JP2003252203A - Car body oscillation restraint device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a car body oscillation restraint device capable of exercising a high damping effect. <P>SOLUTION: A hydraulic damper 28 with a variable damping force and an electromagnetic force damper 34 are attached between a car body side installation member 26 of a car body 25 of a rolling stock 21 and a bogie 23 in parallel. The hydraulic damper 28 and the electromagnetic force damper 34 share damping restraint of the car body 25, therefore, a load of the hydraulic damper 28 can be reduced, and size and weight of the members such as a pump used for the hydraulic damper 28 and oil supply and exhaust system can be reduced, resulting in attaining size and weight reduction of the whole device and improved loadability on the rolling stock 21. The damping force which becomes insufficient by only the hydraulic damper 28 for damping the car body 25 can be compensated for by the electromagnetic force damper 34, thus obtaining the high damping. <P>COPYRIGHT: (C)2003,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body vibration suppressing device used in vehicles such as railway vehicles.

[0002]

2. Description of the Related Art As an example of a vehicle body vibration suppressing device, there is a vehicle body vibration suppressing device proposed by the inventors of the present application in Japanese Patent Laid-Open No. 2001-10324. This vehicle body vibration suppression device can be applied to a railway vehicle, and the vehicle body vibration suppression device 20 will be described by taking the case where it is applied to the railway vehicle 21 shown in FIG. 20 as an example. The rail vehicle 21 shown in FIG.
Front and rear carriages 23 and 23A movably mounted on the
And a vehicle body 25 mounted on the carriages 23 and 23A so as to be capable of horizontal displacement and vertical movement via a cushioning member 24. Vehicle body side mounting members 26 are fixed to the left front portion and the left rear portion of the lower surface of the vehicle body 25, respectively.
A truck-side mounting member 27 is fixed to the right side of the upper surface of 3A. A damping force variable hydraulic damper 28, 28A (semi-active suspension mechanism) is provided between the two vehicle body side and vehicle side mounting members 26, 27 corresponding to the trucks 23, 23A.
Is installed. 20, 31 is a lateral acceleration sensor,
Reference numeral 45 is a controller. Hereinafter, for the sake of convenience, members equivalent to the carriages 23, 23A, including the carriages 23, 23A and the hydraulic dampers 28, 28A, will be described for the members on the carriage 23 side.

The vehicle body vibration suppressing device 20 suppresses the vibration of the vehicle body 25 by adjusting the damping force of the hydraulic damper 28 of variable damping force type, and performs so-called semi-active suspension control. In this case, the damping force of the skyhook damper (skyhook damping force) based on the skyhook damper theory described later is calculated based on the left-right absolute velocity, and the hydraulic damper 28 is controlled so as to be equivalent to this skyhook damping force. Yes (control based on the skyhook damper theory).

Further, this apparatus is provided with an oil supply / exhaust valve 29 (low energy consumption type active suspension mechanism) and the hydraulic damper 28 is operated in a direction in which the skyhook damping force cannot be reproduced (described later). First, the oil supply / exhaust oil valve 29 is actuated to supply / exhaust oil to / from the hydraulic damper 28 to compensate for a desired damping force (vibration damping force).

Here, the control based on the skyhook damper theory and the direction in which the skyhook damping force of the hydraulic damper cannot be reproduced will be described below with reference to FIGS. 21 to 23. Note that, in the following description, for the sake of convenience, the case where the vertical motion of the automobile is damped is taken as an example.
The same applies when the left-right vibration is controlled.

[0006] The control based on the skyhook damper theory, the skyhook system 6 shown in FIG. 21 for example, by comparing the semi-active system 8 shown in FIG. 22, the damping force F ₁ (attenuation coefficient) of Semiakudanpa 7 Sky The following calculation is performed so that the damping force F _S of the skyhook damper 5 of the hook system 6 is close to (the equivalent is desirable).
This refers to control for adjusting the damping force (damping coefficient) of the semi-acoustic damper 7. Here, in the skyhook system 6, a spring 3 having a spring constant of K is interposed between a vehicle body 1 and a road surface 2 [axle], and a damping coefficient C between the vehicle body 1 (spring) and the sky 4 is C. It is configured by interposing an _S skyhook damper 5. The semi-active system 8 includes a spring 3 and a damping coefficient variable semi-active shock absorber (hydraulic damper) between the vehicle body 1 (spring) and the axle [road surface 2 (unsprung)].
Hereinafter referred to as a semi-active damper. ) 7 [Attenuation coefficient C
₁ ] is interposed.

In this case, S '(S'-X)> 0 [S':
F ₁ = -C _S S '=-C ₁ (S'-X) [F 1: Damping of the semi-active damper 7 if the vertical absolute speed of the vehicle body 1 and X: vertical absolute speed of the axle (unsprung)] power] that is, adjusting the _{C 1 = C S S '/} (S'-X) become as damping coefficient C1 of the semi-active damper 7.

If S '(S'-X) <0, then
The damping coefficient C ₁ of the semi-active damper 7 is adjusted so that F ₁ = 0, that is, C ₁ = 0.

Here, the damping force generated by the semi-active damper 7 by the control based on the skyhook damper theory,
The vertical absolute speed of the vehicle body 1 and the like are shown in FIG. 23, for example. In FIG. 23, S, S ', B, F _S and F ₁ indicate the following contents.

S: absolute vertical displacement of the vehicle body S ': absolute vertical velocity of the vehicle body B: piston speed of the semi-active damper F _S : damping force of the skyhook damper 5 F ₁ : damping force of the semi-active damper 7

Further, as shown in FIG. 23, the damping force F 1 generated by the semi-active damper 7 approximately reproduces the damping force F _S of the skyhook damper 5 of the skyhook system 6. Damping force F _{S of} 5
Of these, the shaded portion d [the direction of the piston speed B and the direction of the damping force F _S of the skyhook damper 5 (a phase different from the absolute vertical speed S ′ by 180 °) are the same direction (the skyhook damper 5
The direction in which the skyhook damping force of cannot be reproduced. The corresponding portion in the vibration direction) (note that it is the region of time T in terms of time)] does not have a corresponding size. This is because in the shaded portion d, the damping force F _S of the skyhook damper 5 requires an upward force (shrinkage damping force), whereas the semi-active damper 7 is in the extension stroke and the shrinkage damping force is large. Cannot be generated (that is, the semi-active damper 7 can generate a damping force only in a direction against its expansion and contraction), and this is caused by setting the extension side damping force to the minimum value (0). The same applies to the contraction-side damping force. In this case, the damping force F _S of the skyhook damper 5 cannot be reproduced at the shaded portion e instead of the shaded portion d. The time corresponding to the shaded portion e is also indicated by time T, as in the case of the shaded portion d.

In the prior art shown in FIG. 20,
In the time region of time T in FIG. 23 (the portion corresponding to the shaded portion d or the shaded portion e), that is, when the hydraulic damper 28 is operating in the direction in which the skyhook damping force cannot be reproduced, as described above, The oil valve 29 is operated to supply and discharge oil to the hydraulic damper 28 (indicated by d'and e'in FIG. 23) to obtain a desired damping force [ideal skyhook damping force].
Is being obtained.

[0013]

By the way, in the above-mentioned conventional technique, a so-called hybrid suspension is constructed by combining the semi-active suspension control [hydraulic damper 28] and the active suspension control (supply / exhaust oil valve 29). It is convenient because it can reduce energy consumption and generate a desired damping force.
However, in the above-mentioned conventional technology, (1) since the active system is a high-pressure hydraulic type, the equipment (pump, flow control valve, accumulator) is complicated, and reliability / durability of the hydraulic equipment is ensured and performance is maintained. However, there are problems such as maintenance, management of oil properties, and poor vehicle mountability due to having hydraulic piping, and improvement thereof is desired.

Further, in the above-mentioned conventional technique, (2) when the semi-active damper 7 (hydraulic damper 28) operates in a direction in which the skyhook damping force cannot be reproduced, that is, the semi-active damper 7 (hydraulic damper 28) Only when the control force is zero, the active suspension (supply / exhaust oil valve 29) is operating, the semi-active damper is working on the damping side, and in the low speed region of the piston, etc.
If a force shortage occurs due to the compressibility of oil and the mounting rubber bush, it cannot be assisted. In addition, (3) an exciting force that can be generated when the hydraulic damper 28 (semi-active damper 7 in FIG. 22) is operating in a direction in which the skyhook damping force cannot be reproduced [expanding direction opposite to the required direction] Force associated with the movement of the
Cannot be canceled and the reproducibility of the skyhook damping force decreases accordingly.

In order to improve the above problems, it is possible to suppress the vibration of the vehicle body 25 using only the electromagnetic force damper. However, (4) when suppressing vibration of a vehicle body, especially a heavy vehicle body such as a railway vehicle, by using only an electromagnetic damper, a large amount of current is required, resulting in excessive energy consumption and increased heat generation. Become. Also,
(5) When damping control is performed only by the electromagnetic force damper,
It becomes difficult to deal with a failure such as a short circuit or disconnection (the fail-safe property deteriorates).

The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a vehicle body vibration suppressing device which can exert a good vibration damping effect.

[0017]

According to a first aspect of the present invention, there is provided a vehicle body vibration suppressing device including: a hydraulic damper having a variable damping force, which is interposed between a vehicle body of a railway vehicle and a bogie; and the vehicle body and the bogie. And an electromagnetic force damper interposed between and. A vehicle body vibration suppressing apparatus according to a second aspect of the present invention includes a hydraulic damper having a variable damping force, which is interposed between a vehicle body side and a wheel side of a vehicle, and is interposed between the vehicle body side and the wheel side. The electromagnetic force damper is separately provided in parallel. According to a third aspect of the present invention, there is provided a vehicle body vibration suppressing device that includes a variable damping hydraulic damper interposed between coupled vehicles and an electromagnetic force interposed between the vehicles. It is characterized by having a damper. According to a fourth aspect of the present invention, in the configuration according to any of the first to third aspects, when the hydraulic damper has a large damping force on the extension side, the damping force on the compression side is set to be small or zero, and the compression side. When the damping force is large, the damping force is an expansion / contraction reversal type that makes the extension-side damping force small or zero. According to a fifth aspect of the present invention, in the configuration according to any one of the first to third aspects, when the hydraulic damper is variable between a large value and a small value on the extension side, the hydraulic damper is on the contraction side. When the damping force is set to a small value or zero and the shrinking side damping force is variable between a large value and a small value,
It is characterized in that it is of a damping force reversal type that makes the extension side damping force a small value or zero.

According to a sixth aspect of the present invention, in the structure according to any one of the first to fifth aspects, when the hydraulic damper acts in a direction to damp the vehicle body, the force generated by the electromagnetic force damper is applied. When the hydraulic damper acts on the vehicle body in a direction to vibrate the vehicle body, the force generated by the electromagnetic force damper is increased to suppress the vehicle body vibration. The invention according to claim 7 is the configuration according to any one of claims 1 to 5, wherein the force generated by the hydraulic damper is subtracted from the skyhook damping force determined based on the skyhook damper theory. An electromagnetic force calculator for adjusting the electromagnetic force damper so that the obtained differential force is generated is provided. According to an eighth aspect of the present invention, in the configuration according to any one of the first to seventh aspects, the electromagnetic force damper operation control is performed so that the electromagnetic force damper is not operated in a low vehicle speed range but only in a high vehicle speed range. It is characterized by having a section. According to a ninth aspect of the present invention, in the configuration according to any one of the first to eighth aspects, a failure of a circuit connecting the electromagnetic force damper and a power source that supplies a current to the electromagnetic force damper is detected. In this case, the electromagnetic force damper energization stopping means for stopping the energization of the electromagnetic force damper is provided.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION A vehicle body vibration suppressing device 30 according to a first embodiment of the present invention will be described below with reference to FIGS. 1 to 7, 20 and 23. 1 to 3, a railroad vehicle 21 includes two carriages 23 and 23A movably mounted on a rail 22 (hereinafter, the carriage 23 on the left side (front side) of FIG. 1 corresponds to the first carriage 23 and the right side of FIG. 1). Truck 23 (rear)
A is called the second carriage 23A. ], And the first and second carriages 2
3, 23A, and a vehicle body 25 mounted horizontally and vertically via a buffer member 24 (see FIG. 20).

A vehicle body side mounting member (hereinafter referred to as a vehicle body side front mounting member) 26 is fixed to a portion of the lower surface of the vehicle body 25 corresponding to the substantially central portion of the first carriage 23. A vehicle body side attachment member 26 (hereinafter referred to as a vehicle body side rear attachment member) 26A is fixed to a portion of the lower surface portion of the vehicle body 25 corresponding to a substantially central portion of the second carriage 23A. Car body 25
Acceleration sensors (hereinafter, for convenience sake, referred to as first and second acceleration sensors, respectively) 31 and 31A are separately provided in portions corresponding to the first and second trolleys 23 and 23A, respectively. It is provided.

A damping force variable hydraulic damper 28 is interposed between the vehicle body side front mounting member 26 and the right bogie frame 32 of the first bogie 23. Further, the vehicle body side front mounting member 26
An electromagnetic force damper 34 is interposed between and the left bogie frame 33 of the first bogie 23. In this case, a rubber bush structure with a pin (not shown) is provided between the hydraulic damper 28 and the vehicle body side front mounting member 26, and between the hydraulic damper 28 and the right bogie frame 32, and the vehicle body 25 and the first bogie are provided. 23 is insulated from each other so that twisting or twisting of the hydraulic damper 28 can escape by deformation of rubber. Similarly, between the electromagnetic force damper 34 and the vehicle body side front mounting member 26, and between the electromagnetic force damper 34 and the right bogie frame 32, a rubber bush structure with a pin (not shown) is provided.
The vehicle body 25 and the first carriage 23 are insulated from each other,
The twist or twist of the electromagnetic force damper 34 is escaped by the deformation of the rubber. By arranging the hydraulic damper 28 and the electromagnetic damper 34 as described above, the first damper
It is arranged in parallel between the carriage 23 and the vehicle body 25. Then, when the vehicle body 25 moves (vibrates) to the upper side in FIG. 2 (right side with respect to the traveling direction), the hydraulic damper 28 contracts and the electromagnetic force damper 34 expands.

A damping force variable hydraulic damper 28A is interposed between the vehicle body side rear mounting member 26A and the left bogie frame 33A of the second bogie 23A. Further, the vehicle body side rear mounting member 26A and the right bogie frame 32A of the second bogie 23A.
An electromagnetic force damper 34A is interposed between and. The hydraulic damper 28A and the electromagnetic force damper 34A are arranged in the above-described manner so that they are interposed in parallel between the second carriage 23A and the vehicle body 25. As shown in FIG. 3, the arrangement relationship between the hydraulic damper 28 and the electromagnetic force damper 34 of the first carriage 23 is opposite to the arrangement relationship between the hydraulic damper 28A and the electromagnetic force damper 34A of the second carriage 23A.

The hydraulic damper 28A of the second truck 23A has the same characteristics as the hydraulic damper 28 of the first truck 23.
The electromagnetic force damper 34A of the second truck 23A has the same characteristics as the electromagnetic force damper 34 of the first truck 23. Hereinafter, for convenience, the members commonly provided in the first and second carriages 23 and 23A including the first and second carriages 23 and 23A, the hydraulic dampers 28 and 28A, and the electromagnetic force dampers 34 and 34A will be appropriately described. As a representative of the members on the side of the first carriage 23,
The description will not be repeated. Similarly, other embodiments to be described later will also be described by appropriately avoiding duplicated descriptions.

The hydraulic damper 28 has the instruction current-damping force characteristic of FIG. 4 and the piston speed-damping force characteristic of FIG. 5, and is of a so-called damping force expansion / conversion type. That is, by setting the indicated current value to I1 to I2 (I1> I2), the expansion side damping force can be varied within a large range, while the contraction side damping force can be reduced (may be zero). ing. Further, the indicated current value is set to I2 to I3 (I2
By setting> I3), the damping force on the contraction side can be varied within a large range, while the damping force on the extension side can be reduced (it may be zero). Since the hydraulic damper 28 has the above-described damping force characteristics, the expansion side damping force or the contraction side damping force can be fixed to a small value (or a value of zero). Regarding the basic configuration of the hydraulic damper 28 (28A), for convenience, a fourth embodiment described later (see FIGS. 14 and 15).
Described in.

The electromagnetic force damper 34, as shown in FIG.
The force on the extension side and the force on the contraction side can be arbitrarily generated according to the instruction current value. A power supply 41 is connected to the actuator 28a of the hydraulic damper 28 via a current adjusting unit 40 so that the current (instruction current) to the actuator 28a of the hydraulic damper 28 can be adjusted. or,
Similarly, the power source 41 is connected to the electromagnetic force damper 34 via the current adjusting section 42 so that the current (instruction current) to the electromagnetic force damper 34 can be adjusted. Further, the circuit 43 connecting the electromagnetic force damper 34 and the power supply 41 is provided with a fail detecting means 44 for detecting a failure such as a short circuit or a disconnection of the circuit 43. Electromagnetic force damper 34
The basic configuration of (34A) will be described later in a fourth embodiment (see FIG. 13) for convenience. The electromagnetic force damper 34 (34A) is provided with a stroke sensor to detect the relative position of the magnet with respect to the coil (or the relative position of the coil with respect to the magnet). Regarding this stroke sensor, for convenience,
A fourth embodiment (see FIG. 12) described later will be described.

The first and second acceleration sensors 31, 31
A controller 45 is connected to A, the current adjusting unit 40 for the hydraulic dampers 28, 28A, the current adjusting unit 41 for the electromagnetic force dampers 34, 34A, the fail detecting means 44, and the power supply 41, and the first and second accelerations. In accordance with the sensor signals of the sensors 31 and 31A and the like, the damping control is performed by performing the calculation processing of FIG. 7 including the skyhook calculation and the like.

The vehicle body vibration suppressing device 3 thus constructed
The operation of 0 is shown in FIG.
It will be described below based on. Controller 45 is power supply 4
When 1 is input, the calculation is started (step f1) and the initialization is performed (step f2). Next, it is determined whether the control cycle has elapsed (step f3). If the control cycle has not elapsed, it is determined No in step f3, the process returns to the upstream and the determination in step f3 is performed again. If it is determined Yes (the control cycle has elapsed) in the determination of step f3, output processing such as output of an instruction current based on the calculation result in the previous control cycle (step f4), the first acceleration sensor 3
1 sensor signal (actually, the sensor signal of the second acceleration sensor 31A is also input, but as described above, for the sake of convenience, only the first carriage 23 side will be described).
(Step f5) is sequentially performed.

Subsequent to step f5, skyhook calculation such as calculating the absolute speed in the left-right direction based on the sensor signal from the first acceleration sensor 31 to obtain the skyhook damping force is performed (step f6). The target damping force of the hydraulic damper 28 is determined based on the skyhook damping force calculated in step f6 (step f7). Subsequent to step f7, the hydraulic damper 28 determines whether or not to exert a vibration action (region of time T in FIG. 23) [to exert a vibration damping action].
(Step f8).

When it is judged Yes (exciting the vibration effect) in step f8, the electromagnetic force damper 34 supplies an instruction current to the electromagnetic force damper 34 so that the electromagnetic force damper 34 exerts the skyhook damping force (the electromagnetic force damper 34 receives the sky signal). The hook damping force is set) [step f9] and the process returns to step f3. Further, when it is determined No in Step f8 (to exert the vibration damping effect), the power supply to the electromagnetic force damper 34 is stopped (the electromagnetic force damper 34 is opened) [Step f10] and the process returns to Step f3.

When a failure occurs in the circuit 43, the failure detection means 44 detects this failure,
As in step f10, the electromagnetic force damper 34 is de-energized and switched to the independent control by the hydraulic damper 28. If a failure is detected in the circuit 43,
The energization of the electromagnetic damper 34 is continued until it is confirmed that the circuit 43 is in a normal state due to automatic restoration or repair.

In the vehicle body vibration suppressing device 30, when the hydraulic damper 28 acts as an oscillating member, that is, when the hydraulic damper 28 cannot generate the skyhook damping force, the skyhook damping force that cannot be generated is applied to the electromagnetic force damper 34. Is to be shared and compensated for, and an ideal skyhook damping force is secured together with the skyhook damping force at the time of the vibration damping action of the hydraulic damper 28. In order to secure the ideal skyhook damping force as described above, the electromagnetic force damper 34 shares a part thereof, and the load on the hydraulic damper 28 is reduced accordingly. Therefore, the members such as the pump used for the hydraulic damper 28 and the oil supply / drainage system can be made smaller and lighter, and further, the entire device can be made smaller and lighter and the mountability on the railway vehicle 21 can be improved. Further, since each member and the oil supply / drainage system can be downsized, maintenance becomes easy. In addition, the amount of oil used decreases with the size reduction, making it easier to manage.

When the hydraulic damper 28 exerts a vibrating action, the electromagnetic force damper 34 is controlled so as to exert a skyhook damping force [step f9], and the skyhook damping force based on the skyhook damper theory is changed to Hydraulic damper 28
Exhibits a wide range including a vibration-exciting region, so that it is possible to improve the vibration damping property and thus the riding comfort.

Further, the electromagnetic force damper 34 is the hydraulic damper 2
When the hydraulic damper 28 exerts a vibration damping action, the energization is stopped (opened). Therefore, less energy is consumed and the amount of heat generation can be suppressed. Further, when a failure occurs in the circuit 43, the electromagnetic force damper 34 is de-energized so that an unexpected behavior of the electromagnetic force damper 34 can be avoided and the hydraulic damper 28 performs damping control. Therefore, it is possible to secure a good fail-safe property without causing a stop of the vibration suppression control.

The hydraulic damper 28 of the first carriage 23 is
The hydraulic damper 28A of the second carriage 23A is arranged in front of the vehicle body 25 on the right side of the vehicle body 25, and is arranged on the left side of the vehicle body 25 behind the vehicle body 25.
The 8, 28A are not arranged on the same side of the vehicle body 25. Therefore, the circuit 43 of the electromagnetic force damper 34 of the first truck 23 and the circuit 43 of the electromagnetic force damper 34 of the second truck 23A.
If both electromagnetic force dampers 34, 34A are opened and the hydraulic damper 28 of the first carriage 23 and the hydraulic damper 28A of the second carriage 23A are activated as described above, a failure of the vehicle body 25 occurs. Since the vibration control is balanced on the left and right sides, good running stability can be secured.

Next, a vehicle body vibration suppressing device according to a second embodiment of the present invention will be described with reference to the flowchart of FIG. 8 and the waveform diagram of FIG. In the second embodiment, as shown in FIG. 8, the processes of steps f1 to f7 are the same as those in the first embodiment (FIG. 7). Then, step f7
Then, the force (hydraulic damper force) generated by the hydraulic damper 28 is subtracted from the skyhook damping force (target skyhook damping force) determined based on the skyhook damper theory [(skyhook Damping force)-(hydraulic damper force)], the electromagnetic force damper 34 is adjusted so that the force (differential force) obtained by this subtraction is generated (step f
11) and returns to step f3. In the present embodiment, step f11 constitutes the electromagnetic force calculation unit.

In this case, with respect to the hydraulic damper force, the target damping force, the estimated damping force estimated based on the detection value of the hydraulic damper speed detector (piston speed detector) not shown, the damper force sensor value, or the hydraulic damper 28. The damping force value obtained by converting from the cylinder pressure of is used.

The operation of the vehicle body vibration suppressing apparatus according to the second embodiment will be described with reference to FIG. As shown in FIG. 9, when the rail 22 is displaced in the left-right direction (displacement s1), the vehicle body 25 is displaced as shown in s3. At this time,
The hydraulic damper 28 is displaced as indicated by s2. The lateral speed of the vehicle body 25 and the relative speed of the cylinder and piston of the hydraulic damper 28 are as shown in s5 and s4, respectively. The skyhook damping force is 180 degrees out of phase with the lateral speed s5 of the vehicle body 25, and the magnitude thereof is proportional to this, and is thus represented by s6.

The hydraulic damper force of the hydraulic damper 28 is s.
7, when the hydraulic damper 28 generates a damping force (acts on the damping side), the value s11 is as large as the skyhook damping force s6. Also, the hydraulic damper 28
When the vibration force is generated (acts on the vibration side), the damping force is set to a small value (hereinafter referred to as vibration force) s12 to minimize vibration transmission. In other words, in the area showing the value s12 (corresponding to the area of time T in FIG. 23),
The hydraulic damper 28 cannot reproduce (simulate) the skyhook damping force s6.

On the other hand, the force generated by the electromagnetic force damper 34 of the second embodiment is as shown in s10. The generated force (control force) of the electromagnetic force damper 34 in the first embodiment (flowchart of FIG. 7) is shown in s9. Since this control force s9 cannot cancel the exciting force s12, it causes the strain 50 as compared with the skyhook damping force s6. Therefore, when the resultant force of the damping force of the hydraulic damper 28 and the control force s9 of the electromagnetic force damper 34 of the first embodiment is obtained, the strain 5 is added to the skyhook damping force s6.
The control force has a waveform of 0 (hereinafter, referred to as the control force of the first embodiment) s13.

The control force s13 of the first embodiment is
Although it has the distortion 50, as described above, when the hydraulic damper 28 exerts the vibration action, the electromagnetic force damper 34 is used.
Is obtained by sharing and compensating for it, the hydraulic damper force s obtained only by the hydraulic damper 28.
Unlike FIG. 7, there is no region that cannot be controlled (region of time T in FIG. 23), and the skyhook damping force can be reproduced in a more similar manner as described above.

Further, the generated force (control force) s10 of the electromagnetic force damper 34 of the second embodiment is obtained by subtracting s7 of the hydraulic damper force from the skyhook damping force s6 (s6-s7).
Since the exciting force s12 is taken into consideration, the resultant force of the damping force of the hydraulic damper 28 and the generated force s10 of the electromagnetic force damper 34 is calculated to obtain a waveform equivalent to the skyhook damping force s6. The control force (hereinafter, referred to as the control force of the second embodiment) s14. Second embodiment control force s1
As is clear from comparison of 4 with the control force s13 of the first embodiment, according to the second embodiment, the skyhook damping force s6 can be reproduced (simulated) with higher accuracy.

Next, a vehicle body vibration suppressing device 30 according to a third embodiment of the present invention will be described with reference to the flowchart of FIG. 10 and FIG.
A description will be given based on the waveform diagram of. In the third embodiment,
As shown in FIG. 10, the processes of steps f1 to f5 are the same as those of the first and second embodiments. And
Subsequent to step f5, whether the vehicle speed K detected by a vehicle speed sensor (not shown) is equal to or higher than the vehicle speed (semi-active enable vehicle speed K1) requiring control by the hydraulic damper 28 (semi-active enable vehicle speed K1) [K ≧ K1? ] Is judged
(Step f12).

If it is determined No (K <K1; less than the semi-active enable vehicle speed K1) in step f12, the damping force of the hydraulic damper 28 is fixed (step f1).
At the same time as 4), the electromagnetic force damper 34 is opened to reduce energy consumption, and the electromagnetic force damper 34, which easily generates heat, is radiated and cooled (step f15), and the process returns to step f3.

When it is judged Yes in step f12 (K ≧ K1. Semi-active enable vehicle speed K1 or more), the vehicle speed requires a control by the electromagnetic damper 28 (active control) (active enable vehicle speed K).
2) Whether or not above [K ≧ K2? ] Is determined (step f13). When it is determined No (K <K2, which is less than the active enable vehicle speed K2) in step f13,
The skyhook calculation is performed (step f16), the calculation for obtaining the target damping force of the hydraulic damper 28 (semi-active control calculation) is performed (step f17), and the electromagnetic force damper 34 is opened to open the hydraulic damper 28 at this vehicle speed. The vehicle body 25 is damped only by (step f18), and the process returns to step f3. When the vehicle body 25 is damped in step f18 described above, the electromagnetic force damper 34 is opened and the heat is released (cooled).

If it is determined Yes (K ≧ K2) in step f13, that is, if active control is required, skyhook calculation is performed (step f19) to calculate the target damping force of the hydraulic damper 28 ( (Semi-active control calculation) is performed (step f20), and subsequently to step f20, the hydraulic damper 28 is generated from the skyhook damping force (target skyhook damping force) determined based on the skyhook damper theory. The force (hydraulic damper force) [(skyhook damping force)
-(Hydraulic damper force)], the electromagnetic force damper 34 is adjusted so that the force (differential force) obtained by this subtraction is generated (step f21), and the process returns to step f3. In the present embodiment, step f21 constitutes the electromagnetic force calculation unit. In the present embodiment, as described above, the electromagnetic force damper 34 is not operated in the low vehicle speed range (less than the vehicle speed k1 or less than the vehicle speed K2) based on the determinations in step f12 and step f13 (step f15, step f18), and high Perform only in the vehicle speed range (vehicle speed range exceeding vehicle speed K2) (step f2
0) and steps f12, f13, f1
5, f18 and f20 form an electromagnetic force damper operation control section.

The operation of the vehicle body vibration suppressing device according to the third embodiment will be described with reference to FIG. Railway car 21
Until the time Ta when the vehicle speed K of the vehicle is lower than the semi-active enable vehicle speed K1 of the hydraulic damper 28 and the electromagnetic force damper 34.
Are not operating together, and the vehicle body vibration suppressing device 30 is in a passive damper state. The vehicle speed K increases and the time Ta
When the semi-active enable vehicle speed K1 is exceeded, the hydraulic damper 28 turns on the semi-acceleration control, and the vehicle body 2 is positively activated.
Start to reduce the vibration of 5. However, the vehicle speed range in which the vehicle speed K exceeds the semi-active enable vehicle speed K1 (the vehicle speed range in which the vehicle speed K does not reach the active enable vehicle speed K2)
Then, active control is not required, and electromagnetic force damper 34
Is in an open state and is in a heat dissipation (cooling) state.

Further, when the vehicle speed K increases and exceeds the active enable vehicle speed K2 at time Tb, the hydraulic damper 28 is released.
Requires active control, the control of the electromagnetic force damper 34 is turned on, and active suspension control is performed for the entire apparatus. Also, during traveling, the time Tc to Td
When the vehicle speed K decreases to the vehicle speed range of K1 to K2 (K1 <K <K2) as shown in the time range of the electromagnetic force damper 3
4 is opened, and the heat is released (cooled). Generally, in railway vehicles, higher vehicle speeds are more likely to vibrate than lower vehicle speeds.
In the present embodiment, since the electromagnetic force damper 34 is not operated in the low vehicle speed range but only in the high vehicle speed range, the electromagnetic force damper 34 is frequently used for the occurrence of vibration, and accordingly, It is possible to effectively utilize the electromagnetic force damper 34.

Further, in the low vehicle speed range, the power supply to the electromagnetic force damper 34 is stopped, so that the energy consumption can be reduced and the electromagnetic force damper 34 can be efficiently cooled. Also in this embodiment, when the failure detecting means 44 detects the failure of the circuit 43, the electromagnetic force damper 34 is de-energized, and the hydraulic damper 28 damps the vibration of the vehicle body 25. ing. When a failure occurs, the electromagnetic force damper 34 is stopped and the hydraulic damper 28 exerts a vibration damping effect, so that the fail-safe property can be improved.

Next, a vehicle body vibration suppressing device according to a fourth embodiment of the present invention will be described with reference to FIGS. The same reference numerals are used for the same members and parts as those shown in FIGS. 1 to 11, and the description thereof will be omitted as appropriate. In the fourth embodiment, as compared with the first embodiment, instead of the controller 45 (FIG. 1) that performs the arithmetic control shown in FIG. 7, as shown in FIG. 12, shown in FIG. A controller 45A for performing arithmetic control is provided, and a hydraulic damper 28 (28A) having a damping force-stroke speed characteristic different from that of the first embodiment [The damping force-stroke speed characteristic is different, but for convenience, the first embodiment is used. The same reference numeral as that of ], The point information D1 indicating the current position of the vehicle and the time information D2 indicating the current time are input to the controller 45A, and the vehicle speed sensor 61 is provided. In the fourth embodiment, the case where the vehicle body vibration suppression device is used in a Shinkansen vehicle is taken as an example.

The electromagnetic force damper 34 (34A) and the hydraulic damper 28 (28A) are the same as those used in the first embodiment. Here, each basic configuration will be described. Electromagnetic force damper 34 (34
A) has a substantially bottomed double-cylindrical reference yoke 101. The reference yoke 101 includes a large-diameter outer yoke 104 having a bottom portion 103 on one end side, and the outer yoke 10.
4, a cylindrical center yoke 105 is provided integrally with the outer yoke 104 so as to rise from the edge portion of the hole 102 formed in the bottom portion 103 on the one end side. The center yoke 105 extends along the axial direction of the outer yoke 104, and its tip side (right side in FIG. 13) faces a bottom portion 115 of the bobbin 106 described later.

The outer yoke 104 is connected to the center yoke 105 via the bottom portion 103 and the outer yoke body 108.
And a cylindrical outer yoke auxiliary portion 1 fitted to the tip of the outer yoke body 108 and integrated with the outer yoke body 108.
And 09. Outer yoke body 108
The outer yoke auxiliary portion 109 and the outer yoke auxiliary portion 109 are set to have substantially the same length so that the fitting portions 10 of both are located at the substantially central position of the outer yoke 104.

The inside of the fitting portion 10 of the outer yoke auxiliary portion 109 and the tip portion of the outer yoke auxiliary portion 109 (right side in FIG. 13).
Inside of the bobbin main body 113 (described later), respectively.
A dry metal 111 that slides on the outer peripheral portion of is provided. The dry metal 111 has a characteristic that it can slide with low friction without causing galling or prying on the bobbin main body 113. A seal member (not shown) is provided on the outside air side of the dry metal 111 to prevent dust from entering the inside. The bobbin 106 is inserted between the outer yoke 104 and the center yoke 105. The bobbin 106 has a disk-shaped bottom 115,
The bobbin main body 113 has a cylindrical shape and is provided upright from the bottom 115 so that the bottom 115 can be fitted therein.

On the inner peripheral side of the bobbin main body 113, the coil 12 formed in a substantially cylindrical shape extends from the tip portion (left side in FIG. 13) to the substantially central portion of the bobbin main body 113.
Two are provided. The coil 122 is Y-connected U
It consists of three-phase, V-phase, and W-phase coil groups, and is connected to the controller 45A via a current adjusting unit [electromagnetic force damper driver] 42 (42A). On the other hand, on the outer peripheral portion of the center yoke 105, a plurality of ring-shaped permanent magnets 124 are provided with gaps between them and the coil 122 (reference numeral omitted).
In the state in which the center yoke 105 is formed, from the portion near the base end portion of the center yoke 105 (left side in FIG. 13) to the tip portion (right side in FIG. 13)
It is provided over a range of up to. Then, as shown in FIG. 13, the plurality of permanent magnets 124 have magnetic poles on the outer peripheral side (coil 122 side) that are alternately different in the axial direction (N.
, S pole, N pole, S pole, ...

The electromagnetic force damper 34 (34A) of this structure
Is approximately in the annular space between the outer yoke 104 of the reference yoke 101 and the center yoke 105, with a gap formed between the permanent magnet 124 and the coil 122.
The tubular bobbin body 113 of the bobbin 106 is inserted, and the bobbin 106 is inserted into the outer yoke 1 via the dry metal 111.
04 is slidable and can be expanded and contracted relative to the reference yoke 101.

When the bobbin 106 (permanent magnet 124) makes a stroke with respect to the reference yoke 101 (coil 122), an electromotive force is generated in the coil 122 according to Fleming's right hand rule. That is, the electromagnetic force damper 34 (34A) is
It operates as a generator, and if the terminal end of the coil 122 is connected through an energy consuming member such as a resistor, the coil 12
2 As a result, a current flows through the energy consuming member, and the relative displacement energy of the bobbin 106 (permanent magnet 124) and the reference yoke 101 (coil 122) is consumed. As a result, the electromagnetic force damper 34 (34A) generates a damping force according to the stroke speed.

The stroke sensor 60 indicates the relative positional relationship (electrical angle) between the coil 122 and the permanent magnet 124.
It can be obtained by (60A). Then, according to the relative positional relationship (electrical angle), the coil 122
When a current is applied to the electromagnetic force damper 34 (34A), the electromagnetic force damper 34 (34A) functions as a motor (actuator) [three-phase synchronous motor], and an electromagnetic force generated between the coil 122 and the permanent magnet 124 generates a propulsive force. You will get it.

The hydraulic damper 28 according to the fourth embodiment is shown in FIG.
4 and FIG. 15, a substantially cylindrical damper body 203 having a cylinder bore 201 and a reservoir chamber 202 and having both ends closed, a cylinder bore 201 and a reservoir chamber 2
And a flow path adjusting mechanism 204 provided in the damper main body 203 so as to communicate with 02. Damper body 20
3 is slidably accommodated in the cylinder bore 201,
It has a piston 207 which defines the cylinder bore 201 into first and second chambers 205 and 206, and a piston rod 208 whose one end side is connected to the piston 207. The other end of the piston rod 208 is inserted into a hole (reference numeral omitted) formed in one end (left side in FIG. 14) of the damper body 203 in a sealed state and protrudes to the outside. Piston rod 2
08 is attached to the vehicle body side front attachment member 26 (vehicle body 25 side), and the damper body 203 is provided on the right side bogie frame 3 of the first bogie 23.
It is attached to 2. This mounting relationship may be reversed. The diameters of the piston 207 and the piston rod 208 are determined so that the cross-sectional area ratio is 2: 1.

The reservoir chamber 202 is composed of the cylinder bore 201.
The damper main body 203 is formed so as to extend from one end to the other end (hereinafter referred to as a bottom plate) 210 of the damper main body 203. The bottom plate 210 of the damper main body 203 has a passage (bottom plate passage) 215 having one end communicating with the reservoir chamber 202 and the other end opening to the outside of the damper main body 203. The bottom plate 210 is formed with a hole 216 that communicates the bottom plate passage 215 and the second chamber 206. The check valve (bottom plate check valve) is provided on the second chamber 206 side so as to face the hole 216.
217 is provided. The piston 207 is formed with a hole 218 that communicates the first and second chambers 205 and 206, and the first chamber 205 side is provided so as to face the hole 218.
A check valve (piston check valve) 219 is provided.

The flow path adjusting mechanism 204 comprises a relief valve mechanism 230 provided so as to communicate with the first chamber 205 and the bottom plate passage 215, and an orifice mechanism 231 provided in parallel with the relief valve mechanism 230. I have it.
The relief valve mechanism 230 is generally composed of an extension stroke relief valve 232 and a compression stroke relief valve 233 connected in series. The extension stroke relief valve 232 and the contraction stroke relief valve 233 open when the hydraulic pressure reaches a certain pressure (relief pressure), and prevent the damping force from rising too much. Orifice mechanism 231
Is an extension stroke variable orifice 234 connected in series.
And a variable stroke 235 for contraction stroke. Relief valves 232 and 2 for extension stroke and contraction stroke
The connecting portion (reference numeral omitted) of 33 and the connecting portions (variable reference numeral) of the variable stroke orifices 234 and 235 for extension stroke and contraction stroke are communicated with each other, and both connecting portions are further connected to each other via the communication passage 236.
It communicates with the chamber 206.

The hydraulic damper 28 of the fourth embodiment has a piston check valve 219 as shown in FIG. 14 during the extension stroke.
Is closed and the hydraulic pressure in the first chamber 205 rises (the first chamber 20
5 is a pressure chamber). Then, the working oil flows through the extension stroke variable orifice 234 and the extension stroke relief valve 232, and a damping force is generated. At this time, the damping force can be arbitrarily changed by changing the throttle of the extension stroke variable orifice 234. The hydraulic oil is supplied to the second chamber 206 and
The hydraulic oil of the volume of the piston 207 and the piston rod 208 is supplied from the reservoir chamber 202 to the second chamber 206,
Prepare for the next journey.

During the compression stroke, the bottom plate check valve 217 is closed and the piston check valve 2 is closed as shown in FIG.
19 is opened, and the hydraulic pressure of the second chamber 206 rises (the second chamber 206 becomes a pressure chamber). Then, the hydraulic oil flows through the compression stroke variable orifice 235 and the compression stroke relief valve 233, and a damping force is generated. At this time, the damping force can be arbitrarily changed by changing the diaphragm of the contraction stroke variable orifice 235. The hydraulic oil is returned to the reservoir chamber 202 to prepare for the next stroke.

Piston 207 and piston rod 208
Is set so that the ratio of the cross-sectional areas is 2: 1, the hydraulic oil to the variable orifices (variable orifices 234 and 235 for extension stroke and contraction stroke) due to the expansion and contraction of the piston rod 208 and the piston 207. Flow rate and relief valve (relief valve 23 for extension stroke and contraction stroke)
The flow rates of hydraulic oil to the second and second parts are the same. Therefore, the same damping force characteristics can be obtained in both the extension stroke and the contraction stroke.

The hydraulic damper 28 of the fourth embodiment is shown in FIG.
It has the damping force-stroke characteristics shown in 6, and when the contraction side damping force is controlled, the extension side damping force becomes the minimum (unload), while the extension side damping force is controlled. Is the damping force reversal formula that minimizes the damping force on the contraction side (unloading). Therefore, for example, when the contraction side damping force is variably controlled by the contraction stroke variable orifice 235, the extension stroke variable orifice 234 always has the maximum throttle (the throttle diameter is maximum and the throttle is opened). Then, the extension side damping force is controlled to be in the unload state.

The above-mentioned variable orifices (variable orifices 234 and 235 for extension stroke and contraction stroke) can be adjusted by using a proportional solenoid. With such a configuration, the damping force can be continuously applied. Can be variably controlled. If it is not necessary to continuously control the damping force, variable orifices (variable orifices 234 and 23 for extension stroke and contraction stroke) are used.
Replace 5) with a multi-stage solenoid valve (on / off valve), etc.,
The damping force can be switched in multiple stages.

In the fourth embodiment, the vehicle body vibration suppressing device is used in the Shinkansen vehicle as described above. The relationship between the vehicle speed and the lateral vibration level of the vehicle body in the Shinkansen vehicle is shown in FIG. 17, for example. As shown. That is, the lateral vibration level of the vehicle body increases substantially linearly in proportion to the vehicle speed up to a vehicle speed of approximately 200 Km / h, and the lateral vibration level of the vehicle body sharply increases at a vehicle speed exceeding 200 Km / h.

In the fourth embodiment, in order to avoid excessive consumption energy and increase in heat generation amount due to vibration suppression only by the electromagnetic force damper, only the hydraulic damper is used depending on the vehicle speed and the like, as will be described later. The vibration suppression and the vibration control using both the electromagnetic force damper and the hydraulic damper (both dampers combined control) are selectively executed. Then, the degree of reduction of the lateral vibration acceleration of the vehicle body (in the vicinity of the vehicle body resonance frequency) by the vibration suppression using only the hydraulic damper and the combined control of both dampers is as shown in FIG. That is, as described above, when the vehicle speed exceeds 200 Km / h, the lateral vibration level of the vehicle body sharply increases, but
In the range exceeding 0 Km / h, the degree of reduction of the lateral vibration acceleration, and thus the control effect, is large in both vibration control using only the hydraulic damper and both vibration control. In this case, comparing the vibration suppression using only the hydraulic damper and the combined control of both dampers, the combined control of both dampers has a larger control effect regardless of the magnitude of the vehicle speed, and there is a difference between the two. In particular, in a region where the vehicle speed is high, the difference between the two (the degree of reduction of the left-right vibration due to the combined control of both dampers, the degree of the reduction of the left-right vibration due to the vibration suppression using only the hydraulic damper) becomes more significant.

On the other hand, when the vehicle speed is 200 km / h or less, the difference between the two (the degree of reduction of the left-right vibration by the combined control of both dampers, the degree of the reduction of the left-right vibration by suppressing the vibration only by the hydraulic damper) is small. This is because when the vehicle speed is 200 km / h or less, the lateral vibration level of the vehicle body is not so large as shown in FIG.

The electromagnetic force damper 34 has a problem that the coil is likely to overheat when a large force is continuously applied. Therefore, it is necessary to have a structure in which the heat of the coil can be easily dissipated. However, due to space restrictions, it is difficult to provide a heat sink or the like, and it is difficult to increase heat dissipation. In addition, when a large amount of force is exerted to obtain the control effect, there is a problem that power consumption also increases.

In the present embodiment, in order to solve the above problems of the electromagnetic force damper 34, as described above, depending on the vehicle speed or the like, vibration suppression only by the hydraulic damper and both damper combined control are selected. I'm trying to run it. Here, the control contents of the controller 45A of the present embodiment will be described based on FIG. Along with this description, the determination conditions for selecting vibration suppression using only the hydraulic damper or both dampers combined control will be described.

The controller 45A, as shown in FIG. 19, has a predetermined sampling period (10 m in this embodiment).
s), the vehicle speed information (vehicle speed) from the vehicle speed sensor 61 is fetched (step f31), and subsequently the point information D1 is fetched (step f32).
The current time information D2 is sequentially fetched (step f33). Following step f33, it is determined whether the vehicle speed is 200 km / h or more (step f34). If it is determined that the vehicle speed is 200 Km / h or more (Yes), both dampers combined control is selected and executed (step f35).

When it is determined that the vehicle speed is less than 200 km / h (No), it is determined whether or not the vehicle is stopped at the station based on whether or not the detection value of the vehicle speed sensor 61 is zero (0) (step f36). ). In addition, when the vehicle is stopped at a station or the like, waiting for a succeeding vehicle, passing by an oncoming vehicle, or the like may occur. At this time, it is known that a large lateral vibration occurs in the stopped vehicle because the speed difference between the stopped vehicle and the passing vehicle or the passing vehicle is large. Therefore, when the vehicle is stopped at a station or the like (when the vehicle speed is 0), it is more effective to suppress the left-right vibration by using the dual damper combined control. Based on the above circumstances for the stop of the vehicle, the determination in step f36 is performed,
In this step f36, when it is determined that the vehicle is stopped (for example, stopped in the station) (Yes), the process proceeds to step f35 to select both dampers combined control [control the left and right vibrations with a hydraulic damper + electromagnetic force damper]. Run.

If it is determined in step f36 that the vehicle is not stopped at the station (No), it is determined based on the point information D1 whether or not it is time for the vehicle to pass the point (step f37). When a vehicle enters the station yard, even if the vehicle speed is low, a large lateral vibration occurs when passing through the point. The determination in step f37 is made based on the fact that the passage of points and the occurrence of left-right vibration have the above-described correspondence. Then, if it is determined in step f37 that it is the point passage timing (Yes), the process proceeds to step f35 to select and execute the dual damper combined control.

If it is determined in step f37 that it is not the point passage timing (No), it is determined based on the point information D1 whether it is the timing for the vehicle to pass through the tunnel (step f38). It is known that even when a vehicle passes through a tunnel, a large lateral vibration occurs in the vehicle. The determination in step f38 is made on the basis of the correspondence between the passage of the tunnel and the occurrence of left-right vibration. Then, if it is determined at this step f38 that it is the tunnel passage timing (Yes), the process proceeds to step f35 to select and execute the dual damper combined control.

When it is determined in step f38 that it is not the tunnel passage timing (No), it is determined whether or not the vehicles pass each other based on the point information D1 and the current time information D2 (step f39). It is known that when the vehicles pass each other, even if the vehicles are traveling at 200 Km / h or less, large lateral vibration occurs in the vehicles. The determination in step f39 is made based on the fact that there is a correspondence between the passing of the vehicle and the occurrence of left-right vibration. Then, if it is determined at this step f39 that it is the vehicle passing timing (Yes), the process proceeds to step f35 to select and execute the dual damper combined control. If it is determined in step f39 that it is not the vehicle passing timing (No), vibration suppression using only the hydraulic damper [left-right vibration control using only the hydraulic damper] is executed (step f40).

In the fourth embodiment, when it is expected that a large lateral vibration will occur in the vehicle, the dual damper combined control (step f35) is executed to surely suppress the lateral vibration. Further, when there is little risk of a large lateral vibration occurring in the vehicle, vibration suppression is executed only by the hydraulic damper (step f40). Therefore, it is possible to perform the vibration control that appropriately copes with the magnitude of the left-right vibration that occurs. In addition, by performing the above-mentioned control, the electromagnetic force damper 3
The operation of 4, 34A is not performed when there is little possibility that a large lateral vibration will occur in the vehicle (for example, when traveling in a low vehicle speed range), and when a large lateral vibration is expected to occur in the vehicle (for example, Since it is performed only when the vehicle is running in a high vehicle speed range, the energy consumption can be reduced and the amount of heat generation can be suppressed as compared with the case where vibration suppression is always performed using the electromagnetic force dampers 34, 34A. In addition, the electromagnetic force dampers are used more frequently at high vehicle speeds where vibrations are more likely to occur than at low vehicle speeds, and the electromagnetic force dampers 34, 34A can be effectively used accordingly.

In each of the above embodiments, the case where the hydraulic dampers 28, 28A are of the reversing type has been taken as an example. You may make it apply. Further, in each of the above-mentioned embodiments, a device for rolling the railway is described, but the device is not limited to this, and may be used for vertical vibration of the railway or a damper provided between vehicles, and further, it may be used for the vertical movement of the vehicle. It can also be applied to vibration.

[0077]

According to the vehicle body vibration suppressing apparatus of the invention described in any one of claims 1 and 4 to 9, the damping force interposed between the vehicle body and the bogie of the railway vehicle is provided. Since the variable hydraulic damper and the electromagnetic force damper interposed between the vehicle body and the bogie are provided, by allowing the hydraulic damper and the electromagnetic force damper to share the vibration suppression of the vehicle body, By reducing the load on the hydraulic damper, it is possible to make the components such as the pump used for the hydraulic damper and the oil supply / exhaust system smaller and lighter, which in turn makes it possible to reduce the overall size and weight of the device and improve its mountability on railway vehicles. Become.

According to the vehicle body vibration suppressing apparatus of the invention described in any one of claims 2 and 4 to 9,
Since the damping force variable hydraulic damper interposed between the vehicle body side and the wheel side of the vehicle and the electromagnetic force damper interposed between the vehicle body side and the wheel side are separately provided in parallel, By making the hydraulic damper and the electromagnetic force damper share the vibration suppression of the vehicle body, the load of the hydraulic damper can be reduced, and members such as pumps used for the hydraulic damper and the oil supply / exhaust system can be made compact and lightweight. As a result, it is possible to reduce the size and weight of the entire device and improve the mountability on the vehicle.

According to the vehicle body vibration suppressing apparatus of the invention described in any one of claims 3 and 4 to 9,
Since the damping force variable hydraulic damper interposed between the connected vehicle and the vehicle and the electromagnetic force damper interposed between the vehicle and the vehicle are provided, the hydraulic damper and the electromagnetic force damper are By sharing the vibration control of the vehicle body, the load on the hydraulic damper can be reduced, and members such as pumps used for the hydraulic damper and the oil supply / exhaust system can be made compact and lightweight.
As a result, it is possible to reduce the size and weight of the entire device and improve the mountability on the vehicle.

According to the vehicle body vibration suppressing apparatus of the sixth aspect of the invention, in addition to the above effects, when the hydraulic damper acts in the direction of exciting the vehicle body, the force generated by the electromagnetic force damper is increased. Since the vibration of the vehicle body is suppressed, the electromagnetic force damper can supplement the control force, which is insufficient with the hydraulic damper when performing vehicle body vibration, and good vibration damping performance can be secured. According to the vehicle body vibration suppressing apparatus of the seventh aspect of the present invention, in addition to the above effects, the force generated by the hydraulic damper is subtracted from the skyhook damping force determined based on the skyhook damper theory. Since the electromagnetic force damper is adjusted so that the obtained differential force is generated, the differential force cancels the exciting force when the hydraulic damper acts in the direction of exciting the vehicle body. It is possible to improve the reproducibility of the hook damping force and secure good vibration damping.

According to the vehicle body vibration suppressing apparatus of the eighth aspect of the present invention, in addition to the above effects, the electromagnetic force damper is not operated in the low vehicle speed range but only in the high vehicle speed range. As compared with the case where the electromagnetic force damper is always used, the energy consumption is small and the amount of heat generation can be suppressed. In addition, the electromagnetic force damper is used more frequently at a high vehicle speed that is more likely to vibrate than at a low vehicle speed, and the electromagnetic force damper can be effectively used accordingly. According to the vehicle body vibration suppression apparatus of the present invention as set forth in claim 9, in addition to the above effects, when a failure of a circuit connecting the electromagnetic force damper and a power source for supplying a current to the electromagnetic force damper is detected, Since the electromagnetic force damper energization stopping means for stopping the energization of the electromagnetic force damper is provided, when the failure of the circuit is detected, the energization of the electromagnetic force damper is stopped, and the vehicle body vibration is damped by the hydraulic damper. Therefore, it is possible to improve the fail-safe property.

[Brief description of drawings]

FIG. 1 is a side view schematically showing a railway vehicle in which a vehicle body vibration suppression device according to a first embodiment of the present invention is used.

FIG. 2 is a plan view schematically showing a vehicle body vibration suppression device in the first bogie of FIG.

FIG. 3 is a plan view schematically showing an arrangement state of a hydraulic damper and an electromagnetic force damper according to the first embodiment.

4 is a diagram showing current-damping force characteristics of the hydraulic damper shown in FIG.

5 is a diagram showing a piston speed-damping force characteristic of the hydraulic damper of FIG.

6 is a diagram showing current-generated force characteristics of the electromagnetic force damper of FIG.

FIG. 7 is a flowchart showing control contents of the controller of FIG.

FIG. 8 is a flowchart showing a control content of a controller of the vehicle body vibration suppression device according to the second embodiment of the present invention.

FIG. 9 is a diagram showing various generated forces and the like corresponding to time for explaining the operation of the second embodiment.

FIG. 10 is a flowchart showing a control content of a controller of the vehicle body vibration suppression device according to the third embodiment of the present invention.

FIG. 11 is a diagram showing a vehicle speed, various generated forces, and the like in time correspondence for explaining the operation of the third embodiment.

FIG. 12 is a block diagram showing a control circuit including a controller according to a fourth embodiment of the present invention.

FIG. 13 is a sectional view showing an electromagnetic force damper according to a fourth embodiment of the present invention.

FIG. 14 is a diagram schematically showing a hydraulic circuit during an extension stroke of a hydraulic damper according to a fourth embodiment of the present invention.

FIG. 15 is a diagram schematically showing a hydraulic circuit during a compression stroke of the hydraulic damper shown in FIG.

16 is a diagram showing damping force-stroke speed characteristics of the hydraulic damper of FIG.

FIG. 17 is a diagram showing a relationship between a vehicle speed and a lateral vibration level of a vehicle body.

FIG. 18 is a diagram showing the relationship between the vehicle speed and the degree of reduction of left-right vibration in the case of the hydraulic damper alone and the case of the electromagnetic force damper and the hydraulic damper.

19 is a flowchart showing the control contents of the controller of FIG.

FIG. 20 is a rear view schematically showing a front portion of a railway vehicle using a conventional vehicle body vibration suppressing device.

FIG. 21 is a diagram schematically showing a skyhook system for explaining the skyhook damper theory.

FIG. 22 is a diagram schematically showing a semi-active system for explaining the skyhook damper theory.

FIG. 23 is a waveform diagram for schematically showing the operation of the skyhook system and the semi-active system.

[Explanation of symbols]

23 1st trolley 25 car body 28 Hydraulic damper 30 Vehicle body vibration suppression device 34 Electromagnetic force damper

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Satoshi Osawa             1-6-3 Fujimi, Kawasaki-ku, Kawasaki-shi, Kanagawa             Issue Tokiko Co., Ltd. (72) Inventor Ken Nakamura             1116 Kozono, Ayase-shi, Kanagawa Tokiko stock             Company Sagami Factory (72) Inventor, Kazuaki Shibahara             1116 Kozono, Ayase-shi, Kanagawa Tokiko stock             Company Sagami Factory (72) Inventor Yasuhiro Igarashi             1116 Kozono, Ayase-shi, Kanagawa Tokiko stock             Company Sagami Factory F term (reference) 3D001 AA02 BA05 CA00 DA17 EA22                       EA36 EB32

Claims (9)

[Claims] 1. A hydraulic damper having a variable damping force, which is interposed between a vehicle body and a bogie of a railway vehicle, and an electromagnetic force damper, which is interposed between the vehicle body and the bogie. A vehicle body vibration suppression device. 2. A damping force variable hydraulic damper provided between the vehicle body side and the wheel side of the vehicle and an electromagnetic force damper provided between the vehicle body side and the wheel side are separately arranged in parallel. A vehicle body vibration suppressing device, which is provided in a vehicle body. 3. A damping damper having a variable damping force, which is interposed between the connected vehicles, and an electromagnetic force damper, which is interposed between the vehicles. Vehicle body vibration suppression device. 4. The configuration according to any one of claims 1 to 3, wherein the hydraulic damper makes the compression damping force small or zero when the expansion damping force is large,
A vehicle body vibration suppressor characterized by being a reversing type of damping force expansion / contraction that reduces or reduces the expansion side damping force when the contraction side damping force is large. 5. The structure according to any one of claims 1 to 3, wherein when the hydraulic damper varies between a large value and a small value on the extension side, When the damping force on the contraction side is small or zero and is variable between a large value and a small value, the damping force reversal type that reduces the damping force on the extension side to a small value or zero is used. Suppressor. 6. The structure according to any one of claims 1 to 5, wherein when the hydraulic damper acts in a vibration damping direction of the vehicle body, the force generated by the electromagnetic force damper is set to be small or zero. A vehicle body vibration suppressing device characterized in that, when the damper acts in a direction to excite the vehicle body, the force generated by the electromagnetic force damper is increased to suppress the vibration of the vehicle body. 7. The difference obtained by subtracting the force generated by the hydraulic damper from the skyhook damping force determined based on the skyhook damper theory in the structure according to any one of claims 1 to 5. A vehicle body vibration suppressing device comprising an electromagnetic force calculator that adjusts an electromagnetic force damper so that a force is generated. 8. The electromagnetic force damper operation control unit according to claim 1, wherein the electromagnetic force damper is not operated in a low vehicle speed range but is operated only in a high vehicle speed range. A vehicle body vibration suppressing device characterized in that 9. The structure according to claim 1, wherein when a failure of a circuit connecting the electromagnetic force damper and a power supply for supplying a current to the electromagnetic force damper is detected, the electromagnetic force is detected. A vehicle body vibration suppressing device comprising an electromagnetic force damper energization stopping means for stopping energization of a force damper.