EP2020356B1 - Vorrichtung zur Schwingungsunterdrückung für ein Schienenfahrzeug - Google Patents

Vorrichtung zur Schwingungsunterdrückung für ein Schienenfahrzeug Download PDF

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Publication number
EP2020356B1
EP2020356B1 EP08013274A EP08013274A EP2020356B1 EP 2020356 B1 EP2020356 B1 EP 2020356B1 EP 08013274 A EP08013274 A EP 08013274A EP 08013274 A EP08013274 A EP 08013274A EP 2020356 B1 EP2020356 B1 EP 2020356B1
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EP
European Patent Office
Prior art keywords
damper
bogie
vehicle body
vibration
control means
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.)
Not-in-force
Application number
EP08013274A
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English (en)
French (fr)
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EP2020356A3 (de
EP2020356A2 (de
Inventor
Mitsuru Murata
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.)
KYB Corp
Original Assignee
Kayaba Industry Co Ltd
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Filing date
Publication date
Application filed by Kayaba Industry Co Ltd filed Critical Kayaba Industry Co Ltd
Publication of EP2020356A2 publication Critical patent/EP2020356A2/de
Publication of EP2020356A3 publication Critical patent/EP2020356A3/de
Application granted granted Critical
Publication of EP2020356B1 publication Critical patent/EP2020356B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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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
    • B61F5/04—Bolster supports or mountings
    • B61F5/12—Bolster supports or mountings incorporating dampers
    • 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
    • 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

Definitions

  • This invention relates to a vibration suppression device that suppresses vibration in a railway vehicle, according to the preamble of independent claim 1.
  • a semi-active suspension that does not require power is installed in a railway vehicle to suppress aerodynamic vibration in a vehicle body.
  • this type of semi-active suspension is constituted by an air spring that absorbs an impact of a vehicle body received by a bogie, a damper that extends and compresses as the vehicle body vibrates laterally relative to the bogie, an acceleration sensor that detects acceleration in a lateral direction of the vehicle body, and a controller that controls an operation of the damper in accordance with a detection signal from the acceleration sensor.
  • the controller controls the operation of the damper using the sky-hook semi-active control rule, whereby the vibration energy of the damper is used to suppress lateral vibration in the vehicle body.
  • Another sky-hook semi-active controlling is known from JP 2007-131204 , wherein a control means changes a sky-hook damping coefficient based on a traveling position of the vehicle.
  • JP 2006-327529 refers to a bogie with a vibration control device acquiring an output signal of a sensor and determining an excitation force transmitted from the bogie.
  • EP 0 704 304 refers to a damper for damping transverse deflection of a bogie, wherein a control means turns on and off a plurality of damping force generating elements arranged in series.
  • a tread on the wheels of the railway vehicle which contact the rails rotatably, is provided with a gradient so that the left and right wheels are respectively oriented toward the inside of the rails.
  • This snake motion of the bogie is suppressed by setting the gradient provided on the tread of the wheel appropriately, setting the hardness of a bush provided on the suspension appropriately, and so on.
  • a damping force of the damper in a direction that causes the vehicle body to vibrate is set at zero.
  • lateral vibration of the vehicle body is suppressed, but since the damping force of the damper is insufficient, it may be impossible to suppress lateral vibration of the bogie sufficiently.
  • the vibration of the bogie is superimposed on the vibration of the vehicle body, and as a result, the passenger comfort of the vehicle deteriorates.
  • This invention has been designed in consideration of the problems described above, and it is an object thereof to provide a vibration suppression device for a railway vehicle installed with a semi-active suspension, which is capable of preventing deterioration of the passenger comfort of the railway vehicle even when lateral vibration occurs in a bogie.
  • this invention provides a vibration suppression device for a railway vehicle, which suppresses vibration in the railway vehicle.
  • the vibration suppression device for a railway vehicle comprises a damper having a variable damping force, which extends and compresses in accordance with lateral vibration of a vehicle body relative to a bogie, first control means that control the damping force of the damper using sky-hook semi-active control in order to suppress the lateral vibration of the vehicle body, a vertical direction acceleration detecting means that detects acceleration in a vertical direction of the vehicle body, a determining means that determine whether or not lateral vibration has occurred in the bogie on the basis of the acceleration detected by the vertical direction acceleration detecting means, a second control means that causes the damper to operate so as to suppress the lateral vibration of the bogie and a switching control means that switches from the first control means to the second control means when lateral vibration is determined to have occurred in the bogie.
  • FIG. 1 is a system diagram of a vibration suppression device for a railway vehicle according to an embodiment of this invention.
  • FIG. 2 is a constitutional diagram of a variable damping force damper.
  • FIG. 3 is a flowchart showing a control procedure for determining whether or not lateral vibration has occurred in a bogie.
  • FIG. 4 is a flowchart showing a control procedure for determining whether or not the lateral vibration in the bogie has been eliminated.
  • a vibration suppression device is installed in a railway vehicle 1 shown in FIG. 1 .
  • the railway vehicle 1 comprises a bogie 3 that travels along a pair of rails 2 extending in parallel, and a vehicle body 10 that is supported by the bogie 3 and carries people and objects.
  • the bogie 3 is provided at each of a front portion and a rear portion of the vehicle body 10.
  • the bogie 3 comprises left and right wheels 4 that roll along the pair of rails 2, an axle 5 that supports the wheels 4 rotatably, a bogie frame 6 that is supported by the axle 5 and carries the vehicle body 10, and left and right suspension springs 7 that are interposed between the axle 5 and the bogie frame 6 and absorb vertical direction movement of the axle 5.
  • the wheel 4 has a tread 4a that contacts the rail 2 rotatably.
  • the tread 4a is provided with a gradient that inclines relative to a rotary central axis of the wheel 4 to ensure smooth traveling in bend sections and suppress deviation to one side of the rail 2.
  • the gradient of the left and right wheels 4 is formed such that the left and right wheels 4 are respectively oriented toward the inside of the left and right rails 2 by gravity of the railway vehicle 1.
  • Left and right air springs 8 are interposed between the bogie frame 6 and the vehicle body 10.
  • the air springs 8 support the vehicle body 10 relative to the bogie 3, and absorb vertical direction movement of the bogie 3.
  • a damper 9 is disposed between the bogie 3 and the vehicle body 10.
  • the damper 9 extends and compresses in a horizontal lateral direction (to be referred to hereafter as a "lateral direction") relative to an advancement direction of the railway vehicle 1 in order to suppress vibration in the lateral direction of the vehicle body 10.
  • the damper 9 is a variable damping force damper in which a resistance applied to hydraulic oil (hydraulic fluid) that flows as the damper 9 extends and compresses is variable, and forms a semi-active suspension.
  • the damping force of the damper 9 is switched continuously by signals output from a controller 20 installed in the vehicle.
  • the controller 20 is constituted by a CPU, ROM, RAM, and so on, and controls an operation of the damper 9 on the basis of signals from various sensors.
  • the vehicle body 10 is provided with an acceleration sensor 15 serving as means for detecting acceleration of the vehicle body 10.
  • An acceleration signal detected by the acceleration sensor 15 is output to the controller 20.
  • the acceleration sensor 15 detects biaxial acceleration, i.e. acceleration ax in the lateral direction of the vehicle body 10 and acceleration az in the vertical direction of the vehicle body 10. It should be noted that the acceleration ax and the acceleration az may be detected by provided two acceleration sensors that each detect acceleration on a single axis as the means for detecting acceleration of the vehicle body 10.
  • the damper 9 comprises a cylinder 32 in which hydraulic oil is sealed, a piston 34 accommodated slidably within the cylinder 32, and a rod 33, one end of which is coupled to the piston 34 and another end of which extends to the external cylinder 32.
  • the cylinder 32 is connected to one of the bogie 3 or the vehicle body 10, and the rod 33 is connected to the other. When the vehicle body 10 displaces relative to the bogie 3 in the lateral direction, the piston 34 slides within the cylinder 32.
  • the internal cylinder 32 is partitioned by the piston 34 into a rod side pressure chamber 35 and an end side pressure chamber 36. Further, a tank chamber 37 which is independent of the rod side pressure chamber 35 and the end side pressure chamber 36 is provided in the internal of the cylinder 32.
  • the damper 9 comprises a uniflow passage 41 that leads the hydraulic oil from the rod side pressure chamber 35 into the tank chamber 37, an extension side check valve 51 that is provided in a passage connecting the end side pressure chamber 36 to the tank chamber 37 and only allows the hydraulic oil to flow from the tank chamber 37 into the end side pressure chamber 36, a compression side check valve 52 that is provided on the piston 34 and only allows the hydraulic oil to flow from the end side pressure chamber 36 to the rod side pressure chamber 35, and an orifice 53 that applies resistance to hydraulic oil flowing through a passage that connects the rod side pressure chamber 35 to the tank chamber 37.
  • a solenoid proportional relief valve 42 and a damping valve 43 are equipped in series in the uniflow passage 41 together with an electromagnetic switch valve 44 that selectively leads the hydraulic oil to the solenoid proportional relief valve 42 or the damping valve 43.
  • a valve-opening pressure of the solenoid proportional relief valve 42 is set in accordance with a signal output from the controller 20.
  • the damping valve 43 generates a damping force that is proportionate to the piston speed of the damper 9.
  • the position of the electromagnetic switch valve 44 is switched by a signal output from the controller 20.
  • the damper 9 comprises a communication passage 45 that connects the rod side pressure chamber 35 to the end side pressure chamber 36.
  • An extension side unloading valve 46 having a valve-opening position 46a in which the damper 9 is unloaded during an extension side stroke of an extension/compression operation of the damper 9 is interposed in the communication passage 45.
  • the damper 9 also comprises a communication passage 47 that connects the end side pressure chamber 36 to the tank chamber 37.
  • a compression side unloading valve 48 having a valve-opening position 48a in which the damper 9 is unloaded during a compression side stroke of the extension/compression operation of the damper 9 is interposed in the communication passage 47.
  • the extension side unloading valve 46 and compression side unloading valve 48 operate during skyhook semi-active control, and are opened and closed in accordance with a signal output by the controller 20.
  • the controller 20 closes both the extension side unloading valve 46 and the compression side unloading valve 48 such that these two valves are OFF. Further, the controller 20 controls the solenoid proportional relief valve 42 to a constant valve-opening pressure by switching the electromagnetic switch valve 44 to a position in which the hydraulic oil is led to the solenoid proportional relief valve 42. Hence, when skyhook semi-active control is not performed, the damper 9 functions as a passive damper.
  • the extension side check valve 51 closes and the compression side check valve 52 opens such that an amount of hydraulic oil corresponding to an infiltration volume of the rod 33 flows from the rod side pressure chamber 35 into the tank chamber 37 through the orifice 53 and the uniflow passage 41.
  • the compression side check valve 52 closes and the extension side check valve 51 opens such that the hydraulic oil in the rod side pressure chamber 35 flows from the tank chamber 37 into the end side pressure chamber 36 through the orifice 53 and the uniflow passage 41.
  • the area ratio of the piston 34 and the rod 33 is set at 2:1, and therefore the flow rate of the hydraulic oil that flows out of the rod side pressure chamber 35 is equal in the compression side stroke and the extension side stroke of the damper 9.
  • the flow rate of the hydraulic oil flowing through the orifice 53 and the uniflow passage 41 is equal in the compression side stroke and the extension side stroke, and therefore an identical damping characteristic is obtained.
  • the damper 9 when the damper 9 does not perform skyhook semi-active control, the damper 9 enters an on-load state, in which damping force is generated, during both the extension side stroke and the compression side stroke.
  • the electromagnetic switch valve 44 is switched to a position in which the hydraulic oil is led to the damping valve 43, whereby the damper 9 functions as a passive damper having a constant damping coefficient.
  • the controller 20 opens one of the extension side unloading valve 46 and the compression side unloading valve 48 to switch that valve ON, and closes the other valve to switch that valve OFF. Further, the controller 20 controls the valve-opening pressure of the solenoid proportional relief valve 42 by switching the electromagnetic switch valve 44 to a position in which the hydraulic oil is led to the solenoid proportional relief valve 42.
  • skyhook semi-active control (first control means) will be described in detail.
  • a damping force F is calculated by the controller 20 in the following manner, where X is a lateral direction displacement of the vehicle body 10, Y is a lateral direction displacement of the bogie 3, dX/dt is a lateral direction absolute velocity of the vehicle body 10, d (X-Y)/dt is a lateral direction relative velocity between the vehicle body 10 and the bogie 3, and Cs is a sky-hook damping coefficient.
  • the lateral direction absolute velocity dX/dt of the vehicle body 10 is calculated by subjecting the lateral direction acceleration ax of the vehicle body 10, which is detected by the acceleration sensor 15, to integration processing in the controller 20. Further, the lateral direction relative velocity d (X-Y)/dt between the vehicle body 10 and the bogie 3 is detected by a stroke sensor or the like that detects the stroke of the damper 9.
  • the damping force F calculated by the controller 20 is output to the damper 9 as a control command.
  • the damper 9 then controls the operations of various valves, such as the extension side unloading valve 46, the compression side unloading valve 48, and the solenoid proportional relief valve 42, in the manner described above to generate the damping force F corresponding to the control command.
  • the damping force F of the damper 9 is controlled to a value as close to zero to ensure that the lateral vibration of the bogie 3 is not transmitted to the vehicle body 10.
  • the controller 20 determines whether or not lateral vibration has occurred in the bogie 3, and having determined the presence of lateral vibration in the bogie 3, the controller 20 switches the control mode of the damper 9 from skyhook semi-active control to a control mode (second control means) in which the damper 9 acts to suppress the lateral vibration of the bogie 3.
  • the controller 20 causes the damper 9 to perform sky-hook semi-active control by calculating the damping force F on the basis of Equations (1) and (2) described above to suppress lateral vibration of the vehicle body 10.
  • the controller 20 controls the damping force of the damper 9 in accordance with the lateral direction absolute velocity dX/dt of the vehicle body 10.
  • the controller 20 makes an opening command issued to the solenoid proportional relief valve 42 constant and switches both the extension side unloading valve 46 and the compression side unloading valve 48 OFF.
  • the damper 9 functions as a passive damper that generates damping force in accordance with the relative velocity between the bogie 3 and the vehicle body 10, regardless of the lateral direction absolute velocity dX/dt of the vehicle body 10.
  • the damper 9 acts to suppress the lateral vibration of the bogie 3. It should be noted that by constituting the solenoid proportional relief valve 42 to operate mechanically such that the damping force generated by the damper 9 becomes constant, lateral vibration in the bogie 3 can be suppressed more effectively.
  • the damping force of the damper 9 is generated in accordance with the lateral direction speed of the vehicle body 10 through sky-hook semi-active control, and when lateral vibration occurs in the bogie 3, the damping force of the damper 9 is generated according to the relative velocity between the bogie 3 and the vehicle body 10.
  • the bogie 3 meanders, causing the vehicle body 10 to oscillate in the lateral direction, the vehicle body frame 6 to oscillate in the vertical direction via the suspension springs 7 due to the gradient provided on the tread 4a of the wheels 4. As a result, the vehicle body 10 oscillates in the vertical direction via the air springs 8. If skyhook semi-active control is performed by the damper 9 at this time, a lateral direction acceleration amplitude (acceleration variation) Ax of the vehicle body 10 is suppressed to be small, but a vertical direction acceleration amplitude (acceleration variation) Az of the vehicle body 10 cannot be suppressed.
  • the controller 20 determines whether or not lateral vibration has occurred in the bogie 3 on the basis of the lateral direction acceleration ax of the vehicle body 10 and the vertical direction acceleration az of the vehicle body 10, which are detected by the acceleration sensor 15.
  • the detection signal detected by the acceleration sensor 15 is subjected to filter processing to read the lateral direction acceleration ax and vertical direction acceleration az of the vehicle body 10.
  • the acceleration amplitude Ax which is the difference between a maximum value Max (ax) and a minimum value Min (ax) of the acceleration ax read within a predetermined time period
  • the acceleration amplitude Az which is the difference between a maximum value Max (az) and a minimum value Min (az) of the acceleration az read within a predetermined time period
  • the routine advances to a step 8, where an abnormality count value Cz is cleared.
  • the routine advances to a step 4, where the abnormality count value Cz is incremented by one.
  • step 5 When it is determined in the step 5 that the count value Cz has reached the determination value Cza, it is determined that lateral vibration has occurred in the bogie 3, and therefore the routine advances to a step 6, where a lateral vibration occurrence determination bit B is established.
  • the control mode of the damper 9 is switched (switching control means) in a separate routine from sky-hook semi-active control to the control mode in which the damper 9 acts to suppress the lateral vibration of the bogie 3.
  • the lateral vibration of the bogie 3 is suppressed by the operation of the damper 9, and thus the traveling stability of the railway vehicle 1 is increased.
  • the occurrence of lateral vibration in the bogie 3 is determined on the basis of both the lateral direction acceleration ax of the vehicle body 10 and the vertical direction acceleration az of the vehicle body 10, but as noted above, when skyhook semi-active control is performed by the damper 9, the lateral direction acceleration amplitude Ax of the vehicle body 10 is suppressed to be small. Therefore, the occurrence of lateral vibration in the bogie 3 may be determined using only the vertical direction acceleration amplitude Az, which is not easily affected by sky-hook semi-active control. More specifically, the number of times that the acceleration amplitude Az reaches or exceeds a reference value may be counted such that when the count value reaches a determination value, it is determined that lateral vibration has occurred in the bogie 3.
  • the number of times that either value of the vertical direction acceleration amplitude Az and lateral direction acceleration amplitude Ax of the vehicle body 10 reaches or exceeds a reference value may be counted such that when the count value reaches a determination value, it is determined that lateral vibration has occurred in the bogie 3.
  • the number of times that the values of both the vertical direction acceleration amplitude Az and lateral direction acceleration amplitude Ax reach or exceed a reference value may be counted such that when the count value reaches a determination value, it is determined that lateral vibration has occurred in the bogie 3.
  • a sum ax+az of the lateral direction acceleration ax and the vertical direction acceleration az may be used, and the number of times that this sum ax+az reaches or exceeds a reference value may be counted such that when the count value reaches a determination value, it is determined that lateral vibration has occurred in the bogie 3.
  • the detection signal detected by the acceleration sensor 15 is subjected to filter processing to read the lateral direction acceleration ax and vertical direction acceleration az of the vehicle body 10.
  • the acceleration amplitude Ax which is the difference between the maximum value Max (ax) and minimum value Min (ax) of the acceleration ax read within a predetermined time period
  • the acceleration amplitude Az which is the difference between the maximum value Max (az) and minimum value Min (az) of the acceleration az read within a predetermined time period
  • the routine advances to a step 18, where an abnormality count value Rz is cleared.
  • the routine advances to a step 14, where the abnormality count value Rz is incremented by one.
  • step 15 When it is determined in the step 15 that the count value Rz has reached the determination value Rza, it is determined that lateral vibration in the bogie 3 has been eliminated, and therefore the routine advances to a step 16, where the lateral vibration occurrence determination bit B is cleared.
  • lateral vibration of the vehicle body 10 is suppressed by subjecting the damping force of the damper 9 to skyhook semi-active control, thereby maintaining the passenger comfort in a favorable state.
  • the operation of the damper 9 is switched, and as a result, the high-frequency lateral vibration of the bogie 3 is suppressed, enabling an improvement in the traveling stability of the railway vehicle 1. Hence, deterioration of the passenger comfort of the railway vehicle 1 can be prevented even when lateral vibration occurs in the bogie 3.
  • the damper 9 functions as a passive damper having a constant damping force, and therefore the lateral vibration of the bogie 3 is suppressed by the damping force generated by the damper 9, leading to an improvement in the traveling stability of the railway vehicle 1.
  • both the extension side unloading valve 46 and the compression side unloading valve 48 are closed to OFF such that the damper 9 does not enter an unloaded state during an extension/compression operation. Therefore, the damper 9 generates damping force in both the compression side stroke and the extension side stroke, whereby lateral vibration of the bogie 3 is suppressed, enabling an improvement in the traveling stability of the railway vehicle 1.
  • the occurrence of lateral vibration in the bogie 3 is determined on the basis of an acceleration detection signal, which is detected by the acceleration sensor 15 provided in the vehicle body 10. Hence, there is no need to provide the bogie 3 with an acceleration sensor or the like, and as a result, increases in the cost of the device can be suppressed.
  • the occurrence of lateral vibration in the bogie 3 is determined on the basis of both the lateral direction acceleration and the vertical direction acceleration of the vehicle body 10, which are detected by the biaxial acceleration sensor 15, the occurrence of lateral vibration in the bogie 3 can be determined even more accurately.
  • the position of the electromagnetic switch valve 44 is switched such that the hydraulic oil flowing through the uniflow passage 41 is led to the damping valve 43.
  • the damping valve 43 increases the damping force in proportion to the piston speed of the damper 9, and therefore lateral vibration of the bogie 3 is suppressed by the damping force of the damper 9, enabling an improvement in the traveling stability of the railway vehicle 1.

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

Claims (9)

  1. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1), das eine Schwingung in dem Schienenfahrzeug (1) unterdrückt, aufweisend:
    einen Dämpfer (9) mit einer variablen Dämpfungskraft, der sich in Übereinstimmung mit einer seitlichen Schwingung einer Fahrzeugkarosserie (10) relativ zu einem Rädergestell (3) ausdehnt oder zusammenzieht;
    eine erste Steuerungseinrichtung, die die Dämpfungskraft des Dämpfers (9) unter Verwendung einer deckengehängten semiaktiven Steuerung steuert, um eine seitliche Schwingung der Fahrzeugkarosserie (10) zu unterdrücken;
    gekennzeichnet durch
    eine Vertikalrichtungs-Beschleunigungserfassungseinrichtung (15), die eine Beschleunigung in vertikaler Richtung der Fahrzeugkarosserie (10) erfasst;
    eine Bestimmungseinrichtung, die bestimmt, ob eine seitliche Schwingung in dem Rädergestell (3) aufgetreten ist, oder nicht, auf der Grundlage der Beschleunigung, erfasst durch die Vertikalrichtungs-Beschleunigungserfassungseinrichtung (15);
    eine zweite Steuerungseinrichtung, die den Dämpfer (9) veranlasst, wirksam zu sein, um die seitliche Schwingung des Rädergestells (3) zu unterdrücken; und
    eine Schaltsteuerungseinrichtung, die von der ersten Steuerungseinrichtung auf die zweite Steuerungseinrichtung schaltet, wenn festgestellt wird, das eine seitliche Schwingung in dem Rädergestell (3) aufgetreten ist.
  2. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 1, wobei die zweite Steuerungseinrichtung den Dämpfer (9) veranlasst, als ein passiver Dämpfer zu funktionieren.
  3. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 1, wobei die zweite Steuerungseinrichtung eine Dämpfungskraft in Übereinstimmung mit einer Relativ-Geschwindigkeit zwischen der Fahrzeugkarosserie (10) und dem Rädergestell (3) erzeugt.
  4. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 1, wobei die zweite Steuerungseinrichtung die Dämpfungskraft des Dämpfers (9) konstant macht.
  5. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 1, wobei die zweite Steuerungseinrichtung einen Dämpfungskoeffizienten des Dämpfers (9) konstant macht.
  6. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 1, wobei die erste Steuerungseinrichtung eine Steuerung derart ausführt, dass die Dämpfungskraft des Dämpfers (9) nur in einem von einem Ausdehnungshub oder einem Kompressionshub erzeugt wird, und die zweite Steuerungseinrichtung die Steuerung derart ausführt, dass die Dämpfungskraft des Dämpfers (9) in sowohl dem Ausdehnungshub, als auch in dem Kompressionshub erzeugt wird.
  7. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 6, wobei die erste Steuerungseinrichtung die Steuerung derart ausführt, dass die Dämpfungskraft des Dämpfers (9) nicht in einer Richtung erzeugt wird, in der die Fahrzeugkarosserie (10) veranlasst, wird zu schwingen.
  8. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach einem der Ansprüche 1 bis 7, außerdem aufweisend eine Seitenbeschleunigungs-Erfassungseinrichtung (15), die eine Beschleunigung in einer seitlichen Richtung der Fahrzeugkarosserie erfasst,
    wobei die erste Steuerungseinrichtung die Dämpfungskraft des Dämpfers (9) in Übereinstimmung mit einer absoluten Geschwindigkeit in der seitlichen Richtung der Fahrzeugkarosserie (10) steuert, die auf der Grundlage der Beschleunigung, erfasst durch die Seitenbeschleunigungs-Erfassungseinrichtung (15), berechnet wird.
  9. Schwingungsunterdrückungsvorrichtung für ein Schienenfahrzeug (1) nach Anspruch 8, wobei die Bestimmungseinrichtung bestimmt, ob eine seitliche Schwingung in dem Rädergestell (3) aufgetreten ist, oder nicht, auf der Grundlage der Beschleunigung, erfasst durch die Vertikalrichtungs-Beschleunigungserfassungseinrichtung (15) und die Beschleunigung, erfasst durch die Seitenbeschleunigungs-Erfassungseinrichtung (15).
EP08013274A 2007-07-30 2008-07-23 Vorrichtung zur Schwingungsunterdrückung für ein Schienenfahrzeug Not-in-force EP2020356B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
KR1020070076123A KR101300893B1 (ko) 2007-07-30 2007-07-30 철도 차량의 진동 억제 장치

Publications (3)

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EP2020356A2 EP2020356A2 (de) 2009-02-04
EP2020356A3 EP2020356A3 (de) 2009-09-09
EP2020356B1 true EP2020356B1 (de) 2010-12-01

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EP08013274A Not-in-force EP2020356B1 (de) 2007-07-30 2008-07-23 Vorrichtung zur Schwingungsunterdrückung für ein Schienenfahrzeug

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EP (1) EP2020356B1 (de)
KR (1) KR101300893B1 (de)
AT (1) ATE490143T1 (de)
DE (1) DE602008003719D1 (de)
DK (1) DK2020356T3 (de)
ES (1) ES2353485T3 (de)

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EP2990294A1 (de) 2014-08-25 2016-03-02 Schweizerische Bundesbahnen SBB Vorrichtung und Verfahren zur Steuerung der Federung von Schienenfahrzeugen
EP4257448A4 (de) * 2020-12-02 2024-07-24 Crrc Qingdao Sifang Co Ltd Schienenfahrzeug und steuerungsverfahren und -system für ein laufflächenprofil eines schienenfahrzeugs

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KR101388298B1 (ko) * 2010-08-25 2014-04-22 신닛테츠스미킨 카부시키카이샤 철도 차량의 진동 억제 장치
KR101252547B1 (ko) * 2011-09-29 2013-04-08 현대로템 주식회사 철도차량용 현가장치
JP5503680B2 (ja) * 2012-03-14 2014-05-28 カヤバ工業株式会社 鉄道車両用制振装置
JP6450278B2 (ja) * 2015-08-03 2019-01-09 Ｋｙｂ株式会社 鉄道車両用制振装置
KR101722493B1 (ko) 2016-07-14 2017-04-06 한국철도기술연구원 가변저항을 사용한 가변 감쇠력 댐퍼 및 이를 구비한 진동 시스템

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EP0704364B1 (de) * 1994-09-30 2001-11-28 Kayaba Kogyo Kabushiki Kaisha Dämpfer zum Dämpfen von seitlichen Bewegungen eines Schienenfahrzeugs und Dämpfersystem
JP4023754B2 (ja) 1997-04-28 2007-12-19 カヤバ工業株式会社 振動抑制装置
JP4700862B2 (ja) * 2001-09-07 2011-06-15 財団法人鉄道総合技術研究所 鉄道車両
JP4845426B2 (ja) * 2005-05-30 2011-12-28 川崎重工業株式会社 車体振動制御装置及び車体振動制御方法
JP4868829B2 (ja) * 2005-11-11 2012-02-01 公益財団法人鉄道総合技術研究所 鉄道車両の制振装置

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2990294A1 (de) 2014-08-25 2016-03-02 Schweizerische Bundesbahnen SBB Vorrichtung und Verfahren zur Steuerung der Federung von Schienenfahrzeugen
EP4257448A4 (de) * 2020-12-02 2024-07-24 Crrc Qingdao Sifang Co Ltd Schienenfahrzeug und steuerungsverfahren und -system für ein laufflächenprofil eines schienenfahrzeugs

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DE602008003719D1 (de) 2011-01-13
EP2020356A3 (de) 2009-09-09
DK2020356T3 (da) 2011-03-07
EP2020356A2 (de) 2009-02-04
ATE490143T1 (de) 2010-12-15
KR20090012376A (ko) 2009-02-04
ES2353485T3 (es) 2011-03-02
KR101300893B1 (ko) 2013-08-27

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