JP5121686B2 - Railway vehicle vibration control device - Google Patents

Description

  The present invention relates to a vibration control device that suppresses vibration generated in a vehicle body of a railway vehicle with a semi-active damper, and in particular, selects a control frequency band and a damping coefficient based on a frequency component included in vibration acceleration of the vehicle body, and performs semi-active. The present invention relates to a vibration control device for a railway vehicle that controls a damper.

  In railway vehicles, an air spring is generally provided between the carriage and the vehicle body, and vibrations from the carriage are reduced to improve riding comfort. However, since the air spring cannot attenuate the vibration, there is a problem that the vibration is sustained or resonates against disturbance. Therefore, in order to attenuate the lateral vibration of the air spring, the railway vehicle is provided with a damping device having a damper between the carriage and the vehicle body. Various types of dampers are used, but there is a so-called semi-active damper in which the damping force can be varied depending on the degree of lateral vibration, and is disclosed in, for example, Japanese Patent No. 3505581.

  Railroad vehicle vibration control devices that perform semi-active control using the same Skyhook damping coefficient without judging the running conditions can not control optimally and can sufficiently suppress vibrations that occur in the lateral direction of the vehicle body. Can not. Therefore, the vibration damping device described in Patent Document 1 below has a skyhook attenuation coefficient map showing the relationship between the travel position of the railway vehicle and the attenuation coefficient suitable for the travel position, and refer to the attenuation coefficient map. Thus, an attenuation coefficient suitable for the route condition of the route scheduled to travel is selected.

Also, in railway vehicle vibration control devices, the electromagnetic proportional relief valve and unload valve of the fluid circuit that constitutes the semi-active damper have a limited service life, so the rolling of the railway vehicle is low and medium and low. Sometimes there is a demand to stop operation and reduce the frequency of maintenance of semi-active dampers. In this regard, the vibration damping device of Patent Document 2 described below determines whether or not the traveling speed of the railway vehicle is equal to or higher than a set value, and indicates that traveling equal to or higher than the set value (230 km / h) has continued for a predetermined time or longer. When the determination is made, the damping force control of the semi-active damper is started, and when it is determined that the driving speed lower than the set value has continued for a predetermined time or longer, the damping force control of the semi-active damper is stopped. It is a thing.
JP 2007-131204 A JP 2005-349886 A

By the way, in the vibration damping device of the above-mentioned Patent Document 1, the skyhook attenuation coefficient map indicates that a certain section in the entire route is a curved route condition, and a certain section is a route condition such as a tunnel or a section where a trajectory is out of order. In addition to this, an optimum attenuation coefficient in each section is set. However, in changing the attenuation coefficient according to such route conditions, the optimal attenuation coefficient is selected based on the traveling position, but the selected attenuation coefficient is not necessarily optimal depending on various conditions that cause vibration such as traveling speed. However, there is a possibility that the vibration is worsened. Furthermore, there is a problem that updating of the attenuation coefficient map becomes complicated.
On the other hand, in the vibration damping device of Patent Document 2, semi-active control is executed only for high-speed driving, such as driving at 230 km / h or higher, so that riding comfort is improved during low-speed driving without control. There was a problem that could not be achieved.

  Accordingly, the present invention provides a vibration control device for a railway vehicle that performs semi-active control by checking frequency components of vibration acceleration of a vehicle body and selecting an optimal control frequency and damping coefficient in order to solve such a problem. Objective.

  A vibration damping device for a railway vehicle according to the present invention includes a vibration damping damper provided between the vehicle body and the bogie to suppress vibration generated in the vehicle body, and an unload valve configured in the vibration damping damper. A control controller for controlling a fluid device of a fluid circuit including the control circuit, wherein the control controller controls the damping damper based on an acceleration signal from an acceleration sensor provided in the vehicle body, The control controller obtains a vibration characteristic based on a vibration frequency included in the vibration acceleration of the vehicle body based on an acceleration signal transmitted from the acceleration sensor, and a control frequency band for the vibration acceleration and the damping damper according to the vibration characteristic. It is characterized in that semi-active control is performed with a selected attenuation coefficient.

The railcar damping device according to the present invention calculates the magnitude and ratio of the vibration characteristic for a predetermined frequency component of vibration acceleration obtained from the acceleration sensor, and compares the calculation result with a predetermined condition. It is preferable that they are obtained.
In the railcar vibration damping device according to the present invention, it is preferable that the control controller executes an unload impossibility in which the unload valve is not driven according to the vibration characteristics.
In the railcar vibration control device according to the present invention, the control controller may control the frequency component generated when the railcar passes through a curve or a branch as a frequency component included in the vibration acceleration. When it is determined that the user feels comfortable, it is preferable that the unload impossibility not to drive the unload valve is executed.

  According to the present invention, the vibration characteristics are obtained based on the vibration frequency included in the vibration acceleration of the vehicle body, and the semi-active control is performed by selecting the control frequency band for the vibration acceleration and the damping coefficient of the damping damper according to the vibration characteristics. Further, it is possible to improve the riding comfort of the railway vehicle by eliminating the deviation of the attenuation coefficient. In particular, since the control is performed so as to suppress the vibration generated in the vehicle body regardless of the traveling speed of the railway vehicle, the riding comfort is always improved. In addition, since the unload control is not performed according to the vibration characteristics, the frequency of driving the unload valve can be greatly reduced, deterioration can be suppressed, and the life can be extended.

Next, an embodiment of a railcar vibration damping device according to the present invention will be described below with reference to the drawings. FIG. 1 is a view conceptually showing a vibration damping device provided in a railway vehicle, and is a view seen in the longitudinal direction of the vehicle body.
In the railway vehicle 1, a vehicle body 2 is mounted on two carriages 3 at the front and rear via an air spring 4, and a vibration damping device for preventing the vehicle body 2 from rolling between the vehicle body 2 and the carriage 3. Ten semi-active dampers 5 are provided. The semi-active damper 5 changes the damping force according to the degree of vibration generated in the lateral direction of the vehicle body 2 to enable adjustment of the vibration suppression degree, and is connected between the vehicle body 2 and the carriage 3.

  The semi-active damper 5 includes a fluid circuit including an electromagnetic proportional relief valve and an unload valve that control the working fluid, and the damping device 10 includes an electromagnetic proportional relief valve and an unload valve of the fluid circuit. Has a vibration control controller 6 for controlling the driving of the motor. In addition, the railway vehicle 1 is provided with an acceleration sensor 7 that detects vibrations in the lateral direction of the vehicle body 2, and a vibration damping controller 6 is connected to the acceleration sensor 7. Therefore, in the vibration damping device 10, vibration damping control is performed by changing the damping force of the semi-active damper 5 by the controller 6 that has received the signal from the acceleration sensor 7.

  The semi-active control performed by the vibration damping device 10 is a control method for damping the vehicle body by switching the damping coefficient based on the sign of the relative movement speed between the vehicle body 2 and the carriage 3 and the moving direction of the vehicle body. . In particular, in the vibration damping device 10 of the present embodiment, the vibration damping controller 6 receives the acceleration signal from the acceleration sensor 7, calculates the magnitude and ratio of a predetermined frequency component included in the vibration acceleration, and obtains vibration characteristics. Based on this, semi-active control is performed by selecting an appropriate control frequency band and attenuation coefficient. The moving direction of the vehicle body 2 is determined by the sign of the moving speed (a value obtained by integrating vibration acceleration).

  By the way, in the vibration suppression control using the semi-active damper 5, on-load (high attenuation) and unload (low attenuation) are switched in a pattern as shown in FIGS. For example, when entering a tunnel or passing an oncoming vehicle, a lateral external force acts on the vehicle body 2 due to wind pressure. FIG. 2 shows such a case, in which the vehicle body 2 swings leftward (or rightward), particularly in the direction opposite to the carriage 3, and the semi-active damper 5 expands and contracts. In such a case, the semi-active damper 5 is on-road that gives a strong damping force in the direction in which the vehicle body 2 accelerates by opening / closing the unload valve or adjusting the relief load of the electromagnetic proportional relief valve.

  Further, when the railway vehicle 1 travels in a place where the rail is out of order, or when the track is switched at a rail branch point, the swing speed of the carriage 3 toward the left (or right) of the vehicle body 2 is increased. The vehicle body 2 may swing left and right at a faster speed, and the vehicle body 2 may swing in the same direction. FIG. 3 shows such a case, and the vehicle body 2 also swings as the carriage 3 swings to the left, and the semi-active damper 5 expands and contracts. In such a case, the semi-active damper 5 becomes an unload in which the damping force in the direction of accelerating the vehicle body 2 is reduced by opening / closing the unload valve or adjusting the relief load of the electromagnetic proportional relief valve.

  The on-road damping coefficient is basically obtained by multiplying the moving speed of the vehicle body 2 by a proportional gain. For example, increasing the proportional gain (increasing the damping coefficient) increases the damping effect of low-frequency vibration. On the other hand, the damping effect of high-frequency vibration is not sufficient due to control delay or the like. On the other hand, if the proportional gain is reduced (the damping coefficient is reduced), the damping effect of high-frequency vibration is increased, but the damping effect of low-frequency vibration may not be sufficient. For this reason, it is necessary to consider the vibration frequency to be controlled when selecting the optimum damping coefficient.

  Such control target frequencies are generally 0.5 Hz or higher, which is the evaluation target frequency of the riding comfort standard. However, if control that takes into consideration frequencies lower than the control target frequency (branch passage or curve passage) is not performed, There is a case where the ride comfort is deteriorated. For example, in the case of unloading at the time of branching, the relative left-right displacement between the vehicle body 2 and the carriage 3 increases, and the vehicle 2 hits a stopper that mechanically stops the lateral vibration of the vehicle body 2. Furthermore, since the vehicle moving speed is determined by integrating vibration acceleration, if the frequency band of vibration acceleration is not selected appropriately, the phase of the moving speed will shift and the timing for judging the switching of the moving direction will shift. Therefore, there is a possibility of erroneous determination of switching between onload and unload.

  Therefore, in the control device 10 of the present embodiment, as described above, the vibration acceleration obtained from the acceleration sensor 7 of the vehicle body 2 of the railway vehicle 1 that is actually traveling is vibrated based on the magnitude and ratio of the frequency component. The characteristics are obtained, and semi-active control is performed based on the vibration characteristics using an appropriate control frequency band and damping coefficient. FIG. 4 is a block diagram showing a calculation procedure of a signal for selecting a control frequency band. FIG. 5 is a flowchart for selecting a proportional gain (attenuation coefficient) and a control frequency band.

  The vibration suppression controller 6 includes a plurality of high-pass filters having different cutoff frequencies, and the cutoff frequencies are set higher in the order of the first high-pass filter 21, the second high-pass filter 22, and the third high-pass filter 23, respectively. The cutoff frequency set by each high-pass filter is near the vibration frequency when the first high-pass filter 21 passes through a curve or when it passes through a branch, and the second high-pass filter 22 is near the lower limit of the control target frequency, and the third high-pass filter. The filter 23 is near the boundary between the low-frequency vibration and the high-frequency vibration in the control target frequency range.

  In addition, the vibration suppression controller 6 includes arithmetic units 25, 26, and 27 that average the vibration acceleration to the high-pass filters 21, 22, and 23, and the vibration acceleration power is obtained. And as shown in FIG. 4, the signal for selecting a control frequency in this embodiment is five, a1, P1-P4, and the vibration suppression controller 6 is further provided with the calculating part for calculating the signal. ing.

  First, the vibration acceleration signal a1 is obtained by passing the vibration acceleration K transmitted from the acceleration sensor 7 through the first high-pass filter 21 and subtracting the vibration acceleration K1 of the frequency component extracted there through the calculation unit 31. . When the value of the vibration acceleration signal a1 obtained in this way is large, the railway vehicle 1 often passes a curve or a branch.

  Subsequently, the acceleration power signal P2 passes the vibration acceleration K through the first and second high-pass filters 21 and 22, respectively, and the vibration accelerations K1 and K2 of each frequency component extracted there are calculated by the arithmetic units 25 and 26 as the mean square. Furthermore, it is the value of the difference (P10−P20) obtained by the calculation unit 32 from the acceleration powers P10 and P20. The acceleration power signal P2 is obtained for a component that is higher in frequency than the vibration acceleration signal a1 and lower than the frequency component of the vibration acceleration K2 that has passed through the second high-pass filter 22. Even when the value of the acceleration power signal P2 is large, the railway vehicle 1 often passes a curve or a branch.

  On the other hand, in the acceleration power signal P1, the reciprocal of the above-described acceleration power P10 is obtained by the calculation unit 33, and the ratio to the difference between the acceleration powers P10 and P20 (P10-P20), that is, (P10-P20) / P10 is the calculation unit. 34 is obtained. At this time, if the value of the acceleration power signal P1 is large, the proportion of the low frequency component in the vibration acceleration K1 is large. In this case, the railway vehicle 1 may be curved or branched even if the vehicle body 2 is not shaken so much. Many.

  When the railway vehicle 1 travels along a curve, the vehicle body 2 itself shakes slowly, so that vibration characteristics in which the low frequency component is dominant are obtained. On the other hand, when passing through a branch, since the traveling speed is low, the frequency of the vibration acceleration K also has a vibration characteristic in which the low frequency component is dominant, but it is included in the vibration acceleration K compared to when traveling on a curve. More components with higher frequencies. The acceleration power signals P1 and P2 are mainly used to determine vibrations that occur when the railway vehicle 1 passes through a branch.

  Next, the acceleration power signal P3 is an acceleration power P20 obtained by averaging the vibration acceleration K2 of the frequency component extracted by the second high-pass filter 22 by the arithmetic unit 26. The acceleration power signal P3 is used to determine riding comfort in the control target frequency range. The next acceleration power signal P4 is calculated as an acceleration power P30 obtained by averaging the vibration acceleration K3 of the frequency component extracted by the third high-pass filter 23 by the arithmetic unit 27, and the arithmetic unit 35 calculates the acceleration power P20. It is the value of the difference from the acceleration power P30.

  The magnitude and ratio of the vibration acceleration signal a1 and the acceleration power signals P1 to P4 calculated in this way vary depending on the frequency component included in the vibration acceleration K. The damping controller 6 selects an attenuation coefficient based on the optimal control frequency band based on the calculation results of the vibration acceleration signal a1 and the acceleration power signals P1 to P4. Therefore, selection control of the control frequency band and the attenuation coefficient by the vibration suppression controller 6 according to the flowchart of FIG. 5 will be described next.

  In the vibration damping device 10 of the railway vehicle 1, the detection signal from the acceleration sensor 7 is always transmitted to the controller 6 during traveling, and the calculation shown in the block diagram of FIG. 4 is performed based on the vibration acceleration K of the vehicle body 2. The vibration acceleration signal a1 and the acceleration power signals P1 to P4 are calculated by the processing, and semi-active control is performed with an appropriate attenuation coefficient that selects the control frequency band.

  First, a component less than the control target frequency included in the vibration acceleration K is checked, and the calculated values of the vibration acceleration signal a1 and the acceleration power signals P1 and P2 are set to respective preset values. (S101). When the absolute value of the vibration acceleration signal a1 that is a component less than the control target frequency exceeds the set value, or the acceleration power signal P1 or P2 that is also a component less than the control target frequency exceeds the set value. If this occurs (S101: YES), it is determined that the railway vehicle 1 is passing a curve or a branch, and control for that is performed (S102). That is, in order to suppress the vibration of the vehicle body 2 caused by the passage of a curve or a branch, the controller 6 sets the control frequency band of the vibration acceleration K to be controlled low (for example, from 0.3 Hz) to the semi-active damper 5. On the other hand, control is performed so that unload control is disabled and the proportional gain is increased.

  In the semi-active control, the moving speed and the moving direction when the vehicle body 2 swings in the left-right direction are confirmed, and the moving speed of the vehicle body 2 is obtained by integrating the value of the acceleration sensor 7, and the moving direction is determined by the sign. I can confirm. Then, it is determined whether or not the expansion / contraction of the semi-active damper 5 is attenuated, that is, the on-load control and the unload control are determined.

  The control of the controller 6 in S102 calculates the moving speed and moving direction of the vehicle body 2 from the low frequency component of the control frequency band included in the vibration acceleration K, and controls the semi-active damper 5 accordingly. Then, by increasing the proportional gain, a damping force at the time of on-road works and a large shaking of the vehicle body 2 is stopped. On the other hand, since the unloading valve is not driven during unloading, the semi-active damper 5 functions as a passive damper with the damping force control stopped, and the relative lateral displacement between the vehicle body 2 and the carriage 3 is suppressed. The impact by the mechanical stopper provided between the vehicle body 2 and the carriage 3 is prevented.

  Next, when both the vibration acceleration signal a1 and the acceleration power signals P1 and P2 which are components less than the control target frequency are equal to or less than the set value (S101: NO), the railway vehicle travels other than a curve or a branch, for example, This is a case where the vehicle is traveling at a high speed in a straight line, and semi-active control for that purpose is performed. First, it is confirmed whether or not the value of the acceleration power signal P3 exceeds a set value (S103). When the value of the acceleration power signal P3 exceeds the set value (S103: YES), the riding comfort is relatively poor. It should be noted that high-frequency vibration that cannot be suppressed by the semi-active damper 5 occurs in the vehicle body 2, and in this case, it is further confirmed whether or not the value of the acceleration power signal P4 exceeds the set value (S104).

  Therefore, when the value of the acceleration power signal P4 exceeds the set value and the difference value between the acceleration powers P20 and P30 is large (S104: YES), the vibration characteristics in which the low frequency vibration component of the control target frequency occupies a large ratio. It is. In this case, the control frequency band is set to the middle stage (for example, from 0.5 Hz). Then, the semi-active damper 5 is controlled so that unload control is possible and the proportional gain is increased (S105). That is, the control controller 6 calculates the moving speed and moving direction of the vehicle body 2 from the vibration acceleration in the set control frequency band, and controls the semi-active damper 5 that drives the unload valve accordingly.

  On the other hand, when the value of the acceleration power signal P4 is equal to or lower than the set value (S104: NO), the control frequency band is set to a higher level according to the vibration characteristics with a low frequency vibration component of the control target frequency. (For example, from 1.0 Hz). Then, the semi-active damper 5 is controlled so that unload control is possible and the proportional gain is reduced (S106). In this case, the damping force is reduced because the vibration generated in the vehicle body 2 is small. Therefore, the controller 6 calculates the moving speed and moving direction of the vehicle body 2 from the vibration acceleration in the set control frequency band, and controls the semi-active damper 5 that drives the unload valve accordingly.

  Subsequently, when the value of the acceleration power signal P3 is equal to or less than the set value (S103: NO), the vehicle body 2 has a vibration characteristic in which the frequency component to be controlled by the semi-active damper 5 is dominant, and the ride quality is relatively good. It is. In such a state, the vibration generated in the vehicle body 2 is effectively suppressed by the semi-active damper 5. Even in this case, it is further confirmed whether or not the value of the acceleration power signal P4 exceeds the set value (S107).

  When the value of the acceleration power signal P4 exceeds the set value (S107: YES), the vibration characteristic has many low frequency vibration components of the control target frequency. Therefore, the control frequency band is set to the middle stage accordingly (0.5 Hz to), and unload control is disabled for the semi-active damper 5 and control is performed so that the proportional gain is increased (S108). . That is, the control controller 6 calculates the moving speed and moving direction of the vehicle body 2 from the vibration acceleration in the set control frequency band, and controls the semi-active damper 5 according to the calculated speed. As described above, in order to increase the proportional gain, the damping force works during on-road to stop the body 2 from shaking, but the unload valve is not driven during unloading, and the semi-active damper 5 stops the damping force control. Function as a passive damper.

  On the other hand, when the value of the acceleration power signal P4 is equal to or smaller than the set value (S107: NO), the control frequency band is set to a higher level in accordance with the vibration characteristics with a low frequency vibration component of the controlled frequency. (For example, from 1.0 Hz). Then, the semi-active damper 5 is controlled so that unload control is possible and the proportional gain is reduced (S106). In this case, since the vibration of the vehicle body 2 is relatively small, the damping force is reduced. Therefore, the controller 6 calculates the moving speed and moving direction of the vehicle body 2 from the vibration acceleration in the set control frequency band, and controls the semi-active damper 5 accordingly. Since the proportional gain is reduced as described above, a small damping force works during on-loading, the unloading valve does not drive during unloading, and the semi-active damper 5 functions as a passive damper that stops damping force control. .

  As described above, according to the vibration damping device 10 of the present embodiment provided in the railway vehicle 1, the vibration acceleration signal a1 and the acceleration power signals P1 to P4 are calculated based on the vibration acceleration K detected by the acceleration sensor 7. Then, it was decided to perform semi-active control by selecting the optimal control frequency band and attenuation coefficient by comparing it with the set value. Therefore, the vibration characteristics generated in the vehicle body 2 are always grasped from the signals a1, P1 to P4, and the semi-active control is performed accordingly, so that the deviation of the damping coefficient is eliminated and the riding comfort of the railway vehicle 1 is improved. Can do. In particular, since the control is performed so as to suppress the vibration generated in the vehicle body 2 regardless of the traveling speed of the railway vehicle 1, the riding comfort is always improved.

  By the way, if semi-active control is performed at all points during traveling, deterioration of the unload valve is particularly promoted, and the frequency of maintenance is increased. However, in the present embodiment, the frequency at which the unload valve is driven is greatly reduced without performing the unload control in S102, S108, and S109. Therefore, it is possible to suppress deterioration of the unload valve provided in the semi-active damper 5 and extend its life. Thereby, the frequency | count of a maintenance of a semi-active damper can also be reduced. Even when the unloading is not driven during high-speed traveling, the vibration characteristics with good riding comfort are determined, so that the number of times the unloading valve is driven can be reduced without reducing the riding comfort.

  As mentioned above, although embodiment was shown about the damping device of the rail vehicle which concerns on this invention, this invention is not limited to this, A various change is possible in the range which does not deviate from the meaning.

It is the figure which showed notionally the embodiment of the damping device provided in the rail vehicle, and is the figure seen in the vehicle body longitudinal direction. It is the figure which showed the case where on-road control is performed with respect to the vibration of the vehicle body. It is the figure which showed the case where unload control is performed with respect to the vibration of a vehicle body. It is the block diagram which showed the calculation procedure of the signal which selects a control frequency band. It is the figure which showed the flowchart for selecting a proportional gain (attenuation coefficient) and a control frequency band.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Rail vehicle 2 Car body 3 Bogie 5 Semi-active damper 6 Control controller 7 Acceleration sensor 10 Damping device 21 First high-pass filter 22 Second high-pass filter 23 Third high-pass filter

Claims (4)

Control for controlling a fluid device of a fluid circuit including a vibration damper provided between the vehicle body and the cart to suppress vibration generated in the vehicle body, and an unload valve configured in the vibration damper. A damping device for a railway vehicle in which the controller controls the damping damper based on an acceleration signal from an acceleration sensor provided on the vehicle body,
The control controller obtains a vibration characteristic based on a vibration frequency included in the vibration acceleration of the vehicle body based on an acceleration signal transmitted from the acceleration sensor, and a control frequency band for the vibration acceleration and the damping damper according to the vibration characteristic. A damping device for a railway vehicle, which performs semi-active control with a selected damping coefficient. The vibration damping device for a railway vehicle according to claim 1,
The vibration characteristic is obtained by calculating the magnitude and ratio of a predetermined frequency component of vibration acceleration obtained from the acceleration sensor and comparing the calculation result with a predetermined condition. Shaker. In the railcar damping device according to claim 1 or 2,
The railroad vehicle vibration damping device according to claim 1, wherein the control controller executes an unload impossibility in which the unload valve is not driven according to the vibration characteristic. The vibration damping device for a railway vehicle according to claim 3,
When the control controller determines that the frequency component generated when the railway vehicle passes through a curve or a branch is dominant as the frequency component included in the vibration acceleration or the ride comfort is good, the controller loads the unload valve. A vibration damping device for a railway vehicle, which performs unloading impossible without driving.

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