JP3351097B2 - 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 railway vehicle vibration control device provided with a high-frequency vibration reduction effect and a fail-safe mechanism.

[0002]

2. Description of the Related Art As a method of suppressing vibration generated in a vehicle body of a railway vehicle, a fluid operating mechanism is installed between the vehicle body and a bogie in accordance with the vibration direction, and a control force having an opposite phase to the vibration of the vehicle body is provided. It is generally generated.

A conventional vibration control device includes a spring and a damping force generating mechanism, and an air spring or a throttle of an oil damper is used as the damping force generating mechanism. And
The throttle of the damping force generating mechanism was determined to suppress vibration at the natural frequency due to the spring and body mass in the low frequency range and also reduce vibration in the high frequency range.

However, in the above-mentioned prior art, the effect of the response delay of the fluid actuating mechanism is great for high-frequency disturbances.
It has been difficult to reduce vibrations at high frequencies. In addition, the driving comfort or resistance generated in the fluid operating mechanism at the time of a failure may deteriorate ride comfort.

An apparatus has been proposed which compensates for the disadvantages of the prior art and reduces vibration in a high frequency range. For example, a fluid operating mechanism is provided in parallel with a spring supporting the vehicle body, the output of a vibration detector that electrically detects the vibration of the vehicle is compensated by a control circuit, and the fluid operating mechanism is operated by the output of the control circuit. Vibration that is configured to perform feedback control of the fluid operating mechanism, enables reduction of vibration in a high frequency range, and stops output to a compensation circuit when a control system is abnormal, thereby stopping generation of driving force of the fluid operating mechanism. Control device (Tokuhei 1-3
There is a vibration control device provided with a damping force generating mechanism capable of switching the generated damping force separately from a fluid operating mechanism (Japanese Patent Application Laid-Open No. 4-287773).

However, these improved vibration control devices can all reduce vibration in a high frequency range.
As the fail-safe mechanism, a method has been used in which generation of driving force of the fluid operating mechanism is prevented by stopping the flow of fluid into and out of the fluid operating mechanism. Therefore, an increase in rigidity due to a resistance force generated in the fluid operating mechanism may deteriorate the ride comfort of the passenger.

[0007]

A conventional vibration control device for a railway vehicle has difficulty in reducing vibration in a high frequency range, and a device capable of reducing vibration in a high frequency range has a problem in that a fluid is controlled when a failure occurs. The resistance generated in the operating mechanism cannot be reduced, and the ride comfort of passengers cannot be improved.

The present invention provides a vibration control device having a function of reducing high-frequency vibrations, excluding the above-described drawbacks found in a conventional railway vehicle vibration control device, and a fluid operation as a fail-safe mechanism when the vibration control device fails. An object of the present invention is to provide a railway vehicle vibration control device capable of positively reducing not only a driving force generated in a mechanism but also a resistance force.

[0009]

SUMMARY OF THE INVENTION In order to achieve the above object, a vibration control device for a railway vehicle according to the present invention has an air spring supporting a static load of a vehicle body and a fluid actuating mechanism, and supplies the fluid actuating mechanism. A control valve for controlling the fluid to be applied, a detector for detecting vibration of the vehicle body and a controller for determining a control input to the control valve from an output of the detector, The left and right fluid chambers are connected by a bypass having an orifice with a variable flow path diameter.

The bypass connecting the left and right fluid chambers of the fluid actuating mechanism usually reduces the orifice diameter by a control signal, and releases the diameter restriction by the control signal to increase the flow rate when the vibration control device fails. It is characterized by having comprised in.

A bypass connecting the left and right fluid chambers of the fluid operating mechanism includes a pipe having an orifice and a straight pipe without an orifice. It is characterized in that it is normally connected to a pipe having an orifice, and is connected to a straight pipe without an orifice by a control signal when the vibration control device fails.

Further, the bypass connecting the left and right fluid chambers of the fluid operating mechanism is composed of a plurality of pipes having orifices and a straight pipe without orifices, and the switching device can freely combine and switch the pipes and the straight pipe. Vibration control by connecting to the required number of pipelines, usually with orifices by control signals
When the apparatus fails, the apparatus is connected to a straight pipe having no orifice by a control signal.

[0013]

In FIG. 1, a left chamber 5 and a right chamber 6 formed by a piston 4 of a fluid operating mechanism 3 are connected by a bypass 2 having an orifice 1 whose diameter can be changed. The control valve group 8 is operated by the control signal to supply the fluid from the fluid source 9 to the left chamber 5 or the right chamber 6 of the fluid operating mechanism 3 through the control valve group 8. At this time, some fluid flows through the bypass 2 while generating damping force. In addition,
The controller 7 includes an acceleration detector 1 for detecting vibration of the vehicle body.
The control signal is output after the detection signal from 7 is input and compared with the set value.

During normal running, the orifice diameter is changed by a control signal from the controller 7 so that the orifice diameter can be reduced so that high-frequency vibration generated in the vehicle by the damping force can be reduced.

When the vibration control device fails, the orifice diameter is increased by the control signal from the controller 7 to reduce the resistance of the fluid flowing through the bypass, thereby facilitating the movement of the fluid, and the drive generated in the fluid operating mechanism. Reduce power and resistance.

As described above, by connecting the left and right chambers of the fluid actuating mechanism with the bypass having the orifice whose diameter can be changed, high-frequency vibration generated in the vehicle can be reduced, and at the time of failure of the vibration control device, Driving force and resistance generated in the fluid operating mechanism are reduced, and the same riding comfort as that of a passive system can be obtained.

[0017]

An embodiment of the present invention will be described with reference to FIG. The vehicle body 10 includes an air spring 12 provided with a damping force generator.
A double-acting pneumatic cylinder 13 as a fluid actuating mechanism is provided between a support member 15 provided downward on the bottom surface of the vehicle body 10 and a support member 16 provided upward on the carriage 11 and the carriage 11. Are placed sideways, the cylinder end face is attached to the support member 16, and the outer end of the piston rod 14 is attached to the support member 15. The double-acting pneumatic cylinder 13 is provided with a bypass 2 having an orifice 1 connecting the left chamber 5 and the right chamber 6.

The vehicle body 10 is provided with an acceleration detector 17 for detecting vehicle body vibration. The supply of air to the double-acting pneumatic cylinder 13 is performed from an air source 18 through a group of control valves 8. A detection signal of vehicle body vibration detected by an acceleration detector 17 is input to the controller 7, and , The control amount is calculated, and the result is input to the control valve group 8 as a control signal, and a control valve corresponding to the air supply amount is selected to open and supply.

As described above, the vibration of the vehicle body is detected by the acceleration detector 17, the control amount is calculated by the controller 7, and the air source 1 is calculated.
8 is controlled by a specific control valve selected from the control valve group 8 so that the double-acting pneumatic cylinder 13
And the vibration of the vehicle body can be suppressed by the magnitude and frequency of the acceleration detected by the acceleration detector 17.

In order to suppress the vibration of the vehicle in the high frequency range, the diameter of the orifice 1 installed in the bypass 2 is reduced to improve the vibration characteristics in the high frequency range. Can be compensated for.

When the vibration control device fails,
The restriction of the orifice is released by the control signal from the controller 7 to increase the diameter and reduce the resistance of the fluid flowing through the bypass, thereby facilitating the movement of the fluid and reducing the force and resistance generated in the fluid operating mechanism. . As a result, at the time of a failure of the vibration control device, the same riding comfort as that of the passive system can be obtained.

As shown in FIG. 3, the orifice 1 of the bypass 2 has a variable diameter by being advanced and retracted in the middle of the bypass pipe 2a by, for example, an advance / retreat drive device (not shown in detail) using an electromagnetic coil and a spring. The diaphragm 19 is constituted.

The orifice 1 shown in FIG. 4 is provided with a pipe 20a having a fixed throttle 20 and a straight pipe 21 without a throttle, one end of which is directly connected to a bypass pipe 2a, and the other end of which is an electromagnetic switching valve. 22 is connected to the bypass pipe 2 a via the solenoid valve 22, and the line 2 having the fixed throttle 20 is switched by switching the electromagnetic switching valve 22.
It is configured to use one of the straight pipe 21 and the straight pipe 21 having no restriction.

Further, the orifice 1 shown in FIG. 5 is composed of a plurality of pipes 23a having a fixed throttle 23 and a straight pipe 2 having no throttle.
1, one end is directly connected to the bypass pipe 2a,
The other end is connected to a bypass pipe 2a via a switching device 24, and a control signal is input to a switching device 24 comprising a plurality of solenoid valves and the like, and an arbitrary number of pipelines 23a are connected and used, or It is configured so that only the tube 21 is connected and used.
The fixed throttle 23 can be installed with a different diameter by a conduit 23a.

[0025]

According to the vibration control device for a railway vehicle of the present invention, high-frequency vibration can be reduced, and at the time of a failure of the vibration control device, a fail-safe function is exhibited, so that a good ride quality can always be maintained. .

[Brief description of the drawings]

FIG. 1 is an explanatory view showing a configuration of a railway vehicle vibration control device of the present invention.

FIG. 2 is an explanatory diagram showing an outline of a railway vehicle equipped with the vibration control device of the present invention.

FIG. 3 is an explanatory diagram showing a first embodiment of an orifice in a bypass of the vibration control device of the present invention.

FIG. 4 is an explanatory view showing a second embodiment of the orifice in the bypass of the vibration control device of the present invention.

FIG. 5 is an explanatory view showing a third embodiment of an orifice in a bypass of the vibration control device of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Orifice 2 Bypass 2a Bypass pipe 3 Fluid actuation mechanism 4 Piston 5 Left chamber 6 Right chamber 7 Controller 8 Control valve group 9 Fluid source 10 Body 11 Carriage 12 Air spring 13 Double-acting pneumatic cylinder 14 Piston rod 15, 16 Support member 17 Accelerometer 18 Air source 19 Variable throttle 20, 23 Fixed throttle 20a, 23a Pipe 21 Straight pipe 22 Switching valve 24 Switching device

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-60-229858 (JP, A) JP-A-5-105098 (JP, A) JP-A-4-287763 (JP, A) JP-A-6-229 1238 (JP, A) JP-A-3-148370 (JP, A) JP-B-1-34824 (JP, B2) (58) Fields investigated (Int. Cl. ⁷ , DB name) B61F 5/24

Claims (3)

(57) [Claims] 1. A control valve for controlling a fluid supplied to an air spring supporting a static load of a vehicle body with a fluid operating mechanism, a sensor for detecting vibration of the vehicle body, and An apparatus comprising a controller for determining a control input to the control valve from an output of the detector, wherein a control signal is supplied between the left and right fluid chambers of the fluid actuating mechanism.
When the vibration control device fails, the aperture is
A vibration control device for a railway vehicle, characterized in that the vibration control device is connected by a bypass having an orifice configured to release a diameter restriction and increase a flow rate . 2. A bypass connecting between the left and right fluid chambers of the fluid operating mechanism is provided with a pipe having an orifice and a straight pipe without an orifice. 2. A vibration control device for a railway vehicle according to claim 1, wherein the vibration control device is connected to a straight pipe having no orifice by a control signal when the vibration control device fails. 3. A bypass connecting between the left and right fluid chambers of the fluid operating mechanism comprises a plurality of pipes having orifices and a straight pipe without orifices, and the switching device can freely combine and switch between the pipes and the straight pipe. The control signal is used to connect to the required number of pipes having orifices normally, and when the vibration control device fails, the control signal is used to connect to a straight pipe without orifices. The railway vehicle vibration control device according to claim 1.