JP4429955B2 - Vehicle vibration control device - Google Patents
Vehicle vibration control device Download PDFInfo
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- JP4429955B2 JP4429955B2 JP2005104122A JP2005104122A JP4429955B2 JP 4429955 B2 JP4429955 B2 JP 4429955B2 JP 2005104122 A JP2005104122 A JP 2005104122A JP 2005104122 A JP2005104122 A JP 2005104122A JP 4429955 B2 JP4429955 B2 JP 4429955B2
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この発明は、車両の上下方向の振動を抑制する車両制振装置に関する。 The present invention relates to a vehicle vibration control device that suppresses vibration in the vertical direction of a vehicle.
図５は、鉄道車両の車体の上下方向の振動モードを説明するための模式図である。
鉄道車両の車体の上下方向の振動モードは、剛体モードの振動と弾性モードの振動とに大きく分けられる。剛体モードの振動は、車体を一つの完全な剛体とみなしたときの振動である。剛体モードの振動には、図５（Ａ）に示すように、車体全体が上下方向に平行に動く上下並進（バウシング）振動と、図５（Ｂ）に示すように車体の中央部を節として車体の前後が上下に逆相で動くピッチング振動と、図５（Ｃ）に示すように車体の回転変位であるローリング振動などが存在する。一方、弾性モードの振動は、実際には車体が一つの弾性体であるために走行中にこの車体に発生する曲げ振動やねじり振動である。弾性モードの振動には、いわゆるびびり振動が存在し、最も代表的なものとして、図５（Ｄ）に示すように車体の中央を腹とする一次曲げ振動が存在する。
FIG. 5 is a schematic diagram for explaining the vibration mode in the vertical direction of the vehicle body of the railway vehicle.
The vibration mode in the vertical direction of the vehicle body of a railway vehicle can be broadly divided into a rigid mode vibration and an elastic mode vibration. The vibration in the rigid body mode is a vibration when the vehicle body is regarded as one complete rigid body. As shown in FIG. 5A, the rigid body mode vibration includes vertical translation (bushing) vibration in which the entire vehicle body moves in parallel in the vertical direction, and a central portion of the vehicle body as a node as shown in FIG. Pitching vibration in which the front and rear of the vehicle body move up and down in opposite phases and rolling vibration that is rotational displacement of the vehicle body as shown in FIG. 5C exist. On the other hand, the vibration in the elastic mode is a bending vibration or a torsional vibration generated in the vehicle body during traveling because the vehicle body is actually one elastic body. The elastic mode vibration includes so-called chatter vibration, and the most typical one is primary bending vibration with the center of the vehicle body as an antinode as shown in FIG.
従来の車両制振装置は、車体と台車枠とを結合し車体の垂直方向の荷重を弾性的に支持する空気ばねと、この空気ばねと直列に接続される補助空気室と、空気ばねと補助空気室との間の絞りの大きさを連続的に変化させる可変絞り機構と、車体の上下振動を検出する加速度センサと、車体と台車枠との間の変位を検出する変位センサと、車体の上下振動を低減するために加速度センサ及び変位センサの出力信号に基づいて可変絞り機構を制御する制御器とを備えている（例えば、特許文献１参照）。このような従来の車両制振装置では、加速度センサ及び変位センサの出力信号に基づいて空気ばねの絞りの大きさを演算し、この空気ばねの絞りを制御することによってこの空気ばねに最適な減衰力を発生させている。 A conventional vehicle damping device includes an air spring that connects a vehicle body and a bogie frame and elastically supports a load in the vertical direction of the vehicle body, an auxiliary air chamber connected in series with the air spring, an air spring, and an auxiliary spring A variable throttle mechanism that continuously changes the size of the throttle between the air chamber, an acceleration sensor that detects vertical vibrations of the vehicle body, a displacement sensor that detects displacement between the vehicle body and the carriage frame, In order to reduce vertical vibration, a controller that controls the variable diaphragm mechanism based on output signals of the acceleration sensor and the displacement sensor is provided (see, for example, Patent Document 1). In such a conventional vehicle damping device, the size of the throttle of the air spring is calculated based on the output signals of the acceleration sensor and the displacement sensor, and the optimum damping is applied to the air spring by controlling the throttle of the air spring. Generating power.
また、従来の車体制振方法は、台車枠と軸箱との間の振動を減衰させる軸ダンパの減衰力を制御して車体上下の一次曲げ振動を低減させている（例えば、非特許文献１参照）。この従来の車体制振方法では、軸ダンパとして電磁比例リリーフ弁を用いた可変減衰ダンパを想定し、この可変減衰ダンパの減衰力を車体の上下振動加速度などの信号をもとに制御することによって、車体上下の一次曲げ振動の低減が可能であることをシミュレーションによって予測している。 Further, the conventional vehicle system vibration control method reduces the primary bending vibration in the vertical direction of the vehicle body by controlling the damping force of the shaft damper that attenuates the vibration between the carriage frame and the axle box (for example, Non-Patent Document 1). reference). In this conventional vehicle system vibration method, a variable damping damper using an electromagnetic proportional relief valve is assumed as a shaft damper, and the damping force of this variable damping damper is controlled based on signals such as vertical vibration acceleration of the vehicle body. The simulation predicts that the primary bending vibration of the vehicle body can be reduced.
近年、鉄道の高速化とそれに伴う車両の軽量化などにより、剛性の低下が原因と見られる車体上下の弾性モードの振動が問題となっている。この弾性モードの振動のうち特に一次曲げ振動は、8〜15Hzの周波数帯域付近に位置することが多く、この周波数帯域は人間が最も敏感に上下振動を感じる周波数帯域である4〜8Hzに近いため、乗り心地を悪化させる要因となっている。 In recent years, the vibration of the elastic mode above and below the vehicle body, which seems to be caused by the decrease in rigidity, has become a problem due to the speeding up of the railway and the accompanying weight reduction of the vehicle. Of these elastic mode vibrations, especially the primary bending vibrations are often located near the frequency band of 8 to 15 Hz, and this frequency band is close to 4 to 8 Hz, which is the frequency band in which humans feel the vertical vibration most sensitively. , Has become a factor that worsens the ride comfort.
従来の車両制振装置では、空気ばねの共振周波数帯域である1Hz付近の車体上下の剛体モードの振動を、空気ばねの減衰力を制御することによって抑えることができる。しかし、従来の車両制振装置では、8〜15Hzの周波数帯域付近の車体上下の弾性モードの振動（一次曲げ振動）を効果的に抑えることができない問題点がある。一方、従来の車体制振方法では、軸ダンパの減衰力を制御することによって、8〜15Hzの周波数帯域付近の車体上下の弾性モードの振動（一次曲げ振動）を抑えることができるが、1Hz付近の車体上下の剛体モードの振動を効果的に抑えることが困難であった。 In a conventional vehicle vibration damping device, vibration in the rigid body mode above and below the vehicle body around 1 Hz, which is the resonance frequency band of the air spring, can be suppressed by controlling the damping force of the air spring. However, the conventional vehicle vibration control device has a problem that it cannot effectively suppress the vibration (primary bending vibration) in the elastic mode above and below the vehicle body in the vicinity of the frequency band of 8 to 15 Hz. On the other hand, in the conventional vehicle system vibration method, by controlling the damping force of the shaft damper, it is possible to suppress vibration in the elastic mode (primary bending vibration) above and below the vehicle body near the frequency band of 8 to 15 Hz, but around 1 Hz It has been difficult to effectively suppress the vibration of the rigid body mode above and below the vehicle body.
この発明の課題は、車体上下の剛体モードの振動と弾性モードの振動とを同時に有効に抑制することができる車両制振装置を提供することである。 The subject of this invention is providing the vehicle damping device which can suppress effectively the vibration of rigid body mode and elastic mode vibration of a vehicle body up and down simultaneously.
この発明は、以下に記載するような解決手段により、前記課題を解決する。
なお、この発明の実施形態に対応する符号を付して説明するが、この実施形態に限定するものではない。
請求項１の発明は、車両（Ｔ）の上下方向の振動を抑制する車両制振装置であって、前記車両の車体（１）の振動を検出する車体振動検出部（６）と、前記車両の台車（２）の振動を検出する台車振動検出部（７）と、前記台車の台車枠（２ｄ）と前記台車の軸箱（２ｃ）との間の変位を検出する第１の変位検出部（１０）と、前記車体と前記台車枠との間の変位を検出する第２の変位検出部（８）と、前記台車枠と前記軸箱との間の振動を減衰させる第１の減衰部（４）と、前記台車枠と前記車体との間の振動を減衰させる第２の減衰部（５）と、前記車体の振動を抑制するために、前記車体振動検出部及び前記台車振動検出部が出力する振動検出信号と、前記第１の変位検出部及び前記第２の変位検出部が出力する変位検出信号とに基づいて、前記第１及び前記第２の減衰部の減衰力を制御する制御部（９）とを備え、前記制御部は、前記第１の減衰部の電磁比例リリーフ弁のリリーフ圧力又は高速切替弁の切替パターンを演算するとともに、前記第２の減衰部の絞り弁の大きさを演算して、この第１及びこの第２の減衰部の減衰力を制御することを特徴とする車両制振装置（３）である。
The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
The invention according to claim 1 is a vehicle vibration control device that suppresses vibration in the vertical direction of the vehicle (T), the vehicle body vibration detection unit (6) for detecting vibration of the vehicle body (1) of the vehicle, and the vehicle A cart vibration detection unit (7) for detecting the vibration of the cart (2) of the vehicle, and a first displacement detection unit for detecting a displacement between the cart frame (2d) of the cart and the axle box (2c) of the cart and (10), said second displacement detector for detecting a displacement between the vehicle body and the bogie frame (8), a first attenuation unit that attenuates the vibrations between the axle boxes and the bogie frame (4), a second damping section (5) for damping the vibration between the bogie frame and the vehicle body, and the vehicle body vibration detecting section and the bogie vibration detecting section for suppressing the vibration of the car body. based but a vibration detection signal output, into a displacement detection signal by the first displacement detecting portion and the second displacement detecting section outputs Te, a control unit and (9) to control the damping force of the first and the second damping unit, wherein the control unit, the relief pressure or high-speed switching valve of the electromagnetic relief valve of the first damping part thereby calculating the switching pattern, the size of the second damping portion of the throttle valve by computing, vehicle vibration damping device according to the first and characterized by controlling the damping force of the second damping portion (3).
請求項２の発明は、請求項１に記載の車両制振装置において、前記振動検出信号を高周波信号と低周波信号とに分離する信号分離部（９ａ）を備え、前記制御部は、前記高周波信号に基づいて前記第１の減衰部の減衰力を制御し、前記低周波信号に基づいて前記第２の減衰部の減衰力を制御することを特徴とする車両制振装置である。 A second aspect of the present invention is the vehicle vibration damping device according to the first aspect, further comprising a signal separation unit (9a) that separates the vibration detection signal into a high frequency signal and a low frequency signal, and the control unit includes the high frequency signal. The vehicle damping device is characterized in that the damping force of the first damping unit is controlled based on a signal, and the damping force of the second damping unit is controlled based on the low frequency signal.
請求項３の発明は、請求項１又は請求項２に記載の車両制振装置において、前記振動検出信号に基づいて前記車体の振動を弾性モードの振動と剛体モードの振動とにモード分離する振動モード展開部（９ｃ）を備え、前記制御部は、前記弾性モードの共振周波数帯域の振動を抑制するように前記第１の減衰部の減衰力を制御し、前記剛体モードの振動を抑制するように前記第２の減衰部の減衰力を制御することを特徴としている車両制振装置である。 According to a third aspect of the present invention, in the vehicle vibration damping device according to the first or second aspect , the vibration of the vehicle body is divided into an elastic mode vibration and a rigid body mode vibration based on the vibration detection signal. A mode expansion section (9c), wherein the control section controls the damping force of the first damping section so as to suppress the vibration in the resonance frequency band of the elastic mode, and suppresses the vibration of the rigid body mode. The vehicle damping device is characterized in that the damping force of the second damping part is controlled.
この発明によると、車体の上下方向の剛体モードの振動と弾性モードの振動とを有効に抑制することができる。 According to the present invention, it is possible to effectively suppress the vibration in the rigid body mode and the vibration in the elastic mode in the vertical direction of the vehicle body.
（第１実施形態）
以下、図面を参照して、この発明の第１実施形態について詳しく説明する。
図１は、この発明の第１実施形態に係る車両制振装置を備える車両を概略的に示す側面図である。図２は、この発明の第１実施形態に係る車両制振装置を備える車両を概略的に示す平面図である。以下では、振動及び変位は、これまで説明したように全て車両Ｔの上下方向として説明する。
(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view schematically showing a vehicle including a vehicle vibration damping device according to the first embodiment of the present invention. FIG. 2 is a plan view schematically showing a vehicle including the vehicle vibration damping device according to the first embodiment of the present invention. Hereinafter, the vibration and displacement are all described as the vertical direction of the vehicle T as described above.
図１に示す軌道Ｒは、車両Ｔが走行する通路（線路）である。軌道Ｒは、車両Ｔの車輪２ａを支持し案内してこの車両Ｔを走行させるレールＲ1などから構成されている。車両Ｔは、軌道Ｒに沿って走行する鉄道車両である。車両Ｔは、例えば、電車又は気動車などである。車両Ｔは、図１に示すように、車体１と、台車２と、車両制振装置３などを備えている。 A track R shown in FIG. 1 is a passage (track) on which the vehicle T travels. The track R includes a rail R 1 that supports and guides the wheels 2a of the vehicle T and travels the vehicle T. The vehicle T is a railway vehicle that travels along the track R. The vehicle T is, for example, a train or a diesel car. As shown in FIG. 1, the vehicle T includes a vehicle body 1, a carriage 2, a vehicle damping device 3, and the like.
車体１は、乗客等を積載し輸送するための構造物である。台車２は、車体１を支持して走行する装置であり、図１及び図２に示すように、車輪２ａと、車軸２ｂと、軸箱２ｃと、台車枠２ｄと、軸ばね２ｅなどを備えている。車輪２ａは、レールＲ1と転がり接触する部材であり、車軸２ｂは車輪２ａと一体となって回転する部材である。軸箱２ｃは、車軸２ｂを回転自在に支持する部材であり、図示しない軸箱支持装置によって台車枠２ｄの所定の位置に保持されている。台車枠２ｄは、台車２の主要構成部であり、左右の側梁とこれらをつなぐ横梁などによって構成されている。台車枠２ｄは、図示しないけん引装置によって車体１との間で前後方向の力が伝達される。軸ばね２ｅは、軸箱２ｃと台車枠２ｄとを結合し垂直方向の荷重を弾性的に支持する装置であり、これらの間の衝撃を緩和する一次ばねとして機能する。 The vehicle body 1 is a structure for loading and transporting passengers and the like. The carriage 2 is a device that supports the vehicle body 1 and travels. As shown in FIGS. 1 and 2, the carriage 2 includes wheels 2a, an axle 2b, an axle box 2c, a carriage frame 2d, an axle spring 2e, and the like. ing. Wheels 2a is a member in rolling contact with the rail R 1, axle 2b is a member that rotates a wheel 2a integrally. The axle box 2c is a member that rotatably supports the axle 2b, and is held at a predetermined position of the carriage frame 2d by an axle box support device (not shown). The bogie frame 2d is a main component of the bogie 2 and is constituted by left and right side beams and horizontal beams that connect them. The carriage frame 2d is transmitted with a force in the front-rear direction between the carriage frame 2d and the vehicle body 1 by a towing device (not shown). The shaft spring 2e is a device that couples the shaft box 2c and the carriage frame 2d and elastically supports the load in the vertical direction, and functions as a primary spring that reduces the impact between them.
車両制振装置３は、車両Ｔの振動を抑制する装置である。車両制振装置３は、軸ダンパ４の減衰力を制御して車体１の一次曲げ振動などの弾性モードの振動を抑制するとともに、空気ばね５の減衰力を制御して車体１の上下並進振動などの剛体モードの振動を抑制する。車両制振装置３は、図１に示すように、軸ダンパ４と、空気ばね５と、車体振動検出部６と、台車振動検出部７と、変位検出部８と、制御装置９などを備えている。 The vehicle damping device 3 is a device that suppresses the vibration of the vehicle T. The vehicle damping device 3 controls the damping force of the shaft damper 4 to suppress the vibration in the elastic mode such as the primary bending vibration of the vehicle body 1 and also controls the damping force of the air spring 5 to control the vertical translational vibration of the vehicle body 1. Suppresses vibrations of rigid body modes such as As shown in FIG. 1, the vehicle vibration damping device 3 includes a shaft damper 4, an air spring 5, a vehicle body vibration detection unit 6, a cart vibration detection unit 7, a displacement detection unit 8, a control device 9, and the like. ing.
軸ダンパ４は、軸箱２ｃと台車枠２ｄとの間の振動を減衰させる手段である。軸ダンパ４は、例えば、減衰力を制御可能な可変減衰軸ダンパなどであり、軸ばね２ｅとともに軸箱２ｃと台車枠２ｄとの間の衝撃を緩和する一次ばね系を構成する。軸ダンパ４を用いて車体１の弾性モードの振動のうち主として一次曲げ振動を抑制する。軸ダンパ４は、軸箱２ｃと台車枠２ｄとの間に連結される油圧ダンパと、この油圧ダンパを作動させる油圧回路などを備えている。軸ダンパ４の減衰力制御に電磁比例リリーフ弁を使用する場合は、油圧回路内を流れる油に流動抵抗を与える絞り弁の前後の圧力差を、制御部９ｂからの指令に応じてこの電磁比例リリーフ弁のリリーフ圧を変化させて減衰力を制御する。軸ダンパ４の減衰力制御に高速切替電磁弁を使用する場合は、制御部９ｂからの指令に応じてこの高速切替電磁弁によって複数の絞り弁の組み合わせを任意に切り替えて減衰力を制御する。軸ダンパ４は、非制御時には通常の軸ダンパと同様の減衰特性になる。例えば、軸ダンパ４の電磁比例リリーフ弁を、非給電時に通常の軸ダンパと同様の減衰を与えるようにしておけば、電磁比例リリーフ弁への電源供給を停止することで軸ダンパ４を通常の軸ダンパと同等の減衰特性に切替ることができる。これにより、制御部９ｂが故障して軸ダンパ４への電源供給が停止した場合などでも、軸ダンパ４は通常の軸ダンパと同様の特性となるため、通常の軸ダンパ使用時と同等の乗り心地が確保できる。 The shaft damper 4 is means for attenuating vibration between the shaft box 2c and the carriage frame 2d. The shaft damper 4 is, for example, a variable damping shaft damper that can control the damping force, and constitutes a primary spring system that relaxes an impact between the shaft box 2c and the carriage frame 2d together with the shaft spring 2e. The shaft damper 4 is used to mainly suppress the primary bending vibration among the elastic mode vibrations of the vehicle body 1. The shaft damper 4 includes a hydraulic damper connected between the axle box 2c and the carriage frame 2d, a hydraulic circuit for operating the hydraulic damper, and the like. When an electromagnetic proportional relief valve is used to control the damping force of the shaft damper 4, the pressure difference before and after the throttle valve that gives flow resistance to the oil flowing in the hydraulic circuit is determined according to a command from the control unit 9b. The damping force is controlled by changing the relief pressure of the relief valve. When a high-speed switching electromagnetic valve is used for damping force control of the shaft damper 4, the damping force is controlled by arbitrarily switching a combination of a plurality of throttle valves by the high-speed switching electromagnetic valve in accordance with a command from the control unit 9b. The shaft damper 4 has a damping characteristic similar to that of a normal shaft damper when not controlled. For example, if the electromagnetic proportional relief valve of the shaft damper 4 is provided with the same attenuation as that of a normal shaft damper when no power is supplied, the shaft damper 4 can be made normal by stopping the power supply to the electromagnetic proportional relief valve. It is possible to switch to a damping characteristic equivalent to that of the shaft damper. As a result, even when the controller 9b breaks down and the power supply to the shaft damper 4 is stopped, the shaft damper 4 has the same characteristics as a normal shaft damper. Comfort can be secured.
空気ばね５は、車体１と台車枠２ｄとの間を結合し、車体１の垂直方向の荷重を支持しつつ台車枠２から車体１に伝わる振動を低減する手段である。空気ばね５は、例えば、減衰力を制御可能な制御絞り内蔵型空気ばねなどであり、車体１と台車枠２ｄとの間の衝撃を緩和する二次ばねとして機能する。空気ばね５を用いて図５に示すような車体の剛体モードの振動のうち主として上下並進振動及びピッチング振動を抑制する。空気ばね５は、この空気ばね５に直列に接続されて圧力空気室として機能する補助空気室と、空気ばね５に内蔵されこの空気ばね５と補助空気室との間の空気通路の有効面積を指令値に応じて変化させることができる絞り制御弁などを備えている。空気ばね５は、例えば、制御部９ｂからの指令に応じて絞り弁の絞り径（開度）を変化させて減衰力を制御できる。空気ばね５は、非制御時には通常の空気ばねと同様の減衰特性になる。例えば、空気ばね５の絞り制御弁を、非給電時に通常の空気ばねと同様の減衰を与えるようにしておけば、制御弁への電源供給を停止することで空気ばね５を通常の空気ばねと同等の減衰特性に切替ることができる。これにより、制御部９ｂが故障して空気ばね５への電源供給が停止した場合などでも、空気ばね５は通常の空気ばねと同様の特性となるため、通常の空気ばね使用時と同等の乗り心地が確保できる。 The air spring 5 is a means for reducing the vibration transmitted from the bogie frame 2 to the vehicle body 1 while connecting the vehicle body 1 and the bogie frame 2d and supporting a load in the vertical direction of the vehicle body 1. The air spring 5 is, for example, an air spring with a built-in control throttle that can control the damping force, and functions as a secondary spring that reduces the impact between the vehicle body 1 and the carriage frame 2d. The air spring 5 is used to suppress mainly vertical translational vibration and pitching vibration among the rigid body vibrations of the vehicle body as shown in FIG. The air spring 5 is connected in series to the air spring 5 and functions as a pressure air chamber. The air spring 5 is built in the air spring 5 and has an effective area of an air passage between the air spring 5 and the auxiliary air chamber. A throttle control valve that can be changed according to the command value is provided. For example, the air spring 5 can control the damping force by changing the throttle diameter (opening degree) of the throttle valve in accordance with a command from the control unit 9b. The air spring 5 has a damping characteristic similar to that of a normal air spring when not controlled. For example, if the throttle control valve of the air spring 5 is provided with the same attenuation as that of a normal air spring when power is not supplied, the power supply to the control valve is stopped to change the air spring 5 to a normal air spring. It is possible to switch to equivalent attenuation characteristics. As a result, even when the control unit 9b breaks down and power supply to the air spring 5 is stopped, the air spring 5 has the same characteristics as a normal air spring. Comfort can be secured.
車体振動検出部６は、車体１の振動を検出する手段である。車体振動検出部６は、例えば、車体１の上下方向の加速度を検出する加速度センサなどである。車体振動検出部６は、図２に示すように、車体１の中心線上の中央床面に１台設置され、車体１の中心線上の台車２の直上（台車２の回転軸線上）の床面にそれぞれ１台設置されており、車体１に合計３台設置されている。車体振動検出部６は、車体１の振動に応じた振動検出信号（加速度信号）を信号分離部９ａに出力する。 The vehicle body vibration detector 6 is means for detecting the vibration of the vehicle body 1. The vehicle body vibration detection unit 6 is, for example, an acceleration sensor that detects the vertical acceleration of the vehicle body 1. As shown in FIG. 2, one vehicle body vibration detector 6 is installed on the central floor surface on the center line of the vehicle body 1, and the floor surface directly above the carriage 2 on the center line of the vehicle body 1 (on the rotation axis of the carriage 2). One unit is installed on each vehicle body, and a total of three units are installed on the vehicle body 1. The vehicle body vibration detection unit 6 outputs a vibration detection signal (acceleration signal) corresponding to the vibration of the vehicle body 1 to the signal separation unit 9a.
台車振動検出部７は、台車２の振動を検出する手段である。台車振動検出部７は、例えば、台車２の上下方向の加速度を検出する加速度センサなどである。台車振動検出部７は、台車２の中心線上の中央（台車２の回転軸線上）の上面にそれぞれ１台設置されている。台車振動検出部７は、台車２の振動に応じた振動検出信号（加速度信号）を信号分離部９ａに出力する。 The cart vibration detection unit 7 is means for detecting the vibration of the cart 2. The cart vibration detection unit 7 is, for example, an acceleration sensor that detects the vertical acceleration of the cart 2. One trolley vibration detecting unit 7 is installed on the upper surface of the center of the trolley 2 on the center line (on the rotation axis of the trolley 2). The cart vibration detection unit 7 outputs a vibration detection signal (acceleration signal) according to the vibration of the cart 2 to the signal separation unit 9a.
変位検出部８は、車体１と台車枠２ｄとの間の変位を検出する手段である。変位検出部８は、空気ばね５の変位（ストローク）を検出するセンサなどである。変位検出部８は、図２に示すように、それぞれの空気ばね５と対応して合計４台設置されている。変位検出部８は、空気ばね５の変位に応じた変位検出信号を制御部９ｂに出力する。 The displacement detector 8 is means for detecting displacement between the vehicle body 1 and the carriage frame 2d. The displacement detection unit 8 is a sensor or the like that detects the displacement (stroke) of the air spring 5. As shown in FIG. 2, a total of four displacement detectors 8 are installed corresponding to the respective air springs 5. The displacement detection unit 8 outputs a displacement detection signal corresponding to the displacement of the air spring 5 to the control unit 9b.
制御装置９は、車両制振装置３の種々の動作を制御する装置である。制御装置９は、車両Ｔの振動を抑制するための車両制振プログラムに基づいて種々の処理を実行するコントローラである。制御装置９は、車体振動検出部６、台車振動検出部７及び変位検出部８が出力する振動検出信号及び変位検出信号を所定の処理をして、車体１の振動を抑制するように軸ダンパ４及び空気ばね５の減衰力を制御する。制御装置９は、図２に示すように、信号分離部９ａと制御部９ｂなどを備えている。 The control device 9 is a device that controls various operations of the vehicle vibration damping device 3. The control device 9 is a controller that executes various processes based on a vehicle vibration control program for suppressing vibration of the vehicle T. The control device 9 performs predetermined processing on the vibration detection signal and the displacement detection signal output from the vehicle body vibration detection unit 6, the bogie vibration detection unit 7, and the displacement detection unit 8 so as to suppress the vibration of the vehicle body 1. 4 and the damping force of the air spring 5 are controlled. As shown in FIG. 2, the control device 9 includes a signal separation unit 9a and a control unit 9b.
信号分離部９ａは、車体振動検出部６及び台車振動検出部７が出力する振動検出信号を高周波信号と低周波信号とに分離する手段である。信号分離部９ａは、例えば、車体振動検出部６及び／又は台車振動検出部７が出力する振動検出信号のうち高周波数成分(例えば、8〜15Hz付近)と低周波数成分(例えば、1Hz付近)とを分離するアナログフィルタ又はディジタルフィルタなどである。信号分離部９ａは、分離後の振動検出信号を制御部９ｂに出力する。 The signal separation unit 9a is a means for separating the vibration detection signal output from the vehicle body vibration detection unit 6 and the cart vibration detection unit 7 into a high frequency signal and a low frequency signal. The signal separation unit 9a is, for example, a high frequency component (for example, around 8 to 15 Hz) and a low frequency component (for example, around 1 Hz) of the vibration detection signal output from the vehicle body vibration detection unit 6 and / or the cart vibration detection unit 7. And an analog filter or a digital filter. The signal separation unit 9a outputs the vibration detection signal after separation to the control unit 9b.
制御部９ｂは、軸ダンパ４及び空気ばね５の減衰力を制御する手段である。制御部９ｂは、車体１の振動を抑制するために、車体振動検出部６、台車振動検出部７及び変位検出部８が出力する振動検出信号及び変位検出信号に基づいて、軸ダンパ４及び空気ばね５の減衰力を制御する。制御部９ｂは、信号分離部９ａ及び変位検出部８が出力する振動検出信号及び変位検出信号に基づいて、所定の制御則に従って演算処理を実行し、軸ダンパ４及び空気ばね５の減衰力を制御する。制御部９ｂは、例えば、振動検出信号を積分して車体１及び台車２の振動速度を演算するとともに、変位検出信号を微分して車体１と台車２との間の相対振動速度を演算する。制御部９ｂは、これらの演算結果に基づいて軸ダンパ４の電磁比例リリーフ弁のリリーフ圧力又は高速切替弁の切替パターン、及び空気ばね５の絞りの大きさを演算して、最適な減衰力を発生するように軸ダンパ４及び空気ばね５を制御する。制御部９ｂは、軸ダンパ４に最適な減衰力を発生させるための減衰力指令信号（駆動電流）をこの軸ダンパ４の電磁比例リリーフ弁又は高速切替電磁弁に出力するとともに、空気ばね５に最適な減衰力を発生させるための減衰力指令信号（駆動電流）をこの空気ばね５の絞り制御弁に出力する。 The control unit 9 b is means for controlling the damping force of the shaft damper 4 and the air spring 5. The control unit 9b controls the shaft damper 4 and the air based on the vibration detection signal and the displacement detection signal output from the vehicle body vibration detection unit 6, the cart vibration detection unit 7 and the displacement detection unit 8 in order to suppress the vibration of the vehicle body 1. The damping force of the spring 5 is controlled. Based on the vibration detection signal and the displacement detection signal output from the signal separation unit 9a and the displacement detection unit 8, the control unit 9b performs arithmetic processing according to a predetermined control law, and reduces the damping force of the shaft damper 4 and the air spring 5. Control. For example, the control unit 9b integrates the vibration detection signal to calculate the vibration speeds of the vehicle body 1 and the carriage 2, and differentiates the displacement detection signal to calculate the relative vibration speed between the vehicle body 1 and the carriage 2. Based on these calculation results, the control unit 9b calculates the relief pressure of the electromagnetic proportional relief valve of the shaft damper 4 or the switching pattern of the high-speed switching valve and the size of the throttle of the air spring 5 to obtain the optimum damping force. The shaft damper 4 and the air spring 5 are controlled so as to be generated. The control unit 9b outputs a damping force command signal (driving current) for generating an optimum damping force to the shaft damper 4 to the electromagnetic proportional relief valve or the high-speed switching solenoid valve of the shaft damper 4 and also to the air spring 5. A damping force command signal (drive current) for generating an optimum damping force is output to the throttle control valve of the air spring 5.
次に、この発明の第１実施形態に係る車両制振装置の動作を説明する。
図１に示す車両Ｔが走行すると、図５に示すような車体の剛体モードの振動と弾性モードの振動とが発生する。このとき、車体振動検出部６が車体１の振動を検出して振動検出信号を信号分離部９ａに出力し、台車振動検出部７が台車２の振動を検出して振動検出信号を信号分離部９ａに出力する。また、変位検出部８が空気ばね５の変位を検出して変位検出信号を制御部９ｂに出力する。一般に、車体の上下方向の剛体モードの振動は1Hz付近に存在することが多く、車体上下の弾性振動モードのうち特に一次曲げ振動は8〜15Hz付近の周波数帯域に存在することが多い。このため、車体振動検出部６及び台車振動検出部７が出力する振動検出信号を、1Hz付近の低周波信号と8〜15Hz付近の高周波信号とに信号分離部９ａが分離して制御部９ｂに出力し、軸ダンパ４及び空気ばね５の減衰力を制御部９ｂが制御する。その結果、軸ダンパ４を制御することによって主に車体１の8〜15Hz付近の振動が低減され、空気ばね５を制御することによって主に車体１の1Hz付近の低い周波数の振動が低減される。
Next, the operation of the vehicle vibration damping device according to the first embodiment of the present invention will be described.
When the vehicle T shown in FIG. 1 travels, a rigid body mode vibration and an elastic mode vibration of the vehicle body as shown in FIG. 5 occur. At this time, the vehicle body vibration detection unit 6 detects the vibration of the vehicle body 1 and outputs a vibration detection signal to the signal separation unit 9a, and the cart vibration detection unit 7 detects the vibration of the cart 2 and detects the vibration detection signal as a signal separation unit. Output to 9a. Further, the displacement detector 8 detects the displacement of the air spring 5 and outputs a displacement detection signal to the controller 9b. In general, the vibration of the rigid body mode in the vertical direction of the vehicle body often exists in the vicinity of 1 Hz, and the primary bending vibration in the elastic vibration mode in the vertical direction of the vehicle body is often present in the frequency band near 8 to 15 Hz. For this reason, the signal detection unit 9a separates the vibration detection signals output from the vehicle body vibration detection unit 6 and the cart vibration detection unit 7 into a low frequency signal around 1 Hz and a high frequency signal around 8 to 15 Hz, and sends them to the control unit 9b. The controller 9 b controls the damping force of the shaft damper 4 and the air spring 5. As a result, controlling the shaft damper 4 mainly reduces vibrations in the vicinity of 8 to 15 Hz of the vehicle body 1, and controlling the air spring 5 mainly reduces low frequency vibrations in the vicinity of 1 Hz of the vehicle body 1. .
この発明の第１実施形態に係る車両制振装置には、以下に記載するような効果がある。
(1) この第１実施形態では、車体１の振動を低減するために、車体振動検出部６及び／又は台車振動検出部７が出力する振動検出信号に基づいて、軸ダンパ４及び空気ばね５の減衰力を制御部９ｂが制御する。このため、軸ダンパ４および空気ばね５が車体１の振動を低減する。その結果、車体１の振動を低減して車両Ｔの乗り心地を向上させることができる。
The vehicle vibration damping device according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, in order to reduce the vibration of the vehicle body 1, the shaft damper 4 and the air spring 5 are based on the vibration detection signal output from the vehicle body vibration detection unit 6 and / or the cart vibration detection unit 7. The controller 9b controls the damping force. For this reason, the shaft damper 4 and the air spring 5 reduce the vibration of the vehicle body 1. As a result, the vibration of the vehicle body 1 can be reduced and the riding comfort of the vehicle T can be improved.
(2) この第１実施形態では、振動検出信号を高周波信号と低周波信号とに信号分離部９ａが分離し、高周波信号に基づいて軸ダンパ４の減衰力を制御部９ｂが制御し、低周波信号に基づいて空気ばね５の減衰力を制御部９ｂが制御する。このため、単純な周波数重みをかけることによって、高い周波数の車体振動を軸ダンパ４が低減し、低い周波数の車体振動を空気ばねが低減するため、高い周波数が主体である車体弾性モードの振動と、低い周波数が主体であるの車体剛体モードの振動を効率的に低減することができる。 (2) In the first embodiment, the signal separation unit 9a separates the vibration detection signal into a high frequency signal and a low frequency signal, and the control unit 9b controls the damping force of the shaft damper 4 based on the high frequency signal. The controller 9b controls the damping force of the air spring 5 based on the frequency signal. For this reason, by applying a simple frequency weight, the shaft damper 4 reduces high-frequency body vibration and the air spring reduces low-frequency body vibration. The vibration of the vehicle body rigid body mode mainly composed of low frequencies can be efficiently reduced.
(3) この第１実施形態では、空気ばね５の変位を変位検出部８が検出し、この変位検出部８が出力する変位検出信号及び振動検出信号に基づいて、軸ダンパ４及び空気ばね５の減衰力を制御部９ｂが制御する。このため、空気ばね５の減衰力を精度よく制御することができる。 (3) In the first embodiment, the displacement detector 8 detects the displacement of the air spring 5, and the shaft damper 4 and the air spring 5 are based on the displacement detection signal and the vibration detection signal output from the displacement detector 8. The controller 9b controls the damping force. For this reason, the damping force of the air spring 5 can be accurately controlled.
（第２実施形態）
図３は、この発明の第２実施形態に係る車両制振装置を備える車両を概略的に示す平面図である。以下では、図１及び図２に示す部分と同一の部分については、同一の番号を付して詳細な説明を省略する。
図３に示す制御装置９は、制御部９ｂと振動モード展開部９ｃとを備えている。振動モード展開部９ｃは、車体振動検出部６及び台車振動検出部７が出力する振動検出信号に基づいて、車体１の振動を弾性モードの振動と剛体モードの振動とに振動モード展開部９ｃがモード分離する。振動モード展開部９ｃは、例えば、振動検出信号に基づいて上下並進振動などの剛体モードの振動と、一次曲げなどの弾性モードの振動とを所定の演算式（例えば、特開2003-72544号公報参照）に基づいて分離する演算器などである。振動モード展開部９ｃは、分離後の振動検出信号を制御部９ｂに出力する。制御部９ｂは、弾性モードの共振周波数帯域の振動を抑制するように軸ダンパ４の減衰力を制御し、剛体モードの振動を抑制するように空気ばね５の減衰力を制御する。この第２実施形態には、第１実施形態と同様の効果がある。
(Second Embodiment)
FIG. 3 is a plan view schematically showing a vehicle including a vehicle vibration damping device according to the second embodiment of the present invention. In the following, the same parts as those shown in FIGS. 1 and 2 are denoted by the same reference numerals, and detailed description thereof is omitted.
The control device 9 shown in FIG. 3 includes a control unit 9b and a vibration mode developing unit 9c. Based on the vibration detection signals output from the vehicle body vibration detection unit 6 and the cart vibration detection unit 7, the vibration mode expansion unit 9c converts the vibration of the vehicle body 1 into an elastic mode vibration and a rigid body mode vibration. Mode separation. The vibration mode expansion unit 9c, for example, generates a predetermined arithmetic expression (for example, Japanese Patent Laid-Open No. 2003-72544) based on a vibration detection signal, such as vibration in a rigid body mode such as vertical translation vibration and vibration in an elastic mode such as primary bending. For example). The vibration mode developing unit 9c outputs the vibration detection signal after separation to the control unit 9b. The controller 9b controls the damping force of the shaft damper 4 so as to suppress the vibration in the resonance frequency band of the elastic mode, and controls the damping force of the air spring 5 so as to suppress the vibration in the rigid body mode. This second embodiment has the same effect as the first embodiment.
（第３実施形態）
図４は、この発明の第３実施形態に係る車両制振装置を備える車両を概略的に示す側面図である。
図４に示す車両制振装置３は、軸ダンパ４と、空気ばね５と、車体振動検出部６と、台車振動検出部７と、変位検出部８と、制御装置９と、変位検出部１０などを備えている。変位検出部１０は、軸箱２ｃと台車枠２ｄとの間の変位を検出する手段である。変位検出部１０は、例えば、可変減衰軸ダンパのピストン変位（ストローク）を検出するセンサなどである。変位検出部１０は、それぞれの軸ダンパ４と対応して合計８台設置されている。変位検出部１０は、軸ダンパ４の変位（伸縮量）に応じた変位検出信号を制御部９ｂに出力する。この第３実施形態には、第１実施形態及び第２実施形態の効果に加えて、変位検出部１０が出力する変位検出信号に基づいて軸ダンパ４及び空気ばね５の減衰力を制御するため制御の精度をより一層向上させることが期待できる。
(Third embodiment)
FIG. 4 is a side view schematically showing a vehicle including a vehicle vibration damping device according to the third embodiment of the present invention.
A vehicle damping device 3 shown in FIG. 4 includes a shaft damper 4, an air spring 5, a vehicle body vibration detection unit 6, a carriage vibration detection unit 7, a displacement detection unit 8, a control device 9, and a displacement detection unit 10. Etc. The displacement detector 10 is a means for detecting the displacement between the axle box 2c and the carriage frame 2d. The displacement detection unit 10 is, for example, a sensor that detects the piston displacement (stroke) of the variable damping shaft damper. A total of eight displacement detectors 10 are installed corresponding to the respective shaft dampers 4. The displacement detector 10 outputs a displacement detection signal corresponding to the displacement (expansion / contraction amount) of the shaft damper 4 to the controller 9b. In the third embodiment, in addition to the effects of the first and second embodiments, the damping force of the shaft damper 4 and the air spring 5 is controlled based on the displacement detection signal output from the displacement detector 10. It can be expected to further improve the accuracy of control.
（他の実施形態）
この発明は、以上説明した実施形態に限定するものではなく、以下に記載するように種々の変形又は変更が可能であり、これらもこの発明の範囲内である。
(1) この実施形態では、車体振動検出部６及び台車振動検出部７として加速度センサを合計５台設置した場合を例に挙げて説明したが、角速度センサや角加速度センサなどを使用したり車体及び台車の振動モード並びに制御したい振動モードに応じて設置個数を増減したりすることもできる。例えば、この実施形態において車体のローリングモードの振動も制御したい場合は、車体のローリング振動を検出できるようにセンサの台数を増やせば、このモードの制御が可能となる。また、この実施形態では、軸ダンパ４及び空気ばね５を例に挙げて説明したが、これら以外の他の構造の減衰部を使用することもできる。
(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where a total of five acceleration sensors are installed as the vehicle body vibration detection unit 6 and the cart vibration detection unit 7 has been described as an example, but an angular velocity sensor, an angular acceleration sensor, or the like may be used. The number of installations can be increased or decreased according to the vibration mode of the carriage and the vibration mode to be controlled. For example, in this embodiment, when it is desired to control the vibration in the rolling mode of the vehicle body, the mode can be controlled by increasing the number of sensors so that the rolling vibration of the vehicle body can be detected. Further, in this embodiment, the shaft damper 4 and the air spring 5 have been described as examples, but an attenuation portion having a structure other than these can also be used.
(2) この実施形態では、車体振動検出部６、台車振動検出部７及び変位検出部８，１０が出力する振動検出信号及び変位検出信号に基づいて軸ダンパ４及び空気ばね５の減衰力を制御する場合を例に挙げて説明したが、これらの振動検出信号又は変位検出信号の少なくとも一つに基づいて軸ダンパ４及び空気ばね５の減衰力を制御することもできる。例えば、車体１の振動及び空気ばね５の変位を検出したり、車体１の振動及び軸ダンパ４の変位を検出したり、車体１の振動及び台車２の振動を検出したり、車体１の振動、台車２の振動及び空気ばね５の変位を検出したり、車体１の振動、空気ばね５の変位及び軸ダンパ４の変位を検出したり、車体１の振動のみを検出したり、台車２の振動及び空気ばね５の変位を検出したり、台車２の振動及び軸ダンパ４の変位を検出したりすることもできる。この場合には、例えば、制御則の中に車体の力学モデル（運動方程式）を元に導出される状態推定器を制御部９ｂが備えるように構成し、車体１の振動又は空気ばね５の変位などから制御に必要となる車両各部の変位や速度などを推定して最適な減衰力を演算し、制御することもできる。さらに、この実施形態では、信号分離部９ａ又は振動モード展開部９ｃと制御部９ｂとが独立しているがこのような構成に限定するものではなく、現代制御論などを用いることによってこれらを一つにすることもできる。例えば、カルマンフィルタと最適制御則の組み合わせ又はＨ∞制御則などの現代制御論を用いる場合などは、信号分離部９ａ又は振動モード展開部９ｃと制御部９ｂ、そして直接センサで計測していないが制御に必要となる情報を推定する状態推定器を同時に設計することができる。 (2) In this embodiment, the damping force of the shaft damper 4 and the air spring 5 is determined based on the vibration detection signal and the displacement detection signal output from the vehicle body vibration detection unit 6, the cart vibration detection unit 7, and the displacement detection units 8 and 10. Although the case of controlling has been described as an example, the damping force of the shaft damper 4 and the air spring 5 can be controlled based on at least one of these vibration detection signals or displacement detection signals. For example, the vibration of the vehicle body 1 and the displacement of the air spring 5 are detected, the vibration of the vehicle body 1 and the displacement of the shaft damper 4 are detected, the vibration of the vehicle body 1 and the vibration of the carriage 2 are detected, or the vibration of the vehicle body 1 is detected. , Detecting the vibration of the carriage 2 and the displacement of the air spring 5, detecting the vibration of the vehicle body 1, detecting the displacement of the air spring 5 and the displacement of the shaft damper 4, detecting only the vibration of the vehicle body 1, The vibration and the displacement of the air spring 5 can be detected, or the vibration of the carriage 2 and the displacement of the shaft damper 4 can be detected. In this case, for example, the control unit 9b is configured to include a state estimator derived based on a dynamic model (equation of motion) of the vehicle body in the control law, and the vibration of the vehicle body 1 or the displacement of the air spring 5 is configured. It is also possible to calculate and control the optimum damping force by estimating the displacement and speed of each part of the vehicle necessary for the control from the above. Furthermore, in this embodiment, the signal separation unit 9a or the vibration mode expansion unit 9c and the control unit 9b are independent, but the present invention is not limited to such a configuration, and these are all made by using modern control theory or the like. It can also be made. For example, when modern control theory such as a combination of a Kalman filter and an optimal control law or an H∞ control law is used, the signal separation unit 9a or the vibration mode expansion unit 9c and the control unit 9b are not directly measured by the sensor but the control. It is possible to simultaneously design a state estimator that estimates information required for.
１ 車体
２ 台車
２ａ 車輪
２ｂ 車軸
２ｃ 軸箱
２ｄ 台車枠
２ｅ 軸ばね
３ 車両制振装置
４ 軸ダンパ（第１の減衰部）
５ 空気ばね（第２の減衰部）
６ 車体振動検出部
７ 台車振動検出部
８ 変位検出部（第２の変位検出部）
９ 制御装置
９ａ 信号分離部
９ｂ 制御部
９ｃ 振動モード展開部
１０ 変位検出部（第１の変位検出部）
Ｔ 車両
Ｒ 軌道
Ｒ1 レール
DESCRIPTION OF SYMBOLS 1 Car body 2 Bogie 2a Wheel 2b Axle 2c Shaft box 2d Bogie frame 2e Shaft spring 3 Vehicle damping device 4 Shaft damper (1st damping part)
5 Air spring (second damping part)
6 Vehicle body vibration detection unit 7 Carriage vibration detection unit 8 Displacement detection unit (second displacement detection unit)
DESCRIPTION OF SYMBOLS 9 Control apparatus 9a Signal separation part 9b Control part 9c Vibration mode expansion | deployment part 10 Displacement detection part (1st displacement detection part)
T vehicle R track R 1 rail
Claims (3)
前記車両の車体の振動を検出する車体振動検出部と、
前記車両の台車の振動を検出する台車振動検出部と、
前記台車の台車枠と前記台車の軸箱との間の変位を検出する第１の変位検出部と、
前記車体と前記台車枠との間の変位を検出する第２の変位検出部と、
前記台車枠と前記軸箱との間の振動を減衰させる第１の減衰部と、
前記台車枠と前記車体との間の振動を減衰させる第２の減衰部と、
前記車体の振動を抑制するために、前記車体振動検出部及び前記台車振動検出部が出力する振動検出信号と、前記第１の変位検出部及び前記第２の変位検出部が出力する変位検出信号とに基づいて、前記第１及び前記第２の減衰部の減衰力を制御する制御部とを備え、
前記制御部は、前記第１の減衰部の電磁比例リリーフ弁のリリーフ圧力又は高速切替弁の切替パターンを演算するとともに、前記第２の減衰部の絞り弁の大きさを演算して、この第１及びこの第２の減衰部の減衰力を制御すること、
を特徴とする車両制振装置。
を備える車両制振装置。 A vehicle vibration control device that suppresses vibration in the vertical direction of a vehicle,
A vehicle body vibration detector for detecting vibrations of the vehicle body;
A cart vibration detection unit for detecting the vibration of the cart of the vehicle;
A first displacement detector for detecting a displacement between the bogie frame of the bogie and the axle box of the bogie;
A second displacement detector for detecting displacement between the vehicle body and the bogie frame;
A first attenuation unit that attenuates the vibrations between the axle boxes and the bogie frame,
A second attenuating portion for attenuating vibration between the carriage frame and the vehicle body;
In order to suppress vibration of the vehicle body, vibration detection signals output from the vehicle body vibration detection unit and the cart vibration detection unit, and displacement detection signals output from the first displacement detection unit and the second displacement detection unit. based on the bets, and a control unit for controlling the damping force of the first and the second damping unit,
The control unit calculates the relief pressure of the electromagnetic proportional relief valve of the first damping unit or the switching pattern of the high-speed switching valve, and calculates the size of the throttle valve of the second damping unit. Controlling the damping force of 1 and this second damping part;
Vehicle vibration control device characterized by the above .
A vehicle vibration damping device.
前記振動検出信号を高周波信号と低周波信号とに分離する信号分離部を備え、
前記制御部は、前記高周波信号に基づいて前記第１の減衰部の減衰力を制御し、前記低周波信号に基づいて前記第２の減衰部の減衰力を制御すること、
を特徴とする車両制振装置。 The vehicle vibration damping device according to claim 1,
A signal separation unit for separating the vibration detection signal into a high-frequency signal and a low-frequency signal;
The control unit controls the damping force of the first attenuation unit based on the high-frequency signal, and controls the damping force of the second attenuation unit based on the low-frequency signal;
Vehicle vibration control device characterized by the above.
前記振動検出信号に基づいて前記車体の振動を弾性モードの振動と剛体モードの振動とにモード分離する振動モード展開部を備え、
前記制御部は、前記弾性モードの共振周波数帯域の振動を抑制するように前記第１の減衰部の減衰力を制御し、前記剛体モードの振動を抑制するように前記第２の減衰部の減衰力を制御すること、
を特徴とする車両制振装置。 In the vehicle vibration damping device according to claim 1 or 2 ,
A vibration mode expansion unit for mode-separating the vibration of the vehicle body into an elastic mode vibration and a rigid body mode vibration based on the vibration detection signal;
The control unit controls the damping force of the first damping unit so as to suppress the vibration in the resonance frequency band of the elastic mode, and the damping of the second damping unit so as to suppress the vibration of the rigid body mode. Controlling power,
Vehicle vibration control device characterized by the above.
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| JP2005104122A JP4429955B2 (en) | 2005-03-31 | 2005-03-31 | Vehicle vibration control device |
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| JP5040495B2 (en) * | 2007-07-18 | 2012-10-03 | 住友金属工業株式会社 | Vehicle vibration suppression control method |
| JP2011162156A (en) * | 2010-02-15 | 2011-08-25 | Central Japan Railway Co | Air spring device for vehicle |
| JP5528154B2 (en) * | 2010-02-23 | 2014-06-25 | 東洋電機製造株式会社 | Electric vehicle control device |
| JP5662298B2 (en) * | 2010-11-05 | 2015-01-28 | 公益財団法人鉄道総合技術研究所 | Anomaly detection method and anomaly detection apparatus for pillow spring system |
| JP7193981B2 (en) * | 2018-03-22 | 2022-12-21 | Ｋｙｂ株式会社 | Vibration damping device for railway vehicle |
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