JP3405098B2 - Bending vibration reduction device for railway vehicles - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle body bending vibration reducing apparatus for a railway vehicle, which is suitable for effectively suppressing vibrations due to primary bending vibration in the vehicle body vertical direction of the railway vehicle.

[0002]

2. Description of the Related Art Weight reduction is indispensable for increasing the speed of railway vehicles, and therefore the weight of the vehicle structure must be reduced. Although it is effective to reduce the thickness of the structural members to reduce the weight of the structure, the bending rigidity generally decreases, and as a result, the bending vibration at the primary bending frequency of the vehicle body near 7 to 10 Hz due to the bending elastic vibration of the vehicle body is caused. Discomfort has become noticeable. As a method of suppressing the primary bending vibration of the vehicle body, for example, "vehicle body bending vibration preventing device and its mounting method" of Japanese Patent Laid-Open No. 3-204369 is known. An example of the configuration is shown in FIG. The bending vibration is reduced by supporting the weight 14 of 3 to 15% of the vehicle body mass mb at the center of the floor of the vehicle body 1 with the support member 12 via the vibration isolating rubber 13 which is synchronized with the primary bending frequency of the vehicle body. It is what I was aiming for.

[0003]

Generally, the vehicle body mass is 25
The theoretical analysis shows that the response magnification in the vertical direction of the central part of the vehicle body can be reduced by approximately 8 dB as shown in FIG. 7 when using a weight of 10 to 30 tons, which is 10% of the vehicle body mass. The mass of the weight is 2 to 3t.

In view of this point, an object of the present invention is to provide a vehicle body bending vibration reducing device for a railway vehicle which is lightweight and has a large vibration reducing effect.

[0005]

In order to achieve the above object, in a vehicle in which a vehicle body is supported on a bogie via a spring, a movable mass body mounted under the floor at the center of the vehicle body through a spring, and the vehicle body center. Detecting means for detecting the vertical vibration of the vehicle body, an actuator for moving the movable mass body up and down provided between the floor under the center of the vehicle body and the movable mass body, and a control force corresponding to the vibration detected by the detecting means. A control device that is generated by an actuator is provided, the control signal is calculated by the controller based on the detection result of the vertical vibration of the center of the vehicle body, and the movable mass body is vertically controlled by the actuator based on the signal from the controller. It is a means of making it happen.

Further, the compensating circuit of the controller is constituted by a bandpass filter composed of a first-order lag element and a high-pass element, and the time constant of the first-order lag element and the high-pass element is a value equal to or more than the vehicle body first-order bending frequency. It is configured as.

[0007]

BEST MODE FOR CARRYING OUT THE INVENTION The construction and operation of a first embodiment of a vehicle body bending vibration reducing apparatus for a railway vehicle according to the present invention will be described below with reference to FIG.
It will be described with reference to FIG. In FIG. 1, reference numeral 1 denotes a vehicle body whose bending vibration is to be reduced, which is supported by carriages 2a and 2b via air springs 3a and 3b. Where 1 of the car body
The next bending vibration occurs at the frequency f ₀ determined by (Equation 1) in the mode indicated by the broken line in FIG. 1 with the node on the side of the center of the vehicle body from the support position of the air springs 3a and 3b.

[0008]

[Equation 1]

Here, k'is a proportional constant, EI is an equivalent bending rigidity of the completed vehicle body, mb is a vehicle body mass, and f ₀ is generally a value in the vicinity of 7 to 10 Hz.

5 is a spring constant Kd under the floor at the center of the vehicle body 1.
Is a movable mass body having a mass Md attached via a spring 4, and the spring constant Kd is tuned to the primary bending frequency f ₀ of the vehicle body. Reference numeral 6 denotes a detecting means for detecting the vertical vibration of the central portion of the vehicle body. The detection result is that the controller 7 operates the actuator 7 by the feedback signal in which the phase and the gain are compensated, and the actuator 7 generates the control force to move. The bending vibration of the vehicle body is reduced by exciting the mass body 5 in a phase substantially opposite to the displacement Z _{1 of the} central portion of the vehicle body in the vicinity of the primary bending frequency f ₀ of the vehicle body. The controller 8 is composed of a dynamic amplifier 9, a compensation circuit 10 and an amplifier 11 as shown in FIG. 2, and compensates the phase and gain of the signal of the vertical vibration detecting means 6 and the actuator 7
The command for operating is output as feedback. The actuator 7 is a hydraulic type or an electric type. Here, the transfer function Kf of the compensation circuit has a time constant T _{1 of} 1
The next-delay element and the high-pass element having the time constant T ₂ are combined to form as shown in (Equation 2).

[0011]

[Equation 2]

Here, K is a gain constant and S is a Laplace operator.

FIG. 3 shows the transfer function Kf expressed by (Equation 2).
2 shows the frequency characteristics of the gain and the phase of the vehicle body, and the time constants T ₁ and T ₂ are both determined based on the vehicle body bending frequency f ₀ determined by (Equation 1). The gains on the low frequency side and the high frequency side can be made lower than the number f _0, and only the region near the vehicle body bending frequency f ₀ can be effectively controlled. Further, the phase angle can be set to almost 0 at the frequency determined by the time constants T ₁ and T ₂ by (Equation 2), and the movable mass body 5 is opposite to the displacement Z ₁ of the vertical vibration detecting means 6 at the center of the vehicle body. The phase can be excited. FIG. 4 shows the effect of this embodiment on the vibration amplitude Z ₀ from the trajectory.
It is the result of theoretical analysis expressed by the response magnification of the displacement Z ₁ of the vehicle body central part with respect to, and is the case where the value of 1% of the vehicle body mass mb is used as the mass of the movable mass body 5. Approximately 30% of the response magnification in the bending frequency of the vehicle body around 9Hz when no countermeasure is taken
It was found that it can be reduced to. FIG. 5 shows the reduction amount when the time constant in (Equation 2) is changed by the ratio with respect to the vehicle body bending frequency f _0. Generally, an effect of about 10 dB is required and the primary delay element It has been found that it is effective to set the time constant T ₁ and the time constant T ₂ of the high-pass element to the vehicle body bending frequency f ₀ or more.

Next, a second embodiment according to the present invention will be described with reference to FIGS. 6 and 7.
Explained by. The difference from the first embodiment is that a plurality of first-order lag elements and high-pass elements of the compensation circuit Kf are formed as shown in (Equation 3), and the characteristics shown in FIG. 6 are obtained.

[0015]

[Equation 3]

According to this embodiment, the effect of reducing the bending frequency of the vehicle body is about the same as that of the first embodiment, but the gains on the low frequency side and the high frequency side can be further reduced. As a result, as shown in FIG. 7, for example, the required flow rate Q when using a hydraulic actuator can be reduced at the vehicle body resonance point on the low frequency side, and an effect of energy saving is brought about.

[0017]

The movable mass body 5 is controlled to move by the actuator 7, and the primary bending vibration of the vehicle body can be reduced with the movable mass body having a mass of about 1% of the vehicle body mass.

[Brief description of drawings]

FIG. 1 is a diagram showing a configuration of a first exemplary embodiment of the present invention.

FIG. 2 is a configuration diagram of a controller according to the first embodiment of the present invention.

FIG. 3 is a frequency characteristic diagram of the compensation circuit according to the first embodiment of the present invention.

FIG. 4 is a diagram showing an effect of the first embodiment of the present invention.

FIG. 5 is a diagram showing a reduction amount according to the first embodiment of the present invention.

FIG. 6 is a frequency characteristic diagram of a compensation circuit according to a second embodiment of the present invention.

FIG. 7 is a diagram showing required flow rates of the first and second embodiments of the present invention.

FIG. 8 is a structural diagram of a conventional example.

FIG. 9 is a diagram showing an effect of a conventional example.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Car body, 2 ... Bogie, 3 ... Air spring, 4 ... Spring, 5 ... Movable mass body, 6 ... Vertical vibration detection means, 7 ... Actuator, 8 ... Controller, 9 ... Dynamic amplifier, 10 ... Compensation circuit, 11 …Amplifier.

─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Victory Horihata 794 Higashitoyoi, Kudamatsu City, Yamaguchi Prefecture Inside the Kasado Plant, Hitachi, Ltd. Mfg. Co., Ltd. (56) Reference JP-A-3-204369 (JP, A) JP-A-56-17754 (JP, A) JP-A-6-239231 (JP, A) JP-A-7-267085 (JP , A) JP-A-56-116559 (JP, A) (58) Fields investigated (Int.Cl. ⁷ , DB name) B61D 17/00

Claims (3)

(57) [Claims] 1. In a vehicle in which a vehicle body is supported on a bogie via a spring, a movable mass body mounted below the floor in the central portion of the vehicle body via a spring, and detection means for detecting vertical vibration of the central floor portion of the vehicle body. And an actuator that is provided between the floor under the center of the vehicle body and the movable mass body to vertically move the movable mass body,
A vehicle-body bending vibration reduction device for a railway vehicle, comprising a controller that causes the actuator to generate a control force corresponding to the vibration detected by the detection means. 2. A vehicle-body bending vibration reducing apparatus for a railway vehicle according to claim 1, wherein a compensation circuit of the controller comprises a first-order lag element and a high-pass element. apparatus. 3. The vehicle body bending vibration reducing apparatus for a railway vehicle according to claim 2, wherein the time constants of the first-order lag element and the high-pass element are values equal to or greater than the vehicle body first-order bending frequency. A vehicle body bending vibration reduction device for railway vehicles.