JP2015217714A - Brake control structure of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a brake control structure of a railway vehicle which has a small full active actuator function that does not need a power source.SOLUTION: A brake control structure 120 for a railway vehicle has a brake control device including a damper 10 provided between a dolly 153 and a vehicle body 151 and a reservoir tank 20 connected with the damper 10. The brake control device includes: a first brake control device 110A; and a second brake control device 110B. The first brake control device 110A includes: a first damper 10A; a shrinkable on-road passage R connecting a head side chamber 10a with an accumulator 60; and an extendable on-road passage R3 connecting a rod side chamber 10b with the head side chamber 10a. The second brake control device 110B has a structure similar to the first brake control device 110A. The first damper 10A included in the first brake control device 110A and a second damper 10B included in the second brake control device 110B are disposed at facing positions.

Description

  The present invention relates to a vibration suppression control structure provided in a railway vehicle, and more particularly to a technique for improving a vibration suppression function of a railway vehicle by causing a semi-active damper to function as a full active actuator.

  A full active actuator or a semi-active damper is adopted as a vibration suppression control device for a suspension provided in a railway vehicle. When a fully active actuator detects a vehicle shake using an acceleration sensor or the like, the controller calculates the magnitude and direction of the required pressure and sends a command to the actuator provided between the vehicle body and the left and right movement of the vehicle body. Suppress.

  Such a fully active actuator exhibits excellent vibration damping performance and contributes to improving the ride comfort of the vehicle. However, on the other hand, in addition to requiring a dedicated power source, the apparatus is required to be large and consume power, and there are problems in terms of installation space and cost. For this reason, a semi-active damper using a variable damping damper or the like instead of the actuator is also widespread. Semi-active dampers do not require a dedicated power source. For this reason, while not being able to carry out exact | strict pressure adjustment, the merit in installation space and a cost surface is acquired.

  Patent Document 1 discloses a technique related to a vibration control device. In the vibration control device, a reservoir tank is connected to the head side chamber of the vibration suppression control cylinder via a check valve. Further, a rod side flow path connected to the rod side chamber of the vibration suppression control cylinder, a head side flow path connected to the head side chamber, and a reservoir side flow path connected to the reservoir tank are provided. In addition, a switching valve that controls communication / blocking of the head side channel and the rod side channel and between the head side channel and the reservoir side channel is provided. In addition, a relief valve is provided in a flow path connecting the rod side flow path and the reservoir tank, and an accumulator is connected to the rod side flow path. Then, by accumulating pressure in the accumulator, it is possible to function as an accumulator type full active actuator.

  Patent Document 2 discloses a technique related to a vibration damper for a railway vehicle. A reservoir tank is connected to the head side chamber of the vibration suppression control cylinder via a check valve. Further, a rod side flow path connected to the rod side chamber of the vibration suppression control cylinder, a head side flow path connected to the head side chamber, and a reservoir side flow path connected to the reservoir tank are provided. In addition, a first proportional valve and a second proportional valve are connected to the rod side flow path. The first proportional valve is connected to the head side flow path, the second proportional valve is connected to the reservoir side flow path, and a fail safe valve, an orifice, and a relief valve are connected to the head side flow path. For this reason, switching between on-load control and unload control is performed when hydraulic oil passes through either the first proportional valve or the second proportional valve.

JP 2007-296936 A JP 2011-088623 A

  In Patent Document 1, pressure is accumulated during an on-load operation using an accumulator, and an unload operation is performed by supplying pressure to the damper using the pressure. However, while accumulator is accumulating, a full active actuator is used. Cannot function. On the other hand, Patent Document 2 uses a proportional relief valve. Since the proportional relief valve does not actively supply hydraulic oil to the damper, it seems that a high damping function cannot be obtained. Therefore, there is a strong demand for a vibration suppression control device that does not require external power and can take a longer time to function as a fully active actuator.

  Accordingly, an object of the present invention is to provide a vibration suppression control device for a railway vehicle that does not require a power source and that exhibits a full active actuator function more efficiently.

  In order to achieve the above object, a vibration suppression control structure for a railway vehicle according to an aspect of the present invention has the following characteristics.

(1) A railcar damping system having a damping control device including a damping control cylinder provided between a carriage and a vehicle body, and a reservoir tank connected to a head side chamber of the damping control cylinder. In the vibration control structure, the vibration suppression control device includes a first vibration suppression control device and a second vibration suppression control device, and the first vibration suppression control device includes a first vibration suppression control cylinder and the first vibration suppression control device. A first flow path connecting the head side chamber provided in the vibration suppression control cylinder and the first accumulator; the rod side chamber provided in the first vibration suppression control cylinder; and the head side chamber via a proportional valve. A second flow path to be connected, wherein the second vibration suppression control device connects the second vibration suppression control cylinder, the head side chamber provided in the second vibration suppression control cylinder, and the second accumulator. The third flow path and the second vibration damping A fourth flow path connecting the rod side chamber provided in the cylinder for use with the head side chamber via a proportional valve, and a first vibration suppression control cylinder of the first vibration suppression control device; The second vibration suppression control cylinder of the second vibration suppression control device is arranged at a position facing each other.

(2) In the vibration suppression control structure for a railway vehicle according to (1), as the first operation, when the first vibration suppression control cylinder is operated, pressure is accumulated in the first accumulator. The second vibration suppression control cylinder performs an on-load operation, and as a second operation, when the second vibration suppression control cylinder performs an unload operation, the first vibration suppression control cylinder has an accumulated pressure. The pressure supply from the first accumulator is received, and as the third operation, the second vibration suppression control cylinder operates to accumulate pressure in the second accumulator, and at that time, the first vibration suppression control The cylinder performs an on-load operation. As a fourth operation, when the first vibration suppression control cylinder performs an unload operation, the second vibration suppression control cylinder receives the accumulated pressure from the second accumulator. Receiving pressure supply, Serial to perform the first operation to the fourth operation in accordance with the state of the body, to switch the proportional valve, is preferred.

  According to the aspect described in the above (1) or (2), the first vibration suppression control device and the second vibration suppression control device accumulate the pressure in the fluid circuit in the accumulator at the time of on-load, and accumulate the pressure in the accumulator. By supplying pressure from the accumulator to the vibration suppression control cylinder during loading, it is possible to function as a full active actuator. The first vibration suppression control device and the second vibration suppression control device are arranged at positions where the first vibration suppression control cylinder and the second vibration suppression control cylinder face each other. As a result, in a situation where one side enters the on-road operation and accumulates pressure in the accumulator, the other side enters the on-road operation and can generate a damping force. In addition, in a situation where one side is in an unloading operation, the other side can receive pressure supply from the accumulated accumulator and generate a damping force. That is, the first vibration suppression control cylinder and the second vibration suppression control cylinder can exhibit vibration suppression force alternately.

  Therefore, the function of the full active actuator can be exhibited without separately requiring air or a hydraulic pump, and it can contribute to improving the riding comfort of the vehicle.

It is a hydraulic circuit diagram of this embodiment of this embodiment. It is sectional drawing of a rail vehicle of this embodiment. It is a side view of a railway vehicle of this embodiment. It is a schematic diagram which shows the state of a trolley | bogie from the upper surface of a railway vehicle of this embodiment. It is a hydraulic circuit figure in the case of contraction on-road operation of this embodiment. It is a hydraulic circuit figure in the case of extension unloading operation of this embodiment. It is a hydraulic circuit figure in the case of extension on-road operation of this embodiment. It is explanatory drawing showing the 1st operation | movement of the vibration suppression control structure of this embodiment. It is explanatory drawing showing the 2nd operation | movement of the vibration suppression control structure of this embodiment. It is explanatory drawing showing the 3rd operation | movement of the vibration suppression control structure of this embodiment. It is explanatory drawing showing the 4th operation | movement of the vibration suppression control structure of this embodiment. It is control operation explanatory drawing of a contraction on-load command / elongation unload command of this embodiment. It is a control operation explanatory view of a contraction unload command / extension onload command of this embodiment.

  First, a railway vehicle 150 using a hydraulic circuit 100 according to an embodiment of the present invention will be described with reference to the drawings.

  FIG. 1 shows a hydraulic circuit diagram of the present embodiment. FIG. 2 shows a cross-sectional view of the railway vehicle 150. As shown in FIG. 2, the railway vehicle 150 includes a vehicle body 151 on which passengers and the like are placed, and a carriage 153 that supports the vehicle body 151. A damper 10 and an air spring 152 are provided between the vehicle body 151 and the carriage 153, and the damper 10 is controlled by the hydraulic circuit 100. The carriage 153 receives the force of moving left and right under the influence of the track 155 and the like while the railway vehicle 150 is moving. The generation of these forces is detected by an acceleration sensor (not shown) and the hydraulic oil is sent to the damper 10 to actively suppress the vibration of the vehicle body 151 and improve the riding comfort of the railway vehicle 150. Details will be described later.

  A hydraulic circuit 100 as shown in FIG. 1 used for the railway vehicle 150 includes a damper 10, a reservoir tank 20, a first on-off valve 30A, a second on-off valve 30B, a first check valve 40A, a second check valve 40B, A filter 50A, a second filter 50B, an accumulator 60, a first electromagnetic proportional valve 70A, a second electromagnetic proportional valve 70B, a first relief valve 75, and a passive circuit 80 are provided.

  The damper 10 includes a head side chamber 10a and a rod side chamber 10b, and has a general cylinder structure in which a piston 10d is separated into a head side chamber 10a and a rod side chamber 10b in a cylinder tube 10e. A rod 10c is connected to the piston 10d. In addition, a second check valve 40B is provided inside the piston 10d, restricts the flow of hydraulic oil from the rod side chamber 10b to the head side chamber 10a, and allows the flow from the head side chamber 10a to the rod side chamber 10b.

  FIG. 3 shows a side view of the railway vehicle 150. In FIG. 4, the schematic diagram which shows the state of a trolley | bogie from the upper surface of the railway vehicle 150 is shown. The vehicle body 151 of the railway vehicle 150 is supported by two carriages 153, a first carriage 153A and a second carriage 153B, and each of the first carriage 153A and the second carriage 153B includes two dampers 10 each. That is, as shown in FIG. 4, the first damper 10A and the second damper 10B provided to face the first carriage 153A, and the third damper 10C and the fourth damper 10D provided to face the second carriage 153B. Vibration suppression control is performed at Unless otherwise specified, the first damper 10A to the fourth damper 10D are all referred to as the damper 10 or any one thereof.

  Such a damper 10 is connected to the hydraulic circuit 100 shown in FIG. The head-side chamber 10a of the damper 10 is connected to a contraction on-load flow path R1 connected to the accumulator 60 via the first on-off valve 30A and a first reservoir flow path R6 connected to the reservoir tank 20. . A first filter 50A is provided between the head side chamber 10a and the first on-off valve 30A in the contraction on-load flow path R1. The first reservoir channel R6 is provided with a first check valve 40A so that hydraulic oil is supplied from the reservoir tank 20 to the damper 10 side and does not return to the reservoir tank 20 side. In addition, the flow path that flows in the reverse direction in the same flow path as the contraction on-load flow path R1 is defined as an unload flow path R2.

  The extension on-load flow path R3 connected from the rod side chamber 10b to the head side chamber 10a is provided with a second filter 50B, a first electromagnetic proportional valve 70A, a second on-off valve 30B, and a first filter 50A. Among these, the portion including the first filter 50A is a common flow path for the contraction on-load flow path R1, the extension / unload flow path R2, and the extension on-load flow path R3. The first electromagnetic proportional valve 70A is provided for the purpose of controlling the pressure in the rod side chamber 10b. The second on-off valve 30B is used to switch between the passive operation and the control operation together with the first on-off valve 30A.

  A release flow path R4 is branched from the tip of the second filter 50B provided in the extended on-load flow path R3 and connected to the reservoir tank 20. In addition, the branch is made from the first electromagnetic proportional valve 70A and the second on-off valve 30B of the extension on-load flow path R3, crosses the release flow path R4, and is connected between the second filter 50B and the rod side chamber 10b. Is the return flow path R5. A first relief valve 75 is provided in the release flow path R4. When a predetermined pressure is exceeded by the action of the first relief valve 75, the flow path is opened and connected to the reservoir tank 20.

  A second relief valve 81 and a first orifice 82 are connected in parallel to the return flow path R5 as a passive circuit 80, and a second electromagnetic proportional valve 70B and a second orifice 90 are provided. The second orifice 90 is provided for venting the reservoir tank 20, and the air passes from the reservoir tank 20 through the second orifice 90, enters the rod side chamber 10b, and escapes from the rod side chamber 10b to the outside. Yes.

  Such a hydraulic circuit 100 is provided in each of the first damper 10A to the fourth damper 10D shown in FIG. The first damper 10A to the fourth damper 10D and the hydraulic circuit 100 provided in each function as the vibration suppression control structure 120 of the railway vehicle 150. If the hydraulic circuit 100 including the first damper 10A is the first vibration suppression control device 110A and the hydraulic circuit 100 including the second damper 10B is the second vibration suppression control device 110B, the first vibration suppression control device 110A and the second vibration suppression control device 110B. The first damper 10A and the second damper 10B of the control device 110B are arranged on the carriage 153 so as to face each other. And a pair of vibration suppression control structure 120 is comprised.

  Since two carriages 153 are usually provided for the vehicle body 151, the four dampers 10 of the first damper 10A to the fourth damper 10D are provided as part of the hydraulic circuit 100 to improve the riding comfort of the railway vehicle 150. I am trying.

  Next, the operation of the hydraulic circuit 100 including the damper 10 of the present embodiment will be described. The description will be made using the same hydraulic circuit 100 as in FIG.

  FIG. 5 shows a hydraulic circuit diagram in the contraction on-road operation. This is a stage where pressure is accumulated in the accumulator 60 in the process in which the hydraulic circuit 100 is contracted on-road, that is, the head side chamber 10a of the damper 10 is narrowed. The piston 10d moves in the cylinder tube 10e so that the head side chamber 10a becomes narrow. The hydraulic oil pushed out from the head side chamber 10a enters the contraction on-road flow path R1 and passes through the first on-off valve 30A and is accumulated in the accumulator 60 because the first on-off valve 30A is on the open side. .

  FIG. 6 shows a hydraulic circuit diagram during the elongation unloading operation. This is a stage in which the pressure supply from the accumulator 60 is received on the head side chamber 10a side in the process in which the hydraulic circuit 100 is extended and unloaded, that is, the rod side chamber 10b of the damper 10 is narrowed. From the accumulated accumulator 60, the working oil is contracted and supplied to the head side chamber 10a through the on-road flow path R1. That is, the accumulator 60 passes through the first on-off valve 30A and the first filter 50A, passes through the first on-off valve 30A, passes through the first filter 50A, and pressure is supplied to the head side chamber 10a. As a result, the rod 10c acts to move more positively on the extension side.

  FIG. 7 shows a hydraulic circuit diagram during the extension on-road operation. In the process in which the hydraulic circuit 100 is extended and on-load, that is, the rod side chamber 10b of the damper 10 is narrowed, the hydraulic oil extends from the rod side chamber 10b, passes through the unload flow path R2, and moves to the head side chamber 10a. In this case, pressure supply from the accumulator 60 or pressure accumulation to the accumulator 60 is not performed. The hydraulic circuit 100 exhibits such an action.

  Since the vibration suppression control structure 120 of this embodiment is the said structure, there exists an effect | action and effect which are demonstrated below.

  First, an advantage is that the vibration suppression control structure 120 can be operated as a full active actuator. The vibration suppression control structure 120 of the present embodiment has a vibration suppression control device including a damper 10 provided between the carriage 153 and the vehicle body 151, and a reservoir tank 20 connected to the head side chamber 10a of the damper 10. In the vibration suppression control structure 120 for a rail vehicle, the vibration suppression control device includes a first vibration suppression control device 110A and a second vibration suppression control device 110B, and the first vibration suppression control device 110A includes the first damper 10A and The contraction on-load flow path R1 corresponding to the first flow path connecting the head side chamber 10a provided in the first damper 10A and the accumulator 60, the rod side chamber 10b provided in the first damper 10A, and the first electromagnetic proportional valve 70A. And an extended on-load flow path R3 corresponding to a second flow path for connecting the head side chamber 10a to the head side chamber 10a.

  The second vibration suppression control device 110B includes a second damper 10B, a contracted on-load channel R1 corresponding to a third channel that connects the head side chamber 10a provided in the second damper 10B and the accumulator 60, An extension on-load flow path R3 corresponding to a fourth flow path connecting the rod-side chamber 10b provided in the 2 damper 10B and the head-side chamber 10a via the first electromagnetic proportional valve 70A. The first damper 10A included in 110A and the second damper 10B included in the second vibration suppression control device 110B are arranged at positions facing each other.

  In addition, as the first operation, the first damper 10A is operated to accumulate pressure in the accumulator 60 connected to the first damper 10A. At that time, the second damper 10B performs an on-load operation, and the second operation is performed. When the second damper 10B performs the unloading operation, the first damper 10A receives pressure supply from the accumulator 60 connected to the accumulated first damper 10A. As the third operation, the second damper 10B is operated to accumulate pressure in the accumulator 60 connected to the second damper 10B. At that time, the first damper 10A performs an on-load operation, and as the fourth operation, the second operation is performed. When the 1 damper 10A performs the unloading operation, the second damper 10B receives pressure supply from the accumulator 60 connected to the accumulated second damper 10B. In accordance with the state of the vehicle body 151, it is preferable to switch the first electromagnetic proportional valve 70A or the second electromagnetic proportional valve 70B so as to perform the first to fourth operations.

  Specifically, the vibration suppression control structure 120 (the first vibration suppression control structure 120A and the second vibration suppression control structure 120B) configured as described above performs the operation described below. 8 to 11 are explanatory views showing the operation of the vibration suppression control structure 120. FIG. FIG. 8 shows an operation of the vibration suppression control structure 120 corresponding to the first operation. FIG. 9 shows an operation of the vibration suppression control structure 120 corresponding to the second operation. FIG. 10 shows an operation of the vibration suppression control structure 120 corresponding to the third operation. FIG. 10 shows an operation of the vibration suppression control structure 120 corresponding to the fourth operation. The vibration suppression control structure 120 is operated by switching this control according to the state of the vehicle body 151 and the like.

  First, the first operation will be described. The first operation is shown in FIG. First, as shown in FIG. 4, when a load F1 is applied to the vehicle body 151, the vehicle body 151 moves to the A side. For this reason, as shown in FIG. 8, the head side chambers 10a of the first damper 10A and the third damper 10C function in the compression direction, and the rod side chambers 10b of the second damper 10B and the fourth damper 10D are compressed. Function. As a result, the accumulator 60 connected to the first damper 10A and the third damper 10C stores pressure as shown in FIG.

  When one of the second damper 10B and the fourth damper 10D is accumulated in the accumulator 60, hydraulic fluid is supplied to the head side chamber 10a as shown in FIG. In this case, the vibration suppression control structure 120 functions as a full active actuator.

  FIG. 8 shows a state in which the first damper 10A and the second damper 10B are arranged to face each other, and the first electromagnetic proportional valve 70A connected to the first damper 10A in FIG. 8 is set to “pressure command = 0”. The second electromagnetic proportional valve 70B is set to “pressure command> 0”. On the other hand, the first electromagnetic proportional valve 70A connected to the second damper 10B is set to “pressure command> 0”, and the second electromagnetic proportional valve 70B is set to “pressure command = 0”.

  For this reason, the hydraulic circuit 100 connected to the first damper 10A has an accumulator in which the hydraulic oil pushed out from the head side chamber 10a passes through the first filter 50A and the first on-off valve 30A through the contraction on-load flow path R1. 60 is accumulated. The same applies to the hydraulic circuit 100 connected to the third damper 10C. On the other hand, in the hydraulic circuit 100 connected to the second damper 10B, the hydraulic oil pushed out from the rod side chamber 10b passes through the second filter 50B, the first electromagnetic proportional valve 70A, the second on-off valve 30B, and the first filter 50A. The working oil is supplied to the head side chamber 10a through the extending on-load flow path R3. In this case, since the first electromagnetic proportional valve 70A is “pressure command> 0”, hydraulic oil is supplied to the head side chamber 10a at a low pressure. The same applies to the hydraulic circuit 100 connected to the fourth damper 10D.

  Next, the second operation will be described. As shown in FIG. 9, when a load F2 is applied to the vehicle body 151, the vehicle body 151 moves to the B side in FIG. 4, so that the head side chamber 10a of the second damper 10B and the fourth damper 10D is compressed. The rod side chamber 10b of the first damper 10A and the third damper 10C functions in the direction in which it is compressed. As a result, pressure is supplied to the first damper 10A and the third damper 10C from the accumulator 60 connected as shown in FIG. In one of the second damper 10B and the fourth damper 10D, hydraulic fluid is supplied from the head side chamber 10a to the reservoir tank 20, and the vibration suppression control structure 120 functions as an active damper.

  The first electromagnetic proportional valve 70A connected to the first damper 10A in FIG. 9 is set to “pressure command = 0”, and the second electromagnetic proportional valve 70B is set to “pressure command> 0”. On the other hand, the first electromagnetic proportional valve 70A connected to the second damper 10B is set to “pressure command> 0”, and the second electromagnetic proportional valve 70B is set to “pressure command = 0”.

  For this reason, the hydraulic circuit 100 connected to the first damper 10A causes the pressure accumulated in the accumulator 60 in the head side chamber 10a of the first damper 10A to pass through the first on-off valve 30A and the first filter 50A. That is, it is supplied through the stretched unload flow path R2. The same applies to the hydraulic circuit 100 connected to the third damper 10C. On the other hand, in the hydraulic circuit 100 connected to the second damper 10B, the low pressure hydraulic oil pushed out from the head side chamber 10a passes through the first on-off valve 30A and the second electromagnetic proportional valve 70B, that is, the release flow path. It passes through R4 and is supplied to the reservoir tank 20. The same applies to the hydraulic circuit 100 connected to the fourth damper 10D.

  Next, the third operation will be described. As shown in FIG. 10, when a load F2 is applied to the vehicle body 151, the vehicle body 151 moves to the B side in FIG. 4, so that the head side chamber 10a of the second damper 10B and the fourth damper 10D is compressed. The rod side chamber 10b of the first damper 10A and the third damper 10C functions in the direction in which it is compressed. As a result, the accumulator 60 connected to the second damper 10B and the fourth damper 10D stores pressure as shown in FIG. As shown in FIG. 7, the first damper 10A and the third damper 10C are supplied with hydraulic oil from the rod side chamber 10b, and the vibration suppression control structure 120 functions as a semi-active damper.

  The first electromagnetic proportional valve 70A connected to the first damper 10A in FIG. 10 is set to “pressure command> 0”, and the second electromagnetic proportional valve 70B is set to “pressure command = 0”. On the other hand, the first electromagnetic proportional valve 70A connected to the second damper 10B is set to “pressure command = 0”, and the second electromagnetic proportional valve 70B is set to “pressure command> 0”.

  For this reason, in the hydraulic circuit 100 connected to the first damper 10A, the hydraulic oil pushed out from the rod side chamber 10b causes the second filter 50B, the first electromagnetic proportional valve 70A, the second on-off valve 30B, and the first filter 50A. The working oil is supplied to the head side chamber 10a through the extending on-load flow path R3 that passes therethrough. The same applies to the hydraulic circuit 100 connected to the third damper 10C. On the other hand, in the hydraulic circuit 100 connected to the second damper 10B, the hydraulic oil pushed out from the head side chamber 10a passes through the first filter 50A and the first on-off valve 30A through the contraction on-load flow path R1 and the accumulator 60. Is accumulated. The same applies to the hydraulic circuit 100 connected to the third damper 10C.

  Next, the fourth operation will be described. As shown in FIG. 11, when a load F1 is applied to the vehicle body 151, the vehicle body 151 moves to the A side in FIG. 4, so that the head side chamber 10a of the first damper 10A and the third damper 10C is compressed. The rod side chamber 10b of the second damper 10B and the fourth damper 10D functions in the direction in which it is compressed. As a result, pressure is supplied to the second damper 10B and the fourth damper 10D from the accumulator 60 connected as shown in FIG. In the first damper 10A and the third damper 10C, hydraulic oil is supplied from the head side chamber 10a to the reservoir tank 20, and the vibration damping control structure 120 functions as an active damper.

  The first electromagnetic proportional valve 70A connected to the first damper 10A in FIG. 11 is set to “pressure command> 0”, and the second electromagnetic proportional valve 70B is set to “pressure command = 0”. On the other hand, the first electromagnetic proportional valve 70A connected to the second damper 10B is set to “pressure command = 0”, and the second electromagnetic proportional valve 70B is set to “pressure command> 0”.

  For this reason, in the hydraulic circuit 100 connected to the first damper 10A, the low pressure hydraulic oil pushed out from the head side chamber 10a of the first damper 10A passes through the first on-off valve 30A and the second electromagnetic proportional valve 70B. That is, it passes through the release flow path R4 and is supplied to the reservoir tank 20. The same applies to the hydraulic circuit 100 connected to the third damper 10C. On the other hand, the hydraulic circuit 100 connected to the second damper 10B transmits the pressure accumulated in the accumulator 60 to the head side chamber 10a of the second damper 10B via the first on-off valve 30A and the first filter 50A. It is supplied via the elongation unload flow path R2. The same applies to the hydraulic circuit 100 connected to the fourth damper 10D.

  FIG. 12 shows a control operation diagram of the contraction onload command / extension unload command. FIG. 13 shows a control operation diagram of the contraction unload command / extension onload command. The first electromagnetic proportional valve 70A connected to the damper 10 of FIG. 12 is set to “pressure command = 0”, and the second electromagnetic proportional valve 70B is set to “pressure command> 0”. As a result, the hydraulic circuit 100 including the damper 10 is shown in the contraction on-load operation or the extension / unload operation, that is, the hydraulic circuit 100 on the first damper 10A side shown in FIGS. 8 and 9, FIGS. The setting is the same as that of the hydraulic circuit 100 on the second damper 10B side. FIG. 12 shows the same behavior as the hydraulic circuit 100 on the first damper 10A side in FIG. 8 and the hydraulic circuit 100 on the second damper 10B side in FIG.

  On the other hand, the first electromagnetic proportional valve 70A connected to the damper 10 of FIG. 13 is set to “pressure command> 0”, and the second electromagnetic proportional valve 70B is set to “pressure command = 0”. As a result, the hydraulic circuit 100 including the damper 10 performs a contraction unload operation and an extension onload operation. That is, the setting is the same as that of the hydraulic circuit 100 on the second damper 10B side shown in FIG. 8 or FIG. 9, and the hydraulic circuit 100 on the first damper 10A side shown in FIG. However, since the state switched from the state of FIG. 12 to the state of FIG. 13 is described, the hydraulic oil flows from the accumulator 60 to the reservoir tank 20, and the damper 10 functions as a semi-active damper. Note that the second damper 10B in FIGS. 8 to 11 has a hydraulic circuit 100 that is reversed from FIG. 13 due to the arrangement, and the conditions are different from those in FIG.

  As described above, the vibration suppression control structure 120 appropriately switches the setting of the first electromagnetic proportional valve 70A and the second electromagnetic proportional valve 70B of the hydraulic circuit 100 provided in each of the first damper 10A to the fourth damper 10D. A contraction unload operation, an extension onload operation, a contraction onload operation, or an extension unload operation can be appropriately selected. Note that when the first on-off valve 30A and the second on-off valve 30B are closed, the damper 10 performs a passive operation and functions as a passive damper. By appropriately selecting and controlling these, the vibration of the vehicle body 151 can be positively suppressed and the ride comfort of the railway vehicle 150 can be improved.

  The vibration suppression control structure 120 functions as a full active actuator while the first vibration suppression control structure 120A and the second vibration suppression control structure 120B alternately accumulate in each accumulator 60, so that it functions as a semi-active damper by itself. It is possible to lengthen the period during which the actuator functions as a full active actuator. As a result, the riding comfort of the railway vehicle 150 can be improved. Further, since no external power is required when operating the full active actuator, the hydraulic circuit 100 can be miniaturized and can function as a full active actuator without using large components such as a hydraulic pump and a power source. Therefore, the cost can be reduced. Furthermore, even if a part of the hydraulic circuit 100 fails, it functions as a semi-active damper, so that it becomes fail-safe.

  Although the invention has been described according to the present embodiment, the invention is not limited to the embodiment, and by appropriately changing a part of the configuration without departing from the spirit of the invention. It can also be implemented. For example, the circuit configuration of the hydraulic circuit 100 is not hindered from changing without departing from the scope of the invention.

DESCRIPTION OF SYMBOLS 10 Damper 10A-10D 1st damper-4th damper 20 Reservoir tank 30A, 30B 1st on-off valve, 2nd on-off valve 40A, 40B 1st check valve, 2nd check valve 50A, 50B 1st filter, 2nd filter 60 Accumulator 70A, 70B 1st solenoid proportional valve, 2nd solenoid proportional valve 75 1st relief valve 80 Passive circuit 90 2nd orifice 100 Hydraulic circuit 110A, 110B 1st damping control apparatus, 2nd damping control apparatus 120 Damping control Structure 150 Railway vehicle 151 Car body 153 Bogie R1 Shrinking on-load flow path R2 Elongation unloading flow path R3 Elongation on-road flow path

Claims (2)

A vibration suppression control structure for a railway vehicle having a vibration suppression control device including a vibration suppression control cylinder provided between the carriage and the vehicle body, and a reservoir tank connected to a head side chamber of the vibration suppression control cylinder. In
The vibration suppression control device includes a first vibration suppression control device and a second vibration suppression control device,
The first vibration suppression control device includes:
A first damping control cylinder;
A first flow path connecting the head side chamber and the first accumulator provided in the first vibration damping control cylinder;
A second flow path connecting the rod side chamber provided in the first vibration damping control cylinder and the head side chamber via a proportional valve;
The second vibration suppression control device includes:
A second damping control cylinder;
A third flow path connecting the head side chamber and the second accumulator provided in the second vibration damping control cylinder;
A fourth flow path connecting the rod side chamber provided in the second vibration suppression control cylinder and the head side chamber via a proportional valve;
The first vibration suppression control cylinder included in the first vibration suppression control device and the second vibration suppression control cylinder included in the second vibration suppression control device are disposed at opposite positions;
Damping control structure for railway vehicles characterized by The vibration damping control structure for a railway vehicle according to claim 1,
As the first action,
By operating the first vibration damping control cylinder, pressure is accumulated in the first accumulator, and at that time, the second vibration damping control cylinder performs an on-load operation,
As the second action,
When the second vibration suppression control cylinder performs an unloading operation, the first vibration suppression control cylinder receives pressure supply from the accumulated first accumulator,
As the third action,
By operating the second vibration damping control cylinder, pressure is accumulated in the second accumulator, and at that time, the first vibration damping control cylinder performs an on-load operation,
As the fourth operation,
When the first vibration suppression control cylinder performs an unloading operation, the second vibration suppression control cylinder receives pressure supply from the accumulated second accumulator,
Switching the proportional valve to perform the first operation to the fourth operation according to the state of the vehicle body;
Damping control structure for railway vehicles characterized by