JP2007131204A - Damping device for railway vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a damping device for a railway vehicle performing semi-active control capable of enhancing riding comfortability in the vehicle not depending on a railway route condition. <P>SOLUTION: In the damping device for the railway vehicle provided with a damping force variable damper 3 interposed between a vehicle body 1 and a truck for supporting the vehicle body 1 in the railway vehicle V and suppressing the vibration of the vehicle body in a horizontal lateral direction relative to the advancement direction of the vehicle V; and a control means 4 for sky-hook semi-active-controlling a control force F for suppressing the vibration of the vehicle body generated by the damping force variable damper 3, the control means 4 changes a sky-hook dampening coefficient Cs based on a traveling position of the vehicle V. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an improvement in a railcar vibration damping device.

  When the railway vehicle is traveling, vibrations in the horizontal and lateral directions with respect to the traveling direction of the vehicle act on the vehicle body due to the inclination of the rail installation surface, the crosswind, the centrifugal force applied to the vehicle when the vehicle is turning. Since this lateral vibration causes the ride comfort of the railway vehicle to deteriorate, in order to suppress this vibration, the conventional vibration damping device has an air spring or a coil spring interposed between the vehicle body and the carriage. A damper is arranged to absorb the impact received by the vehicle body from the carriage and to suppress the vibration of the spring.

  In order to further effectively suppress the vibration, the vibration damping device also includes a controller that makes the damping force of the damper variable and controls the control force to be output to the damper. The control force output by the damper is controlled in accordance with (see, for example, Patent Document 1).

  Further, although it is a vibration control device for other railway vehicles, a damping damper that is interposed between the vehicle body and the carriage and suppresses vertical vibration of the vehicle body, and a damping damper that is also interposed between the vehicle body and the carriage, A fluid actuator arranged in parallel; and a control means for controlling the fluid actuator. The control means has data that directly associates the travel position on the track of the railway vehicle with the irregular irregularity information of the track. There is also an attempt to suppress the vertical vibration of the railway vehicle by obtaining an irregular amount of irregularities on the track by referring to the data based on the traveling position of the railway vehicle and performing feedforward control (see, for example, Patent Document 2) ).

In addition, another railcar vibration damping device has been proposed. In this proposal, a damping damper that is interposed between the vehicle body and the carriage and suppresses lateral vibration of the vehicle body, and the vehicle body and the carriage are also used. A pneumatic actuator interposed therebetween and arranged in parallel with the damping damper, and a control means for controlling the pneumatic actuator. The control means determines whether the railway vehicle is in the tunnel from the traveling position of the railway vehicle. When the vehicle is in the tunnel, active control is performed by setting a control gain different from that of the other vehicles, particularly for the vehicle with the pantograph and the rearmost vehicle (see, for example, Patent Document 3). .
Japanese Patent Laid-Open No. 10-297485 (FIG. 2) Japanese Patent Publication No. 5-80385 (Example, FIG. 1) Japanese Patent No. 3107133 (paragraph numbers 0009 to 0028, FIGS. 3 to 8)

  However, in the vibration control device for a railway vehicle disclosed in Japanese Patent Laid-Open No. 10-297485, what route condition the vehicle is traveling on, that is, the route section is a tunnel section, a curved section or a straight section. Because the semi-active control was performed using the same skyhook damping coefficient without determining whether the vehicle was There is a possibility that it cannot be sufficiently suppressed.

  In addition, in the vibration control device for a railway vehicle disclosed in Japanese Patent Publication No. 5-80385, it is recognized what route condition the vehicle is traveling on, but only for vertical vibration. It is necessary to measure the trajectory irregularity information in advance, and it is necessary to have a large amount of trajectory irregularity information, and the control is complicated. Since the active control is adopted, there is a disadvantage that the device itself is very expensive and heavy.

  In the railway vehicle vibration damping device disclosed in Japanese Patent No. 3107133, the control gain is changed by separating the inside of the tunnel from the outside of the tunnel, and it is impossible to cope with various route conditions. In addition, there is a possibility that vibrations cannot be sufficiently suppressed, and since active control is adopted in the same way as the vibration control device for railway vehicles disclosed in Japanese Patent Publication No. 5-80385, the device itself is very expensive and heavy. There is an inconvenience.

  Therefore, the present invention has been made to solve the above-described problems, and the object of the present invention is to provide a railcar that performs semi-active control that can improve the riding comfort of the vehicle regardless of route conditions. It is to provide a damping device.

  In order to achieve the above-described object, the problem-solving means of the present invention suppresses vibration of a vehicle body that is interposed between a vehicle body in a railway vehicle and a carriage that supports the vehicle body in a horizontal and lateral direction with respect to the traveling direction of the vehicle. In a damping device for a railway vehicle, comprising: a damping force variable damper; and a control unit that performs skyhook semi-active control of a control force that suppresses the vehicle body vibration generated by the damping force variable damper. The skyhook attenuation coefficient is changed based on the above.

  Therefore, according to this railcar vibration damping device, it is possible to change to the skyhook attenuation coefficient that is optimal for the travel position of the vehicle, and therefore the skyhook attenuation that is optimal for the route conditions where the vehicle is always traveling. Skyhook semi-active control can be performed with a coefficient, and vibrations of the vehicle body can be effectively suppressed, thereby dramatically improving ride comfort in the vehicle.

  Further, when changing the skyhook attenuation coefficient, it is not necessary to acquire a huge amount of data in advance, the control process is simple, and there is no need to mount a fluid pressure source or the like necessary for the active control device. Since the device itself is a semi-active vibration control device that is inexpensive and light in weight, vibrations of the vehicle body can be effectively suppressed regardless of the route conditions, so that economic efficiency and practicality are improved.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram illustrating an example of a railcar vibration damping device system according to an embodiment. FIG. 2 is a plan view of a vehicle equipped with a railcar vibration damping device according to an embodiment. FIG. 3 is a diagram showing a state in which a plurality of vehicles equipped with railcar vibration control devices are connected to form a train train. FIG. 4 is a diagram illustrating an example of a skyhook attenuation coefficient map associated in advance with the travel position of the vehicle. FIG. 5 is a flowchart illustrating a procedure for changing the skyhook attenuation coefficient according to an embodiment. FIG. 6 is a flowchart showing a skyhook semi-active control procedure in the railcar damping device according to the embodiment. FIG. 7 is a diagram illustrating an example of a route condition map associated in advance with the travel position of the vehicle. FIG. 8 is a diagram illustrating an example of a skyhook attenuation coefficient map associated in advance with the route condition. FIG. 9 is a flowchart showing the procedure for changing the skyhook attenuation coefficient according to another embodiment.

  As shown in FIGS. 1 and 2, the vibration damping device for a railway vehicle in one embodiment basically has a horizontal lateral direction (hereinafter simply referred to as “lateral direction”) with respect to the traveling direction of the vehicle V. A damping force variable damper 3 interposed between the vehicle body 1 and the front and rear carts 2 so as to suppress vibration of the vehicle body 1 and a control unit 4 that performs skyhook semi-active control of each damping force variable damper 3 are provided. Configured. The vehicle body 1 is elastically supported by an air spring A or the like interposed between the vehicle body 1 and the carriage 2.

  The damping force variable damper 3 is a variable damping force fluid pressure damper. When a control command is received from the control unit 4, for example, a resistance given to a fluid by a control valve such as a solenoid valve (not shown) is changed according to the control command. By doing so, the attenuation characteristic can be changed.

  Then, the control unit 4 controls the lateral speed of the vehicle body 1 and the lateral direction of the vehicle body 1 and the carriage 2 from the detectors 5 and 6 installed outside in order to perform the skyhook semi-active control of the damping force variable damper 3. An arithmetic processing unit such as a CPU (Central Processing Unit) so that the control force can be calculated by obtaining information on the relative speed, and a main storage unit such as a RAM (Random Access Memory) that provides a storage area for the arithmetic processing unit; And a secondary storage device such as an HD (Hard Disk) in which a program used for changing the control force calculation process and the skyhook damping coefficient is stored, and the calculated control force is used as the damping force. A control command for generating the variable damper 3 can be output to the variable damping force damper 3. The program such as the arithmetic processing may be stored in a storage medium, and a drive that can sequentially read the program may be provided.

  Incidentally, in the skyhook semi-active control, the control unit 4 calculates the control force F by F = Cs × (dX / dt) when (dX / dt) × {d (XY) / dt} ≧ 0. In addition, when (dX / dt) × d (XY) <0, the control force F is set to F = 0. Here, dX / dt is the lateral speed of the vehicle body 1, d (XY) / dt is the relative speed in the lateral direction of the vehicle body 1 and the carriage 2, and Cs is the skyhook attenuation coefficient. .

  Further, the control unit 4 can change the skyhook attenuation coefficient Cs in accordance with the travel position information of the vehicle V. Specifically, the control unit 4 includes a secondary storage device (not shown). The skyhook attenuation coefficient map associated with the travel position of the vehicle V stored in advance is referred to, the skyhook attenuation coefficient Cs corresponding to the travel position of the vehicle V at that time is extracted, and the control force calculation is executed. To do.

  The control force F calculated by the control unit 4 is further transmitted to the damping force variable damper 3 as a control command, whereby the damping force variable damper 3 generates the control force F. In controlling the damping force variable damper 3, the control unit 4 obtains the relative speed between the vehicle body 1 and the carriage 2 that is the expansion / contraction speed of the damping force variable damper 3, and the damping force variable damper 3 is attenuated during the control. Since the characteristics can be grasped, the force output from the damping force variable damper 3 can be calculated, and it may be fed back and controlled.

  Therefore, according to the skyhook semi-active control, for example, if the vehicle body 1 swings to the left in FIG. 1, the speed information of the vehicle body 1 is sent from the detector 5 to the control unit 4, and from the detector 6 to the vehicle body. When the relative speed information of 1 and the trolley 2 is sent to the control unit 4 and the trolley 2 is swung to the left at a speed slower than that of the car body 1 or is swung to the right as opposed to the car body 2 , (DX / dt) × {d (XY) / dt} ≧ 0, the variable damping damper 3 controls the control force F calculated by F = Cs × (dX / dt). It outputs according to the control command from the part 4, and suppresses the vibration of the vehicle body 1. On the other hand, if the carriage 2 swings to the left at a speed faster than the leftward swing speed of the vehicle body 1 due to a rail deviation or the like, the condition (dX / dt) × d (XY) <0 is satisfied. Therefore, the variable damping damper 3 has the control force F = 0, and the generated control force F is set to 0 in accordance with the control command from the control unit 4, and the variable damping force damper 3 applies the vehicle body 1 with the generated control force. It is controlled not to shake. Here, the control force F = 0 may be realized by driving only the control valve placed under the control of the control unit 4 described above. For example, the swing speed of the carriage 2 is in the same direction of the vehicle body 1. An unloading valve or the like that functions when the vibration speed becomes higher than the vibration speed is separately provided in the damping force variable damper 3 to generate a fluid pressure that causes the vehicle body 1 to shake more greatly in the pressure chamber in the damping force variable damper 3. You may make it not exist.

  Specifically, the damping force variable damper 3 is switched by the control valve so as to have the characteristics of stretching effect (a control force is generated only during the extension stroke) and pressure effect (a control force is generated only during the compression stroke). When the control is performed according to the skyhook control law, the relative speed d (XY) on the extension side of the damping force variable damper 3 is set to be positive, and when dX / dt> 0, the damping is performed. By switching the force variable damper 3 to the elongation effect, if d (XY)> 0, (dX / dt) × {d (XY) / dt} ≧ 0 is satisfied, and the control force F = Cs × (dX / dt) is generated on the damper extension side, while if d (X−Y) <0, (dX / dt) × {d (XY) / dt} <0. Since the control force F = 0, the damping force variable damper 3 needs to be controlled so as not to generate the control force. That is, in this case, since the damping force variable damper 3 becomes a state which does not generate the control force becomes the compression stroke, there is no need to make any special control. On the other hand, if dX / dt <0, the damping force variable damper 3 is switched to the pressure effect so that if d (X−Y) <0, (dX / dt) × {d (X−Y) / Dt} ≧ 0 is satisfied and the control force F = Cs × (dX / dt) is generated on the damper compression side, while if (d−X−Y)> 0, (dX / dt) × {d ( X−Y) / dt} <0 and the control force F = 0, and therefore it is necessary to control the damping force variable damper 3 so as not to generate the control force. Since No. 3 becomes an extension stroke and no control force is generated, no special control is required. The switching between the elongation effect and the pressure effect may be performed according to the sign of dX / dt. Therefore, by setting the damping force variable damper 3 in this way, it is possible to realize the skyhook semi-active control with a simple configuration, and no special control is required when the control force F = 0. There is no problem due to delay in control response. Further, the damping force variable damper 3 is configured as described above, and the effect of switching between the expansion effect and the pressure effect is performed according to the sign of dX / dt, whereby the relative speed d (X (X Since the detection of -Y) becomes unnecessary, the detector 6 can be omitted, and the vibration damping device for the railway vehicle can be made cheaper and lighter.

  For example, an acceleration sensor or a speed sensor can be used as the detector 5 for detecting the lateral speed of the vehicle body 1 described above. When an acceleration sensor is used, the detected acceleration is integrated by the control unit 4. Then, the lateral speed may be obtained, or a calculation means for calculating the speed from the acceleration may be separately provided outside the control unit 4.

  Examples of the detector 6 that detects the relative speed in the lateral direction of the vehicle body 1 and the carriage 2 include, for example, a stroke sensor that detects the stroke of the damping force variable damper 3 and a pressure sensor that detects the pressure in the damping force variable damper 3. When a stroke sensor is used, the detected damper displacement may be differentiated by the control unit 4 to obtain a relative speed. When a pressure sensor is used, the pressure is controlled by the control unit. 4 may be converted to a relative speed.

  As shown in FIG. 3, N vehicles are connected to form a train train, and an arbitrary vehicle VX (X is an arbitrary integer from 1 to N) includes a route of the vehicle VX itself. A travel position detector 10 for detecting the upper travel position is provided.

  The traveling position of the vehicle VX detected by the traveling position detector 10 is a central vehicle monitor 11a installed on a certain vehicle in the train set and each vehicle Vn (n = 1, 2, 3,...) Connected thereto. -It is sent in real time via the vehicle monitor device 11 constituted by the vehicle monitor terminal 11b installed every N), and the travel position of the vehicle VX constitutes the train set via this vehicle monitor device 11. It is transmitted to the control unit 4 of the vehicle Vn.

  As described above, the travel position information is not transmitted to each control unit 4 via the vehicle monitor device 11, but directly travels from the travel position detector 10 of the vehicle VX to the control unit 4 mounted on the vehicle VX. While transmitting position information, you may make it transmit driving | running | working position information to each control part 4 mounted in the other vehicles Vn except the vehicle VX from the control part 4 of this vehicle VX.

  In addition, it is possible to mount the traveling position detection 10 in each vehicle Vn and transmit the traveling position information to the control unit 4 for each vehicle Vn. However, by adopting the above configuration, Since one traveling position detector 10 may be provided in the train set, the train set can be made inexpensive.

  Further, when the control unit 4 in each vehicle Vn receives the travel position information of the vehicle VX, the control unit 4 corrects this and calculates the travel position of the vehicle Vn on which the vehicle Vn is mounted, that is, the own vehicle Vn. Therefore, it is possible to obtain accurate travel position information of the vehicle Vn on which the vehicle is mounted.

  As for the correction of the travel position, for example, the control unit 4 of each vehicle Vn is made to recognize the vehicle in which the host vehicle Vn is located in the train, and this is stored in advance. The distance between the arbitrary vehicle VX and the own vehicle Vn is determined from the distance and the vehicle interval, and the traveling position of the own vehicle Vn is corrected by the distance between the arbitrary vehicle VX and the own vehicle Vn. Just keep it.

  In addition, in order to make the control unit 4 of each vehicle Vn recognize the position of the host vehicle Vn in the train, it is set so that the control units 4 mounted on each vehicle Vn are cascade-connected as nodes. However, the network cables connecting these control units 4 may be sequentially opened and closed by a relay circuit, or may be recognized by other automatic recognition methods, or train trains from other vehicle position detection devices The vehicle position may be input, and further, what number may be directly input to the control unit 4 manually.

  Further, in the present embodiment, the control unit 4 of each vehicle Vn receives the travel position from the vehicle monitor device 11 in the arbitrary vehicle VX, so that the vehicle monitor device 11 receives from the control unit 4 or from the vehicle position detection device. The vehicle position information may be integrated, and the traveling position of each vehicle Vn may be corrected on the vehicle monitor device 11 side so that each controller 4 transmits the accurate traveling position.

  Furthermore, regarding the distance between each vehicle Vn and the arbitrary vehicle VX, it is necessary for each control unit 4 to recognize what position the arbitrary vehicle VX is in the train train. If a special ID is attached to the information transmitted by the control unit 4 mounted on the vehicle VX after the completion of the vehicle position recognition, the arbitrary vehicle VX can be specified. In the same manner as described above in the vehicle position recognition, the vehicle monitor device 11 controls the vehicle position information from the control unit 4 or the vehicle position detection device, and the vehicle monitor device 11 makes a determination. May recognize the distance, or may manually input the position of the arbitrary vehicle VX directly to each control unit 4.

  Next, a process for changing the skyhook attenuation coefficient Cs of the control unit 4 of each vehicle Vn will be described.

  The change process of the skyhook attenuation coefficient Cs is performed by the arithmetic processing unit of each control unit 4 executing the change processing program stored in the above-described secondary storage device.

  Further, the process of changing the skyhook attenuation coefficient Cs is performed by referring to a skyhook attenuation coefficient map associated in advance with the travel position of the vehicle Vn separately stored in the secondary storage device shown in FIG. This map shows the relationship between the travel position of the vehicle Vn and the skyhook attenuation coefficient Cs suitable for the travel position, and the skyhook attenuation coefficient Cs suitable for the route condition of the route on which the train is scheduled to be selected is selected. Is set to be.

  Therefore, for example, as shown in FIG. 4, the total distance of the route is 20 km, the route condition between 5 km and 5.5 km in the route is the route condition of the curve section, and the tunnel section between 10 km and 11 km If there is a route condition, there is a route condition of a trajectory error section between 13 km and 13.1 km, and the other section is a route condition of a straight section, the skyhook in the curve section, tunnel section, trajectory error section The attenuation coefficient Cs is set so as to be optimal for the section.

  Here, the setting of the skyhook attenuation coefficient Cs will be briefly described. Generally, in the curve section, tunnel section, and trajectory deviation section described above, the vibration component is higher than that in the straight section. The higher the Skyhook damping coefficient Cs, the higher the damping effect on the vehicle body that vibrates due to the disturbance. However, the delay in the control system makes it impossible to sufficiently control the vehicle body vibration related to the high-frequency orbital disturbance. There is. Therefore, in a route condition in which aerodynamic vibration is dominant, such as when traveling in a tunnel section, the skyhook attenuation coefficient Cs may be increased so that the vibration of the vehicle body can be effectively controlled. In particular, in this tunnel section, it has been found that when a train train enters the tunnel, the flow of air between the vehicle body 1 and the tunnel inner wall exhibits a vibration greater than the vibration of the vehicle body 1 outside the tunnel. If the skyhook attenuation coefficient Cs in a simple tunnel section is made larger than that in other sections, vibration can be effectively suppressed.

  Since vibration due to orbital disturbance is dominant in the straight section, if the skyhook damping coefficient Cs is set too high, the vibration may not be sufficiently suppressed due to the delay of the control system as described above. It is possible to effectively suppress the vibration of the vehicle body by setting the control characteristic to increase the orbit disturbance insulation with the damping coefficient Cs.

  Further, in the curved section, the disturbance component of the track is large, and even if the vibration is insulated by the damping force variable damper 3, the vibration transmitted to the vehicle body 1 via the air spring A is large, so that the transmitted vibration is suppressed. In some cases, the skyhook attenuation coefficient Cs needs to be set high. Accordingly, there is a case where it is better to set the skyhook attenuation coefficient Cs higher or lower than the straight section for the curved section depending on the orbital condition. The coefficient Cs may be selected.

  Furthermore, in addition to the curve section, tunnel section, and trajectory deviation section described above, particularly in sections where there is a disturbance that causes vibration in the vehicle body 1, such as a section where crosswinds frequently occur on the route, as described above. It is also possible to make the skyhook attenuation coefficient Cs different from that in the straight section.

  Although the map is such that the skyhook attenuation coefficient Cs is discontinuously changed at the boundary of the route condition in the figure, it may be set so as to change continuously.

  In the process of changing the skyhook attenuation coefficient Cs, the data of the skyhook attenuation coefficient Cs associated with the travel position of the vehicle may be used, so that the amount of data becomes enormous and the control becomes complicated. Absent.

  Hereinafter, the process for changing the skyhook attenuation coefficient Cs will be described with reference to the flowchart shown in FIG. 5. In step F1, the control unit 4 receives from the vehicle monitor device 11 and temporarily stores it in the main storage device. Read the travel position information of the arbitrary vehicle VX.

  Subsequently, in step F2, the control unit 4 corrects the travel position information of the vehicle by the distance from the travel position of the host vehicle Vn to the arbitrary vehicle VX that detects the travel position of the vehicle recognized in advance. Is corrected from the travel position of the vehicle, and the accurate travel position of the host vehicle Vn is calculated.

  Further, the process proceeds to step F3, where the skyhook attenuation coefficient Cs is determined by referring to the skyhook attenuation coefficient map previously associated with the traveling position of the vehicle Vn from the traveling position information of the host vehicle Vn.

  Finally, the process proceeds to step F4, where the control unit 4 overwrites the skyhook attenuation coefficient Cs determined in the previous process by overwriting the skyhook attenuation coefficient Cs determined in step F3, and stores it in the main memory. .

  Next, move to Skyhook semi-active control. This skyhook semi-active control is executed by the arithmetic processing unit of the control unit 4 using the skyhook attenuation coefficient Cs determined by the process for changing the skyhook attenuation coefficient Cs. The calculation process of the skyhook semi-active control will be described based on the flowchart shown in FIG. 6. In step F11, the control unit 4 reads the determined skyhook attenuation coefficient Cs.

  Subsequently, the process proceeds to step F12, where the control unit 4 calculates (dX / dt) × {d (XY) / dt}, which is (dX / dt) × {d (XY) / It is determined whether or not dt} ≧ 0 is satisfied.

  If it is determined in step F12 that (dX / dt) × {d (XY) / dt} ≧ 0, the process proceeds to step F13, and the control unit 4 determines that the sky The control force F is calculated by the formula F = Cs × (dX / dt) using the hook damping coefficient Cs. On the other hand, when (dX / dt) × {d (XY) / dt} ≧ 0 is not satisfied, the process proceeds to step F14, and the control unit 4 sets the control force F to zero.

  In step F15, the control unit 4 outputs the control force F calculated in step F13 or step F14 to a driver or the like that drives the control valve of the damping force variable damper 3.

  In this way, a series of control of the skyhook damping coefficient Cs and the skyhook semi-active control is performed by the control unit 4, and the optimum control force is generated in the damping force variable damper 3 to suppress the vibration of the vehicle body 1. To do.

  Therefore, according to the vibration damping device for a railway vehicle, it is possible to change to the skyhook attenuation coefficient Cs that is optimal for the traveling position of the vehicle V, and therefore, it is optimal for the route conditions in which the vehicle V is always traveling. Skyhook semi-active control can be performed with the skyhook damping coefficient Cs, and the vibration of the vehicle body 1 can be effectively suppressed, thereby dramatically improving the riding comfort in the vehicle.

  In addition, when changing the skyhook attenuation coefficient Cs, it is not necessary to acquire a large amount of data in advance, the control process is simple, and it is necessary to mount a fluid pressure source or the like necessary for the active control device. The vibration of the vehicle body 1 can be effectively suppressed regardless of the route conditions with a semi-active vibration control device that is inexpensive and light in weight, so that the economy and practicality are improved.

  Furthermore, in this railcar vibration damping device, the control unit 4 mounted on each vehicle Vn can accurately grasp the travel position of each vehicle Vn. When the vehicle is traveling inside and the next vehicle V2 has not yet entered the tunnel, the control unit 4 of only the vehicle V1 changes to the skyhook attenuation coefficient Cs that is optimal for traveling in the tunnel. The skyhook attenuation coefficient Cs in each control unit 4 of the vehicle Vn after the vehicle V2 is maintained at the skyhook attenuation coefficient Cs that is optimal for the route condition immediately before the tunnel section. In such a case, the vehicle A situation in which the skyhook attenuation coefficient Cs in the vehicle Vn after V2 does not match the route condition is prevented, and the ride comfort in the vehicle Vn after the vehicle V2 is prevented. Never deteriorated.

  In other words, in this railcar vibration damping device, the skyhook attenuation coefficient Cs in each control unit 4 is from the entry of the leading vehicle V1 into different route conditions to the entry of the last vehicle VN into the different route conditions. The skyhook attenuation coefficient Cs is gradually changed in order from the leading vehicle V1. Therefore, the route conditions under which each vehicle Vn is traveling even under a situation where the route conditions are different between the head side and the rear side while the train train that is long in the traveling direction is traveling on the boundary of different route conditions. Therefore, it is possible to improve the riding comfort in each vehicle Vn even when the train train is traveling on the boundary of different route conditions.

  Subsequently, a railcar vibration damping device according to another embodiment will be described. In this vibration damping device, the hardware is the same as that of the railway vehicle vibration damping device in the above-described embodiment, and the only difference is the change processing method for changing the skyhook damping coefficient Cs. .

  The different skyhook attenuation coefficient changing process will be described. In this other embodiment, a route condition map pre-associated with the travel position of the vehicle Vn stored in the separate secondary storage device shown in FIG. 7 and a skyhook pre-associated with the route condition shown in FIG. The skyhook attenuation coefficient Cs is changed with reference to the attenuation coefficient map.

  This route condition map shows the relationship between the travel position of the vehicle Vn and the route condition of the travel position, but is set in advance so that a route section such as a tunnel section starts slightly before the actual route. For example, as shown in FIG. 7, in the actual route, the total route distance is 20 km, the curve section is between 5 km and 5.5 km, and the tunnel condition is between 10 km and 11 km. , From 13 km to 13.1 km is the route condition of the trajectory deviation section, 4.99 km to 5.5 km is associated with the travel position as the curve section route condition, and the tunnel section is from 9.99 km to 11 km In addition, it is related to the travel position as a route condition of the vehicle. It is set so as to be attached. That is, the condition start point of each route condition associated with the travel position is shifted to the front of the condition start point of the route condition on the actual route.

  In addition, what is necessary is just to set arbitrarily about the distance which shifts the above-mentioned condition start point to the front by the speed which a vehicle actually drive | works.

  On the other hand, as shown in FIG. 8, the skyhook attenuation coefficient map associated with the route condition is such that the value G1 of the skyhook attenuation coefficient Cs with respect to the route condition in the straight section is the skyhook attenuation with respect to the route condition in the curved section. The value C2 of the coefficient Cs is associated with the value G3 of the skyhook attenuation coefficient Cs with respect to the route condition in the tunnel section, the value G4 of the skyhook attenuation coefficient Cs with respect to the route condition in the orbital section, and so on. It has been.

  In the above description, the route condition is simply set as a straight section, a curved section, a tunnel section, or a trajectory deviation section, and the values of the corresponding skyhook attenuation coefficients Cs are associated with each other. Alternatively, the curve section 2 may be subdivided to associate the value of the skyhook attenuation coefficient Cs with the subdivided route conditions.

  In another embodiment, the skyhook attenuation coefficient Cs is changed using the above two maps. However, the data amount can be reduced by associating the skyhook attenuation coefficient Cs directly with each of the traveling positions. It can be reduced, and the control is further simplified.

  Next, the process for changing the skyhook attenuation coefficient Cs will be described with reference to the flowchart shown in FIG. 9. In step F21, the control unit 4 receives from the vehicle monitor device 11 and temporarily stores it in the main storage device. Read the running position information of the vehicle that has been set.

  Subsequently, in step F22, the control unit 4 corrects the travel position information of the vehicle by the distance from the arbitrary vehicle VX that detects the travel position of the vehicle recognized in advance to the travel position of the host vehicle Vn. Is corrected from the travel position of the vehicle, and the accurate travel position of the host vehicle Vn is calculated.

  Furthermore, it transfers to step F23 and refers to the route condition map previously linked | related with the above-mentioned driving | running | working position of the vehicle Vn from the driving | running | working position information of the own vehicle Vn, and determines the route conditions in which the own vehicle Vn is drive | working.

  Subsequently, the process proceeds to step F24, and the control unit 4 determines the skyhook attenuation coefficient Cs by referring to the skyhook attenuation coefficient map associated with the route condition from the route condition recognized in step F23.

  For example, if the travel position of the host vehicle Vn is the route condition of the tunnel section, the value of the skyhook attenuation coefficient Cs is set to the value G3.

  Finally, the process proceeds to step F25, where the control unit 4 overwrites the skyhook attenuation coefficient Cs determined in the previous process with the skyhook attenuation coefficient Cs determined in step F24 and stores it in the main memory.

  And the control part 4 performs the skyhook semi-active control process demonstrated in one Embodiment using the skyhook damping coefficient Cs determined as mentioned above, and suppresses the vibration of the vehicle body 1. become.

  Therefore, according to the railway vehicle vibration damping device of the other embodiment, it is possible to change to the skyhook attenuation coefficient Cs that is optimal for the travel position of the vehicle V, so that the vehicle V always travels. The skyhook semi-active control can be performed with the skyhook damping coefficient Cs that is optimal for the route condition being present, and the vibration of the vehicle body 1 can be effectively suppressed, thereby dramatically improving the ride comfort in the vehicle. Become.

  Further, even in the vibration control device for a railway vehicle according to another embodiment, it is not necessary to acquire a huge amount of data in advance when changing the skyhook attenuation coefficient Cs, and the control process is simple. A device that does not need to be equipped with a fluid pressure source required for an active control device is a semi-active vibration control device that is inexpensive and light in weight, and effectively suppresses vibration of the vehicle body 1 regardless of route conditions. As a result, economic efficiency and practicality can be improved.

  Further, even in the vibration suppression device for a railway vehicle according to another embodiment, it is possible to control with the skyhook attenuation coefficient Cs optimum for the route condition in which each vehicle Vn is traveling, and the boundary between different route conditions. Even if the train train is running, it is possible to improve the ride comfort in each vehicle Vn.

  Further, in the railcar damping device according to the other embodiment, a map is provided in which the condition start point of the route condition is shifted to a position before the condition start point of the actual route and associated with the travel position. Therefore, for example, when the vehicle Vn enters a different route condition, the skyhook attenuation coefficient Cs can be changed to the skyhook attenuation coefficient Cs that is optimum for the route condition scheduled to travel, thereby reducing the damping force. A situation in which vibration suppression at the time of entering different route conditions due to a delay in control response of the variable damper 3 or the like is avoided is avoided, and the riding comfort in the vehicle can be further improved.

  Instead of providing a map in which the condition start point of the route condition is shifted before the condition start point of the actual route and associated with the travel position, the speed of the vehicle is input to the control unit 4 and the damping force is variable based on the speed. Although control may be performed in consideration of control response delay of the damper 3 or the like, control using a map in which the condition start point of the above-described route condition is shifted from the condition start point of the actual route and associated with the travel position By doing so, the control can be simplified, and the burden on the arithmetic processing unit of the control unit 4 can be reduced.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a figure which shows an example in the system of the damping device of a railway vehicle in one embodiment. It is a top view of the vehicle carrying the railcar damping device in one embodiment. It is a figure which shows the state which connected the vehicle carrying the damping device of a rail vehicle, and made it the train train. It is a figure which shows an example of the skyhook attenuation coefficient map linked | related beforehand with the driving | running | working position of a vehicle. It is a flowchart which shows the change process procedure of the skyhook attenuation coefficient in one embodiment. It is a flowchart which shows the skyhook semi-active control procedure in the vibration suppression apparatus of the railway vehicle in one embodiment. It is a figure which shows an example of the route condition map linked | related beforehand with the driving | running | working position of a vehicle. It is a figure which shows an example of the skyhook attenuation coefficient map previously linked | related with route conditions. It is a flowchart which shows the change process procedure of the skyhook attenuation coefficient in other embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle body 2 Carriage 3 Damping force variable damper 4 Control part 5, 6 Detector 10 Traveling position detector 11 Vehicle monitor apparatus V, Vn, VX Vehicle

Claims (9)

A damping force variable damper that is interposed between a vehicle body and a carriage that supports the vehicle body in a railway vehicle and suppresses vibration of the vehicle body in a horizontal and lateral direction with respect to the traveling direction of the vehicle, and the vehicle body that generates the damping force variable damper A railway vehicle vibration damping device including a control unit that performs skyhook semi-active control of a control force that suppresses vibration, wherein the control unit changes a skyhook damping coefficient based on a travel position of the vehicle. Vehicle vibration control device. 2. The railcar damping device according to claim 1, wherein the control means changes the skyhook attenuation coefficient with reference to a skyhook attenuation coefficient map associated in advance with the travel position of the vehicle. The railway vehicle according to claim 1, wherein a route condition is obtained by referring to a route condition map associated with a travel position of the vehicle in advance, and the skyhook attenuation coefficient is changed based on the obtained route condition. Vibration damping device. 4. The railway vehicle vibration damping device according to claim 3, wherein the skyhook attenuation coefficient is changed with reference to a skyhook attenuation coefficient map associated in advance with a route condition. The railroad vehicle vibration damping device according to claim 3 or 4, wherein the route condition includes at least information indicating that the route is a tunnel section. 6. The railway vehicle vibration damping device according to claim 3, wherein the damping device is changed in advance to a skyhook attenuation coefficient associated with a route condition before the vehicle enters a route section having a different route condition. 6. The vibration suppression of a railway vehicle according to claim 3, wherein the condition start point in the route condition previously associated with the travel position is associated with being shifted to the near side from the condition start point of the actual route. apparatus. The railcar control system according to any one of claims 1 to 7, wherein a position of the host vehicle in a train train is recognized, and a travel position of the host vehicle is determined by correcting travel position information of an arbitrary vehicle. Shaker. 9. The skyhook attenuation coefficient is changed in order of vehicle arrangement from the first vehicle to the last vehicle of the train train while recognizing the position of the host vehicle in the train set. 9. Railway vehicle vibration control device.

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