JP4048391B2 - Railway vehicle vibration control method - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a method for controlling vibration by preventing contact with a stopper when a railway vehicle is displaced in the left-right direction.
[0002]
[Prior art]
The body of the railway vehicle and the carriage are connected by a shock absorber such as a spring or a damper, and the body is allowed to be displaced in the left-right direction with respect to the carriage. However, a left-right movement stopper is mounted in order to restrict the movement in the left-right direction between the vehicle and the carriage so that the displacement in the left-right direction does not violate the building limit. A regular gap is provided between the vehicle body and the left and right moving stopper on the left and right sides of the normal stopper.
[0003]
Normally, when vehicle vibration occurs while the vehicle is running, the transmission of direct vibration from the carriage to the vehicle body is prevented in the straight section due to the gap between the vehicle body and the left and right movement stopper, but in the curved section high speed due to excess centrifugal force At times, a steady displacement occurs on the outer gauge side, and at low speeds on the inner gauge side, the gaps are not even on the left and right sides, and the left and right movement stoppers are easily contacted. And when it contacts with a left-right movement stopper or it hits a left-right movement stopper shockingly, a trolley vibration is directly transmitted to a vehicle body, and a passenger's riding comfort is worsened.
[0004]
In order to prevent a decrease in ride comfort due to the stopper, a conventional method of further expanding the left and right clearances of the left and right movement stopper, a method of softening the material of the left and right movement stopper to mitigate impact at the time of contact, and an air spring A method of suppressing the displacement of the vehicle body by increasing the left-right rigidity has been performed, but all have some drawbacks. Further, as an improvement of these drawbacks, in a vehicle having a vibration control device, a control output obtained from a detection signal at the time of passing a curve is output to a fluid actuator in the vibration control device to hold the vehicle body in a neutral position. A method (see JP-A-8-26110) has been proposed.
[0005]
[Problems to be solved by the invention]
According to the method of using the fluid actuator in the vibration control device to hold the vehicle body in the neutral position when passing the curve, the same riding comfort as when traveling in the straight section can be obtained even when passing the curved section. Because of the combined use of the fluid actuator, there is a risk of lowering the original control effect and increasing energy consumption.
[0006]
The present invention provides a railroad vehicle vibration control method capable of preventing contact with a stopper when passing a curve without using a fluid actuator for vibration control in order to eliminate the disadvantages found in the conventional method. .
[0007]
[Means for Solving the Problems]
In order to achieve the above object, a vibration control method for a railway vehicle according to the present invention includes a lateral direction that intersects a traveling direction of a vehicle body between a vehicle body and a carriage of a railway vehicle that includes an air spring that supports a static load of the vehicle body. a stopper for regulating the displacement, and a fluid actuator for vibration control, the control valve for controlling a hydraulic fluid supplied to the fluid actuator, detection knowledge Organization and said for detecting vibration of the vehicle body In a vibration control device for a railway vehicle including a controller that determines a control input to the control valve from an output of a detection mechanism, a damper capable of switching a damping force that operates in the left-right direction is attached to the fluid actuator, and passes through a curve. based on the detection signal of the sensor for detecting a running straight holds the damper in the low attenuation state, per the stopper by at curving controls switches the damper in the high attenuation state Characterized in that it prevented.
[0008]
Further, in the vibration control method, the control data corresponding to the damping force of the damper is selected and a control calculation is performed to switch the damping force of the damper.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
The left and right vibration acceleration acting on the vehicle body is detected by an acceleration sensor installed on the vehicle body, and a steady component (excessive centrifugal acceleration) is detected using a low-pass filter of about 0.5 Hz, or the bogie of the carriage is detected by an angle detection mechanism. By detecting the angle and inputting the detection signal to the controller to determine whether the vehicle is traveling in a straight section or passing through a curved section, the left and right Switches the damping force of the dynamic damper. The damping force of the left and right dynamic damper is about 20 kgf / cm / s, which is generally used for railway vehicles when passing through the curved section, or about 30 kgf / cm / s, which is a little used, and the straight section When traveling, it is switched to use about 10 kgf / cm / s, which is half of the curve section passing.
[0010]
As described above, when the railway vehicle passes through the curved section, the vibration control is performed in a state where the damping force of the left and right motion damper is normal or higher, so that the amplitude is suppressed and the stopper contact can be prevented. Also, when the railway vehicle travels in a straight section, the damping force of the left and right motion damper is suppressed to about half that when passing through the curved section, so the influence of the left and right motion damper acting as a resistance to the vibration control actuator is reduced. By reducing it, the vibration control effect of the vibration control device can be enhanced, and at the same time, energy consumption can be saved. Further, since the contact with the stopper is prevented only by switching the damping force of the left and right dynamic damper, the driving force generated by the vibration control actuator can be reduced, and energy consumption can be reduced. And since a vehicle can drive | work in a curve section like the straight section, preventing hit | damage to a stopper, the riding comfort at the time of a curve section passage is not reduced.
[0011]
【Example】
Embodiments of the present invention will be described with reference to the drawings. FIG. 1 is an explanatory diagram of a vehicle provided with a vibration control device for carrying out the present invention. The vehicle body 7 is supported on the carriage 8 by an air spring 9, and the damping force can be switched between the vehicle body 7 and the carriage 8 to prevent the double-acting pneumatic cylinder 4 and the stopper 5 from coming into contact with each other. A left-right motion damper 3 is installed. The damping force is switched by inputting a vehicle body vibration detection signal detected by the acceleration sensor 1 provided on the vehicle body to the controller 2 and comparing it with the data to determine whether it is a curved section or a straight section. The control signal is input to the left and right motion damper 3 based on the above. When air is used as the working fluid, the air is supplied to the double-acting pneumatic cylinder 4 via the control valve 6, and the vehicle body vibration detection signal detected by the acceleration sensor 1 is sent to the controller 2. The control amount is input and the control amount is calculated here, and the air sent from the air source (not shown) is controlled by the control valve 6 and supplied.
[0012]
An example of the left and right dynamic damper 3 capable of switching the damping force is shown in FIG. There are two throttles 10 and 11 in the damper to generate a damping force. Further, an electromagnetic valve 12 is provided between the oil chamber and the cylinder left chamber, and is generated by opening and closing the electromagnetic valve 12. It consists of a structure that can switch the damping force.
[0013]
In the apparatus, the acceleration sensor 1 detects the vibration of the vehicle body, the controller 2 calculates the control amount, and the air sent from the air source is controlled by the control valve 6, so that the force is applied to the double-acting pneumatic cylinder 4. And the vibration of the vehicle body is suppressed by the magnitude and frequency of the acceleration detected by the acceleration sensor 1.
[0014]
When the detection signal detected by the acceleration sensor 1 is input to the controller 2 simultaneously with the vibration control operation, it is determined whether it is a curve section or a straight section compared with the data. A control signal is output to the left and right dynamic damper 3 so that the damping force is increased so that the damping force is reduced in the case of a straight section, and the damping force is switched.
[0015]
Further, control data corresponding to the damping force of the damper is input to the controller 2 in advance, and it is determined whether or not the curve section is passed. If the curve is passing, the high damping control data is selected, and the curve is not passing. In this case, the damping force can be switched by selecting control data for low damping and performing control calculation. FIG. 3 shows a flowchart of the damping force switching control of the left and right dynamic damper.
[0016]
Regarding the control data to be used, as shown in FIG. 4, when the attenuation is generally small, the resonance frequency is lower than when the attenuation is high, and the response is large near the resonance and small in the high frequency region. Therefore, as for the control data for low attenuation, the control data for high attenuation in the low frequency range is set so that the control effect in the relatively high attenuation range can be obtained. For example, if H∞ control is used as the control law, the control weight near the resonance frequency is increased in the low attenuation control data, and the control weight on the high frequency side is increased as the control data for high attenuation. .
[0017]
【The invention's effect】
According to the embodiment of the present invention, the stopper contact at the time of passing through the curved section can be prevented without using a vehicle body vibration control actuator together, and the riding comfort is not lowered. Further, in the conventional method disclosed in Japanese Patent Laid-Open No. 8-26110, an output of about 500 kgf is required for holding the vehicle body in the neutral position by the fluid actuator, which is necessary for vibration control itself. It is almost the same as or slightly larger than the output, resulting in a significant increase in energy consumption. In some cases, the output required for vibration control may not be sufficiently obtained, and the size of the actuator may need to be increased. On the other hand, in the present invention, it is not necessary to input energy from the outside to the method of using the fluid actuator in order to avoid the stopper contact by reducing the vehicle body amplitude due to the damping force of the damper, so that energy consumption can be reduced.
[Brief description of the drawings]
FIG. 1 is an explanatory diagram showing an example of a railcar vibration control apparatus according to an embodiment of the present invention.
FIG. 2 is an explanatory view showing an example of a left-right motion damper in the embodiment of the present invention.
FIG. 3 is a flowchart of switching control of a damping force of a left and right dynamic damper according to an embodiment of the present invention.
FIG. 4 is a graph showing a comparison of vibration due to a difference in damping force of control data.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Acceleration sensor 2 Controller 3 Left-right motion damper 4 Double acting pneumatic cylinder 5 Stopper 6 Control valve 7 Car body 8 Carriage 9 Air springs 10, 11 Restriction 12 Solenoid valve

Claims (2)

Between the vehicle body of a railway vehicle equipped with an air spring that supports the static load of the vehicle body and the carriage, there is a stopper that regulates the displacement in the left-right direction intersecting the traveling direction of the vehicle body, and a fluid actuator for vibration control a control valve for controlling a hydraulic fluid supplied to the fluid actuator, and from the output of the detection knowledge Organization and the detection mechanism for detecting vibration of the vehicle body controller for determining a control input to said control valve In a vibration control device for a railway vehicle equipped with a damper for switching the damping force that operates in the left-right direction, the damper is attached to the fluid actuator, and the damper is used during straight running based on the detection signal of the sensor that detects the passage of a curve. A vibration control method for a railway vehicle characterized in that the stopper is prevented from hitting by maintaining a low damping state and controlling the damper by switching to a high damping state when passing through a curve.   2. The vibration control method for a railway vehicle according to claim 1, wherein the control data corresponding to the damping force of the damper is selected and a control calculation is performed to switch the damping force.

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