JP3828198B2 - Vibration suppression device - Google Patents

Description

【００４０】
このダンパ定数に、ピストン速度Ｖｂｔｆを乗したものが減衰力となるが、減衰力はピストン速度Ｖｂｔｆに比例せず、図６に示したような曲線となる。図６は、ダンパ定数がＰ１〜Ｐ４である各場合においてピストン速度Ｖｂｔｆに応じて発揮される減衰力Ｆを一点鎖線にて表し、更にこれら各１点鎖線を略中心として全量域をダンパ定数Ｐ１〜Ｐ４に対応する４つの領域に区分したものであり、バルブパターンＭＡＰと呼ばれる。
【００４１】
このバルブパターンＭＡＰは、テーブル化されて上記コンピュータシステムのＲＯＭ内に予め格納されており、ダンパ定数設定部３６は、バルブパターンＭＡＰを参照し、制御入力信号ｕとピストン速度Ｖｂｔｆとからダンパ定数を設定し、ソレノイドドライバ４２に対して信号を出力する。例えば、ダンパ定数設定部３６が、減衰力として４００ｋｇｆを発生させる旨の制御入力信号ｕを制御部３０から受け取り、またそのときのピストン速度Ｖｂｔｆが１０ｃｍ／ｓｅｃである旨の信号を速度検出部３４から受け取った場合には、ダンパ定数をＰ２にするために、ソレノイドドライバ４２に対してＳＯＬ１をＯＦＦ、ＳＯＬ３をＯＮするような指令を出力する。
【００４２】
ここで、ＳＯＬ１、ＳＯＬ３を有する油圧回路、速度検出部３４、及びダンパ１４ａについて図７を用いて説明する。図７は、これら三者が一体に構成されたセミアクティブダンパ装置５０の概略構成図である。
まず、ダンパ１４ａは上記したように、シリンダ５２と、シリンダ５２内にて摺動可能に配置されたピストン５４と、ピストン５４に固定されたロッド５６とを主に構成され、ロッド５６の末端５６ａは台車６ａに固定され、シリンダ５２のヘッド５２ａは、車体４に固定されている。そしてピストン５４によって２室５８，６０に分割されたシリンダ５２内部にはオイルが充満されている。また、この２室５８，６０（以下、５８をロッド側、６０をヘッド側という）は、ピストンに設けられたチェック弁６２を介して連通されている。
【００４３】
油圧回路は、ヘッド側６０に接続されたヘッド経路６４と、ロッド側５８に接続されたロッド経路６６と、ロッド経路６６に接続され主オリフィス６８を介してヘッド経路６４へとオイルを還流させる主流路７０と、主流路７０に並列に配置された支流路でありＳＯＬ１及び第１オリフィス７２を介してヘッド経路６４へとオイルを還流させる第１支流路７４と、同じく主流路７０に並列に配置された支流路でありＳＯＬ３及び第２オリフィス７６を介してヘッド経路６４へとオイルを還流させる第２支流路７８とを備えている。また、ヘッド経路６４にはベースチェック弁７９が介装されており、オイルの逆流を防いでいる。なお、第２オリフィス７６の流路径は、第１オリフィス７２の流路径よりも大きくされている。
【００４４】
また、この油圧回路は、上記の主流路７０、第１支流路７４、第２支流路７８の他にも、ＳＯＬ２を介してヘッド経路６４へとオイルを還流させるアンロード用経路８０や、無通電状態（フェイル時ともいう）において三方弁ＳＯＬ４及び第３オリフィス８２を介してヘッド経路６４へとオイルを還流させるフェイル用経路８４を備えている。なお、三方弁ＳＯＬ４は、オンロード状態においてＯＮされ、第３オリフィス８２側にオイルが流れこまないようにされる。
【００４５】
この油圧回路において、ＳＯＬ１，ＳＯＬ３を共にＯＦＦにしておくと、オイルはロッド経路６６から主流路７０の主オリフィス６８のみを通ってヘッド経路６４へと還流するため、流路抵抗が大きく、ダンパ１４ａのダンパ定数も大きくなる。これがＰ４の状態である。また、ＳＯＬ１をＯＮ、ＳＯＬ３をＯＦＦにしておくとオイルは、ロッド経路６６から主流路７０の主オリフィス６８及び第１支流路７４の第１オリフィス７２を通ってヘッド経路６４へと還流するため、ダンパ定数はＰ４よりもやや小さくなる。これがＰ３の状態である。これとは逆に、ＳＯＬ１をＯＦＦ、ＳＯＬ３をＯＮにすると、オイルは、ロッド経路６６から主流路７０の主オリフィス６８及び第２支流路７８の第２オリフィス７６を通ってヘッド経路６４へと還流する。第２オリフィス７６の流路径は第１オリフィス７２の流路径よりも大きくされているため、ダンパ定数はＰ３よりもやや小さくなる。これがＰ２の状態である。そして、ＳＯＬ１，ＳＯＬ３を共にＯＮにしておくと、オイルは、ロッド経路６６から主流路７０の主オリフィス６８、第１支流路７４の第１オリフィス７２、及び第２支流路７８の第２オリフィス７６の計３個のオリフィスを通ってヘッド経路６４へと還流するため、ダンパ定数はＰ２よりも更に小さくなる。これがＰ１の状態である。なお、当該第１実施例においては、これら４つのダンパ定数Ｐ１〜Ｐ４の内、Ｐ４のみ、上記コンピュータシステムの有する水晶発振子の発生するクロックに基づいて、選択された期間が測定されているものとする。
【００４６】
アンロード用経路８０は、既述したアンロード・オンロード判定部３８によって、アンロード状態にすべきであるという信号が発せられたときに、ＳＯＬ２がＯＮされることによりオイルが流れる経路である。このアンロード用経路８０にはオリフィスがないため、流路抵抗は極めて小さく、ＳＯＬ２がＯＮされるとＳＯＬ１、ＳＯＬ３の状態に関わらず、ダンパ１４ａは極めて小さなダンパ定数を呈する。一方、フェイル用経路８４には、第３オリフィス８２があるので、アンロード状態におけるダンパ定数よりも大きくなる。これらアンロード状態及びフェイル時における減衰力とピストン速度Ｖｂｔｆとの関係は、図６のバルブパターンＭＡＰに併記したようになる。
【００４７】
以上のように、油圧回路は、ＳＯＬ１、ＳＯＬ３がＯＮ／ＯＦＦされることにより、ダンパ１４ａのダンパ定数を４段階に切り替える他、アンロード状態、フェイル時におけるダンパ定数を図６に示した所定値に保つようにしている。
速度検出部３４は、ロッド５６の側面に、軸方向に等間隔にて埋めこまれた磁性体ビット９０と、磁性体ビット９０に対向して配置された磁気センサ９２と、磁気センサ９２からの電気信号を増幅する増幅装置９４とを備えている。
【００４８】
そしてピストン５４（ひいてはロッド５６）がシリンダ５２に対して移動すると、磁気センサ９２が磁性体ビット９０をカウントし、所定サンプリング時間内のカウント値からピストン速度Ｖｂｔｆを出力するようにされている。なお、速度検出部３４は、ピストン速度Ｖｂｔｆだけでなく、ピストン５４の中立位置からの変位Ｙｂｔｆも出力する。
【００４９】
ここで図５に戻り、ゲイン設定部３２について説明する。既に説明したようにゲイン設定部３２は、制御部３０にて用いられる制御ゲインＫＡを設定するものである。そして、当該第１実施例においては、本図において１点鎖線の矢印にて示したように、ダンパ定数設定部３６によるダンパ定数の設定結果、より詳しくは最大のダンパ定数Ｐ４が選択された継続時間に応じて制御ゲインＫＡを設定する。このゲイン設定部３２の処理内容について図８を用いて説明する。
【００５０】
図８は、ゲイン設定部３２にて行なわれるゲイン調整処理を表すフローチャートである。
まず、ステップ（以下、単にＳと記す）１００にて、その時点において設定されているダンパ定数がＰ４か否かを判定する。Ｐ４でなければ、Ｐ４になるまで待機し、Ｐ４であれば、Ｓ１１０に進んでＰ４になった時間ＰT4を積算する。この時間ＰT4は、起動時においてはゼロであり、この後、説明する処理の結果、継続的にダンパ定数がＰ４になっている時間を積算していく。続いてＳ１２０では時間ＰT4が所定時間（ここでは０．２ｓｅｃ）より長いか否かを判定する。もし長ければ、Ｓ１３０に進み、制御ゲインＫＡを小さく（ここではそれまでの値を０．９倍した値に更新する）し、Ｓ１４０に移行する。長くなければＳ１３０を跳ばしてそのままＳ１４０に進む。
【００５１】
Ｓ１４０では、再度、ダンパ定数がＰ４でなくなったか否かを判定し、Ｐ１〜Ｐ３になっていれば、Ｓ１５０に進んで、時間ＰT4をリセットし、Ｓ１００に戻る。一方、Ｐ４のままであれば、Ｓ１１０に進み、時間ＰT4を更に積算する。Ｓ１１０〜Ｓ１４０の処理により、ダンパ定数が継続的にＰ４になっていた時間ＰT4が求められ、この時間ＰT4が０．２ｓｅｃを越えると、制御ゲインＫＡが下げられ、以降、ダンパ定数が下がるまで、制御ゲインＫＡは下げられる。つまり、当該処理は、本発明の継続時間算出手段とゲイン調整手段とを兼ねた処理を行なう。
【００５２】
ダンパ定数は、図６から判るように制御部３０からの制御入力信号ｕが大きいほど大きくなり易く、制御入力信号ｕは制御ゲインＫＡが大きいほど、また車体４の横方向速度が大きくなるほど大きくなる。図７に示したセミアクティブダンパ装置５０は、Ｐ１〜Ｐ４の４つのダンパ定数を、ダンパ定数設定部３６からの指令によって発揮できるが、車体４の横方向速度が大きすぎる場合にはＰ４しか選ばれないという事態が起こる。こうした事態においてはＰT4が大きくなり、Ｓ１３０にて制御ゲインＫＡの値が小さくされ、Ｐ４以外のダンパ定数も使用されるようになる。
【００５３】
以上により、最大のダンパ定数Ｐ４が継続的に選ばれた時間ＰT4は、ほぼ０．２ｓｅｃ以内に保たれ、適切にダンパ定数を切り換えることができる。なお本処理は、ダンパ定数がＰ４に設定されたことに対する割り込みにて起動し、以下、一定時間毎にＳ１２０〜Ｓ１５０の処理を行なうようにしても良い。
【００５４】
以上説明してきた第１実施例の振動抑制装置１６ａによれば、車体４に大きな横速度が掛かる走行区間では、制御ゲインを小さくするので、ダンパ定数を４段階に切り替えられるセミアクティブダンパ装置５０の性能を十分にいかし、走行区間の状態、天候等に適応したきめ細かな減衰力の切り替えを行なうことができる。
（第２実施例）
次に、本発明の第２実施例の振動抑制装置について説明する。なお、第２実施例の振動抑制装置は、第１実施例の振動抑制装置に比べて、ゲイン設定部３２において行なわれる処理が異なる点と、これに対応してダンパ定数としてＰ４が設定された期間を測定しない点のみに差があり、他の構成・作用についてはまったく同じであるため、これらについての説明は省略し、ゲイン設定部３２の行なう処理のみについて図９を用いて説明する。なお、この違いを図５において表すと、第１実施例は、一点鎖線の矢印のようにゲイン設定部３２がダンパ定数設定部３６による設定結果を用いるのに対し、当該第２実施例は破線の矢印のように、速度検出部３４による検出結果を用いる。そして各構成要素の名称及び符号は、第１実施例のものを流用する。
【００５５】
図９は、ゲイン設定部３２にて行なわれるゲイン修正処理を表すフローチャートである。本処理は、ピストン５４の挙動に応じて、制御ゲインＫＡの値を大小２種類の値の内の何れかに設定する処理であり、ゲイン調整処理と同様、制御部３０が制御入力信号ｕを発生させるタイミング毎に起動されるものとする。
まず、Ｓ２００にて、速度検出部３４から出力されるピストン変位Ｙｂｔｆのうち低周波の成分Ｙｌを算出する。ここで低周波の成分とは、ピストン振動の内の２Ｈｚ以下の成分とする。続くＳ２１０では、速度検出部３４から出力されるピストン速度Ｖｂｔｆのうち高周波の成分Ｖｈを算出する。ここで高周波の成分とは、ピストン速度Ｖｂｔｆの振動成分の内、２Ｈｚを越える成分とする。そしてＳ２２０にてＹｌの符号を判定し、Ｙｌがプラスであれば、Ｓ２４０に進み、Ｖｈの符号を判定する。そしてＶｈがプラスであれば、Ｓ２５０に進んで制御ゲインＫＡを大きい方の値（例としてここでは３．０）に設定し、Ｖｈがマイナスであれば、Ｓ２６０に進んで制御ゲインＫＡを小さい方の値（例としてここでは２．７）に設定して、本処理を終了する。一方、Ｓ２２０における判定においてＹｌがゼロ若しくはマイナスと判定されれば、Ｓ２７０に進み、Ｖｈの符号を判定する。そしてＶｈがプラスであれば、Ｓ２６０に進んで制御ゲインＫＡを２．７に設定し、Ｖｈがマイナスであれば、Ｓ２５０に進んで制御ゲインＫＡを３．０に設定して、本処理を終了する。
【００５６】
つまり、ゲイン修正処理においては、制御ゲインＫＡを３．０若しくは２．７に設定する。そしてどちらの値にするかの判定は、ピストン５４の中立位置からの変位方向と、同じくピストン５４の速度の方向とを用いて次のように行なう。すなわち、変位方向と速度の方向とが同じである場合には制御ゲインＫＡを３．０と設定し、異なる場合には制御ゲインＫＡを２．７と設定する。
【００５７】
上記のような処理を行なうと、ピストン５４はその中立位置に近付く様な挙動を示す。つまり、制御ゲインＫＡを大きくすると、第１実施例にて述べたようにダンパ１４ａのダンパ定数はＰ４が選ばれる割合が増加し、発生する減衰力も制御ゲインＫＡが小さい場合に比べて大きくなる（一定のピストン速度Ｖｂｔｆにて比較した場合）。また、ダンパ１４ａの振動は通常のダンパにおける振動と同様に、振幅の大きな低周波振動成分に、振幅の小さな高周波振動成分が重畳された波形をしている。なお、周知のように速度の符号は、ピストン５４の移動方向を表す。
【００５８】
このような条件下にて本図のゲイン修正処理をおこなうと、例えば、ピストン５４がプラス側に変位している（高周波成分を除く）ときには、移動方向がプラス方向であるときには減衰力が大きくなり、逆に移動方向がマイナス方向であるときには減衰力が小さくなる。これを換言すると、ダンパ１４ａにて発生される減衰力は、ピストン５４が中立位置から遠ざかろうとしているときには大きくなって移動をはばみ、一方、ピストン５４が中立位置へ接近しようとしているときには小さくなってその接近を妨害しないようにする。
【００５９】
よって本第２実施例の振動抑制装置によれば、ピストン５４は、上記のゲイン修正処理を行なわない場合に比べ、中立位置の近傍にて振動するようになる。台車６ａの車体４に対する左右方向の相対位置が車体４の中央（以下、正規の位置という）になったときにピストン５４がシリンダ５２に対して中立の位置になるようにしておけば、車体４と台車６ａもゲイン修正処理によって正規の位置の近傍に維持される。通常、台車６ａには車体４の左右方向の相対移動量を規制するためのストッパが設けられており、車体４が左右に大きく移動すると、車体４側に設けられたストッパ受けが当接して、不快な振動が発生することがある。しかし、ゲイン修正処理を行なうことによって車体４は台車６ａに対して正規の位置の近傍に維持されるので、ストッパにストッパ受けが当接することがなく、乗り心地が向上する。
（第３実施例）
次に、本発明の第３実施例の振動抑制装置について説明する。上記第１実施例の振動抑制装置及び第２実施例の振動抑制装置が、図４に示した振動抑制装置１６ａ〜１６ｄについて各々独立に行なわれるものであったのに対し、第３実施例の振動抑制装置は、振動抑制装置１６ａと振動抑制装置１６ｃとの２つの振動抑制装置間の相互作用がある点が大きく異なる。但し、この相互作用の部分を除くと、第２実施例の振動抑制装置に比べて、ゲイン設定部３２において行なわれる処理が異なるのみであり、他の構成・作用についてはまったく同じであるため、他の構成については説明及び図示を省略し、ゲイン設定部３２の行なう処理について図１０を用いて説明する。なお、この違いを図５において表すと、第２実施例は破線の矢印のように、ゲイン設定部３２が速度検出部３４による検出結果を用いるのに対し、当該第３実施例は二重線の矢印のように、他のゲイン設定部３２’（ここでは振動抑制装置１６ｃのゲイン設定部）により設定された制御ゲインＫＡを用いることを示す。また、各構成要素の名称及び符号は、第１実施例のものを流用する。
【００６０】
図１０は、ゲイン設定部３２にて行なわれる後方ゲイン設定処理を表すフローチャートである。本処理は、第２実施例におけるゲイン修正処理と同様、制御部３０が制御入力信号ｕを発生させるタイミング毎に起動されるものとする。そして振動抑制装置１６ｃにおいても対応する箇所を補正したのみ（すなわち、添字ａと添字ｃとを入れ換えたのみ）の同様の処理が行なわれる。
【００６１】
まず、Ｓ３００にて、進行方向に対して後方にあるかどうかを判定する。ここで、車両を前進させるか後退させるかの設定は、車両の運転席にある主幹制御器と呼ばれる操作器に備えられている前後進ハンドルを操作することによりすることができる。そのため、進行方向に対して後方にあるかどうかは前後進ハンドルの設定状態に基づいて判定できる。
【００６２】
進行方向に対して後方にある（前後進ハンドルが後退側に設定されており、図４で言うと矢印Ａの逆方向に進んでいる）と判定されたときには、Ｓ３１０に進み、振動抑制装置１６ｃの制御ゲインＫＡｃを受け取る。そしてＳ３２０にて制御ゲインＫＡａを制御ゲインＫＡｃよりも小さな値に設定する。例としてここでは制御ゲインＫＡｃに０．７を乗した値を、当該振動抑制装置１６ａの制御ゲインＫＡａとして設定する。こうして制御ゲインＫＡａが設定されると当該処理を終了する。
【００６３】
一方、Ｓ３００にて、進行方向に対して後方にない（前後進ハンドルが前進側に設定されている）と判定されたときには、Ｓ３３０に進み、制御ゲインＫＡａを設定する。この設定は、予め実験走行にて定められた適切な一定値（以下、規定値という）が設定されるものとする。こうして制御ゲインＫＡａが設定されると当該処理を終了する。
なお、既述の通り、図１０のフローチャートにおいて添字ａを添字ｃに入れ換えると、振動抑制装置１６ｃのゲイン設定部３２’が実行する後方ゲイン設定処理となる。
【００６４】
つまり、後方ゲイン設定処理においては、振動抑制装置１６ａによってダンパ定数が切り替えられるダンパ１４ａと、振動抑制装置１６ｃに対応するダンパ１４ｃとの内、進行方向に対して後方にあるダンパに対応する制御ゲインの方が小さくされる。
【００６５】
一般に鉄道車両について、進行方向に対して後方にある左右動ダンパの減衰力を、前方にある左右動ダンパの減衰力に対して小さくすると、車体の台車に対するヨーイングを抑える効果があることが知られている。しかし、周知のように、鉄道車両は前後両方向に走行されるため、進行方向が変わる都度、後方のダンパの方が、減衰力が小さくなるよう制御ゲイン等を設定し直す必要があり、実用化されていなかった。
【００６６】
後方ゲイン設定処理のように、後方のダンパに対応する制御ゲインＫＡを小さくすると、後方のダンパから発生される減衰力が、前方のダンパから発生される減衰力に比べて小さくなるという現象が発生し、車体４の台車６ａ，６ｂに対するヨーイングを抑える。しかも、後方ゲイン調整処理においては、Ｓ３００にて車両２の進行方向を判定して、後方にあるときのみ、制御ゲインを小さくするので、車両２の進行方向によらず、車体４のヨーイングを抑える。
【００６７】
従い、第３実施例の振動抑制装置１６ａ、１６ｃによれば、車体４の台車６ａ，６ｂに対するヨーイングを抑えることができ、しかも車両２の進行方向が変わる都度、設定値を修正する必要がない。これにより、車両２の乗り心地を向上させることができ、車両２自体の長寿命化も期待できる。
【００６８】
ところで、上記３つの実施例のようにするのではなく、例えば、車体を台車に対して能動的に変位させて振動を抑制するアクチュエータを設け、これに対し所定の制御を行なうと、ノイズ等の予期せぬ外乱やその他の原因により制御不能に陥いった場合に、安定した走行が得られないことがある。この点、上記の振動抑制装置１６ａ〜１６ｄが誤動作を起こしても、左右動ダンパ１４ａ〜１４ｄのダンパ定数が不適切な値になるのみであり、振動抑制性能が劣化するだけで済む。
【００６９】
以上、本発明の第１実施例、第２実施例、及び第３実施例について説明してきたが、本発明はこうした実施例に何等限定されるものではなく様々な態様で実施しうる。
例えば、第１実施例のゲイン調整処理では、時間ＰT4の継続時間として０．２を用いたが、この値は制御装置の設計の仕方や、車両の動特性等により最適値が決定されるもので、０．２に限定されるものではない。同様のことは、第２実施例のゲイン修正処理にて設定される３．０及び２．７という制御ゲインの値や、第３実施例の後方ゲイン設定処理にて用いられる０．７という比率についても言え、上記の値に限定されるものではない。
【００７０】
同じく第１実施例において、ゲイン調整処理と逆方向にゲインを調整する処理を加えても良い。すなわち、ダンパ定数が最小つまりＰ１が継続的に選ばれる時間を測定し、この時間が例えば０．２ｓｅｃを超えている場合には、制御ゲインＫＡを上げる処理を加えても良い。こうすれば、制御ゲインＫＡが小さ過ぎてＰ１やＰ２ばかり選ばれる、という事態を回避できる。また同様のことを、他のダンパ定数においても行ない、全てのダンパ定数が均等に選ばれるようにしても良い。
【００７１】
また第１〜第３実施例において、ダンパ定数を段階的（ダンパ１４ａ〜１４ｄでは４段階）に変えられるダンパではなく、連続的にダンパ定数を変化可能なロータリーバルブを用いたものに替えても良い。こうすると、走行経路に応じたダンパ定数の設定を更にきめ細かく行なうことが可能となる。更にこれらの方法に限らず、所望のダンパ定数に設定可能なものであれば、どのような形式のダンパでも良い。
【００７２】
そのダンパが、セミアクティブダンパ装置５０のように、ピストンの変位量を出力可能なダンパでなければ、適宜、ポテンショメータ等の変位検出装置を設けて検出すれば良い。
第３実施例の振動抑制装置においては、振動抑制装置１６ａの有するゲイン設定部３２と振動抑制装置１６ｃの有するゲイン設定部３２とをペアにして、後方にあるダンパに対応する方の制御ゲインＫＡを小さくするようにしたが、同じことを振動抑制装置１６ｂの有するゲイン設定部３２と振動抑制装置１６ｄの有するゲイン設定部３２とをペアにして行なってもよい。このようにしても上記と同様の効果が得られることは、車両２が略前後対称の形状をしていることから明らかである。また、この双方のペアを用いた制御を同時に行なってもよい。
【００７３】
更に、ペアの組み方を変えてもよい。すなわち、振動抑制装置１６ａの有するゲイン設定部３２と振動抑制装置１６ｂの有するゲイン設定部３２とをペアにして、後方にあるダンパに対応する方の制御ゲインＫＡを小さくするようにする。こうすると、１台の台車６ａにおいて、前方のダンパの減衰力よりも後方のダンパの減衰力の方が小さくなるという事態が起こる。この場合には、第３実施例では車体４の台車６ａ，６ｂに対するヨーイングが抑えられたのに対して、台車６ａ自身の対地ヨーイングが抑えられる。これに加えて同じ制御を、振動抑制装置１６ｃの有するゲイン設定部３２と振動抑制装置１６ｄの有するゲイン設定部３２とをペアにして行なえば、台車６ｂの対地ヨーイングが抑えられ、この結果、車体４の対地ヨーイングも小さくなることが期待される。
【００７４】
また更に、第３実施例の後方ダンパ設定処理においてＳ３３０の制御ゲインＫＡａの設定の部分を、第１実施例のゲイン調整処理に代えても良い。こうすると、前方のダンパは、走行区間の状況等に応じ、減衰力をきめ細かく変化させることができ、また、後方のダンパも前方のダンパにほぼ同期して減衰力が変化され、しかも車体４の台車６ａ，６ｂに対するヨーイングを抑えることができるという、第１実施例による効果と、第３実施例による効果とを兼ね備えた振動抑制装置とすることができる。同様に、Ｓ３３０の制御ゲインＫＡａの設定の部分を、第２実施例のゲイン修正処理に代えても良い。こうすると、第２実施例による効果と、第３実施例による効果とを兼ね備えた振動抑制装置とすることができる。
【００７５】
また、第１実施例〜第３実施例では振動抑制装置を、セミアクティブダンパ装置５０に適用したが、アクティブダンパにおいて同様の制御を行なっても良い。アクティブダンパとは自ら油圧源を持ち、ここから発生される油圧により、積極的にピストンを駆動することができるダンパである。このダンパによれば、減衰力とは異なり、ピストンの移動方向と同じ方向の力が発揮できるため、更に効率よく、左右方向の振動を抑制したり、或は車体の台車に対する変位を防止したりできる。
【図面の簡単な説明】
【図１】 本発明の請求項１に記載の振動抑制装置を例示するブロック図である。
【図２】 本発明の請求項３に記載の振動抑制装置を例示するブロック図である。
【図３】 本発明の請求項４に記載の振動抑制装置を例示するブロック図である。
【図４】 本発明の振動抑制装置が適用される車両の概略説明図である。
【図５】 本発明の振動抑制装置の構成を示すブロック図である。
【図６】 左右動ダンパがピストン速度に応じて発生させる減衰力を、ダンパ定数毎に示したグラフである。
【図７】 外部からの指令を受けてダンパ定数を変更可能にされたセミアクティブダンパ装置の概略構成図である。
【図８】 本発明の第１実施例のゲイン設定部において行なわれるゲイン調整処理を示すフローチャートである。
【図９】 本発明の第２実施例のゲイン設定部において行なわれるゲイン修正処理を示すフローチャートである。
【図１０】 本発明の第３実施例のゲイン設定部にて行なわれる後方ゲイン設定処理を示すフローチャートである。
【図１１】 従来の振動抑制装置を例示するブロック図である。
【符号の説明】
２…車両 ４…車体 ６ａ，６ｂ…台車
１０ａ〜１０ｄ…車輪 １４ａ〜１４ｄ…左右動ダンパ
１６ａ〜１６ｄ…振動抑制装置 １８ａ，１８ｂ…Ｇセンサ
２８…積分部 ３０…制御部 ３２，３２’…ゲイン設定部
３４…速度検出部 ３６…ダンパ定数設定部
４０，ＳＯＬ１〜ＳＯＬ４…ソレノイドバルブ
４２…ソレノイドドライバ ５０…セミアクティブダンパ装置
５２…シリンダ ５４…ピストン ５６…ロッド
６８…主オリフィス ７０…主流路
７２…第１オリフィス ７４…第１支流路
７６…第２オリフィス ７８…第２支流路
８０…アンロード用経路
８２…第３オリフィス ８４…フェイル用経路
９０…磁性体ビット ９２…磁気センサ ９４…増幅装置
Ｐ１〜Ｐ４…ダンパ定数[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vibration suppression device for suppressing lateral behavior such as lateral displacement and yawing of a vehicle body relative to a carriage in a railway vehicle and improving riding comfort.
[0002]
[Prior art]
In a railway vehicle, the vehicle body is supported by a carriage, and an air spring (or coil spring) is interposed between the two to absorb the impact received by the carriage from the carriage. That is, the air spring prevents the vibration due to the irregularity of the route and the movement in the outer circumferential direction due to the centrifugal force received when traveling in the curved section. By doing so, the impact is absorbed and the riding comfort is improved, but the vibration of the air spring itself is generated and the vehicle body vibrates, giving the passengers an uncomfortable feeling. The left and right motion damper attenuates the lateral vibration of the air spring.
[0003]
A left-right damper is usually a piston that is slidably arranged in a cylinder filled with oil, and the oil moves in the cylinder through a flow path provided in the cylinder, so that the piston moves relative to the cylinder. A damping force that is substantially proportional to the moving speed is generated. This proportionality constant is called a damping coefficient or a damper constant.
[0004]
In recent years, attempts have been made to further improve the riding comfort of a vehicle by using a damper (so-called semi-active damper) that can change the damper constant. An outline of this example is shown in FIG.
FIG. 11 is a block diagram showing a control system that changes a damper constant of a semi-active damper (hereinafter also referred to as a left-right dynamic damper) based on the left-right behavior of the vehicle body. The left-right motion damper is interposed between the carriage and the vehicle body, and attenuates the lateral vibration of the carriage with respect to the vehicle using the flow resistance of the fluid filled in the cylinder provided in the left-right motion damper. The damper resistance changing means changes the flow resistance. The damper constant changing means mainly comprises a hydraulic circuit communicating with the cylinder and a plurality of electromagnetic valves for closing predetermined portions of the hydraulic circuit according to external signals. The flow path resistance of the hydraulic circuit is changed by appropriately opening and closing these solenoid valves. The damper constant setting unit determines which solenoid valve is opened and closed, that is, how much the damper constant is to be set. The target damper constant is set based on the speed of the piston relative to the cylinder (hereinafter also referred to as piston speed) and the target damping force. The piston speed is detected by the speed detection means, and the target damping force is generated by the control means based on the lateral acceleration of the vehicle body detected by the acceleration detection means.
[0005]
By doing so, the left and right motion damper can generate an appropriate damping force based on the lateral acceleration applied to the vehicle body at that time, and as a result, suppression of the lateral vibration can be expected.
[0006]
[Problems to be solved by the invention]
Thus, when using a semi-active damper, it becomes a subject how to respond to the state of the traveling line section which changes variously. In other words, even if the damper constant can be changed in, for example, four stages, if the control system is designed with reference to the travel line section where the lateral speed of the vehicle body is large, it is always the lowest in the line section where the lateral speed is small. It becomes the damper constant of. On the other hand, if the design is made so that the four-stage damper constant is effectively selected in the line section where the lateral speed is small, only the maximum damper constant is selected in the line section where the lateral speed is large.
[0007]
Further, when passing through a tunnel as well as the curvature of the travel line section, the behavior of the vehicle body may change depending on the weather, the number of passengers, and the position where the passenger is seated, and vibration may not be suppressed appropriately.
The present invention has been made in view of such problems, and in a device that suppresses lateral vibration of a railway vehicle using a left and right motion damper, the vibration is appropriately suppressed without being influenced by conditions such as a travel line section and weather. The purpose is to improve the ride comfort.
[0008]
[Means for Solving the Problems]
  The vibration suppressing device according to claim 1 of the present invention made to achieve such an object,As illustrated in FIG.A carriage that supports wheels, a vehicle body supported by the carriage, a piston is slidably disposed in a cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; Used in vehicles withIn the vibration suppression deviceA damper constant changing means for changing a damper constant of the left-right damper by changing a channel resistance of the channel communicating with the two chambers, and a speed detection for detecting a piston speed with respect to the cylinder of the left-right damper Means, acceleration detecting means for detecting the acceleration in the left-right direction of the vehicle body, gain setting means for setting a control gain based on the behavior in the left-right direction of the vehicle body,Based on the acceleration detected by the acceleration detecting means, a lateral speed of the vehicle body is determined, and the determined speed and the speedControl gain set by the gain setting meansIndicates the target value of the damping force that should be generated by the left and right dynamic damper.Control signalAsBased on the control means for output, at least the control signal output by the control means, and the detection result of the speed detection means,The above so that the damping force becomes the above target valueDamper constant setting means for obtaining a damper constant and generating a command signal to the damper constant changing means based on the damper constant;The gain setting means includes a duration calculation means for calculating a duration in which the damper constant of the left and right dynamic damper is maximized, and reduces the damper constant when the duration exceeds a preset time. Gain adjusting means for reducing the control gain in order toIt is provided with.
[0010]
  Claims2The present invention described inA carriage that supports wheels, a vehicle body supported by the carriage, a piston is slidably disposed in a cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; The vibration suppressing device used in the vehicle having the same as the above-mentioned claim 1 is provided with a damper constant changing means, a speed detecting means, an acceleration detecting means, a control means, a gain setting means, and a damper constant setting means. is there.
And this invention (Claim 2) is provided.Above gain setting meansMeans that the duration calculation meansCalculate the duration when the damper constant of the left and right dynamic damper is minimumThe gain adjustment meansThe above duration is presetTo increase the damper constant when the time is exceededIncrease the above control gainRukoIt is characterized by.
[0011]
  Claim3As shown in FIG. 2, the invention described in FIG.A carriage that supports wheels, a vehicle body supported by the carriage, a piston is slidably disposed in a cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; The vibration suppressing device used in the vehicle having the same as the above-mentioned claim 1 is provided with a damper constant changing means, a speed detecting means, an acceleration detecting means, a control means, a gain setting means, and a damper constant setting means. is there.
And this invention (Claim 3) is providedAbove gain setting meansIsDisplacement detecting means for obtaining a displacement of the left and right motion damper from a neutral position, a moving direction determining means for obtaining a moving direction of the piston of the left and right motion damper, and the displacement detecting means.BydetectionIsThe direction of displacement and the moving direction determining meansBydetectionIsWhen the above moving direction is the sameTo increase the damping forceWhen the above control gain is increased and differentTo reduce the damping forceGain correction means for reducing the control gain is provided.
[0012]
  Further claims4As shown in FIG. 3, the invention described in FIG. 3 corresponds to each carriage of a vehicle having two carriages that support the wheels and a vehicle body that is supported at two places on the carriage. A piston is slidably disposed therein, and one of the piston and the cylinder is supported by the carriage and the other is supported by the vehicle body, and the chamber is filled with two chambers divided by the piston. Claims 1 are provided for each of the left and right motion dampers, each of which is provided with a left and right motion damper that attenuates the left and right vibration of the vehicle body with respect to the carriage by exchanging fluid through the flow path communicating with the two chambers.Any one of ~ 3The vibration suppression device described in,The gain setting means corresponding to the left and right movement damper of the rear carriage with respect to the traveling direction is more than the control gain set by the gain setting means corresponding to the left and right movement damper of the other carriage as the control gain. It is characterized by setting a small value.
[0013]
  Claim5The present invention described in (1) includes a carriage that supports a wheel, and a vehicle body supported by the carriage.,And, before and after the support position of the vehicle body by the carriage, the piston is slidably disposed in the cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body, A left and right motion damper for attenuating left and right vibrations of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; Claim 1 for each of the left and right motion dampers of the vehicle provided.Any one of ~ 3In addition, the gain setting means corresponding to the left and right dynamic damper behind the traveling direction is set as the control gain by the gain setting means corresponding to the other left and right dynamic damper. The control gain is set to a smaller value.
[0014]
DETAILED DESCRIPTION OF THE INVENTION
  The vibration suppressing device according to claim 1 is used for a railway vehicle in which a vehicle body is supported by a carriage, and is disposed between a vehicle body and a carriage, and a damper that damps relative vibrations in the left and right directions of both. By controlling the damping coefficient (so-called damper constant), the lateral behavior of the vehicle body (left-right displacement with respect to the carriage, yawing, etc.) is suppressed. The basic configuration is the same as that described in the column of [Prior Art].With this configuration, as the control gain set by the gain setting unit is larger, and the lateral acceleration detected by the acceleration detection unit is larger, the control unit causes the left and right dynamic damper to generate a larger damping force. A control signal is output.
[0015]
However, it is not always possible to effectively set the damper constant with this basic configuration alone. For example, even if the damper constant can be changed in four stages, there is a case where only the maximum damper constant is selected because an external force that causes severe vibration is applied depending on the condition of the travel line section. In this case, an appropriate damper constant may not be obtained with respect to the relatively gentle vibration generated by temporarily stopping the intense vibration. In addition, even if loose vibrations that cause discomfort to the passengers occur, the damper constant is too large, and the vehicle body may be shaken almost integrally with the carriage.
[0016]
  Therefore, in the vibration suppressing device according to the first aspect, gain setting means is provided, and the gain setting means sets the control gain based on the behavior of the vehicle body in the left-right direction. The left-right behavior of the vehicle body may be the acceleration of the vehicle body in the left-right direction, or may be the piston speed of the left-right motion damper generated as a result of the behavior. The detection result of the acceleration detection means may be used for the lateral acceleration of the vehicle body, and the detection result of the speed detection means may be used for the piston speed of the left-right motion damper.
Further, the gain setting means includes a duration calculation means and a gain adjustment means. The duration calculation means calculates a time during which the maximum damper constant is continuously selected, and the calculation result is preset. When the time is exceeded, the gain adjusting means reduces the control gain in order to reduce the damper constant.
[0017]
  Thus,Based on the left-right behavior of the car bodyAndSet the control gainIn addition, the control gain is reduced when the duration of the maximum damper constant exceeds a preset time.Therefore, the change in the lateral behavior caused by the difference in the traveling line section can be reflected in the change in the damper constant, and thus a good riding comfort can be obtained.. Further, it is possible to avoid the situation that the control gain becomes too large and only the maximum damper constant is selected, and the vibration can be appropriately suppressed without being affected by the travel line section, the weather, the number of passengers, and the like.
[0018]
ThisAs claimed1In the vibration suppression device of the present invention, the gain setting means performs the process of lowering the control gain.2In the invention described in the above, as means for increasing the control gain,ContinuedTime calculation means and gainAdjustmentMeans.Continuation in the present invention (Claim 2)The time calculation means calculates the duration in which the damper constant is minimum, and the calculation result is preset.WhenwhileExceededSometimes the gainAdjustmentMeans increase the control gain.
[0019]
  If the set control gain is too small, the case where the smallest damper constant is selected becomes large. In this state, the sudden vibration of the vehicle body that occurs suddenly cannot be effectively attenuated. as mentioned above,ContinuedWhen the duration is longer than the predetermined time based on the calculation result by the time calculation means, the gainAdjustmentAs the means increases the gain, other damper constants are selected.
[0020]
  Therefore, claims2According to the vibration suppression device described in (1), it is possible to prevent the control gain from becoming too small, and it is possible to appropriately suppress the vibration without being affected by the travel line section, the weather, the number of passengers, and the like.
  Claims3In the invention described in claim 1,2In this invention, the adjustment of the control gain performed based on the duration of the minimum damper constant is performed based on the behavior of the piston. For this purpose, the gain setting means includes a displacement detection means, a moving direction determination means, and a gain correction means.
[0021]
  The displacement detection means obtains the displacement of the piston from the neutral position in the left and right motion damper, and the movement direction judgment means obtains the movement direction of the piston. And the gain correcting means is the displacement detecting meansDetected byPiston displacement direction and moving direction judgment meansBydetectionIsIf the moving direction of the piston is the same, increase the control gain.So that the damping force increases.If the control gain is different,To reduce the damping forceTo do.
[0022]
For example, when the piston is displaced leftward from the neutral position with respect to the cylinder, the control gain is large when the piston is moving to the left, and the control gain is small when the piston is moving to the right. That is, the damper constant increases when the deviation from the neutral position increases, and the damper constant decreases when returning to the neutral position. As a result, the piston is moved rightward and returned to the neutral position. As a result, the relative position between the vehicle body and the carriage is also maintained at a predetermined position when the piston is in the neutral position.
[0023]
  Claim3According to the vibration suppressing device described in (1), the vehicle body can be maintained at the predetermined position without using an actuator for vehicle body displacement correction.
  Claim4In the present invention described in (2), two carriages support the vehicle body at the front and rear positions thereof, and each carriage is provided with a left and right motion damper. Claim 1 to each of these left and right motion dampersAny one of ~ 3Is provided. Then, the gain setting means sets the control gain corresponding to the rear truck damper relative to the traveling direction of the vehicle to be smaller than the control gain corresponding to the front truck damper.
[0024]
As a result, the vehicle body is often set such that the damper constant of the left and right motion damper disposed in front of the vehicle body is larger than that of the vehicle body behind the vehicle body. Will be demonstrated. Moreover, since the traveling direction of the vehicle is reflected in the control gain, the same state is maintained regardless of whether the vehicle travels forward or backward.
[0025]
  Therefore, the claims4According to the vibration suppression device described in the above, the vehicle body has a self-steering property with respect to the carriage, and even if the vehicle body yaws with respect to the carriage, a special control input or a compensation operation is performed. And can return to normal posture. Further, this effect can be achieved regardless of the traveling direction of the vehicle.
[0026]
  Claim5In the present invention described in (1), two one-body left and right dynamic dampers are provided before and after the position where the carriage supports the vehicle body. The gain setting means sets the control gain corresponding to the rear damper relative to the traveling direction of the vehicle to be smaller than the control gain corresponding to the front damper. This has the same effect as when the damper is shifted to the front of the carriage. Further, since the traveling direction of the vehicle is reflected in the control gain, the same state is maintained regardless of whether the vehicle travels forward or backward.
[0027]
  Therefore, the claims5According to the vibration suppression device described in the above, the cart has a self-steering property, and even if the cart causes yawing to the vehicle body, normal operation is not performed without performing a special control input or compensating operation. Return to posture. Further, this effect can be achieved regardless of the traveling direction of the vehicle.
[0028]
  And claims 1 to5The vibration suppression device described in 1 has the following common features. For example, when an actuator for actively moving the vehicle body relative to the carriage is provided and this is controlled, if it becomes impossible to control due to unexpected disturbance such as noise, stable running may not be obtained. . In this respect, the control means provided in each of the vibration suppression devices according to claims 1 to 5 is a left-right damper even if the control means causes a malfunction because the controlled object is a damper constant changing means. The damper constant becomes an inappropriate value, and the vibration suppression performance is only deteriorated.
[0029]
【Example】
Three examples according to the present invention will be described below with reference to the drawings.
(First embodiment)
First, FIG. 4 is a schematic view showing a vehicle 2 to which the vibration suppressing device of the present invention is applied, FIG. 4 (a) is a side view, and FIG. 4 (b) is a lower plan view of FIG. 4 (a). .
[0030]
As shown in the figure, the vehicle 2 mainly includes a vehicle body 4, carriages 6a and 6b that support the front and rear of the vehicle body 4, and wheels 10a, 10b, 10c, and 10d suspended on the carriages 6a and 6b. Has been. The vehicle body 4 and the carriages 6a and 6b are supported so as to be movable relative to each other in a predetermined amount in the front and rear and left and right directions at substantially central positions 12a and 12b of the carriages 6a and 6b. They can be rotated in the B direction (see FIG. 4B).
[0031]
Further, left and right motion dampers 14a, 14b, 14c, and 14d are arranged in front of and behind the center positions 12a and 12b in the traveling direction A. These left and right motion dampers (hereinafter also simply referred to as dampers) 14a to 14d divide the inside of the cylinder into two chambers by pistons slidably arranged in the cylinder, and fill the two chambers with oil. By exchanging through the flow path provided in the piston, the vibration of the piston with respect to the cylinder is damped. The sliding direction of the piston is parallel to the left-right direction of the vehicle body, the cylinder is on the vehicle body 4 side, and the piston is the rod Are respectively fixed to the carriages 6a and 6b. That is, the dampers 14a to 14d attenuate the relative vibration in the left-right direction between the vehicle body 4 and the carts 6a and 6b.
[0032]
Each of the left and right motion dampers 14a to 14d is provided with a hydraulic circuit for connecting the two chambers to the outside. By turning on / off a plurality of solenoid valves (described later) of the hydraulic circuit, damping performance is improved. It is made changeable.
The vibration suppression devices 16a to 16d issue a command signal to the solenoid valve, and are provided for each of the dampers 14a to 14d. That is, the dampers 14a to 14d exhibit the damping performance based on the command signals from the vibration suppression devices 16a to 16d. In FIG. 4A, the vibration suppression devices 16a to 16d are disposed above the corresponding left and right motion dampers 14a to 14d, but this is shown at this position for convenience of illustration. Are concentrated at the end of the vehicle body 4.
[0033]
  In the vehicle body 4, between the left and right motion dampers 14a and 14b and the left and right motion damper 14c, 14dG sensors 18a and 18b that detect the lateral acceleration of the vehicle body 4 at the respective positions are provided at locations corresponding to each other.
  Next, the configuration of the vibration suppression devices 16a to 16d will be described with reference to FIG. Since the four vibration suppression devices 16a to 16d have the same configuration and perform the same function, the vibration suppression device 16a will be described as a representative.
[0034]
  FIG. 5 is a block diagram showing the configuration of the vibration suppressing device 16a. In other words, the vibration suppression device 16a amplifies the acceleration signal output from the G sensor 18a and outputs it as a predetermined voltage value, and converts the voltage value (analog signal) output from the G amplifier 20 into a digital signal. The A / D converter 22 that performs the processing, the waveform filter processing unit 24 that cuts the high frequency component of the digital signal output from the A / D converter 22, and the gravitational acceleration g multiplied by the signal output from the waveform filter processing unit 24. A correction unit 26 that converts the actual acceleration, an integration unit 28 that integrates the actual acceleration to calculate the speed of the vehicle body 4 in the left-right direction, and a predetermined control gain KA (with a negative sign) on the speed calculated by the integration unit 28. , A control unit 30 for generating a control input signal u, a gain setting unit 32 for setting a control gain KA used in the control unit 30, and a piston for the cylinder of the damper 14a. A speed detector 34 for generating a signal corresponding to the ton speed Vbtf, a damper constant setting section 36 for setting a damper constant to be generated by the damper 14a from the control input signal u and the piston speed Vbtf, and unloading the damper 14a. Control input signal u and the piston speedVbtfAnd a hydraulic circuit (not shown) provided in the damper 14a based on signal inputs from the unload / onload determination unit 38, the damper constant setting unit 36, and the unload / onload determination unit 38. And a solenoid driver 42 for driving a plurality of solenoid valves 40.
[0035]
In this figure, the processing performed by each component surrounded by a two-dot chain line is realized by software. That is, a portion surrounded by an alternate long and two short dashes line is a known computer system including a CPU, a RAM, a ROM, a crystal oscillator, and a bus line (none of which is shown) for connecting them in terms of hardware. It is configured as. And the process which implement | achieves the said effect | action is stored beforehand in ROM as a program, CPU performs arithmetic processing according to this program, or stores the output signal from G sensor 18a in RAM, A command signal to be output to the solenoid driver 42 is generated.
[0036]
Next, supplementary explanation will be given for particularly important components among the components constituting the vibration suppressing device 16a. First, the control unit 30 generates a control input signal u as a result of multiplying the speed calculated by the integration unit 28 by a predetermined control gain KA as described above. The control input signal u corresponds to a target value of the damping force that should be generated by the damper 14a. The control input signal u is given a negative sign to the control gain KA in the control unit 30, and is then applied to the lateral speed v of the vehicle body 4. Therefore, the control input signal u is a signal representing a force directed in the opposite direction to the lateral speed v. That is, the vibration suppressing device 16a performs so-called skyhook control. In addition, what added the waveform filter process part 24, the correction | amendment part 26, and the integration part 28 to this control part 30 is equivalent to the control means of this invention.
[0037]
The unload / onload determination unit 38 is a part that determines whether or not a damping force is generated in the damper 14a from the direction of the control input signal u and the direction of the piston speed Vbtf of the damper 14a. The control unit 30 issues a command to cause the damper 14a to generate a damping force in a direction against the lateral speed of the vehicle body 4, but the damper 14a has a damping force in the same direction as the piston moving direction due to its nature. Cannot be generated. Therefore, when the direction (sign) of the control input signal u is equal to the direction (sign) of the piston speed Vbtf, a command signal is generated to the solenoid driver 42 so as not to generate a damping force (unload) in the damper 14a. . On the other hand, if the signs are different, a damping force is generated (on-load) according to the ON / OFF pattern of the solenoid valve 40 generated by the damper constant setting unit 36 based on the control input signal u. Actually, the damper 14a generates a slight damping force even in the unloaded state.
[0038]
The damper constant setting unit 36 instructs the solenoid driver 42 which solenoid valve 40 is to be turned on and which solenoid valve 40 is to be turned off, but is actually turned on by a command from the damper constant setting unit 36. Only two of the plurality of solenoid valves 40 included in the hydraulic circuit of the damper 14a are turned off / off (hereinafter, these two solenoid valves 40 are referred to as SOL1 and SOL3). By turning ON / OFF these SOL1 and SOL3, the damper 14a generates an attenuation coefficient as shown in the following [Table 1], that is, a so-called damper constant.
[0039]
[Table 1]

[0040]
The damping constant multiplied by the piston speed Vbtf is the damping force, but the damping force is not proportional to the piston speed Vbtf, and becomes a curve as shown in FIG. FIG. 6 shows the damping force F exerted according to the piston speed Vbtf in each case where the damper constants are P1 to P4 by a one-dot chain line, and further, the entire amount region around the one-dot chain line is the damper constant P1. Are divided into four regions corresponding to .about.P4, and are called valve patterns MAP.
[0041]
The valve pattern MAP is tabulated and stored in advance in the ROM of the computer system, and the damper constant setting unit 36 refers to the valve pattern MAP and determines the damper constant from the control input signal u and the piston speed Vbtf. Set and output a signal to the solenoid driver 42. For example, the damper constant setting unit 36 receives a control input signal u to generate 400 kgf as a damping force from the control unit 30, and a signal to the effect that the piston speed Vbtf is 10 cm / sec is the speed detection unit 34. In order to set the damper constant to P2, a command to turn off SOL1 and turn on SOL3 is output to the solenoid driver 42.
[0042]
Here, the hydraulic circuit having SOL1 and SOL3, the speed detector 34, and the damper 14a will be described with reference to FIG. FIG. 7 is a schematic configuration diagram of a semi-active damper device 50 in which these three components are integrated.
First, as described above, the damper 14 a mainly includes the cylinder 52, the piston 54 slidably disposed in the cylinder 52, and the rod 56 fixed to the piston 54, and the end 56 a of the rod 56. Is fixed to the carriage 6 a, and the head 52 a of the cylinder 52 is fixed to the vehicle body 4. The cylinder 52 divided into the two chambers 58 and 60 by the piston 54 is filled with oil. The two chambers 58 and 60 (hereinafter, 58 is referred to as a rod side and 60 is referred to as a head side) are communicated with each other via a check valve 62 provided on the piston.
[0043]
The hydraulic circuit includes a head path 64 connected to the head side 60, a rod path 66 connected to the rod side 58, and a main stream that recirculates oil to the head path 64 via the main orifice 68 connected to the rod path 66. A passage 70, a branch passage arranged in parallel with the main passage 70 and a first branch passage 74 for returning oil to the head passage 64 via the SOL1 and the first orifice 72, and also arranged in parallel with the main passage 70. And a second branch channel 78 that circulates oil to the head path 64 via the SOL 3 and the second orifice 76. In addition, a base check valve 79 is interposed in the head path 64 to prevent backflow of oil. The channel diameter of the second orifice 76 is larger than the channel diameter of the first orifice 72.
[0044]
  In addition to the main flow path 70, the first branch flow path 74, and the second branch flow path 78, the hydraulic circuit includes an unload path 80 for returning oil to the head path 64 via the SOL2, and a non-load path. A fail path 84 is provided for returning oil to the head path 64 via the three-way valve SOL4 and the third orifice 82 in an energized state (also referred to as failure). The three-way valve SOL4 is turned on in the on-road state,Third orifice 82Oil is prevented from flowing into the side.
[0045]
In this hydraulic circuit, if both SOL1 and SOL3 are turned off, the oil flows back from the rod path 66 only through the main orifice 68 of the main flow path 70 to the head path 64, so that the flow path resistance is large and the damper 14a The damper constant of increases. This is the state of P4. If SOL1 is turned on and SOL3 is turned off, the oil flows back from the rod path 66 to the head path 64 through the main orifice 68 of the main flow path 70 and the first orifice 72 of the first branch flow path 74. The damper constant is slightly smaller than P4. This is the state of P3. Conversely, when SOL1 is turned off and SOL3 is turned on, the oil flows back from the rod path 66 to the head path 64 through the main orifice 68 of the main flow path 70 and the second orifice 76 of the second branch flow path 78. To do. Since the flow path diameter of the second orifice 76 is larger than the flow path diameter of the first orifice 72, the damper constant is slightly smaller than P3. This is the state of P2. When both SOL1 and SOL3 are turned ON, the oil flows from the rod path 66 to the main orifice 68 of the main flow path 70, the first orifice 72 of the first branch path 74, and the second orifice 76 of the second branch path 78. Therefore, the damper constant is further smaller than P2. This is the state of P1. In the first embodiment, among these four damper constants P1 to P4, only P4 is measured for a selected period based on the clock generated by the crystal oscillator of the computer system. And
[0046]
The unloading path 80 is a path through which oil flows when SOL2 is turned ON when the above-described unload / onload determination unit 38 generates a signal indicating that it should be in an unloaded state. . Since there is no orifice in this unloading path 80, the flow path resistance is extremely small. When SOL2 is turned on, the damper 14a exhibits a very small damper constant regardless of the state of SOL1 and SOL3. On the other hand, since the fail path 84 has the third orifice 82, it becomes larger than the damper constant in the unloaded state. The relationship between the damping force and the piston speed Vbtf in the unloaded state and during the failure is as shown in the valve pattern MAP in FIG.
[0047]
As described above, the hydraulic circuit switches the damper constant of the damper 14a to four stages by turning ON / OFF the SOL1 and SOL3, and also sets the damper constant in the unload state and the failure state to the predetermined values shown in FIG. Try to keep on.
The speed detection unit 34 includes a magnetic bit 90 embedded in the side surface of the rod 56 at equal intervals in the axial direction, a magnetic sensor 92 disposed opposite to the magnetic bit 90, And an amplifying device 94 for amplifying the electric signal.
[0048]
When the piston 54 (and consequently the rod 56) moves relative to the cylinder 52, the magnetic sensor 92 counts the magnetic body bit 90 and outputs the piston speed Vbtf from the count value within a predetermined sampling time. The speed detector 34 outputs not only the piston speed Vbtf but also the displacement Ybtf from the neutral position of the piston 54.
[0049]
Returning to FIG. 5, the gain setting unit 32 will be described. As already described, the gain setting unit 32 sets the control gain KA used in the control unit 30. And in the said 1st Example, as shown with the dashed-dotted arrow in this figure, the setting result of the damper constant by the damper constant setting part 36, more specifically, the largest damper constant P4 was selected continuously The control gain KA is set according to time. The processing contents of the gain setting unit 32 will be described with reference to FIG.
[0050]
  FIG. 8 is a flowchart showing gain adjustment processing performed by the gain setting unit 32.
  First, in step (hereinafter simply referred to as S) 100, it is determined whether or not the damper constant set at that time is P4. If it is not P4, wait until it becomes P4.AhThen, the process proceeds to S110 and the time PT4 when P4 is reached is integrated. This time PT4 is zero at the time of start-up, and thereafter, the time during which the damper constant is P4 is continuously accumulated as a result of the processing described below. Subsequently, in S120, it is determined whether or not the time PT4 is longer than a predetermined time (here, 0.2 sec). If longer, the process proceeds to S130, and the control gain KA is decreased (in this case, updated to a value obtained by multiplying the previous value by 0.9), and the process proceeds to S140. If not, skip S130 and proceed directly to S140.
[0051]
In S140, it is determined again whether or not the damper constant is P4. If P1 to P3, the process proceeds to S150, the time PT4 is reset, and the process returns to S100. On the other hand, if P4 remains, the process proceeds to S110, and the time PT4 is further accumulated. By the processing of S110 to S140, the time PT4 when the damper constant is continuously P4 is obtained. When this time PT4 exceeds 0.2 sec, the control gain KA is lowered, and thereafter, until the damper constant decreases. The control gain KA is lowered. That is, this processing performs processing that serves as both the duration calculation means and the gain adjustment means of the present invention.
[0052]
As can be seen from FIG. 6, the damper constant tends to increase as the control input signal u from the control unit 30 increases, and the control input signal u increases as the control gain KA increases and the lateral speed of the vehicle body 4 increases. . The semi-active damper device 50 shown in FIG. 7 can exhibit the four damper constants P1 to P4 by a command from the damper constant setting unit 36, but when the lateral speed of the vehicle body 4 is too large, only P4 is selected. The situation that it is not possible occurs. In such a situation, PT4 increases, the value of the control gain KA is decreased in S130, and a damper constant other than P4 is also used.
[0053]
As described above, the time PT4 when the maximum damper constant P4 is continuously selected is kept within approximately 0.2 sec, and the damper constant can be switched appropriately. Note that this processing may be started by an interruption to the fact that the damper constant is set to P4, and thereafter, the processing of S120 to S150 may be performed at regular intervals.
[0054]
According to the vibration suppression device 16a of the first embodiment described above, the control gain is reduced in the traveling section where a large lateral speed is applied to the vehicle body 4, so that the damper constant can be switched in four stages. By making full use of the performance, it is possible to switch the damping force finely adapted to the conditions of the traveling section, the weather, etc.
(Second embodiment)
Next, a vibration suppressing apparatus according to a second embodiment of the present invention will be described. The vibration suppressing device of the second embodiment is different from the vibration suppressing device of the first embodiment in that the processing performed in the gain setting unit 32 is different, and correspondingly, P4 is set as a damper constant. Since there is a difference only in that the period is not measured and the other configurations and operations are exactly the same, description thereof will be omitted, and only processing performed by the gain setting unit 32 will be described with reference to FIG. When this difference is represented in FIG. 5, in the first embodiment, the gain setting unit 32 uses the setting result by the damper constant setting unit 36 as indicated by the one-dot chain line arrow, whereas the second embodiment has a broken line. The result of detection by the speed detector 34 is used as indicated by the arrow. And the name and code | symbol of each component use the thing of 1st Example.
[0055]
FIG. 9 is a flowchart showing gain correction processing performed by the gain setting unit 32. This process is a process for setting the value of the control gain KA to one of two values, large and small, according to the behavior of the piston 54, and the control unit 30 sets the control input signal u as in the gain adjustment process. It is assumed that it is activated every time it is generated.
First, in S200, a low-frequency component Yl is calculated from the piston displacement Ybtf output from the speed detector 34. Here, the low frequency component is a component of 2 Hz or less of the piston vibration. In subsequent S210, a high-frequency component Vh is calculated from the piston speed Vbtf output from the speed detector 34. Here, the high frequency component is a component exceeding 2 Hz in the vibration component of the piston speed Vbtf. In S220, the sign of Yl is determined. If Yl is positive, the process proceeds to S240, and the sign of Vh is determined. If Vh is positive, the process proceeds to S250 and the control gain KA is set to a larger value (for example, 3.0 here). If Vh is negative, the process proceeds to S260 and the control gain KA is decreased. Is set to a value of 2.7 (here, 2.7 as an example), and this processing ends. On the other hand, if it is determined in S220 that Yl is zero or negative, the process proceeds to S270, and the sign of Vh is determined. If Vh is positive, the process proceeds to S260 and the control gain KA is set to 2.7. If Vh is negative, the process proceeds to S250 and the control gain KA is set to 3.0, and this process is terminated. To do.
[0056]
  That is, in the gain correction process, the control gain KA is set to 3.0 or 2.7. The determination of which value is made is performed as follows using the direction of displacement from the neutral position of the piston 54 and the direction of the speed of the piston 54. That is, when the displacement direction and the speed direction are the same, the control gain KA is set to3.0And set the control gain KA if they are different.2.7And set.
[0057]
When the above processing is performed, the piston 54 behaves so as to approach its neutral position. That is, when the control gain KA is increased, as described in the first embodiment, the damper constant of the damper 14a is increased in proportion to which P4 is selected, and the generated damping force is increased as compared with the case where the control gain KA is small ( When compared at a constant piston speed Vbtf). Further, the vibration of the damper 14a has a waveform in which a high-frequency vibration component with a small amplitude is superimposed on a low-frequency vibration component with a large amplitude, similarly to the vibration in a normal damper. As is well known, the sign of speed represents the moving direction of the piston 54.
[0058]
When the gain correction processing of this figure is performed under such conditions, for example, when the piston 54 is displaced to the plus side (excluding high frequency components), the damping force increases when the moving direction is the plus direction. On the contrary, when the moving direction is the minus direction, the damping force becomes small. In other words, the damping force generated by the damper 14a increases when the piston 54 is moving away from the neutral position, stops moving, and decreases when the piston 54 approaches the neutral position. Do not disturb the approach.
[0059]
  Therefore, according to the vibration suppressing device of the second embodiment, the piston 54 vibrates in the vicinity of the neutral position as compared with the case where the above gain correction processing is not performed. If the piston 54 is in a neutral position with respect to the cylinder 52 when the relative position in the left-right direction with respect to the vehicle body 4 of the carriage 6a is the center of the vehicle body 4 (hereinafter referred to as a normal position), the vehicle body 4 The cart 6a is also maintained in the vicinity of the normal position by the gain correction process. Usually, the carriage 6a is provided with a stopper for restricting the amount of relative movement of the vehicle body 4 in the left-right direction. When the vehicle body 4 moves greatly to the left and right, the stopper receiver provided on the vehicle body 4 side comes into contact with the carriage 6a. Unpleasant vibration may occur. However, since the vehicle body 4 is maintained in the vicinity of the normal position with respect to the carriage 6a by performing the gain correction process, the stopper receiver does not come into contact with the stopper, and the riding comfort is improved.
(Third embodiment)
  Next, a vibration suppressing apparatus according to a third embodiment of the present invention will be described. Whereas the vibration suppressing device of the first embodiment and the vibration suppressing device of the second embodiment are performed independently for the vibration suppressing devices 16a to 16d shown in FIG. The vibration suppression device is greatly different in that there is an interaction between the two vibration suppression devices of the vibration suppression device 16a and the vibration suppression device 16c. However, except for this interaction part, the processing performed in the gain setting unit 32 is different compared to the vibration suppression device of the second embodiment, and the other configurations and functions are exactly the same. Description and illustration of other configurations will be omitted, and processing performed by the gain setting unit 32 will be described with reference to FIG. This difference is represented in FIG. 5. In the second embodiment, the gain setting unit 32 uses the detection result obtained by the speed detection unit 34 as shown by the broken line arrow, whereas in the third embodiment, the double line is used. As shown by the arrows, the control gain KA set by another gain setting unit 32 ′ (here, the gain setting unit of the vibration suppressing device 16c) is used.TheFurther, the names and symbols of the constituent elements are the same as those in the first embodiment.
[0060]
FIG. 10 is a flowchart showing the backward gain setting process performed by the gain setting unit 32. This process is started at every timing when the control unit 30 generates the control input signal u, similarly to the gain correction process in the second embodiment. In the vibration suppression device 16c, the same processing is performed only by correcting the corresponding portion (that is, only replacing the subscript a and the subscript c).
[0061]
  First, in S300,Behind the direction of travelDetermine whether or not. here,The setting to move the vehicle forward or backward isIt is provided in the controller called the master controller in the driver's seat of the vehicleBy operating the forward / reverse handlebe able to.Therefore, whether or not the vehicle is behind the traveling direction can be determined based on the setting state of the forward / backward steering wheel.
[0062]
  Behind the direction of travel(The forward / reverse handle is set to the reverse side,In Fig. 4, the reverse direction of arrow AAnd)When it is determined, the process proceeds to S310 and the control gain KAc of the vibration suppressing device 16c is received. In step S320, the control gain KAa is set to a value smaller than the control gain KAc. As an example, here, a value obtained by multiplying the control gain KAc by 0.7 is set as the control gain KAa of the vibration suppressing device 16a. When the control gain KAa is set in this way, the process ends.
[0063]
  On the other hand, at S300, Not behind the direction of travel (The forward / reverse handle is set to the forward side)When it is determined, the process proceeds to S330, and the control gain KAa is set. For this setting, it is assumed that an appropriate constant value (hereinafter referred to as a specified value) determined in advance by an experimental run is set. When the control gain KAa is set in this way, the process ends.
As described above, when the subscript a is replaced with the subscript c in the flowchart of FIG. 10, the rear gain setting process is executed by the gain setting unit 32 ′ of the vibration suppressing device 16 c.
[0064]
That is, in the rear gain setting process, the control gain corresponding to the damper located behind the traveling direction among the damper 14a whose damper constant is switched by the vibration suppressing device 16a and the damper 14c corresponding to the vibration suppressing device 16c. Is made smaller.
[0065]
In general, it is known that reducing the damping force of a left and right dynamic damper on the back of a traveling direction with respect to the traveling direction of a railway vehicle is less effective than suppressing the yawing of a vehicle body to a carriage. ing. However, as is well known, since the railway vehicle travels in both the front and rear directions, it is necessary to reset the control gain etc. so that the damping force of the rear damper becomes smaller each time the traveling direction changes. Was not.
[0066]
When the control gain KA corresponding to the rear damper is reduced as in the rear gain setting process, a phenomenon occurs in which the damping force generated from the rear damper is smaller than the damping force generated from the front damper. Then, yawing of the vehicle body 4 to the carts 6a and 6b is suppressed. Moreover, in the rear gain adjustment process, the traveling direction of the vehicle 2 is determined in S300, and the control gain is reduced only when the vehicle 2 is behind. Therefore, yawing of the vehicle body 4 is suppressed regardless of the traveling direction of the vehicle 2. .
[0067]
Therefore, according to the vibration suppression devices 16a and 16c of the third embodiment, yawing of the vehicle body 4 with respect to the carts 6a and 6b can be suppressed, and it is not necessary to correct the set value every time the traveling direction of the vehicle 2 changes. . As a result, the riding comfort of the vehicle 2 can be improved, and a longer life of the vehicle 2 itself can be expected.
[0068]
By the way, instead of the above three embodiments, for example, an actuator that actively displaces the vehicle body with respect to the carriage to suppress vibration and performs predetermined control on the actuator, noise or the like In the event of uncontrollability due to unexpected disturbances or other causes, stable running may not be obtained. In this regard, even if the vibration suppression devices 16a to 16d described above malfunction, the damper constants of the left and right motion dampers 14a to 14d only become inappropriate values, and the vibration suppression performance is only deteriorated.
[0069]
The first embodiment, the second embodiment, and the third embodiment of the present invention have been described above. However, the present invention is not limited to these embodiments and can be implemented in various modes.
For example, in the gain adjustment process of the first embodiment, 0.2 is used as the duration of the time PT4, but this value is determined to be an optimum value according to the design method of the control device, the dynamic characteristics of the vehicle, and the like. Thus, it is not limited to 0.2. The same applies to the control gain values of 3.0 and 2.7 set in the gain correction process of the second embodiment and the ratio of 0.7 used in the rear gain setting process of the third embodiment. However, it is not limited to the above values.
[0070]
Similarly, in the first embodiment, a process of adjusting the gain in the opposite direction to the gain adjustment process may be added. That is, the time when the damper constant is minimum, that is, when P1 is continuously selected is measured, and when this time exceeds 0.2 sec, for example, a process of increasing the control gain KA may be added. By doing so, it is possible to avoid a situation where the control gain KA is too small and only P1 and P2 are selected. The same may be done for other damper constants so that all the damper constants are selected equally.
[0071]
Further, in the first to third embodiments, the damper constant may be changed to one using a rotary valve capable of continuously changing the damper constant instead of a damper that can change the damper constant stepwise (four stages in the dampers 14a to 14d). good. In this way, the damper constant can be set more finely according to the travel route. Furthermore, the present invention is not limited to these methods, and any type of damper may be used as long as it can be set to a desired damper constant.
[0072]
If the damper is not a damper that can output the amount of displacement of the piston as in the semi-active damper device 50, a displacement detection device such as a potentiometer may be appropriately provided for detection.
In the vibration suppression device of the third embodiment, the gain setting unit 32 included in the vibration suppression device 16a and the gain setting unit 32 included in the vibration suppression device 16c are paired, and the control gain KA corresponding to the rear damper is set. However, the same may be performed by pairing the gain setting unit 32 included in the vibration suppression device 16b and the gain setting unit 32 included in the vibration suppression device 16d. Even in this case, it is clear that the same effect as described above can be obtained because the vehicle 2 has a substantially symmetric shape. Moreover, you may perform control using both these pairs simultaneously.
[0073]
Furthermore, you may change how a pair is assembled. That is, the gain setting unit 32 included in the vibration suppression device 16a and the gain setting unit 32 included in the vibration suppression device 16b are paired so that the control gain KA corresponding to the rear damper is reduced. This causes a situation in which the damping force of the rear damper is smaller than the damping force of the front damper in one carriage 6a. In this case, in the third embodiment, yawing of the vehicle body 4 to the carts 6a and 6b is suppressed, whereas the ground yawing of the cart 6a itself is suppressed. In addition, if the same control is performed by pairing the gain setting unit 32 of the vibration suppression device 16c and the gain setting unit 32 of the vibration suppression device 16d, the ground yawing of the carriage 6b can be suppressed. The ground yawing of 4 is expected to be small.
[0074]
Furthermore, in the rear damper setting process of the third embodiment, the setting portion of the control gain KAa in S330 may be replaced with the gain adjustment process of the first embodiment. In this way, the front damper can finely change the damping force according to the condition of the traveling section, and the rear damper also changes the damping force almost synchronously with the front damper. It can be set as the vibration suppression apparatus which has the effect by 1st Example that the yawing with respect to the trolley | bogie 6a, 6b can be suppressed, and the effect by 3rd Example. Similarly, the setting portion of the control gain KAa in S330 may be replaced with the gain correction process of the second embodiment. If it carries out like this, it can be set as the vibration suppression apparatus which has the effect by 2nd Example, and the effect by 3rd Example.
[0075]
In the first to third embodiments, the vibration suppressing device is applied to the semi-active damper device 50. However, the active damper may perform the same control. The active damper is a damper that has its own hydraulic pressure source and can actively drive the piston by the hydraulic pressure generated therefrom. According to this damper, unlike the damping force, a force in the same direction as the moving direction of the piston can be exerted. it can.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a vibration suppressing device according to claim 1 of the present invention;
FIG. 2 is a block diagram illustrating a vibration suppressing device according to a third aspect of the present invention.
FIG. 3 is a block diagram illustrating a vibration suppressing device according to claim 4 of the present invention;
FIG. 4 is a schematic explanatory diagram of a vehicle to which the vibration suppressing device of the present invention is applied.
FIG. 5 is a block diagram showing a configuration of a vibration suppressing device of the present invention.
FIG. 6 is a graph showing the damping force generated by the left-right damper according to the piston speed for each damper constant.
FIG. 7 is a schematic configuration diagram of a semi-active damper device in which a damper constant can be changed in response to an external command.
FIG. 8 is a flowchart showing a gain adjustment process performed in a gain setting unit according to the first embodiment of the present invention.
FIG. 9 is a flowchart showing a gain correction process performed in a gain setting unit according to the second embodiment of the present invention.
FIG. 10 is a flowchart showing a backward gain setting process performed by a gain setting unit according to a third embodiment of the present invention.
FIG. 11 is a block diagram illustrating a conventional vibration suppressing device.
[Explanation of symbols]
2 ... Vehicle 4 ... Car body 6a, 6b ... Carriage
10a-10d ... Wheels 14a-14d ... Left-right motion damper
16a to 16d ... Vibration suppression device 18a, 18b ... G sensor
28 ... Integral unit 30 ... Control unit 32, 32 '... Gain setting unit
34 ... Speed detection part 36 ... Damper constant setting part
40, SOL1-SOL4 ... Solenoid valve
42 ... Solenoid driver 50 ... Semi-active damper device
52 ... Cylinder 54 ... Piston 56 ... Rod
68 ... Main orifice 70 ... Main flow path
72: First orifice 74: First branch flow path
76 ... second orifice 78 ... second branch flow path
80: Unload route
82 ... Third orifice 84 ... Fail path
90 ... Magnetic body bit 92 ... Magnetic sensor 94 ... Amplifying device
P1 to P4 ... Damper constant

Claims (5)

A carriage that supports wheels, a vehicle body supported by the carriage, a piston is slidably disposed in a cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; in the vibration suppression apparatus that is used in a vehicle having,
Damper constant changing means for changing the damper constant of the left-right damper by changing the channel resistance of the channel communicating with the two chambers;
Speed detecting means for detecting the speed of the piston with respect to the cylinder of the left-right motion damper;
Acceleration detecting means for detecting the lateral acceleration of the vehicle body;
A gain setting means for setting a control gain based on the left-right behavior of the vehicle body;
Based on the acceleration detected by the acceleration detecting means, a lateral speed of the vehicle body is obtained, and a value corresponding to a product of the obtained speed and a control gain set by the gain setting means is obtained as the lateral motion damper. Control means for outputting as a control signal indicating a target value of the damping force to be generated ,
Based on at least the control signal output by the control means and the detection result of the speed detection means, the damper constant is determined so that the damping force of the left and right dynamic damper becomes the target value , and the damper constant is used to determine the damper constant. Damper constant setting means for generating a command signal for the damper constant changing means ,
The gain setting means includes
A duration calculation means for calculating a duration in which the damper constant of the left and right dynamic damper is maximum;
A gain adjusting means for reducing the control gain to decrease the damper constant when the duration exceeds a preset time;
A vibration suppressing device comprising: A carriage that supports wheels, a vehicle body supported by the carriage, a piston is slidably disposed in a cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; In a vibration suppressing device used for a vehicle having
Damper constant changing means for changing the damper constant of the left-right damper by changing the channel resistance of the channel communicating with the two chambers;
Speed detecting means for detecting the speed of the piston with respect to the cylinder of the left-right motion damper;
Acceleration detecting means for detecting the lateral acceleration of the vehicle body;
A gain setting means for setting a control gain based on the left-right behavior of the vehicle body;
Based on the acceleration detected by the acceleration detecting means, a lateral speed of the vehicle body is obtained, and a value corresponding to a product of the obtained speed and a control gain set by the gain setting means is obtained as the lateral motion damper. Control means for outputting as a control signal indicating a target value of the damping force to be generated,
Based on at least the control signal output by the control means and the detection result of the speed detection means, the damper constant is determined so that the damping force of the left and right dynamic damper becomes the target value, and the damper constant is used to determine the damper constant. Damper constant setting means for generating a command signal for the damper constant changing means,
The gain setting means includes
A duration calculation means for calculating a duration in which the damper constant of the left and right dynamic damper is minimized ;
When the continuation time exceeds the time it is set Me pre, and size Kusuru gain adjusting means the control gain to increase the damper constant,
A vibration suppressing device comprising: A carriage that supports wheels, a vehicle body supported by the carriage, a piston is slidably disposed in a cylinder, and one of the piston and the cylinder is supported by the carriage, and the other is supported by the vehicle body. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage by exchanging fluid filled in the two chambers divided by the piston through a flow path communicating with the two chambers; In a vibration suppressing device used for a vehicle having
Damper constant changing means for changing the damper constant of the left-right damper by changing the channel resistance of the channel communicating with the two chambers;
Speed detecting means for detecting the speed of the piston with respect to the cylinder of the left-right motion damper;
Acceleration detecting means for detecting the lateral acceleration of the vehicle body;
A gain setting means for setting a control gain based on the left-right behavior of the vehicle body;
Based on the acceleration detected by the acceleration detecting means, a lateral speed of the vehicle body is obtained, and a value corresponding to a product of the obtained speed and a control gain set by the gain setting means is obtained as the lateral motion damper. Control means for outputting as a control signal indicating a target value of the damping force to be generated,
Based on at least the control signal output by the control means and the detection result of the speed detection means, the damper constant is determined so that the damping force of the left and right dynamic damper becomes the target value, and the damper constant is used to determine the damper constant. Damper constant setting means for generating a command signal for the damper constant changing means,
The gain setting means includes
A displacement detecting means for obtaining a displacement from a neutral position of the piston of the left and right motion damper;
A moving direction determining means for determining a moving direction of the piston of the left-right damper;
When the direction of the displacement detected by the displacement detection means is the same as the movement direction detected by the movement direction determination means, the control gain is increased to increase the damping force, and when the direction is different. Gain correction means for reducing the control gain so that the damping force is reduced ;
A vibration control apparatus comprising: A piston is slidably disposed in the cylinder corresponding to each carriage of the vehicle having two carriages that support the wheel and a vehicle body supported at two places on the carriage. One of the cylinders is supported by the carriage and the other is supported by the vehicle body, and fluid filled in two chambers formed by dividing the inside of the cylinder by the piston is exchanged through a flow path communicating the two chambers. A left and right motion damper for attenuating left and right vibration of the vehicle body with respect to the carriage,
The vibration suppression device according to any one of claims 1 to 3 is provided for each of the left and right motion dampers ,
The gain setting means corresponding to the left and right movement damper of the rear carriage with respect to the traveling direction is smaller than the control gain set by the gain setting means corresponding to the left and right movement damper of the other carriage. A vibration suppression device characterized by setting a value. A carriage that supports the wheel , and a vehicle body supported by the carriage, and each piston is slidably disposed in the cylinder before and after the carriage is supported by the carriage, and the piston And one of the cylinders is supported by the carriage and the other is supported by the vehicle body, and a fluid filled in two chambers formed by dividing the inside of the cylinder by the piston is passed through a flow path communicating the two chambers. A vehicle having a left and right motion damper that attenuates left and right vibration of the vehicle body with respect to the carriage by exchanging,
The vibration suppression device according to any one of claims 1 to 3 is provided for each of the left and right motion dampers ,
The gain setting means corresponding to the left and right dynamic damper behind the traveling direction sets a value smaller than the control gain set by the gain setting means corresponding to the other left and right dynamic damper as the control gain. The vibration suppression device characterized by the above-mentioned.

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