JP4501380B2 - Railway vehicle vibration control system - Google Patents

Description

The present invention is, when suppressing the vibration generated in the vehicle body of the railway vehicle, and more particularly to vibration control device for a railway vehicle to optimize consumption energy in the actuator.

As a method for suppressing vibration generated in a railway vehicle, conventionally, as shown in FIG. 12, an actuator 3 is installed between the vehicle body 1 and the carriage 2 in accordance with the vibration direction. On the other hand, vibration was suppressed by generating a control force with an antiphase. In FIG. 12, 4 is an air spring, 5 is an acceleration sensor for detecting vertical and vertical accelerations generated in the vehicle body 1, and 6 is a servo valve 7 for driving the actuator 3 based on the detected value of the acceleration sensor 5. The controller which controls via is shown.
JP-A-5-221315

In addition, there is a type in which a damper is disposed in place of the actuator, and vibrations are suppressed by switching the damping force of the damper into two stages of traveling on a straight road and traveling on a curved road having a cant.
JP-A-10-315965

In addition, there is an actuator in which an actuator and a damper are provided side by side, and the control characteristics of the actuator are switched according to the vibration characteristics generated during traveling and the difference between vehicles.
JP-A-8-207765

  By the way, when traveling inside the tunnel at a high speed, the pulsating pressure is applied to the vehicle body due to the behavior of the air between the vehicle body and the inner wall of the tunnel, and a larger vibration is generated than when traveling outside the tunnel.

  However, the vibration control described above is a two-stage switching of the damper damping force and the actuator control characteristics, or the active control of the actuator only. The vibration effect could not be obtained.

  This can be dealt with by increasing the generated force by increasing the number of actuators, increasing the cross-sectional area of the cylinder, increasing the supply pressure, etc. Such a method has an effect on the running safety during a failure. In addition, there is a problem that the air consumption of the actuator increases.

  The problem to be solved by the present invention is that, when trying to obtain a greater vibration damping force, there is an influence on the traveling safety at the time of failure, and the energy consumption of the actuator increases.

In the vibration control, the present invention has a damper that can continuously change the damping force in parallel with the actuator so as not to affect the running safety at the time of failure and to increase the air consumption of the actuator. depending on the travel location, such as, for example, as shown in FIG. 1, performs damping in either the actuator or damper in a tunnel, that it has to perform vehicle body vibration damping mainly by the actuator outside the tunnel The most important feature.

The damper capable of continuously changing the damping force used in the present invention refers to a damper configured such that an orifice diameter provided in a pipe communicating with the damper can be changed steplessly.
Further, in the present invention according to claim 1 , “mainly” means that the ratio of the effect of damping by the actuator is 50% or more, and it does not matter whether the actuator is damping with the maximum generated force. .

The present invention provides a damper that can continuously change the damping force in parallel with the actuator so as not to affect the running safety at the time of failure during vibration control and to increase the energy consumption of the actuator. depending on the equal, or perform damping in either the actuator or damper that mainly the actuator line of the vehicle body vibration damping by Unode, optimal damping effect without employing an actuator having a large capacity become able to.

Hereinafter, the best mode for carrying out the present invention will be described with reference to FIGS.
FIG. 2 is a diagram for explaining the present invention. In FIG. 2, the same or corresponding parts as those in FIG.

  In FIG. 2, 11 is a damper that attenuates vibration generated in the vehicle body 1 by, for example, fluid dynamic pressure resistance, and is arranged in parallel with the actuator 3. In the present invention, the damping force can be continuously adjusted by changing the diameter of the orifice provided in the pipe communicating with the damper 11. For example, the maximum damping force is the maximum damping force of the actuator 3. A thing larger than the maximum generated force is adopted.

  In the present invention, the lateral and vertical accelerations acting on the vehicle body 1 during traveling are detected by the acceleration sensor 5 installed on the vehicle body 1, and the lateral acceleration of the detected accelerations is shown in FIG. As described above, after integration processing in block B1, filter processing is performed in block B2 to calculate the vehicle body speed V2 in the width direction. Then, from the calculated vehicle body speed V2 and the detected acceleration, the carriage speed V1 in the width direction is estimated in block B3. Specifically, the lateral velocity V1 of the carriage 2 is estimated from the solution of the Riccati equation based on the motion equation of the vehicle and the lateral acceleration of the vehicle body 1.

  Based on the vehicle body speed V2 and the carriage speed V1, and point information as required, the actuator 3 and the damper 11 are switched as follows, and the generated force of the actuator 3 and the damping force of the damper are determined to control the vehicle body. Shake.

Figure 4 is a flow diagram illustrating an example of a car body vibration control method, first, a position currently traveling by point information or the like to determine whether the tunnel.
If it is inside the tunnel, the controller 6 determines whether the vibration speed direction of the vehicle body 1 estimated from the acceleration sensor 5 and the direction of the generated damping force of the damper 11 arranged in parallel with the actuator 3 match. to decide.

  In the case of FIG. 4, it is determined whether or not the vibration speed direction of the vehicle body 1 and the direction of the damping force generated by the damper 11 coincide with each other by subtracting the carriage speed V1 from the vehicle body speed V2 and multiplying the vehicle body speed V2. (V2 × (V2−V1)) is determined to be positive or negative.

  If the vibration velocity direction of the vehicle body 1 does not coincide with the generated damping force direction of the damper 11, that is, if V 2 × (V 2 −V 1) is negative, the damper 11 cannot be controlled, so that the damper 11 The damping coefficient C is reduced to 0 or as small as possible, and vibration is controlled by the actuator 3.

  In this case, the control force Fact of the actuator 3 necessary for obtaining the necessary vibration control force F feeds back the acceleration of the vehicle body 1 as in the case of conventional control, as in the case of H∞ (infinite) control theory. Use the one obtained by the control constructed by the variable digital controller.

On the other hand, when the vibration velocity direction of the vehicle body 1 coincides with the direction of the damping force generated by the damper 11, that is, when V2 × (V2−V1) is positive, the skyhook damper 12 as shown in FIG. In order to replace the damper damping coefficient Csk derived by the skyhook theory with the damping coefficient C of the damper 11, the vibration control is performed by replacing the actual data with the data of this control apparatus. From the relative speed V2-V1 between the vehicle body 1 and the vehicle 2 obtained from the velocity V2 and the vehicle velocity V1 and the vehicle vehicle velocity V2, the damping coefficient C of the damper 11 is calculated as follows:
C = {V2 / (V2-V1)} * Csk
To obtain the necessary damping force Fdmp of the damper 11.
FIG. 5 is a diagram illustrating the operation of the actuator 3 and the damper 11 according to the above-described example of the present invention.

  On the other hand, if it is outside the tunnel, control using both the actuator 3 and the damper 11 is performed. In this case, the damping force of the damper 11 is fixed to less than 50% of the necessary damping force F, for example, about 20%, and the rest is obtained by the actuator 3.

  By the way, normally, in the vibration suppression control by the actuator 3, as described above, the command is output from the controller 6 to the actuator 3 in the direction in which the control force derived by the H∞ control theory is generated. In this case, needless to say, the command from the controller 6 is output until the maximum output of the actuator 3.

  Therefore, depending on the ability of the actuator 3, there may occur a case where the actuator 3 alone cannot obtain the damping force necessary for suppressing the vibration of the vehicle body 1. For example, as shown in FIG. 6, when the damping capacity of the actuator 3 is 6 KN in the left-right direction of the vehicle body 1 (the vertical direction in the drawing of FIG. 6), the damping force required to suppress the vibration of the vehicle body 1. Is over 6KN (shaded area in FIG. 6).

In this case, as shown in FIG. 7, the damper 11 employed in the present invention can continuously change the damping force as long as it is within its capacity. Can be compensated by the damping force of the damper 11 by designating the value from the controller 6. If comprised in this way, the effect of a more favorable vibration control will be acquired.
FIG. 8 is a diagram illustrating the operation of the actuator 3 and the damper 11 according to the present invention.

  However, when the dampening force of the damper 11 compensates for the deficiency of the damping force by the actuator 3, the vibration generated in the vehicle body 1 becomes a cosine curve as shown in FIG. If the first half of the portion exceeding the upper and lower limits of the vibration force (shaded portion in FIG. 6) coincides with the direction in which the damping force of the damper 11 can be obtained, the second half is the damping of the damper 11. Opposite to the direction in which the force can be obtained.

  In this case, the first half shown by the slanting line of the right shoulder in FIG. 9 can compensate for the deficiency of the damping force by the actuator 3 by the damping force of the damper 11, but is shown by the slanting line of the right shoulder in FIG. In the other half of the second half, the damper 11 is changed to work in a direction to reduce the damping force by the actuator 3.

Therefore, when the insufficient damping force of the actuator 3 is supplemented by the damping force of the damper 11, as shown in FIG. 10, of the portions exceeding the upper and lower limits of the damping force obtained by the actuator 3 the first half only supplement in the damping force of the damper 11, the second half you to issue a command in the controller 6 as the damping force of the damper 11 is as small as 0 or possible.

  In the above description, the vibration generated in the vehicle body 1 is mainly suppressed by the actuator 3 and the deficiency is compensated by the damper 11. On the contrary, the vibration is generated in the vehicle body 1 by the damper 11 as much as possible. The vibration may be suppressed and the shortage may be compensated by the actuator 3. FIG. 11 is a diagram illustrating the action of the actuator 3 and the damper 11 in this case.

Besides the above-mentioned present invention example, if within the scope of the technical idea of the present invention, design changes suitable Yichun is optional.

  The present invention does not affect the running safety at the time of failure during vibration control, and if the actuator is pneumatically driven, the consumption flow rate of air required for suppressing vibration generated in the vehicle body can be reduced. The capacity of the air supply mechanism can be reduced, and the present invention can be applied to applications that require miniaturization of railway vehicles. And energy consumption can be reduced.

It is a figure explaining the effect | action by the actuator and damper of this invention of Claim 1. It is a figure explaining this invention. It is a block diagram explaining an example of the calculation method of the vehicle body speed used for this invention, and the estimation method of a trolley | bogie speed. It is a flow diagram illustrating one example of a car body vibration control methods. It is the figure explaining the effect | action by the actuator and damper of the example shown in FIG. It is a figure explaining an example of the relationship between the force required for damping a vehicle body, and the capability of an actuator. It is the figure which showed the relationship between the piston speed and damping force of the damper used for this invention. It is the figure explaining the effect | action by an actuator and a damper in the case of compensating the insufficient damping force with an actuator with the damping force of a damper. It is a figure explaining the problem in the case of supplementing the shortage of the sum of the damping force of an actuator and a damper, and the damper actuator used for the present invention. It is a figure explaining the example in the case of supplementing the shortage of the sum of the damping force of an actuator and a damper, and the damper actuator used for the present invention. It is the figure explaining the effect | action by an actuator and a damper at the time of suppressing the vibration which generate | occur | produces in a vehicle body with a damper as much as possible, and supplementing the shortage with an actuator. It is a schematic block diagram which shows an example of the vibration control apparatus of the conventional railway vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 2 Cart 3 Actuator 4 Air spring 5 Acceleration sensor 6 Controller 7 Servo valve 11 Damper 12 Skyhook damper

Claims (1)

The vehicle body includes an actuator installed between the body of the railway vehicle and the carriage, a drive mechanism for the actuator, a sensor for detecting vibration of the vehicle body, and a controller for outputting a control signal to the drive mechanism based on a signal from the sensor. In a railway vehicle vibration control device for controlling generated vibrations,
In parallel with the actuator, a maximum damping force is larger than the maximum generated force of the actuator, and a damper capable of continuously changing the damping force is installed,
In the tunnel section, either the actuator or the damper,
A railway vehicle vibration control apparatus characterized in that a vehicle body is mainly controlled by the actuator outside a tunnel section.

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