JP2009137422A - Actuator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an actuator capable of improving ride quality in a vehicle even with a hydraulic type actuator. <P>SOLUTION: In the actuator A equipped with a cylinder C interposed between a vehicle body B and a bogie W of a railroad vehicle, a hydraulic pump 1 driven by a motor M for supplying fluid pressure to the cylinder C, and a control part 20 for controlling the motor M by feeding back the position of the cylinder C, for tilting the vehicle body B with respect to the bogie W, a low pass filter 25 is provided for filtering a control signal generated in or fed back to the control part 20. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an improvement of an actuator that is interposed between a vehicle body and a carriage of a railway vehicle and tilts the vehicle body with respect to the carriage.

  When the railway vehicle travels in a curved section, a centrifugal force directed to the side opposite to the curvature center of the curved section acts on the vehicle body. This centrifugal force increases as the traveling speed of the vehicle increases. Therefore, in the railroad track, a height difference called Kant is provided on the inner rail on the opposite side of the center of curvature and the outer rail on the opposite side to alleviate the centrifugal force, thereby improving the speed of the railcar during curve driving. .

  However, the cant amount (the difference in height between the rails) cannot be changed once it is set. In a line area where a railway vehicle with a different traveling speed travels, the higher the railway vehicle travels, the greater the cant amount. There is a problem that the excessive centrifugal force acts on the railway vehicle and the ride comfort deteriorates.

  Therefore, in recent years, a pendulum type vehicle body tilting device or a vehicle body tilting device that tilts the vehicle body with respect to the cart using a gas spring provided between the cart and the vehicle body is mounted. In order to reduce the force, when the railway vehicle travels in a curved section, the body is tilted toward the center of curvature with respect to the carriage to suppress the deterioration of ride comfort, thereby realizing high-speed traveling in the curved section. ing.

In such a vehicle body tilting device, specifically, for example, a direct acting actuator driven by air pressure is interposed between the vehicle body and the carriage, and the actuator is extended and contracted to make the vehicle body a carriage. It is made to incline with respect to (for example, refer patent document 1).
JP 2002-154432 A

  However, since the actuator is driven by using compressed air having a large compressibility, the thrust and the response are insufficient, and it is difficult to secure the target vehicle body inclination angle, and the riding comfort is sufficiently improved. In order to solve this problem, it is conceivable to employ an actuator that is driven not by air pressure but by hydraulic pressure.

  However, when the working fluid of the actuator is a liquid, the apparent rigidity of the actuator is increased due to the low compressibility of the liquid, and the vehicle body travels in the carriage via the actuator that is used for tilting the vehicle body. There is a risk that the vibration in the left-right direction with respect to the direction is transmitted to the vehicle body and the riding comfort of the vehicle is deteriorated. The apparent rigidity of the actuator is the apparent rigidity in the expansion / contraction direction of the entire actuator including the working fluid, and the apparent rigidity tends to increase as the compressibility of the working fluid decreases. It will be.

  Therefore, the present invention was devised in order to improve the above-described problems, and an object of the present invention is to provide an actuator that can improve riding comfort in a vehicle even if it is hydraulic. is there.

  In order to achieve the above-described object, an actuator in the problem solving means of the present invention includes a cylinder interposed between a vehicle body and a carriage of a railway vehicle, and a hydraulic pump driven by a motor that supplies hydraulic pressure to the cylinder. And a controller that controls the motor by feeding back the cylinder position, and in an actuator that tilts the vehicle body relative to the carriage, a low-pass filter that filters a control signal generated in the controller is provided.

  According to the actuator of the present invention, since the low-pass filter for filtering the control signal generated or fed back by the control unit is provided, even if the vibration in the frequency band that deteriorates the riding comfort due to disturbance acts on the carriage, The vibration input to the vehicle can be prevented from propagating to the vehicle body side, and the ride comfort in the vehicle can be improved even if a hydraulic actuator is used for the vehicle body inclination.

  In other words, the ride comfort in the vehicle can be improved, so that the working fluid of the actuator can be a liquid such as hydraulic oil, the lack of propulsive force can be eliminated, and the response of the vehicle body tilt can be improved. Can do it.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram illustrating a hydraulic circuit of an actuator according to an embodiment. FIG. 2 is a diagram illustrating a state in which the actuator according to the embodiment is interposed between the vehicle body and the carriage of the railway vehicle. FIG. 3 is a control block diagram of the actuator according to the embodiment.

  As shown in FIGS. 1 and 2, the actuator A in one embodiment includes a cylinder C interposed between a vehicle body B and a carriage W of a railway vehicle, and a motor M that supplies hydraulic pressure to the cylinder C. The hydraulic pump 1 to be driven and a controller 20 that controls the motor M are provided.

  In this actuator A, the cylinder C can be driven by the hydraulic pressure supplied from the hydraulic pump 1, and in this embodiment, specifically, the cylinder C is driven by the hydraulic pressure. Therefore, an actuator circuit 5 is provided.

  Hereinafter, each part will be described in detail. The cylinder C includes a container 2 and a piston 3 that is slidably inserted into the container 2 and divides the two pressure chambers of the one chamber R1 and the other chamber R2 into the container 2. The rod 4 is connected to the piston 3 and is movably inserted into the container 2, and the one chamber R1 and the other chamber R2 are filled with hydraulic oil as a liquid. In this case, a so-called double rod type hydraulic cylinder is used. In the present embodiment, the liquid used for the operation of the cylinder C is hydraulic oil, but the liquid only needs to be suitable for the operation of the actuator A.

  The hydraulic pump 1 is incorporated in an actuator circuit 5 that operates the cylinder C as an actuator. The actuator circuit 5 includes a loop passage 6, two solenoid switching valves 7 and 8 provided in the loop passage 6, and a loop. Two branch passages 9 and 10 branching from the passage 6 and a low pressure selection valve 12 communicating the low pressure side of the branch passages 9 and 10 with the accumulator 11 are provided.

  Specifically, the hydraulic pump 1 is provided in the middle of a loop passage 6 that connects the one chamber R1 and the other chamber R2 of the cylinder C. In this case, the hydraulic pump 1 is configured as a bidirectional discharge pump that is driven by the motor M. ing. Note that leakage hydraulic pressure generated in the hydraulic pump 1 is recovered by the accumulator 11.

  A normally closed solenoid switching valve 7 is interposed in the middle of the loop passage 6 between the hydraulic pump 1 and the one chamber R1, and further between the hydraulic pump 1 and the other chamber R2. A normally closed solenoid switching valve 8 is interposed.

  The solenoid switching valve 7 adopts a shut-off position with a valve 7a having a communication position for communicating the hydraulic pump 1 and the one chamber R1, and a shut-off position allowing only the flow from the hydraulic pump 1 to the one chamber R1. Are provided with a spring 7b for energizing the valve 7a and a solenoid 7c for switching the valve 7a to the communication position opposite to the spring 7b when energized. The other solenoid switching valve 8 is composed of the hydraulic pump 1 and the other chamber R2. A valve 8a having a communication position that allows communication between the hydraulic pump 1 and the shut-off position that allows only the flow from the hydraulic pump 1 to the other chamber R2, a spring 8b that biases the valve 8a so as to take the shut-off position, A solenoid 8c that switches the valve 8a to the communication position so as to face the spring 8b is provided.

  Further, the branch passage 9 is branched from the solenoid switching valve 7 and the hydraulic pump 1 in the middle of the loop passage 6, and the other branch passage 10 is in the middle of the loop passage 6 and the solenoid switching valve 8. It branches from between the hydraulic pump 1 and the low pressure side of these branch passages 9 and 10 is communicated to the accumulator 11 by the low pressure selection valve 12.

  The low-pressure selection valve 12 has one side communication position for communicating the branch flow path 9 to the accumulator 11, the other side communication position for communicating the branch flow path 10 to the accumulator 11, and both the branch flow paths 9 and 10 to the accumulator 11. A valve 12a having a both-side communication position that communicates, a pilot passage 12b that applies the pressure of the branch passage 9 so as to switch the valve 12a to the other-side communication position, and a branch that switches the valve 12a to the one-side communication position A pilot passage 12c that applies the pressure of the flow path 10 and is configured to take a two-way communication position in the neutral position.

  Therefore, when the pressure on the branch flow path 9 side exceeds the pressure on the branch flow path 10 side, the low pressure selection valve 12 takes the other side communication position and communicates the branch flow path 10 with the accumulator 11. When the pressure on the path 10 side exceeds the pressure on the branch flow path 9 side, the low pressure selection valve 12 takes the one-side communication position and connects the branch flow path 9 to the accumulator 11.

  That is, when the solenoid switching valves 7 and 8 are respectively set to the communication positions and the hydraulic pump 1 is driven to supply hydraulic pressure to the one chamber R1, the hydraulic pressure is supplied into the one chamber R1 and the rod 4 in the cylinder C is In FIG. 2, the cylinder C is contracted by being propelled to the right, and the vehicle body B can be tilted counterclockwise. On the other hand, the solenoid switching valves 7 and 8 are set to the communication positions, and the hydraulic pump 1 is connected to the other. When driving is performed to supply hydraulic pressure to the chamber R2, the hydraulic pressure is supplied into the other chamber R2, and the rod 4 in the cylinder C is propelled to the left in FIGS. Can be tilted clockwise. That is, the actuator A can function as an actuator that tilts the vehicle body.

  When the hydraulic pump 1 is driven to supply hydraulic pressure to the one chamber R1, the hydraulic pump 1 is connected to the other chamber R2 on the low pressure side or via the branch flow path 10 selected by the low pressure selection valve 12. Then, the hydraulic oil is sucked from the accumulator 11 or both, and the hydraulic oil is discharged to the one chamber R1 side. On the contrary, when the hydraulic pump 1 is driven so as to supply hydraulic pressure to the other chamber R2, the hydraulic pump 1 passes through the branch passage 9 selected from the one chamber R1 on the low pressure side or by the low pressure selection valve 12. The hydraulic fluid is sucked in from the accumulator 11 or both through the hydraulic fluid, and discharged to the other chamber R2 side.

  Therefore, even if the volume of the hydraulic pump 1 is reduced due to compression of the hydraulic oil, the hydraulic pump 1 is supplied with the hydraulic oil from the accumulator 11, and supplies hydraulic pressure to the desired pressure chamber of the one chamber R1 and the other chamber R2 without any problem. be able to.

  Further, when the thrust generation direction of the cylinder C is reversed, the pressure in the one chamber R1 and the pressure in the other chamber R2 are reversed, so that the low pressure selection valve 12 passes through both communication positions at one end neutral position. The branch flow paths 9 and 10 are once communicated with the accumulator 11.

  The low pressure selection valve 12 is an accumulator that prevents an increase in internal pressure due to an increase in the temperature of the hydraulic oil, prevents a negative pressure due to a decrease in the temperature of the hydraulic oil, and a volume difference between the one chamber R1 and the other chamber R2 due to manufacturing errors in the cylinder C. It is provided for supplying hydraulic oil from the factory.

  In the case of this embodiment, a stroke sensor 30 for sensing the cylinder position (displacement of the rod 4 with respect to the container 2 in the cylinder C) is provided, and position feedback control is performed based on the cylinder position detected by the stroke sensor 30. The motor 20 that drives the hydraulic pump 1 is controlled by the controller 20 that performs the operation.

  The actuator A according to the present embodiment includes a damper circuit 13 that causes the cylinder C to function as a damper at the time of failure and the like. The damper circuit 13 will be described below. The damper circuit 13 includes two damper circuits 13 in the cylinder C. A flow path 14 that communicates the pressure chambers R1 and R2 is provided. The flow path 14 includes a main flow path 14a in which a damping force generating element 15 and a solenoid switching valve 16 are provided, and a main flow path 14a from the one chamber R1. Only the upper flow path 14b allowing only the flow toward the other side, the other upper flow path 14c allowing only the flow toward the main flow path 14a from the other chamber R2, and only allowing the flow toward the one chamber R1 from the main flow path 14a. 14d, and the other lower flow path 14e that allows only the flow from the main flow path 14a toward the other chamber R2. It has been.

  The one-side upper flow path 14b includes a check valve 17a that allows only the flow of hydraulic oil from the one chamber R1 toward the main flow path 14a on the way, and the check valve 17a causes the one-side upper flow path 14b to move from the one chamber R1. This is a one-way passage toward the main flow path 14a. Similarly, check valves 17b, 17c, and 17d are respectively provided in the middle of the other upper flow path 14c, the one lower flow path 14d, and the other lower flow path 14e, and serve as one-way paths as described above. Is set to

  In the present embodiment, since the flow path 14 is configured in this way, the hydraulic oil is upstream from the main flow path 14a connected to the one-side upper flow path 14b and the other-side upper flow path 14c. As described above, the main flow path 14a is also one-way, as it flows to the downstream side connected to the one-side lower flow path 14d and the other-side lower flow path 14e.

  The downstream of the main flow path 14a is connected to the accumulator 11 via the connection passage 14f, and the pressure downstream of the main flow path 14a is set to be the same as that of the accumulator 11.

  The damping force generating element 15 provided in the middle of the main channel 14a includes a damping valve 15a that adjusts the channel area according to its upstream pressure, and a fixed throttle 15b that is arranged in parallel with the damping valve 15a. When the pressure on the upstream side of the main flow path 14a is low, the damping valve 15a is not opened, the hydraulic oil is allowed to pass through the fixed throttle 15b, the flow rate is increased, and the pressure loss due to the fixed throttle 15b increases and the upstream is increased. When the pressure on the side exceeds the cracking pressure of the damping valve 15a, the damping valve 15a is opened, and the hydraulic oil flows to the downstream side of the main flow path 14a also through the damping valve 15a.

  Thus, the damping force generating element 15 gives a damping force that suppresses expansion and contraction of the cylinder C by giving resistance to the flow by the damping valve 15a and the fixed throttle 15b when the hydraulic oil flows through the main flow path 14a. It functions as a source to be demonstrated.

  Further, the solenoid switching valve 16 is a normally open switching valve, and adopts a communication position with a valve 16a having a communication position for opening the main flow path 14a and a blocking position for blocking the main flow path 14a. A spring 16b that biases the valve 16a and a solenoid 16c that switches the valve 16a to the cut-off position opposite to the spring 16b when energized are provided.

  Here, considering the state in which the cylinder C is not driven on the actuator circuit 5 side, if the solenoid switching valve 16 takes the cutoff position and the solenoid switching valves 7 and 8 are in the cutoff position, the main flow path 14a is maintained in the cutoff state. Then, since the communication between the one chamber R1 and the other chamber R2 of the cylinder C is cut off, the cylinder C is brought into a locked state in which it cannot expand and contract. On the other hand, when the solenoid switching valves 7 and 8 are in the shut-off position and the solenoid switching valve 16 is in the communication position at the time of so-called failure, the main flow path 16a is maintained in the open state, and the cylinder C is driven by an external force. When it is forcibly expanded and contracted, the hydraulic oil can move from the one chamber R1 to the other chamber R2 or from the other chamber R2 to the one chamber R1 via the flow path 14, and the main flow is always in the above movement. Since it passes through the damping force generation element 15 of the path 14a, the cylinder C exhibits a damping force that suppresses expansion and contraction against forced expansion and contraction due to external force, and the cylinder C can function as a damper.

  In addition, the damper circuit 13 includes a relief flow path 18 that connects the one chamber R 1 and the other chamber R 2, and a relief valve 19 provided in the middle of the relief flow path 18.

  Specifically, the relief flow path 18 bypasses the damping force generation element 15 and the solenoid switching valve 16, and communicates the one chamber R1 and the other chamber R2 by communicating the upstream and downstream of the main flow path 14a. ing.

  Regardless of whether the solenoid switching valve 16 is opened or closed, if the cylinder C has an excessive input in the expansion / contraction direction and the pressure in the one chamber R1 or the other chamber R2 becomes an abnormally high pressure exceeding a predetermined pressure, the relief valve 19 is opened. In operation, the pressure of one of the one chamber R1 or the other chamber R2 that has become an abnormally high pressure is released to the other of the low pressure side to protect the entire system of the actuator A. Further, when the volume of the hydraulic oil decreases, the solenoid switching valves 7 and 8 allow the one chamber R1 and the other chamber R2 to communicate with the accumulator 11 regardless of the communication position or the shut-off position. The hydraulic oil is supplied to the chamber R1 and the other chamber R2.

  As described above, in the actuator A according to this embodiment, the volume of the hydraulic oil is compensated by the temperature change by adopting the above circuit configuration. As described above, in the shut-off position of the solenoid switching valves 7 and 8, the accumulator 11 goes to the one chamber R1 and the other chamber R2 in order to enable volume compensation accompanying a temperature drop even if the loop passage 6 is shut off. Although the flow is allowed, when the volume compensation is not performed in the actuator circuit 5, the bidirectional flow in the loop passage 6 may be blocked at the blocking position.

Subsequently, as shown in FIG. 3, the control unit 20 that controls the motor M includes a position loop 21, a speed loop 22 to which a speed command signal V ^* generated and output by the position loop 21 is input, and a speed loop 22. A current loop 23 to which a current command signal I ^* to be generated and output is input, and a motor drive unit that receives the control command signal E generated and output by the current loop 23 and drives the motor M of the hydraulic pump 1 in the actuator A according to the control command. 24.

The position loop 21 is a cylinder C position command signal X ^* input from a host device (not shown) that determines a target value of the vehicle body tilt angle from the traveling state of the vehicle body B, and an actual cylinder position output by the stroke sensor 30. a deviation computing unit 21a for generating a deviation calculated deviation signal epsilon _X of the signal X, the speed command generating for generating a speed command signal V ^* by a proportional integral operation or proportional integral derivative action by receiving an input of the error signal epsilon _X The control signal generated or fed back by the position loop 21 is a deviation signal ε _X , a cylinder position signal X, and a speed command signal V ^* .

The speed loop 22 calculates a deviation between the speed command signal V ^* input from the position loop 21 and the actual speed signal V of the motor M obtained from a rotational position sensor (not shown) that detects a rotor position provided in the motor M. a deviation computing unit 22a for generating a deviation signal epsilon _v, and includes a current command generating unit 22b which generates a current command signal I ^* by a proportional integral operation or proportional integral derivative action by receiving an input of the error signal epsilon _v The control signals generated or fed back by the speed loop 22 are the deviation signal ε _v , the speed signal V, and the current command signal I ^* .

The current loop 23 gives a deviation between the current command signal I ^* input from the speed loop 22 and the actual current signal I to the motor M obtained from a current sensor (not shown) that detects a current flowing in a coil provided in the motor M. a deviation computing unit 23a for generating the calculated deviation signal epsilon _I, receives the input of the error signal epsilon _I, proportional operation, or the integration operation, or control command generating unit 23b which generates a control command signal E by a proportional integral derivative action The control signal generated or fed back by the current loop 23 is a deviation signal ε _I , a current signal I, and a control command signal E.

  Although not shown, the motor drive unit 24 includes a drive circuit that drives the motor M. When the motor command unit 24 receives a control command signal E indicating the current amount for actually driving the motor M, the motor drive unit 24 outputs the current amount according to the control command. Through a drive circuit.

  The actuator A is connected to each solenoid switching valve 7, 8, 16 based on a control command output from a command system (not shown) that drives each solenoid switching valve 7, 8, 16 separately from the command system that controls the motor M. Is provided with a solenoid driver 26 for driving the motor.

For example, when it is necessary to extend and contract the cylinder C to tilt the vehicle body B, for example, from the position command signal X ^* output from the host device (not shown ⁾ and the actual cylinder position signal X, the cylinder C It is determined that driving is necessary, and the solenoid switching valves 7 and 8 are switched to the communication position. In principle, the solenoid switching valve 16 is energized when the actuator A is operating normally.

  Here, when the railway vehicle is traveling, when vibrations in a frequency band that deteriorates the ride comfort when transmitted to the vehicle body B due to disturbances act on the carriage W, the control response of the motor M is high, so The apparent rigidity of the actuator A is increased, and vibrations acting on the carriage W are transmitted to the vehicle body B. In other words, when vibration in a frequency band that deteriorates the ride comfort acts on the carriage W, the apparent rigidity of the actuator A can be reduced in order not to transmit the vibration acting on the carriage W to the vehicle body B. It will be good.

Since the control unit 20 controls the motor M by performing position feedback control that feeds back the cylinder position, the control unit 20 calculates the position command signal X ^{* of the} cylinder C input from the host device and the actual cylinder position signal X. Based on this deviation, a control command is finally generated to control the motor M. However, since the cylinder C is interposed between the vehicle body B and the carriage W, vibration acting on the carriage W is obtained. Thus, the cylinder position signal X detected by the stroke sensor 30 is superimposed with the vibration in the frequency band that deteriorates the riding comfort.

  Therefore, if the vibration component in the frequency band that deteriorates the riding comfort is removed from the control command signal E finally obtained from the cylinder position signal X, the actuator A against the vibration in the frequency band that deteriorates the riding comfort. The control response in is suppressed, and the apparent rigidity of the actuator A can be reduced with respect to the vibration in the frequency band that deteriorates the riding comfort.

More specifically, for example, when the railway vehicle is traveling in a curved section and the host device sets the inclination angle of the vehicle body B with respect to the carriage W to a certain angle, the position command signal X ^* is constant at a certain value α. When the cylinder position signal X includes vibration in a frequency band that deteriorates the ride comfort and the center of the amplitude is the certain value α, if the vibration is removed from the cylinder position signal X, the cylinder position signal X after vibration removal becomes In an ideal state where the value is constant at a certain value α, the value of the deviation signal ε _X output from the deviation calculating unit 21a of the position loop 21 is 0, and no deviation occurs in the speed loop 22 and the current loop 23, The value of the control command signal E is also 0, and the motor M does not generate torque and is easily expanded and contracted by the external force applied to the cylinder C. The upper rigidity is lowered.

  Thus, when the apparent rigidity of the actuator A becomes low, the actuator A expands and contracts with respect to the vibration input to the carriage W, and the vibration propagation to the vehicle body B side can be insulated.

Therefore, the present invention includes a low-pass filter 25 that filters a control signal generated or fed back by the control unit 20. As shown in the figure, the low-pass filter 25 is interposed between the speed loop 22 and the current loop 23 so as to filter the current command signal I ^{* serving} as a torque command.

  The low-pass filter 25 is set so as to remove a vibration component that deteriorates the riding comfort in the vehicle included in the control signal, and removes a frequency component equal to or higher than a predetermined cutoff frequency from the control signal. The cut-off frequency in the low-pass filter 25 may be arbitrarily set as long as vibrations in a frequency band that deteriorates the ride comfort when transmitted to the vehicle body B through the actuator A can be set. It is preferable to set the frequency to about 0.5 Hz so that a vibration component of about 1 Hz or more, which is a frequency band that deteriorates the ride comfort when acting on B, can be removed from the control signal. Since the frequency range is about 0.5 Hz or less, it is possible to remove only vibration components that deteriorate the riding comfort.

When the current command signal I ^* , which is a torque command, is filtered by the low-pass filter 25, vibration components of a frequency band or more that deteriorates the ride comfort when transmitted from the current command signal I ^* to the vehicle body B are removed. The response of the motor M to the vibration that deteriorates the riding comfort is lowered, the apparent rigidity of the actuator A to the vibration that deteriorates the riding comfort is reduced, and the vibration is transmitted from the carriage W to the vehicle body B. Can be suppressed.

  Therefore, the actuator A according to the present embodiment includes the low-pass filter 25 that filters the control signal generated or fed back by the control unit 20, so that the vibration in the frequency band that deteriorates the riding comfort due to disturbance acts on the carriage W. Even so, it is possible to suppress the vibration input to the cart W side from propagating to the vehicle body B side, and the ride comfort in the vehicle can be improved even if the hydraulic actuator A is used for tilting the vehicle body. is there.

  In other words, the ride comfort in the vehicle can be improved, so that the working fluid of the actuator A can be a liquid such as hydraulic oil, the lack of propulsive force is eliminated, and the response of the vehicle body tilt is improved. It can be done.

Further, the control signal on which the vibration that deteriorates the riding comfort is superimposed in the control unit 20 described above is the deviation signal ε _X , the cylinder position signal X, the speed command signal V ^* , the deviation signal ε _v , the speed signal V, The current command signal I ^* , the deviation signal ε _I , the current signal I, and the control command signal E. If any one of these control signals is filtered by a low-pass filter, the actuator A with respect to vibration that deteriorates the ride comfort Apparent rigidity can be lowered.

When the carriage W is vibrated by disturbance, the vibration component in the frequency band that deteriorates the riding comfort is also superimposed on the speed signal V and the current signal I detected from the motor M. When the current command signal I ^* input to the loop 23 is filtered, the current that actually flows through the motor M quickly follows the filtered current command signal I ^* , so that the vibration suppression effect is enhanced.

  The control unit 20 according to the present embodiment is not illustrated as a hardware resource, but an A / D converter that converts a displacement signal that is an analog voltage output from the stroke sensor 30 into a digital signal, and a displacement A CPU (Central Processing Unit) that captures signals and target displacements from the host device and executes the processing of each unit, a RAM (Synchronous Dynamic Random Access Memory) that provides a storage area for the CPU, and the processing of each unit In order to do this, it comprises a ROM (Read Only Memory) that stores programs such as applications executed by the CPU and an operating system, and an actuator driver 24. This is realized by executing an application program to perform processing of each unit.

  In this case, the low-pass filter 25 is realized by processing by the CPU. However, if the processing up to before the low-pass filter 25 is interposed is executed by an analog circuit, the low-pass filter 25 outputs an analog signal. It may be a filter to be processed.

  In the above description, the actuator A according to the present embodiment is applied to a railway vehicle that employs a so-called pendulum method as a vehicle body tilting method. Naturally, the actuator A of the present invention can also be applied to a case where two actuators are installed vertically and the body B is tilted by driving each actuator.

  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 the hydraulic circuit of the actuator in one embodiment. It is a figure which shows the state which interposed the actuator in one Embodiment between the vehicle body of a railway vehicle, and the trolley | bogie. It is a control block diagram in the actuator of one embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Hydraulic pump which is a hydraulic pressure source 2 Container 3 Piston 4 Rod 5 Actuator circuit 6 Loop passage 7, 8, 16 Solenoid switching valve 7a, 8a, 16a Valve 7b, 8b, 16b Spring 7c, 8c, 16c Solenoid 9, 10 Branch passage 11 Accumulator 12 Low pressure selection valve 13 Damper circuit 14 Flow path 14a Main flow path 14b One side upper flow path 14c The other side upper flow path 14d One side lower flow path 14e The other side lower flow path 14f Connection path 15 Damping force generating element 15a Damping valve 15b Fixed throttle 17a, 17b, 17c, 17d Check valve 18 Relief flow path 19 Relief valve 20 Controller 21 Position loop 21a, 22a, 23a Deviation calculator 21b Speed command generator 22 Speed loop 22b Current command generator 23 Current loop 23b Control command Generation unit 24 Motor drive unit 25 Filter 26 Solenoid driver 30 Stroke sensor A Actuator B Car body C Cylinder R1 Pressure chamber one chamber R2 Pressure chamber other chamber W

Claims (10)

A cylinder interposed between a vehicle body and a bogie of a railway vehicle, a hydraulic pump driven by a motor that supplies hydraulic pressure to the cylinder, and a controller that controls the motor by feeding back the cylinder position, An actuator for tilting a vehicle body with respect to a carriage, wherein an actuator is provided with a low-pass filter for filtering a control signal generated or returned in a control unit. The actuator according to claim 1, wherein the control unit includes a current loop, and the low-pass filter filters a current deviation signal. The actuator according to claim 1, wherein the control unit includes a current loop, and the low-pass filter filters the feedback current signal. The actuator according to claim 1, wherein the control unit includes a current loop, and the low-pass filter filters a control command signal output from the current loop. The actuator according to claim 1, wherein the control unit includes a current loop, and the low-pass filter filters a speed command signal input to the current loop. The actuator according to claim 1, wherein the control unit includes a speed loop, and the low-pass filter filters a speed deviation signal. The actuator according to claim 1, wherein the control unit includes a speed loop, and the low-pass filter filters the feedback speed signal. The actuator according to claim 1, wherein the control unit includes a speed loop, and the low-pass filter filters a position command signal input to the speed loop. The actuator according to claim 1, wherein the low-pass filter filters a position deviation signal in the position loop. The actuator according to claim 1, wherein the low-pass filter filters a feedback position signal in the position loop.

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