JP2016210268A - Vertical motion damper device, railway vehicle and vibration control method of railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vertical motion damper device suppressed in vertical vibration which is instantaneously generated resulting from railroad irregularity.SOLUTION: A vertical motion damper device 100 arranged at a railway vehicle 1 having secondary springs 25, 35 which elongate and contract according to the vertical displacement of a vehicle body 10 with respect to bogie frames 21, 31 comprises: variable attenuation dampers 121, 122 which generate attenuation forces corresponding to a relative speed in a vertical direction between the vehicle body and the bogie frames, and can change attenuation force characteristics according to an attenuation force command value; target attenuation force calculation means 111, 112, 113 and 114 which calculate control target attenuation forces of the variable attenuation damper according to outputs of vibration detection means 131, 132 and 133; and attenuation force control means 110 which outputs the attenuation force command value so that the attenuation force which is generated by the variable attenuation damper approximates the control target attenuation force. The attenuation force control means has limiter means 115 which limits the attenuation force command value so that the attenuation force of the variable attenuation damper at a relative rise of the bogie frames with respect to the vehicle body reaches a preset upper limit value or lower irrespective of the control target attenuation force.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vertical motion damper device provided in a railway vehicle, a railway vehicle, and a vibration suppression method for the railway vehicle, and more particularly to a device that suppresses instantaneous vertical vibration caused by an irregular track.

In recent years, limited express trains that travel on local traffic lines and luxury trains that travel around tourist attractions regardless of whether they are main lines or local traffic lines have been operated. A reasonable ride comfort is also required on the line.
Strict track maintenance levels are advantageous in suppressing vehicle shaking, but track maintenance levels are determined by the transport volume and train speed of the route, and are maintained only to improve the riding comfort of specific trains. Raising the level is not practical.
For this reason, there is a need for a policy that always realizes an excellent ride comfort on the vehicle side regardless of the degree of track irregularity.

In response to such problems, vibration suppression control that detects the acceleration of the vehicle body and gradually changes the damping force (damper generation force / damping force) generated by the damping means such as a variable damping damper according to the acceleration is performed. There is a known method for suppressing the vibration in the vertical direction of the vehicle body and improving the ride comfort experienced by the passenger.
For example, in Patent Document 1, for the purpose of reducing both the rigid body vibration and the primary bending vibration (elastic vibration) of the vehicle body, the detected vibrations are converted into the vertical translation mode, pitching mode, rolling mode, and primary mode of the vehicle body. A method is described in which vibration is reduced by decomposing each vibration mode such as a bending mode, calculating a set value of a variable damping damper corresponding to each mode, and generating the force by the variable damping damper. Non-patent document 1 confirms that this method significantly reduces the rigid body vibration of the vehicle and is effective in improving riding comfort.

Japanese Patent No. 4700862 Nobuo Sugawara and Takashi Kojima “Development and Practical Use of Vertical Vibration Control System” published by Japan Railway Technology Association, JREA Vol.54 (2011) No.7, pp. 44-47

However, even when the vibration suppression control as in each of the above-described conventional techniques is performed, for example, the support force of the roadbed at the joint portion of the rail is reduced, so that the rail is slightly sunk compared to the surroundings. A relatively large vertical acceleration may occur instantaneously when traveling on a place with a large track irregularity (road surface unevenness) such as “seam drop”.
When such vibrations occur, the passenger feels an unpleasant sensation with respect to the ride comfort, so further improvement in ride comfort has been desired.
In view of the above-described problems, an object of the present invention is to provide a vertical motion damper device, a railway vehicle, and a vibration control method for a railway vehicle that suppress vertical vibration that occurs instantaneously due to an irregular track. .

In order to solve the above-described problems, a vertical motion damper device according to the present invention is attached to a vehicle body so as to be capable of relative displacement in the vertical direction, and is capable of relative displacement in the vertical direction with respect to the track, and the track. Up and down motion provided in a railway vehicle having a primary spring that expands and contracts in response to relative displacement in the vertical direction of the bogie frame with respect to the vehicle and a secondary spring that expands and contracts in response to relative displacement in the vertical direction of the vehicle body relative to the bogie frame A damper device that generates a damping force according to a vertical relative speed between the vehicle body and the bogie frame and can change a damping force characteristic according to a damping force command value; Vibration detecting means for detecting vibration, target damping force calculating means for calculating a control target damping force by which the variable damping damper can suppress vibration of the vehicle body according to an output of the vibration detecting means, Damping force control means for outputting the damping force command value so that the damping force generated by the variable damping damper approaches the control target damping force, the damping force control means regardless of the control target damping force, It has a limiter means for limiting the damping force command value so that the damping force of the variable damping damper when the bogie frame ascends relative to the vehicle body is less than or equal to a preset upper limit value. To do.
According to this, a large vehicle body vertical acceleration is instantaneously generated by a simple configuration in which the limit by the limiter means is only applied to the damping force command value in the direction in which the bogie frame rises relative to the vehicle body. Can be prevented and the ride comfort can be improved.

A vertical motion damper device according to another aspect of the present invention is attached to a vehicle body so as to be capable of relative displacement in the vertical direction, and is capable of relative displacement in the vertical direction with respect to the track, and to the track. A vertical motion damper provided in a railway vehicle having a primary spring that expands and contracts in response to a relative displacement in the vertical direction of the bogie frame and a secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame. A variable damping damper capable of generating a damping force according to a vertical relative speed between the vehicle body and the bogie frame and capable of changing a damping force measurement according to a damping force command value; and vibration of the vehicle body Vibration detecting means for detecting the vibration, target damping force calculating means for calculating a control target damping force by which the variable damping damper can suppress vibration of the vehicle body according to the output of the vibration detecting means, and the variable damping Damping force control means for outputting the damping force command value so that the damping force generated by the damper approaches the control target damping force, and the variable damping damper has a damping force command value output by the damping force control means. Regardless, the damping force generated when the bogie frame rises relative to the vehicle body is configured to be equal to or less than a preset upper limit value.
In the present invention, substantially the same effect as described above can be obtained.

In each of the above inventions, the upper limit value may be set to be smaller than a maximum damping force of the variable damping damper when the bogie frame is lowered relative to the vehicle body.
According to this, the effect mentioned above can be acquired reliably.

A vertical motion damper device according to another aspect of the present invention is attached to a vehicle body so as to be capable of relative displacement in the vertical direction, and is capable of relative displacement in the vertical direction with respect to the track, and to the track. A vertical motion damper provided in a railway vehicle having a primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the bogie frame and a secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body relative to the bogie frame. A damper that generates a damping force in accordance with a relative speed in the vertical direction between the vehicle body and the bogie frame, the damper when the bogie frame is raised relative to the vehicle body The maximum damping force is configured to be equal to or less than an upper limit value set small with respect to the maximum damping force when the bogie frame descends relative to the vehicle body.
According to this, even if the damping control using the variable damping damper is not performed, it is possible to obtain substantially the same effects as the effects of the above-described inventions.

  In each of the above inventions, by setting the upper limit value, the peak value of the vertical acceleration acting on the vehicle body when traveling can be reduced compared to the case where the upper limit value is not set.

  In order to solve the above-described problem, a railway vehicle according to the present invention includes the vertical motion damper device according to any one of claims 1 to 5.

  Further, in order to solve the above-described problems, the railcar vibration damping method of the present invention is attached to the vehicle body so as to be relatively displaceable in the vertical direction and is capable of being relatively displaced in the vertical direction with respect to the track. A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the bogie frame with respect to the track, a secondary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame, the vehicle body, and the A damping method for a railway vehicle, comprising: a variable damping damper that generates a damping force according to a vertical relative speed with a bogie frame and can change a damping force characteristic according to a damping force command value, A control target damping force capable of suppressing the vibration of the variable damping damper according to the vibration of the variable damping force, and setting the damping force command value so that the damping force generated by the variable damping damper approaches the control target damping force In addition, regardless of the control target damping force, the damping force is adjusted so that the damping force of the variable damping damper when the bogie frame rises relative to the vehicle body is equal to or less than a preset upper limit value. The command value is limited.

  In addition, a vibration suppression method for a railway vehicle according to another aspect of the present invention is attached to the vehicle body so as to be relatively displaceable in the vertical direction, and is capable of relative displacement in the vertical direction with respect to the track, A primary spring that expands and contracts in response to a relative displacement in the vertical direction of the bogie frame with respect to a track; a secondary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame; and the vehicle body and the bogie frame. A damping method for a railway vehicle having a variable damping damper that generates a damping force according to a relative speed in the vertical direction of the vehicle and that can change a damping force characteristic according to a damping force command value. Accordingly, a control target damping force capable of suppressing the vibration of the variable damping damper is calculated, the damping force command value is set so that the damping force generated by the variable damping damper approaches the control target damping force, and The damping damper is configured such that, regardless of the damping force command value, a damping force generated when the carriage frame rises relative to the vehicle body is equal to or less than a preset upper limit value. And

  In each of the above inventions, the upper limit value may be set to be smaller than a maximum damping force of the variable damping damper when the bogie frame is lowered relative to the vehicle body.

  In addition, a vibration suppression method for a railway vehicle according to another aspect of the present invention is attached to the vehicle body so as to be relatively displaceable in the vertical direction, and is capable of relative displacement in the vertical direction with respect to the track, A primary spring that expands and contracts in response to a relative displacement in the vertical direction of the bogie frame with respect to a track; a secondary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame; and the vehicle body and the bogie frame. A damping method for a railway vehicle having a damper that generates a damping force according to a relative speed in the vertical direction of the vehicle, wherein the damper is configured to have a maximum damping when the bogie frame rises relative to the vehicle body. The force is configured to be equal to or less than an upper limit value set small with respect to a maximum damping force when the bogie frame descends relative to the vehicle body.

  In each of the above inventions, by setting the upper limit value, the peak value of the vertical acceleration acting on the vehicle body when traveling can be reduced compared to the case where the upper limit value is not set.

  As described above, according to the present invention, it is possible to provide a vertical motion damper device, a railcar vibration damping method, and a railcar that suppress instantaneously generated vertical vibration due to an irregular track. .

It is a figure which shows the structure of 1st Embodiment of the vertical-motion damper apparatus and railway vehicle to which this invention is applied. It is a graph which shows the frequency distribution of the acceleration PSD of the vehicle body at the time of driving | running | working of the railway vehicle of 1st Embodiment and Comparative Examples 1 and 2. FIG. It is a graph which shows transition of the body vertical direction acceleration at the time of running in the up-and-down damper device of a comparative example 1, and a railroad car, the contraction side command value to a damper, and damping force. It is a graph which shows transition of the body vertical direction acceleration at the time of running in the up-and-down damper device of a comparative example 2, and a railroad car, the contraction side command value to a damper, and damping force. It is a graph which shows transition of the body vertical direction acceleration at the time of running in the up-and-down damper device and railcar of a 1st embodiment, the contraction side command value to a damper, and damping force. It is a graph which shows typically the damping force characteristic of the up-and-down motion damper in a 3rd embodiment of the up-and-down motion damper device and a railcar to which the present invention is applied.

Hereinafter, a vertical motion damper device, a railway vehicle, and a method for damping a railway vehicle according to first to third embodiments of the present invention will be described with reference to the drawings.
The vertical motion damper device of each embodiment is provided in a passenger railway vehicle having a two-axis bogie on the front and rear lower parts of the vehicle body, and includes a damper provided in parallel with the secondary spring system between the vehicle frame and the vehicle body. I have.

<First Embodiment>
First, the first embodiment will be described.
FIG. 1 is a diagram illustrating a configuration of a vertical motion damper device and a railway vehicle according to a first embodiment.
The vertical motion damper device according to the first embodiment performs the first embodiment of the railcar vibration damping method of the present invention.
As shown in FIG. 1, the vehicle 1 includes a vehicle body 10, a first cart 20, a second cart 30, a vertical motion damper device 100, and the like.
The vehicle body 10 is a portion that accommodates passengers and the like, and is a structure that is substantially formed in a hexahedron shape by providing a side structure, a span structure, a roof structure, and the like on an upper part of a frame on which a floor board is provided. Have

The first and second carts 20 and 30 are two-axis bogies that are spaced apart from the front and rear of the vehicle body 10.
The first carriage 20 and the second carriage 30 can be rotated around the vertical axis with respect to the vehicle body 10 via a pillow spring device or a traction device (not shown) at the lower part of the vehicle body 10 and relatively displaced in the vertical direction. It is attached as possible.
The first carriage 20 and the second carriage 30 include carriage frames 21 and 31, wheel shafts 22 and 32, axle boxes 23 and 33, axle box support devices 24 and 34, pillow spring devices 25 and 35, and the like. .

The cart frames 21 and 31 are structural members that constitute the main body of the carts 20 and 30.
The bogie frames 21 and 31 are attached to the lower part of the vehicle body 10 via the pillow spring devices 25 and 35 and the like while the wheel shafts 22 and 32 are attached via the axle box support devices 24 and 25 and the axle boxes 23 and 33. It is.
The wheel shafts 22 and 23 are configured by incorporating left and right wheels that roll on a track at both ends of a cylindrical axle.
A pair of wheel shafts 22 and 23 are provided apart from each other in the front-rear direction of the carriage frames 21 and 31.
The axle boxes 23 and 33 rotatably support journal portions formed at both ends of the wheel shafts 22 and 32, and include bearings, a lubrication device, and the like.

The axle box support devices 24 and 34 support the axle boxes 23 and 33 with respect to the carriage frames 21 and 31 so as to be relatively displaceable in the vertical direction and the turning direction.
The shaft box support devices 24 and 34 are shafts for supporting the shaft boxes 23 and 33 in the front-rear and left-right directions while allowing vertical displacement of the shaft springs and shaft dampers, which are primary spring systems, and the shaft boxes 23 and 33. An elastic bushing or the like is provided for ensuring steering performance when passing a curve by a flash or elastic deformation.
The pillow spring devices 25 and 35 include pillow springs or the like that are secondary springs provided between the carriage frames 21 and 31 and the vehicle body 10.
The pillow spring is an air spring that generates a spring reaction force corresponding to the vertical displacement between the vehicle body 10 and the carriage frames 21 and 31.
In this pillow spring, variable damping vertical motion dampers 121 and 122 of a vertical motion damper device 100 described later are provided in parallel.

  A vertical motion damper device 100 that is a vibration damping device that suppresses vertical vibrations of the vehicle body 10 includes a control device 110, variable damping vertical motion dampers 121 and 122, acceleration sensors 131, 132, and 133.

The control device 110 controls the vertical motion damper device 100 in an integrated manner.
The control device 110 includes information processing means such as a CPU, storage means such as RAM and ROM, an input / output interface, a bus connecting these, and the like.
The control device 110 outputs a control value to the variable damping vertical motion dampers 121 and 122 based on the acceleration of the vehicle body 10 detected by the acceleration sensors 131, 132, and 133 when the vehicle 1 travels, and sequentially changes the damping force characteristics. .
The control device 110 includes a mode separation unit 111, an integration unit 112, a control gain multiplication unit 113, a control value synthesis unit 114, a limiter unit 115, and the like.

The mode separation means 111 mode-separates the vibration of the vehicle body into the vertical component, pitch component, bending component, and roll component based on the vertical vibration acceleration at each position of the vehicle body 10 detected by the acceleration sensors 131, 132, and 133. is there.
The vertical component is a component of vibration in the direction in which the vehicle body 10 translates in the vertical direction.
The pitch component is a vibration component in a direction in which the vehicle body 10 swings around an axis along the sleeper direction.
The bending component is a component of elastic bending vibration in which the entire structure of the vehicle body 10 is periodically bowed (in the case of primary vibration).
The roll component is a vibration component in a direction in which the vehicle body 10 swings around an axis along the vehicle front-rear direction.

The integrating means 112 integrates the detected values of the vibration mode components separated by the mode separating means 111 for each component, thereby allowing the sprung speed of the vehicle body 10 in the vertical direction, pitch direction, bending direction, roll direction, Each of the angular velocities is calculated.
The control gain multiplication means 113 multiplies the vibration in each mode by multiplying the sprung speed and angular velocity of each vibration mode component output from the integration means 112 by a gain set based on, for example, a known skyhook control side. The control value of the damping force effective for the suppression is calculated.
The control value synthesizing unit 114 synthesizes the control values for each vibration mode component output from the control gain multiplication unit 113 to generate and output control values that should be instructed to the variable damping force vertical motion dampers 121 and 122 in terms of control theory. To do.

The limiter unit 115 transmits the control value output from the control value synthesis unit 114 to the variable damping vertical dampers 121 and 122 as a command value (current value of the command current).
The damping force of the variable damping vertical motion dampers 121 and 122 is configured to increase as the command value increases.
At this time, when the command value on the contraction side exceeds the preset limit value, the limiter means 115 outputs the signal after limiting the value so that it is less than or equal to this limit value.
This limit value is appropriately set in consideration of optimizing the effect of reducing the vertical vibration that occurs instantaneously due to an irregular track or the like.

The variable damping vertical motion dampers 121 and 122 are provided in parallel with the pillow springs of the pillow spring devices 25 and 35.
The variable damping vertical motion dampers 121 and 122 generate a damping force corresponding to the vertical relative speed (stretching speed) between the carriage frames 21 and 31 and the vehicle body 10.
As the variable damping vertical motion dampers 121 and 122, for example, hydraulic shock absorbers disposed so as to be contracted when the bogie frames 21 and 31 are displaced in the ascending direction with respect to the vehicle body 10 can be used.

The variable damping vertical dampers 121 and 122 are configured, for example, by providing a bypass flow path having a proportional solenoid relief valve (damping force control valve) in an orifice through which hydraulic oil passes according to a stroke and generates a damping force. The damping characteristic can be sequentially changed by driving the proportional solenoid relief valve in accordance with a command value (command current) from the control device 110.
When the command current is not supplied, the variable damping vertical motion dampers 121 and 122 function as normal passive vertical motion dampers to ensure the fail-safe property of the system.

  In a vehicle using an air spring as a pillow spring, it is common to obtain vertical damping by a throttle provided between the air spring bellows and the auxiliary air chamber. In the case of providing, it is preferable in terms of damping performance that no diaphragm is provided and that all the damping elements are borne by the variable damping vertical motion damper.

The variable damping vertical motion dampers 121 are respectively provided on the left and right sides of the bogie frame 21 of the first bogie 20.
The variable damping vertical movement dampers 122 are respectively provided on the left and right sides of the bogie frame 31 of the second bogie 30.
The wiring that transmits the control signal to the variable damping vertical motion dampers 121 and 122 is connected to the control device 110.

Since the control device 110 has the limiter means 115, the damper-side damper generating force (damping force) in the variable damping vertical dampers 121 and 122 is a predetermined damping force regardless of the target damping force based on the calculation result by the skyhook control side. It is limited to be less than the upper limit.
As a result, the maximum damper force (damping force) generated on the expansion side and the contraction side of the variable damping vertical motion dampers 121 and 122 during operation of the vehicle 1 is smaller on the contraction side than on the expansion side. (See the lower part of FIG. 5 described later).

The acceleration sensors 131, 132, and 133 are provided on the floor of the vehicle body 10 and detect the vertical acceleration of the vehicle body 10 at each installation location.
For example, a pair of acceleration sensors 131 are provided at the center of the floor of the vehicle body 10 in the vehicle front-rear direction and spaced apart in the sleeper direction (vehicle width direction).
The acceleration sensor 132 is provided in the vicinity of the first cart 20 in the floor of the vehicle body 10 and in the center in the vehicle width direction.
The acceleration sensor 133 is provided in the vicinity of the second carriage 30 on the floor of the vehicle body 10 and in the center in the vehicle width direction.

Hereinafter, the effects of the first embodiment described above (excitation test results simulating actual traveling) will be described in comparison with Comparative Examples 1 and 2 of the present invention described below.
In Comparative Examples 1 and 2 and the second and third embodiments described later, portions that are substantially the same as those in the first embodiment described above are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described. explain.

Comparative Example 1 does not perform the semi-active damping control of the variable damping vertical motion damper as in the first embodiment, but always gives a constant command value to the variable damping vertical motion dampers 121 and 122.
The first comparative example corresponds to a passive damper having a substantially constant damping characteristic as a vertical motion damper between the vehicle body 10 and the carriage frames 21 and 31.

  The comparative example 2 eliminates the limit value of the limiter means 115 from the first embodiment, and restricts the control value based on the skyhook control side on both the expansion side and the contraction side for the variable damping vertical motion dampers 121 and 122. The command value is generated without doing this.

In the vibration test, a vehicle having an air spring bogie with a vehicle length of 20.8 m and a bogie center distance of 14.4 m was used, and vibration was simulated simulating traveling in a line section having a large track irregularity.
FIG. 2 is a graph showing acceleration power spectral density (PSD) of the vehicle body when the railway vehicle of the first embodiment, comparative example 1, and comparative example 2 is running.
3, 4, and 5 are graphs showing changes in vehicle body acceleration, contraction-side command value, and damping force (damper generating force) in the railway vehicles of Comparative Example 1, Comparative Example 2, and First Embodiment, respectively.

  As shown in FIG. 2, according to the comparative example 2, by performing the semi-active control of the variable damping up and down dampers 121 and 122, compared with the comparative example 1 in which the control is not performed, in particular, a low frequency of 0.5 to 2 Hz. It is possible to significantly reduce the acceleration PSD in the frequency band.

However, in Comparative Example 2, as shown in the upper part of FIG. 4, a spike-like waveform indicating that a relatively large vertical acceleration is instantaneously acting (shown with a circle in FIG. 4). Is recognized.
When such an instantaneous acceleration occurs, the passenger feels as shocking vibration, so that the ride feels rugged and uncomfortable.

On the other hand, according to the first embodiment, as shown in the middle part of FIG. 5, a limit value (for example, about 0.8 A) is provided for the contraction side command values of the variable damping vertical motion dampers 121 and 122. By suppressing the compression force (damping force) on the contraction side as shown in the lower part, as shown in the upper part of FIG. In addition, it is possible to improve the ride comfort by suppressing the vibration generated in the vehicle body.
In addition, as shown in FIG. 2, in the low frequency region, it is substantially equivalent to Comparative Example 2 and can exhibit a significantly advantageous vibration damping effect compared to Comparative Example 1.
Furthermore, the first embodiment can be applied to the comparative example 2 which is a semi-active control of a general variable damping vertical damper by simply providing a control value limiter. In addition, it is easy to mount on a vertical motion damper device, and adjustment (tuning according to the vehicle type and travel line section) is easy because only the limit value needs to be set.

Second Embodiment
Next, a second embodiment will be described.
In the second embodiment, as in the first embodiment, instead of limiting the command value on the contraction side to the variable damping vertical movement dampers 121 and 122 by the limiter means 115 in the control device 110, the variable damping vertical movement is performed. Due to the mechanical configuration of the dampers 121 and 122, the damper generation force is configured not to exceed a predetermined value on the contraction side regardless of the command value.
Such characteristics can be achieved, for example, by limiting the operating range of the proportional solenoid relief valve or by providing a pressure relief valve that bypasses the hydraulic oil when the pressure of the damper hydraulic oil exceeds a predetermined value on the damper contraction side. Can be obtained.
Also in the second embodiment described above, substantially the same effect as the effect of the first embodiment described above can be obtained.

<Third Embodiment>
Next, a third embodiment will be described.
In the third embodiment, the damping force variable control (semi-active control) as in the first and second embodiments is not performed, and the passive damper in which the correlation between the expansion / contraction speed and the damper generating force is substantially constant. Are provided in place of the variable damping vertical movement dampers 121 and 122.

FIG. 6 is a diagram schematically showing the damping force characteristics of this damper.
In FIG. 6, the horizontal axis indicates the extension / contraction speed of the damper, the right side is the extension side of the damper (the side where the carriage frames 21 and 31 are relatively lowered with respect to the vehicle body 10), and the left side is the contraction side of the damper (the carriage). The frames 21 and 31 are shown as rising relative to the vehicle body 10).
The vertical axis represents the damper generating force (damping force).
In FIG. 6, the damping force characteristic of a general damper having substantially the same damping force characteristics on the expansion side and the contraction side is indicated by a broken line.

As shown in FIG. 6, the damper generating force (damping force) increases in accordance with the expansion / contraction speed on both the expansion side and the contraction side, but on the contraction side, in the region where the expansion / contraction speed is equal to or greater than a predetermined value, On the other hand, the damping force characteristic is set so that an increase in the damper generating force is suppressed and the maximum damping force generated during the operation of the vehicle 1 is smaller than the expansion side.
Such a characteristic is, for example, a bypass oil passage in which a damper oil passage is provided independently on the expansion side and the contraction side, and the hydraulic oil is bypassed when a pressure exceeding a predetermined value is generated in the oil passage through which the hydraulic oil passes on the contraction side. Or by providing a pressure relief valve.

  According to the third embodiment described above, even a railway vehicle (vertical motion damper device) that does not perform variable damping force control is caused by track irregularities and the like, as in the first and second embodiments described above. Thus, it is possible to prevent a large vertical vibration from occurring instantaneously and improve the ride comfort.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the vehicle, the carriage, the vertical motion damper device, and the like are not limited to the above-described embodiments, and can be changed as appropriate.
For example, the arrangement of the acceleration sensors of the first and second embodiments is an example, and can be changed as appropriate.
In addition, the configuration of the carriage, the axle box support device, the traction device, and the like can be changed as appropriate.
Furthermore, the types of vehicles to be applied are not limited to those for passengers, and may be business vehicles such as cargo vehicles, locomotives, track test vehicles, and the like.
In addition, the present invention is not limited to a general railway vehicle as in each embodiment. For example, a bogie frame of a magnetically levitated linear motor car (a structure in which a levitating magnet is provided and which is relatively displaced in the vertical direction with respect to the vehicle body) The present invention can also be applied to a damper provided between the member) and the vehicle body.
(2) In the first and second embodiments, for example, the skyhook control side is used as the control side for performing damper damping force control, but the control side is not limited to this, for example, other than H∞ control, etc. The control side may be used.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Car body 20 1st trolley 21 Bogie frame 22 Wheel shaft 23 Shaft box 24 Shaft box support device 25 Pillow spring device 30 2nd trolley 31 Bogie frame 32 Wheel shaft 33 Shaft box 34 Shaft box support device 35 Pillow spring device 100 Vertical motion damper Device (vibration control device)
DESCRIPTION OF SYMBOLS 110 Control apparatus 111 Mode separation means 112 Integration means 113 Control gain multiplication means 114 Control value synthesis means 115 Limiter means 121,122 Variable damping vertical motion damper 131,132,133 Acceleration sensor

Claims (11)

A bogie frame that is mounted so as to be relatively displaceable in the vertical direction with respect to the vehicle body, and is relatively displaceable in the vertical direction with respect to the track;
A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the carriage frame with respect to the track;
A vertical motion damper device provided in a railway vehicle having a secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame;
A variable damping damper capable of generating a damping force according to a vertical relative speed between the vehicle body and the bogie frame and changing a damping force characteristic according to a damping force command value;
Vibration detecting means for detecting vibration of the vehicle body;
Target damping force calculating means for calculating a control target damping force by which the variable damping damper can suppress vibration of the vehicle body according to the output of the vibration detecting means;
Damping force control means for outputting the damping force command value so that the damping force generated by the variable damping damper approaches the control target damping force;
The damping force control means is configured so that the damping force of the variable damping damper when the bogie frame is relatively raised with respect to the vehicle body is equal to or less than a preset upper limit value regardless of the control target damping force. And a limiter means for limiting the damping force command value. A bogie frame that is mounted so as to be relatively displaceable in the vertical direction with respect to the vehicle body, and is relatively displaceable in the vertical direction with respect to the track;
A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the carriage frame with respect to the track;
A vertical motion damper device provided in a railway vehicle having a secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame;
A variable damping damper capable of generating a damping force according to a vertical relative speed between the vehicle body and the carriage frame and changing a damping force measurement according to a damping force command value;
Vibration detecting means for detecting vibration of the vehicle body;
Target damping force calculating means for calculating a control target damping force by which the variable damping damper can suppress vibration of the vehicle body according to the output of the vibration detecting means;
Damping force control means for outputting the damping force command value so that the damping force generated by the variable damping damper approaches the control target damping force;
Regardless of the damping force command value output from the damping force control means, the variable damping damper has a damping force that is generated when the carriage frame rises relative to the vehicle body below a preset upper limit value. An up-and-down motion damper device characterized by being configured as follows. The upper limit value is set smaller than a maximum damping force of the variable damping damper when the bogie frame descends relative to the vehicle body. Vertical motion damper device. A bogie frame that is mounted so as to be relatively displaceable in the vertical direction with respect to the vehicle body, and is relatively displaceable in the vertical direction with respect to the track;
A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the carriage frame with respect to the track;
A vertical motion damper device provided in a railway vehicle having a secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame;
A damper that generates a damping force according to a relative speed in the vertical direction between the vehicle body and the bogie frame;
The damper is set such that the maximum damping force when the bogie frame rises relative to the vehicle body is smaller than the maximum damping force when the bogie frame descends relative to the vehicle body. The vertical motion damper device is configured to be equal to or less than the upper limit value. The peak value of the vertical acceleration that acts on the vehicle body when traveling is reduced by setting the upper limit value compared to the case where the upper limit value is not set. The vertical motion damper device according to any one of claims. A railcar comprising the vertical motion damper device according to any one of claims 1 to 5. A bogie frame that is mounted so as to be relatively displaceable in the vertical direction with respect to the vehicle body, and is relatively displaceable in the vertical direction with respect to the track;
A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the carriage frame with respect to the track;
A secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame;
A damping method for a railway vehicle, comprising: a variable damping damper that generates a damping force according to a vertical relative speed between the vehicle body and the bogie frame and can change a damping force characteristic according to a damping force command value. And
The control target damping force capable of suppressing the vibration of the variable damping damper is calculated according to the vibration of the vehicle body, and the damping force command value is set so that the damping force generated by the variable damping damper approaches the control target damping force In addition, regardless of the control target damping force, the damping force is set so that the damping force of the variable damping damper when the bogie frame rises relative to the vehicle body is equal to or lower than a preset upper limit value. A rail car vibration damping method characterized by limiting command values. A bogie frame that is mounted so as to be relatively displaceable in the vertical direction with respect to the vehicle body, and is relatively displaceable in the vertical direction with respect to the track;
A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the carriage frame with respect to the track;
A secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame;
A damping method for a railway vehicle, comprising: a variable damping damper that generates a damping force according to a vertical relative speed between the vehicle body and the bogie frame and can change a damping force characteristic according to a damping force command value. And
The control target damping force capable of suppressing the vibration of the variable damping damper is calculated according to the vibration of the vehicle body, and the damping force command value is set so that the damping force generated by the variable damping damper approaches the control target damping force In addition, the variable damping damper is set so that the damping force generated when the bogie frame rises relative to the vehicle body is equal to or less than a preset upper limit value regardless of the damping force command value. A method of damping a railway vehicle, characterized by comprising: The said upper limit is set smaller than the maximum damping force of the said variable damping damper when the said truck frame descend | falls relatively with respect to the said vehicle body. Rail vehicle vibration control method. A bogie frame that is mounted so as to be relatively displaceable in the vertical direction with respect to the vehicle body, and is relatively displaceable in the vertical direction with respect to the track;
A primary spring that expands and contracts in accordance with a relative displacement in the vertical direction of the carriage frame with respect to the track;
A secondary spring that expands and contracts in response to a relative displacement in the vertical direction of the vehicle body with respect to the bogie frame;
A vibration damping method for a railway vehicle, comprising: a damper that generates a damping force according to a vertical relative speed between the vehicle body and the bogie frame,
The damper is set such that the maximum damping force when the bogie frame ascends relative to the vehicle body is smaller than the maximum damping force when the bogie frame descends relative to the vehicle body. A vibration control method for a railway vehicle, characterized by being configured to be equal to or less than an upper limit value. 11. The peak value of vertical acceleration acting on the vehicle body when traveling is reduced by setting the upper limit value as compared to the case where the upper limit value is not set. 11. The method for damping a railway vehicle according to any one of the above.

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