JP2010132123A - Vibration controlling device for railroad train - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vibration controlling device for a railroad train, which can ensure a comfortable ride by enabling a continuous vibration suppressing control on the train carriage basis. <P>SOLUTION: In a dual control system constituted by using two controllers 8 (first and second controllers 8a and 8b), four drivers 7 (front side first and second drivers 7f1 and 7f2, rear side first and second drivers 7r1 and 7r2), and four electromagnetic actuators 6 (front side first and second electromagnetic actuators 6f1 and 6f2, and rear side first and second electromagnetic actuators 6r1 and 6r2), both front and rear train carriages 4f and 4r are configured so as to have redundancy. Therefore, even if a fail occurs in a member included in one of the control systems, the vibration suppressing control of the front and rear train carriages 4f and 4r can be continuously performed by the other control system, thereby the comfortable ride in a train car 2 can be ensured. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a railway vehicle vibration control device that is used in a railway vehicle to suppress vibration.

As an example of a conventional railway vehicle vibration control apparatus, there is an apparatus disclosed in Patent Document 1.
The device shown in Patent Document 1 is arranged corresponding to the front and rear of a vehicle body and elastically supports the vehicle body, before and after the rear carriage, and a front hydraulic damper interposed in parallel between the vehicle body and the front carriage. And a front actuator (electromagnetic force damper), a rear hydraulic damper and a rear actuator (electromagnetic force damper) interposed in parallel between the vehicle body and the rear carriage, a front side, a rear hydraulic damper and a front side, And a controller for controlling the rear actuator.
JP 2003-252203 A

  By the way, in the above prior art, one actuator is attached to each of the front and rear carts, but when one actuator fails, no control (or only a hydraulic damper only) is performed in units of carts (for example, only the front cart). Control) and the ride comfort of one vehicle is deteriorated.

  The present invention has been made in view of the above circumstances, and provides a vibration control device for a railway vehicle that can ensure good riding comfort by enabling continuous execution of vibration suppression control in units of trucks. Objective.

  In the present invention, at least two of a vehicle body of a railway vehicle, a front carriage and a rear carriage that elastically support the vehicle body, between the vehicle body and the front carriage, and between the vehicle body and the rear carriage are respectively interposed. An actuator that suppresses left-right vibration of the vehicle body, vibration detection means that detects vibration of the vehicle body, and controls the four or more actuators based on signals from the vibration detection means to suppress vibration of the vehicle body In the railcar vibration control apparatus comprising: at least two controllers to be controlled; a first controller corresponding to one of the at least two controllers is provided for the at least two actuators provided corresponding to the front carriage. A front cart side first actuator corresponding to one of the at least two actuators provided corresponding to the rear cart. The second controller corresponding to the other one of the at least two controllers is connected to the rear cart side first actuator corresponding to one of the at least two actuators provided corresponding to the front cart. It is connected to a front cart side second actuator corresponding to the other and a rear cart side second actuator corresponding to the other of the at least two actuators provided corresponding to the rear cart.

  According to the present invention, it is possible to ensure good riding comfort by enabling continuous execution of vibration suppression control in units of carts.

A railcar vibration control apparatus according to a first embodiment of the present invention will be described with reference to FIGS. FIG. 1 is a rear view, shown in a partial block diagram, schematically showing a railway vehicle vibration control device and a railway vehicle using the same according to the first embodiment of the present invention. FIG. 2 is a plan view showing the front and rear carriages together with the actuator before FIG. FIG. 3 is a block diagram schematically showing a control system of the railway vehicle vibration control apparatus of FIG.
1 to 3, a vehicle body 3 of a railway vehicle (hereinafter also simply referred to as a vehicle 2) in which the railway vehicle vibration control device 1 according to the first embodiment of the present invention is used includes front and rear carts ( Hereinafter, the front and rear carriages are referred to.) 4f, 4r [Hereinafter, the carriage 4 is collectively referred to as appropriate. ] Via the air spring 5.

Between the vehicle body 3 and the front carriage 4f, two electromagnetic actuators (hereinafter referred to as front first and second electromagnetic actuators 6f1 and 6f2 as appropriate) that suppress vibration in the left-right direction of the vehicle body 3 are interposed. Yes.
Between the vehicle body 3 and the rear carriage 4r, two electromagnetic actuators (hereinafter referred to as rear first and second electromagnetic actuators 6r1 and 6r2 as appropriate) that suppress vibration in the left-right direction of the vehicle body 3 are interposed. ing. The front first and second electromagnetic actuators 6f1 and 6f2 and the rear first and second electromagnetic actuators 6r1 and 6r2 (front and rear first and second electromagnetic actuators 6f1, 6f2, 6r1, 6r2) are appropriately Collectively referred to as electromagnetic actuator 6.
The electromagnetic actuator 6 includes a linear motion motor (linear motor) that has a stator 18 and a movable element 19 and is relatively movable. The driver 7 (drive circuit for the electromagnetic actuator) ) And a controller 12 including a controller 8 to be described later, and can generate a longitudinal force (hereinafter, referred to as a thrust as appropriate). Note that the electromagnetic actuator 6 may be a rotary motor including a ball-type linear motion-rotation conversion mechanism instead of the linear motion motor.

A center pin 13 is projected from a portion corresponding to the central portion of each of the front and rear carriages 4f and 4r at the lower portion of the vehicle body 3. A center pin fixing member 14 extending in the front-rear direction of the vehicle 2 is fixed to the center pin 13.
The four electromagnetic actuators 6 are arranged so as to be parallel to each other between the center pin fixing member 14 and the column 16 erected on the frame 15 of the carriage 4. At this time, the front side first electromagnetic actuator 6f1 has its stator 18 fixed to the right column 16R erected on the right side portion of the frame 15 of the front carriage 4f, and its movable element 19 is attached to the center pin fixing member 14. It is fixed. The front second electromagnetic actuator 6f2 has a stator 18 fixed to a left column 16L erected on the left side of the frame 15 of the front carriage 4f, and a movable element 19 fixed to the center pin fixing member 14. It is arranged to face the front first electromagnetic actuator 6f1.
As shown in FIG. 2, the rear first and second electromagnetic actuators 6r1 and 6r2 are also arranged to face each other as in the case of the front first and second electromagnetic actuators 6f1 and 6f21.

Each of the electromagnetic actuators 6 (front side, rear side first and second electromagnetic actuators 6f1, 6f2, 6r1, and 6r2) is provided with a stroke sensor (not shown). The relative displacement between 4f and 4r is detected.
Parts corresponding to the front and rear carriages 4f and 4r in the vehicle body 3 are front and rear acceleration sensors 9f and 9r (hereinafter referred to as appropriate) as front and rear vibration detecting means for detecting lateral acceleration acting on the vehicle body 3. Are collectively referred to as acceleration sensor 9).

Based on the acceleration detected by the vibration detection means, the controller 8 is obtained, for example, by thinking of skyhook control theory (fixing the vehicle body by suspending it from the sky and supporting the shock absorber between the vehicle body and the sky). The control signal (control command value) is generated in accordance with a control theory such as control theory, and the driver 7 receives the control signal and outputs a drive current to the electromagnetic actuator 6 to generate a thrust. I try to improve.
The controller 8 includes first and second controllers 8a and 8b that can exchange signals with each other, and refer to and compare each control command value (control signal) periodically (for example, every sampling time). Then, the soundness of each other (first and second controllers 8a and 8b) is checked.
The driver 7 includes front, rear first, and second drivers 7f1, 7f2, 7r1, and 7r2, which are connected to the front, rear first, and second electromagnetic actuators 6f1, 6f2, 6r1, and 6r2, respectively. Yes.

The first controller 8a is connected to the front first and rear first drivers 7f1 and 7r1 and the front and rear acceleration sensors 9f and 9r.
The second controller 8b is connected to the front second and rear second drivers 7f2 and 7r2 and the front and rear acceleration sensors 9f and 9r.

The controller 8 (first and second controllers 8a and 8b) generates the control signal so that the lateral acceleration of the vehicle body 3 is reduced based on the lateral acceleration signal of the vehicle body 3 from the front and rear acceleration sensors 9f and 9r. The control signals are input to the front and rear first and second drivers 7f1, 7f2, 7r1, and 7r2, and the drivers 7 (front and rear first and second drivers 7f1, 7f2, 7r1, 7r2) The front and rear first and second electromagnetic actuators 6f1, 6f2, 6r1, and 6r2 are controlled to obtain a good ride comfort.
Further, the apparatus 1 includes an abnormal fluctuation detection means (not shown) for detecting abnormal fluctuations, and a system for detecting abnormal values of sensor signals, overloading of the electromagnetic actuator 6, CPU runaway, cable disconnection detection, and the like. An abnormality detection means (not shown) for detecting the abnormality is provided, and the abnormal fluctuation detection means and the abnormality detection means are connected to the first and second controllers 8a and 8b, respectively.

The controller 8 (first and second controllers 8a and 8b) is configured to generate a predetermined magnitude of thrust (normal thrust) for the electromagnetic actuator 6 during normal travel.
Further, the controller 8 (first and second controllers 8a and 8b) is a propulsion that the electromagnetic actuator 6 generates when abnormal vibration is detected by the abnormal vibration detection means or when abnormality is detected by the abnormality detection means. The force (hereinafter also referred to as actuator control force) is set to zero to stop active control, and the electromagnetic actuator 6 is passively operated as a generator to generate a damping force.

As described above, the controller 8 includes the first and second controllers 8a and 8b, and the first controller 8a is connected to the front carriage 4f via the driver 7 (the front first driver 7f1 in this embodiment). Are connected to one of the two electromagnetic actuators (6f1, 6f2) (in this embodiment, the front first electromagnetic actuator 6f1), and further, the driver 7 (in this embodiment, the rear first driver 7r1). And one of the two electromagnetic actuators (6r1, 6r2) of the rear carriage 4r (in this embodiment, the rear first electromagnetic actuator 6r1).
Similarly to the case of the first controller 8a, the second controller 8b also has two electromagnetic actuators (6f1, 6f2) of the front carriage 4f via the driver 7 (in this embodiment, the front second driver 7f2). Are connected to the other (in this embodiment, the front second electromagnetic actuator 6f2), and further, two electromagnetic types of the rear carriage 4r via the driver 7 (in this embodiment, the rear second driver 7r2). Of the actuators (6r1, 6r2), the other (in this embodiment, the rear second electromagnetic actuator 6r2) is connected.

By providing the two controllers 8 (first and second controllers 8a, 8b), four drivers 7, and four electromagnetic actuators 6 as described above, these members (controller 8, driver 7, electromagnetic type) By the actuator 6), the control system relating to both the front and rear carriages 4f, 4r is configured with redundancy.
That is, the first controller 8a, the front and rear first drivers 7f1 and 7r1, and the front and rear first electromagnetic actuators 6f1 and 6r1 form one control system related to both the front and rear carriages 4f and 4r. The second controller 8b, the front and rear second drivers 7f2 and 7r2, and the front and rear second electromagnetic actuators 6f2 and 6r2 form one control system related to both the front and rear carriages 4f and 4r. Has been.

The operation of the railway vehicle vibration control apparatus 1 configured as described above will be described.
In this railway vehicle vibration control device 1, the controller 8, the driver 7, and the electromagnetic actuator 6 are configured to have redundancy.
For this reason, even if one of the two electromagnetic actuators 6 (front side first and second electromagnetic actuators 6f1 and 6f2) arranged on the front carriage 4f among the four electromagnetic actuators 6 fails, the other electromagnetic The vibration suppression function is maintained by the type actuator 6, and the vibration suppression is performed by the two electromagnetic actuators 6 (the rear first and second electromagnetic actuators 6r1 and 6r2) arranged in the rear carriage 4r. Thus, a good ride comfort of the vehicle 2 can be maintained. This is the same when one of the two electromagnetic actuators 6 (the rear first and second electromagnetic actuators 6r1 and 6r2) disposed on the rear carriage 4r fails, and the front, rear carriage 4f, The at least one electromagnetic actuator 6 can suppress vibration for each of 4r, and thereby the good riding comfort of the vehicle 2 can be maintained.
Here, when the vibration suppression function is maintained by the other electromagnetic actuator 6, it is necessary to generate twice as much thrust as compared with the case where no failure occurs, and an increase in the amount of heat generated by the coil is inevitable. However, the effect is great in that the riding comfort of the vehicle 2 can be maintained.
Note that the thrust generated by the actuator may be suppressed in order to suppress coil heat generation. In this case, although the vibration suppressing function is lowered by the other electromagnetic actuator 6, the minimum riding comfort of the vehicle 2 can be ensured.

The four drivers 7 (front side, rear side first and second drivers 7f1, 7f2, 7r1, 7r2) are also the front carriage of the four drivers 7 as in the case of the four electromagnetic actuators 6 described above. One of the two drivers 7 (front side first and second drivers 7f1 and 7f2) of 4f or one of the two drivers 7 (rear side first and second drivers 7r1 and 7r2) of the rear carriage 4r In the case of a failure, at least one driver 7 functions for each of the front and rear carriages 4f and 4r to drive the corresponding electromagnetic actuator 6 to suppress vibrations. Ride comfort can be maintained.
Also, the two controllers 8 (first and second controllers 8a and 8b) are not failed when one of the two controllers 8 fails, as in the case of the four electromagnetic actuators 6 described above. By the control by the controller 8, at least one electromagnetic actuator 6 performs vibration suppression for each of the front and rear carriages 4f and 4r, so that a good riding comfort of the vehicle 2 is maintained.

  Further, since the two controllers 8, the four drivers 7 and the four electromagnetic actuators 6 are configured to have redundancy, detection of an abnormal value of the sensor signal, defective attachment of the sensor, System reliability is improved even when abnormal values are erroneously detected due to mixed noise, sensor signal drift, etc., and the vibration suppression force becomes zero for each of the front and rear carriages 4f and 4r due to a failure. It is possible to surely avoid the situation where the vehicle is damaged, and the frequency of the situation where the vibration suppression force of all one of the vehicles is reduced to zero is reduced, and the good riding comfort of the vehicle 2 is maintained even if a failure occurs. Is done.

The first and second controllers 8a and 8b both generate control signals based on the left and right acceleration signals of the vehicle body 3 from the front and rear acceleration sensors 9f and 9r, so that the front first and rear first drivers 7f1 and 7r1 and the front second and rear second drivers 7f2 and 7r2 can be given the same control command. As a result, the front first and rear first electromagnetic actuators 6f1 and 6r1 and the front side The second and rear second electromagnetic actuators 6f2 and 6r2 can be controlled equally (the polarity of the thrust is reversed when the actuator 6 is installed oppositely).
In addition, since acceleration sensors 9 (front and rear acceleration sensors 9f and 9r) are provided in front and rear of the vehicle 2 and control is performed using the detection signals, vibration suppression is performed in a balanced manner with respect to the front and rear of the vehicle 2. As a result, a good ride comfort can be obtained.

In the above embodiment, for the front first and second electromagnetic actuators 6f1 and 6f2, the front first electromagnetic actuator 6f1 is interposed between the center pin fixing member 14 and the right support 16R, and the front second electromagnetic actuator 6f2. Is taken as an example between the center pin fixing member 14 and the left column 16L, but the arrangement of the actuator 6 is not limited to this, as shown in FIGS. 4A, 4B, and 4C. You may arrange.
That is, as shown in FIG. 4A, the front side first and second electromagnetic actuators 6f1 and 6f2 are configured to be interposed between a portion of the center pin fixing member 14 extending rearward of the vehicle 2 and the left column 16L. May be.
As shown in FIG. 4B, one of the front side first and second electromagnetic actuators 6f1 and 6f2 is interposed between a portion of the center pin fixing member 14 extending rearward of the vehicle 2 and the left column 16L. The other may be configured to be interposed between a portion of the center pin fixing member 14 extending forward of the vehicle 2 and the left column 16L.
Further, as shown in FIG. 4C, one of the front first and second electromagnetic actuators 6f1 and 6f2 is interposed between the center pin 13 and the left column 16L, and the other is disposed between the center pin 13 and the right column. You may comprise so that it may be interposed between 16R.
As for the rear first and second electromagnetic actuators 6r1 and 6r2, as in the case of the front first and second electromagnetic actuators 6f1 and 6f2 (FIGS. 4A, 4B, and 4C), It may be arranged.

In the above embodiment, the front side, rear side first and second drivers 7f1, 7f2, 7r1, driving the electromagnetic actuator 6 (front side, rear side first, second electromagnetic actuators 6f1, 6f2, 6r1, 6r2), respectively. Although the case where 7r2 is provided was taken as an example, instead of this, as shown in FIG. 5, the control device 12 may be composed of a first control device 12a and a second control device 12b (second embodiment). ). Here, the first control device 12a includes a front first driver 7f1, a rear first driver 7r1, and a first controller 8a, while the second control device 12b includes a front second driver 7f2 and a rear second driver. The driver 7r2 and the second controller 8b are configured such that the first control device 12a and the second control device 12b can exchange signals with each other periodically (for example, every sampling time). The soundness of each other is checked by referring to and comparing the control command value (control signal).
In the railway vehicle vibration control device 1A according to the second embodiment, the first control device 12A (the front first driver 7f1, the rear first driver 7r1, and the first controller 8a) is the front first, rear first electromagnetic. The second control device 12B (front second driver 7f2, rear second driver 7r2 and second controller 8b) controls the front second and rear second electromagnetic actuators 6f2 and 6r2. Is driven and controlled.
In the first embodiment, as described above, the two controllers 8, the four drivers 7, and the four electromagnetic actuators 6 are configured with redundancy. In the second embodiment, similarly, Two control devices 12 (driver 7 and controller 8) and four electromagnetic actuators 6 are configured with redundancy.

  According to the second embodiment, even if one of the two electromagnetic actuators 6 arranged on the front carriage 4f among the four electromagnetic actuators 6 fails, as in the case of the first embodiment, Regarding the front carriage 4f side portion of the vehicle 2, the vibration suppressing function is maintained by the other electromagnetic actuator 6 of the two electromagnetic actuators 6 (6f1, 6f2) arranged on the front carriage 4f, and the rear carriage 4r of the vehicle 2 is maintained. With respect to the side portion, vibration suppression is performed by two electromagnetic actuators (6r1, 6r2) arranged in the rear carriage 4r, thereby maintaining a good riding comfort of the vehicle 2. This is the same when one of the two electromagnetic actuators (6r1, 6r2) arranged on the rear carriage 4r fails, and at least one electromagnetic actuator is provided for each of the front and rear carriages 4f, 4r. The actuator 6 suppresses vibrations and can maintain a good riding comfort of the vehicle 2.

In the above embodiment, the case where vibration suppression is performed by the electromagnetic actuator 6 is taken as an example. However, as shown in FIGS. 6 and 7, a damping force adjusting hydraulic damper 25 may be further provided.
In addition to the front first and second actuators 6f1 and 6f2 interposed between the center pin fixing member 14 and the right column 16R, the railcar vibration control device 1C (third embodiment) shown in FIG. A damping force adjusting hydraulic damper 25 controlled by the controller 8 (see FIG. 1) is interposed between the pin fixing member 14 and the left column 16L. Similar to the front carriage 4f side, rear first and second actuators 6r1 and 6r2 (see FIG. 1) and a damping force adjusting hydraulic damper (not shown) are also provided on the rear carriage 4r side.
The front first and second actuators 6f1 and 6f2 and the rear first and second actuators 6r1 and 6r2 are configured with redundancy as in the above-described embodiments.

A railway vehicle vibration control device 1D (fourth embodiment) shown in FIG. 7 includes a front first actuator 6f1 interposed between a center pin fixing member 14 and a right column 16R, and a center pin 13 and a left column 16L. In addition, a front second actuator 6f2 is interposed, and a damping force adjusting hydraulic damper 25 controlled by the controller 8 (see FIG. 1) is provided between the center pin fixing member 14 and the right column 16R. . Similar to the front carriage 4f side, rear first and second actuators 6r1 and 6r2 (see FIG. 1) and a damping force adjusting hydraulic damper (not shown) are also provided on the rear carriage 4r side.
The front first and second actuators 6f1 and 6f2 and the rear first and second actuators 6r1 and 6r2 are configured with redundancy as in the above-described embodiments.

According to the third and fourth embodiments, since they are configured with redundancy, it is possible to maintain a good riding comfort of the vehicle 2 in the same manner as in the above embodiments. Furthermore, even if all of the electromagnetic actuators 6 fail, the damping force adjusting hydraulic damper 25 provided on each of the front carriage 4f and the rear carriage 4r suppresses vibration, so that the minimum ride comfort of the vehicle 2 is reduced. Can be maintained.
Note that a pneumatic damper device may be provided in place of the hydraulic damper 25.

  In the third and fourth embodiments, the damping force of the hydraulic damper 25 is switched between high damping and low damping depending on whether the vehicle speed is low or high. When the vehicle speed is low, only the high damping hydraulic damper 25 vibrates. The electromagnetic actuator 6 and the low-damping hydraulic damper 25 may be operated together when the vehicle speed is high. Alternatively, the damping force of the hydraulic damper 25 is switched between high damping and low damping according to the control state (none / present) of the control device 12, and when the control device 12 is not in control, the high damping hydraulic pressure is applied. Vibration control may be performed using only the damper 25, and the electromagnetic actuator 6 and the low-damping hydraulic damper 25 may be operated together when the control device 12 is in a controlled state. With this configuration, the thrust generated by the electromagnetic actuator 6 can be optimized, and energy saving can be achieved accordingly.

In the first embodiment, the case where two acceleration sensors 9 (front and rear acceleration sensors 9f and 9r) are provided is described as an example. However, as shown in FIG. 8, four acceleration sensors 9 (front first, The railway vehicle vibration control apparatus 1E may be configured to use the second, rear-side first and second acceleration sensors 9f1, 9f2, 9r1, 9r2) (fifth embodiment).
In the railway vehicle vibration control device 1E of the fifth embodiment, the front first acceleration sensor 9f1 and the rear first acceleration sensor 9r1 are connected to the first controller 8a, and the front second acceleration sensor 9f2 and the rear second acceleration sensor are connected. 9r2 is connected to the second controller 8b. And two controllers 8 (first and second controllers 8a and 8b), four drivers 7, four electromagnetic actuators 6, four acceleration sensors 9 (front first, second, rear first, second By providing the acceleration sensors 9f1, 9f2, 9r1, 9r2), these members (the controller 8, the driver 7, the electromagnetic actuator 6, and the acceleration sensor 9) have redundancy.

  Since the controller 8, the driver 7, the electromagnetic actuator 6 and the acceleration sensor 9 are configured to have redundancy as described above, it is assumed that any one of the controllers 8 and any one of the drivers 7 are assumed. Even if any one of the electromagnetic actuators 6 or any one of the acceleration sensors 9 fails, the vehicle 2 can be suppressed in a well-balanced manner in the front-rear direction. Can maintain a good ride comfort.

In the above embodiment, the case where the two electromagnetic actuators 6 are provided corresponding to the front carriage 4f and the rear carriage 4r, respectively, is exemplified. Instead, three or more of them are arranged as shown in FIG. You may comprise.
The railway vehicle vibration control device 1F (sixth embodiment) shown in FIG. 9 has three electromagnetic actuators 6 (front side first, second, third and rear sides) corresponding to the front carriage 4f and the rear carriage 4r, respectively. First, second, and third electromagnetic actuators 6f1, 6f2, 6f3, 6r1, 6r2, and 6r3) are provided. Front first, second, and rear second electromagnetic actuators 6f1, 6f2, and 6r2 are connected to the first controller 12a, and the front third, rear first, and third electromagnetic actuators 6f3 are connected to the second controller 12b. , 6r1, 6r3 are connected.

  According to the sixth embodiment (FIG. 9), it is possible to maintain a good riding comfort of the vehicle 2 as in the above embodiments.

In the sixth embodiment (FIG. 9), three control devices 12 may be provided as shown in FIG.
A railcar vibration control device 1H (seventh embodiment) shown in FIG. 10 includes first, second, and third control devices 12a, 12b, and 12c.
The first controller 12a is connected to the front first and rear second electromagnetic actuators 6f1 and 6r2, and the second controller 12b is connected to the front second and rear third electromagnetic actuators 6f2 and 6r3. The third control device 12c is connected to the front third and rear first electromagnetic actuators 6f3 and 6r1.

  According to the seventh embodiment (FIG. 10), it is possible to maintain a good riding comfort of the vehicle 2 as in the above embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS It is the rear view displayed with the partial block diagram which shows typically about the railroad vehicle vibration control apparatus which concerns on 1st Embodiment of this invention, and a railroad vehicle using the same. It is a top view which shows the rear trolley | bogie with the actuator before FIG. It is a block diagram which shows typically the control system of the vibration control apparatus 1 for rail vehicles of FIG. FIG. 1 shows an example of the arrangement of the actuator in FIG. 1, (A) shows an example in which two electromagnetic actuators are interposed between a portion of the center pin fixing member extending rearward of the vehicle and the left column, and (B) shows two An example is shown in which one of the electromagnetic actuators is interposed between the portion of the center pin fixing member extending rearward of the vehicle and the left column, and the other is interposed between the portion of the central pin fixing member extending forward of the vehicle and the left column. (C) is a diagram showing an example in which one of two electromagnetic actuators is interposed between the center pin and the left column and the other is interposed between the center pin and the right column. It is a block diagram which shows typically the vibration control apparatus for rail vehicles which concerns on 2nd Embodiment of this invention. It is a block diagram which shows typically the vibration control apparatus for rail vehicles which concerns on 3rd Embodiment of this invention. It is a block diagram which shows typically the vibration control apparatus for rail vehicles which concerns on 4th Embodiment of this invention. It is a block diagram which shows typically the vibration control apparatus for rail vehicles which concerns on 5th Embodiment of this invention. It is a top view which shows the front and rear trolley | bogie with an actuator in the vibration control apparatus for railway vehicles which concerns on 6th Embodiment of this invention. It is a top view which shows the front and rear trolley | bogie with an actuator in the vibration control apparatus for rail vehicles which concerns on 7th Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1,1A, 1C, 1D, 1E, 1F, 1H ... Vibration control apparatus for railway vehicles, 2 ... Vehicle (railway vehicle), 3 ... Vehicle body, 4f, 4r ... Front, rear carriage, 6f1, 6f2, 6r1, 6r2 ... Front side, rear side first and second electromagnetic actuators, 7f1, 7f2, 7r1, 7r2 ... front side, rear side first, second driver, 9f, 9r ... front side, rear acceleration sensor (front and rear vibration detection means) 25 ... Damping force adjustable hydraulic damper.

Claims (3)

There are at least two of a vehicle body of a railway vehicle, a front carriage and a rear carriage that elastically support the vehicle body, between the vehicle body and the front carriage, and between the vehicle body and the rear carriage. An actuator for suppressing left-right vibration, vibration detection means for detecting vibration of the vehicle body, and at least two for controlling vibration of the vehicle body by controlling the four or more actuators based on a signal of the vibration detection means. In a railway vehicle vibration control device comprising two controllers,
The first controller corresponding to one of the at least two controllers corresponds to the front cart side first actuator corresponding to one of the at least two actuators provided corresponding to the front cart and the rear cart. A rear carriage side first actuator corresponding to one of the at least two actuators provided,
The second controller corresponding to the other of the at least two controllers corresponds to the front cart side second actuator corresponding to the other of the at least two actuators provided corresponding to the front cart and the rear cart. A railway vehicle vibration control device, wherein the vibration control device is connected to a rear cart side second actuator corresponding to the other of the at least two actuators provided. There are at least two of a vehicle body of a railway vehicle, a front carriage and a rear carriage that elastically support the vehicle body, between the vehicle body and the front carriage, and between the vehicle body and the rear carriage. An electromagnetic actuator that suppresses vibrations in the left-right direction, at least four or more drivers that respectively drive the electromagnetic actuators, front and rear vibration detection means that respectively detect front and rear vibrations of the vehicle body, and the front A railway vehicle vibration control apparatus comprising: at least two controllers for controlling and suppressing the vibration of the vehicle body by controlling an electromagnetic actuator via the four or more drivers based on a signal from a rear vibration detection means;
A first controller corresponding to one of the at least two controllers drives a front carriage side first electromagnetic actuator corresponding to one of the at least two electromagnetic actuators provided corresponding to the front carriage. A rear carriage side corresponding to a driver for driving a rear carriage side first electromagnetic actuator corresponding to one of the at least two electromagnetic actuators provided corresponding to the front carriage side first driver corresponding to the rear carriage. Connected to the first driver,
A second controller corresponding to the other of the at least two controllers is a driver for driving a front carriage side second electromagnetic actuator corresponding to the other of the at least two electromagnetic actuators provided corresponding to the front carriage. A rear carriage side corresponding to a driver for driving a rear carriage side second electromagnetic actuator corresponding to the other of the at least two electromagnetic actuators provided corresponding to the front carriage side second driver corresponding to the rear carriage. A railroad vehicle vibration control device connected to the second driver. There are at least two of a vehicle body of a railway vehicle, a front carriage and a rear carriage that elastically support the vehicle body, between the vehicle body and the front carriage, and between the vehicle body and the rear carriage. An electromagnetic actuator that suppresses vibrations in the left-right direction, at least four or more drivers that respectively drive the electromagnetic actuators, front and rear vibration detection means that respectively detect front and rear vibrations of the vehicle body, and the front A railway vehicle vibration control apparatus comprising: at least two controllers for controlling and suppressing the vibration of the vehicle body by controlling an electromagnetic actuator via the four or more drivers based on a signal from a rear vibration detection means;
A first controller corresponding to one of the at least two controllers drives a front carriage side first electromagnetic actuator corresponding to one of the at least two electromagnetic actuators provided corresponding to the front carriage. A rear carriage side corresponding to a driver for driving a rear carriage side first electromagnetic actuator corresponding to one of the at least two electromagnetic actuators provided corresponding to the front carriage side first driver corresponding to the rear carriage. Connected to the first driver,
A second controller corresponding to the other of the at least two controllers is a driver for driving a front carriage side second electromagnetic actuator corresponding to the other of the at least two electromagnetic actuators provided corresponding to the front carriage. A rear carriage side corresponding to a driver for driving a rear carriage side second electromagnetic actuator corresponding to the other of the at least two electromagnetic actuators provided corresponding to the front carriage side second driver corresponding to the rear carriage. Connected to the second driver,
A vibration control device for a railway vehicle, wherein at least one damping force switching fluid pressure damper is installed in parallel with the electromagnetic actuator, corresponding to each of the front carriage and the rear carriage.

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