JP3107133B2 - Railway vehicle vibration control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration control apparatus for a railway vehicle, which controls a vibration generated in a vehicle body of a railway vehicle in accordance with its vibration characteristic and constantly controls the vibration in an optimum state.

[0002]

2. Description of the Related Art As a method of suppressing vibration generated in a railway vehicle, a method of installing a fluid actuator between a vehicle body and a bogie in accordance with the vibration direction and generating a control force having an opposite phase to the vibration of the vehicle body is known. (JP-A-56-17754, etc.) are known.

On the other hand, when a railway vehicle passes a curved road, centrifugal acceleration is applied to the vehicle body. Therefore, it is necessary to provide a means for reducing this effect and preventing a decrease in vibration control capability. Japanese Unexamined Patent Publication No. 57-11163 discloses a "vehicle vibration control device". In this device, a fluid actuator installed between a vehicle body and a bogie is driven by a servo valve to suppress vibration.

[0004] Further, among devices for suppressing vibration generated in railway vehicles, there is a device provided with a device for detecting a position of a vehicle on a track (Japanese Patent Publication No. 5-80385). This device is
Data in which the irregularity data of the track irregularities and the position are directly related to each other are obtained in advance by measurement, and feedback control is performed with reference to the data and the vehicle position and foreseeing control. The subject of this technology is only the vehicle body vibration due to the irregular track, and does not include the vibration due to other causes. In addition, a large amount of data needs to be measured in advance by a track measuring vehicle or the like with respect to the relationship between the detailed data of the track irregularities and the position. Since the large amount of data is stored in the control device, the device is inevitably complicated.

[0005]

As described above, various methods have been proposed as conventional methods for suppressing the vibration generated in railway vehicles, and each method is effective in suppressing the vibration. Further, the invention of Japanese Patent Publication No. 5-80385 is effective in suppressing vibration due to a specific cause, that is, irregularity of the orbit. However, there has been no vibration control device for a railway vehicle that copes with all vibrations having different frequencies generated during running of a train and suppresses the vibrations.

The present invention has been made in view of the above-mentioned circumstances, and responds to vibrations of different frequencies generated during the running of a train set. It is intended to provide a vibration control device for a railway vehicle, which is improved.

[0007]

In order to achieve the above object,
Therefore, the vibration control device for a railway vehicle of the present invention includes a fluid actuator installed between the vehicle body and the bogie of the railway vehicle, a control valve for driving the fluid actuator, a detector for detecting the vibration of the vehicle body, and an output of the detector. Composed of a controller that determines a control input to the control valve, in a train set equipped with a railway vehicle vibration control device having a function of actively controlling vibration generated in the vehicle body, a vehicle with a punter and a last vehicle It has a function of detecting and discriminating and setting a control characteristic of the vehicle different from a control characteristic of another vehicle in the train.

Also, a fluid actuator installed between a body and a bogie of a railway vehicle, a control valve for driving the fluid actuator, a detector for detecting vibration of the body, and a control input from the output of the detector to the control valve. In train trains equipped with a controller for determining and equipped with a vibration control device for a railway vehicle having a function of actively controlling the vibration generated in the vehicle body, the traveling of the vehicle inside the tunnel and the traveling outside the tunnel are distinguished by point detection, A function of selecting and switching control characteristics in the vibration control device in real time, and detecting and distinguishing a vehicle with a punter from the last vehicle, and setting the control characteristics of the vehicle to be different from those of other vehicles in the train set. It has a function.

[0009]

When driving a railroad vehicle, the vehicle body vibrates in the left-right direction and the riding comfort is reduced roughly into the following two factors. (A) As shown in FIG. 1, due to the irregularity of the track 28, the wheel set 27 → the primary spring system (shaft spring 26) → the bogie frame 29 → the secondary spring system
(Air spring 4) → Vibration of the vehicle body 1 due to the propagation of vibration from below the vehicle via the spring system.

(B) As shown in FIG. 2, when the vehicle is running at high speed, the pressure of the air flowing around the vehicle causes
Which vibrates directly.

The vibration modes (a) and (b) have different main vibration frequencies, and can be considered separately. In other words, the natural frequency of the spring system caused by the deviation of the orbit in (a) (yawing: 1.5 Hz, upper center rolling: 1.
2 Hz, lower center rolling: around 0.8 Hz) is in the range of 0.5 to 2 Hz. The frequency of the air flow in (b) is 3-6Hz
On the high frequency side.

In particular, in a tunnel, due to the behavior of air between the vehicle body and the inner wall of the tunnel, a pulsating pressure is applied to the vehicle body when traveling at high speed, and as shown in FIG. 3, the frequency is higher than the vibration outside the tunnel. It turned out to be bigger.

As shown in FIG. 5A, the vibration outside the tunnel is such that the lower center rolling resonance point a, the upper center rolling resonance point b, and the yawing resonance point c are in the frequency range of 0.5 to 2 Hz.
Vibrations on the low frequency side are the main.

On the other hand, the vibration in the tunnel is shown in FIG.
As shown in (A), in addition to vibrations a, b, and c having a frequency of 0.5 to 2 Hz, vibration d due to aerodynamics of a vehicle body is provided on a high frequency side having a frequency of 3 to 6 Hz.
Is added, and the vibration increases.

As mentioned above, outside the tunnel, the frequency is 0.5
In contrast to low frequency vibrations in tunnels, high frequency vibrations of 3 to 6 Hz will be applied in addition to low frequency vibrations in tunnels. Just do it.

For example, in the H∞ control, control data A ₁ and A ₂ are produced by weight W ₁ having a large specific gravity at a frequency of 0.5 to ₂ Hz and weight W ₂ having a large specific gravity at a frequency of 3 to 6 Hz. You should keep it.

[0017] Thus, for the vibration outside the tunnel, as shown in FIG. 5 (B), the control by the control data A ₁ made by the weight W ₁ was placed for a large frequency 0.5~2Hz deeds, for vibration in the tunnel, as shown in FIG. 6 (B), the control data generated by the weight W ₂ was placed for a large on both frequency 0.5~2Hz and frequency 3~6Hz
Performing control in A _2.

Further, in the vehicle 30 with a punter, FIG.
As shown in (A), the height of the vehicle decreases as the speed of the vehicle increases, and accordingly, the size of the pant cover 34 surrounding the punter 33 increases, and the wind pressure received during traveling is large. Separated air flow is Karman vortex 32
And the vibration peculiar to the vehicle with the punter is caused.
Since the vibration frequency in this case becomes large, for example, around 2 Hz, the weight W ₃ and the control data A with a large specific gravity at 2 Hz are set.
Prepare ₃ .

Further, as shown in FIG.
Since there is no coupling between the Karman vortex 32 generated behind and the following vehicle, the yawing resonance point c is larger than the lower center rolling resonance point a and the upper center rolling resonance point b as shown in FIG. (Frequency 1.5 Hz), the weight W ₄ and the control data A ₄ may be produced in consideration of suppressing this particularly strongly. Then, as shown in FIG. 7 (B), it is controlled by the control data A ₄ and the weight W _4.

As described above, the vibration characteristics of the passive vehicle body are different between outside and inside the tunnel. Therefore, as can be seen from FIGS. 5 (B) and 6 (B), the weights W ₁ , W _{By making 2} intensively heavier, especially at frequencies where the vibration gain is large, the result of the control is dramatically better at that frequency. Therefore, if the control design can be changed in real time, it can be understood that optimal control at each time can be performed.

The same applies to the last vehicle.
As shown in (A), since the passive vibration of the vehicle body has characteristics different from those of the other intermediate vehicle {FIG. 5 (A)}, it is sufficient to provide control data for the last vehicle. However, if the traveling direction is reversed, the vehicle will be the first vehicle, so it is necessary to provide the control device with a function of determining whether or not the vehicle is the last vehicle based on the traveling direction signal. Furthermore, in vehicles with a panta,
When the control device is mounted, control data for a vehicle with a punter may be stored in the controller and used. By doing as described above, optimal control according to the vehicle position and the type of vehicle can be realized.

The present invention relates to a fluid actuator installed between a vehicle body and a bogie of a railway vehicle, a control valve for driving the fluid actuator, a detector for detecting vibration of the vehicle body, and an output from the detector for the control valve. If the vibration control device includes a controller that determines the control input of the vibration control device and has a function of actively controlling the vibration generated in the vehicle body, there is no structural limitation.

[0023]

FIG. 8 shows an example of a vibration control device used in the embodiment of the present invention. Double-acting pneumatic cylinders 19 (front bogie side) and 20 (rear bogie side) installed in the left and right direction between body 1 and front bogie 2 and rear bogie 3 supported by air spring 4 on bogie and proportional pressure control A fluid actuator composed of valves 15, 16 (front bogie side), 17, 18 (rear bogie side) and a lateral vibration accelerometer 7, 8 for detecting lateral vibration acceleration of the vehicle body 1 or a vehicle body 1 and bogies 2, 3 The left and right displacement meters 22 and 23 for detecting the relative displacement between the left and right, and the controller 9 for determining the control output to the fluid actuator from the output of these left and right vibration accelerometers or left and right displacement meters and the signal of the point detection device 6 Become. 5 is a horizontal damper,
21 is an air source.

In the above device, when a detection signal detected by the point detection device 6 is input to the controller 9, the left and right vibration accelerations detected by the left and right vibration acceleration
The left and right relative displacements detected by the left and right displacement meters 22, 23 between 1 and the trolleys 2, 3 are input to the controller 9. In the controller 9, the input right and left vibration acceleration and the left and right relative displacement are converted by the A / D converter 10
And only the fluctuation is extracted through the low-pass filter 11. Then, these detection signals are input to the control amount calculation device 12. On the other hand, when the point detection signal is input to the control amount calculating device 12, the control data A ₁ corresponding to each of them is determined based on the determination as to whether the vehicle is inside Tonen, outside the tunnel, the last vehicle, or the vehicle with a punter. , A ₂ ,
One of A ₃ and A ₄ is selected, the control output is calculated based on the control data, converted into an analog signal by the D / A converter 13, and the respective proportional pressure control valves 15, 16, 17, Output to 18. Then, based on the control output, each proportional pressure control valve supplies and exhausts the air, the double-acting pneumatic cylinders 19 and 20 are driven, and the tilt control of the vehicle body 1 is performed.

FIG. 9 shows a flow chart when the present invention is carried out using the control device. The vehicle type detecting device, first detects whether pantograph with the vehicle, with the case of yes inputting a detection signal with the control data A ₃ for pantograph with vehicle control calculation unit 12, the right and left vibration acceleration
Enter the sensor value detected by the
A control operation is performed, and a control output is performed.

In the case of no, whether the vehicle is an intermediate vehicle or not
Is detected, and if yes, the control data for the leading vehicle and intermediate vehicle
Input the detection signal to the control amount calculation device 12 using the data A ₁
With the left and right vibration accelerometers and left and right displacement meters
H∞ control calculation is performed by inputting the sensor value, and the control output is
Done.

If the answer is no, the vehicle is the last vehicle
Determine whether or not. In this case, consider the direction signal
Is determined. the last vehicle control data A ₄ in the case of yes
To perform H 演算 control operation, and control output is performed.

If the above judgment is no, the leading car
Both, controlled detection signal with the control data A ₁ for the intermediate vehicle
Input to the quantity calculation device 12, and
H∞ control performance by inputting sensor values detected by
Calculation is performed and control output is performed.

[0029]

According to the vibration control device of the present invention, even in a tunnel different from the normal vehicle body vibration characteristics outside the tunnel,
The same control effect as outside the tunnel can be achieved. Also, a special vehicle having aerodynamic characteristics, such as a vehicle with a punter or a rearmost vehicle, can be optimally controlled with a good control effect.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram illustrating vibration propagation via a vehicle spring system due to a track irregularity.

FIG. 2 is an explanatory diagram showing aerodynamic force due to a flow of air acting directly on a vehicle body.

FIG. 3 is a graph showing a comparison between vibrations generated in a vehicle body inside and outside a tunnel.

FIG. 4 (A) is a partial perspective view of a knitted train showing a Karman vortex of an air flow generated in a vehicle with a punter, and FIG. 4 (B) is an example of a knitted train showing a Karman vortex of an air flow generated in a rearmost vehicle. It is a part perspective view.

5A is a graph showing a passive vehicle vibration outside a tunnel, and FIG. 5B is a graph showing weights and control effects of H∞ control outside a tunnel.

FIG. 6A is a graph showing the vibration of a passive vehicle in a tunnel, and FIG. 6B is a graph showing the weight and control effect of H∞ control in the tunnel.

FIG. 7A is a graph showing a passive vehicle vibration of the last vehicle, and FIG. 7B is a graph showing weights and control effects of H∞ control of the last vehicle.

FIG. 8 is an explanatory diagram showing an example of a control system of the vibration control device used in the embodiment of the present invention.

FIG. 9 is a control flowchart for identifying a vehicle with a punter and a last vehicle according to an embodiment of the present invention.

[Explanation of symbols]

 1 Body 2 Front bogie 3 Rear bogie 4 Air spring 5 Left-right motion damper 6 Point detection device 7, 8 Left-right vibration accelerometer 9 Controller 10 A / D converter 11 Low-pass filter 12 Control amount calculator 13 D / A converter 14 Amplification device 15, 16, 17, 18 Proportional pressure control valve 19, 20 Double-acting pneumatic cylinder 21 Air source 22, 23 Left and right displacement meter 26 Axle spring 27 Wheel axle 28 Track 29 Truck frame 30 Vehicle with punter 31 Last vehicle 32 Karman vortex 33 Panta 34 Panta cover

Continuation of front page (56) References JP-A-5-213196 (JP, A) JP-A-5-221316 (JP, A) JP-A-56-17754 (JP, A) JP-A-57-11163 (JP) JP-A-4-59469 (JP, A) JP-A-5-80385 (JP, Y2) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61F 5/24

Claims (2)

(57) [Claims] 1. A fluid actuator installed between a vehicle body and a bogie of a railway vehicle, a control valve for driving the fluid actuator, a detector for detecting vibration of the vehicle body, and a control input from the output of the detector to the control valve. Consisting of a controller to determine, in a train set equipped with a railway vehicle vibration control device having a function to actively control the vibration generated in the car body, in the train with a punter and the last car to detect and distinguish,
A vibration control device for a railway vehicle, having a function of setting a control characteristic of the vehicle different from a control characteristic of another vehicle in a train set. 2. A fluid actuator installed between a vehicle body and a bogie of a railway vehicle, a control valve for driving the fluid actuator, a detector for detecting vibration of the vehicle body, and a control input from the output of the detector to the control valve. In train trains equipped with a controller for determining and equipped with a vibration control device for a railway vehicle having a function of actively controlling the vibration generated in the vehicle body, the traveling of the vehicle inside the tunnel and the traveling outside the tunnel are distinguished by point detection, A function of selecting and switching control characteristics in the vibration control device in real time, and detecting and distinguishing a vehicle with a punter from the last vehicle, and setting the control characteristics of the vehicle to be different from those of other vehicles in the train set. A vibration control device for a railway vehicle having a function.