JP2009023475A - Suspension control device for rolling stock - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suspension control device for a rolling stock capable of effectively suppressing vehicle body vibration. <P>SOLUTION: The suspension control device for the rolling stock calculates a braking force Fs based on a signal of acceleration outputted by an acceleration sensor 2 for detecting lateral acceleration applied to a vehicle body B of the rolling stock, and controls a suspension device 4 interposed between the vehicle body B of the rolling stock and a truck W supporting the vehicle body B and suppressing the lateral vibration of the vehicle body B with respect to a vehicle advancing direction so as to make the suspension device 4 generate the braking force Fs. The suspension control device for the rolling stock is provided with a high-pass filter 7 for removing a centrifugal acceleration component included in the signal, and a phase compensator 9 for performing the phase delay compensation of the signal. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a suspension control device for a railway vehicle.

  When traveling on a railway vehicle, the vehicle body is transverse to the direction of travel of the vehicle (hereinafter referred to simply as “lateral”) due to the inclination of the rail installation surface, track misalignment, crosswind, centrifugal acceleration applied to the vehicle during turning, etc. The vibrations to say) act. Since this lateral vibration causes the riding comfort of the railway vehicle to deteriorate, the railway vehicle is provided with an air spring, a coil spring or the like between the vehicle body and the carriage to suppress this vibration. A suspension device including a damper, an actuator, or both of them is interposed between the vehicle body and the carriage to absorb the impact received by the vehicle body from the carriage and to suppress vibration of the vehicle body.

  As one example, there is known a control device that makes the control force generated by the suspension device variable and controls the control force output to the suspension device in accordance with a control law. Skyhook semi-active control is performed based on a lateral acceleration signal detected by a sensor.

However, when the vehicle travels in a curved section, the acceleration signal detected by the acceleration sensor includes not only a vibration component that causes the vehicle body to vibrate, such as a trajectory error or a crosswind, but also a steady centrifugal acceleration component due to a lack of cant. Acceleration value detected by the acceleration sensor drifts, and Skyhook semi-active control based only on the vehicle speed signal may not be able to effectively suppress vehicle vibration. The acceleration signal output from the sensor is subjected to high-pass filter processing. Further, noise components included in the acceleration signal and signal components in a frequency region exceeding the control target frequency region are removed by a low-pass filter (see, for example, Patent Document 1).
JP 09-207775 (FIG. 6)

  However, the technique disclosed in Japanese Patent Application Laid-Open No. 09-207775 can prevent the acceleration signal from drifting due to the influence of centrifugal acceleration when traveling in a curved section. However, the following problems are caused by the high-pass filter processing for preventing this drift. New problems will arise.

  That is, since the high-pass filter process becomes a differential element, when the high-pass filter process is performed, the phase of the acceleration signal after the process tends to advance, and in particular, the phase greatly advances near the cutoff frequency of the high-pass filter. .

  The frequency range of acceleration that is subject to vibration control is a region between about 1 Hz and about 10 Hz, whereas the cut-off frequency of the high-pass filter is steadily applied to the vehicle body during the above-described curve section travel. Although it is set to a low frequency range of less than 1 Hz to suppress acceleration drift due to the acting centrifugal acceleration, it is necessary to set the cutoff frequency of the high-pass filter in the vicinity of the vibration control target frequency range, and vibration control There is a possibility that a phase advance that cannot be ignored occurs in the acceleration signal in the target frequency region, so that the vibration of the vehicle body cannot be suppressed, and depending on the suspension device, the vehicle body may oscillate.

  In order to avoid such a situation, it is conceivable to control the suspension device in a frequency range in which the phase advance of the acceleration signal does not affect the vibration control. After all, the vehicle body vibration cannot be effectively suppressed.

  Accordingly, the present invention has been developed to improve the above-described problems, and an object of the present invention is to provide a railway vehicle suspension control device capable of effectively suppressing vehicle body vibration. is there.

  In order to achieve the above object, the problem-solving means of the present invention calculates a control force based on an acceleration signal output from an acceleration sensor that detects a lateral acceleration acting on a vehicle body of the railway vehicle, and In a suspension control device for a railway vehicle that controls a suspension device to generate a control force in a suspension device that is interposed between the vehicle body and a carriage that supports the vehicle body and suppresses vibration of the vehicle body in a direction transverse to the traveling direction of the vehicle. And a high-pass filter that removes the centrifugal acceleration component contained in the signal, and a phase compensator that compensates the phase delay of the signal.

  According to the railroad vehicle suspension control apparatus according to the present invention, acceleration signal drift due to centrifugal acceleration during traveling in a curved section can be prevented by a high-pass filter, and a signal whose phase is advanced by high-pass filter processing is processed by a phase compensator. Thus, the phase advance of the signal can be improved.

  And since the phase advance of the acceleration signal is improved, even if the suspension device is controlled in the frequency region near the cutoff frequency of the high-pass filter, the vibration of the vehicle body can be effectively suppressed and the vehicle body vibration is oscillated. Such a problem does not occur.

  In other words, in a conventional control apparatus that uses a signal whose phase has advanced by high-pass filter processing, if it is controlled in a frequency region where the phase advance is large, not only vibration of the vehicle body can be suppressed but also vibration can be suppressed. In such a suspension control device, the signal is processed by the phase compensator. Since the phase advance is improved, the frequency range that can be controlled up to the frequency range that could not be controlled by the conventional control device can be set, so that the lower limit of the controllable frequency range is expanded. That is, it is possible to achieve both high-dimensional removal of steady centrifugal acceleration components when passing a curve and expansion of the lower limit of the controllable frequency range, and the suspension control device may be included in the acceleration signal for control. This is optimal for the control of railways in which the frequency region of undesired stationary centrifugal acceleration components and the frequency region to be controlled approach.

  Moreover, since the gain in the high frequency region is reduced by the processing of the phase compensator, it is possible to suppress the deterioration of the vibration due to the control force generation response delay of the suspension device.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram conceptually illustrating a railroad vehicle suspension control apparatus according to an embodiment. FIG. 2 is a plan view of a vehicle equipped with a railway vehicle suspension control apparatus according to an embodiment. FIG. 3 is a diagram illustrating an example of a system of a suspension control device for a railway vehicle according to an embodiment. FIG. 4 is an example of a gain curve in a filter that combines a low-pass filter and a high-pass filter. FIG. 5 is an example of a phase curve in a filter that combines a low-pass filter and a high-pass filter. FIG. 6 is an example of a gain curve in a filter that combines the characteristics of a phase compensator with a low-pass filter and a high-pass filter. FIG. 7 is an example of a phase curve in a filter in which the characteristics of a phase compensator are combined with a low-pass filter and a high-pass filter.

  As shown in FIGS. 1 and 2, the suspension control device 1 for a railway vehicle in one embodiment basically detects a lateral acceleration with respect to the vehicle traveling direction acting on the vehicle body B of the railway vehicle. The apparatus includes an acceleration sensor 2 as a means and a control unit 3 that takes in an acceleration signal output from the acceleration sensor 2 and controls the suspension device 4.

  On the other hand, the suspension device 4 controlled by the suspension control device 1 is interposed between the vehicle body B and the front and rear carriages W so as to suppress the vibration of the vehicle body B in the lateral direction with respect to the traveling direction of the railway vehicle. Thus, the control force can be generated as instructed by the suspension control device 1. In this case, the suspension device 4 is an actuator that exerts thrust by, for example, hydraulic pressure or electric power.

  The vehicle body B is elastically supported by an air spring A interposed between the vehicle body B and the carriage W, and the carriage W is elastically supported by a spring S interposed between the carriage W and the axle R. Has been.

  Further, the control unit 3 obtains the lateral speed of the vehicle body B from the acceleration output from the acceleration sensor 2 and calculates the control force Fs that the suspension device 4 should generate according to the Skyhook control law. A control command is output to generate the control force Fs. As described above, when the suspension device 4 receives the control command, the suspension device 4 generates the control force Fs according to the control command.

  Then, as shown in FIG. 3, the control unit 3 in the suspension control device 1 for a railway vehicle performs high-frequency control included in an acceleration signal that is an analog voltage output from the acceleration sensor 2 in order to perform skyhook control of the suspension device 4. A low-pass filter 5 for removing noise, an A / D converter 6 for converting an analog signal processed by the low-pass filter 5 into a digital signal, and a low-frequency component contained in the acceleration signal converted into the digital signal are removed. A high-pass filter 7; a phase compensator 9 that compensates the phase delay of the acceleration signal processed by the high-pass filter 7; an integrator 8 that integrates the acceleration signal that has been phase-lag compensated by the phase compensator 9; 8, the signal representing the speed integrated is output, and the suspension device 4 outputs the signal according to the Skyhook control side. A control force calculation unit 10 that outputs a control command to output the control force to the suspension device 4, and a D / A converter 11 that converts a digital signal of the control command into an analog voltage signal. And is configured.

  On the other hand, when the suspension device 4 receives a control command including an analog voltage in this case, the suspension device 4 drives a drive source (not shown) to generate a control force according to the control command.

  The high-pass filter 7, the integrator 8, the phase compensator 9, and the control force calculation unit 10 are hardware resources such as a CPU (Central Processing Unit) so that filter processing, integration calculation, and control force calculation can be performed. An arithmetic processing unit, a main storage unit such as a RAM (Random Access Memory) that provides a storage area for the arithmetic processing unit, a program used for processing for detecting an abnormality in the vehicle body tilt angle, and the like are stored. And a secondary storage device such as a ROM (Read Only Memory) and an HD (Hard Disk), etc., and the CPU performs the above-described various processes, thereby allowing the high-pass filter 7, the integrator 8, the phase compensator 9 and The control force calculation unit 10 is realized.

  In the case of the present embodiment, the acceleration sensors 2 for detecting the lateral acceleration acting on the vehicle body B described above are installed one by one near the carriage W before and after the vehicle body B, and follow the floor surface of the vehicle body B. The acceleration sensor may be an acceleration sensor capable of detecting lateral acceleration, but may be an acceleration sensor capable of detecting vertical and longitudinal accelerations.

  Subsequently, the low-pass filter 5 is used to improve high controllability by removing high-frequency noise that is a frequency component exceeding the frequency range of the acceleration of the object of vehicle body vibration control that is unnecessary for control. In this case, In particular, it functions as an anti-aliasing filter, but the low-pass filter can be omitted. In this case, an analog filter is used, but as a filter for processing a digital signal, it may be realized by arithmetic processing by the CPU as in the high-pass filter 7.

  The high-pass filter 7 is installed to remove a centrifugal acceleration component that steadily acts on the vehicle body B included in the acceleration signal output from the acceleration sensor 2 when the railway vehicle travels in a curved section. Is. The centrifugal acceleration is a low frequency of less than 1 Hz, and the cutoff frequency of the high-pass filter 7 is set so that the centrifugal acceleration component can be removed from the signal. However, the phase of the acceleration signal is advanced by the processing of the high-pass filter 7. Therefore, the influence on the frequency range of the acceleration of the vibration control target to be about 1 Hz to about 10 Hz (the frequency range of the acceleration to be suppressed by the suspension device 4, hereinafter referred to as “vibration control target frequency range”). In order to make it light, it is desirable to set the cut-off frequency as small as possible below 1 Hz.

The phase compensator 9 is installed as a phase delay compensation element that delays the phase of the signal advanced by the processing of the high-pass filter 7, and its transfer function K (s) is K (s) = k · (T ₁ · s + 1) / (T ₂ · s + 1). In the above equation, k represents a gain, T ₁ and T ₂ represent time constants, and s represents a Laplace operator, where T ₂ > T ₁ . That is, according to the phase compensator 9, the phase of the signal can be significantly delayed, particularly in the range of 1 / T ₂ <ω <1 / T ₁ . Note that ω represents the angular frequency of the acceleration signal. Therefore, by setting the time constants T ₁ and T ₂ , the phase of the signal advanced by the high pass filter 7 can be delayed in a desired frequency band.

  Here, the Bode diagram of the filter in which the low-pass filter 5 and the high-pass filter 7 are combined, for example, as shown in FIGS. 4 and 5, the phase in the vibration control target frequency region tends to advance, and the frequency region of the vibration control target Therefore, the gain is large.

On the other hand, by performing phase lag compensation for the signal whose phase has been advanced by the phase compensator 9, for example, as shown in FIGS. 5 and 6, the characteristic shown by the broken line before compensation is shown by the solid line after compensation. It can be seen that the phase advance in the vibration control target frequency region is improved. Since the phase advance in the vibration control target frequency region is improved by setting the time constants T ₁ and T ₂ of the phase compensator 9, the gain in the vibration control target frequency region is reduced correspondingly, and the same applies to the higher frequency region. The gain becomes smaller.

  In this case, the phase compensator 9 is arranged between the high-pass filter 7 and the integrator 8 and performs processing on the acceleration signal processed by the high-pass filter 7, but the A / D converter 6 and the control arithmetic unit 10, the processing order is arbitrary, and phase delay compensation may be performed before the processing of the high-pass filter 7, or phase delay compensation may be performed after the processing of the integrator 8. You may do it. Further, if the low-pass filter 5 is realized by arithmetic processing of the CPU or the phase compensator 9 is configured as an analog filter, it may be arbitrarily disposed before and after the low-pass filter 5.

  Further, the control force calculation unit 10 takes in a signal indicating the lateral velocity V of the vehicle body B obtained by the processes of the low-pass filter 5, the high-pass filter 7, the integrator 8, and the phase compensator 9 to obtain the skyhook gain. The control force Fs is calculated by multiplying Cs, the control force Fs is converted into a control command necessary for the suspension device 4 to generate the calculated control force Fs, and the control command is output to the suspension device 4. To do.

  The suspension control apparatus 1 configured as described above can prevent drift of acceleration signals due to centrifugal acceleration during traveling in a curved section by the high pass filter 7 and process a signal whose phase advances by the high pass filter processing by the phase compensator 9. As a result, the phase lead of the signal can be improved.

  Since the phase advance of the acceleration signal is improved, the vibration of the vehicle body B can be effectively suppressed even if the suspension device 4 is controlled in the frequency region near the cut-off frequency of the high-pass filter 7. There is no problem such as oscillation.

  In other words, in a conventional control apparatus that uses a signal whose phase has advanced by high-pass filter processing, if it is controlled in a frequency region where the phase advance is large, not only vibration of the vehicle body can be suppressed but also vibration can be suppressed. In such a suspension control device 1, the processing of the phase compensator 9 must be performed. Since the phase advance of the signal is improved, the frequency range that can be controlled up to the frequency region that could not be controlled by the conventional control device can be set, and therefore the lower limit of the controllable frequency region is expanded. That is, the removal of the stationary centrifugal acceleration component when passing the curve and the expansion of the lower limit of the controllable frequency range can be achieved at a high level, and the suspension control device 1 is included in the acceleration signal for control. Is optimal for the control of railways in which the frequency region of the stationary centrifugal acceleration component, which is not preferable, is close to the frequency region to be controlled.

  In addition, since the gain in the high frequency region is reduced by the processing of the phase compensator 9, it is possible to suppress the deterioration of vibration due to the control force generation response delay of the suspension device 4.

  Note that the gain of the control target frequency region is reduced by the processing of the phase compensator 9, but the phase advance is improved. Therefore, even if the gain is reduced, the vibration suppression effect is improved.

In addition, the transfer function K (s) of the phase compensator 9 is used. When it is necessary to greatly improve the phase of the signal advanced by the high-pass filter 7, K (s) = k · {(T ₁ · s + 1) / (T ₂ · s + 1)} · {(T ₃ · s + 1) / (T ₄ · s + 1)}. T ₃ and T ₄ are time constants, where T ₄ > T ₃ .

  Further, the suspension device 4 may be a damping force variable damper instead of an actuator, or may be a combination of an actuator and a damper, or an actuator and a damping force variable damper.

  When the suspension device 4 is a damping force variable damper, the control calculation unit 10 controls the control force Fs = Cs when the direction of the speed V of the vehicle body B matches the direction of the relative speed of the vehicle body B and the carriage W. When V is V and the direction of the speed V of the vehicle body B and the direction of the relative speed of the vehicle body B and the carriage W do not coincide with each other, the suspension device 4 may be controlled with the control force Fs = 0.

  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 notionally the suspension control apparatus of the railway vehicle in one Embodiment. It is a top view of the vehicle carrying the suspension control apparatus of the railway vehicle in one embodiment. It is a figure which shows an example of the system of the suspension control apparatus of the railway vehicle in one embodiment. It is an example of the gain curve in the filter which synthesize | combined the low-pass filter and the high-pass filter. It is an example of the phase curve in the filter which synthesize | combined the low-pass filter and the high-pass filter. It is an example of the gain curve in the filter which synthesize | combined the characteristic of the phase compensator to the low-pass filter and the high-pass filter. It is an example of the phase curve in the filter which synthesize | combined the characteristic of the phase compensator in the low-pass filter and the high-pass filter.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Suspension control apparatus 2 Acceleration sensor 3 Control part 4 Suspension apparatus 5 Low pass filter 6 A / D converter 7 High pass filter 8 Integrator 9 Phase compensator 10 Control calculating part 11 D / A converter A Air spring B Car body R Axle S Spring W bogie

Claims (3)

The control force is calculated based on the acceleration signal output from the acceleration sensor that detects the lateral acceleration acting on the vehicle body of the railway vehicle, and the vehicle is interposed between the vehicle body and the carriage supporting the vehicle body in the railway vehicle. A high-pass filter for removing a centrifugal acceleration component included in the signal in a suspension control device for a railway vehicle that controls a suspension device to generate a control force in a suspension device that suppresses vibration of a vehicle body in a direction transverse to a traveling direction; A railway vehicle suspension control apparatus comprising: a phase compensator that compensates a phase delay of a signal. The railway vehicle suspension apparatus according to claim 1, further comprising a low-pass filter that removes a high-frequency component contained in the signal before processing by the high-pass filter and the phase compensator. 3. The suspension device is subjected to skyhook control by integrating the acceleration signal to obtain a lateral speed of the vehicle body and calculating a control force from the speed on the side of the skyhook control. A suspension device for a railway vehicle as described in 1.

Images