JP2014141257A - Inter-vehicle damper device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an inter-vehicle damper device for improving ride comfort of a vehicle by reducing roll vibration of a vehicle body and suppressing influence to the vehicle body bending vibration in a vertical direction.SOLUTION: An inter-vehicle damper device that is provided between a first railway vehicle 10 and a second railway vehicle 20 coupled to the first railway vehicle and has a damper 30 for generating damping force depending on relative roll speed between a vehicle body of the first railway vehicle and a vehicle body of the second railway vehicle is configured to include: damper characteristic change means for changing a damping force characteristic of the damper; vibration severe state determination means 43, 44, 60, 70 for determining whether or not the state is a predetermined roll vibration severe state in which roll vibration increases; and damper control means 50 for increasing the damping force of the damper by the damper characteristic change means when the vibration severe state determination means determines that the state is the roll vibration severe state.

Description

  The present invention relates to an inter-vehicle damper device for a railway vehicle, and more particularly to an apparatus for reducing bending vibration of a vehicle body.

  A railway vehicle operated by connecting a plurality of vehicles may be provided with an inter-vehicle damper device (roll damper device) that generates a damping force according to a relative roll speed between adjacent vehicles. Such an inter-vehicle damper device is effective in reducing the roll vibration of the vehicle body, and also effective in reducing the vibration in the vertical rigid body mode of the vehicle body.

  For example, in Patent Document 1, the roll vibration of the vehicle body is reduced by an inter-vehicle damper device having dampers arranged substantially along the vertical direction on both the left and right sides of the connecting portion through the through-passage of the vehicle body wife surface. Is described.

JP 2008-2011145 A

  However, the inter-vehicle damper device as described above is effective for reducing roll vibration. However, when each vehicle individually vibrates up and down due to an irregular track or the like, the relative vertical speed between the vehicles is reduced. It is assumed that the inter-vehicle damper generates a damping force in the vertical direction. When vertical damping force is generated in this way, bending vibration of the vehicle body due to the forcing force can be generated by the vertical force acting on the body surface and the vertical force transmitted from the carriage to the vehicle body. There is sex.

For this reason, when the inter-vehicle damper device is provided, for example, in a frequency region that has a large influence on the ride comfort of about several Hz to 10 Hz, vertical vibration that does not occur when the inter-vehicle damper device is not provided occurs. The improvement effect may be reduced.
In view of the above-described problems, an object of the present invention is to reduce the roll vibration of the vehicle body, suppress the influence on the vertical vehicle body bending vibration, and improve the ride comfort of the vehicle. Is to provide.

In order to solve the above-described problems, an inter-vehicle damper device according to the present invention is provided between a first railway vehicle and a second railway vehicle connected to the first railway vehicle, and An inter-vehicle damper device having a damper that generates a damping force according to a relative roll speed between a vehicle body of a railway vehicle and a vehicle body of the second railway vehicle, wherein the damper characteristic changing unit changes a damping force characteristic of the damper. Vibration severe condition determining means for determining a predetermined roll vibration severe condition in which roll vibration increases, and when the vibration severe condition determining means determines the roll vibration severe condition, the damper characteristic changing means is configured to attenuate the damper. And damper control means for increasing the force.
According to the present invention, an increase in roll vibration can be prevented in advance by increasing the damping force of the damper in a predetermined roll vibration severe state where roll vibration increases, and an operation state in which roll vibration is unlikely to occur. In this case, the damping force of the damper can be reduced to prevent an increase in vehicle body bending vibration.

In the present invention, the vibration severe state determining means may be configured to determine the roll vibration severe state when traveling in a tunnel.
According to this, roll vibration can be suppressed by increasing the damping force of the damper during traveling in a tunnel where roll vibration tends to increase.
In this case, the vibration severe state determination means can be configured to include a tunnel detection sensor that detects traveling of the host vehicle in the tunnel.
According to this, for example, traveling in a tunnel can be reliably detected using an ultrasonic sensor, an optical sensor, or the like, and appropriate damping force control can be performed.

In the present invention, the vibration severe state determination means may be configured to determine the roll vibration severe state when the traveling speed is equal to or higher than a predetermined value.
According to this, the roll vibration can be suppressed by increasing the damping force of the damper during high speed traveling where the roll vibration tends to increase.

In the present invention, the vibration severe state determining means includes a route database in which information on roll vibration severe places on the route is accumulated, and a position detecting means for detecting the own vehicle running position, and the own vehicle running position and the It can be set as the structure which determines the said roll vibration severe state based on a route database.
According to this, the roll vibration can be suppressed by increasing the damping force of the damper when passing through a location that is known in advance to increase the roll vibration.
In this case, the vibration severe state determination means may be configured to determine the roll vibration severe state when passing through the roll vibration severe part at a predetermined traveling speed or higher.
According to this, it is possible to determine a more appropriate roll vibration severe state by adding speed information.

  As described above, according to the present invention, there is provided an inter-vehicle damper device for reducing the roll vibration of the vehicle body and suppressing the influence on the bending vibration of the vehicle body in the vertical direction so as to improve the riding comfort of the vehicle. Can be provided.

It is a schematic diagram which shows a part of railway vehicle organization which has the 1st reference example of the damper apparatus between vehicles to which this invention is applied. It is the II-II part arrow sectional drawing of FIG. It is a graph which shows the acceleration power spectrum density (PSD) of the vehicle body center floor surface by the presence or absence of the damper apparatus between vehicles (a damping characteristic is always constant). It is a schematic diagram which shows the difference in the shape of the vehicle body bending vibration by the presence or absence of a damper device between vehicles. It is a block diagram which shows the system configuration | structure of the damper apparatus between vehicles of a 1st reference example. It is a graph which shows the damping force characteristic of the damper of the 1st reference example. It is a graph which shows the damping force characteristic of the damper in the 2nd reference example of the damper device between vehicles to which the present invention is applied. It is a block diagram which shows the system configuration | structure of the 3rd reference example of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of 1st Embodiment of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of 2nd Embodiment of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of the title 3 embodiment of the damper apparatus between vehicles to which this invention is applied.

Hereinafter, first to third embodiments of an inter-vehicle damper device to which the present invention is applied will be described in detail with reference to the drawings.
First, first to third reference examples of the present invention will be described.
<First Reference Example>
FIG. 1 is a schematic diagram illustrating a partial configuration of a railway vehicle organization having an inter-vehicle damper device according to a first reference example.
FIG. 1 illustrates a vehicle 10, a vehicle 20, and a connecting portion thereof that are incorporated as intermediate vehicles during formation.
The vehicles 10 and 20 are passenger cars such as trains, for example, and are bogies having vehicle bodies 11 and 21 and two-axis first-order vehicles 12 and 22 and second-order vehicles 13 and 23.

The vehicle bodies 11 and 21 are formed in a substantially hexahedron shape composed of a roof structure, a floor structure such as a frame, a side structure, and a wife structure, for example, by a metal material such as an aluminum alloy, stainless steel, or general steel. It extends in the traveling direction (left-right direction in FIG. 1). The vehicle body 11 and the vehicle body 21 are connected to each other by a connector or a connecting rod (not shown) attached to the frame.
Each of the carriages 12, 13, 22, and 23 is configured by attaching two wheel shafts to a carriage frame formed in a frame shape via an axle box support device. A primary spring system having an axial spring and an axial damper is provided between the axle box supporting device of each wheel shaft and the carriage frame. The carriage frame is attached to the carriage frame of the vehicle body via a secondary spring system such as an air spring. Further, each of the carriages 12, 13, 22, and 23 includes a traction device that transmits a longitudinal force to and from the vehicle bodies 11 and 21, a yaw damper device that generates a damping force according to a yawing angular velocity with respect to the vehicle bodies 11 and 21, and the like. Yes.

A damper 30 of the inter-vehicle damper device is provided between the vehicles being knitted.
The damper 30 is a hydraulic shock absorber in which a cylinder and a piston are arranged substantially along the vertical direction, and generates a damping force corresponding to the piston speed (the expansion / contraction speed of the damper 30) with respect to the cylinder.
The upper and lower sides of the damper 30 are respectively attached to brackets 31 and 32 fixed to the end face of each vehicle body. For example, at the connection point between the vehicle 10 and the vehicle 20, the upper bracket 31 is fixed to the vehicle body 11, and the lower bracket 32 is fixed to the vehicle body 21. Both end portions of the damper 30 are swingably attached to the brackets 31 and 32 via bushes or spherical bearings having vibration-proof rubber, for example.
The damper 30 is a damping force adjustment type (switching type) damper whose damping force characteristic can be changed by switching the working fluid flow path with a damper characteristic changing means such as a solenoid valve. The control will be described in detail later.

2 is a cross-sectional view taken along the line II-II in FIG.
As shown in FIG. 2, the end face 11 a of the vehicle body 11 is provided with a through passage 11 b at the center.
The dampers 30 are respectively disposed on both the left and right sides of the through passage 11b. The left and right dampers 30 have a left and right span (a left and right span of the bracket 32) at a lower end relative to a left and right span at the upper end (the left and right span of the bracket 31) in a state where the vehicle bodies 11 and 21 are not relatively rolled. They are inclined with respect to each other so as to be wide.

In FIG. 2, the outlines of the vehicle body 21 and the damper 30 in the case of relative rolling with respect to the vehicle body 11 are illustrated by dotted lines.
As shown in FIG. 2, the left and right dampers 30 expand and contract in the opposite direction according to the relative roll between the vehicle body 11 and the vehicle body 21.

When the knitting is operated with constant damping force characteristics using the damper 30 which is the inter-vehicle damper as described above, the effect of reducing roll vibration can be obtained, but by the vertical direction input from the damper 30 to the body surface of the vehicle body There is a possibility of bending vibration of the car body.
FIG. 3 is a graph showing an example of acceleration power spectral density (PSD) of the center floor of the vehicle body with or without an inter-vehicle damper device (having constant damping characteristics). In FIG. 3, the horizontal axis indicates the frequency, and the vertical axis indicates the acceleration PSD. In FIG. 3, an example in the case where there is an inter-vehicle damper is shown by a solid line, and an example in the case where there is no inter-vehicle damper is shown by a dotted line.

  As shown in FIG. 3, by providing the inter-vehicle damper (roll damper) device according to the prior art, the peak height of the vertical vibration acceleration PSD near 1 Hz is reduced. Further, although not shown in FIG. Vibration in the vicinity of 1 Hz in the roll direction is reduced. However, in the vicinity of 5 Hz, it can be seen that there is a region where the vertical vibration is increased by providing the inter-vehicle damper device.

FIG. 4 is a schematic diagram showing the difference in the shape of vehicle body bending vibration depending on the presence or absence of a conventional inter-vehicle damper device.
FIG. 4A is a diagram showing an example of the shape of the vehicle body bending vibration when there is no inter-vehicle damper.
As shown in FIG. 4A, when there is no inter-vehicle damper, paying attention to the vertical bending vibration of the vehicle body, the vehicle body shows a simple beam-like behavior supported by the coupling portion with each carriage. At this time, as shown in FIG. 4 (a), when the center of the vehicle body is displaced upward, the wife portion is displaced downward. However, since there is no inter-vehicle damper, the wife portion moves up and down from such a damper. You will not receive direction input.
Such elastic vibration mainly includes natural vibration, and vibrates at a frequency (for example, generally 8 to 12 Hz) that is easy to vibrate as an inherent characteristic of the vehicle body.

FIG. 4B is a diagram illustrating an example of the shape of the vehicle body bending vibration when the inter-vehicle damper is provided.
As shown in FIG. 4 (b), when there is an upward input from the first car and a downward input from the second car, the car body is directed downward from the damper on the first car side, and the second car side. Receives upward input (reaction force). In this case, the vehicle body has a bending vibration shape that bends in an S shape.
Such bending vibration is assumed to occur in the vicinity of 7.1 Hz, for example, when traveling at 300 km / h in a standard Shinkansen vehicle.

FIG. 4C is a diagram showing another example of the shape of the vehicle body bending vibration when the inter-vehicle damper is provided.
As shown in FIG. 4 (c), when the first and second carts have an upward input in phase, the vehicle body receives a downward input (reaction force) from each damper. In this case, the vehicle body differs from FIG. 4A in that both ends of the vehicle body are close to the support end due to the damping force by the inter-vehicle damper, and therefore vibrations that cause both ends of the vehicle body to become nodes and the center of the vehicle body to become antinodes. Occur.
Such bending vibration is assumed to occur in the vicinity of 4.7 Hz, for example, when traveling at 300 km / h in a standard Shinkansen vehicle.

In order to prevent the adverse effects of the inter-vehicle damper (roll damper) as described above, the inter-vehicle damper device of the first reference example increases the damping force of the damper 30 when the predetermined roll vibration is determined, In this case, the damping force of the damper 30 is relatively reduced.
FIG. 5 is a block diagram showing a system configuration of the inter-vehicle damper device of the first reference example.
The inter-vehicle damper device includes a vehicle body roll angular velocity sensor 40 and a controller 50.
The vehicle body roll angular velocity sensor 40 includes a sensor such as a gyro sensor that detects the angular velocity of the rotational behavior of the vehicle in the roll direction.
The controller 50 calculates the vehicle body roll angular velocity and the vehicle body roll angular acceleration based on the output of the vehicle body roll angular velocity sensor 40, and each of these values or parameters indicating the degree of vibration calculated based on the predetermined values are set. If the roll vibration is greater than or equal to the threshold value, it is determined that the roll vibration is large, and the damping force characteristic of the damper 30 is changed so as to increase the damping force in other cases (when the roll vibration is small). Is.
Here, as a method for determining the roll vibration, for example, when the maximum value or the minimum value of the amplitude exceeds the threshold value, it can be determined that the roll vibration is large. Further, when the roll angular velocity, the roll angular acceleration power, and the RMS value (effective value) exceed a threshold value, it may be determined that the roll vibration is large. Furthermore, each of the plurality of parameters may be compared with a threshold value, and if one, a plurality, or all of them exceed the threshold value, it may be determined that the roll vibration is large. Further, the determination may be made based on either the roll angular velocity or the roll angular acceleration.
Further, after the roll vibration angular velocity or angular acceleration is subjected to signal processing such as passing through a low-pass filter or a band-pass filter to extract characteristic components, the above-described determination may be performed. Further, in the determination, in addition to the determination by the instantaneous value, the determination can be made by the number of times exceeding the threshold within a certain time.
The controller 50 functions as roll vibration determination means and damper control means according to the present invention.

FIG. 6 is a graph illustrating an example of the damping force characteristic of the damper 30. In FIG. 6, the horizontal axis indicates the piston speed of the damper 30, and the vertical axis indicates the damping force (the same applies in FIG. 7).
As shown in FIG. 6, the damping force increases substantially in proportion to the piston speed. When the roll vibration is large, the rate of increase of the damping force with respect to the piston speed (gradient of the graph) is larger than when the roll vibration is small. A damping force is generated.
After that, for example, when the time during which the roll vibration or roll angular acceleration does not exceed the threshold value continues for a certain time or longer, it is considered that the roll vibration has subsided and the damping force is returned to the initial state. Different threshold values (threshold for increasing damping force) for determining the occurrence of roll vibration and different threshold values (threshold for reducing damping force) for determining whether roll vibration has subsided can be set. Also, the threshold setting method, for example, whether it is an amplitude value or power can be set independently.

  According to the first reference example described above, when a predetermined vehicle body roll angular velocity or vehicle body roll angular acceleration is detected, the damping force of the damper 30 is increased to obtain a good roll vibration suppression effect, and the roll vibration When the amount is small, the damping force of the damper 30 is reduced to suppress the occurrence of bending vibrations of the vehicle body as shown in FIGS. 4B and 4C, thereby improving the riding comfort of the vehicle. Can do.

<Second Reference Example>
Next, a second reference example of the inter-vehicle damper device to which the present invention is applied will be described. In each reference example and embodiment described below, portions that are substantially the same as those in the previous reference example and embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.

FIG. 7 is a graph showing the damping force characteristics of the damper 30 in the second reference example.
In the inter-vehicle damper device of the second reference example, the damping force characteristic of the damper 30 is changed to that of the first reference example shown in FIG.
As shown in FIG. 7, in the damper 30 of the second reference example, the rate of change of the damping force with respect to the piston speed is relatively large in the region where the piston speed is low from 0, and the change of the damping force with respect to the piston speed is greater than the predetermined piston speed. The rate changes to be relatively small. When the roll vibration is large, the piston speed at which the rate of change of the damping force is small is set larger than that when the roll vibration is small. As a result, in the region where the piston speed is high, the damping force of the damper 30 with respect to the same piston speed is larger when the roll vibration is larger than when the roll vibration is small.
Also in the second reference example described above, substantially the same effect as that of the first reference example described above can be obtained.

<Third reference example>
Next, a third reference example of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 8 is a block diagram showing a system configuration of the inter-vehicle damper device of the third reference example.
As shown in FIG. 8, the inter-vehicle damper device of the third reference example includes an up / down G sensor 41 and a left / right G sensor 42 instead of the vehicle body roll angular velocity sensor 40 in the first reference example.
The up / down G sensor 41 and the left / right G sensor 42 detect acceleration in the up / down direction and the left / right direction (sleeper direction) acting on the vehicle body, respectively.
Note that only one of the upper and lower G sensors 41 and the left and right G sensors 42 may be provided. In order to detect roll angular acceleration, which will be described later, a plurality of G sensors 41 are arranged apart from each other in the sleeper direction in the case of the vertical G sensor 41 and in the vertical direction in the case of the left and right G sensor 42.

The controller 50 detects the roll angular velocity and the angular acceleration of the vehicle body based on the vertical and horizontal vibration accelerations detected by the vertical G sensor 41 and the left and right G sensor 42, and controls the same as in the first reference example based on these. I do.
The roll angular acceleration is represented by (−as + am) / lsm, where as and am are the vertical accelerations detected by a pair of vertical G sensors 41 arranged apart from each other in the sleeper direction, and the distance between them is lsm. . Similarly, it is also possible to obtain the roll angular acceleration using a pair of left and right G sensors 42 that are spaced apart in the vertical direction.
The roll angular velocity is calculated by integrating the roll angular acceleration described above.
Also in the third reference example described above, substantially the same effect as that of the first reference example described above can be obtained.

<First Embodiment>
Next, a first embodiment of an inter-vehicle damper device to which the present invention is applied will be described.
FIG. 9 is a block diagram illustrating a system configuration of the inter-vehicle damper device according to the first embodiment.
As shown in FIG. 9, the inter-vehicle damper device of the first embodiment includes a vehicle speed sensor 43 that detects the running speed of the knitting instead of the vehicle body roll angular velocity sensor 40 in the first reference example.

The controller 50 determines that it is in a roll vibration severe state where there is a concern about an increase in vehicle body roll vibration when the traveling speed detected by the vehicle speed sensor 43 is equal to or greater than a predetermined threshold, and determines the damping force characteristic of the damper 30 as In the first reference example, the case where the roll vibration is small is switched to the case where the roll vibration is large.
In the first embodiment described above, an increase in the roll vibration can be prevented in advance by increasing the damping force of the damper 30 when the vehicle speed is equal to or higher than a predetermined threshold and the roll vibration is severe. In a driving state at a relatively low speed at which it is difficult for the vehicle to occur, the damping force of the damper can be reduced to suppress the occurrence of vehicle body bending vibration.

Second Embodiment
Next, a second embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 10 is a block diagram illustrating a system configuration of the inter-vehicle damper device according to the second embodiment.
As shown in FIG. 10, the inter-vehicle damper device of the second embodiment includes a vehicle speed sensor 43, a travel position detection unit 60, and a route database 70 instead of the vehicle body roll angular velocity sensor 40 in the first reference example.

The traveling position detection means 60 detects the position of the host vehicle on the route on which the train is operated. The position is detected based on, for example, a travel distance detected based on the number of rotations of the wheel shaft, a signal from a communication unit disposed on the track, or the like.
The route database 70 stratifies all routes into a roll vibration severe section and a roll vibration non-severe section based on various information such as the alignment of the route on which the train is scheduled to be operated, track irregularities, traveling speed, tunnel position, and the like. Holds route data. The route database 70 holds data regarding the start position and end position of each section.
An example of the roll vibration severe section is in a tunnel.

  The controller 50 collates the position of the host vehicle detected by the travel position detection means 60 with the route data in the route database 70, and when it is determined that the current roll vibration severe section is traveling at a traveling speed of a predetermined value or more, The damping force of the damper 30 is increased.

  According to the second embodiment described above, the damping force of the damper 30 is increased when traveling in a section where roll vibration is known to increase in the route, so that the riding comfort in other sections is improved. An effect of reducing roll vibration can be appropriately obtained without deteriorating.

<Third Embodiment>
Next, a third embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 11 is a block diagram illustrating a system configuration of the inter-vehicle damper device of the third embodiment.
As shown in FIG. 11, the inter-vehicle damper device of the third embodiment is obtained by adding an in-tunnel travel detection sensor 44 that detects the travel of the host vehicle in the tunnel to the inter-vehicle damper device of the first embodiment. .

The tunnel running detection sensor 44 includes, for example, an ultrasonic sensor, an optical sensor using a laser or the like, or a device that processes an image taken by a camera, and determines whether or not the host vehicle is traveling in the tunnel. The detection result is transmitted to the controller 50.
The controller 50 increases the damping force of the damper 30 when the host vehicle is traveling in the tunnel and the traveling speed of the vehicle is equal to or higher than a predetermined value.

  According to the third embodiment described above, even when the route database as in the second embodiment is not prepared, the roll vibration at the time of high speed traveling in the tunnel where the roll vibration tends to increase is reduced. Can do.

(Other embodiments)
In addition, this invention is not limited only to each above-mentioned embodiment, Various application and deformation | transformation can be considered.
For example, the configurations of the railway vehicle and the inter-vehicle damper device can be appropriately changed. For example, although the railway vehicle in each embodiment is a train, it may be other types such as a train, a non-powered passenger car, and a freight car.
Further, the arrangement of the damper is not limited to the configuration of each embodiment, and the position and direction of the damper can be appropriately changed as long as a damping force can be generated with respect to the roll behavior.
Furthermore, the conditions for increasing the damping force are not limited to those in the respective embodiments, and even when the roll vibration increases even under conditions other than those described above, the damping force can be appropriately increased.

DESCRIPTION OF SYMBOLS 10,20 Vehicle 11,21 Vehicle body 11a Wife surface 11b Passageway 12,22 First-position carriage 13,23 Second-position carriage 30 Damper 31,32 Bracket 40 Body roll angular velocity sensor 41 Vertical G sensor 42 Left and right G sensor 43 Vehicle speed sensor 44 Tunnel Internal travel detection sensor 50 Controller 60 Travel position detection means 70 Route database

Claims (6)

Relative rolls provided between the first railway vehicle and the second railway vehicle connected to the first railway vehicle, the body of the first railway vehicle and the body of the second railway vehicle An inter-vehicle damper device having a damper that generates a damping force according to speed,
Damper characteristic changing means for changing the damping force characteristic of the damper;
Vibration severe state determining means for determining a predetermined roll vibration severe state in which roll vibration increases;
An inter-vehicle damper device comprising: damper control means for increasing the damping force of the damper in the damper characteristic changing means when the vibration severe condition judging means judges the roll vibration severe condition. The inter-vehicle damper device according to claim 1, wherein the vibration severe state determination unit determines the roll vibration severe state when traveling in a tunnel. The inter-vehicle damper device according to claim 2, wherein the vibration severe state determination unit includes a tunnel detection sensor that detects traveling of the host vehicle in a tunnel. 2. The inter-vehicle damper device according to claim 1, wherein the vibration severe state determination unit determines the roll vibration severe state when a traveling speed is equal to or higher than a predetermined value. The vibration severe state determination means includes a route database in which information on roll vibration severe locations on the route is accumulated, and a position detection means for detecting the own vehicle traveling position, and is based on the own vehicle traveling position and the route database. The inter-vehicle damper device according to claim 1, wherein the roll vibration severe state is determined. 6. The inter-vehicle damper device according to claim 5, wherein the vibration severe state determination unit determines the roll vibration severe state when passing through the roll vibration severe part at a predetermined traveling speed or more.

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