JP4429957B2 - Vehicle system vibration device - Google Patents

Description

  The present invention relates to a vehicle system vibration device that suppresses vibration of a vehicle body that occurs when passing a curve.

  A conventional air spring device for a railway vehicle 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 And a throttle between the spring and the auxiliary air chamber. In general, such an air spring device can provide good vibration insulation performance in a frequency region higher than the resonance frequency, but the vibration slightly increases near the resonance frequency. In order to improve this problem, an acceleration sensor for detecting vertical vibration of the vehicle body and a displacement sensor for detecting vertical displacement between the vehicle body and the carriage frame are added to the above device, and output signals of the acceleration sensor and the displacement sensor are added. There is a device provided with a controller for controlling the variable throttle mechanism so as to reduce the vertical vibration of the vehicle body based on the above (see, for example, Patent Document 1). In such an air spring device for a railway vehicle, 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 throttle of the air spring is controlled, so that the optimum for the air spring is obtained. Damping force is generated.

JP-A-62-239230

  There is known a pendulum vehicle having a function of inclining the vehicle body toward the inner track side of a curve when passing a curve to improve a decrease in riding comfort due to centrifugal force and improving a speed when passing the curve. Such a pendulum vehicle was originally a body pendulum tilting device of a natural pendulum type that leans the vehicle body using the excess centrifugal force acting on the vehicle body when passing through the curved section, but after entering the curved section There is a problem that a so-called swing delay that starts tilting the vehicle body occurs, resulting in a decrease in ride comfort. Therefore, at present, the main body tilting device of the control pendulum method (forced pendulum method) that calculates the target angle of the vehicle body according to the traveling speed and the situation of the curve and tilts the vehicle body by the actuator to follow it is mainstream. It has become. In such a vehicle body tilting device, when the vehicle body is tilted rapidly by an actuator when passing through an S-curve or the like, roll vibration of the vehicle body may occur, which causes a deterioration in riding comfort.

FIG. 4 is a graph for explaining that the roll vibration of the vehicle body occurs during the vehicle body tilting operation of the conventional vehicle body tilting device and affects the lateral vibration acceleration of the vehicle body. FIG. 4A is a graph showing the time change of the stroke of the actuator, and FIG. 4B is a graph showing the time change of the lateral acceleration.
The horizontal axis shown in FIGS. 4A and 4B is time (sec), the vertical axis shown in FIG. 4A is the stroke (mm) of the actuator that tilts the vehicle body, and FIG. The vertical axis shown is the lateral acceleration (m / s ² ) acting on the vehicle body. As shown in FIG. 4A, when the vehicle starts entering the curved section, the stroke of the actuator increases and the vehicle body starts to tilt. While the vehicle is traveling in a curved section, the stroke of the actuator is substantially constant, and the tilt angle of the vehicle body is also substantially constant. The actuator stroke starts to decrease immediately before the vehicle exits the curve section, and the vehicle body tilt angle also starts to decrease. At this time, as shown in FIG. 4B, it can be seen that the acceleration waveform in the lateral direction is undulating at the timing when the stroke of the actuator changes from increasing to constant and at the timing when changing from constant to decreasing. This is because the natural vibration (vehicle roll vibration) of the system composed of the air spring and the moment of inertia in the roll direction of the vehicle body is excited by the vehicle body tilting operation, and the left and right components parallel to the floor surface of the vibration are left and right vibrations. This is because it appeared as acceleration. In railway vehicles, the natural frequency of the body roll vibration is generally in the vicinity of 0.6 to 1.0 [Hz]. If the damping of the air spring is constantly increased in order to suppress such vibration, the vibration insulation performance of the air spring in a high frequency band (for example, 2 Hz or more) is reduced, and so-called chatter vibrations up and down the vehicle body are likely to occur. . In addition, even when the roll vibration is always controlled using an apparatus such as Patent Document 1, although the vibration near the natural frequency of the roll vibration can be suppressed, in the high frequency band as in the case where the attenuation is always increased. It has been found that the upper and lower vibration isolation performance is degraded. As described above, in the conventional air spring device for a railway vehicle, when the vehicle equipped with the vehicle body tilting device tries to suppress the vehicle body roll vibration that occurs when the vehicle passes a curve, the vibration of the vehicle body increases and decreases. There was a problem that it was not possible to improve the ride comfort.

  The subject of this invention is providing the vehicle system vibration apparatus which can reduce the vibration of the vehicle body which generate | occur | produces at the time of curve passing, and can improve riding comfort.

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 system vibration control device that suppresses vibration of the vehicle body (1) that occurs when passing through a curve, in order to suppress vibration of the vehicle body that occurs during the vehicle body tilting operation of the vehicle body tilting device (4). The control unit (13c) for controlling the damping of the air spring (13a), the control unit from immediately before to immediately after the vehicle enters the relaxation curve, from immediately before to immediately after entering the circular curve from the relaxation curve, From just before entering the relaxation curve from this circular curve to immediately after, and from just before and after exiting this relaxation curve, the damping of the air spring is controlled so that the damping of the air spring increases to a constant magnitude. This is a vehicle system vibration device (13) characterized by the above.

According to a second aspect of the present invention , there is provided a vehicle body vibration device for suppressing vibration of the vehicle body (1) that occurs when passing through a curve, in order to suppress vibration of the vehicle body that is generated when the vehicle body inclination device (4) is tilted. The control unit (13c) for controlling the damping of the air spring (13a), the control unit from immediately before to immediately after the vehicle enters the relaxation curve, from immediately before to immediately after entering the circular curve from the relaxation curve, The air spring damping is controlled so that the damping of the air spring increases or decreases immediately before and after entering the relaxation curve from this circular curve and immediately before and after exiting the relaxation curve. It is a vehicle system vibration device (13).

According to a third aspect of the present invention, there is provided the vehicle system vibration device according to the first or second aspect , wherein the control unit outputs an output signal of a vibration detection unit (13d) that detects vibration of the vehicle body during the vehicle body tilting operation. In accordance with the present invention, the damping of the air spring is controlled so as to suppress the roll vibration of the vehicle body.

According to a fourth aspect of the present invention, in the vehicle body vibration device according to any one of the first to third aspects, the control unit detects vibration of the vehicle body except during the vehicle body tilting operation. It is a vehicle system vibration device characterized in that the damping of the air spring is controlled so as to suppress the vertical vibration of the vehicle body based on the output signal of the vibration detector.

According to a fifth aspect of the present invention, in the vehicle body vibration device according to any one of the first to third aspects, the air spring is damped in the same manner as a normal air spring except during the vehicle body tilting operation. It is a vehicle system vibration device characterized by characteristics.

According to a sixth aspect of the present invention, in the vehicle body vibration device according to any one of the first to fifth aspects, the air spring has a damping characteristic similar to that of a normal air spring when not controlled. It is a characteristic vehicle vibration device.

  According to the present invention, the ride comfort can be improved by reducing the roll vibration of the vehicle body that occurs when the vehicle passes through the curve without increasing the vertical vibration of the vehicle body.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a configuration diagram of a vehicle body tilt system including a vehicle structure vibration device according to a first embodiment of the present invention.
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 track R, as the rails R ₁ of the curve outside than the rail R ₁ of the curve inside is increased, a height difference between these rails R ₁ (Kant) is given. The vehicle T is a railway vehicle that travels along the track R, and is, for example, a train or a train. As shown in FIG. 1, the vehicle T includes a vehicle body 1, a carriage 2, a vehicle body tilt system 3, and the like.

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 FIG. 1, the wheel 2a, the axle 2b, the axle box 2c, the carriage frame 2d, the axle spring 2e, the axle damper 2f, etc. It has. 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 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. The shaft damper 2f is a device that attenuates vibration between the shaft box 2c and the carriage frame 2d, and constitutes a primary spring that relaxes the impact between the shaft box 2c and the carriage frame 2d together with the shaft spring 2e.

  The vehicle body tilting system 3 is a system that tilts the vehicle body 1. As shown in FIG. 1, the vehicle body tilt system 3 includes a vehicle body tilt device 4, a vehicle body tilt control device 5, a speed detection device 6, an ATS ground element 7, an ATS vehicle upper element 8, and an ATS receiver apparatus 9. , A storage device 10, a control setting device 11, a command control device 12, a vehicle system vibration device 13, and the like. The vehicle body tilting system 3 tilts the vehicle body 1 by the vehicle body tilting device 4 and suppresses the vibration of the vehicle body 1 by the vehicle system vibration device 13 when traveling along a curve.

  The vehicle body tilting device 4 is a device that tilts the vehicle body 1 when passing a curve. The vehicle body tilting device 4 rotates the vehicle body 1 by a tilt angle (pendulum angle) θ in the roll direction with a longitudinal axis (traveling direction) axis C (hereinafter referred to as a pendulum center) C of the vehicle body 1 as a rotation center. The vehicle body tilting device 4 tilts the vehicle body 1 in the roll direction in order to cancel the excess centrifugal force acting on the vehicle body 1 when the vehicle T passes the curve. The vehicle body tilting device 4 includes a pendulum roller 4a, a pendulum beam 4b, a pendulum control cylinder 4c, a hydraulic circuit 4d, a control valve 4e, a pendulum displacement meter 4f, and the like. The vehicle body tilting device 4 is mounted on each vehicle T in one formation.

  The pendulum roller 4a is a pair of cylindrical members attached to the carriage frame 2d via bearings. The pendulum beam 4b is a member that supports the vehicle body 1 through the air spring 13a, has an arcuate rolling surface that moves in contact with the pendulum roller 4a, and is supported by the carriage frame 2d through the pendulum roller 4a. Yes. The pendulum control cylinder 4c is a drive device (actuator) such as a hydraulic cylinder that tilts the vehicle body 1, and connects the carriage frame 2d and the pendulum beam 4b. The hydraulic circuit 4d is a circuit that supplies pressurized oil (hydraulic oil) into the pendulum control cylinder 4c. The control valve 4e is a pressure control valve or a flow control valve such as a hydraulic servo valve that converts the pendulum command pattern from the vehicle body tilt control device 5 into hydraulic pressure, and controls the hydraulic pressure or flow rate of the pressurized oil supplied from the hydraulic circuit 4d. The pendulum control cylinder 4c is driven by adjusting. The pendulum displacement meter 4f is a sensor that detects the piston displacement amount of the pendulum control cylinder 4c, and feeds back the piston displacement amount to the vehicle body tilt control device 5 as a displacement signal.

  The vehicle body tilt control device 5 is a device (TC device (Tilt Controller)) that controls the vehicle body tilt device 4. The vehicle body tilt control device 5 controls the drive of the control valve 4e by instructing the control valve 4e of the tilt angle θ and the tilt timing for tilting the vehicle body 1 based on the displacement information output from the pendulum displacement meter 4f. The vehicle body tilt control device 5 instructs the control valve 4e to perform a vehicle body tilt operation and also instructs the control unit 13c to perform a throttle control operation.

  The speed detection device 6 is a device that detects the speed of the vehicle T, and is a speed generator that outputs a distance pulse signal generated according to the rotation speed of the wheel 2a as speed information. The ATS ground unit 7 is a coil installed at a specific point on the ground side in order to transmit and receive information to and from the ATS vehicle upper unit of the automatic train stop device (ATS). The ATS vehicle upper 8 is a coil installed on the vehicle T side to transmit / receive information to / from the ATS ground 7, and the ATS receiver 9 receives a signal from the ATS vehicle upper 8. Device for outputting absolute position information. The storage device 10 is a device that stores various information related to the vehicle body tilting system 3, and stores curve information and the like of all sections in which the vehicle T travels. The control setting device 11 is a device that sets predetermined information from various information stored in the storage device 10, and sets information related to a departure / arrival station, a travel section, a travel route, and the like.

  The command control device 12 is a device (CC device (Command Controller)) that commands the vehicle body tilt control device 5 to control the vehicle body tilt device 4 based on information relating to a curve through which the vehicle T passes. The command control device 12 detects the absolute position of the vehicle T based on the absolute position information output from the ATS receiver 9, and the distance pulse output from the speed detector 6 until the vehicle T reaches the next ATS ground unit 7. The current position of the vehicle T is calculated by integrating the signals. The command control device 12 commands the vehicle body tilt control device 5 about the tilt angle θ and the tilt timing of the vehicle body 1 based on the speed information, the current position information, and the curve information.

  The vehicle system vibration device 13 is a device that suppresses vibrations of the vehicle body 1 that occur when passing through a curve. The vehicle system vibration device 13 controls the damping of the air spring 13a to suppress the roll vibration generated in the vehicle body 1 during the vehicle body tilting operation. The vehicle system vibration device 13 includes an air spring 13a, a throttle control valve 13b, a control unit 13c, and the like.

  The air spring 13 a is a device that couples the vehicle body 1 and the carriage 2 and reduces vibrations transmitted from the carriage 2 to the vehicle body 1 while supporting a load in the vertical direction of the vehicle body 1. The air spring 13a is, for example, an air spring with a built-in control throttle that can control damping, and functions as a secondary spring that reduces the impact between the vehicle body 1 and the carriage 2. The air spring 13a is controlled so as to have a damping characteristic similar to that of a normal air spring except when the vehicle T is tilting. The air spring 13a is connected in series to an auxiliary air chamber (not shown) that functions as a pressure air chamber, and a throttle control valve 13b is disposed between the air spring 13a and the auxiliary air chamber. The air spring 13a has a damping characteristic similar to that of a normal air spring when no power is supplied or when the control unit 13b fails.

  The throttle control valve 13b is a control valve that varies the area of the air passage between the air spring 13a and the auxiliary air chamber, and is built in the air spring 13a. The throttle control valve 13b controls the damping of the air spring 13a by changing the throttle diameter (opening degree) according to the command value from the control unit 13c. The throttle control valve 13b is returned by a return spring or the like at the time of non-control in which, for example, the control unit 13c fails and power supply from the control unit 13c is stopped, and the air spring 13a is similar to a normal air spring. Return to attenuation characteristics.

  The controller 13 c is a device that controls the damping of the air spring 13 a in order to suppress the vehicle body roll vibration that occurs during the vehicle body tilting operation of the vehicle body tilting device 4. The control unit 13c is a throttle valve driver that outputs a drive current (command value) for driving the throttle control valve 13b. When the damping of the air spring 13a is increased, the throttle diameter of the throttle control valve 13b is reduced. When the drive current is supplied and the attenuation of the air spring 13a is reduced, the drive current is supplied so that the throttle diameter of the throttle control valve 13b is increased.

Next, the operation of the vehicle vibration system according to the first embodiment of the present invention will be described.
FIG. 2 is a timing chart for explaining the operation of the vehicle structural vibration device according to the first embodiment of the present invention.
2A is the curvature of the curve section, the vertical axis shown in FIG. 2B is the vehicle body tilt angle command, and the vertical axis shown in FIGS. 2C to 2E is the attenuation command. The horizontal axis shown in FIGS. 2A to 2E is time or distance. The relaxation curve shown in FIG. 2 (A) is a special curve provided between a straight line and a circular curve for smooth running of the vehicle T, and the curvature changes continuously in this relaxation curve. As shown in FIG. 2B, immediately before the vehicle T enters the relaxation curve, the vehicle body tilt control device 5 commands the vehicle body tilt angle, and the vehicle body 1 tilt angle increases to start the vehicle body tilting operation. While the vehicle body T enters the circular curve from the relaxation curve and travels along this circular curve, the vehicle body tilt control device 5 commands a substantially constant vehicle body tilt angle, and the vehicle body 1 tilts at a substantially constant tilt angle. ing. Until the vehicle T enters the relaxation curve from the circular curve and immediately exits from the relaxation curve, the vehicle body tilt control device 5 commands the vehicle body tilt angle, the vehicle body 1 tilt angle decreases, and the vehicle body tilt operation is terminated. The At this time, the control unit 13c outputs one of the attenuation commands having patterns as shown in FIGS. 2C to 2E to the throttle control valve 13b.

  As shown in FIG. 2C or FIG. 2D, the control unit 13c controls the air spring 13a so that the damping of the air spring 13a is increased during the vehicle body tilting operation. For example, as shown in FIG. 2C, the control unit 13c enters the relaxation curve from immediately before the vehicle T enters the relaxation curve to immediately after exiting the relaxation curve, and enters the relaxation curve from the circular curve. Immediately after exiting, a constant damping command value is output to the throttle control valve 13b, and the damping of the air spring 13a is increased to a constant magnitude. Alternatively, for example, as illustrated in FIG. 2D, the control unit 13 c may change from the circular curve to the relaxation curve from immediately before to immediately after the vehicle T enters the relaxation curve, from immediately before to immediately after entering the circular curve from the relaxation curve. From immediately before to immediately after entering the engine, and from immediately before to immediately after exiting the relaxation curve, a constant damping command value is output to the throttle control valve 13b to increase the damping of the air spring 13a to a certain magnitude.

  Alternatively, the control unit 13 c performs control so that the attenuation of the air spring 13 a changes according to the vehicle body tilting operation of the vehicle body tilting device 4. For example, as shown in FIG. 2E, the control unit 13c enters the relaxation curve from the circular curve from immediately before to immediately after the vehicle T enters the relaxation curve, from immediately before to immediately after entering the circular curve from the relaxation curve. From immediately before to immediately after and until just after exiting the relaxation curve, the damping command value is increased / decreased and output to the control valve 13b to change the damping of the air spring 13a.

The vehicle structural vibration device according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the control unit 13c controls the damping of the air spring 13a in order to suppress the vehicle body roll vibration generated during the vehicle body tilting operation of the vehicle body tilting device 4. For this reason, the roll vibration of the vehicle body 1 generated during the vehicle body tilting operation is suppressed, and the riding comfort when passing through the curve can be improved.

(2) In the first embodiment, the control unit 13c controls the damping of the air spring 13a to increase during the vehicle body tilting operation. For this reason, attenuation of the air spring 13a can be simply changed by a simple method, and roll vibration of the vehicle T can be suppressed at low cost.

(3) In the first embodiment, the control unit 13c controls the damping of the air spring 13a to change according to the vehicle body tilting operation of the vehicle body tilting device 4. For this reason, the control part 13c can instruct | indicate the attenuation | damping pattern match | combined with the instruction | command from the vehicle body tilt control apparatus 5 at the time of vehicle body tilting operation, and can control attenuation | damping of the air spring 13a appropriately. As a result, the vehicle body roll vibration of the vehicle body 1 can be appropriately reduced when passing the curve.

(4) In the first embodiment, the air spring 13a has a damping characteristic similar to that of a normal air spring except during the vehicle body tilting operation. Controlling body roll vibration may increase vertical vibration in the high frequency band, but minimizing the increase in vertical vibration in the high frequency band by minimizing the section (time) for controlling body roll vibration. The roll vibration can be reduced while limiting.

(5) In the first embodiment, when the control unit 13c is inoperable, the air spring 13a has a damping characteristic similar to that of a normal air spring. For this reason, it is possible to prevent as much as possible the deterioration of the ride comfort after the occurrence of an abnormality such as power shutdown or control failure.

(Second Embodiment)
FIG. 3 is a configuration diagram of a vehicle body tilt system including a vehicle structure vibration device according to the second embodiment of the present invention. In the following, the same parts as those shown in FIG. 1 are denoted by the same reference numerals and detailed description thereof is omitted.
3 includes an air spring 13a, a throttle control valve 13b, a control unit 13c, a vibration detection unit 13d, and the like. The vibration detection unit 13d is a device that detects the vibration of the vehicle body 1. The vibration detection unit 13d is, for example, an acceleration sensor that detects the vertical acceleration of the vehicle body 1, and two vibration detection units 13d are installed on the floor surface of the vehicle body 1. The vibration detection unit 13d outputs a vibration detection signal corresponding to the vibration of the vehicle body 1 to the control unit 13c. The control unit 13c controls the damping of the air spring 13a so as to suppress the roll vibration of the vehicle body 1 based on the output signal of the vibration detection unit 13d during the vehicle body tilting operation. On the other hand, the control part 13c makes the air spring 13a have the same damping characteristic as that of a normal air spring except during the vehicle body tilting operation. Alternatively, the damping of the air spring 13a is controlled so as to suppress the vertical vibration of the vehicle body 1 based on the output signal of the vibration detector 13d.

The vehicle structural vibration device according to the second embodiment of the present invention has the effects described below in addition to the effects of the first embodiment.
(1) In the second embodiment, the control unit 13c controls the damping of the air spring 13a so as to suppress the roll vibration of the vehicle body 1 based on the output signal of the vibration detection unit 13d during the vehicle body tilting operation. For this reason, the damping of the air spring 13a can be dynamically controlled online, and roll vibration generated in the vehicle body 1 during the vehicle body tilting operation can be accurately suppressed.

(2) In the second embodiment, the air spring 13a has a damping characteristic similar to that of a normal air spring except during the vehicle body tilting operation. For this reason, it is possible to achieve the same riding comfort as during normal traveling except during the vehicle body tilting operation. Alternatively, except during the vehicle body tilting operation, the control unit 13c controls the damping of the air spring 13a so as to suppress the vertical vibration of the vehicle body 1 based on the output signal of the vibration detection unit 13d. In this method, since the air spring 13a is commanded and controlled for the optimum damping for suppressing the vertical vibration except during the vehicle body tilting operation, the vertical vibration generated in the vehicle body 1 other than during the vehicle body tilting operation can be reduced.

(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.
For example, in this embodiment, the roller-type pendulum device including the pendulum roller 4a has been described as an example of the vehicle body tilting device 4. However, the present invention can also be applied to a bearing guide-type pendulum device including a bearing guide mechanism. it can. In the second embodiment, the case where two acceleration sensors are used as the vibration detection unit 13d has been described as an example. However, an angular velocity sensor, an angular acceleration sensor, or the like can be used in combination. For example, the vertical vibration and roll vibration of the vehicle body 1 are controlled by one acceleration sensor and one angular velocity sensor or angular acceleration sensor, or only roll vibration is controlled by one angular velocity sensor or angular acceleration sensor. You can also In addition, for example, a total of four acceleration sensors in the vertical direction are mounted on each air spring 13a per vehicle, and the vibration of the vehicle body 1 is separated into rolling, vertical translation, and pitching modes using these signals. Then, since the control gain can be set for each vibration mode, the vibration of the vehicle body 1 can be reduced more appropriately.

1 is a configuration diagram of a vehicle body tilt system including a vehicle structure vibration device according to a first embodiment of the present invention. It is a timing chart for demonstrating operation | movement of the vehicle structure vibration apparatus which concerns on 1st Embodiment of this invention. It is a block diagram of a vehicle body tilt system provided with the vehicle structure vibration apparatus which concerns on 2nd Embodiment of this invention. It is a graph explaining the state which the vehicle body roll vibration has generate | occur | produced at the time of the vehicle body tilting operation of the conventional vehicle body tilting apparatus, (A) is a graph which shows the time change of the stroke of an actuator, (B) is a lateral acceleration. It is a graph which shows the time change of.

Explanation of symbols

DESCRIPTION OF SYMBOLS ₁ Car body 2 Bogie 2a Wheel 3 Car body tilting system 4 Car body tilting device 5 Car body tilting control device 12 Command control device 13 Vehicle system vibration device 13a Air spring 13b Aperture control valve 13c Control unit 13d Vibration detection unit R Track R ₁ Rail T Vehicle θ Tilt angle C Pendulum center

Claims (6)

A vehicle system vibration device that suppresses vibration of a vehicle body that occurs when passing a curve,
In order to suppress the vibration of the vehicle body that occurs during the vehicle body tilting operation of the vehicle body tilting device, a control unit that controls the damping of the air spring is provided.
The control unit immediately before and immediately after the vehicle enters the relaxation curve, immediately before and immediately after entering the circular curve from the relaxation curve, immediately before and immediately after entering the relaxation curve from the circular curve, and the relaxation curve. Controlling the damping of the air spring so that the damping of the air spring increases to a certain magnitude from just before exiting to immediately after
A vehicle system vibration device characterized by A vehicle system vibration device that suppresses vibration of a vehicle body that occurs when passing a curve,
In order to suppress the vibration of the vehicle body that occurs during the vehicle body tilting operation of the vehicle body tilting device, a control unit that controls the damping of the air spring is provided.
The control unit immediately before and immediately after the vehicle enters the relaxation curve, immediately before and immediately after entering the circular curve from the relaxation curve, immediately before and immediately after entering the relaxation curve from the circular curve, and the relaxation curve. Controlling the damping of the air spring so as to increase or decrease the damping of the air spring from immediately before to immediately after leaving,
A vehicle system vibration device characterized by In the vehicle system vibration device according to claim 1 or 2 ,
The control unit controls the damping of the air spring so as to suppress roll vibration of the vehicle body based on an output signal of a vibration detection unit that detects vibration of the vehicle body during the vehicle body tilting operation;
A vehicle system vibration device characterized by In the vehicle system vibration device according to any one of claims 1 to 3 ,
The control unit controls the damping of the air spring so as to suppress the vertical vibration of the vehicle body based on the output signal of the vibration detection unit that detects the vibration of the vehicle body except during the vehicle body tilting operation. ,
A vehicle system vibration device characterized by In the vehicle system vibration device according to any one of claims 1 to 3 ,
The air spring has a damping characteristic similar to that of a normal air spring except during the vehicle body tilting operation,
A vehicle system vibration device characterized by In the vehicle system vibration device according to any one of claims 1 to 5 ,
The air spring has a damping characteristic similar to that of a normal air spring when not controlled,
A vehicle system vibration device characterized by

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