JP2011025751A - Actuator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an actuator even with a hydraulic type capable of enhancing the ride quality in a vehicle. <P>SOLUTION: The actuator A includes a cylinder C to be interposed between a railroad vehicle body B and a bogie W, and a hydraulic pump 1 to be driven by a motor M for supplying the hydraulic pressure to the cylinder C. The actuator A inclines the railroad vehicle body B to the bogie W, and reduces the apparent rigidity when the railroad vehicle runs straight. <P>COPYRIGHT: (C)2011,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 provided for this body tilting. 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 ride comfort in the vehicle is deteriorated. The apparent rigidity of the actuator is the rigidity in the expansion / contraction direction of the entire actuator including the working fluid, and the above-mentioned apparent rigidity tends to increase as the compressibility of the working fluid decreases. Become.

  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. In the actuator for tilting the vehicle body with respect to the carriage, the apparent rigidity is lowered when the railway vehicle is traveling straight.

  According to the actuator of the present invention, the apparent rigidity of the actuator is reduced in a situation where it is not necessary to positively tilt the vehicle body in the railway vehicle, so that the actuator can easily expand and contract with respect to vibration input to the carriage. Thus, vibration propagation to the vehicle body side can be suppressed.

  Therefore, even if a hydraulic actuator is used for tilting the vehicle body, the ride comfort in the vehicle can be improved. In other words, the ride comfort in the vehicle can be improved. The liquid can be made liquid, the lack of propulsive force can be resolved without impairing the ride comfort, and the response of the vehicle body tilt can be improved.

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. It is a control block diagram in a part of control part of the actuator in one embodiment. It is a figure which shows an example of the flowchart in control of the actuator in one Embodiment. It is a control block diagram in a part of control part of an actuator in one modification of one embodiment.

  The present invention will be described below based on the embodiments shown in the drawings. 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, a damper circuit 13 that causes the cylinder C to function as a damper, and a control unit 20 that controls the motor M are configured.

  In this actuator A, specifically, in the present embodiment, the cylinder C is driven by the hydraulic pressure so that the cylinder C can be driven by the hydraulic pressure supplied from the hydraulic pump 1. The 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 a liquid such as hydraulic oil. 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 only needs to be suitable for the operation of the actuator A in addition to the hydraulic oil.

  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 and two solenoid switching valves 7 and 8 provided in the loop passage 6. Two branch passages 9 and 10 branched from the loop passage 6 and a low pressure selection valve 12 communicating the low pressure side of the branch passages 9 and 10 to 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. Has been. The leakage liquid pressure generated by the hydraulic pump 1 is collected 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. In addition, a normally closed solenoid switching valve 8 is interposed.

  The solenoid switching valve 7 includes a valve 7a having a communication position that allows the fluid pressure pump 1 and the one chamber R1 to communicate with each other, and a shut-off position that allows only the flow from the fluid pressure pump 1 to the one chamber R1. 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, and the other solenoid switching valve 8 is connected to the hydraulic pump 1 A valve 8a having a communication position that communicates with the other chamber R2, a shut-off position that allows only the flow from the hydraulic pump 1 to the other chamber R2, and a spring 8b that biases the valve 8a to take the shut-off position And a solenoid 8c that switches the valve 8a to the communication position opposite to the spring 8b when energized.

  Further, the branch passage 9 branches 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. And the hydraulic pump 1 are branched from each other, 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 so as to supply the 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 moved. 1 and 2, the vehicle body B can be tilted counterclockwise while being propelled to the right, and conversely, the solenoid switch valves 7 and 8 are set to the communication positions, and the hydraulic pump 1 is connected to the other chamber R2. When the hydraulic pressure is driven, 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. 1 and 2 to tilt the vehicle body B clockwise. be able to. That is, the actuator A can function as an actuator that tilts the vehicle body.

  When the hydraulic pump 1 is driven so as to supply the hydraulic pressure to the one chamber R1, the hydraulic pump 1 is branched from the other chamber R2 on the low pressure side or selected by the low pressure selection valve 12. The liquid is sucked from the accumulator 11 or both through 10 and discharged to the one chamber R1 side. On the contrary, when the hydraulic pump 1 is driven so as to supply the hydraulic pressure to the other chamber R2, the hydraulic pump 1 is branched from the one chamber R1 on the low pressure side or by the low pressure selection valve 12. The liquid is sucked from the accumulator 11 or both through the path 9 and discharged to the other chamber R2 side.

  Therefore, the hydraulic pump 1 receives the supply of the liquid from the accumulator 11 even if the volume is reduced due to the compression of the liquid, and supplies the 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. By switching, the branch passages 9 and 10 can be once communicated with the accumulator 11 to prevent pressure accumulation in the one chamber R1 and the other chamber R2.

  Note that the low pressure selection valve 12 prevents an increase in the internal pressure due to a rise in the temperature of the liquid, a negative pressure due to a drop in the temperature of the liquid, and a pressure difference from the accumulator due to a volume difference between the one chamber R1 and the other chamber R2 due to a manufacturing process error of the cylinder C. It is provided for liquid supply and the like.

  Further, in the case of this embodiment, a stroke sensor 30 for sensing displacement of the cylinder C (displacement of the rod 4 with respect to the container 2 in the cylinder C) is provided, and based on the displacement of the cylinder C detected by the stroke sensor 30, A motor M that drives the hydraulic pump 1 is controlled by a control unit 20 described later.

  In turn, the actuator A in the present embodiment includes a damper circuit 13, and the damper circuit 13 will be described. The damper circuit 13 is enabled when the life and death is selected by the control unit 20 and when the running speed of the railway vehicle is low in addition to the failure, and causes the cylinder C to function as a damper. The low speed range in which the damper circuit 13 is effective can be set arbitrarily, but is set to a range of about 50 km / h or less, for example. In practice, a deterrence cylinder (not shown) is provided alongside the actuator A and provided in the railway vehicle carriage W. When the travel speed of the railway vehicle is low, the deterrence cylinder deters the inclination of the vehicle body B. Therefore, the cylinder C is made to function as a damper so as not to disturb the vehicle body tilt suppression.

  The damper circuit 13 includes a flow path 14 that communicates the two pressure chambers R1 and R2 in the cylinder C. The flow path 14 is provided with a damping force generating element 15 and a solenoid switching valve 16. A flow path 14a, an upper flow path 14b that allows only a flow from one chamber R1 to the main flow path 14a, an upper flow path 14c that allows only a flow from the other chamber R2 to the main flow path 14a, One side lower flow path 14d allowing only the flow from the flow path 14a toward the one chamber R1 and the other side lower flow path 14e allowing only the flow from the main flow path 14a toward the other chamber R2 are provided.

  The one-side upper flow path 14b includes a check valve 17a that allows only a liquid flow from the one chamber R1 to the main flow path 14a in the middle, and the check valve 17a causes the one-side upper flow path 14b to be connected to the main chamber R1 from the main chamber R1. This is a one-way passage toward the 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, the flow path 14 is configured in this way, so that the liquid has the main flow path 14a as the upstream connected to the one-side upper flow path 14b and the other-side upper flow path 14c. , It flows to the downstream side connected to the one side lower flow path 14d and the other side lower flow path 14e, and the main flow path 14a is also one-way.

  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 liquid 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 side When the pressure exceeds the cracking pressure of the damping valve 15a, the damping valve 15a opens and the liquid flows to the downstream side of the main flow path 14a also through the damping valve 15a.

  Thus, when the liquid flows through the main flow path 14a, the damping force generating element 15 exerts a damping force that suppresses expansion and contraction of the cylinder C by applying resistance to the flow by the damping valve 15a and the fixed throttle 15b. Function as a source of

  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 that the solenoid switching valves 7 and 8 are in the cutoff position and the cylinder C is not driven on the actuator circuit 5 side, the main flow path 14a is maintained in the cutoff state when the solenoid switching valve 16 takes the cutoff position. Thus, the damper circuit 13 does not function and the communication between the one chamber R1 and the other chamber R2 of the cylinder C is cut off, so that the cylinder C is locked so as not to expand and contract.

  On the other hand, when the cylinder C is caused to function as a damper, the solenoid switching valve 16 is switched to the communication position, the main flow path 14a is opened, and the damper circuit 13 becomes effective. When an external force is applied to the cylinder C in this state, the liquid 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. Since it passes through the damping force generation element 15 of the main flow 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. When the solenoid switching valve 16 takes the communication position, the damper circuit 13 is effective regardless of the state of the actuator circuit 5. However, when the solenoid switching valves 7 and 8 are set to the cutoff position, the actuator circuit 5 does not function and the damper circuit 13 does not function. When only the circuit 13 is effective and the solenoid switching valves 7 and 8 are set to the communication position, both the actuator circuit 5 and the damper circuit 13 are effective.

  That is, the solenoid switching valve 16 can selectively switch the damper circuit 13 between the valid state and the invalid state.

  Further, when the current supply to the actuator A is cut off at the time of so-called failure, the solenoid switching valves 7 and 8 are set to the cutoff position by the springs 7b and 8b, and the solenoid switching valve 16 is set to the communication position by the spring 16b. The actuator circuit 5 does not function and only the damper circuit 13 is effective, and the cylinder C functions as a damper.

  Returning, the damper circuit 13 includes a relief flow path 18 that communicates the one chamber R1 and the other chamber R2, 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. When the volume of the liquid decreases, the solenoid switching valves 7 and 8 allow the one chamber R1 and the other chamber R2 and the accumulator 11 to communicate with each other regardless of the communication position or the shut-off position. The liquid is supplied to R1 and the other chamber R2. As described above, in the actuator A of this embodiment, the volume of the liquid due to the temperature change is compensated by adopting the above circuit configuration. In this way, at 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 when 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 and FIG. 4, the control unit 20 that controls the motor M in the actuator A includes a section type signal indicating whether the section in which the railway vehicle is traveling is a straight section or a curved section. Whether the cylinder C functions as an actuator while receiving a speed signal indicating the traveling speed of the railway vehicle and performing normal control, or the cylinder C functions as an actuator while performing control to reduce the apparent rigidity of the actuator, The target displacement X ^* and stroke of the cylinder C input from a determination unit 21 that determines whether the cylinder C functions only as a damper, and a host device (not shown) that determines the target value of the vehicle body tilt angle from the running state of the railway vehicle. speed command to generate a speed command V ^* to be given to the motor driver 23 based on the actual displacement X sensor 30 outputs A generating unit 22, the limit value in the limiter 28 that clamps the current command I ^* to the limit value generated internally according to a determination result of the determination section 21 with receiving the speed command V ^* outputted from the speed command generating section 22 A motor driver 23 for driving the motor M of the hydraulic pump 1 in the actuator A while changing, and a solenoid drive unit for driving the solenoid switching valves 7 and 8 provided in the actuator circuit 5 and the solenoid switching valve 16 provided in the damper circuit 13. 24.

  Hereinafter, each part will be described in detail. The determination unit 21 grasps from the section type signal and the speed signal whether the section on which the railway vehicle is currently traveling is a straight section or a curved section, and determines the traveling speed of the railway vehicle. Whether to make the cylinder C function only as a damper, to function as an actuator in normal control, or to perform control to reduce the apparent rigidity of the actuator by lowering the limiter value in the motor driver 23 The speed command generator 22, motor driver 23 and the motor driver 23 are used as a damper / actuator switching signal to make a determination and cause the respective units of the speed command generator 22, motor driver 23, and solenoid drive unit 24 to perform operations corresponding to the determination. And the limiter 28 of the motor driver 23. Send a limit value changing signal instructing the change of Tsu preparative value to the motor driver 23.

The speed command generation unit 22 takes the deviation between the displacement X and the target displacement X ^* of the cylinder C using the actual displacement X output from the stroke sensor 30 as feedback, and controls the cylinder C based on the deviation ^. Is generated.

As shown in FIG. 4, the motor driver 23 includes a speed loop 26, a current loop 27, a limiter 28, and a drive circuit 29 for driving the motor M. Upon receiving the speed command V ^* , the motor driver 23 performs speed loop processing and A current loop process is performed to generate a control command E ^* indicating a drive current in order to actually drive the motor M, and a current amount according to the control command E ^* is supplied to the motor M via a drive circuit.

  The operation of each unit will be described in more detail. When the traveling speed of the railway vehicle is less than 50 km / h, the determination unit 21 uses the cylinder C as a damper so as not to inhibit the vehicle body tilt suppression of the suppression cylinder (not shown). When the traveling speed of the railway vehicle is 50 km / h or more, the following judgment is made depending on whether the railway vehicle is traveling in a straight section or a curved section. . Note that whether or not the cylinder C is to function as a damper is determined based on 50 km / h as a determination criterion, but, similarly to the determination unit 21 of the embodiment, the traveling speed based on the determination criterion is 50 km / h. A speed other than h may be used as a reference.

Returning, when the traveling speed of the railway vehicle is 50 km / h or more and the railway vehicle is traveling in a curved section, the determination unit 21 needs to incline the vehicle body B to alleviate excess centrifugal force. Therefore, it is determined that the cylinder C functions only as an actuator. On the other hand, if the railway vehicle is traveling in a straight section, if the apparent rigidity of the cylinder C is high, the ride comfort may be impaired. A determination is made to control the motor M by setting the limit value in the limiter 48 that limits the command I ^* ′ to be lower than the limit value during curve section travel.

  The determination unit 21 sends the determined result as a damper / actuator switching signal to the speed command generation unit 22, the motor driver 23 and the solenoid drive unit 24, and limits the limit value in the limiter 28 of the motor driver 23. A change signal is sent to the motor driver 23.

When the cylinder C is caused to function only as a damper, the speed command generation unit 22 stops the process without generating the speed command V ^* ′, stops the process even in the motor driver 23, and supplies the current to the motor M. The supply is stopped, and the solenoid drive unit 24 stops the supply of current to the solenoid switching valves 7 and 8 to shut off the loop passage 6 in the actuator circuit 5 in order to cause the cylinder C to function as a damper. Current is not supplied, and the damper circuit 13 is enabled.

Further, when the railway vehicle is traveling in a curved section at a traveling speed of 50 km / h or more, and the determination result of the determination unit 41 causes the cylinder C to function only as an actuator while performing normal control for tilting the vehicle body, The motor driver 23 internally generates a control command E ^* while limiting the current command I ^* using a normal limit value used when traveling in a curved section, and controls the control command E via the motor drive circuit. ^* Energize the motor M as shown to drive it. In order to make the cylinder C function only as an actuator, the solenoid driving unit 24 supplies current to the solenoid switching valves 7 and 8 to open the loop passage 6 in the actuator circuit 5 and energizes the solenoid switching valve 16 to supply the flow path 14. And the damper circuit 13 is disabled.

In this case, the speed command generation unit 22 takes the deviation between the displacement X and the target displacement X ^* of the cylinder C using the actual displacement X output from the stroke sensor 30 as feedback, and controls the cylinder C based on the deviation. Command V ^* is generated.

Further, the railway vehicle is traveling in a straight section at a traveling speed of 50 km / h or more, and the determination result of the determination unit 41 causes the apparent rigidity of the actuator A to be lowered while the cylinder C functions as a damper. When it becomes necessary to perform the control to be performed, the control command generation unit 22 generates the speed command V ^* as usual, but the motor driver 23 uses the limiter value in the limiter 28 during normal curve travel. The control command E ^* is generated by limiting the internally generated current command I ^* to a value lower than the limiter value, and the motor M is driven through the drive circuit 29 in accordance with the control command E ^* . In order to make the cylinder C function only as an actuator, the solenoid driving unit 24 supplies current to the solenoid switching valves 7 and 8 to open the loop passage 6 in the actuator circuit 5 and energizes the solenoid switching valve 16 to supply the flow path 14. And the damper circuit 13 is disabled.

Specifically, as shown in FIG. 4, the speed command generation unit 22 includes a position loop, and a cylinder C 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. a deviation calculating portion 22a target displacement X ^* and the stroke sensor 30 generates a calculated deviation epsilon _X a deviation between the actual cylinder position signal X outputted from the proportional operation by receiving an input of the deviation epsilon _X, proportional integral operation Alternatively, a speed command calculation unit 22b that generates a speed command V ^* by a proportional integral differential operation is provided.

Specifically, as shown in FIG. 4, the motor driver 23 includes a speed loop 26 to which a speed command V ^* generated and output by the speed command generation unit 22 is input, and a current command that is generated and output by the speed loop 46. The motor of the hydraulic pump 1 in the actuator A is configured with a current loop 27 to which I ^* is input, a limiter 28, and a drive circuit 29, and according to a control command E ^{* that} is a drive current generated and output by the current loop 27. M is driven.

The speed loop 26 calculates a deviation between the speed command V ^* input from the position loop and the actual speed V of the motor M obtained from a rotational position sensor (not shown) that detects the rotor position provided in the motor M. a deviation computing unit 26a for generating a deviation epsilon _v, proportional operation receives an input of the deviation epsilon _v, and a current command operating unit 26b for generating a current command I ^* by a proportional integral operation or proportional-integral-derivative operation.

The current loop 27 calculates a deviation between the current command I ^* input from the speed loop 26 and the actual current I of 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 27a for generating a deviation epsilon _I, receives the input of the deviation epsilon _I, proportional operation, or to generate an integration operation, or proportional-integral-derivative operation control command indicating a drive current for driving the motor M by E ^* And a control command calculation unit 27b.

The limiter 28 limits (clamps) the absolute value of the current command I ^* generated by the speed loop 26 to the limiter value that is the upper limit value, and prevents the current command I ^* from increasing without limit. is doing.

  The motor driver 23 includes a limiter value changing unit 25 that changes the limiter value of the limiter 28. The limiter value changing unit 25 is traveling on a curved section at a traveling speed of 50 km / h or more. When the limiter value change signal output by the determination unit 21 is received at a certain time, the limiter value in the limiter 28 is set to a limiter value for traveling in a curved section, and the railway vehicle is set to travel at a speed of 50 km / h or higher. When the limiter value change signal output from the determination unit 21 is received when the vehicle is traveling, the limiter value is set to a value lower than the limiter value for traveling in the curve section. The limiter value may be changed to a certain value when the limiter value is set to a value lower than the limit value for traveling in the curve section, or the travel speed may be monitored by the limiter value changing unit 45. The limiter value may be changed according to the traveling speed by using a map calculation or the like.

  For example, when the motor M is PWM-driven, the drive circuit 29 includes a PWM signal generator (not shown) and an inverter circuit (not shown) that energizes the coil of the motor M with a duty ratio and a voltage direction corresponding to the PWM signal. It is prepared for.

  Further, the solenoid driving unit 24 includes a solenoid driver (not shown) that drives the solenoid switching valves 7, 8, and 16. When a damper / actuator switching signal is received from the determination unit 21, the cylinder is operated as determined by the determination unit 21. In order to make C function, each solenoid switching valve 7, 8, 16 is driven.

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 the signal, the target displacement X ^* from the host device, the section type signal and the speed signal from a vehicle monitor, etc., not shown, and executes the processing of each part described above, and a storage area in the CPU Provided RAM (Synchronous Dynamic Random Access Memory), ROM (Read Only Memory) for storing programs such as applications and operating system executed by the CPU to perform the processing of each unit, and drive circuit 29 in the motor driver 23 The solenoid drive unit 24 is configured, and the configuration other than the determination unit 21 in the control unit 20, the speed command generation unit 22, and the drive circuit 29 in the motor driver 23 has an application program for the CPU to process each unit. It can be realized by executing.

  Next, the processing in the above-described control unit 20 will be described with reference to the example of the flowchart shown in FIG. 5. In step S1, the control unit 20 determines whether the traveling speed of the railway vehicle is 50 km / h or higher. When the traveling speed is 50 km / h or more, the process proceeds to step S2, and when the traveling speed is less than 50 km / h, the process proceeds to step S5.

Subsequently, in step S2, the control unit 20 determines whether or not the traveling section of the railway vehicle is a curved section. If the traveling section is a curved section, the control unit 20 proceeds to step S3, and the traveling section is not a curved section. If so, the process proceeds to step S4. In the determination of step S2, instead of directly receiving the section type signal and determining the type of the straight section and the curved section in the control unit 20, the target displacement of the cylinder C input from the host device is used. It may be determined that the railway vehicle is traveling in a straight section when X ^* is a value that hardly tilts the vehicle body B. Specifically, when the deviation between the target displacement X ^* and the displacement when the vehicle body B is not tilted is within a predetermined threshold, it can be determined that the railway vehicle is traveling in a straight section.

In step S3, since the railway vehicle is traveling in a curved section at a traveling speed of 50 km / h or more, the control unit 40 is configured to operate the solenoid switching valves 7, 8, The motor 16 is controlled so that the actual displacement X follows the target displacement X ^* by using the limiter value at the time of traveling in the curve section, and the vehicle body B is inclined to alleviate excess centrifugal force.

In step S4, since the railway vehicle is traveling in the straight section at a traveling speed of 50 km / h or more, the control unit 20 limits the current command I ^* with a limiter value lower than the limiter value during traveling in the curved section. The motor M is controlled so that the cylinder C functions as an actuator. For this reason, the control unit 20 energizes the solenoid switching valves 7, 8, and 16 to limit the current command I ^* with a low limiter value so that the actuator circuit 5 is enabled but the damper circuit 13 is disabled. The torque of the motor M is weakened to lower the apparent rigidity of the actuator A.

  In step S5, the railway vehicle is traveling at a traveling speed of less than 50 km / h, and the above-described suppression cylinder is executing the vehicle body tilt suppression. In this case, the solenoid switching valves 7, 8, and 16 are performed. And the control of the motor M are stopped so that the cylinder C functions only as a damper.

  As described above, when the series of determination processes is completed, the same process is continuously repeated, and thus the process by the control unit 20 is continuously performed.

In this embodiment, as described above, during traveling in a straight section at a traveling speed of 50 km / h or more, the current command I ^* ′ is limited with a low limiter value while the cylinder C functions as an actuator. As a result, since the torque of the motor M is lowered, the apparent rigidity of the actuator A can be lowered while the posture of the vehicle body B is stabilized.

  As described above, according to the actuator A of the present embodiment, even if the vehicle is traveling at a traveling speed of 50 km / h or more, the vehicle is traveling in a straight section and does not require the vehicle body B to be actively inclined. Since the apparent rigidity of the actuator A is lowered, the actuator A is easily expanded and contracted with respect to the vibration input to the carriage W, and the vibration propagation to the vehicle body B side can be suppressed. Further, when the vehicle railway is traveling at a traveling speed of less than 50 km / h and the above-described deterrence cylinder is executing the body tilt restraint, the cylinder C functions as a damper. It does not hinder deterrence.

  Therefore, even when the hydraulic actuator A is used for tilting the vehicle body, the ride comfort in the vehicle can be improved. In other words, the ride comfort in the vehicle can be improved. The fluid can be liquid, for example, oil, so that the lack of propulsive force can be solved without impairing the ride comfort, and the response of the vehicle body tilt can be improved.

  In the above description, the limit value, which is the upper limit value of the limiter 28, is changed to be lower than when traveling in a curved section, but instead of lowering the limit value or in addition to lowering the limit value. As shown in FIG. 6, a gain that changes part or all of the control gains in the speed command calculation unit 25 b, current command calculation unit 26 b, and control command calculation unit 27 b of the speed command generation unit 22 to be lower than those during curve section travel. The change unit 31 may be provided to reduce the torque of the motor M by lowering the control gain. Even in this case, the same effect as the effect of the actuator A in the above-described one embodiment is achieved. Can be played. Specifically, the gain changing unit 31 only needs to lower the control gain during the straight section traveling, and therefore may receive the damper / actuator switching signal output from the determination unit 21 and change the control gain.

  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.

DESCRIPTION OF SYMBOLS 1 Hydraulic pressure pump 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 Restrictors 17a, 17b, 17c, 17d Check valve 18 Relief flow path 19 Relief valve 20 Control unit 21 Determination unit 22 Speed command generation unit 22a Deviation calculation unit 22b Speed command calculation unit 23 Motor driver 24 Solenoid drive unit 25 Limiter value change unit 26 Speed loop 26a Deviation calculation unit 26b Current finger Serving arithmetic unit 27 current loop 27a deviation calculation unit 27b control command calculation unit 28 the limiter 29 drive circuit 30 stroke sensor 31 gain change unit A actuator B vehicle C cylinder R1 pressure chamber serving the one chamber R2 the pressure chamber while chamber W dolly

Claims (6)

In an actuator that includes a cylinder interposed between a body of a railway vehicle and a carriage and a hydraulic pump that is driven by a motor that supplies hydraulic pressure to the cylinder, and the actuator tilts the carriage with respect to the carriage, the railway vehicle is linear. An actuator characterized by having a low apparent rigidity during traveling. A control unit that feedback-controls the motor based on cylinder displacement is provided, and the current limit value that limits the amount of current supplied to the motor is lowered from the current limit value during curve traveling when the railway vehicle is traveling straight. The actuator according to claim 1. A control unit that feedback-controls the motor based on cylinder displacement is provided, and when the railway vehicle is traveling straight, the motor is controlled using a control gain lower than the control gain during curve traveling in the feedback control. Item 3. The actuator according to Item 1 or 2. The control unit includes a position loop, and controls the motor by using a speed control gain that is lower than a control gain during curve traveling when the railway vehicle is traveling in a straight line. The actuator according to 2 or 3. The control unit includes a speed loop, and controls the motor using a speed control gain that is lower than a control gain during curve traveling when the railway vehicle is traveling in a straight line. The actuator according to any one of 2 to 4. The control unit includes a current loop, and controls the motor by using a speed control gain that is lower than a control gain during curve traveling when the railway vehicle travels in a straight line. The actuator according to any one of 2 to 5.

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