JP2007269201A - Vibration-isolating device and vibration-isolating method for railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration-isolating device and a vibration-isolating method for a railroad vehicle capable of reducing the possibility of occurrence of a derailment of the vehicle or the like when an earthquake occurs, and enhancing the ride quality of the vehicle in a normal state. <P>SOLUTION: The railroad vehicle vibration-isolating device controls the damping force of damping elements (a shaft damper 31, a right-to-left movable damper 17, an air spring 15, etc.) by a ride quality priority mode controller A1 focusing on the enhancement of the ride quality of a vehicle 1. When an earthquake is detected by an earthquake detection means 45, the controller is changed to an earthquake-mode controller A2 focusing on derailment prevention by a controller changing means 41, and the damping force of the damping elements is controlled according to the earthquake-mode controller A2. Thus, in a normal state, excellent ride quality can be obtained, and in an earthquake, the vibration of a vehicle body 10 (in particular, right-to-left vibration, vertical vibration and/or rolling vibration around 1 [Hz]) of the vehicle body can be reduced, and the possibility leading to derailment or the like of the vehicle can be reduced. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a railway vehicle vibration isolator and method that can reduce the possibility of vehicle derailment or the like when an earthquake occurs and can improve the ride comfort of the vehicle during normal times.

  In order to ensure the operation safety of railway vehicles, it is extremely important to quickly detect the occurrence of operation failures such as earthquakes and to brake the train safely. Conventionally, as an example of a system that quickly detects the occurrence of an earthquake, determines its danger, and issues an alarm, for example, “Earthquake Early Detection Alarm System” disclosed in Patent Document 1 (Japanese Patent Publication No. 60-14315), etc. It has been known. In this system, a terminal device is arranged at each of a plurality of earthquake detection points, and each terminal device is connected to a central device via a communication line. Each terminal device includes a sensor and a transmission device. The central device includes a receiving device, a control processing device, and a time device. In the central device, earthquake information detected by the sensor of each terminal device is collected via a communication line. The control processing device of the central device determines the risk of the earthquake within a few seconds based on the amplitude value of the initial motion of the seismic wave detected by the sensor and its period.

Here, if it is determined that the earthquake detected by the sensor is somewhat dangerous, a danger signal is sent to the control processing device for a short time of about 1 second, and then the substance of the earthquake is detected. If it is determined that there is no danger by observing the waves, the once sent danger signal is canceled. And if the risk of an earthquake cannot be determined from the detection data up to a certain point in time, the ground motion will continue to be observed for about 1 minute after that point, and data such as magnitude and prevailing period will be analyzed to analyze the earthquake. Assess the harm and determine the presence or absence of danger.
The system of Patent Document 1 is currently put into practical use as “Yuredas”, an early earthquake detection warning system for JR Shinkansen railways.

Japanese Patent Publication No. 60-14315

Incidentally, there is a need for a more practical device or method that can reduce the possibility of vehicle derailment and the like when an earthquake occurs.
The present invention has been made to meet such a demand, and can reduce the possibility of vehicle derailment and the like when an earthquake occurs, and can improve the riding comfort of the vehicle in a normal time. And to provide a method.

  A railcar vibration isolator of the present invention is a vibration isolator for a railcar having a vehicle body and a carriage that supports the vehicle body, and a damper and / or a damper that attenuates the vertical movement and / or roll movement of the carriage. A damper for attenuating left-right movement, vertical movement and / or roll movement between the vehicle body and the carriage; vehicle vibration detection means for detecting left-right movement, vertical movement and / or roll movement of the vehicle body and / or the carriage; Based on the detection result of the vehicle motion detection means, a ride comfort priority mode controller that controls the damping force of the damper to suppress vibration of the vehicle body and / or the carriage to improve the ride comfort of the vehicle, An earthquake mode controller that controls the damping force of the damper and suppresses vibration of the vehicle body and / or the bogie to prevent the vehicle from derailing based on the detection result of the vehicle motion detection means, and an occurrence of an earthquake. An earthquake detection means to know, and when the earthquake detection means detects the occurrence of an earthquake, a controller switching means for switching the damper damping controller from a ride priority mode controller to an earthquake mode controller; It is characterized by providing.

  In this invention, the damping force of the damping element (shaft damper, left-right motion damper, air spring, etc.) is controlled by a ride comfort priority mode controller that places importance on improving the ride comfort of the vehicle, and an earthquake is detected by the earthquake detection means. When detected, the controller is switched to the seismic mode controller emphasizing derailment prevention by the controller switching means, and the damping force of the damping element is controlled according to the seismic mode controller. This provides good ride comfort during normal times, and can reduce vehicle vibrations (especially vehicle left / right movement, vertical movement and / or roll movement around 1 [Hz]) during an earthquake, leading to vehicle derailment, etc. The sex can be reduced.

  In the railcar vibration isolator of the present invention, a hydraulic variable damping shaft damper can be used as a damper for damping the bogie and / or the vertical / rolling motion of the vehicle body. In this case, the hydraulic damper is compact and can generate a large damping force. By using a hydraulic variable damping damper that incorporates a damping force control valve as a shaft damper, the damper can be easily mounted at the location. . Furthermore, because many existing railcar shaft dampers use hydraulic dampers, using the same hydraulic type makes it easier to produce variable damping shaft dampers that maintain mounting compatibility. There is an effect that the present invention can be applied to an existing vehicle by replacing the damper and mounting the sensor / control device.

  In the railcar vibration isolator of the present invention, a hydraulic variable damping left and right dynamic damper can be used as a damper for damping the left and right / roll movement of the vehicle body. In this case, the hydraulic damper is compact and can generate a large damping force. By using a hydraulic variable damping damper that incorporates a damping force control valve as a left-right motion damper, it is possible to make the damper easy to mount at the location. it can. In addition, since the left and right dampers of existing railway vehicles often use hydraulic dampers, using the same hydraulic type makes it easier to produce variable damping left and right dampers that maintain mounting compatibility. As a result, there is an effect that the present invention can be applied to an existing vehicle by replacing the damper and mounting the sensor / control device.

  In the railcar vibration isolator of the present invention, an air spring and its auxiliary air chamber are provided as dampers for attenuating up / down / rolling motion of the vehicle body, and a throttle capable of changing the flow rate characteristic therebetween. A control valve can be used. In this case, by additionally installing a throttle control valve between the air spring and the auxiliary air chamber, it is possible to control the damping of the vehicle body up and down / rolling movement without newly installing a damper. The present invention can be applied at a cost. Furthermore, by incorporating a throttle control valve in the air spring, the present invention can be applied to an existing vehicle by mounting an air spring replacement and a sensor / control device on the existing vehicle using the air spring. There is an effect that can be done.

  In the railcar vibration isolator of the present invention, a controller suitable for reducing the ride comfort level (LT) value can be used as the ride comfort priority mode controller. In this case, in accordance with the standard calculated based on the experiment, control is performed so as to emphasize and reduce the vibration of the frequency at which humans feel sensitive vibrations, so that the ride comfort of the vehicle can be effectively improved. is there.

  In the railcar vibration isolator of the present invention, as the earthquake mode controller, a controller suitable for reducing the natural vibration of the rigid body mode vibration of the vehicle body and / or the carriage can be used. In this case, since control is performed such that the natural vibration of the rigid body mode of the vehicle, which is important in preventing derailment of the vehicle, is reduced, derailment prevention can be effectively performed.

The railcar vibration isolation method of the present invention includes a vehicle body and a carriage that supports the vehicle body, and a damper that attenuates vertical movement and / or roll movement of the carriage and / or left-right movement between the vehicle body and the carriage. A damper that damps up and down movement and / or roll movement, and a damping force of the damper to improve riding comfort of the vehicle based on left and right movement, up and down movement and / or roll movement of the vehicle body and / or carriage. A ride comfort priority mode controller that controls and suppresses vibrations of the vehicle body and / or the carriage, and prevents derailment of the vehicle based on the lateral movement, vertical movement, and / or roll movement of the vehicle body and / or the carriage. Therefore, a vibration isolation method for a railway vehicle equipped with an earthquake mode controller that controls the damping force of the damper to suppress the vibration of the vehicle body and / or the carriage, and when the occurrence of an earthquake is detected Before The damper of the damping controller, and switches to the seismic mode controller from the ride priority mode controller.

  According to the present invention, it is possible to provide a railcar vibration isolation device and method that can reduce the possibility of vehicle derailment and the like when an earthquake occurs and that can improve the ride comfort of the vehicle in normal times.

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a front view schematically showing a railway vehicle according to an embodiment of the present invention.
FIG. 2 is a cross-sectional view showing a configuration example around the air spring according to the present embodiment.
FIG. 3 is a block diagram showing the configuration of the railcar vibration isolator according to the present invention.
In the following description, unless otherwise specified, the traveling direction of the vehicle is referred to as the front-rear direction, the vehicle width direction (direction perpendicular to the front-rear direction) is referred to as the left-right direction, and the vehicle height direction (vertical direction) is referred to as the up-down direction. . The front-rear direction (the traveling direction of the vehicle) is the front-rear direction of FIG.

First, with reference to FIG. 1, the structure of the rail vehicle which concerns on this Embodiment is demonstrated.
A railway vehicle 1 shown in FIG. 1 includes a vehicle body 10 and a carriage 20 that supports the vehicle body 10. One carriage 20 is provided before and after the vehicle body 10. Each cart 20 includes a cart frame 21. A pair of wheel shafts 25 each including a wheel 23 and an axle 24 are attached to the front and rear of the lower portion of the carriage frame 21. The wheels 23 are press-fitted and fixed to the left and right ends of the axle 24. On the outside of the left and right wheels 23, axle boxes 27 are fitted into the end portions of the axles 24, respectively. A shaft spring 29 is attached between the upper surface of each axle box 27 and the lower surface of the carriage frame 21. Further, a shaft damper (hydraulic damper) 31 is attached between each axle box 27 and the carriage frame 21. The shaft spring 29 and the shaft damper 31 function as a damping element of the primary spring system of the vehicle 1.

  Between the lower surface of the vehicle body 10 and the upper surface of the bogie frame 21, air springs 15 are interposed on the left and right. As shown in FIG. 2, the spring body of each air spring 15 is formed of a rubber bellows 15 'and a laminated rubber 15 ". The left and right spring bodies are respectively connected to the left and right auxiliary air chambers 19 via communication passages 18. In each communication passage 18, a throttle control valve 16 is disposed inside the laminated rubber 15 ″. The throttle control valve 16 can change the effective sectional area of the communication path 18. The throttle control valve 16 can provide resistance to the air passing through the communication path 18, thereby imparting a damping effect to the air spring 15. Further, the magnitude of the damping effect applied to the air spring 15 can be changed by changing the effective sectional area of the communication path 18.

The air spring 15 as shown in FIG. 2 has the following two documents:
Nobuo Sugawara and Akito Kazato, “Fundamental test on throttle control of air springs for railway vehicles”, 11th Railway Technology Union Symposium (J-Rail 2004), pp. 513-514, December 2004 Nobuo Sugawara and Yukio Sugami・ Co-authored by Akito Kazato, “Reduction of vertical vibration of railway vehicles by damping control of air spring”, Proceedings of the 9th “Symposium on Motion and Vibration Control”, 140-145 pages, August 2005 It is preferable to configure based on the consideration results.

  As shown in FIG. 1, a center pin 13 is fixed to the lower surface of the vehicle body 10 via a bracket 11 (the bracket 11 and the center pin 13 are drawn with phantom lines in FIG. 1). The center pin 13 is suspended from the lower surface of the vehicle body 10. The center pin 13 is inserted into a hole 21a at the center of the carriage frame 21. Furthermore, a left and right dynamic damper (hydraulic damper) 17 is attached between the lower surface of the vehicle body 10 and the upper surface of the bogie frame 21 at the center of the vehicle 1. The air spring 15 and the left-right motion damper 17 function as a damping element of the secondary spring system of the vehicle 1.

Next, with reference to FIG. 3, the structure of the control system of the vibration isolator according to the present embodiment will be described.
As shown in FIG. 3, the vibration isolator includes a ride comfort priority mode controller A1 (A11, A12, A13), an earthquake mode controller A2 (A21, A22, A23), and a controller switching means 41. . The controller switching means 41 receives a signal from the earthquake detection means 45.
The vehicle shake detection means 43 is means for detecting left-right movement, vertical movement, and / or roll movement of the vehicle body 10 and / or the carriage 20 shown in FIG. 1, for example, detecting vibration acceleration of the floor surface of the vehicle body 10. It can be configured using an acceleration sensor or the like.

  The earthquake detection means 45 is means for detecting the occurrence of an earthquake and transmitting earthquake information to the controller switching means 41. The earthquake detection means 45 can be configured using, for example, means for detecting a power supply stop state from a trolley wire, communication means for transmitting an earthquake occurrence state detected on the ground side to the vehicle, and the like. In the section where “Yuredas” using Patent Document 1 (Japanese Patent Publication No. 60-14315) described above is introduced, a power failure occurs before the S wave of the earthquake arrives. The occurrence of an earthquake can be confirmed.

  The ride comfort priority mode controller A1 and the earthquake mode controller A2 receive signals from the vehicle motion detection means 43, and are applied to the shaft damper 31, the left and right motion damper 17, and the air spring 15 of the railway vehicle 1 shown in FIG. On the other hand, a damping force command value suitable for reducing the vehicle sway for the purpose of ride comfort and earthquake is calculated.

The controller switching means 41 receives a signal from the earthquake detection means 45 in the event of an earthquake and selects the damping force command value of the earthquake mode controller A2 (A21, A22, A23). The damping force command value of the comfort priority mode controller A1 (A11, A12, A13) is selected. Then, the controller switching means 41 transmits a command value to the shaft damper 31, the left and right motion damper 17, and the air spring 15 shown in FIG. 1. As a result, the damping force of the shaft damper 31, the left and right motion damper 17, and the air spring 15 is controlled so as to improve the riding comfort during normal times, and the shaft damper 31 and the left and right motion damper are used to prevent derailment of the vehicle during an earthquake. 17. The damping force of the air spring 15 is controlled.

  In each mode state, the shaft damper 31, the left-right motion damper 17, and the air spring 15 are individually controlled. Therefore, if necessary, for example, controlling only the left and right motion damper, controlling the left and right motion damper and the air spring, etc., the device can be configured or controlled individually or appropriately selected and combined. it can.

Next, with reference to FIGS. 4 and 5, as an example of the ride priority mode controller A1 and the earthquake mode controller A2 of the vibration isolator according to the present embodiment, the roll of the vehicle body 10 using the air spring 15 is used. The vibration reduction will be described. The configuration of the apparatus is shown in FIG. In this example, the measurement was performed by combining the carriage 20 and a load frame 10 ′ having a half load of the vehicle body. The Skyhook control law was used as the vibration control law for each controller.

Skyhook control law is

となる。目標発生力Faに対応した指令電流を空気ばね１５内部に設けられた絞り制御弁１６に流すことによって、所定の発生力を得ることができ、車体１０の振動低減が可能となる。 In this example, the device that generates the force Fs is the air spring 15, and if the damping force that is desired to be generated per air spring (hereinafter referred to as target generation force) is Fa, the vehicle body 10 used in this measurement is Because it is a half car body

It becomes. By causing a command current corresponding to the target generated force Fa to flow through the throttle control valve 16 provided in the air spring 15, a predetermined generated force can be obtained and vibration of the vehicle body 10 can be reduced.

Here, when calculating the command current value to the air spring 15 corresponding to the target generated force Fa of “Equation 2”, the vertical expansion / contraction speed of the air spring 15 is used. The vertical expansion / contraction speed of the air spring 15 was obtained by attaching a displacement sensor 51 in the immediate vicinity of the air spring 15 as shown in FIG. 4 and obtaining the displacement of the air spring 15 from the displacement sensor 51 and performing differentiation using a filter. For the specific method for obtaining the correspondence between the target generated force Fa and the vertical expansion / contraction speed of the air spring 15 and the command current to the air spring 15 and the result thereof, for example, the method described in the following document is used. That's fine.
Nobuo Sugawara, Yukio Sugami, and Akito Kazeto, “Reduction of vertical vibration of railway vehicles by damping control of air spring 15”, Proceedings of the 9th “Symposium on Control of Motion and Vibration”, 140-145 pages, 2005 August

  Below, the measurement result about the roll vibration reduction of the vehicle body 10 using the air spring 15 is demonstrated. This test was carried out by loading the two air springs 15 with a load frame 10 ′ having a mass of ½ of the actual vehicle body as the vehicle body 10. FIG. 5 shows the calculation result of the vertical vibration acceleration power spectral density (hereinafter abbreviated as PSD) of the vehicle body 10 immediately above the air spring 15 when the vehicle axle is subjected to band random excitation. Excitation was performed in a roll mode (a mode in which the right wheel 23 and the left wheel 23 move up and down in opposite phases). Here, the horizontal axis of the graph represents the frequency, and the vertical axis represents the vertical vibration acceleration PSD of the vehicle body 10. The graph of (a) in FIG. 5 is the case without skyhook control, and the graphs of (b) and (c) are obtained by changing the value of the skyhook gain Cs in “Equation 2” which is a parameter of the skyhook controller. When skyhook control is performed, the value of the skyhook gain Cs is 3000 in (b) and 7000 in (c), respectively.

From this result, the peak value of the vertical vibration acceleration PSD of the vehicle body 10 near 0.8 [Hz] becomes smaller when the skyhook control of the present embodiment is present than when the skyhook control is not performed, and the vibration of the vehicle body 10 is reduced. It turns out that it reduces.

  From the viewpoint of preventing derailment, it is effective to reduce the natural vibration of the vehicle shake that exists in the frequency band of 0.7 to 2 [Hz]. In this case, this corresponds to reducing the natural vibration of the vehicle body 10 roll mode having a peak in the vicinity of 0.8 [Hz]. In this condition, the value of the skyhook gain Cs in (c) is 7000. When the controller (hereinafter referred to as G7000) is used, the peak is the smallest, and this controller is considered to be most effective in preventing derailment.

  In general, as an index used for evaluating the riding comfort of a railway vehicle, there is a scalar amount called “riding comfort level (LT)”, and the smaller the value, the better the riding comfort. When LT is calculated for each of the conditions (b) and (c) when the skyhook control is performed, the LT when each controller of the value of the skyhook gain Cs of (b) and (c) is used is LT. The values are LT = 74.4093 [dB] in (b) and LT = 75.0168 [dB] in (c). The LT value of (a) without skyhook control is 74.6345 [dB], but it can be seen that the LT value is the smallest when the controller of the condition (b) is used and the ride comfort is good. Therefore, in order to improve riding comfort, a controller (hereinafter referred to as G3000) having a skyhook gain Cs value of 3000 in (b) is suitable.

When the vibration acceleration PSD of G7000 and G3000 is compared, it corresponds to the roll mode of the vehicle body 10
The vibration suppression performance of the G7000 is excellent at the peak near 0.8 [Hz], but the vibration is increased compared to the G3000 in the frequency range of 2 [Hz] or higher. Generally, there is a trade-off between the vibration reduction effect at the peak and the high frequency vibration insulation effect, and it is difficult to achieve both. In this measurement, a rigid body having an equivalent mass is used as the vehicle body 10 and no vertical bending vibration of the vehicle body occurs. However, the natural frequency of the bending vibration exists in the vicinity of 10 [Hz], and the actual running condition Then, it often affects the ride comfort. Therefore, in order to improve the ride comfort, it is desirable to consider not only the peak reduction corresponding to the rigid body vibration of the vehicle body but also the vibration reduction effect in the frequency region of 2 [Hz] or higher. Therefore, the difference in the LT value when using the G3000 and G7000 controllers is expected to be even greater than the current measurement result during actual driving, and the G3000 is expected to be advantageous in terms of riding comfort.
As described above, a controller that is generally suitable for improving riding comfort and a controller that is suitable for preventing derailment often do not match. Therefore, for example, the G3000 controller is the ride comfort priority mode controller A1, the G7000 controller is the seismic mode controller A2, and both of them are detected by the occurrence of an earthquake, and are normally switched by the G3000 controller. Effective control can be performed in each case by performing control suitable for improving ride comfort and performing control suitable for preventing derailment by the G7000 controller when an earthquake occurs.

In addition, although the example shown here shows the case where the control law is the same for the ride comfort priority mode controller A1 and the seismic mode controller A2, only the control parameters are different. Combinations with different control laws are possible. For example, the H∞ control law can be used for the former, and the Skyhook control law can be used for the latter.

In addition, the controller A2 and / or the ride priority mode controller A1 at the time of the earthquake are not only those that dynamically change the damping force of the shaft damper, the left and right motion damper, the air spring, etc., but simply a high damping characteristic of the damper. / It may be switched to low attenuation.

Furthermore, although only the case where the air spring 15 is used to reduce roll vibration has been described here, other devices such as the shaft damper 31 and the left and right motion damper 17 can be used as necessary, and The vibration mode to be used can be selected according to need. For example, it is possible to control the vertical movement, roll movement, left-right movement of the vehicle body 10 using the air spring 15 and the left-right movement damper 17.

1 is a front view schematically showing a railway vehicle according to an embodiment of the present invention. It is sectional drawing which shows the structural example around the air spring which concerns on this Embodiment. It is a block diagram which shows the structure of the vibration isolator for rail vehicles which concerns on this invention. It is a front view which shows typically the rail vehicle explaining the roll vibration reduction of the vehicle body which concerns on the form of this invention. It is a graph which shows the vertical vibration acceleration PSD of the vehicle body which concerns on this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Railcar 10 Car body 10 'Half vehicle body load frame 11 Bracket 13 Center pin 15 Air spring 16 Throttle control valve 17 Left-and-right movement damper 18 Communication path 19 Auxiliary air chamber 20 Bogie 21 Bogie frame 23 Wheel 24 Axle 25 Wheel axle 27 Shaft box 29 Shaft Spring 31 Axial damper 41 Controller switching means 43 Vehicle motion detection means (acceleration sensor) 45 Earthquake detection means 51 Displacement sensor A1 Riding comfort priority mode controller A2 Earthquake mode controller

Claims (7)

A vibration isolator for a railway vehicle having a vehicle body and a carriage supporting the vehicle body,
A damper that attenuates the vertical movement and / or roll movement of the carriage and / or a damper that attenuates the lateral movement, vertical movement and / or roll movement between the vehicle body and the carriage;
Vehicle shake detection means for detecting left and right movement, vertical movement and / or roll movement of the vehicle body and / or the carriage;
Based on the detection result of the vehicle motion detection means, a ride comfort priority mode controller that controls the damping force of the damper to suppress vibration of the vehicle body and / or the carriage to improve the ride comfort of the vehicle;
Based on the detection result of the vehicle motion detection means, an earthquake mode controller that controls the damping force of the damper to suppress vibration of the vehicle body and / or the carriage to prevent derailment of the vehicle,
An earthquake detection means for detecting the occurrence of an earthquake;
Controller switching means for switching the damper damping controller from a ride comfort priority mode controller to an earthquake mode controller when the earthquake detection means detects the occurrence of an earthquake;
A railway vehicle vibration isolator comprising:   The railway vehicle vibration isolator according to claim 1, wherein a hydraulic variable damping shaft damper is used as a damper for damping the bogie and / or the vertical / rolling motion of the vehicle body.   The railway vehicle vibration isolator according to claim 1 or 2, wherein a hydraulic variable damping left and right dynamic damper is used as a damper for attenuating left and right / roll movement of the vehicle body.   The damper for damping up / down / rolling movement of the vehicle body uses an air spring, an auxiliary air chamber thereof, and a throttle control valve provided between them to change the flow characteristic. Item 4, 2 or 3 railcar vibration isolator.   The railway vehicle vibration isolator according to any one of claims 1 to 4, wherein a controller suitable for reducing a ride comfort level (LT) value is used as the ride comfort priority mode controller.   The railway vehicle defense according to any one of claims 1 to 5, wherein a controller suitable for reducing the natural vibration of the rigid body mode vibration of the vehicle body and / or the carriage is used as the earthquake mode controller. Shaker. A vehicle body and a carriage that supports the vehicle body, and a damper that attenuates the vertical movement and / or roll movement of the carriage and / or a lateral movement, vertical movement, and / or roll movement between the vehicle body and the carriage is attenuated. And the vehicle body and / or the cart by controlling the damping force of the damper to improve the riding comfort of the vehicle based on the lateral movement, vertical movement and / or roll movement of the vehicle body and / or the carriage. Based on the ride priority mode controller that suppresses vibration of the vehicle and the left and right movements, vertical movements and / or roll movements of the vehicle body and / or the carriage, the damping force of the damper is controlled to prevent derailment of the vehicle. A vibration isolation method for a railway vehicle to which an earthquake mode controller that suppresses vibrations of the vehicle body and / or the carriage is attached,
A railcar vibration isolation method that switches the damping controller of the damper from the ride priority mode controller to the earthquake mode controller when the occurrence of an earthquake is detected.

Images