JP2018122625A - Railway vehicle vibration control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle vibration control device capable of removing a drift component from the output of an acceleration sensor without losing a vibration control effect.SOLUTION: A railway vehicle vibration control device V is provided with: an actuator A that can be unloaded during driving of a pump 12 by a motor 15; an acceleration sensor 40 that is installed in a vehicle body B and detects lateral acceleration of the vehicle body B; and a controller C that controls the actuator A on the basis of the acceleration. An offset value for canceling a drift component included in the output value of the acceleration sensor 40 is measured during unloading of the actuator A while driving the motor 15.SELECTED DRAWING: Figure 4

Description

  The present invention relates to an improvement in a railcar damping device.

  A rail vehicle includes a double-acting actuator interposed between a vehicle body and front and rear carriages, an acceleration sensor that detects acceleration in the front and rear of the vehicle body, and a controller that controls the actuator. In some cases, a railcar damping device that suppresses vibration in the left-right direction is provided.

  In such a railway vehicle vibration damping device, the controller obtains a control force to be generated by the actuator based on the acceleration detected by the acceleration sensor, and causes the actuator to exert a thrust to suppress the vibration of the vehicle body, (For example, refer to Patent Document 1).

JP 2013-1304 A

  The actuator in the above-described railcar vibration damping device is an electro-hydraulic cylinder, and is extended and contracted by pressure oil supplied to the cylinder from a pump driven by a motor.

  Such an actuator is equipped with an inverter for driving a motor, and noise is superimposed on the output of the acceleration sensor and drifts due to the influence of an electromagnetic wave or the like generated by a current flowing through the inverter when the motor is driven.

  Since the drift component due to noise superimposed on the output of the acceleration sensor has a low frequency, a method of removing the drift component by performing high-pass filter processing on the output of the acceleration sensor is generally performed.

  However, when the high-pass filter process is performed, the phase of the acceleration detected by the acceleration sensor is more advanced than the actual acceleration, and it takes time until the drift component is removed and the output is stabilized. Therefore, if vibration suppression control is executed when the motor is started, the controller calculates the control force based on the drift component and drives the actuator, even though no acceleration is actually acting on the vehicle body. Therefore, there is a problem that the vibration control effect is deteriorated.

  On the other hand, since the drift amount of the acceleration sensor at the time of starting the motor can be measured in advance, there is an attempt to set this as an offset value and offset the drift component included in the output of the acceleration sensor at the time of starting the motor with the offset value. .

  The drift amount may be always constant, but the drift amount may change due to aging degradation of the acceleration sensor, etc., and even if the acceleration sensor output is corrected using the offset value fixed in advance, the actual acceleration There still remains a problem that the vibration control effect deteriorates due to the divergence.

  Accordingly, an object of the present invention is to provide a railway vehicle vibration damping device that can remove a drift component from the output of an acceleration sensor without impairing the vibration damping effect.

  The vibration control device for a railway vehicle according to the present invention includes an actuator that can be unloaded while a pump is driven by a motor, an acceleration sensor that is installed on the vehicle body to detect lateral acceleration of the vehicle body, and controls the actuator based on the acceleration. And an offset value that cancels the drift component included in the output value of the acceleration sensor while the actuator is being unloaded while driving the motor. Therefore, the railcar damping device does not need to perform high-pass filtering on the output of the acceleration sensor, can update the offset value by the measurement, can maintain the offset value at an optimal value, and drift components due to the influence of the motor drive There is no need for a high-pass filter process for removing the.

  Further, the railcar damping device may be configured to correct the output value with the offset value only when the motor is driven, and in this way, when the motor is switched from non-driving to driving, and A good damping effect can be obtained when switching from driving to non-driving.

  Further, the railcar damping device measures the output value when the motor of the acceleration sensor is driven a predetermined number of times, and an average value obtained by dividing the obtained output value sequentially by the predetermined number of times is set as the offset value. May be. In this way, the memory source of the controller is not compressed, and a memory with a small capacity can be used, so that the railcar vibration damping device is inexpensive.

  Further, the actuator in the railcar damping device communicates the cylinder, the piston, the rod, the tank, the pump that supplies the working liquid to the rod side chamber, the motor that drives the pump, the rod side chamber, and the piston side chamber. A first opening / closing valve provided in the middle of the first passage, a second opening / closing valve provided in the middle of the second passage communicating the piston side chamber and the tank, a discharge passage connecting the rod side chamber and the tank, and a discharge A variable relief valve that can change the valve opening pressure provided in the middle of the passage, a rectifying passage that allows only the flow of the working liquid from the piston side chamber to the rod side chamber, and only a flow of the working liquid from the tank to the piston side chamber And a suction passage. In the railcar damping device configured as described above, even if the motor is stopped, the actuator functions as a skyhook semi-active damper, so that the damping effect is not lost even when the motor is stopped.

  According to the railcar damping device of the invention, the drift component can be removed from the output of the acceleration sensor without impairing the damping effect.

1 is a cross section of a railway vehicle equipped with a railway vehicle vibration damping device according to an embodiment. It is detail drawing of an example of an actuator. It is a control block diagram of the controller in the railcar damping device of one embodiment. It is the flowchart which showed the measurement and determination procedure of offset value.

  The present invention will be described below based on the embodiments shown in the drawings. A railcar vibration damping device V according to an embodiment is used as a vibration damping device for a vehicle body B of a railcar, and is an actuator interposed as a pair between the vehicle body B and a carriage T as shown in FIG. A, an acceleration sensor 40 that is installed in the vehicle body B and detects a lateral acceleration α of the vehicle body B, and a controller C that controls the actuator A are configured. Specifically, in the case of a railway vehicle, the actuator A is connected to a pin P that is suspended below the vehicle body B, and is interposed between the vehicle body B and the carriage T in parallel.

  The carriage T rotatably holds the wheel W, and a suspension spring S called a pillow spring is interposed between the vehicle body B and the carriage T, and the vehicle body B is elastically supported. Movement of the vehicle body B in the lateral direction relative to the carriage T is allowed.

  These actuators A are basically configured to suppress vibration in the horizontal and lateral directions with respect to the vehicle traveling direction of the vehicle body B by active control by the controller C.

  The controller C obtains the control force F to be generated by the actuator A based on the acceleration α in the horizontal and horizontal direction with respect to the vehicle traveling direction of the vehicle body B detected by the acceleration sensor 40, and the actuator C has the control force F as the control force F. Gives a command to generate thrust. Thus, the railcar damping device V causes the actuator A to exert the control force F to suppress the lateral vibration of the vehicle body B.

  Next, a specific configuration of the actuator A will be described. Although two actuators A are provided for the carriage T at the illustrated position, only one actuator A may be provided. One controller C may be provided for each actuator A.

  In this example, as shown in FIG. 2, the actuator A includes a cylinder 2 connected to one of a vehicle body B and a carriage T of a railway vehicle, a piston 3 slidably inserted into the cylinder 2, Rod 4 connected to the other of the vehicle body B and the carriage T and the piston 3, a tank 7 for storing the working liquid, and the working liquid can be sucked up from the tank 7 and supplied to the rod side chamber 5. A pump 12, a motor 15 that drives the pump 12, and a hydraulic circuit HC that controls the switching of the expansion and contraction of the actuator A and the thrust are configured as a single rod type actuator.

  In the present embodiment, the rod side chamber 5 and the piston side chamber 6 are filled with working oil as working liquid, and the tank 7 is filled with gas in addition to working oil. In addition, it is not necessary to compress and fill the inside of the tank 7 with a gas in particular. In addition to the working oil, other liquids may be used as the working liquid.

  The hydraulic circuit HC includes a first on-off valve 9 provided in the first passage 8 that communicates the rod side chamber 5 and the piston side chamber 6, and a second passage 10 provided in the second passage 10 that communicates the piston side chamber 6 and the tank 7. The on-off valve 11 and a variable relief valve 22 provided in a discharge passage 21 connecting the rod side chamber 5 and the tank 7 and capable of changing the valve opening pressure are provided.

  Basically, when the first opening / closing valve 9 is in communication with the first passage 8, the second opening / closing valve 11 is closed and the pump 12 is driven, the actuator A extends, and the second opening / closing valve 11 causes the second opening / closing valve 11 to When the passage 10 is in a communicating state, the first on-off valve 9 is closed and the pump 12 is driven, the actuator A contracts.

  Hereinafter, each part of the actuator A will be described in detail. The cylinder 2 has a cylindrical shape, the right end in FIG. 2 is closed by a lid 13, and an annular rod guide 14 is attached to the left end in FIG. A rod 4 that is movably inserted into the cylinder 2 is slidably inserted into the rod guide 14. One end of the rod 4 protrudes outside the cylinder 2, and the other end in the cylinder 2 is connected to a piston 3 that is slidably inserted into the cylinder 2.

  Note that the outer periphery of the rod guide 14 and the cylinder 2 are sealed by a seal member (not shown), whereby the inside of the cylinder 2 is maintained in a sealed state. The rod-side chamber 5 and the piston-side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with hydraulic oil as described above.

  In the case of this actuator A, the rod 4 has a cross-sectional area that is ½ of the cross-sectional area of the piston 3, and the pressure-receiving area of the piston 3 on the rod-side chamber 5 side is half of the pressure-receiving area on the piston-side chamber 6 side. It is like that. Therefore, when the pressure in the rod side chamber 5 is the same during the extension operation and during the contraction operation, the thrust generated in both expansion and contraction becomes equal, and the amount of hydraulic oil with respect to the displacement amount of the actuator A becomes the same in both expansion and contraction.

  Specifically, when the actuator A is extended, the rod side chamber 5 and the piston side chamber 6 are in communication with each other. Then, the pressures in the rod side chamber 5 and the piston side chamber 6 become equal, and the actuator A generates a thrust obtained by multiplying the pressure receiving area difference between the rod side chamber 5 side and the piston side chamber 6 side in the piston 3 by the pressure. On the contrary, when the actuator A is contracted, the communication between the rod side chamber 5 and the piston side chamber 6 is cut off and the piston side chamber 6 is connected to the tank 7. Then, the actuator A generates a thrust obtained by multiplying the pressure in the rod side chamber 5 by the pressure receiving area of the piston 3 on the rod side chamber 5 side.

  In short, the thrust generated by the actuator A is a value obtained by multiplying a half of the cross-sectional area of the piston 3 by the pressure in the rod side chamber 5 in both expansion and contraction. Therefore, when the thrust of the actuator A is controlled, the pressure in the rod side chamber 5 may be controlled for both the extension operation and the contraction operation. Further, in the actuator A of the present example, the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to one half of the pressure receiving area on the piston side chamber 6 side. Since the pressure in the rod side chamber 5 is the same on the contraction side, the control is simplified. In addition, since the amount of hydraulic oil with respect to the amount of displacement is the same, there is an advantage that the responsiveness is the same on both sides of expansion and contraction. In addition, even when the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to ½ of the pressure receiving area on the piston side chamber 6 side, the thrust on both sides of the actuator A can be controlled by the pressure of the rod side chamber 5. Will not change.

  Returning, the lid 4 that closes the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown), and this actuator A is interposed between the vehicle body B and the carriage T in the railway vehicle. Can be disguised.

  The rod side chamber 5 and the piston side chamber 6 communicate with each other by a first passage 8, and a first opening / closing valve 9 is provided in the middle of the first passage 8. The first passage 8 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.

  The first on-off valve 9 is an electromagnetic on-off valve. The first on-off valve 9 is opened to connect the rod-side chamber 5 and the piston-side chamber 6, and the first on-off passage 8 is shut off to connect to the rod-side chamber 5. And a blocking position for disconnecting communication with the piston side chamber 6. And this 1st on-off valve 9 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization.

  Subsequently, the piston side chamber 6 and the tank 7 are communicated with each other by a second passage 10, and a second opening / closing valve 11 is provided in the middle of the second passage 10. The second on-off valve 11 is an electromagnetic on-off valve, which opens the second passage 10 to communicate the piston side chamber 6 and the tank 7, and shuts off the second passage 10 to connect the piston side chamber 6 and the tank. 7 and a shut-off position that cuts off communication with 7. And this 2nd on-off valve 11 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization.

  The pump 12 is driven by a motor 15 that is controlled by the controller C and rotates at a predetermined rotational speed, and is a pump that discharges hydraulic oil in only one direction. The discharge port of the pump 12 communicates with the rod side chamber 5 through the supply passage 16 and the suction port communicates with the tank 7. When driven by the motor 15, the pump 12 sucks hydraulic oil from the tank 7 and Hydraulic oil is supplied to the side chamber 5.

  As described above, the pump 12 only discharges the hydraulic oil in one direction and does not switch the rotation direction, so there is no problem that the discharge amount changes at the time of rotation switching, and an inexpensive gear pump or the like can be used. . Further, since the rotation direction of the pump 12 is always the same direction, even the motor 15 that is a drive source for driving the pump 12 does not require high responsiveness to rotation switching, and the motor 15 is also inexpensive. Can be used. A check valve 17 that prevents the backflow of hydraulic oil from the rod side chamber 5 to the pump 12 is provided in the supply passage 16. The motor 15 is driven by receiving power supply from an inverter circuit (not shown) controlled by the controller C.

  Further, as described above, the hydraulic circuit HC of the present example includes the discharge passage 21 that connects the rod side chamber 5 and the tank 7, and the variable relief valve 22 that can change the valve opening pressure provided in the middle of the discharge passage 21. It has.

  In this example, the variable relief valve 22 is a proportional electromagnetic relief valve. The variable relief valve 22 can adjust the valve opening pressure in accordance with the amount of current supplied, and when the current amount becomes maximum, the valve opening pressure is minimized, If there is no supply, the valve opening pressure is maximized.

  As described above, when the discharge passage 21 and the variable relief valve 22 are provided, when the actuator A is expanded and contracted, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22, and the thrust of the actuator A can be increased. The amount of current supplied to the variable relief valve 22 can be controlled. When the discharge passage 21 and the variable relief valve 22 are provided, sensors necessary for adjusting the thrust force of the actuator A are not necessary, and it is not necessary to highly control the motor 15 for adjusting the discharge flow rate of the pump 12. . Therefore, the railcar damping device V is inexpensive and a robust system can be constructed in terms of hardware and software.

  When the first on-off valve 9 is opened and the second on-off valve 11 is closed, or when the first on-off valve 9 is closed and the second on-off valve 11 is opened, vibration input from an external force is applied regardless of the driving state of the pump 12. On the other hand, the actuator A can exhibit a damping force only in one of expansion and contraction. Therefore, for example, when the direction in which the damping force is exerted is the direction in which the vehicle body B is vibrated by the vibration of the bogie T of the railway vehicle, the actuator A is provided with a one-effect damper so that no damping force is generated in such a direction. And can function. Therefore, since this actuator A can easily realize semi-active control based on Karnop's Skyhook theory, it can also function as a semi-active damper.

  If a proportional electromagnetic relief valve that proportionally changes the valve opening pressure with the amount of current applied to the variable relief valve 22 is used, the control of the valve opening pressure is simplified. However, any variable relief valve that can adjust the valve opening pressure is used. It is not limited to a proportional electromagnetic relief valve.

  In the variable relief valve 22, regardless of whether the first on-off valve 9 and the second on-off valve 11 are open or closed, the actuator A has an excessive input in the expansion / contraction direction, and the pressure in the rod side chamber 5 exceeds the valve opening pressure. When the state is reached, the discharge passage 21 is opened. As described above, the variable relief valve 22 discharges the pressure in the rod side chamber 5 to the tank 7 when the pressure in the rod side chamber 5 becomes equal to or higher than the valve opening pressure, so that the pressure in the cylinder 2 is prevented from becoming excessive. To protect the entire system of the actuator A. Therefore, if the discharge passage 21 and the variable relief valve 22 are provided, the system can be protected.

  In addition to the above-described configuration, the hydraulic circuit HC in the actuator A of this example includes a rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 to the rod side chamber 5, and the tank 7 to the piston side chamber 6. A suction passage 19 that allows only the flow of hydraulic oil toward the head is provided. Therefore, when the actuator A expands and contracts while the first on-off valve 9 and the second on-off valve 11 are closed, hydraulic oil is pushed out from the cylinder 2. Since the variable relief valve 22 provides resistance to the flow of hydraulic oil discharged from the cylinder 2, the actuator A of the present example is in a state where the first on-off valve 9 and the second on-off valve 11 are closed. Functions as a uniflow type damper.

  More specifically, the rectifying passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve 18 a is provided in the middle, allowing only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5. It is set as a one-way passage. Further, the suction passage 19 communicates between the tank 7 and the piston side chamber 6, and a check valve 19 a is provided in the middle to allow only the flow of hydraulic oil from the tank 7 toward the piston side chamber 6. Is set to The rectifying passage 18 can be integrated into the first passage 8 when the shut-off position of the first on-off valve 9 is a check valve, and the suction passage 19 is also the first when the shut-off position of the second on-off valve 11 is a check valve. It can be concentrated in the two passages 10.

  In the actuator A configured as described above, even if the first on-off valve 9 and the second on-off valve 11 are both in the shut-off position, the rod side chamber 5, the piston side chamber 6 in the rectifying passage 18, the suction passage 19, and the discharge passage 21. And the tank 7 is made to communicate with a rosary chain. The rectifying passage 18, the suction passage 19, and the discharge passage 21 are set as one-way passages. Therefore, when the actuator A expands and contracts due to an external force, the hydraulic oil is always discharged from the cylinder 2 and returned to the tank 7 through the discharge passage 21, and the hydraulic oil that is not sufficient in the cylinder 2 is transferred from the tank 7 to the cylinder through the suction passage 19. 2 is supplied. Since the variable relief valve 22 acts as a resistance against the flow of hydraulic oil and adjusts the pressure in the cylinder 2 to the valve opening pressure, the actuator A functions as a passive uniflow type damper.

  In addition, at the time of failure that prevents the actuator A from being energized, each of the first on-off valve 9 and the second on-off valve 11 takes the shut-off position, and the variable relief valve 22 has the maximum valve opening pressure. Functions as a fixed pressure control valve. Therefore, during such a failure, the actuator A automatically functions as a passive damper.

  Subsequently, when causing the actuator A to exert a desired thrust in the extending direction, the controller C basically rotates the motor 15 to supply the hydraulic oil from the pump 12 into the cylinder 2 while the first on-off valve. 9 is a communication position, and the second on-off valve 11 is a shut-off position. In this way, the rod side chamber 5 and the piston side chamber 6 are in communication with each other, and hydraulic oil is supplied to both of them from the pump 12, the piston 3 is pushed to the left in FIG. 2, and the actuator A generates thrust in the extension direction. Demonstrate. When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22, the variable relief valve 22 is opened and the hydraulic oil is discharged to the tank 7 through the discharge passage 21. Therefore, the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled by the valve opening pressure of the variable relief valve 22 determined by the amount of current applied to the variable relief valve 22. The actuator A then extends in the direction of extension of the value obtained by multiplying the pressure receiving area difference between the piston side chamber 6 side and the rod side chamber 5 side of the piston 3 by the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the variable relief valve 22. Demonstrate thrust.

  On the other hand, when causing the actuator A to exert a thrust in a desired contraction direction, the controller C rotates the motor 15 to supply the hydraulic oil from the pump 12 into the rod side chamber 5 while turning the first on-off valve 9. The shut-off position is set, and the second on-off valve 11 is set to the communication position. As a result, the piston side chamber 6 and the tank 7 are brought into communication with each other and the hydraulic oil is supplied to the rod side chamber 5 from the pump 12, so that the piston 3 is pushed rightward in FIG. Demonstrate thrust. As described above, when the amount of current of the variable relief valve 22 is adjusted, the actuator A multiplies the pressure receiving area of the piston 3 on the rod side chamber 5 side and the pressure in the rod side chamber 5 controlled by the variable relief valve 22. Demonstrate thrust in the contraction direction.

  Here, when the actuator A does not expand and contract by an external force but expands and contracts by itself, the upper limit of the pressure in the rod side chamber 5 is limited to the discharge pressure of the pump 12 driven by the motor 15. That is, when the actuator A does not expand / contract with an external force but instead expands / contracts itself, the upper limit of the pressure in the rod side chamber 5 is limited to the maximum torque that the motor 15 can output.

  In addition, the actuator A can function not only as an actuator but also as a damper by opening and closing the first on-off valve 9 and the second on-off valve 11 regardless of the driving state of the motor 15. Further, when switching the actuator A from the actuator to the damper, there is no troublesome and steep switching operation of the first on-off valve 9 and the second on-off valve 11, so that a system with high responsiveness and reliability can be provided.

  Further, when the first on-off valve 9 and the second on-off valve 11 are in the communication position, the rod side chamber 5 and the piston side chamber 6 are communicated with the tank 7 through the first passage 8 and the second passage 10. In this state, the actuator A is in an unloaded state, and even if the pump 12 is driven by the motor 15, the pressure in the rod side chamber 5 and the piston side chamber 6 always becomes the tank pressure, and the actuator A does not expand and contract and exhibits thrust. do not do. In the unloaded state, the actuator A expands and contracts almost without resistance when it is forcibly expanded and contracted by an external force regardless of whether the pump 12 is driven or not driven.

  In addition, since the actuator A of this example is set to a single rod type, it is easier to secure a stroke length than the double rod type actuator, and the total length of the actuator is shortened. Mountability is improved.

  In addition, the flow of hydraulic oil by the hydraulic oil supply from the pump 12 and the expansion / contraction operation in the actuator A of this example passes through the rod side chamber 5 and the piston side chamber 6 in order and finally returns to the tank 7. . Therefore, even if gas is mixed into the rod side chamber 5 or the piston side chamber 6, the actuator A is automatically discharged to the tank 7 by the expansion / contraction operation, so that it is possible to prevent deterioration of the response of thrust generation. Therefore, when manufacturing the actuator A, it is not necessary to assemble in troublesome oil or in a vacuum environment, and advanced degassing of hydraulic oil is not required, improving productivity and reducing manufacturing cost. it can. Furthermore, even if gas is mixed in the rod side chamber 5 or the piston side chamber 6, the gas is automatically discharged to the tank 7 by the expansion / contraction operation of the actuator A. Therefore, it is necessary to frequently perform maintenance for performance recovery. The maintenance labor and cost burden can be reduced.

  Subsequently, as shown in FIG. 3, the controller C of the present example corrects the output value output from the acceleration sensor 40 and sets the acceleration α in the horizontal / lateral direction with respect to the vehicle traveling direction of the vehicle body B acting on the vehicle body B. A correction unit 41 to be obtained, a control calculation unit 42 to obtain a control force F to be output by the actuator A based on the acceleration α, a motor 15, a first on-off valve 9, a second on-off valve 11, variable based on the control force F And a drive unit 43 that drives the relief valve 22.

  The acceleration sensor 40 is installed in the vehicle body B, detects the acceleration in the horizontal and horizontal directions with respect to the vehicle traveling direction of the vehicle body B, and outputs the acceleration to the controller C. The acceleration sensor 40 detects the acceleration as a positive value when the direction is toward the right side in FIG. 1, and detects the negative value when the direction is toward the left side in FIG. To do.

  When the motor 15 is driven, the correction unit 41 subtracts the offset value from the output value output from the acceleration sensor 40 to obtain the horizontal and lateral acceleration α with respect to the vehicle traveling direction of the vehicle body B acting on the vehicle body B. On the other hand, the correction unit 41 outputs the output value output from the acceleration sensor 40 as it is as the acceleration α without correcting the offset value when the motor 15 is not driven.

  The offset value is measured and determined as shown in FIG. The offset value is measured by placing a rail vehicle on a flat track. While driving the pump 12 with the motor 15, the controller C sets the first on-off valve 9 and the second on-off valve 11 to the communication position and puts the actuator A into an unloaded state (step ST1). When the actuator A is in the unloaded state, the actuator A does not exert thrust and the vehicle body B is not vibrated, so that the horizontal lateral acceleration relative to the vehicle traveling direction should not act on the vehicle body B. However, when the acceleration sensor 40 detects the acceleration of the vehicle body B in this state, a drift component caused by electromagnetic noise or the like generated from an inverter circuit that drives the motor 15 is superimposed on the output value of the acceleration sensor 40. . That is, in this state, the output value of the acceleration sensor 40 is not a value indicating that the acceleration acting on the vehicle body B is 0, and an acceleration value that pushes the vehicle body B in either the left or right direction is detected. This value becomes a drift component due to the electromagnetic noise described above. Therefore, the controller C drives the pump 12 with the motor 15, sets the first on-off valve 9 and the second on-off valve 11 to the communication position, sets the actuator A to the unloaded state, and takes in the output value of the acceleration sensor 40 (step) ST2) The output value of the acceleration sensor 40 is determined as a new offset value (step ST3), and the offset value is updated to the determined offset value (step ST4). Although the offset value may be determined by sampling the output value once, since the output value of the acceleration sensor 40 may include other noise components, in this example, the offset value is set as follows. Determine the value. The controller C samples the output value of the acceleration sensor 40 at a predetermined sampling period until reaching a predetermined number of times, and averages the output values obtained by dividing the total of the obtained output values by the predetermined number of times. Is an offset value. In addition, every time the output value is sampled and sequentially added, and dividing by the predetermined number of times after the end of the predetermined number of times of sampling, it is always necessary to hold only the sum of the output values after sampling. It is not necessary to press a memory source (not shown) in the controller C. That is, in order to calculate the sum of output values after storing all sampled output values, it is necessary to store the output values for a predetermined number of times in the memory. It is sufficient to store only one sum of the sampled output values in the memory. In this way, since the average value of the output values is used as the offset value, an offset value that can remove only drift components due to noise or the like during driving of the motor 15 can be obtained with high accuracy. In determining the offset value, a moving average of the output values of the acceleration sensor 40 may be obtained and this value may be adopted as the offset value. The offset value obtained in this way is stored and stored in a memory in the controller C, and is updated each time the offset value is measured and determined. And the correction | amendment part 41 correct | amends the output value of the acceleration sensor 40 at the time of the drive of the motor 15 always using the newest offset value, and obtains acceleration (alpha). Since the offset value removes a drift component when the motor 15 is driven, it is not superimposed on the output value of the acceleration sensor 40 when the motor 15 is not driven. Therefore, the correction unit 41 outputs the output value output from the acceleration sensor 40 as it is as the acceleration α without correcting the offset value when the motor 15 is not driven. Since the value of the drift component superimposed on the output value of the acceleration sensor 40 when the motor 15 is driven changes slowly over time due to the deterioration of the acceleration sensor 40, etc., the measurement and update of the offset value are alternating. The inspection may be performed at regular inspections such as inspections, but may be performed every time of work inspection or pre-operation inspection.

  The control calculation unit 42 performs processing with a bandpass filter that removes steady acceleration, drift components, and noise during curve running included in the acceleration α obtained by the correction unit 41, and generates the control force F that the actuator A should exert. Ask. In this example, the control calculation unit 42 is an H∞ controller, and obtains a control force F that instructs a thrust to be output by the actuator A in order to suppress vibration of the vehicle body B from the acceleration α. The control force F is given a positive or negative sign depending on the direction, and the sign indicates the direction of thrust to be output to the actuator A.

  When calculating the control force F, the control calculation unit 42 outputs a control command corresponding to the control force F to the drive unit 43 so as to cause the actuator A to output the control force F. When receiving the control command, the drive unit 43 stops the current supply or the current supply to the first on-off valve 9 and the second on-off valve 11 according to the sign of the control force F instructed by the control command to open / close the drive. More specifically, when the extension direction of the actuator A is positive and the contraction direction is negative, the drive unit 43 operates as follows. When the sign of the control force F is positive, the thrust exerting direction of the actuator A is the extension direction. Therefore, the drive unit 43 sets the second opening / closing valve 11 to the blocking position while setting the first opening / closing valve 9 to the communication position. Then, hydraulic oil is supplied from the pump 12 to both the rod side chamber 5 and the piston side chamber 6, and the actuator A exhibits thrust in the extending direction. On the other hand, when the sign of the control force F is negative, since the thrust exerting direction of the actuator A is the contraction direction, the drive unit 43 sets the second opening / closing valve 11 to the communication position while setting the first opening / closing valve 9 to the cutoff position. To do. Then, hydraulic oil is supplied only from the pump 12 to the rod side chamber 5 so that the rod side chamber 5 and the tank 7 communicate with each other, so that the actuator A exerts thrust in the contraction direction.

  In this example, the control calculation unit 42 obtains the control force F only from the acceleration α. On the other hand, the acceleration sensor 40 is provided in front of and behind the vehicle body B to obtain the sway acceleration and yaw acceleration of the vehicle body B from the acceleration α before and after the vehicle body B. Based on these sway acceleration and yaw acceleration, A control force that suppresses yaw and a control force that suppresses yaw may be obtained. In this case, the control force F is obtained by adding the control force that suppresses the sway and the control force that suppresses the yaw, and is installed between the vehicle body B and the carriage T disposed before and after the vehicle body B. The control force F may be output to each actuator A.

  Note that the controller C, as hardware resources, is not illustrated, but specifically, for example, an A / D converter for capturing a signal output from the acceleration sensor 40, and an actuator that captures an output value of the acceleration sensor 40. A storage device such as a ROM (Read Only Memory) in which a program used for processing necessary to control A is stored, and an arithmetic device such as a CPU (Central Processing Unit) that executes processing based on the program; And a storage device such as a RAM (Random Access Memory) that provides a storage area to the CPU, and each unit in the control calculation unit 42 of the controller C can be realized by executing the program of the CPU.

  As described above, the railcar vibration damping device V can be expanded and contracted by supplying the working liquid from the pump 12 driven by the motor 15 and can be unloaded while the pump 12 is driven by the motor 15 and the vehicle body B. An acceleration sensor 40 that is installed and detects the left-right acceleration of the vehicle body B and a controller C that controls the actuator A based on the acceleration. While the motor A is being driven and the actuator A is being unloaded, the acceleration sensor 40 The offset value that cancels the drift component included in the output value of is measured. Therefore, the railcar damping device V can unload the actuator A even when the motor 15 is driven, and is superimposed on the output value of the acceleration sensor 40 in a safe state without driving the vehicle body B while driving the motor 15. Drift component can be measured. Therefore, the railcar damping device V does not need to perform high-pass filtering on the output of the acceleration sensor 40, and can update the offset value by the measurement. From the above, according to the railcar damping device V, the offset value can be maintained at an optimum value, and the high-pass filter process for removing the drift component included in the output value of the acceleration sensor 40 due to the drive of the motor 15 is unnecessary. Since there is no need to wait for a phase shift or stabilization of the detected acceleration, the vibration damping effect can be kept good. Therefore, according to the railcar damping device V of the present invention, the drift component can be removed from the output of the acceleration sensor without impairing the damping effect.

  In the railcar vibration damping device V of this example, the output value is corrected with the offset value only when the motor 15 is driven. In this way, when the motor 15 is switched from non-drive to drive and when the motor 15 is switched from drive to non-drive, a situation in which the value of the acceleration α used for control does not change greatly does not occur. Therefore, in the railcar damping device V of the present example, a good damping effect can be obtained when the motor 15 is switched from non-drive to drive, and also when the motor 15 is switched from drive to non-drive. The drift component superimposed on the output value of the acceleration sensor 40 when the motor 15 is driven is added to or subtracted from the output value stepwise by switching the motor 15 on and off (drive and non-drive). Therefore, if the subtraction of the offset value is switched between valid and invalid by switching the motor 15 on and off, the value of the acceleration α output from the correction unit 41 does not change depending on whether the motor 15 is on or off and continues. Therefore, even if the motor 15 is turned on / off, the vibration damping performance does not deteriorate. Therefore, the motor 15 can be turned off in a situation where the driving of the motor 15 is not required during traveling of the railway vehicle. The energy consumption of V can be suppressed.

  Furthermore, in the railway vehicle vibration damping device V of this example, the output value at the time of driving the motor 15 in the acceleration sensor 40 is measured a predetermined number of times, and the average value obtained by dividing the value obtained by sequentially adding the obtained output values by the predetermined number of times. Is the offset value. In this way, the memory source of the controller C is not compressed, and a memory with a small capacity can be used. Therefore, the railcar vibration damping device V is inexpensive.

  Furthermore, the railcar damping device V of the present example includes a cylinder 2, a piston 3, a rod 4, a tank 7, a pump 12 that supplies hydraulic oil to the rod side chamber 5, and a motor 15 that drives the pump 12. A first on-off valve 9 provided in a first passage 8 that communicates the rod-side chamber 5 and the piston-side chamber 6, and a second on-off valve 11 provided in a second passage 10 that communicates the piston-side chamber 6 and the tank 7. The variable relief valve 22 that can change the valve opening pressure provided in the discharge passage 21 connecting the rod side chamber 5 and the tank 7 and the rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5. And a suction passage 19 that allows only the flow of hydraulic oil from the tank 7 toward the piston side chamber 6. In the railcar damping device V configured as described above, even if the pump 12 is stopped, the actuator A functions as a skyhook semi-active damper, so that the damping effect is not lost even when the pump 12 is stopped. .

  The actuator A can be expanded and contracted by supplying a working liquid from a pump driven by a motor and can be unloaded while the pump is driven by a motor, and is limited to the specific structure described above. It is not a thing.

  Although the preferred embodiments of the present invention have been described in detail above, modifications, variations, and changes can be made without departing from the scope of the claims.

2 ... cylinder, 3 ... piston, 4 ... rod, 5 ... rod side chamber, 6 ... piston side chamber, 7 ... tank, 8 ... first passage, 9 ... First opening / closing valve, 10 ... second passage, 11 ... second opening / closing valve, 12 ... pump, 15 ... motor, 18 ... rectifying passage, 19 ... suction passage, 21. ..Discharge passage, 22 ... variable relief valve, 40 ... acceleration sensor, A ... actuator, B ... vehicle body, C ... controller, T ... cart, V ... railway vehicle Vibration control device

Claims (4)

An actuator that can be expanded and contracted by supplying a working liquid from a pump driven by a motor, can be unloaded while the pump is driven by the motor, and is interposed between a vehicle body and a carriage of a railway vehicle;
An acceleration sensor installed on the vehicle body for detecting lateral acceleration of the vehicle body;
A controller for controlling the actuator based on the acceleration,
An offset value for canceling a drift component included in the output value of the acceleration sensor is measured during unloading of the actuator while driving the pump by the motor. The controller is
The railway vehicle vibration damping device according to claim 1, wherein the output value is corrected by the offset value only when the motor is driven. During the unloading of the actuator while driving the pump by the motor, the output value at the time of driving the motor in the acceleration sensor is measured a predetermined number of times, and the value obtained by sequentially adding the obtained output values is the predetermined value. The average value divided by the number of times is used as the offset value. The railway vehicle vibration damping device according to claim 1 or 2, wherein The actuator is
A cylinder,
A piston slidably inserted into the cylinder;
A rod inserted into the cylinder and connected to the piston;
A rod side chamber and a piston side chamber partitioned by the piston in the cylinder;
A tank,
The pump capable of sucking the working liquid from the tank and supplying the working liquid to the rod side chamber;
The motor for driving the pump;
A first on-off valve provided in a first passage communicating the rod side chamber and the piston side chamber;
A second on-off valve provided in a second passage communicating the piston side chamber and the tank;
A variable relief valve provided in a discharge passage connecting the rod side chamber and the tank;
A rectifying passage that allows only the flow of hydraulic oil from the piston side chamber toward the rod side chamber;
The vibration damping device for a railway vehicle according to any one of claims 1 to 3, further comprising a suction passage that allows only a flow of hydraulic oil from the tank toward the piston side chamber.

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