassages 36 and 37, and the damping force control circuit 8 generates the damping force on the basis of the pressure loss of the throttle 25.
  • the working fluid passing through the damping force control circuit 8 flows from the bypass flowpassage 35 to the reservoir 7 through only the throttle 27, and the damping force control circuit 8 generates the damping force on the basis of the pressure loss of the throttle 27 under a restriction of a low pressure relief valve 34.
  • the working fluid passing through the damping force control circuit 8 flows from the throttles 25 and 26 to the reservoir 7 through the bypass flowpassage 37, and the damping force control circuit 8 generates the damping force with pressure loss of the throttle 26 superimposed to pressure loss of the throttle 25.
  • the working fluid passing through the damping force control circuit 8 flows into the reservoir 7 through the bypass flowpassage 36 and the throttle 27 from the throttle 25, and the damping force control circuit 8 generates the damping force with pressure loss of the throttle 27 superimposed to pressure loss of the throttle 25.
  • the damping force generated in the damping force control circuit 8 is controlled in six stages by suitably selecting the on-off valves 28, 29 and 30 to turn them on and off.
  • the damping force generated in the damping force control circuit 8 can be also controlled in six stages or more or less by increasing or decreasing the number of the throttles and the on-off valves, or changing the construction of the bypass flowpassage.
  • the vehicle body 2 is relatively displaced in the transverse direction between it and the truck 1 due to the transverse deflection during the running and,as such relative displacement in the transverse direction occurs, the stroke sensing cylinder 6 extends and contracts.
  • the suction valve 22 is closed to cause the working fluid in the head side chamber 11 to flow into the rod side chamber 12 through the unload valve 19 for the expansion side irrespective of on/off of the unload valve 19 for the expansion side from the flowpassage 20, and the working fluid in quantity corresponding to an integration of an entered body of the piston rod 13 from the rod side chamber 12 is extruded to the damping force control circuit 8 through the oil filter 24.
  • the flow rate of the working fluid extruded towards the damping force control circuit 8 is ⁇ (A - a) x L ⁇ at the time of extension and ⁇ a x L ⁇ at the time of compression, wherein A is a sectional area of the cylinder 9, a is a sectional area of the piston rod 13, and L is a stroke of the stroke sensing cylinder 6.
  • the working fluid having been extruded towards the damping force control circuit 8 flows into the reservoir 7 under the selection of the throttles 25, 26 and 27 as the on-off valves 28, 29 and 30 are turned on and off to generate a predetermined damping force as a relative displacement occurs between the truck 1 and the vehicle body 2, thus effectively suppressing the transverse deflection of the vehicle body 2.
  • the displacement sensor 15 provided on the stroke sensing cylinder 6 cooperates with the scale memories 14 of the piston rod 13 to detect a relative displacement between the cylinder 9 and the piston rod 13 to output it as a damper signal S from an amplifier 38.
  • the damper signal S is processed into a plus damper displacement signal W1 (extension side) and a minus damper displacement signal W2 (compression side) by a sensor signal processing circuit 39 for conversion of a computer signal, and processed into a plus damper speed signal V1 (extension side) and a minus damper speed signal V2 (extension side) calculated on the basis of the damper displacement signal W1 and W2, which are thereafter input into a computer 40.
  • the detector 5 provided on the vehicle body 2 detects a deflection of the vehicle body 2 as a vehicle body signal T, the vehicle body signal T being also processed to the plus vehicle body speed signal U1 and the minus vehicle body speed signal U2 according to the transverse deflection direction of the vehicle body 2 by a processing circuit 41 for converting a computer signal, said signals U1 and U2 being input into the computer 40.
  • the detector 5 is a speedometer
  • the signal is processed into a plus vehicle speed signal U1 and a minus vehicle speed signal U2 by a processing circuit 41
  • the acceleration is once converted into a speed, after which it is processed into a plus vehicle speed signal U1 and a minus vehicle speed signal U2.
  • the computer 40 determines the direction of the transverse deflection of the vehicle body 2 at that time according to the vehicle speed signals U1 and U2 being transmitted from the detector 5 on the side of the vehicle body 2 and outputs a switching signal P or Q to the unload valve 18 or 19 for pressure side or extension side through a valve driver circuit 42 to selectively turn them on or off.
  • the computer 40 computes the control logic of the damping force generated by the damping dampers 3 and 4 on the basis of the damper speed signals V1 and V2 and the damper displacement signals W1 and W2 being transmitted from the displacement sensor 15 of the stroke sensing cylinder 6 together with the vehicle speed signals U1 and U2.
  • the computer 40 then outputs the results of computation as switching signals X, Y and Z to the on-off valves 28, 29 and 30 of the damping force control circuit 8 in the damping dampers 3 and 4 through the valve driver circuit 42 to turn on or off the on-off valves 28, 29 and 30 on the basis of the results of computation.
  • the damping dampers 3 and 4 perform the damping operation while being operated under the control as will be described below with respect to the transverse relative displacement generated between the truck 1 and the vehicle body 2.
  • damping dampers 3 and 4 merely perform their damping operation in a reversed direction but perform similar function in connection with the operation.
  • damping dampers 3 and 4 Accordingly, if only one operation of these damping dampers 3 and 4 is described, the other operation will be easily understood.
  • damper system using the damping damper 3 will be described hereinafter.
  • the detector 5 When the vehicle body 2 is deflected leftward during running, the detector 5 operates to input the plus vehicle speed signal U1 into the computer 40 through the processing circuit 41.
  • the computer 40 determines that the vehicle body 2 is deflected leftward on the basis of the plus vehicle speed signal U1, and outputs the switching signal P to the unload valve 18 for pressure side to switch it to an on position.
  • the stroke sensing cylinder 6 is operated on the extension side to extrude the internal working fluid to the damping force control circuit 8.
  • the displacement sensor 15 of the stroke sensing cylinder 6 operates to input the plus damper displacement signal W1 and the plus damper speed signal V1 to the computer 40 through the sensor signal processing circuit 39.
  • the computer 40 determines the extension speed of the stroke sensing cylinder 6 at that time on the basis of the plus damper speed signal V1 and the previously mentioned plus vehicle speed signal U1 and computes the damping force value closest to the optimum valve from the extension speed.
  • the computer 40 then selectively outputs the switching signals X, Y and Z to the on-off valves 28, 29 and 30 accordingly, and adequately controls the generated damping force of the damping force control circuit 8 while on-off controlling the on-off valves 28, 29 and 30 to effectively suppress the leftward transverse deflection of the vehicle body 2.
  • the computer 40 determines it on the basis of the plus damper displacement signal W1 from the displacement sensor 15.
  • the computer 40 When reaching the neighborhood of the extended end, the computer 40 outputs the switching signals X and Y to switch the on-off valves 28 and 29 to an on position while keeping the on-off valve 30 at an off position so that the generated damping force of the damping force control circuit 8 is kept at the maximum value to relieve the impact at the extended end.
  • the high pressure relief valve 32 is actuated to return the working fluid being extruded from the stroke sensing cylinder 6 to the reservoir 7 through the flowpassage 31 and the flowpassage 20 to prevent the damping dampers 3 and 4 from being damaged by the high pressure working fluid while limiting the pressure of the working fluid by the high pressure relief valve 32.
  • the damping force control circuit 8 effectively suppresses the transverse deflection of the vehicle body 2 to perform the damping operation while generating the damping force according to the magnitude of the extension speed of the stroke sensing cylinder 6.
  • the truck 1 when the vehicle body 2 is deflected leftward, for example, the truck 1 is deflected leftward at a higher speed than that of the transverse deflection of the vehicle body 2 leftward due to a dislocation of the rails or the like.
  • the stroke sensing cylinder 6 is compressed so that a fluid pressure corresponding to the generated damping force of the damping force control circuit 8 is generated also in the head side chamber 11 of the stroke sensing cylinder 6.
  • the fluid pressure generated in the head side chamber 11 acts as a force to press the stroke sensing cylinder 6 in the extending direction due to a difference in pressure receiving area between the head side chamber 11 and the rod side chamber 12 generated by the presence of the piston rod 13 to greatly deflect the vehicle body leftward. It is therefore necessary not to produce the fluid pressure.
  • the computer 40 continues to output the switching signal P to the unload valve 18 for pressure side on the basis of the plus vehicle speed signal U1 from the detector 5 to keep holding the unload valve 18 for pressure side at an on position.
  • the fluid pressure is not generated in the head side chamber 11 of the stroke sensing cylinder 6, and the stroke sensing cylinder 6 prevents the vehicle body 2 from being more greatly deflected leftward.
  • the detector 5 When the vehicle body 2 is deflected rightward contrary to the former, the detector 5 operates to input the minus vehicle speed signal U2 into the computer 40 through the processing circuit 41.
  • the computer 40 then outputs the switching signal Q to the unload valve 19 for extension side on the basis of the minus vehicle speed signal U2 to switch it to an on position.
  • the stroke sensing cylinder 6 is operated on the compression side to extrude the internal working fluid towards the damping force control circuit 8.
  • the displacement sensor 15 causes the computer 40 to receive the minus damper speed signal V2 and the minus damper displacement signal W2.
  • the computer 40 determines the compression speed of the stroke sensing cylinder 6 at that time on the basis of the minus damper speed signal V2 and the minus vehicle speed signal U2, in the same manner as the previous case where the vehicle body 2 is deflected leftward, to compute the damping force value closest to the optimum value from the compression speed.
  • the computer selectively outputs the switching signals X, Y and Z to the on-off valves 28, 29 and 30 accordingly to adequately control the generated damping force of the damping force control circuit 8 while on-off controlling the on-off valves 28, 29 and 30 to effectively suppress the transverse deflection of the vehicle body 2 rightward. And yet, when the situation occurs in which the stroke sensing cylinder 6 reaches the extended end, the computer 40 determines it on the basis of the minus damper displacement signal W2 from the displacement sensor 15.
  • the computer 40 When reaching the neighborhood of the extended end, the computer 40 outputs the switching signals X and Y to switch the on-off valves 28 and 29 to an on position while keeping the on-off valve 30 at an off position so that the generated damping force of the damping force control circuit 8 is kept at the maximum value to relieve the impact at the extended end.
  • the high pressure relief valve 32 is actuated to return the working fluid being extruded to the flowpassage 21 through the unload valve 19 on the extension side from the stroke sensing cylinder 6 to the reservoir 7 by the flow passages 31 and 20, in the same manner as the previous case where the vehicle body 2 is subjected to the transverse deflection leftward, to prevent the damping dampers 3 and 4 from being damaged by the high pressure working fluid.
  • the damping force control circuit 8 effectively suppresses and reduces the transverse deflection of the vehicle body 2 while generating the damping force according to the magnitude of the extension speed of the stroke sensing cylinder 6.
  • the fluid pressure generated in the rod side chamber 12 acts as a force to press the stroke sensing cylinder 6 in the compressing direction to increase the transverse deflection of the vehicle body 2 rightward. It is therefore necessary not to produce the fluid pressure.
  • the computer 40 continues to output the switching signal Q to the unload valve 19 for extension side on the basis of the minus vehicle speed signal U2 from the detector 5 to keep holding the unload valve 19 for extension side at an on position.
  • the fluid pressure is not generated in the rod side chamber 12 of the stroke sensing cylinder 6, and the stroke sensing cylinder 6 prevents the vehicle body 2 from being more greatly deflected rightward.
  • the working fluid extruded to the damping force control circuit 8 from the stroke sensing cylinder 6 flows into the reservoir 7 through the throttle 27 under the control of the low pressure relief valve 34, and acts as a normal damper while generating a predetermined damping force at pressure loss of the throttle 27 to damp the transverse deflection of the vehicle body 2 leftward and rightward.
  • FIG. 3 shows a modified example in which a part of the construction of damping dampers 3a and 4a is changed.
  • the flowpassage for causing the working fluid to flow from the head side chamber 11 towards the rod side chamber 12 is constituted by the flowpassages 20 and 21 provided outside and the check valve 17 provided at an off position of the unload valve 19 for extension side.
  • check valves are not provided at an off position of an unload valve 18a for pressure side and an unload valve 19a for extension side, respectively, but said off position is made to be a block position.
  • the stroke sensing cylinder 6 is provided with a flowpassage 21a for bringing the head side chamber 11 and the rod side chamber 12 into mutual communication through the piston 10.
  • a check valve 17a for allowing only a flow of working fluid from the head side chamber 11 to the rod side chamber 12 is disposed in the flowpassage 21a, which point is different from the embodiment shown in FIG. 2.
  • the stroke sensing cylinder 6 when compressed, closes the suction valve 22 and opens the check valve 17a to cause the working fluid in the head side chamber 11 to flow to the rod side chamber 12 from the flowpassage 21a.
  • the stroke sensing cylinder 6 acts as a unidirectional flow damper. Accordingly, it can perform the operation similar to the case of the FIG. 2 embodiment as previously mentioned, as can be easily understood from the previous description.
  • damping dampers 3b and 4b shown in FIG. 4 the transverse deflection of the vehicle body 2 is suppressed while continuously analogically controlling the damping force generated in a damping force control circuit 8b, as in the embodiment shown in FIG. 4.
  • damping force control circuit 8b in these damping dampers 3b and 4h is different from the previous embodiment and modified embodiment in construction wherein the throttle 26, the on-off valve 29 and the bypass flowpassage 36 are removed from the damping force control circuit 8 and a proportional flow rate control valve 28b is employed in place of the on-off valve 28.
  • the proportional flow rate control valve 28b comprises a normally open valve similar to the previous on-off valve 28, and as the proportional flow rate control valve 28b operates, it serves as a device for controlling an opening degree of the throttle of a bypass flowpassage 35 of the throttle 25.
  • an on-off valve 30 comprises a normally closed valve as previously mentioned in connection with the embodiment shown in FIG. 2, in which,at an on position, the throttle 27 and the low pressure relief valve 34 are maintained in a bypass state by a bypass flowpassage 37.
  • the damping force control circuit 8b is maintained in the state where the highest damping force is generated while cooperating with a high pressure relief valve 32 with pressure losses caused by the throttles 25 and 27 superimposed each other.
  • the opening degree of the throttle of the proportional flow rate control valve 28b is analogically continuously changed between the zero and the maximum opening degree, the opening degree of the throttle of the proportional flow rate control valve 28b is added to the opening degree of the throttle of the throttle 25, and the pressure loss at the portions of the throttle 25 and the proportional flow rate control valve 28b continuously lowers accordingly.
  • the on-off valve 30 is opened whereby the throttle 27 and the inlet side and outlet side of the low pressure relief valve 34 are short -circuited and maintained at the same pressure.
  • the generated damping force at the damping force control circuit 8b is controlled merely by the pressure loss caused by the throttle 25 and the proportional flow rate control valve 28b.
  • the generated damping force at the damping force control circuit 8b becomes a damping force which is further lower than the previous minimum damping force.
  • the on-off valve 30 need not always be provided and there can be dispensed with it.
  • the computer 40 sends the switching signal X corresponding to the transverse deflection speed to the proportional flow rate control valve 28b to control the opening degree of the throttle thereof.
  • the computer 40 outputs the switching signal Z also to the on-off valve 30 according to the transverse deflection speed of the vehicle body 2 to effectively suppress the transverse deflection of the vehicle body 2 while on-off controlling the on-off valve 30 by way of the switching signal Z.
  • the computer 40 determines it on the basis of the plus or minus damper displacement signals W1 and W2 from the displacement sensor 15 and,when reaching the neighborhood of the extension end or the compression end, the opening degree of the throttle of the proportional flow rate control valve 28b is made small by the switching signal X from the computer 40.
  • the proportional flow rate control valve 28b is closed by the switching signal X from the computer 40, and the damping force control circuit 8 assumes the state where the maximum damping force is generated.
  • the high pressure relief valve 32 is actuated to return the working fluid extruded from the stroke sensing cylinder 6 to the reservoir 7 through the flowpassage 21, the flowpassage 31 and the flowpassage 20 to prevent the damping damper 3 from being damaged by the high pressure working fluid while limiting the working fluid pressure by the high pressure relief valve 32.
  • damping dampers 3c and 4c shown in FIG. 5 are modified examples of the damping dampers 3b and 4b shown in FIG. 4, and the only difference therebetween is the provision of a proportional pressure control valve 28c in place of the proportional flow rate control valve 28b shown in FIG. 4.
  • the value of the damping force acting on the stroke sensing cylinder 6 is originally determined by a pressure difference between both the working fluids of the head side chamber 11 and the rod side chamber 12.
  • the proportional flow rate control valve 28b for continuously proportion-controlling the opening degree of the throttle is disposed in the damping force control circuit 8.
  • the proportional flow rate control valve 28b is proportionally operated according to the transverse deflection speed of the vehicle body 2 to thereby control the working fluid pressure of the rod side chamber 12, and the value of the damping force acting on the stroke sensing cylinder 6 is controlled while adjusting to the transverse deflection speed of the vehicle body 2.
  • the proportional pressure control valve 28c is proportionally operated according to the transverse deflection speed of the vehicle body 2 whereby the working fluid pressure of the rod side chamber 12 in the stroke sensing cylinder 6 can be controlled.
  • the proportional pressure control valve 28c is proportionally operated according to the transverse deflection speed of the vehicle body 2 whereby the value of the damping force acting on the stroke sensing cylinder 6 can be controlled while adjusting to the transverse deflection speed of the vehicle body 2, in the same manner as the FIG. 4 embodiment.
  • the stroke sensing cylinder is used as the damper for damping the transverse deflection whereby the transverse deflection of the vehicle body can be suppressed while adequately controlling the generated damping force of the damping force control circuit by using the damper signal from the stroke sensing cylinder while adjusting to the state of the relative displacement between the truck and the vehicle body.
  • the generated damping force in the damping force control circuit is continuously proportional-controlled by the proportional flow rate control valve or the proportional pressure control valve whereby the transverse deflection of the vehicle body can be effectively suppressed in the diligent and shockless state.
  • the unload valves for pressure side and extension side for switching the unload to the onload or vice versa are separate from the damping force control circuit. These unload valves are selectively switched to the on position in advance opposite to the operating direction of the stroke sensing cylinder which is extended and compressed according to the deflecting direction of the vehicle body. With this, even if a situation should occur in which the truck is deflected transversely at higher speed in the same direction as the vehicle body so as to increase the transverse deflection of the vehicle body, the damping force control circuit can be automatically placed in the unload state by these unload valves to prevent the transverse deflection of the vehicle body from being increased due to the transverse deflection of the truck.
  • the generated damping force of the damping force control circuit is merely controlled, and the unload valves are selectively on-off controlled according to the direction of the transverse deflection of the vehicle body which is low in the vibrational frequency. Therefore, the frequency of switching the valves for controlling the damping force is reduced accordingly, and the durability of these valves can be also improved.
  • the controlling valves in the damping force control circuit along with the unload valves are automatically returned to the off position. Therefore, the generated damping force of the damping force control circuit in the off state of these valves is adequately selected whereby the fail-safe effect can be also obtained while causing the damping damper to serve as a normal damper when the aforementioned situation should occur.
  • the on-off valves for on-off controlling the throttles and the bypass flowpassages of the throttles are disposed in series along with these the proportional flow rate control valve or the proportional pressure control valve, whereby a region for controlling the generated damping force of the damping force control circuit can be spread downward to effect the diligent control of the damping force.
  • the check valve which is opened from the head side chamber towards the rod side chamber of the stroke sensing cylinder is provided at the off position of the unload valve for extension side, which leads to merit in which the stroke sensing cylinder can be constituted as a unidirectional flow cylinder making use of the flowpassage of the unload valve for pressure side.
  • control operation of the valves provided on the damping force control circuit and the selective on-off switching of the unload valves for pressure side and extension side are controlled by the computer using the damper speed signal and the damper displacement signal from the stroke sensing cylinder whereby the generated damping force of the damping force control circuit can be automatically controlled effectively and adequately while adjusting to the transverse deflection speed of the vehicle body.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Claims (7)

  1. Dämpfer (3, 4, 3a, 4a) mit variabler Dämpfungskraft, für die Dämpfung einer Querablenkung eines Schienenfahrzeuges durch Unterdrückung der Querabweichung eines Fahrzeugaufbaus (2) unter Verwendung einer halbaktiven Steuerung, die die erzeugte Dämpfungskraft des Dämpfers (3, 4, 3a, 4a) kontrolliert bzw. regelt, wenn der Dämpfer in Querrichtung zwischen dem Fahrgestell (1) des Fahrzeuges und dem Fahrzeugaufbau angeordnet ist, und welcher den Zustand der Querablenkung zwischen dem Fahrgestell und dem Fahrzeugaufbau einstellt, wobei der Dämpfer (3, 4, 3a, 4a) mit der variablen Dämpfungskraft aufweist:
    einen Hub-Erfassungszylinder (6),
    einen Strömungsdurchgang (20, 21), um nur einen Strom eines Arbeitsfluids von einer kopfseitigen Kammer (11) in Richtung einer stangenseitigen Kammer (12) des Hub-Erfassungszylinders (6) zu ermöglichen,
    ein Reservoir (7), welches über ein Einlaßventil (22) mit der kopfseitigen Kammer (11) des Hub-Erfassungszytinders (6) in Verbindung steht,
    ein Entlastungsventil (18) für eine Druckseite, mit der kopfseitigen Kammer (11), welches in einem Strömungsdurchgang (20, 21) angeordnet ist, um die kopfseitige Kammer (11) in Verbindung mit dem Reservoir (7) zu bringen,
    ein Entlastungsventil (9) für eine Expansionsseite, welches in ähnlicher Weise in dem Strömungsdurchgang (20, 21) angeordnet ist, um die stangenseitige Kammer (12) in Verbindung mit der kopfseitigen Kammer (11) zu bringen, und
    einen Regelkreis (8) für eine Dämpfungskraft, welche zwischen der stangenseitigen Kammer (12) und dem Reservoir (7) angeordnet ist, wobei der Regelkreis für die Dämpfungskraft eine Mehrzahl von Dämpfungskrafterzeugungselementen (25, 26, 27) hat, die in einer Reihe angeordnet sind, sowie Ein-Aus-Ventile (28, 29, 30), für die Bypass-Regelung der Erzeugungselemente für die Dämpfungskraft, wobei die Ein-Aus-Ventile ein- und ausgeschaltet werden, um die erzeugte Dämpfungskraft in dem Regelkreis für die Dämpfungskraft zu regeln.
  2. Dämpfer nach Anspruch 1, wobei die Ein-Aus-Ventile für die Bypass-Regelung der Mehrzahl von Dämpfungskrafterzeugungselementen eine Kombination eines normalerweise offenen Ventils (28) und eines normalerweise geschlossenen Ventils (30) aufweist.
  3. Dämpfer (3b, 4b, 3c, 4c) mit variabler Dämpfungskraft, für das Dämpfen der Querabweichung bzw. Querauslenkung eines Schienenfahrzeuges durch Unterdrücken der Querauslenkung eines Fahrzeugaufbaus (2), wobei eine halbaktive Regelung verwendet wird, welche die erzeugte Dämpfungskraft des Dämpfers (3b, 4b, 3c, 4c) regelt, wenn der Dämpfer in Querrichtung zwischen einem Fahrgestell (1) und dem Fahrzeugaufbau (2) angeordnet ist und welcher sich auf den Zustand der Querabweichung zwischen dem Fahrgestell oder den Rädern und dem Fahrzeugaufbau einstellt, wobei der Dämpfer (3b, 4b, 3c, 4c) für die variable Dämpfungskraft aufweist:
    einen Hub-Erfassungszylinder (6),
    einen Strömungsdurchgang (20, 21), um lediglich einen Strom eines Arbeitsfluids von einer kopfseitigen Kammer (11) in Richtung einer stangenseitigen Kammer (12) des Hub-Erfassungszylinders (6) zuzulassen,
    ein Reservoir (7), welches über ein Einlaßventil (12) in Kommunikationsverbindung mit der kopfseitigen Kammer (11) des Hub-Erfassungszylinders (6) steht,
    ein Entlastungsventil (18) für eine Druckseite, welche die kopfseitige Kammer (11) umfaßt, welches in einem Strömungsdurchgang (20, 21) angeordnet ist, um die kopfseitige Kammer (11) in Verbindung mit dem Reservoir (7) zu bringen,
    ein Entlastungsventil (19) für eine Expansionsseite, welches in ähnlicher Weise in dem Strömungsdurchgang (20, 21) angeordnet ist, um die stangenseitige Kammer (12) in Kommunikationsverbindung mit der kopfseitigen Kammer (11) zu bringen, und
    einen Regelkreis (8b, 8c) für die Dämpfungskraft, welcher zwischen der stangenseitigen Kammer (12) und dem Reservoir (7) angeordnet ist, wobei der Regelkreis der Dämpfungskraft ein Element (25) für die Erzeugung einer maximalen Dämpfungskraft hat sowie ein normalerweise offenes Regelventil (28b) für eine proportionale Strömungsrate oder ein Ventil (28c) für eine proportionale Druckregelung hat, das parallel dazu angeordnet ist, wobei das Ventil für die proportionale Strömungsratenregelung (28b) oder das Ventil (28c) für die proportionale Druckregelung so betrieben werden, daß sie in kontinuierlicher Weise die erzeugte Dämpfungskraft in dem Regelkreis für die Dämpfungskraft regeln.
  4. Dämpfer nach Anspruch 3, wobei der Regelkreis (8b, 8c) für die Dämpfungskraft ein Element (27) zur Erzeugung einer minimalen Dämpfungskraft hat, welches in Reihe mit dem Element (25) für die Erzeugung der maximalen Dämpfungskraft liegt, und ein normalerweise geschlossenes Ein-Aus-Ventil (30), um die Regelung durch das Element (27) für die Erzeugung der minimalen Dämpfungskraft zu umgehen.
  5. Dämpfer nach Anspruch 1, 2, 3 oder 4, wobei der Strömungsdurchgang, der nur eine Strömung von Arbeitsfluid von der kopfseitigen Kammer (11) in Richtung der stangenseitigen Kammer (12) des Hub-Erfassungszylinders (6) zuläßt, einen Entlastungs-Strömungsdurchgang (20, 21) für die Expansionsseite und ein Rückschlagventil (17) aufweist, welches an einer Aus-Position des Entlastungsventiles (19) für die Expansionsseite vorgesehen ist, welches in dem Strömungsdurchgang angeordnet ist.
  6. Dämpfer nach Anspruch 1, 2, 3 oder 4, wobei der Strömungsdurchgang für das Zulassen eines Stromes von Arbeitsfluid nur von der kopfseitigen Kammer (11) in Richtung der stangenseitigen Kammer (12) des Hub-Erfassungszylinders (6) erlaubt, einen Strömungsdurchgang (21a) aufweist, der in einem Kolben (10) des Hub-Erfassungszylinders (6) vorgesehen ist, sowie ein Rückschlagventil (17a), welches in dem Strömungsdurchgang (21a) angeordnet ist.
  7. System zum Dämpfen der Querabweichung eines Schienenfahrzeuges, bei welchem ein Dämpfer (3, 4, 3a, 4a, 3b, 4b, 3c, 4c) für eine variable Dämpfungskraft unterhalb aktiver Steuerung in Querrichtung zwischen einem Fahrgestell (1) und einem Fahrzeugaufbau (2) angeordnet ist, um die Querabweichung des Fahrzeugaufbaus zu unterdrücken, wobei:
    der Dämpfer (3, 4, 3a, 4a, 3b, 4b, 3c, 4c) für die variable Dämpfungskraft einen Hub-Erfassungszylinder (6) aufweist, einen Strömungsdurchgang (20, 21) aufweist, um nur eine Strömung von Arbeitsfluid von einer kopfseitigen Kammer (11) in Richtung einer stangenseitigen Kammer (12) des Hub-Erfassungszylinders zuzulassen, ein Reservoir (7) in Verbindung mit der kopfseitigen Kammer (11) des Hub-Erfassungszylinders (6) aufweist, und zwar über ein Einlaßventil (22), ein Entlastungsventil (18, 18a) für eine Druckseite aufweist, auf welcher sich die kopfseitige Kammer (11) befindet, welches in einem Strömungsdurchgang (20, 21) angeordnet ist, um die kopfseitige Kammer (11) in Verbindung mit dem Reservoir (7) zu bringen, einem Entlastungsventil (19, 19a) für eine Expansionsseite aufweist, welches in ähnlicher Weise in dem Strömungsdurchgang (20, 21) angeordnet ist, um die stangenseitige Kammer (12) in Kommunikation mit der kopfseitigen Kammer (11) zu bringen, und mit einem Regelkreis (8, 8b, 8c) für die Dämpfungskraft, welche zwischen der stangenseitigen Kammer (12) und dem Reservoir (7) angeordnet ist, und wobei
    das System derart ausgelegt ist, daß ein Dämpfersignal (S), welches von dem Hub-Erfassungszylinder (6) erfaßt wird, in ein Dämpferverschiebungssignal (W1, W2) und ein Dämpfergeschwindigkeitssignal (V1, V2) aufgeteilt wird, ein optimaler Dämpfungskraftwert durch einen Computer (40) auf der Basis des Dämpferverschiebungssignals (W1, W2) und des Dämpfergeschwindigkeitssignals (V1, V2) sowie eines Fahrzeuggeschwindigkeitssignals (U1, U2) aus der Erfassungseinrichtung (5) berechnet wird, die an dem Fahrzeugaufbau (2) vorgesehen ist, wobei die erzeugte Dämpfungskraft in dem Regelkreis (8, 8b, 8c) für die Dämpfungskraft auf der Basis des Ergebnisses der Berechnung geregelt wird, und die Abweichungsrichtung des Fahrzeugaufbaus (2) zu diesem Zeitpunkt durch den Computer (40) entsprechend dem Fahrzeuggeschwindigkeitssignal (U1, U2) aus der Erfassungseinrichtung bestimmt wird, um gezielt die Entlastungsventile (18, 19, 18a, 19a) für die Druckseite und die Expansionsseite zu schalten und zu regeln.
EP19950306897 1994-09-30 1995-09-29 Dämpfer zum Dämpfen von seitlichen Bewegungen eines Schienenfahrzeugs und Dämpfersystem Expired - Lifetime EP0704364B1 (de)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP26117394A JP2872919B2 (ja) 1994-09-30 1994-09-30 鉄道車両の横振れ制振用ダンパおよび制振システム
JP261173/94 1994-09-30
JP26117394 1994-09-30
JP7060495A JP3505581B2 (ja) 1995-03-03 1995-03-03 鉄道車両の横振れ制振用ダンパ
JP70604/95 1995-03-03
JP7060495 1995-03-03

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EP0704364A1 EP0704364A1 (de) 1996-04-03
EP0704364B1 true EP0704364B1 (de) 2001-11-28

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Publication number Priority date Publication date Assignee Title
DE69926724T2 (de) * 1999-03-19 2006-05-18 Kayaba Kogyo K.K. Roll-Dämpfer für ein Schienenfahrzeug und Dämpfungsverfahren
SE517755C2 (sv) * 1999-06-10 2002-07-09 Bombardier Transp Gmbh Dämpningsarrangemang för ett rälsgående fordon
SE517606C2 (sv) * 1999-06-18 2002-06-25 Bombardier Transp Gmbh Rälsfordon
ITMI20032379A1 (it) * 2003-12-04 2005-06-05 Isocomp S P A Dispositivo di smorzamento dinamico semiattivo elettroidraulico perfezionato per mezzi di locomozione.
KR101300893B1 (ko) * 2007-07-30 2013-08-27 카야바 고교 가부시기가이샤 철도 차량의 진동 억제 장치

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Publication number Priority date Publication date Assignee Title
US3868911A (en) * 1973-06-22 1975-03-04 Houdaille Industries Inc Railway car suspension motion control system
JPS5617754A (en) * 1979-07-20 1981-02-19 Hitachi Ltd Vehicle vibration controller
IT1261281B (it) * 1993-03-19 1996-05-09 Fiat Ferroviaria Spa Sospensione laterale attiva anticentrifuga per rotabili ferrotranviari

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