JP2003320931A - Railcar vibration restraining device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a railcar vibration restraining device capable of effectively restraining yawing or the like of the whole car body by detecting the yawing and swaying in a center point of the car body, realizing further ride comfort than before, and being installed on the car regardless of an existing car or a new car. <P>SOLUTION: This device comprises one or both of front or rear side damping force variable damper(s) which is (are) respectively intervened between the car body of the railcar and a pair of carriages supporting fore and aft of the car body, and restrains motion of the car body in a horizontal/transverse direction to a car body advance direction, a speed detecting means which is disposed at two fore/aft arbitral positions along a car body longitudinal direction to the car body, and detects the speed in the horizontal/transverse direction to the car body advance direction, a controller which carries out correction computation of the horizontal/transverse direction speed to the car body advance direction of the car body center point and a yawing angle speed based on respective detected results of the respective horizontal/transverse direction speeds at the two positions, and computes a control force which restrains the yawing and swaging motion of the car body based on the corrected computation result, and a damping force adjusting means which adjusts the damping force of the damping force variable damper(s) based on the computation result of the controller. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention suppresses yawing and swaying of a vehicle body when a railroad vehicle is running to improve the riding comfort of the railroad vehicle and, at the same time, to provide a damping force control damper control detector. The present invention relates to a railway vehicle vibration suppressing device that can be used even if it is installed on a vehicle body of a railway vehicle offset from the center point of the vehicle body to the front, rear, left and right.

[0002]

2. Description of the Related Art When a railroad vehicle is running, phenomena such as yawing and swaying of the vehicle body are caused by the inclination of the rail installation surface, side wind, centrifugal force applied to the vehicle when traveling on a curved line, etc. Is a major factor that affects the riding comfort of the vehicle.

Therefore, in order to improve the riding comfort of a railroad vehicle, it is necessary to suppress the yawing and the swiveling. Conventionally, as means for suppressing the yawing and the swiveling, the body and the bogie have been used. An air spring, a coil spring, or the like is interposed therebetween to absorb a shock that the vehicle body receives from the bogie, and a damper is arranged to suppress the vibration of the spring.

Further, in order to suppress the yawing and the sway even more effectively, in recent years, Japanese Patent Laid-Open No. 08-098 has been proposed.
As disclosed in Japanese Patent No. 9634 and Japanese Patent Application Laid-Open No. 10-297485, a means using a so-called semi-active control damping force variable damper has been adopted. An example of this is shown in FIG. It is shown in FIG. 2) of FIG.

FIG. 6 is a side view of the railway vehicle. As shown in FIG. 6, the railway vehicle has a vehicle body B, carriages C and C for supporting the front and rear of the vehicle body B, and suspensions on the carriages. And a plurality of wheels W that have been formed.

Further, a plurality of damping force variable dampers D are provided between the vehicle body B and the carriage C, and a vibration control device A for controlling the damping force of the plurality of damping force variable dampers D is attached to the vehicle body B. A speed detector S for detecting a speed in the horizontal direction with respect to the traveling direction Q of the vehicle body B is attached at a position substantially directly above or close to the trucks C, C in front of and behind the vehicle body B, and between the truck C and the wheels W. Is provided with a shock absorbing spring.

The control system will be briefly described below.
As shown in FIG. 7, the control system includes a semi-active damper, which is a damping force variable damper D interposed between the bogie C, the vehicle body B, the bogie C, and the vehicle body B, and acceleration in the lateral direction horizontal to the traveling direction of the vehicle or It is composed of a detector S for detecting the speed, a processing unit A1, a controller A2, and a valve driver A3, and performs the above-mentioned control processing. The above description is for the control of the damping force variable damper D mounted on the front truck, and a system similar to the above is separately constructed on the rear side, and the processing unit A4 and the valve driver A5 are connected to the controller A2. And connected to the rear semi-active damper.

Further, since the above-mentioned control system is constructed for each of the front and rear bogies C, the control of the semi-active damper is to divide the vehicle into front and rear and control the front and rear independently. However, the controller A2 can be commonly used by the front and rear carriages C, C.

Then, in FIG. 7, when the detector S detects the speed in the horizontal direction with respect to the traveling direction Q of the railway vehicle,
The detected speed signal U1 is sent to the controller A2 via the processing unit A1, and the controller A2 calculates an appropriate damping force of the damping force variable damper D based on the signal to suppress the vibration, By adjusting the damping force of the variable damping force damper D based on the valve driver A3, the vehicle body B is divided into the front and the rear to independently suppress the yawing and the sway.

At this time, the vibration control device applies the skyhook control law to control the damping force,
It realizes even more effective vibration suppression.

[0011]

However, in the conventional railway vehicle vibration suppression device, the acceleration or velocity in the vicinity of each bogie in front of and behind the vehicle body is measured, and the semi-active vehicle is interposed between the bogie and the vehicle body. Since the damper was controlled independently before and after the vehicle, there were the following problems.

That is, (1) In a line section where a lot of yawing or the like of the vehicle body occurs and the trajectory is often distorted, the above-described independent front and rear control is performed at the front portion and the rear portion of the vehicle body, respectively. In particular, since the railroad vehicle may be long, it is not possible to effectively control the yawing or the like of the entire vehicle body, which is insufficient to suppress the yawing or the like of the entire vehicle body.

Therefore, since the yawing of the entire vehicle body is not sufficiently suppressed, the lateral acceleration of the vehicle body caused by the yawing of the vehicle body cannot be suppressed, and the improvement of the riding comfort becomes insufficient.

(2) An acceleration or speed detector is installed near each bogie before and after the vehicle body, and the acceleration or speed near each bogie before and after the car is detected, and the detection results before and after each are associated with each other. Since it was independently used as the control data without being controlled, it was possible to independently control the movement of the car body near each front and rear bogie, but it was not possible to perform control that grasped yawing etc. of the whole car body. .

(3) In the conventional method, it is necessary to detect the acceleration or the velocity in the vicinity of each bogie in front of and behind the vehicle body in order to sufficiently suppress yawing and the like, but the above detector is attached to the existing vehicle. In some cases, it may be difficult to install it at the optimal position such as the center point of the vehicle body or the center of the bogie due to layout problems of existing vehicle parts or design considerations when installing the new vehicle. Therefore, it is inevitably installed at a position offset from the center point of the vehicle body or the center of the carriage. For this reason, there is a problem in that the horizontal lateral velocity and the yaw angular velocity with respect to the vehicle body traveling direction cannot be accurately detected at the vehicle body center point position.

Therefore, the present invention has been made to solve the above problems, and the purpose thereof is to:
By detecting yawing and sway at the center point of the vehicle body, the yawing of the entire vehicle body is effectively suppressed,
It is an object of the present invention to provide a railway vehicle vibration suppressing device that realizes a better riding comfort than ever and can be installed in a vehicle regardless of existing vehicles or new vehicles.

[0017]

In order to achieve the above object, a railway vehicle vibration suppressing device according to the invention of claim 1 is provided between a vehicle body of a railway vehicle and a pair of bogies supporting the front and rear of the vehicle body. One or both damping force variable dampers, which are interposed respectively before and after suppressing the movement of the vehicle body in the horizontal direction with respect to the traveling direction of the vehicle body, and are installed in the vicinity of the center point of the vehicle body. On the other hand, a speed detecting means for detecting the center point speed of the vehicle body in the horizontal lateral direction, a yaw angular speed detecting means installed near the center point of the vehicle body for detecting a yaw angular speed around the center point of the vehicle body, and the horizontal lateral direction speed. A controller that calculates a control force that suppresses the yaw and sway motions of the vehicle body based on each detection result of the yaw angular velocity, and a damping force adjusting hand that adjusts the damping force of the damping force variable damper based on the calculation result of the controller. When, it is characterized in that it comprises a.

A railcar vibration suppressing device according to a second aspect of the invention is interposed between a vehicle body of a railway vehicle and a pair of bogies that support the front and rear of the vehicle body, and is laterally transverse to the traveling direction of the vehicle body. Before or after suppressing the movement of the vehicle body, one or both damping force variable dampers are installed, and the damper body is installed at two arbitrary front and rear positions along the longitudinal direction of the vehicle body,
In addition, the speed detecting means for detecting the speed in the horizontal direction with respect to the traveling direction of the vehicle body, and the horizontal lateral speed and the yaw angular velocity of the center point of the vehicle body with respect to the traveling direction of the vehicle body based on the detection results of the horizontal velocity in each of the two locations A controller that performs a correction calculation and calculates a control force that suppresses the yaw and sway motions of the vehicle body based on the correction calculation result, and adjusts the damping force of the damping force variable damper based on the calculation result of the controller. It is characterized in that a damping force adjusting means is provided.

Further, in the railway vehicle vibration suppressing device according to a third aspect of the present invention, in addition to the detection results in the horizontal and lateral directions at the two locations, the distance from the vehicle body center point to the bogie center position and the bogie center position to the detector. Using the horizontal distance along the longitudinal direction of the vehicle body to the mounting position, the horizontal lateral velocity of the vehicle body center point with respect to the vehicle body traveling direction and the yaw angular velocity around the vehicle body center point are corrected and calculated. .

According to a fourth aspect of the present invention, there is provided a railway vehicle vibration suppressing device, wherein the vehicle body center point has a speed in a horizontal direction with respect to the vehicle body traveling direction, a yaw angular velocity around the vehicle body center point, and a bogie center position from the vehicle body center point. And a control gain for the velocity of the vehicle body center point and a control gain for the yaw angular velocity around the vehicle body center point are used to calculate the optimum front and rear control forces. is there.

[0021]

BEST MODE FOR CARRYING OUT THE INVENTION The present invention will be described below based on the embodiments shown in the drawings. The railway vehicle vibration suppression device according to the present invention has a first embodiment shown in FIG. 1 and a second embodiment shown in FIGS. 2 and 3.

FIG. 1 is a plan view showing a railway vehicle to which the railway vehicle vibration suppressing device of the first embodiment is applied. As shown in the figure, the basic configuration of the railway vehicle vibration suppression device is to suppress the movement of the vehicle body 1 between the vehicle body 1 and the front and rear bogies 2 and 3 in the horizontal and lateral direction with respect to the traveling direction Q of the vehicle body 1. Front and rear damping force variable dampers 7, 7, 8, 8
A velocity detector 5 for detecting a velocity in the horizontal direction with respect to the traveling direction Q of the center point O of the vehicle body 1, a yaw angular velocity detector 6 for detecting a yaw angular velocity of the center point O of the vehicle body 1, It comprises a controller 4 provided at an arbitrary position and damping force adjusting means 10 provided on each damping force variable damper 7, 7, 8, 8.

The vehicle body 1 is supported in front and rear of the vehicle body 1 so as to be relatively movable by a predetermined amount at substantially central positions 9a and 9b of the bogies 2 and 3.

The damping force variable dampers 7 and 8 have one end fixed to the vehicle body 1 side in a horizontal direction with respect to the traveling direction Q of the vehicle body 1.
The other end is fixed to the carriages 2 and 3, and movements of the vehicle body 1 such as yawing and swaying can be suppressed. Further, in the embodiment shown in FIG. 1, two damping force variable dampers are used for each of the front and rear bogies, but if the required damping force is obtained, how many damping force variable dampers can be used? But good.

The front and rear damping force variable dampers 7 and 8 are
A hydraulic type or a pneumatic type may be used as long as it can generate a damping force capable of suppressing yawing and swaying of the vehicle body 1.

The damping force adjusting means 10 may be any one that can adjust the damping force by a control signal from the controller 4. For example, as in the conventional example, the damping force of the damper can be arbitrarily adjusted by a valve driver or the like. Can be changed in any way.

As a speed detecting means, a speed detector 5 is installed in the vicinity of the center point O in order to detect the speed of the center point O of the vehicle body in the horizontal direction with respect to the traveling direction Q of the vehicle body. Further, as a yaw angular velocity detecting means, a yaw angular velocity detector 6 that detects a yaw angular velocity around the vehicle body center point O is also installed near the center point O for the same reason as the speed detector 5. As the speed detecting means, an acceleration detector may be used in addition to the speed detector, and the controller 4 may be configured to perform an operation of integrating the acceleration.

Although not shown as hardware, the controller 4 receives each signal of the speed and the yaw acceleration detected by the speed detector 5 and the yaw angular velocity detector 6,
A control force may be calculated based on each of the signals using a skyhook control law, and the control force may be output as a control signal. For example, an amplifier for amplifying each signal and an analog signal may be used. Computation of control force, which is composed of a converter for converting to a digital signal, a bandpass filter for cutting low-frequency and high-frequency components, and a computer system including a CPU, a ROM, a RAM, a crystal oscillator, and a bus line connecting them 2, the control gains Ca and Cb described later, the distance Lt from the vehicle body center point O to the trolley centers 9a and 9b, and the trolleys 9a shown in FIG.
The calculation processing procedure of each numerical value of the distances a and b and the control force and the control signal output procedure from 9b to each speed detector 5a, 5b are as follows.
A well-known system in which the program is stored in the ROM in advance may be used.

Further, the controller 4 is connected to each of the detectors 5 and 6 so as to be able to receive the signals from the velocity detector 5 and the yaw angular velocity detector 6, and a signal for adjusting the damping force. Is connected to the damping force variable dampers 7 and 8 so as to be transmitted.

Although the controller 4 is installed in the center of the vehicle body 1 for convenience of illustration in FIG. 1, it can be connected to the detectors 5 and 6 and the damping force variable dampers 7 and 8. If it exists, it may be installed anywhere on the vehicle body.

Next, the operation of the railroad vehicle vibration vehicle will be described. As shown in FIG. 1, when yawing and swaying of the vehicle body occur during traveling of the railway vehicle, first the speed detector 5
The yaw angular velocity detector 6 detects the speed Yb in the horizontal direction with respect to the vehicle body traveling direction Q near the vehicle body center point O and the vehicle body center point O.
The nearby yaw angular velocity Psib is detected.

Next, the speed Yb and the yaw angular speed Psib
Is input to the controller 4. here,
The speed Yb has a positive value when moving to the right with respect to the vehicle body traveling direction Q and a negative value when moving to the left. As for the yaw angular velocity Psib, the angular velocity in the clockwise direction toward the plan view of FIG. 1 has a positive value, and the velocity in the counterclockwise direction has a negative value.

The controller 4 then controls the speed Yb.
And the control force is calculated based on the yaw angular velocity Psib,
The calculation process will be described below with reference to the control flowchart shown in FIG.

The step F1 in FIG. 4 is a step in which the speed Yb and the yaw angular speed Psib are input to the controller 4 as described above.

Next, as shown in step F2 of FIG.
The speed Yb taken into the controller 4, the yaw angular speed Psib, and the vehicle body center point O to the bogie center positions 9a and 9b.
To the distance Lt to the speed Yb and the control gain Ca
Using the control gain Cb for the yaw angular velocity Psib, the optimum control forces Ff and Fr on the front and rear sides are calculated.

In the calculation, the skyhook control law is used to calculate the front and rear control forces, and the calculation formula is as follows.

Front side control force Ff = Ca.Yb + Cb.Lt.Psib Rear side control force Fr = Ca.Yb-Cb.Lt.Psib Then, as shown in step F3 of FIG. 4, each obtained as a result of the above calculation. In order to generate the optimum damping force of the damping force variable dampers 7 and 8 that realize the control forces Ff and Fr, a signal for controlling the damping force is output to the damping force adjusting means 10.

Further, the damping force adjusting means 10 controls the damping force of the front and rear damping force variable dampers 7 and 8 based on the control signal received from the controller 4.

For example, when the vehicle body 1 swears in the arrow X direction, the damping force variable dampers 7 and 8 increase the extension side damping force to suppress the movement of the vehicle body 1 in the X direction, and vice versa. In this case, the compression side damping force is increased to suppress the movement of the vehicle body 1 in the same direction.

By the series of operations described above, since the yawing and the sway of the entire vehicle body 1 can be detected, the yawing and the sway of the entire vehicle body 1 can be suppressed, so that the riding comfort is further improved as compared with the conventional case. It will be.

In the above description, an example in which the damping force of each damping force variable damper on the front and rear sides of this railcar vibration suppressing device is controlled is shown, but only one of the front and rear damping force variable dampers is controlled. It can be carried out even if used.

In this case, when the damping force is adjusted, the control gain Ca for the speed Yb and the control gain Cb for the yaw angular velocity Psib used in the calculation of the front and rear side control forces are set by the one damping force variable damper. The optimum control force can be calculated to adjust the damping force of the one damping force variable damper described above.

The railway vehicle vibration suppressing device shown in FIG.
It is an embodiment of. Here, the description of the same parts as those of the first embodiment will be omitted in consideration of the complexity.

FIG. 2 is a plan view showing a railway vehicle to which the railway vehicle vibration suppressing device of the second embodiment is applied. As shown in the figure, the basic configuration of the railway vehicle vibration suppression device is to suppress the movement of the vehicle body 1 between the vehicle body 1 and the front and rear bogies 2 and 3 in the horizontal and lateral direction with respect to the traveling direction Q of the vehicle body 1. Front and rear damping force variable dampers 7, 7, 8, 8
A speed detector 5a, 5b for detecting a speed in a horizontal direction with respect to the traveling direction Q of the vehicle body 1, a controller 4 provided at an arbitrary position of the vehicle body 1, and damping force variable dampers 7, 7,
8, 8 and the damping force adjusting means 10 provided in 8.

Here, the structures of the vehicle body 1, the bogies 2, 3, the damping force variable dampers 7, 8, the controller 4, and the damping force adjusting means 10 are the same as those of the first embodiment shown in FIG.

Speed detectors 5a, 5 are used as speed detecting means.
b are installed at arbitrary two positions in the front and rear along the longitudinal direction of the vehicle body 1, and are installed so as to be able to detect the speed in the horizontal lateral direction with respect to the vehicle traveling direction Q. The installation place can be installed at any position on the vehicle body 1 as long as the above conditions are satisfied.

For example, as shown in FIG. 2, the front speed detector 5a is offset from the center point O of the vehicle body 1 to the front by a distance of Lt + a, and the rear speed detector 5b is moved from the center point O by a distance of Lt + b. Offset to the side.

Similarly, for example, as shown in FIG. 3, each detector can be installed at a position offset from the center point O in the front-rear direction and at the same time laterally offset from the center line of the vehicle body. Becomes

As described above, since the speed detectors 5a and 5b can be installed at arbitrary positions, when the railway vehicle vibration suppressing device is applied to a vehicle, it does not depend on the layout of the vehicle, so that it is more flexible than before. Applicable.

Here, as the speed detecting means, an acceleration detector may be used in addition to the speed detector.
This is the same as the embodiment.

Next, the operation of the railcar vibrating vehicle will be described. As shown in FIG. 2, when yawing and swirling of the vehicle body occur during traveling of the railway vehicle, first the speed detector 5
a and 5b detect the speed Ybf and the speed Ybr in the horizontal direction with respect to the vehicle body traveling direction Q of the vehicle body 1. For convenience, the speed on the front side with respect to the vehicle body traveling direction Q is Ybf, and the speed on the rear side is Ybr. The signs of the speeds Ybf and Ybr are the same as those in the first embodiment.

Next, the speed Ybf and the speed Ybr are input to the controller 4 as signals.

The controller 4 then controls the speed Yb.
The control force is calculated based on f and the speed Ybr.
The arithmetic processing will be described with reference to the control flowchart shown in FIG.

The step F4 in FIG. 5 is a step in which the speed Ybf and the speed Ybr are input to the controller 4 as described above.

Next, as shown in step F5 of FIG.
The speed Ybf taken in by the controller 4 and the speed Yb
r, the distance Lt from the vehicle body center point O to the bogie center positions 9a and 9b, the horizontal distance a along the longitudinal direction of the vehicle from the front bogie center 9a to the speed detector 5a, and the rear bogie center 9b.
Using the horizontal distance b from the vehicle to the speed detector 5b along the longitudinal direction of the vehicle body, the vehicle body traveling direction Q at the center point O of the vehicle body 1
On the other hand, the horizontal lateral velocity Yb and the yaw angular velocity Psib around the center point O of the vehicle body 1 are corrected and calculated. Here, the horizontal distance a is calculated as a positive value when the speed detector 5a is located in front of the truck center 9a and as a negative value when the speed detector 5a is located behind the truck center 9a. However, the horizontal distance b has a negative value when the speed detector 5b is located in front of the carriage center 9b, and a positive value when the speed detector 5b is located behind the carriage center 9b. And

The speed correction calculation formula is as follows.

Yb = {(Lt + b) Ybf + (Lt +
a) Ybr} / (2Lt + a + b) The yaw angular velocity correction calculation formula is as follows.

Psib = (Ybf−Ybr) / (2Lt + a + b) By the correction calculation described above, the velocity and angular velocity of the center point O can be obtained without installing the detectors 5 a and 5 b near the center point O of the vehicle body 1. it can.

Further, as shown in step F6 of FIG.
The speed Yb and the yaw angular speed Ps which are the above-mentioned correction calculation results.
ib and the control gain C with respect to the speed Yb of the vehicle body center point O
The optimum control forces Ff and Fr on the front and rear sides are calculated using a and the control gain Cb for the yaw angular velocity Psib.

In the calculation, the skyhook control law is used to calculate the front and rear control forces. The calculation formula is as follows, as in the first embodiment.

Front side control force Ff = Ca.Yb + Cb.Lt.Psib Rear side control force Fr = Ca.Yb-Cb.Lt.Psib Then, as shown in step F7 of FIG. 5, each obtained as a result of the above calculation. In order to generate the optimum damping force of the damping force variable dampers 7 and 8 that realize the control forces Ff and Fr, a signal for controlling the damping force is output to the damping force adjusting means 10.

Further, the damping force adjusting means 10 controls the damping force of the front and rear damping force variable dampers 7, 8 based on the control signal received from the controller 4.

With the series of operations described above, since the yawing and swaying of the entire vehicle body 1 can be detected, the yawing and swaying of the entire vehicle body 1 can be suppressed,
It is as already described in the first embodiment that the riding comfort is further improved as compared with the conventional one. Further, as described in the first embodiment, the damping force variable dampers on the front and rear sides are provided. Similar to the first embodiment, only one of them may be used. In this case, as described above, the control gains Ca and Cb may be set to values that enable optimum control force calculation.

[0064]

As described above, according to the invention of claim 1, (1) since the speed detector and the yaw angular velocity detector are installed near the vehicle body center point, the vehicle body center point with respect to the vehicle body traveling direction. It is possible to accurately detect the horizontal lateral speed and the yaw angular speed around the vehicle body center point.

(2) Further, since the lateral velocity and the yaw angular velocity can be detected, it is possible to grasp the motion of the entire vehicle body.

(3) Since the controller for calculating the control force based on the above detection results is provided, it is possible to calculate the control force of the front and rear damping force variable dampers corresponding to the movement of the entire vehicle body.

(4) Further, since the damping force adjusting means for adjusting the damping force of the damping force variable damper is provided on the basis of the result of the control force calculation, it is necessary to suppress the sway and yaw motions of the vehicle body. You can get control.

(5) Further, since the front and rear damping force variable dampers can be controlled at the same time, it is possible to more effectively suppress the sway and yaw motions of the vehicle body.

(6) Therefore, there is an effect that the riding comfort of the railway vehicle is improved as compared with the conventional vehicle body vibration suppressing device.

According to the second aspect of the present invention, (7) the horizontal lateral velocity of the vehicle body center point and the yaw angular velocity with respect to the traveling direction of the vehicle body are corrected and calculated. Arbitrary position 2 along the direction
Even if the vehicle is installed at a location, it is possible to accurately detect the horizontal lateral velocity of the vehicle body center point with respect to the vehicle body traveling direction and the yaw angular velocity around the vehicle body center point.

(8) Further, by performing the correction calculation of the horizontal lateral velocity and yaw angular velocity with respect to the vehicle body traveling direction of the vehicle body center point described above, each velocity detector moves forward and backward with respect to the vehicle body along the longitudinal direction of the vehicle body. It is possible to install at two arbitrary positions.

(9) Therefore, it becomes possible to install each speed detector at any two positions in the front and rear of the vehicle body along the longitudinal direction of the vehicle body. Therefore, in consideration of the layout of the existing vehicle and the design of the new vehicle. Due to the above reason, there is an extremely advantageous effect that the application of the railway vehicle vibration suppression device to existing vehicles and new vehicles is not hindered.

(10) Since the velocity in the horizontal direction with respect to the traveling direction of the vehicle center point and the yaw angular velocity around the center point can be accurately grasped, the yawing and sway of the entire railway vehicle can be effectively suppressed. It goes without saying that there is an effect that the riding comfort of the railway vehicle can be improved as compared with the conventional case.

According to the invention of claim 3, (11) in addition to the respective detection results in the two horizontal directions in the two locations, the distance from the vehicle body center point to the bogie center position and the detector mounting position from the bogie center position. Using the horizontal distance to the position along the longitudinal direction of the vehicle body, the horizontal lateral velocity of the vehicle body center point with respect to the vehicle body traveling direction and the yaw angular velocity around the vehicle body center point are corrected and calculated. It is possible to obtain an accurate horizontal lateral velocity of the center point with respect to the traveling direction of the vehicle body and a yaw angular velocity around the vehicle body center point.

Further, according to the invention of claim 4, (12) the speed of the vehicle body center point in the horizontal direction with respect to the traveling direction of the vehicle body, the yaw angular velocity around the vehicle body center point, and the bogie center position from the vehicle body center point. To the front and rear sides using the control gain for the speed of the vehicle body center point and the control gain for the yaw angular velocity around the vehicle body center point. It is possible to effectively control the yaw and the sway of the railcar by using the control method.

[Brief description of drawings]

FIG. 1 is a plan view in which a railway vehicle vibration suppressing device according to a first embodiment of the present invention is applied to a railway vehicle.

FIG. 2 is a plan view in which a railway vehicle vibration suppressing device according to a second embodiment of the present invention is applied to a railway vehicle.

FIG. 3 is a plan view in which a railway vehicle vibration suppressing device according to a second embodiment of the present invention is applied to a railway vehicle.

FIG. 4 is a flowchart showing a control flow of the railway vehicle vibration suppressing device according to the first embodiment of the present invention.

FIG. 5 is a flow chart showing a control flow of the railway vehicle vibration suppressing device according to the second embodiment of the present invention.

FIG. 6 is a conceptual diagram showing a conventional railway vehicle vibration suppression device.

FIG. 7 is a conceptual diagram showing a conventional railway vehicle vibration suppression device.

[Explanation of symbols]

1 car body 2 front bogie 3 rear trolley 7, 8 Damping force variable damper 6 Yaw angular velocity detector 5, 5a, 5b Speed detector 4 controller 10 Damping force adjusting means

   ─────────────────────────────────────────────────── ─── Continued front page    (72) Inventor Yoshihiro Ogawa             2-4-1 Hamamatsucho, Minato-ku, Tokyo World Trade             Yasu Center Building Kayaba Industry Co., Ltd.

Claims (4)

[Claims] 1. A front vehicle and a rear vehicle, which are respectively interposed between a vehicle body of a railway vehicle and a pair of bogies that support the front and rear of the vehicle body to suppress movement of the vehicle body in a lateral direction horizontal to a traveling direction of the vehicle body. One or both damping force variable dampers, speed detection means installed near the center point of the vehicle body, for detecting the speed of the center point of the vehicle body in a horizontal direction with respect to the traveling direction of the vehicle body, and installed near the center point of the vehicle body, A yaw angular velocity detecting means for detecting a yaw angular velocity around a center point of the vehicle body; a controller for calculating a control force for restraining the yaw and sway motions of the vehicle body based on the detection results of the horizontal lateral velocity and the yaw angular velocity; And a damping force adjusting means for adjusting the damping force of the damping force variable damper based on the calculation result of the controller. 2. A front body and a rear side, which are respectively interposed between a car body of a railroad car and a pair of bogies supporting the front and rear of the car body to suppress movement of the car body in a lateral direction horizontal to a traveling direction of the car body. One or both damping force variable dampers, and speed detection means installed at two front and rear arbitrary positions with respect to the vehicle body along the longitudinal direction of the vehicle body, and for detecting a speed in a horizontal lateral direction with respect to the traveling direction of the vehicle body. Correction calculation of the horizontal lateral velocity and yaw angular velocity with respect to the vehicle body traveling direction of the vehicle body center point based on the detection results of the respective horizontal lateral velocity at the two locations, and
A controller for calculating a control force for suppressing the yaw and sway motions of the vehicle body based on the correction calculation result, and a damping force adjusting means for adjusting the damping force of the damping force variable damper based on the calculation result of the controller are provided. A railway vehicle vibration suppression device characterized by the above. 3. In addition to the detection results in each of the horizontal and lateral directions at the two locations, the distance from the vehicle body center point to the bogie center position, and the horizontal distance along the vehicle body longitudinal direction from the bogie center position to the detector mounting position. 3. The railway vehicle vibration suppression device according to claim 2, wherein the horizontal lateral velocity of the vehicle body center point with respect to the traveling direction of the vehicle body and the yaw angular velocity around the vehicle body center point are corrected and calculated using. 4. A control for the speed of the vehicle body center point in the horizontal direction with respect to the traveling direction of the vehicle body, the yaw angular velocity around the vehicle body center point, the distance from the vehicle body center point to the bogie center position, and the vehicle body center point speed. The railway vehicle vibration suppression device according to claim 1, 2 or 3, wherein an optimal control force for the front and rear sides is calculated using a gain and a control gain for the yaw angular velocity around the vehicle body center point. .