JP2014198522A - Suspension controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a suspension controller suppressing the flexural vibration of a vehicle body while suppressing the vibration of dollies.SOLUTION: Dollies 3are provided under a vehicle body 2 and yaw dampers 13are provided on both sides of each dolly 3in a lateral direction, respectively. Acceleration sensors 14 to 16 for detecting flexural vibration and an acceleration sensor 17 for detecting vibration in a front-to-back direction are provided in the vehicle body 2. Acceleration sensors 18and 19for detecting vibration in the front-to-back direction are provided in each dolly 3. A controller 20 obtains an optimum feedback using a state equation considering the flexural vibration of the vehicle body 2 while using detection signals G1 to G8 from the acceleration sensors 14 to 17, 18, and 19. The controller 20 controls a damping force of each yaw damper 13to be reduced in a specific value range of the flexural vibration of the vehicle body 2 as compared with other frequency ranges.

Description

  The present invention relates to a suspension control device that is preferably used to reduce vibrations of a railway vehicle.

  In order to improve the stability of the cart during high-speed running and the safety of running the vehicle, recent high-speed railway vehicles have a yaw damper attached to the cart. The higher the viscosity of the yodamper, the higher the stability at high speeds. On the other hand, when the vehicle travels in a section with a large track curvature such as in a conventional section or in a vehicle base, the yaw damper acts to inhibit the bogie from rotating along the track. For this reason, the lateral pressure of the vehicle rises, and there is a possibility that a track or wheel is damaged or a creaking sound is generated.

  As a countermeasure, a variable damping force type yaw damper may be employed. This yaw damper is used with a soft damping force when traveling on a conventional track or in a vehicle depot. The damping force depends on the speed, and the damping force at high speed is always hard. In addition, a configuration in which the damping force is varied depending on the point is also known (see, for example, Patent Document 1).

  Further, in the damping force variable type yaw damper, as described above, the damping force is changed according to the speed and the point, and the yaw vibration of the carriage is detected, and the damping force is continuously or cancelled so as to cancel the yaw vibration. Some are variable in stages. Since the latter can use a damper having a larger maximum damping force than the former, yaw vibration can be effectively suppressed, and it can contribute to further speedup of the vehicle.

  By the way, due to the recent increase in the speed of railways and the accompanying weight reduction of vehicles, the elastic vibration of the vehicle body in the vertical direction, which is considered to be caused by a decrease in the rigidity of the vehicle, is becoming a problem. Among the elastic vibrations of the vehicle body, the eigenvalue of the primary bending vibration of the vehicle body in particular is close to a frequency band (4 to 8 Hz) in which humans are sensitive to vertical vibrations, which causes a deterioration in riding comfort.

  Various methods have been devised as countermeasures against this elastic vibration. As a main countermeasure method, a method of controlling the hardness of the suspension in the vertical direction so as to cut off the vibration transmission between the vehicle in the vertical direction of the vehicle body as in Patent Document 3, and an eigenvalue of the vehicle body bending vibration as in Patent Document 4 Some control the vibration of the vehicle body using the peripheral acceleration signal as a dead zone, and some directly cancel the bending vibration of the vehicle body as in Patent Document 5. Further, as disclosed in Patent Document 2, there is a method of paying attention to the vibration in the front-rear direction of the carriage and causing the carriage to act as a dynamic damper.

JP 2006-282059 A Japanese Patent Laid-Open No. 2004-203171 Japanese Patent Laid-Open No. 2005-145312 JP-A-6-239231 JP 2000-88044 A

  By the way, when a yaw damper is used to improve the stability of the carriage, the force generated by the yaw damper to suppress the vibration of the carriage acts as a force that excites the vibration of the car body on the car body side, resulting in bending vibration of the car body. May be exacerbated.

  Further, as described above, the vertical input from the track swings the vehicle body in the vertical direction and excites the bending vibration of the vehicle body. As the vehicle body becomes lighter and faster, and the ride quality in the left-right direction improves, the bending vibration of the vehicle body becomes a problem.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to provide a suspension control device that suppresses bending vibration of a vehicle body while suppressing vibration of a carriage.

  In order to solve the above-described problems, the present invention provides a yaw damper that is provided between a bogie of a railway vehicle and a vehicle body and that can adjust a damping force in the yaw direction applied to the railway vehicle, and a bogie vibration that detects vibration of the bogie. A suspension control device comprising: a detection means; and a control device for controlling the yaw damper by obtaining a damping force command value for attenuating vibrations in the longitudinal direction of the carriage detected by the carriage vibration detection means. In the eigenvalue range of the bending vibration of the vehicle body, the damping force of the yaw damper is controlled to be small.

  ADVANTAGE OF THE INVENTION According to this invention, the bending vibration of a vehicle body can be suppressed, suppressing the vibration of a trolley | bogie.

It is a front view showing a railway vehicle to which a suspension control device according to the first and fifth embodiments of the present invention is applied. It is the top view which looked at the trolley | bogie and the yaw damper in FIG. 1 from the upper side. It is a simulation model figure of a railway vehicle by a 1st embodiment. It is a simulation model figure which shows the yaw damper of the railway vehicle by 1st Embodiment. It is explanatory drawing which shows the arrangement | positioning relationship of the trolley | bogie in FIG. 1, a yaw damper, and an acceleration sensor. It is explanatory drawing which shows the state which the vehicle body is bending-vibrating. (A) is explanatory drawing which shows the state which the trolley is vibrating in translation in the front-back direction, (b) is explanatory drawing which shows the state in which the trolley is vibrating in the yaw direction. It is a characteristic diagram which shows body bending acceleration PSD, bogie yaw angular acceleration PSD, and damping force PSD. It is a front view which shows the rail vehicle to which the suspension control apparatus by the 2nd, 6th embodiment of this invention was applied. It is a characteristic diagram which shows the frequency characteristic of the vehicle body bending acceleration PSD, the bogie yaw angular acceleration PSD, and the notch filter gain. It is a block diagram which shows the control apparatus in FIG. It is a block diagram which shows the control apparatus by a 1st modification. It is a block diagram which shows the control apparatus by a 2nd modification. It is a block diagram which shows the control apparatus by a 3rd modification. It is a front view which shows the railway vehicle to which the suspension control apparatus by the 3rd Embodiment of this invention was applied. It is a flowchart which shows the control program of the yaw damper which the control apparatus in FIG. 15 performs. It is a front view which shows the rail vehicle to which the suspension control apparatus by the 4th Embodiment of this invention was applied. It is a flowchart which shows the control program of the yaw damper which the control apparatus in FIG. 17 performs. It is a flowchart which shows the control program of the yaw damper which the control apparatus by the 5th Embodiment of this invention performs. It is a flowchart which shows the control program of the yaw damper which the control apparatus by the 6th Embodiment of this invention performs.

  Hereinafter, a suspension control apparatus according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

1 to 8 show a first embodiment of the present invention. In FIG. 1, a railway vehicle 1 includes a vehicle body 2 on which, for example, passengers, passengers, etc. get on, and front and rear carts 3 ₁ and 3 ₂ provided on the lower side of the vehicle body 2. Hereinafter, the front carriage 3 ₁ and the rear carriage 3 ₂ are collectively referred to as a carriage 3 _i .

As shown in FIG. 2, the carriage 3 _i includes a carriage frame 5, an air spring 6, a wheel shaft 7, a shaft box 10, a traction link 11, and the like. The front carriage 3 ₁ and the rear carriage 3 ₂ are spaced apart from each other on the front side and the rear side of the vehicle body 2, and each of the carriages 3 ₁ and 3 ₂ is provided with four wheels 8. The railway vehicle 1 is driven to travel along the rail 4 in the direction indicated by the arrow A when moving forward, for example, as each wheel 8 rotates on the left and right rails 4 (only one shown).

  The cart frame 5 is configured by a frame body having an H shape, for example. Specifically, the bogie frame 5 is generally configured by a right beam 5A and a left beam 5B that are provided apart in the left-right direction, and two central transverse beams 5C and 5D that connect the side beams 5A and 5B. Has been.

The air springs 6 are respectively provided on both sides of the carriage frame 5 in the left-right direction, and elastically support the vehicle body 2 in the up-down direction with respect to the carriage 3 _i . The air spring 6 reduces vertical vibration between the vehicle body 2 and the carriage frame 5.

  The wheel shaft 7 includes left and right wheels 8 and an axle 9 that connects these two wheels 8. The wheel shaft 7 is disposed in front of and behind the bogie frame 5 and is rotatably supported by a main bearing (not shown) of the shaft box 10.

The axle box 10 is a housing of a main bearing that transmits the weight of the vehicle body 2 and the carriage 3 _{i to} the wheel shaft 7. The axle box 10 is connected to the side beams 5A and 5B of the carriage frame 5 by an axle spring and an axle damper (both not shown).

The tow link 11 is provided between the center pin 12 provided on the vehicle body 2 and the central cross beams 5C and 5D of the carriage 3 _i . The traction link 11 is constituted by, for example, a Z-shaped link mechanism as viewed from above, and transmits traction force and braking force applied in the front-rear direction between the vehicle body 2 and the carriage 3 _i . In addition, the tow link 11 has a rubber bush or the like so as to allow the vehicle body 2 to be displaced (moved) relative to the cart 3 _{i in the} vertical direction, the horizontal direction, the yaw (cart turn) direction, and the pitching direction. Constructed using. Then, the traction link 11, as can be transmitted traction and braking forces between the body 2 and the carriage 3 _i, the center pin 12 and the carriage 3 _i of the central cross beam 5C of the vehicle body 2, by connecting between the 5D Yes. The tow link 11 may be configured by an I-shaped link mechanism as viewed from above, or may be configured by another link mechanism.

Yaw damper 13 ₁₁ and yaw damper 13 ₁₂ is provided between the vehicle body 2 and the front bogie 3 ₁ respectively positioned before the right and left sides of the cart 3 ₁ of the bogie frame 5. Yaw damper 13 ₂₁ and yaw damper 13 ₂₂ is provided between the carriage 3 ₂ rear vehicle body 2 located respectively on the right and left sides of the rear bogie 3 ₂ of the bogie frame 5. Hereinafter, the front right side, the front left side, the rear right side, and the rear left side yaw dampers 13 ₁₁ , 13 ₁₂ , 13 ₂₁ , and 13 ₂₂ are collectively referred to as a yaw damper 13 _ij .

The yaw damper 13 _ij is connected to the vehicle body 2 and the carriage 3 _i via rubber bushes, for example. The yaw damper 13 _ij is configured using a cylinder device (for example, a damping force adjusting hydraulic shock absorber called a semi-active damper) that can individually adjust the damping force. The yaw damper 13 _ij is provided with a damping force adjusting valve (not shown) made of, for example, a proportional solenoid, and this damping force adjusting valve has a damping force characteristic that is a hard characteristic and a soft characteristic in order to reduce vibration of the carriage 3 _i. Adjust to any characteristic between.

In other words, the yaw damper 13 _ij individually controls the control signal 20 (described later) from the control device 20 so as to reduce the horizontal rotation (yawing) of the carriage 3 _i with respect to the vehicle body 2 in the horizontal direction. The damping force is variably controlled according to the command current. As a result, the yaw damper 13 _ij generates a control force for suppressing the vibration in the front-rear direction of the carriage 3 _i .

The yaw damper 13 _ij may be configured to continuously adjust the damping force characteristics between the hard characteristics and the soft characteristics, or may be configured to be adjustable in two stages or a plurality of stages.

  The acceleration sensor 14 is provided on the floor surface of the vehicle body 2 and is disposed on the front side portion of the vehicle body 2. The acceleration sensor 15 is provided on the floor surface of the vehicle body 2 and is disposed near the center in the traveling direction. The acceleration sensor 16 is provided on the floor surface of the vehicle body 2 and is disposed on the rear side of the vehicle body 2. These acceleration sensors 14 to 16 are used for calculating the primary bending mode of the vehicle body 2 and detect vertical acceleration at each position. The acceleration sensor 17 is disposed near the center of the vehicle body 2 and detects acceleration in the front-rear direction of the vehicle body 2. At this time, the acceleration sensors 14 to 17 constitute vehicle body vibration detection means for detecting the vibration of the vehicle body 2.

The acceleration sensor 18 _1, of the front bogie 3 _1, located in the center of the traveling direction (X direction), is disposed on the right end, the acceleration sensor _182, of the rear bogie 3 _2, the traveling direction (X It is located at the center of the direction) and is arranged at the right end. The acceleration sensor 19 ₁ is located at the left end of the front carriage 3 ₁ in the center of the traveling direction (X direction), and the acceleration sensor 19 ₂ is the traveling direction of the rear carriage 3 _2. Located in the center of (X direction), it is arranged at the left end. The acceleration sensors 18 ₁ and 19 ₁ detect the longitudinal acceleration of the front carriage 3 ₁ at each position, and the acceleration sensors 18 ₂ and 19 ₂ detect the longitudinal acceleration of the rear carriage 3 ₂ at each position. To do.

At this time, the acceleration sensors 18 ₁ , 18 ₂ , 19 ₁ , 19 ₂ constitute cart vibration detection means for detecting the vibrations of the carts 3 ₁ , 3 ₂ . Hereinafter, the right acceleration sensors 18 ₁ and 18 ₂ are collectively referred to as an acceleration sensor 18 _i . The left acceleration sensors 19 ₁ and 19 ₂ are collectively referred to as an acceleration sensor 19 _i .

Controller 20, for example, a microcomputer or the like, an acceleration sensor 14~17,18 _i, 19 _i is connected to its input side. Further, four yaw dampers 13 _ij arranged on the front right side, front left side, rear right side and rear left side of the railway vehicle 1 are connected to the output side of the control device 20. Then, the controller 20 generates a damping force command signal for the four yaw damper 13 _ij on the basis of a detection signal from the acceleration sensor 14~17,18 _i, 19 _i, the damping force of each yaw damper 13 _ij variable Control.

Specifically, the control device 20 determines a damping force command to a yaw damper 13 _ij provided between the vehicle body 2 and the carriage 3 _i based on detection signals from the acceleration sensors 14 to 17, 18 _i , 19 _i. The value is calculated, and a command current is supplied to the solenoid of each yaw damper 13 _ij . Thereby, the bending vibration of the vehicle body 2 and the yaw vibration of the carriage 3 _i are attenuated, and the riding comfort of the vehicle body 2 and the stability of the carriage 3 _i can be improved.

Note that the control device 20 performs, for example, acceleration acquisition processing, low-pass filter processing (hereinafter referred to as LPF processing), high-pass filter processing (hereinafter referred to as HPF processing), and phase compensator processing as a previous stage of calculating the damping force command value Etc. Specifically, the acceleration acquisition process, for example using an AD converter or the like, a detection signal of the acceleration sensor 14~17,18 _i, 19 _i consisting of an analog signal and converts into digital signals, various calculations To obtain the respective accelerations G1 to G8. In the LPF processing, high frequency noise is removed from the signals of accelerations G1 to G8. In the HPF process, the offset component is removed from the signals of the accelerations G1 to G8. In the process of the phase compensator, the phase characteristics of the signal deteriorated by the LPF process and the HPF process are improved.

Here, the primary bending mode of the vehicle body 2 and the longitudinal vibration of the carriage 3 _i will be described. FIG. 6 is a diagram conceptually showing a primary bending mode of the vehicle body 2, and shows a primary bending motion with the center of the vehicle body 2 as an abdomen. FIG. 7 is a conceptual diagram of the longitudinal vibration of the carriage 3 _i seen through from the top of the vehicle body 2. FIG. 7A shows the front and rear parallel mode of the carriage 3 _i , and FIG. 7B shows the yawing mode of the carriage 3 _i . The control device 20 controls the yaw damper 13 _ij so as to attenuate the vibration in the front-rear direction of the carriage 3 _i including these front-rear parallel vibration mode and yawing mode.

The bending vibration of the vehicle body 2 is an elastic vibration that appears when the vehicle body 2 is viewed as a beam supported at both ends with the carriage 3 _i as a support point. Of the vibration modes up to higher orders, the primary vibration of the vehicle body 2 is the present invention. Pay attention to the mode. In the primary bending of the vehicle body 2, the up-and-down deviation of the rail 4 (track) is mainly transmitted through the wheel shaft 7 → the carriage 3 _i → the vehicle body 2 and excited. Further, the longitudinal vibration of the carriage 3 _i also acts on the primary bending.

Next, in the railway vehicle 1 having the configuration described above, on the basis of the output of the acceleration sensor 14~17,18 _i, 19 _i, a description will be given of a control law when controlling the damping force of the yaw damper 13 _ij.

Hitting the calculation of the damping force command value in the control device 20 includes a parallel vibration mode vertical parallel vibration mode bending mode around the vehicle body 2, a front bogie 3 ₁ of upper and lower parallel vibration mode longitudinal parallel vibration mode yaw mode , and the rear bogie 3 and _second upper and lower parallel vibration mode longitudinal parallel vibration mode yaw mode, the back-and-forth movement mode of the right yaw damper 13 _11, and the back-and-forth movement mode of the left yaw damper 13 _12, and the back-and-forth movement mode right after the yaw damper 13 _21, modeling the railway vehicle 1 at 13 degrees of freedom of the back-and-forth movement mode of the rear left yaw damper 13 _22, to determine the optimal feedback using 26-order state equation.

Next, a method for calculating the state equation will be described. FIG. 3 is a model diagram obtained by modeling the railway vehicle 1 according to the present embodiment for simulation. The right direction in the figure (the direction indicated by arrow A) is the traveling direction of this model. The traveling direction is the X axis, the vertical direction of the vehicle body 2 is the Z axis, and the horizontal direction of the vehicle body 2 is the Y axis. In this model, in order to consider the primary bending vibration of the vehicle body 2, the vehicle body 2 is treated as a beam and the carriage 3 _i is treated as a rigid body.

The main symbols used in modeling are shown in Table 1. Unless otherwise noted, i = 1 is the front cart, i = 2 is the rear cart, j = 1 is the right cart, j = 2 is the left cart, h = 1 is the front cart, and h = 2 is the rear cart. Correspond. In addition, the dots in the equation mean first-order differentiation (d / dt) with respect to time t. If there are two dots, it means second order differentiation (d ² / dt ² ).

  First, modeling of the vehicle body 2 will be described. Regarding the modeling of the vehicle body 2, a model as a beam of the vehicle body 2 is as follows, for example, similarly to the vehicle body model of Patent Document 3.

  Assuming that the vehicle body 2 is a uniform elastic beam free at both ends, and considering inertia, internal viscosity, and bending rigidity, the vertical displacement z (x, t) of the vehicle body 2 at a position x in the longitudinal direction of the vehicle body 2 Thus, the following formula 1 is established.

Here, f _k (t) is an external force applied in the vertical direction of the vehicle body 2 at the position L _k , and δ (x) is a delta function. Expression 1 is developed as the following expression 2 by the mode analysis method with the displacement of each mode of the vehicle body 2 as q _Bm (m ≧ 1).

However, the vertical translational displacement of the vehicle body 2 and z _B, has a pitching displaced theta _B. Here, if a higher order mode (m> 3) than the primary bending of the vehicle body 2 is ignored, the following formulas 3 to 5 are obtained for the vehicle body 2 in each mode (m = 1, 2, 3). Holds.

However, f _Aiz is a supporting force by the air spring 6 at the position L _TCi . Further, ω and ζ are defined by the following equation (6).

  Moreover, the bending mode eigenfunction of the formula 5 is expressed by the following formula 7.

  Here, X = λx / L, and λ is a root corresponding to the primary bending mode of the following equation (8) which is a frequency equation.

Next, modeling of the coupling force of the vehicle body 2 will be described. The coupling force of the vehicle body 2 is expressed by the following equations 9 to 11 for the support portion of the axle box 10, the support portion of the vehicle body 2, the traction link 11, and the yaw damper _13ij .

Further, the yaw damper 13 _ij is modeled as shown in FIG. 4 for each of the yaw dampers 13 _ij . At this time, the longitudinal force of the yaw damper 13 _ij is mathematically expressed as in the equations (12) and (13).

However, the vehicle body side displacement x _DBij and the carriage side displacement x _DRij of the yaw damper 13 _ij are as shown in the following equations (14) and (15).

Here, the force f _DBij transmitted from the yaw damper 13 _ij to the vehicle body 2 is set to c _Dij = 0 during the semi-active control, and the generated force of the semi-active damper is set to F _ij ≠ 0. On the other hand, at the time of the passive damper, c _Dij ≠ 0, and the generated force of the semi-active damper is F _ij = 0. At this time, the vertical force at the support portion of the vehicle body 2 is as shown in the following equation (16).

  Next, the equation of motion will be described. The equation of motion for the 13-degree-of-freedom model is as shown in the following equations 17 to 22.

Based on these equations of motion and the equation of motion of the yaw damper 13 _ij , the following equation of state with 26 state quantities, 16 disturbance inputs and 4 control inputs (generated damping force of the yaw damper 13 _ij ) is obtained. Can be obtained.

However, the vectors of the state vector x _r , the disturbance input w, and the control input u are as shown in the following equations 24 to 26.

  In order to obtain optimum feedback using this state equation, state feedback K is given so as to minimize the evaluation function J that can be expressed by the following equation (27) with respect to the state equation, as in general modern control theory. That's fine.

According to the above control law, the bending vibration of the vehicle body 2 and the longitudinal vibration of the carriage 3 _i can be suppressed at the same time, and the riding comfort and the stability of the carriage 3 _i can be improved at the same time.

In realizing this system, the accelerations detected by the respective acceleration sensors 14 to 17 are G1 (vehicle body front, Z direction), G2 (car body center, Z direction), G3 (car body rear, Z direction), G4 (vehicle center, X direction). In addition, accelerations detected by the acceleration sensors 18 _i and 19 _i are G5 (front carriage right part, X direction), G6 (front carriage left part, X direction), G7 (rear carriage right part, X direction), G8 (rear). The left side of the carriage, the X direction). At this time, the acceleration component of the state vector x _r is obtained by the following equations 28 to 32, respectively. The state quantity may be obtained from information obtained by these acceleration sensors 14 to 17, 18 _i , 19 _i , or may be estimated by designing an appropriate state observer.

Here, d _s1 is the mounting interval of the acceleration sensors 18 ₁ and 19 ₁ for detecting the accelerations G5 and G6, and d _s2 is the mounting interval of the acceleration sensors 18 ₂ and 19 ₂ for detecting the accelerations G7 and G8. Further, the arrangement configuration of the acceleration sensors 14 to 17, 18 _i , 19 _{i and the} like can be appropriately changed as long as the state vector x _r described above can be obtained.

Next, FIG. 8 shows the power spectral density (hereinafter referred to as PSD) of the bending acceleration of the vehicle body 2 and the PSD of the yaw angular acceleration of the carriage 3 _i as vibration control results in the control law described above.

In FIG. 8, the solid line shows the case where the control law according to the first embodiment for controlling both the vibration of the carriage 3 _i and the bending vibration of the vehicle body 2 is applied, and the broken line shows the carriage 3 _i as a first comparative example. A case where a control law for controlling only vibration is applied is shown, a two-dot chain line shows a case where a hydraulic damper having a fixed damping force is used as a yaw damper 13 _ij as a second comparative example, and a one-dot chain line shows a third comparative example. The case where the _yo- yo damper 13 _ij is omitted is shown.

As shown in FIG. 8, in the first embodiment, compared with the first comparative example that controls only the vibration of the carriage 3 _i , the bending vibration of the vehicle body 2 is a third comparison in which the yaw damper 13 _ij is omitted. Decrease to the same extent as the example. Also, in the first embodiment, the vibration of the carriage 3 _i is less than that of the second comparative example used for the damping force-fixed yaw damper 13 _ij and the third comparative example in which the yaw damper 13 _ij is omitted. _It drops to the same extent as in the first comparative example that controls only the vibration of _i .

Thus, in the first embodiment, even if the damping force of the yaw damper 13 _ij is controlled to reduce the vibration of the carriage 3 _i , the bending vibration of the vehicle body 2 does not increase. That is, in the first embodiment, the deterioration of the bending vibration of the vehicle body 2 can be suppressed while the yaw vibration of the carriage 3 _i is suppressed. As a result, the primary bending vibration of the vehicle body 2 and the yaw vibration of the carriage 3 _i can be reduced.

FIG. 8 also shows the PSD of the damping force of the yaw damper 13 _ij . As shown in FIG. 8, in the first embodiment, compared to the first comparative example in which only the vibration of the carriage 3 _i is controlled, the bending vibration of the vehicle body 2 is taken into account around the eigenvalue around the bending of the vehicle body 2. In this frequency band, the damping force of the yaw damper 13 _ij is small.

Thus, in the present embodiment, the optimal feedback is obtained using the equation of state in consideration of the bending vibration of the vehicle body 2. Therefore, the control device 20 has an eigenvalue range of the bending vibration of the vehicle body 2 as compared with other frequency ranges. The damping force of the yaw damper 13 _ij can be reduced. For this reason, the vibration of the carriage 3 _i can be reduced without deteriorating the bending vibration of the vehicle body 2. As a result, the weight reduction of the vehicle 1, the stabilization of the carriage 3 _i , the speedup of the vehicle 1, and the improvement of the riding comfort can be achieved.

In the first embodiment, the vehicle body 2 is considered as a simple beam. However, in the equation of motion considering the torsion of the vehicle body 2, in addition to the primary bending component that bends with the center of the vehicle body 2 as the belly, the vehicle body 2 The vibration may be suppressed by using the yaw damper 13 _ij even in the motion mode in which the center of the motor is twisted.

  Next, FIGS. 9 to 11 show a second embodiment of the present invention. A feature of the second embodiment is that a filter that does not output a signal in a frequency band around the eigenvalue of the primary bending of the vehicle body is provided, and the damping force of the yaw damper is reduced in the frequency range around the eigenvalue of the primary bending of the vehicle body. It is in control to make it small. In the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 31 according to the second embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3 _i , the yaw damper 13 _ij , the acceleration sensors 18 _i and 19 _i , the control device 32, and the like. Is provided.

  However, in the first embodiment, the acceleration sensors 14 to 16 used for calculating the primary bending mode of the vehicle body 2 and the acceleration sensor 17 for detecting the longitudinal acceleration of the vehicle body 2 are omitted. It differs from the railway vehicle 1 according to the form.

Further, the control device 32 calculates a control force to be generated by the yaw damper 13 _ij from the accelerations G5 to G8 detected by the acceleration sensors 18 _i and 19 _{i in} accordance with a control law described later, and an arbitrary damping force is applied to the yaw damper 13 _ij. Is generated.

Next, a control rule for controlling the damping force of the yaw damper 13 _ij based on the outputs of the acceleration sensors 18 _i and 19 _{i in} the railway vehicle 31 according to the second embodiment will be described.

The control device 32 calculates a damping force command value for the yaw damper 13 _ij provided between the vehicle body 2 and the carriage 3 _i based on the accelerations G5 to G8 detected by the acceleration sensors 18 _i and 19 _i , A command current is supplied to the solenoid of the yaw damper 13 _ij . Thereby, the longitudinal vibration of the cart 3 _i is attenuated, and the stability of the cart 3 _i can be improved.

  Various specific control rules can be used, but in the second embodiment, skyhook control is used. Since this control law does not consider the vibration mode of the vehicle body 2, unlike the first embodiment, the acceleration sensors 14 to 17 provided in the vehicle body 2 are unnecessary, and the system configuration is simplified. Can do.

However, in a vehicle designed so that the eigenvalue of the longitudinal vibration of the carriage 3 _i matches the eigenvalue of the primary bending vibration of the vehicle body 2, as in Patent Document 2, for example, the vibration of the carriage 3 _i is caused by the yaw damper 13 _ij . If suppressed, the dynamic damper effect of the carriage 3 _i against primary bending vibration may be reduced. For this reason, there exists a possibility that a primary bending vibration may deteriorate.

Therefore, the control device 32 according to the second embodiment does not suppress only the vibration of the carriage 3 _{i having} a frequency component around the eigenvalue of the primary bending of the vehicle body 2. Specifically, the control device 32 does not output a signal in the frequency band around the eigenvalue of the primary bending of the vehicle body 2 with respect to the acceleration G5 to G8 signals detected by the acceleration sensors 18 _i and 19 _i . A filter 36 is provided. Thereby, in the vicinity of the primary bending eigenvalue of the vehicle body 2, the carriage 3 _i vibrates and acts as a dynamic damper, and as a result, deterioration of the primary bending of the vehicle body 2 can be prevented. Further, in the frequency band other than the vicinity of the primary bending eigenvalue of the vehicle body 2, the vibration of the carriage 3 _i is suppressed by the control of the yaw damper 13 _ij , so that the stability of the vehicle body 2 can be ensured.

  A control block of the control device 32 is shown in FIG. The control device 32 includes an acceleration acquisition unit 33, a low-pass filter 34 (hereinafter referred to as LPF 34), a high-pass filter 35 (hereinafter referred to as HPF 35), a notch filter 36, a phase compensator 37, a vibration controller 38, and a current output unit 39. .

The acceleration acquisition unit 33 includes, for example, an AD converter and the like, converts the detection signals of the acceleration sensors 18 _i and 19 _{i made} of analog signals into digital signals, and converts them into accelerations G5 to G8 through various arithmetic processes. To do. The LPF 34 removes high frequency noise from the time-varying acceleration G5 to G8 signals. The HPF 35 removes an offset component from the acceleration G5 to G8 signal.

  The notch filter 36 is composed of a band elimination filter, and attenuates a signal in a frequency band near the primary bending eigenvalue of the vehicle body 2 as compared to signals in other frequency bands, as shown in FIG. The notch filter 36 is realized by software processing in the control device 32 composed of, for example, a microcomputer. Due to the notch filter 36, the intensity of the signals of the accelerations G5 to G8 is such that the frequency band component near the primary bending eigenvalue of the vehicle body 2 is lower than the other frequency band components.

The phase compensator 37 improves the phase characteristics deteriorated by the filters 34 to 36. Vibration control unit 38 performs the vibration control operation based on the skyhook control law after converting the signal of the acceleration G5~G8 of the carriage 3 _i to the speed signal of the carriage 3 _i. The current output unit 39 outputs a command current to the yaw damper 13 _ij based on the damping force command value calculated by the vibration controller 38.

The control law of the control device 32 is as described above. Next, as a vibration control result in the control law described above, the PSD of the bending acceleration of the vehicle body 2 and the PSD of the yaw angular acceleration of the carriage 3 _i are shown in FIG. Show.

In FIG. 10, the solid line shows the case where the control law according to the second embodiment for controlling the vibration of the carriage 3 _i using the notch filter 36 is applied, and the broken line omits the notch filter 36 as a fourth comparative example. The case where a control law for controlling the vibration of the carriage 3 _i is applied is shown. The two-dot chain line shows a case where a hydraulic damper having a fixed damping force is used as the yaw damper 13 _ij as the second comparative example, and the one-dot chain line shows the third one. As a comparative example, a case in which the yaw damper 13 _ij is omitted is shown.

As shown in FIG. 10, in the second embodiment, the fourth comparative example for controlling the vibration of the carriage 3 _i by omitting the notch filter 36 and the second comparative example used for the yaw damper 13 _ij having a fixed damping force. As compared with the above, the bending vibration of the vehicle body 2 can be reduced.

Further, in the second embodiment, the vibration of the carriage 3 _i is less affected by the notch filter than in the second comparative example used for the yaw damper 13 _ij having a fixed damping force and the third comparative example in which the yaw damper 13 _ij is omitted. This can be reduced to the same level as in the fourth comparative example in which 36 is omitted and the vibration of the carriage 3 _i is controlled. Thus, in the second embodiment, it can be seen that the primary bending vibration of the vehicle body 2 and the yaw vibration of the carriage 3 _i can be reduced. In the second embodiment, the yaw vibration of the carriage 3 _i can be reduced by the control of the control device 32, and the primary bending vibration of the vehicle body 2 is improved as compared with the case where the notch filter 36 is omitted.

Thus, the railway vehicle 31 according to the second embodiment configured as described above can obtain substantially the same effects as those of the first embodiment. Further, the control device 32 includes a notch filter 36 that removes the eigenvalue range of the bending vibration of the vehicle body 2 with respect to the vibration in the front-rear direction of the carriage 3 _i detected by the acceleration sensors 18 _i and 19 _i . It is possible to suppress vibrations in other frequency bands without suppressing only the vibration of the carriage 3 _{i having} a frequency component around the eigenvalue of bending. Thus, even when the vibration of the carriage 3 _i is suppressed, the generation of the control force around the bending eigenvalue of the vehicle body 2 can be avoided, the bending vibration of the vehicle body 2 is not deteriorated, and the carriage 3 _i can be stabilized and driven. It is possible to improve comfort.

  In the second embodiment, the notch filter 36 is provided on the front side of the vibration controller 38 and performs a filtering process on the signals of the accelerations G5 to G8. However, the present invention is not limited to this. For example, as in the control device 41 according to the first modification shown in FIG. It is good also as a structure which is provided in the back | latter stage side of the controller 38, and performs a filter process with respect to the damping force command value which the vibration controller 38 output.

In the second embodiment, the control device 32 is configured to suppress vibration at each point where the acceleration sensors 18 _i and 19 _i are installed. However, the present invention is not limited to this, and may be applied to a control device 43 that suppresses yaw vibration of the carriage 3 _i as in the second modification shown in FIG. 13, for example. In this case, the control device 43 is provided with a yaw angular acceleration extraction unit 44 connected after the acceleration acquisition unit 33 and between the yaw angular acceleration extraction unit 44 and the vibration controller 45, the primary of the vehicle body 2. A notch filter 46 for attenuating a signal in a frequency band near the bending eigenvalue is connected and provided. Accordingly, the control device 43 extracts the yaw motion of the carriage 3 _i by the yaw angular acceleration extraction unit 44, and the vibration controller 45 outputs a damping force command value for suppressing the extracted yaw vibration of the carriage 3 _i .

  Furthermore, as in the control device 47 according to the third modification shown in FIG. 14, the second modification and the first modification may be combined. In this case, a notch filter 48 for attenuating a signal in a frequency band near the primary bending eigenvalue of the vehicle body 2 is provided on the rear stage side of the vibration controller 45, and filter processing is performed on the damping force command value output by the vibration controller 45. I do.

  In the second embodiment and the second modification, the notch filters 36 and 46 are provided on the rear side of the LPF 34 and the HPF 35, but may be provided on the front side of the LPF 34 and the HPF 35. The LPF 34 and the HPF 35 may be provided. You may provide between. When the LPF 34 and the HPF 35 are configured by a hardware filter circuit, the notch filters 36 and 46 are preferably provided on the downstream side of the LPF 34 and the HPF 35.

  Further, in the second embodiment, the vibration controller 45 is configured to calculate the damping force command value by the Skyhook control law. However, the present invention is not limited to this, and for example, the LQG control law and the H∞ control are used. The damping force command value may be calculated based on another control law such as a law. This configuration can also be applied to the first to third modifications.

  Next, FIG. 15 and FIG. 16 show a third embodiment of the present invention. The feature of the third embodiment resides in that when the traveling speed of the railway vehicle is equal to or higher than a predetermined threshold, control is performed so that the damping force of the yaw damper is increased even in the natural value range of the bending vibration of the vehicle body. . Note that in the third embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 51 according to the third embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3 _i , the yaw damper 13 _ij , the acceleration sensors 14 to 17, 18 _i , 19 _i , A control device 52 and the like are provided. In addition to this, the railway vehicle 51 further includes a speed sensor 53 as a traveling speed detecting means for detecting the traveling speed V. The speed sensor 53 may be one that directly detects the traveling speed, for example, one that is indirectly detected from the rotational speed of the wheels 8 or the like.

Controller 52 includes a control unit 20 by the first embodiment are substantially the same configuration, based on the acceleration G1~G8 detected by the acceleration sensor 14~17,18 _i, 19 _i, the damping force of the yaw damper 13 _ij To control. For this reason, the control device 52 reduces the damping force of the yaw damper 13 _ij within the eigenvalue range of the bending vibration of the vehicle body 2 when the traveling speed V of the railway vehicle 51 is lower than the predetermined threshold value V0 (V <V0). Control to do. At this time, the threshold value V0 is a lower limit value of the traveling speed V that prioritizes the stability of the carriage 3 _i over the comfort of riding comfort, and is a value obtained experimentally, for example.

However, when the traveling speed V of the railway vehicle 51 detected by the speed sensor 53 is equal to or higher than a predetermined threshold value V0 (V ≧ V0), the control device 52 is in the eigenvalue range of the bending vibration of the vehicle body 2. Control is performed to increase the damping force of the yaw damper _13ij . In this respect, the control device 52 according to the third embodiment is different from the control device 20 according to the first embodiment.

The control device 52 has a storage unit (not shown) including a ROM, a RAM, and the like, and a control program for the yaw damper 13 _ij shown in FIG. 16 is stored in this storage unit. Then, the controller 52 outputs by executing the control program for each predetermined control cycle, a command current corresponding to the damping force command value to the solenoid of the yaw damper 13 _ij. Thereby, the yaw damper 13 _ij reduces the vibration of the carriage 3 _i .

Next, a control program for the yaw damper 13 _ij executed by the control device 52 for each control cycle will be described with reference to FIG.

First, the control unit 52, in step 1, to obtain the acceleration G1~G8 using the detection signal of the acceleration sensor 14~17,18 _i, 19 _i. In step 2, LPF processing, HPF processing, and phase compensator processing are performed as preprocessing on the signals of the accelerations G1 to G8. In step 3, the traveling speed V of the railway vehicle 51 is acquired using the detection signal of the speed sensor 53.

In subsequent step 4, it is determined whether or not the traveling speed V is lower than a predetermined threshold value V0 (V <V0). If “YES” is determined in Step 4, the railcar 51 is traveling at a low speed, so the process proceeds to Step 5 to set parameters for vibration control of the carriage 3 _i and parameters for bending vibration control of the vehicle body 2. To do.

On the other hand, if “NO” is determined in step 4, the railway vehicle 51 is traveling at a high speed. Therefore, the process proceeds to step 6, omitting parameters for bending vibration control of the vehicle body 2, and vibration control of the carriage 3 _i . Set parameters for. That is, in step 6, even if a bending mode displacement q of the vehicle body 2 occurs, this displacement q is not reflected in the control of the yaw damper _13ij .

In the subsequent step 7, vibration control is calculated using the parameters set in step 5 or 6, and a damping force command value is calculated. Finally, in step 8, a command current corresponding to the damping force command value is output to the yaw damper _13ij .

Thus, the railway vehicle 51 according to the third embodiment configured as described above can obtain substantially the same operational effects as those of the first embodiment. In the third embodiment, the degree to which the bending vibration of the vehicle body 2 is reduced is switched according to the traveling speed V of the railway vehicle 51. That is, when the railway vehicle 51 is traveling at a low speed, the control device 52 controls the damping force of the yaw damper 13 _ij to be small within the eigenvalue range of the bending vibration of the vehicle body 2. For this reason, when the railway vehicle 51 is traveling at a low speed, both the ride comfort and the stability of the carriage 3 _i can be achieved.

On the other hand, the control device 52 increases the damping force of the yaw damper 13 _ij when the railway vehicle 51 is traveling at a high speed, even when the railway vehicle 51 is traveling at a low speed, even when the railway vehicle 51 is traveling at a low speed. To control. For this reason, when the railway vehicle 51 is traveling at high speed, the stability of the carriage 3 _i can be prioritized over the comfort of riding comfort.

The bending vibration of the vehicle body 2 increases as the traveling speed V increases. Thus, switching control is performed only at a running speed V leaving trouble in stability of the carriage 3 _i, the speed range not to interfere with the stability of the carriage 3 _i, control in consideration of bending vibration of the vehicle body 2 as much as possible It is desirable to be a law.

Normally, speed zones that interfere with stability are not used in commercial operation. For this reason, it is considered that control switching is rarely performed during commercial operation. However, in the third embodiment, for example, in a special situation such as a running test at a speed higher than the business speed, an unexpected trajectory deviation that excites the snake behavior of the carriage 3 _i during the business operation, etc. Thus, the stability of the cart 3 _i can be ensured.

In the third embodiment, the case where the parameter is switched according to the traveling speed V has been described as an example. However, the present invention is not limited to the parameter switching. For example, the vehicle body bending acceleration (d ² q _B / dt ² ) during control input is forcibly masked to 0 (zero) (d ² q _B / dt ² = 0). Any means can be adopted as long as it can be prevented from being controlled.

  Further, in the third embodiment, the case where the presence / absence of bending control of the vehicle body 2 is switched in two ways according to the traveling speed V has been described as an example, but a plurality of steps or continuously depending on the traveling speed V is described. The parameter may be switched.

  Next, FIG. 17 and FIG. 18 show a fourth embodiment of the present invention. The feature of the fourth embodiment is that the effectiveness of the notch filter is switched in accordance with the traveling speed of the railway vehicle. Note that in the fourth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 61 according to the fourth embodiment is substantially the same as the railway vehicle 31 according to the second embodiment. The vehicle body 2, the carriage 3 _i , the yaw damper 13 _ij , the acceleration sensors 18 _i and 19 _i , the control device 62, and the like. Is provided. In addition to this, the railway vehicle 61 further includes a speed sensor 63 as a traveling speed detecting means for detecting the traveling speed V. The speed sensor 63 is substantially the same as the speed sensor 53 according to the third embodiment.

The control device 62 is configured in substantially the same manner as the control device 32 according to the second embodiment. The control device 62 controls the damping force of the yaw damper 13 _ij based on the accelerations G5 to G8 detected by the acceleration sensors 18 _i and 19 _i . Specifically, when the traveling speed V of the railway vehicle 61 is lower than a predetermined threshold value V0 (V <V0), the control device 62 _reduces the damping force of the yaw damper 13 _ij within the eigenvalue range of the bending vibration of the vehicle body 2. Is controlled to be small.

However, when the traveling speed V of the railway vehicle 61 detected by the speed sensor 63 is equal to or higher than a predetermined threshold value V0 (V ≧ V0), the control device 62 is within the eigenvalue range of the bending vibration of the vehicle body 2. Control is performed to increase the damping force of the yaw damper _13ij . In this respect, the control device 62 according to the fourth embodiment is different from the control device 32 according to the second embodiment.

The control device 62 has a storage unit (not shown) including a ROM, a RAM, and the like, and a control program for the yaw damper 13 _ij shown in FIG. 18 is stored in this storage unit. Then, the controller 62 outputs by executing the control program for each predetermined control cycle, a command current corresponding to the damping force command value to the solenoid of the yaw damper 13 _ij. Thereby, the yaw damper 13 _ij reduces the vibration of the carriage 3 _i .

Next, a control program for the yaw damper 13 _ij executed by the control device 62 every control cycle will be described with reference to FIG.

First, in step 11, the control device 62 acquires accelerations G5 to G8 using detection signals from the acceleration sensors 18 _i and 19 _i . In step 12, LPF processing, HPF processing, and phase compensator processing are performed as preprocessing on the signals of the accelerations G5 to G8. In step 13, the traveling speed V of the railway vehicle 61 is acquired using the detection signal of the speed sensor 63.

  In the following step 14, it is determined whether or not the traveling speed V is lower than a predetermined threshold value V0 (V <V0). If it is determined as “YES” in step 14, the railway vehicle 61 is traveling at a low speed, and the process proceeds to step 15. In step 15, the acceleration G5 to G8 signals are subjected to filter processing similar to that of the notch filter 36 according to the second embodiment, and signals in the frequency band near the primary bending eigenvalue of the vehicle body 2 are changed to other frequencies. Attenuate compared to band signal. For this reason, in the fourth embodiment, the process of step 15 corresponds to the filter of the present invention. When the processing of the notch filter ends, the process proceeds to step 16.

  On the other hand, when it is determined as “NO” in step 14, the railway vehicle 61 is traveling at high speed. For this reason, the processing of the notch filter in consideration of the bending vibration of the vehicle body 2 is not performed, and the process proceeds to step 16 as it is.

In the following step 16, the vibration control is calculated using the acceleration G5-8 signal subjected to the notch filter processing in step 15 or the acceleration G5-8 signal not subjected to the notch filter processing, and the damping force command value is obtained. calculate. Finally, in step 17, a command current corresponding to the damping force command value is output to the yaw damper _13ij .

  Thus, the railway vehicle 61 according to the fourth embodiment configured as described above can obtain substantially the same operational effects as those of the first and third embodiments.

  In the fourth embodiment, the case where the present invention is applied to the control device 62 substantially similar to the control device 32 according to the second embodiment has been described as an example. However, the control according to the first to third modifications is described. You may apply to the apparatus 41,43,47. When the fourth embodiment is applied to the control devices 41 and 47 according to the first and third modifications, the vibration control calculation in step 16 may be performed before step 14.

  Further, in the fourth embodiment, an example in which the presence / absence of the notch filter processing is switched in two ways according to the traveling speed V has been described. However, the notch filter processing is performed in multiple steps or continuously according to the traveling speed V. It may be switched.

  Next, FIG. 1 and FIG. 19 show a fifth embodiment of the present invention. The feature of the fifth embodiment is that control is performed so that the damping force of the yaw damper is increased even when the vibration of the carriage is equal to or greater than a predetermined threshold value, even within the natural value range of the bending vibration of the vehicle body. In the fifth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

The railway vehicle 71 according to the fifth embodiment is substantially the same as the railway vehicle 1 according to the first embodiment. The vehicle body 2, the carriage 3 _i , the yaw damper 13 _ij , the acceleration sensors 14 to 17, 18 _i , 19 _i , A control device 72 and the like are provided.

Controller 72, a control unit 20 by the first embodiment are substantially the same configuration, based on the acceleration G1~G8 detected by the acceleration sensor 14~17,18 _i, 19 _i, the damping force of the yaw damper 13 _ij To control. Therefore, the control device 72, as the vibration of the bogie 3 _i, but when the yaw angular acceleration power P of the carriage 3 _i is smaller than a predetermined threshold value P0 (P <P0), eigenvalue range of the vehicle body 2 bending vibration The damping force of the yaw damper 13 _ij is controlled to be small.

At this time, the yaw angular acceleration power P of the carriage 3 _i is obtained from detection signals (accelerations G5 to G8) from the acceleration sensors 18 _i and 19 _i . Further, the threshold value P0 is a lower limit value of the yaw angular acceleration power P that prioritizes the stability of the carriage 3 _i over the comfort of riding comfort, and is a value obtained experimentally, for example.

However, when the yaw angular acceleration power P of the carriage 3 _i is greater than or equal to the predetermined threshold value P0 (P ≧ P0), the control device 72 does not change the yaw damper 13 _ij even in the eigenvalue range of the bending vibration of the vehicle body 2. Control to increase the damping force. In this respect, the control device 72 according to the fifth embodiment is different from the control device 20 according to the first embodiment.

The control device 72 has a storage unit (not shown) including a ROM, a RAM, and the like, and a control program for the yaw damper 13 _ij shown in FIG. 19 is stored in this storage unit. Then, the controller 72 outputs by executing the control program for each predetermined control cycle, a command current corresponding to the damping force command value to the solenoid of the yaw damper 13 _ij. Thereby, the yaw damper 13 _ij reduces the vibration of the carriage 3 _i .

Next, a control program for the yaw damper 13 _ij executed by the control device 72 every control cycle will be described with reference to FIG.

First, the control unit 72, in step 21, acquires the acceleration G1~G8 using the detection signal of the acceleration sensor 14~17,18 _i, 19 _i. In step 22, LPF processing, HPF processing, and phase compensator processing are performed as preprocessing on the signals of the accelerations G1 to G8. In step 23, by using the acceleration G5~G8 by the acceleration sensor 18 _i, 19 _i, it is calculated before carriage 3 ₁ and the rear bogie 3 ₂ of yaw angular acceleration power P, respectively.

In step 24, before carriage 3 ₁ and out of the rear bogie 3 ₂ of the yaw angle acceleration power P, it determines whether is lower than a predetermined threshold value P0 previously determined larger (P <P0). If “YES” is determined in step 24, the vibration level of the carriage 3 _i is low, and therefore the process proceeds to step 25 to set parameters for vibration control of the carriage 3 _i and parameters for bending vibration control of the vehicle body 2. .

On the other hand, if “NO” is determined in step 24, the vibration level of the carriage 3 _i is high, so the process proceeds to step 26, omitting parameters for bending vibration control of the vehicle body 2, and for controlling vibration of the carriage 3 _i . Set the parameters. The process in step 26 is the same as that in step 6 according to the third embodiment described above.

In the following step 27, vibration control is calculated using the parameters set in step 25 or step 26, and a damping force command value is calculated. Finally, in step 28, a command current corresponding to the damping force command value is output to the yaw damper _13ij .

Thus, the railroad vehicle 71 according to the fifth embodiment configured as described above can obtain substantially the same operational effects as those of the first embodiment. In the fifth embodiment, the degree to which the bending vibration of the vehicle body 2 is reduced is switched according to the vibration level of the carriage 3 _i . That is, when the vibration level of the carriage 3 _i is low, the control device 72 performs control so that the damping force of the yaw damper 13 _ij is reduced within the natural value range of the bending vibration of the vehicle body 2. For this reason, when the vibration level of the carriage 3 is small, both the riding comfort and the stability of the carriage 3 _i can be achieved.

On the other hand, when the vibration level of the bogie 3 _i is high, the control device 72 increases the damping force of the yaw damper 13 _ij even when the vibration level of the bogie 3 _i is small, even in the natural value range of the bending vibration of the vehicle body 2. Control to increase. For this reason, when the vibration level of the carriage 3 _i is high, the stability of the carriage 3 _i can be prioritized over the comfort of riding comfort.

In the fifth embodiment, the case where the parameter is switched according to the vibration of the carriage 3 _i has been described as an example. However, the present invention is not limited to the parameter switching. For example, the vehicle body bending acceleration (d ² q _B / dt ² ) during control input is forcibly masked to 0 (zero) (d ² q _B / dt ² = 0). Any means can be adopted as long as it can be prevented from being controlled.

In the fifth embodiment, the case of switching in two ways according to the vibration of the carriage 3 _i has been described as an example. However, the parameters are switched in a plurality of steps or continuously according to the vibration of the carriage 3 _i. Also good.

  Next, FIG. 9 and FIG. 20 show a sixth embodiment of the present invention. The feature of the sixth embodiment is that the effectiveness of the notch filter is switched according to the vibration of the carriage. Note that in the sixth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

The railway vehicle 81 according to the sixth embodiment is substantially the same as the railway vehicle 31 according to the second embodiment. The vehicle body 2, the carriage 3 _i , the yaw damper 13 _ij , the acceleration sensors 18 _i and 19 _i , the control device 82, and the like. Is provided.

The control device 82 is configured in substantially the same manner as the control device 32 according to the second embodiment. The control device 82 controls the damping force of the yaw damper 13 _ij based on the accelerations G5 to G8 detected by the acceleration sensors 18 _i and 19 _i . Specifically, the control device 82, as the vibration of the bogie 3 _i, but when the yaw angular acceleration power P of the carriage 3 _i is smaller than a predetermined threshold value P0 (P <P0), the eigenvalues of the vehicle body 2 bending vibration The range is controlled so that the damping force of the yaw damper 13 _ij is reduced.

However, when the yaw angular acceleration power P of the carriage 3 _i is greater than or equal to the predetermined threshold value P0 (P ≧ P0), the control device 82 sets the yaw damper 13 _ij even in the natural value range of the bending vibration of the vehicle body 2. Control to increase the damping force. In this respect, the control device 82 according to the sixth embodiment is different from the control device 32 according to the second embodiment.

The control device 82 has a storage unit (not shown) including a ROM, a RAM, and the like, and a control program for the yaw damper 13 _ij shown in FIG. 20 is stored in this storage unit. Then, the controller 82 outputs by executing the control program for each predetermined control cycle, a command current corresponding to the damping force command value to the solenoid of the yaw damper 13 _ij. Thereby, the yaw damper 13 _ij reduces the vibration of the carriage 3 _i .

Next, a control program for the yaw damper 13 _ij executed by the control device 82 every control cycle will be described with reference to FIG.

First, in step 31, the control device 82 acquires accelerations G5 to G8 using detection signals of the acceleration sensors 18 _i and 19 _i . In step 32, LPF processing, HPF processing, and phase compensator processing are performed as preprocessing on the signals of the accelerations G5 to G8. In step 23, by using the acceleration G5~G8 by the acceleration sensor 18 _i, 19 _i, it is calculated before carriage 3 ₁ and the rear bogie 3 ₂ of yaw angular acceleration power P, respectively.

In step 34, before carriage 3 ₁ and out of the rear bogie 3 ₂ of the yaw angle acceleration power P, it determines whether is lower than a predetermined threshold value P0 previously determined larger (P <P0). If "YES" is determined in the step 34, the vibration level of the carriage 3 _i is low, and the process proceeds to the step 35. In step 35, the signal of acceleration G5 to G8 is subjected to filter processing similar to that of the notch filter 36 according to the second embodiment, and the signal in the frequency band near the primary bending eigenvalue of the vehicle body 2 is changed to other frequencies. Attenuate compared to band signal. For this reason, in the sixth embodiment, the process of step 35 corresponds to the filter of the present invention. When the processing of the notch filter ends, the process proceeds to step 36.

On the other hand, when it is determined “NO” in step 34, the vibration level of the carriage 3 _i is high. Therefore, the process proceeds to step 36 as it is without performing the notch filter process considering the bending vibration of the vehicle body 2.

In the following step 36, vibration control is calculated using the acceleration G5 to G8 signal subjected to the notch filter processing in step 35 or the acceleration G5 to G8 signal not subjected to the notch filter processing, and the damping force command value is obtained. calculate. Finally, in step 37, a command current corresponding to the damping force command value is output to the yaw damper _13ij .

  Thus, the railway vehicle 81 according to the sixth embodiment configured as described above can obtain substantially the same operational effects as those of the first and fifth embodiments.

  In the sixth embodiment, the case where the present invention is applied to the control device 82 that is substantially the same as the control device 32 according to the second embodiment has been described as an example. However, the control according to the first to third modifications is described. You may apply to the apparatus 41,43,47. When the sixth embodiment is applied to the control devices 41 and 47 according to the first and third modifications, the vibration control calculation in step 36 may be performed before step 34.

Further, in the sixth embodiment, an example of switching in two ways, depending whether the processing of the notch filter to the vibration of the bogie 3 _i, a plurality of stages or continuously notches according to the oscillation of the bogie 3 _i Filter processing may be switched.

In the fifth and sixth embodiments, whether to perform ride comfort control that suppresses bending vibration of the vehicle body 2 is switched according to the vibration of the carriage 3 _i . The present invention is not limited to this, and may be configured to switch whether or not to perform ride comfort control that suppresses bending vibration of the vehicle body 2 in accordance with the traveling speed in addition to the vibration of the carriage 3 _i . That is, the third embodiment may be combined with the fifth embodiment, and the fourth embodiment may be combined with the sixth embodiment.

In each of the above embodiments, the case where the yaw damper 13 _ij is a semi-active damper has been described as an example. Instead, an active damper (either an electric actuator or a hydraulic actuator) is used. Also good. When the active damper is used, the ride comfort and the stability of the carriage 3 _i can be improved more effectively.

  Next, the invention included in each of the embodiments will be described. According to the present invention, the control device performs control so as to reduce the damping force of the yaw damper within the eigenvalue range of the bending vibration of the vehicle body. At this time, the control device controls the damping force of the yaw damper so as to attenuate the vibration of the carriage detected by the carriage vibration detecting means. Thereby, the vibration of the carriage can be suppressed and the carriage can be stabilized. On the other hand, the control device reduces the damping force of the yaw damper in the natural value range of the bending vibration of the vehicle body as compared with other frequency ranges. For this reason, even if the damping force of the yaw damper is controlled to suppress the vibration of the carriage, the bending vibration of the vehicle body does not increase. As a result, the bending vibration of the vehicle body can be suppressed and the ride comfort can be improved, so that both the stabilization of the carriage and the improvement of the ride comfort can be achieved even when the vehicle is reduced in weight and speed. .

  According to the present invention, the vehicle further includes a vehicle body vibration detecting unit that detects a bending vibration of the vehicle body, and the control device detects the vibration in the front-rear direction of the carriage detected by the carriage vibration detecting unit and the bending of the vehicle body detected by the vehicle body vibration detecting unit. A yaw damper is controlled by obtaining a damping force command value for damping the vibration. Thus, the control device can positively control the yaw damper so as to suppress both the bending vibration of the vehicle body and the vibration of the carriage.

  According to the present invention, the control device includes the filter for attenuating the eigenvalue range of the bending vibration of the vehicle body with respect to the longitudinal vibration or damping force command value of the bogie detected by the bogie vibration detecting means, and the eigenvalue of the bending vibration of the vehicle body The damping force of the yaw damper is controlled in a frequency band outside the range. As a result, even when the vibration of the carriage is suppressed, the generation of control force around the bending eigenvalue of the vehicle body is avoided, so that the bending vibration of the vehicle body is not deteriorated, and both the stabilization of the carriage and the improvement of the riding comfort are achieved. Can do.

  According to the present invention, the vehicle further includes travel speed detection means for detecting the travel speed of the railway vehicle, and the control device has an eigenvalue range of the bending vibration of the vehicle body when the detection value of the travel speed detection means is equal to or greater than a predetermined threshold. Even so, the damping force of the yaw damper is controlled to increase. For this reason, when the railway vehicle is traveling at a low speed, it is possible to suppress the vibration of the carriage while considering the bending vibration of the vehicle body, and it is possible to achieve both improvement in riding comfort and stability of the carriage. On the other hand, when the railway vehicle is traveling at a high speed, the vibration of the carriage can be suppressed without considering the bending vibration of the vehicle body, and the stability of the carriage can be prioritized over the comfort of riding comfort.

  According to the present invention, the control device controls the yaw damper to increase the damping force even when the detection value of the cart vibration detection means is equal to or greater than the predetermined threshold value, even within the natural value range of the bending vibration of the vehicle body. For this reason, when the vibration of the carriage is small, it is possible to suppress the vibration of the carriage while considering the bending vibration of the vehicle body, and it is possible to achieve both improvement in riding comfort and stability of the carriage. On the other hand, when the vibration of the carriage is large, the vibration of the carriage can be suppressed without considering the bending vibration of the vehicle body, and the stability of the carriage can be prioritized over the comfort of riding comfort.

1, 31, 51, 61, 71, 81 Railway vehicle 2 Car body 3 _i bogie 5 Bogie frame 6 Air spring 8 Wheel 10 Axle box 11 Traction link 13 _ij Yaw damper 14-17 Acceleration sensor (car body vibration detecting means)
18 _i , 19 _i acceleration sensor (cart vibration detection means)
20, 32, 41, 43, 47, 52, 62, 72, 82 Control device 36, 42, 46, 48 Notch filter (filter)
53, 63 Speed sensor (travel speed detection means)

Claims (5)

A yaw damper that is provided between the bogie of the railway vehicle and the vehicle body and that can adjust the damping force in the yaw direction applied to the railway vehicle, bogie vibration detecting means that detects vibration of the bogie, and detected by the bogie vibration detecting means A suspension control device comprising a control device for controlling the yaw damper by obtaining a damping force command value for attenuating vibrations in the longitudinal direction of the carriage,
The control device includes:
The suspension control device according to claim 1, wherein the damping force of the yaw damper is controlled to be small within a natural value range of the bending vibration of the vehicle body. Further comprising vehicle body vibration detection means for detecting bending vibration of the vehicle body,
The control device controls the yaw damper by obtaining a damping force command value for attenuating the longitudinal vibration of the carriage detected by the carriage vibration detecting means and the bending vibration of the vehicle body detected by the vehicle body vibration detecting means. The suspension control apparatus according to claim 1, wherein   The control device includes a filter for attenuating an eigenvalue range of bending vibration of the vehicle body with respect to vibrations in the longitudinal direction of the carriage detected by the bogie vibration detecting means or the damping force command value, and an eigenvalue of bending vibration of the vehicle body The suspension control device according to claim 1, wherein a damping force of the yaw damper is controlled in a frequency band other than the range. A travel speed detecting means for detecting the travel speed of the railway vehicle;
The control device performs control so that the damping force of the yaw damper is increased even when the detected value of the traveling speed detecting means is equal to or greater than a predetermined threshold value, even in the natural value range of the bending vibration of the vehicle body. The suspension control device according to any one of claims 1 to 3.   The control device performs control so that the damping force of the yaw damper is increased even when the detection value of the cart vibration detection means is equal to or greater than a predetermined threshold value, even in the natural value range of the bending vibration of the vehicle body. The suspension control device according to any one of claims 1 to 3.

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