JP2002054675A - Damper for vibration damping, and damping system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vibration damper that is simple in circuit structure, uses a small number of part items, excels in an assembling property and economical efficiency, is easily maintainable and can improve ride comfort via a gradual buildup of damping force in an uncontrolled time, and a damping system that uses the damper. SOLUTION: The damper for vibration damping 3, 4 is so constructed that a damping force control circuit has a main circuit 8a and a bypass circuit 8b juxtaposed to the main circuit, that the main circuit has an orifice 26 and a relief valve 34 in series, and a high-pressure relief valve 32 in parallel with the orifice and the low-pressure relief valve, and that the bypass circuit has a fail-safe valve V consisting of a normally open on-off valve bypassing the orifice and the high-pressure relief valve and disposed in series with the low- pressure relief valve.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a semi-active damping damper of semi-active control for preventing a lateral vibration occurring on a vehicle body of a railway vehicle and a lateral vibration occurring on a building standing on the ground, and a damping device using the same. Vibration system.

[0002]

2. Description of the Related Art A semi-active control damper and a semi-active control damper capable of effectively damping even a bogie on a vibration generating side and a body mass on a vibration damping side which are extremely large like a railway car are used. As a vibration suppression system, for example,
The one disclosed in -99634 has been developed.

[0003] As shown in FIG.
One or two damping dampers 63 and 64 interposed between the bogie 1 and the vehicle body 2, the detecting means 5 provided on the vehicle body 2, and a sensor for processing a damper signal from the vibration dampers 63 and 64 A signal processing circuit 39, a processing circuit 41 for processing a vehicle signal from the detection means 5, a sensor signal processing circuit 39 and a computer 40 for calculating signals from the processing circuit 41
And the signal computed by the computer 40
3, 64.

Further, as shown in FIG. 11, a vibration damper 63 or 64 is connected to a stroke sensing cylinder 66 interposed between the truck 1 and the vehicle body 2, and from the head side chamber 11 of the cylinder 66 to the rod side chamber 12. A flow path 21a that allows only the flow of hydraulic oil to flow therethrough, a reservoir 7 that is connected to the head-side chamber 11 via a suction valve 22, and a pressure side provided in a flow path 20 that connects the head-side chamber 11 to the reservoir 7. An unload valve 18, an extension-side unload valve 19 provided in a flow path 21 connecting the rod-side chamber 12 and the head-side chamber 11, and a damping force control circuit 80 provided between the rod-side chamber 12 and the reservoir 7. Is provided.

The damping force control circuit 80 includes a main circuit 81
And a plurality of bypass circuits 82. A plurality of orifices 25, 26, 27 are provided in the main circuit 81, and a plurality of on-off valves 28, 29, 30 that bypass the respective orifices 25, 26, 27 in the bypass circuit 82. Is provided. Further, the main circuit 81
Is provided with a high-pressure relief valve 32 and a low-pressure relief valve 34 in parallel.

According to the above-described vibration damping system, the damper signal detected by the stroke sensing cylinder 66 is used as the damper displacement signals W1, W2 and the damper speed signals V1, V
And a damping force value closest to the optimum value generated by the damping force control circuit 88 based on these signals W1, W2 and V1, V2 and the vehicle speed signals U1, U2 from the detecting means 5. The on / off control of each of the on-off valves 28, 29, 30 is performed so as to match the calculation result. Further, the computer 40 determines the swing direction of the vehicle body at that time based on the vehicle speed signal from the detection means 5 and selectively controls on / off of the unload valves 18 and 19 for the compression side and the expansion side by so-called skyhook control. Is what makes it possible. Then, as shown in FIG. 12, for example, as shown in FIG. 12, six types of damping force characteristics P1 to P6 are obtained by the on / off control of the on-off valves 28, 29, 30 and the selective combination with any of the orifices 25, 26, 27. The lateral vibration of the vehicle body is controlled by these characteristics.

[0007]

According to the above-described conventional vibration damper and vibration damping system, for example, six steps of fine vibration damping can be performed, but there are the following problems.

First, in order to perform control using damper signals from the dampers 63 and 64, a sensor signal processing circuit 39 for processing the damper signal is required, and a scale is provided on the piston rod 13 of the stroke sensing cylinder 6. A memory 14 and a displacement sensor 15 for detecting the scale memory 14 are required, and a damping force control circuit 80 requires a plurality of orifices 25, 26, 27 and a plurality of on-off valves 28, 29, 30. Therefore, the number of parts is large, the assemblability is poor, the circuit configuration is complicated, the cost is increased, and a great deal of labor is required for maintenance.

Second, as shown in FIG.
Even if, for example, the damping force at the time of non-control by the orifice 27 and the low-pressure relief valve 34 is obtained as the characteristic P4, the characteristics of the other orifices 2
Under the influence of 5, 26, etc., the characteristic P
3, rises from P4 and adversely affects ride comfort.

An object of the present invention is to provide a simple circuit configuration, a small number of parts, excellent assemblability and economy.
An object of the present invention is to provide a vibration damper that can be easily maintained and that can gradually rise in damping force when not controlled to improve riding comfort, and a vibration damping system using the same.

[0011]

Means for Solving the Problems In order to achieve the above object, one means of a damper for vibration damping according to the present invention comprises a cylinder having a piston rod movably inserted through a piston and a head side chamber of the cylinder. A uniflow channel that allows only the flow of hydraulic oil toward the rod-side chamber, a reservoir connected to the head-side chamber via a suction valve, and a pressure-side amplifier provided in a channel that communicates the head-side chamber with the reservoir. A vibration control device comprising a load valve, an unload valve for extension on the flow path communicating the rod side chamber and the head side chamber, and a damping force control circuit provided between the rod side chamber and the reservoir. In the damper, the damping force control circuit has a main circuit and a bypass circuit juxtaposed with the main circuit. In the main circuit, an orifice and a relief valve are provided in series and these orifices are provided. A high-pressure relief valve is provided in parallel with the low-pressure relief valve.In the bypass circuit, a fail-safe valve including a normally open type on-off valve that bypasses the orifice and the high-pressure relief valve and is arranged in series with the low-pressure relief valve is provided. It is characterized by having been provided.

Another means is a cylinder in which a piston rod is movably inserted through a piston, a uniflow flow passage that allows only a flow of hydraulic oil from a head side chamber to a rod side chamber of the cylinder, and a suction valve. A reservoir connected to the head-side chamber, a pressure-side unload valve provided in a flow path communicating the head-side chamber and the reservoir, and an extension side provided in a flow path communicating the rod-side chamber and the head-side chamber. Damping force control device provided with an unloading valve for damping and a damping force control circuit provided between the rod side chamber and the reservoir, the damping force control circuit includes a main circuit and a bypass circuit arranged in parallel with the main circuit. A normally open type in which a high pressure relief valve and an orifice are provided in parallel in a main circuit, and a bypass circuit bypasses the orifice and the high pressure relief valve in a bypass circuit. It is characterized in that the fail-safe valve and the low-pressure relief valve comprising a shutoff valve disposed in series.

In the above case, the cylinder may be interposed between the bogie and the vehicle body to prevent the railcar from swaying, or the cylinder may be interposed between the foundation and a building standing on the foundation. In this case, the building may be prevented from swaying.

[0014] Similarly, one means of the vibration damping system of the present invention is a uniflow flow that allows only the flow of hydraulic oil from the head side chamber to the rod side chamber of the cylinder in which the piston rod is movably inserted via the piston. Road and
A reservoir connected to the head-side chamber via a suction valve, a pressure-side unload valve provided in a flow path communicating the head-side chamber and the reservoir, and a flow path communicating the rod-side chamber and the head-side chamber. An unload valve for extension provided, and a damping force control circuit provided between the rod side chamber and the reservoir, the damping force control circuit has a main circuit and a bypass circuit juxtaposed to the main circuit, An orifice and a relief valve are provided in series in the main circuit, and a high-pressure relief valve is provided in parallel with the orifice and the low-pressure relief valve. In the bypass circuit, the orifice and the high-pressure relief valve are bypassed and the low-pressure relief valve is provided. Using a damping damper provided with a fail-safe valve consisting of a normally open type on-off valve arranged in series with the valve, the fail-safe valve is maintained in an on state On the other hand, the vehicle speed signal from the detection means provided on the vehicle body is calculated by a computer, the swing direction of the vehicle body at that time is determined by the computer based on the signal based on the calculation result, and the compression-side and extension-side unload valves are selected. It is characterized in that the switching control is performed.

Another means is a cylinder in which a piston rod is movably inserted via a piston, a uniflow flow passage which allows only a flow of hydraulic oil from a head side chamber to a rod side chamber of the cylinder, and a suction valve. A reservoir connected to the head-side chamber, a pressure-side unload valve provided in a flow path communicating the head-side chamber and the reservoir, and an extension side provided in a flow path communicating the rod-side chamber and the head-side chamber. And a damping force control circuit provided between the rod-side chamber and the reservoir, the damping force control circuit having a main circuit and a bypass circuit juxtaposed to the main circuit. Is provided with a high-pressure relief valve and an orifice in parallel, and in the bypass circuit, a failure comprising a normally open type on-off valve that bypasses the orifice and the high-pressure relief valve. While a fail-safe valve is maintained in an on state using a damping damper having a pressure relief valve and a low-pressure relief valve provided in series, a computer calculates a vehicle speed signal from detection means provided on the vehicle body, and this calculation is performed. The swing direction of the vehicle body at that time is determined by a computer based on a signal based on the result, and the pressure-side and extension-side unload valves are selectively switched and controlled.

[0016]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vibration damper according to the present invention and a vibration damping system using the same will be described below with reference to FIGS.

Although the embodiment shown in the drawings describes the case of controlling the lateral run-out of a railway vehicle, the damper for damping and the damping system of the present invention are used for a ground base and a building installed on the base. Needless to say, it is also used for vibration damping of a building that can be shaken by wind or the like by being interposed between them.

The damping damper 3 or 4 is interposed between the bogie 1 and the vehicle body 2 as shown in FIGS. The vibration damper 3 includes a cylinder 6 into which a piston rod 13a is movably inserted via a piston 10;
A flow path 21 a that allows only the flow of hydraulic oil from the head side chamber 11 to the rod side chamber 12, and a suction valve 22.
The reservoir 7 is connected to the head-side chamber 11 through the pressure chamber, a pressure-side unload valve 18 provided in a flow path 20 communicating the head-side chamber 11 with the reservoir 7, and the rod-side chamber 12 is connected to the head-side chamber 11. It includes an unloading valve 19 for extension on the flow path 21 and a damping force control circuit 8 provided between the rod-side chamber and the reservoir 7. The damping force control circuit 8 has a main circuit 8a and a bypass circuit 8b provided in parallel with the main circuit 8a, and an orifice 26 is provided in the main circuit 8a.
And a low-pressure relief valve 34 in series, and a high-pressure relief valve 32 in parallel with the orifice 26 and the low-pressure relief valve 34. In the bypass circuit 8b, there is provided a fail-safe valve V which is a normally open type open / close valve which bypasses the orifice 26 and the high-pressure relief valve 32 and is arranged in series with the low-pressure relief valve.

Further, the damping system uses the damping damper to keep the fail-safe valve V in the ON state, and calculates a vehicle speed signal from the detecting means 5 provided on the vehicle body 2 by the computer 40. The computer 40 determines the deflection direction of the vehicle body 2 at that time based on a signal based on the calculation result, and determines the unload valves 18 and 1 for the compression side and the expansion side.
9 is selectively switched to obtain a skyhook control effect.

The details will be described below.

In FIG. 1, damping dampers 3 and 4 according to the present invention are horizontally arranged opposite to each other for skyhook control between a bogie 1 on a vibration generating side and a vehicle body 2 on a vibration damping side. I have.

Either one of these dampers 3 and 4 may be used, but by using two dampers as in this embodiment, a fail-safe effect can be achieved in the event of failure of one.

The vehicle body 2 on the vibration damping side is provided with a detecting means 5 comprising an accelerometer or a speedometer for detecting the vibration state of the vehicle body 2.

As shown in FIG. 2, the vibration dampers 3 and 4 are composed of a cylinder 6, a reservoir 7, and a damping force control circuit 8.
It consists of The inside of the cylinder 6 is partitioned into a head side chamber 11 and a rod side chamber 12 by a slidable piston 10, and a piston rod 13 a extends from the piston 10 to the outside. The damping dampers 3 and 4 for semi-active control are provided with the check valves 16 and 17 at the off position, and two pressure-side and extension-side unlocking members that maintain the communication position at the on position. Load valves 18 and 19 are provided.

The pressure-side unload valve 18 is interposed in the middle of a flow path 20 that connects the head-side chamber 11 and the reservoir 7 to each other.
The flow of the working fluid from the head side chamber 12 to the rod side chamber 12 is blocked by the check valve 16 and the head side chamber 1
1 is arranged so as to communicate with the reservoir 7 through the flow path 20.

On the other hand, the extension-side unload valve 19 is interposed in the middle of the flow path 21 that connects the rod-side chamber 12 and the head-side chamber 11, and is in the off position. , And allows only the flow of the working fluid toward the rod-side chamber 12 and communicates the rod-side chamber 12 with the head-side chamber 11 at the ON position.

The flow paths 20 and 21 are independently provided in the head side chamber 11.
May be branched from the common flow path 40 as shown in FIG. Similarly, the flow path 21 and the damping force control circuit 8 may be independently communicated with the rod-side chamber 12, or may be branched from a common flow path 41 as shown in FIG.

The head chamber 11 communicates with the reservoir 7 through a suction passage 23 having a suction valve 22, and the rod chamber 12 communicates with the reservoir 7 through a damping force control circuit 8.

The damping force control circuit 8 has a main circuit 8a and a bypass circuit 8b. The main circuit 8a is provided with an orifice 26 and a low-pressure relief valve 34. A valve 32 is provided. The bypass circuit 8b is provided with a fail-safe valve V in series with the low-pressure relief valve 34.

When the fail-safe valve V is off, the bypass circuit 8b is open.
As shown in FIG. 3, the damping force characteristic A at the time of fail safe by the low pressure relief valve 34 is obtained. When a signal is applied to the solenoid of the fail-safe valve V to turn it on, the bypass circuit 8b is cut off, the hydraulic oil flows through the main circuit 8a, and the damping force at the time of strong damping by the orifice 26, the low-pressure relief valve 34, and the high-pressure relief valve 32. Characteristic B is obtained.
At the time of unloading to obtain the skyhook control effect, a damping force characteristic C by the unload valve 18 or 19 is obtained.

Thus, the damping force control circuit 8 controls the unload valve 1 while keeping the fail-safe valve V on.
By appropriately selecting the on and off operations of 8, 19, the damping force characteristics B and C can be controlled in two stages.

As described above, if it is assumed that a lateral deflection of the bogie 2 occurs due to the lateral deflection of the bogie 1 and a relative displacement occurs between the bogie 1 and the vehicle body 2, it corresponds to the deflection direction of the bogie 1 and the vehicle body 2. Then, the cylinder 6 interposed between the carriage 1 and the vehicle body 2 relatively expands and contracts.

The cylinder 6 in the control damper 3 or 4
Is extended, the working fluid in the reservoir 7 flows from the suction valve 22 through the suction passage 23 to the head side chamber 11.
The working fluid in the rod side chamber 12 is pushed out through a filter (not shown) toward the damping force control circuit 8 while being sucked into the chamber. Conversely, when the cylinder 6 performs a compression operation, the suction valve 22 closes and the working fluid in the head side chamber 11 flows from the flow path 21 to the rod side chamber 12 by opening the check valve 17 of the unloading valve 19 for extension. Then, the working fluid is pushed out to the damping force control circuit 8 in an amount corresponding to the invading volume integral of the piston rod 13.

The working fluid pushed out as a one-way flow toward the damping force control circuit 8 maintains the above-mentioned fail-safe valve V in the ON state and selectively turns on the unload valves 18 and 19. -The orifice 26, the low-pressure relief valve 34, and the high-pressure relief valve 3 accompanying the OFF operation
2, flows into the reservoir 7 and generates a predetermined damping force due to the characteristic B or C with the relative displacement between the bogie 1 and the vehicle body 2, thereby effectively suppressing the lateral vibration of the vehicle body 2.

The detecting means 5 provided on the vehicle body 2
Is detected as a vehicle body signal T, which is input to the computer 40 after being processed into a plus body speed signal U1 and a minus body speed signal U2 by a processing circuit 41 for computer signal conversion.

When the detecting means 5 is a speedometer, the processing circuit 41 processes the plus vehicle speed signal U1 and the minus vehicle speed signal U2 as described above. In this case, the processing circuit 41 converts the acceleration into a speed once, and then outputs the positive vehicle speed signal U1.
And a minus vehicle speed signal U2.

The computer 40 determines the swing direction of the vehicle body 2 at that time based on the vehicle speed signals U1 and U2 sent from the detection means 5 on the vehicle body 2 side. Unload valve 1
A switching signal P or Q is output to 8, 19 to selectively control on / off of them.

As described above, the control dampers 3 and 4 perform a vibration damping action while operating under the following control with respect to the lateral vibration generated between the bogie 1 and the vehicle body 2.

However, when performing the above control, the control dampers 3 and 4 perform the same function as the operation, except that their operation directions are reversed.

Therefore, if only one operation is described, the other operation can be easily understood.
Here, a damper system using one control damper 3 will be described below in order to prevent the description from becoming complicated.

[When the vehicle body 2 swings to the left] Assuming that the vehicle body 2 swings to the left during traveling, a plus vehicle speed signal U1 is input to the computer 40 from the detection means 5 through the processing circuit 41.

The computer 40 determines that the vehicle body 2 is swaying to the left based on the positive vehicle speed signal U1, and outputs a switching signal P to the unload valve 18 for the pressure side to output the switching signal P shown in FIGS. This is switched to the ON position as shown in FIG.

Here, assuming that the bogie 1 swings to the left at a lower speed than the body 2 or to the right opposite to the body 2, as shown in FIG. And pushes the internal working fluid further to the damping force control circuit 8. At this time, the damping force control circuit 8 controls the high pressure relief valve 3
2, the orifice 26 and the low-pressure relief valve 34
The vibration damping action is performed so that the vibration of the vehicle body 2 is effectively suppressed while the damping force is generated.

At this time, if the bogie 1 sways to the left at a speed higher than the lateral sway speed of the body 2 to the left due to, for example, an irregular rail, when the body 2 swings to the left, 6, the fluid pressure corresponding to the generated damping force of the damping force control circuit 8 is also generated in the head side chamber 11 of the cylinder 6, and the movement of the bogie 1 is transmitted to the vehicle body 2, and the vibration of the vehicle body 2 is reduced. There is a risk of vibration.

However, in the present invention, as shown in FIG. 5, the computer 40 continues to output the switching signal P to the unload valve 18 for the pressure side based on the positive vehicle speed signal U1 from the detection means 5, and Unloading valve 1 for
Keep 8 in the ON position.

Accordingly, the working fluid in the head side chamber 11 escapes from the flow path 20 to the reservoir 7 through the pressure side unload valve 18.

As a result, no fluid pressure is generated in the head side chamber 11 of the cylinder 6, and the cylinder 6 is prevented from swinging the vehicle body 2 further to the left. In other words, so-called skyhook control can be performed without transmitting the movement of the carriage 1 to the vehicle body.

[When the vehicle body 2 swings to the right] Contrary to the above, if the vehicle body 2 swings to the right, a negative vehicle speed signal U2 is sent from the detecting means 5 to the computer 4.
Input to 0.

On the basis of the minus vehicle speed signal U2, the computer 40 outputs a switching signal Q to the unloading valve 19 for the extension side to switch it to the ON position.

Here, assuming that the bogie 1 swings to the left at a speed lower than that of the vehicle body 2 or to the left opposite to the vehicle body 2, the cylinder 6 moves to the compression side as shown in FIG. It operates to push the working fluid inside toward the damping force control circuit 8. At this time, the damping force control circuit 8 includes the orifice 26, the low-pressure relief valve 34, and the high-pressure relief valve 32 as described above.
Thus, the vibration of the vehicle body 2 is effectively suppressed and reduced while generating the damping force due to the characteristic B.

Also in the above description, if the bogie 1 swings to the right at a speed higher than the lateral swing speed of the vehicle body 2 due to an irregular rail or the like, the cylinder 6 extends and the rod-side chamber 12 of the cylinder 6 moves. There is a possibility that a fluid pressure corresponding to the generated damping force of the damping force control circuit 8 is generated due to the tendency to compress.

However, even in this case, since the vehicle body 2 keeps swinging rightward, as shown in FIG. 7, based on the negative vehicle speed signal U2 from the detecting means 5, the computer 40 The switching signal Q is continuously output to the unloading valve 19 for use, and the unloading valve 19 for use on the extension side is maintained at the ON position.

As a result, the working fluid in the rod side chamber 12 escapes from the flow path 21 to the head side chamber 11 of the cylinder 6 through the unloading valve 19 for extension side, and as a result, fluid pressure is generated in the rod side chamber 12. Therefore, the cylinder 6 does not vibrate the vehicle body 2 further rightward. In other words, skyhook control that does not transmit the movement of the carriage 1 to the vehicle body can be performed.

[When control is impossible due to occurrence of an abnormal situation such as power-off or electric system failure] Even in this case, the cylinder 6 repeats the expansion and contraction operation in accordance with the swing of the vehicle body 2 to the left and right. The working fluid inside is pushed out toward the damping force control circuit 8.

However, when the power is turned off or when the standby signal disappears, the switching signals P and Q from the computer 40 are also cut off at the same time, so that the unload valves 18 for the compression side and the extension side are provided. 19 and the fail-safe valve V maintain the OFF position in FIG.

As a result, the working fluid pushed out from the cylinder 6 to the damping force control circuit 8 is supplied to the bypass circuit 8b.
And flows into the reservoir 7 through the low-pressure relief valve 34 to generate a predetermined damping force due to the characteristic A due to the pressure loss of the low-pressure relief valve 34, function as a normal damper, and suppress the vibration of the vehicle body 2 in the left-right direction. Become.

FIG. 8 shows another embodiment of the present invention, which is a fail-safe valve V1 comprising a switching valve in a flow path 41, in other words, upstream of the extension-side unload valve 19. Is provided. In this case, even when one of the unload valves 19 fails, all the hydraulic oil is guided to the low-pressure relief valve 34 via the bypass circuit 8b, and the damping force characteristic A shown in FIG. 3 is obtained. Other structures, operations, and effects are the same as those of the embodiment shown in FIGS.

FIG. 9 shows a vibration damper according to another embodiment of the present invention. This is a modification of the damping force control circuit 8 in which the low pressure relief valve 34 is provided only on the bypass circuit 8b side, and the high pressure relief valve 32 is provided in the main circuit 8b.
And the orifice 26 only. That is, the damper 3 for damping is similar to the case of FIG.
The cylinder 6 in which the piston rod 13a is movably inserted through the cylinder 6 and a uniflow passage 21a that allows only the flow of hydraulic oil from the head side chamber 11 to the rod side chamber 12 of the cylinder 6, and the head side chamber through the suction valve 22 11, a pressure-side unload valve 18 provided in a flow path 20 communicating the head-side chamber 11 and the reservoir 7, a rod-side chamber 12, and a head-side chamber 1.
And a damping force control circuit 8 provided between the rod-side chamber 12 and the reservoir 7. The damping force control circuit 8 has a main circuit 8a and a bypass circuit 8b provided in parallel with the main circuit 8a, and includes a high-pressure relief valve 3 in the main circuit 8a.
2 and the orifice 25 are provided in parallel, and the bypass circuit 8b
Inside, a fail-safe valve V composed of a normally open type on-off valve that bypasses the orifice 26 and the high-pressure relief valve 32 and a low-pressure relief valve 34 are provided in series.

According to the damping damper 3 of this embodiment, the low-pressure relief valve 34 is provided only in the bypass circuit 8b.
When the hydraulic oil flows through the main circuit 8b, there is no influence of the low-pressure relief valve 34. Accordingly, the damping force characteristic B shown in FIG. 3 can be changed to a high value in the low-speed range of the piston, and the degree of freedom of setting the damping force can be obtained by the characteristic A generated by the flow of the hydraulic oil in the bypass circuit 8b during the fail-safe. Other structures, operations and effects are the same as those of the embodiment shown in FIGS.

[0060]

(1) According to the invention of each claim, the damping force generated by the damping force control circuit is controlled by the on / off control of the unload valves for the expansion side and the compression side, and the two modes of the damping force characteristics B and C are provided. Therefore, the generated damping force of the damping force control circuit can always be appropriately sky-hook controlled to effectively suppress the lateral vibration of the vehicle body or the building.

(2) Similarly, a damper signal is not used in the control circuit, and only the speed signal from the detecting means is used. Therefore, a sensor signal processing circuit as in the related art is not required, and a scale is added to the piston rod. No need for memory,
The structure is simple, easy to assemble and economical, and easy to maintain.

(3) Similarly, the damping force control circuit has only a high-pressure relief valve, an orifice, a low-pressure relief valve, and a fail-safe valve, so the number of parts is small, the structure is simple, and the circuit configuration is simplified. It is easy to assemble, economical, and easy to maintain.

(4) Similarly, the desired damping effect can be guaranteed even in the fail-safe state, and the safety is excellent.

[Brief description of the drawings]

FIG. 1 is a block diagram showing an embodiment of a lateral vibration control system for a railway vehicle using a vibration damper of the present invention.

FIG. 2 is a circuit diagram showing a configuration example of a vibration damper used in the above-described lateral vibration damping system.

FIG. 3 is a damping force characteristic diagram of a working damper.

FIG. 4 is a circuit diagram showing an operation state of a damping damper.

FIG. 5 is a circuit diagram illustrating an operation state of a damping damper.

FIG. 6 is a circuit diagram showing an operation state of a damper for damping.

FIG. 7 is a circuit diagram showing an operation state of a damper for damping.

FIG. 8 is a circuit diagram according to another embodiment of a vibration damper.

FIG. 9 is a circuit diagram according to another embodiment of a vibration damper.

FIG. 10 is a block diagram of a conventional vibration damping system.

FIG. 11 is a circuit diagram of a conventional vibration damper.

FIG. 12 is a conventional damping force characteristic diagram.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Dolly 2 Body 3, 4 Semi-active control damper 5 Body side speed detection means 6 Cylinder 7 Reservoir 8 Damping force control circuit 11 Head side chamber 12 Rod side chamber 18 Compression side unload valve 19 Extension side unload valve 22 Suction valve 23 Suction flow path 26 Orifice serving as damping force generating element 32 High pressure relief valve serving as damping force generating element 34 Low pressure relief valve serving as damping force generating element 40 Computer 41 Processing circuit 42 Valve driver circuit T Body signal U1, U2 Body Speed signal P Switching signal for unload valve for pressure side Q Switching signal for unload valve for extension side

 ────────────────────────────────────────────────── ─── Continued on the front page (72) Inventor Yoshihiro Ogawa 2-4-1 Hamamatsucho, Minato-ku, Tokyo World Trade Center Building Kayaba Industry Co., Ltd. F-term (reference) 3J048 AA06 AB09 AD02 BE03 CB21 CB27 DA04 EA07 EA15 EA36 EA38 3J069 AA34 AA64 EE02 EE63

Claims (6)

[Claims] 1. A cylinder in which a piston rod is movably inserted via a piston, a uniflow passage allowing only a flow of hydraulic oil from a head side chamber of the cylinder to the rod side chamber, and a head side chamber through a suction valve. , A pressure-side unload valve provided in a flow path communicating the head-side chamber with the reservoir, and an unloading valve provided in a flow path communicating the rod-side chamber with the head-side chamber. In a damping damper having a valve and a damping force control circuit provided between a rod side chamber and a reservoir, the damping force control circuit has a main circuit and a bypass circuit juxtaposed with the main circuit. In the main circuit, an orifice and a relief valve are provided in series, and these orifices and a high-pressure relief valve are provided in parallel with the low-pressure relief valve. And a high-pressure relief valve, and a fail-safe valve including a normally open type on-off valve disposed in series with the low-pressure relief valve. 2. A cylinder into which a piston rod is movably inserted via a piston, a uniflow flow path allowing only a flow of hydraulic oil from a head side chamber of the cylinder to the rod side chamber, and a head side chamber through a suction valve. , A pressure-side unload valve provided in a flow path communicating the head-side chamber with the reservoir, and an unloading valve provided in a flow path communicating the rod-side chamber with the head-side chamber. In a damping damper having a valve and a damping force control circuit provided between a rod side chamber and a reservoir, the damping force control circuit has a main circuit and a bypass circuit juxtaposed with the main circuit. In the main circuit, a high-pressure relief valve and an orifice are provided in parallel, and in the bypass circuit, a normally open type on-off valve that bypasses the orifice and the high-pressure relief valve is provided. A damper for vibration damping, characterized in that a fail-safe valve and a low-pressure relief valve are provided in series. 3. The damper for vibration damping according to claim 1, wherein a cylinder is interposed between the bogie and the vehicle body to prevent lateral running of the railway vehicle. 4. The damper according to claim 1, wherein a cylinder is interposed between the foundation and a building standing on the foundation to prevent the building from swaying. 5. A cylinder into which a piston rod is movably inserted via a piston, a uniflow flow passage allowing only a flow of hydraulic oil from the head side chamber of the cylinder to the rod side chamber, and the head side chamber via a suction valve. , A pressure-side unload valve provided in a flow path communicating the head-side chamber with the reservoir, and an unloading valve provided in a flow path communicating the rod-side chamber with the head-side chamber. A damping force control circuit provided between the rod side chamber and the reservoir, the damping force control circuit having a main circuit and a bypass circuit juxtaposed to the main circuit, wherein the orifice and the relief are provided in the main circuit. A valve and a high-pressure relief valve are provided in parallel with the orifice and the low-pressure relief valve, and a bypass circuit bypasses the orifice and the high-pressure relief valve. A damping device provided with a fail-safe valve comprising a normally-open type on-off valve disposed in series with the low-pressure relief valve to hold the fail-safe valve in an on state, while detecting means provided on the vehicle body The computer calculates the vehicle speed signal from the computer and determines the swing direction of the vehicle at that time with a signal based on the calculation result, and selectively switches the compression-side and extension-side unload valves. And damping system. 6. A cylinder in which a piston rod is movably inserted via a piston, a uniflow flow path allowing only a flow of hydraulic oil from a head side chamber of the cylinder to the rod side chamber, and the head side chamber via a suction valve. , A pressure-side unload valve provided in a flow path communicating the head-side chamber with the reservoir, and an unloading valve provided in a flow path communicating the rod-side chamber with the head-side chamber. A valve, a damping force control circuit provided between the rod side chamber and the reservoir, the damping force control circuit having a main circuit and a bypass circuit juxtaposed to the main circuit, and a high-pressure relief valve in the main circuit. And a orifice are provided in parallel, and in the bypass circuit, a fail-safe valve comprising a normally open type on-off valve which bypasses the orifice and the high-pressure relief valve and a low-pressure relief valve are provided. Using a damping damper provided in series with a safety valve, the fail-safe valve is held in an on state, while a computer calculates a vehicle speed signal from detection means provided on the vehicle body, and a signal based on the calculation result. And a computer that determines the direction of deflection of the vehicle body at that time and selectively controls switching between the compression-side and expansion-side unload valves.