JP5181326B2 - Railway vehicle suspension system - Google Patents

Description

  The present invention relates to a railway vehicle suspension device that is used in a railway vehicle to suppress vibration.

  As an example of a conventional railway vehicle suspension device, a damper is interposed between the vehicle body and the carriage, and the apparatus is configured to suppress the abnormal movement of the carriage such as the snake behavior of the carriage that may occur during traveling by the damping force of the damper. (See Patent Document 1). In the apparatus of Patent Document 1, a yaw damper that improves the riding comfort of the carriage and suppresses the snake behavior and a left and right movement damper that reduces left and right shaking are used as the damper.

In addition, as another example of a conventional suspension system for railway vehicles, a left-right hydraulic hydraulic damper (liquid damper) with a damping coefficient switching is interposed between the vehicle body and the carriage, and electromagnetic force is used in parallel with the liquid damper. There are also known suspension apparatuses for railway vehicles that are configured by installing actuators such as so-called electromagnetic actuators, fluid actuators using hydraulic pressure and pneumatic pressure. In the railway vehicle suspension apparatus thus provided with the actuator, the vibration suppression control is performed by causing the actuator to generate a thrust force acting on the vehicle body or the carriage (referred to as active control). When the control is not performed, the thrust is not generated [referred to as passive. I am trying to do it. At the time of active control, the damping coefficient C of the damping coefficient switching type hydraulic damper is set to “low” so that the damping force necessary for vibration reduction is generated in the hydraulic damper to reduce the thrust load of the actuator. The damping coefficient C is switched to “high” to ensure the driving safety and stability of the vehicle.
Japanese Patent Laid-Open No. 2005-67276

By the way, in a railway vehicle, when the yaw damper cannot generate a damping force due to oil leakage or an abnormality such as dropping occurs, the function of suppressing the snake behavior of the yaw damper is substantially lost.
As a countermeasure, in a railway vehicle suspension system using a yaw damper and a left-right motion damper, a failure of the yaw damper is detected, and control is performed to increase the damping coefficient of the left-right motion damper based on the detection result, thereby preventing abnormal bogies of the carriage. It is considered to try to suppress it.
On the other hand, in recent years, high-speed travel of railway vehicles has been achieved, and accordingly, bogie abnormal shaking is likely to occur even when traveling at point locations or traveling in curved sections. For this reason, the above-described method for suppressing abnormal bogie swaying based on the result of detecting the failure of the yaw damper cannot properly deal with the recent situation of high-speed running of railway vehicles, and needs to be improved. Was the actual situation.

  Further, in the above railway vehicle suspension apparatus in which the liquid damper and the actuator are interposed in parallel between the vehicle body and the carriage, when an abnormal shake detection signal indicating the abnormal movement of the carriage is received, an operator reset operation is performed. A process of stopping the vibration suppression control (active control) (hereinafter referred to as a fail process) is performed until the above is performed. In this suspension device, once an abnormal vibration detection signal is received, the vibration suppression control by the liquid damper and the actuator cannot be performed until an operator reset operation is performed, and the vibration suppression control is restored. It was inconvenient and complicated to handle. In particular, as described above, with the recent progress of high-speed railway vehicles, there are increasing opportunities to receive abnormal motion detection signals, and there is a need to improve the inconvenience. It was a fact.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a railroad vehicle suspension device that can appropriately suppress abnormal vibration when a bogie is abnormally rocked.
Another object of the present invention is to provide a railroad vehicle suspension apparatus that can perform a return operation of vibration suppression control satisfactorily and improve convenience.

The present invention includes an actuator that can generate a thrust acting on the vehicle body or the carriage interposed between the vehicle body and the carriage and that normally generates a normal thrust of a predetermined magnitude, and a damping coefficient that is provided in parallel with the actuator. In a railway vehicle suspension apparatus comprising: an adjustable liquid damper; and a controller that controls an operation of the actuator and the liquid damper to perform vibration suppression control on the vehicle body and the carriage.
Corresponding to the abnormal shaking of the carriage, the controller has an input means for inputting an abnormal shaking detection signal indicating this, and when the abnormal shaking detection signal is not inputted to the input means, the controller has a damping coefficient of the liquid damper. the leave small, when the abnormality upset detection signal to said input means is inputted, at the same time increase the damping coefficient of the liquid damper, the actuator, from the generated thrust is the normal thrust, not stopped Control is performed so that the thrust is small .
In addition, an actuator that is interposed between the vehicle body and the carriage and can generate a thrust acting on the vehicle body or the carriage, and normally generates a normal thrust of a predetermined magnitude, and a damping coefficient that is provided in parallel with the actuator can be adjusted. A railway vehicle suspension apparatus comprising: a liquid damper, and a controller for controlling vibration of the vehicle body and the carriage by controlling the operation of the actuator and the liquid damper.
Corresponding to the abnormal shaking of the carriage, an input means for inputting an abnormal shaking detection signal indicating this is provided, and when the abnormal shaking detection signal is inputted to the input means, the controller The damping coefficient is increased, and at the same time, the thrust generated by the actuator is controlled so that the coupling rigidity between the vehicle body and the carriage is improved.

  ADVANTAGE OF THE INVENTION According to this invention, the abnormal fluctuation can be suppressed appropriately at the time of the abnormal movement of the carriage.

A railcar suspension apparatus according to a first embodiment of the present invention will be described with reference to the drawings.
1 and 2, a vehicle body 3 of a railway vehicle (hereinafter also simply referred to as a vehicle) in which the railway vehicle suspension device 1 according to the first embodiment of the present invention is used includes front and rear carts 4f and 4r. (Hereinafter collectively referred to as a carriage 4 as appropriate) is placed via an air spring 5.

Between the vehicle body 3 and each of the front and rear carriages 4f and 4r, the front and rear actuators 7f and 7r (hereinafter, collectively referred to as the actuator 7 as appropriate) and the front and rear damping in the left and right direction. Switchable hydraulic dampers 8f and 8r (hereinafter, collectively referred to as a hydraulic damper 8 as appropriate, a liquid damper) are interposed.
Front and rear center pins 6f and 6r (hereinafter collectively referred to as the center pin 6 as appropriate) project from portions corresponding to the center portions of the front and rear carriages 4f and 4r at the lower portion of the vehicle body 3, respectively. .
The actuator 7 and the hydraulic damper 8 are disposed so as to be parallel to each other between the center pin 6 (front center pin 6f, rear center pin 6r) and the column 4b erected on the frame 4a of the carriage 4.

  The actuator 7 is composed of a direct-acting motor, and can be driven by a motor driver (motor drive circuit) incorporated in the controller 10 to be described later to generate a longitudinal force (hereinafter referred to as thrust appropriately). It is like that. Each of the actuators 7 (front and rear actuators 7f and 7r) is provided with a stroke sensor (not shown) to detect relative displacement between the vehicle body 3 and the front and rear carriages 4f and 4r. . Needless to say, a hydraulic or pneumatic fluid actuator may be used as the actuator.

Rear acceleration sensors 9f and 9r (hereinafter referred to as acceleration sensors 9 as appropriate) before detecting the lateral acceleration acting on the vehicle body 3 are provided at portions corresponding to the front and rear carriages 4f and 4r in the vehicle body 3, respectively. Has been placed.
The railway vehicle suspension apparatus 1 further includes the controller 10 (input means). The controller 10 receives an acceleration signal from the acceleration sensor 9 and receives a displacement signal from the stroke sensor. The controller 10 is further supplied with an abnormal shake signal (abnormal shake detection signal) sent from the abnormal shake detection means (not shown) or the higher-level information control device 13 when the cart 4 generates abnormal shake. ing.
The controller 10 generates a predetermined amount of thrust (normal thrust) to the actuator 7 during normal travel. In addition, by receiving an input of an abnormal shaking signal, vibration suppression control is performed along the signal waveforms of FIGS. 3, 4, and 5.

  That is, as shown in FIG. 3, when the controller 10 receives an input of an abnormal shaking signal (cart abnormal shaking signal), the controller 10 immediately switches the damping coefficient C of the hydraulic damper 8 to “high” and the running of the cart 4 and thus the railway vehicle 2. Ensure stability. The damping coefficient C can be switched to “high” only for the cart 4 in which abnormal vibration has occurred. However, when the damping coefficient of the hydraulic damper 8 is switched simultaneously for both the front and rear carts 4f and 4r, the front and rear carts 4f and 4r are switched. At the same time, the attenuation coefficient C is switched to “high”.

Next, it is monitored whether or not the input of the abnormal shaking signal continues for a certain time (for example, 2 seconds), and when it does not continue for the certain time or longer, as shown in FIG. For example, a return operation (return operation section) starts after 2 seconds). The time for the return operation is, for example, 2 seconds, and the damping coefficient C of the hydraulic damper 8 is kept “high” during this period. Here, the thrust of the actuator 7 is not reduced, the ratio of the generated thrust to the normal thrust (hereinafter referred to as the control force ratio) is maintained at 1.0, and the thrust is generated so as to reduce the vibration of the vehicle body 3 as usual. .
After the return operation section, the damping coefficient C of the hydraulic damper 8 is switched to “low”.
The thrust of the actuator 7 is not decreased during the signal monitoring period + returning operation period, thereby suppressing the deterioration of the riding comfort during this period as much as possible.

Further, as shown in FIG. 4, when the abnormal vibration signal continues for a certain time (for example, 2 seconds) or longer, as described above, the damping coefficient C of the hydraulic damper 8 set at the time of input of the abnormal vibration signal “ While maintaining the “high” level state, when the abnormal shaking signal has passed for a certain period of time, assuming that an emergency has occurred, the system is shifted to the fail state, and the thrust of the actuator 7 is zero (ie, the control force ratio is zero). At the same time, a system failure is notified to the higher-level information control device 13 or the like. In this case, the “high” level state of the damping coefficient C of the hydraulic damper 8 is maintained and the thrust generated by the actuator 7 is set to zero as shown in FIG. Like to do.

  As shown in FIG. 5, when an abnormal shaking signal is input, the signal monitoring time is always reset and signal monitoring is started, and then a return operation (recovery operation section) is entered. Then, as shown in FIG. 5, when an abnormal shaking signal is input again during the signal monitoring period + recovery operation period, the signal monitoring returns to the initial state, and from the time when the abnormal shaking signal is first input. Continuously, the damping coefficient C of the hydraulic damper 8 is maintained in the “high” state.

The operation of the railway vehicle suspension control apparatus configured as described above will be described based on the control flowchart shown in FIG. The controller 10 repeatedly performs the process shown in FIG. 6 every predetermined sampling time. The controller 10 first determines whether or not the abnormal shaking signal is ON (whether or not an abnormal shaking signal has been input) (step S1). If YES is determined in step S1, it is determined whether or not the abnormal shaking signal before one sampling is ON (step S2).
If NO is determined in step S2 (that is, the abnormal shaking signal before one sampling is OFF), the signal monitoring operation (signal monitoring section) is performed as shown by the abnormal shaking signal waveforms in FIG. 3, FIG. 4, and FIG. The signal monitoring operation state is set (step S3). Subsequent to step S3, the damping coefficient C of the hydraulic damper 8 is switched to “high” (step S4), as shown by the signal waveform indicating the damping coefficient of the hydraulic damper in FIG. 3, FIG. 4, and FIG. Is cleared to zero (step S5).

If NO is determined in step S1 (that is, the abnormal shaking signal is OFF), it is determined whether the signal monitoring operation state is set (step S6).
Either the process of step S5 is terminated, or YES is determined in step S2 (that is, YES in step S1 (the abnormal shaking signal is ON) and the signal monitoring operation is in progress) or YES in step S6 [that is, If it is determined that the abnormal oscillation signal is not ON and the signal monitoring operation is in progress], the monitoring operation time is counted up (timed) (step S7).

  Subsequent to step S7, it is determined (monitored) whether or not the monitoring operation time has passed a fixed time Td (for example, Td = 2 seconds) (step S8). If YES is determined in step S8 (that is, the monitoring operation time has passed for a certain time Td), it is determined whether or not the abnormal shaking signal is OFF (step S9). If NO is determined in step S9, that is, if the abnormal shaking signal continues to be ON, abnormal shaking failure processing (see FIG. 4) is performed, and the process returns to the main routine (not shown). In the abnormal shaking fail process, a fail process (maintaining the “high” level state of the damping coefficient C of the hydraulic damper 8 and setting the control force ratio of the actuator 7 to zero (set the generated thrust to zero)) is performed (step S10). Next, the host information control device 13 is notified that a failure has occurred (step S11).

  If YES is determined in step S9 (that is, the abnormal shaking signal is OFF), the monitoring operation time is a time obtained by adding the fixed time Td and the return operation time (2 seconds in the present embodiment) [“fixed time Td”. + "Returning operation time"] is determined (step S12). If YES is determined in step S12 (that is, the monitoring operation time reaches “Td + reset operation time”), the damping coefficient C of the hydraulic damper 8 is set as shown by the signal waveform indicating the damping coefficient of the hydraulic damper in FIG. Switching to “low” (step S13). Following step S13, the signal monitoring state is terminated (step S14), and the control calculation is executed (step S15).

  If it is determined NO in step S6 (the abnormal shaking signal is OFF and the signal monitoring operation is not in progress), the monitoring operation time count (time measurement) is cleared to zero (step S16), and the process returns to the main routine (not shown). If NO is determined in step S8, the process proceeds to step S12. Moreover, if it determines with NO by step S12, it will progress to step S15.

According to the above-described embodiment, when the controller 10 receives the input of the abnormal shaking signal, the controller 10 increases the damping coefficient C of the hydraulic damper 8, so that the railway vehicle 2 temporarily travels along a point, a curved road, or the like. Even when abnormal shaking occurs, by receiving the input of the abnormal shaking signal, the abnormal shaking can be suppressed and good running stability and running safety can be ensured. Furthermore, when the yaw damper fails, the yaw damper failure is detected, and the abnormalities caused by various factors are not restricted by the yaw damper failure, compared to the conventional technology set to increase the damping coefficient of other dampers. Abnormal shaking can be suppressed against shaking.
Further, when the abnormal shaking signal is input to the controller 10, the controller 10 increases the damping coefficient C of the hydraulic damper 8, and the input of the abnormal shaking signal is continued for a predetermined time (signal monitoring section). Maintains the state where the damping coefficient C of the hydraulic damper 8 is increased and makes the thrust generated by the actuator 7 zero (see FIG. 4), thereby suppressing abnormal shaking and ensuring the running stability of the carriage.

In the above embodiment, for example, as shown in FIGS. 3 and 5, the thrust generated by the actuator 7 in the signal monitoring section and the return operation section is set to the magnitude of the normal thrust (control force ratio 1.0). As an example, it is possible to reduce the thrust generated by the actuator in the section. This example (2nd Embodiment) is demonstrated based on FIG.7 and FIG.8 with reference to FIGS.
Railway vehicle suspension apparatus according to the second embodiment (corresponding to claims 2, 4 and 7). In FIG. 7, when an abnormal shaking signal for notifying detection of abnormal shaking of the carriage is input to the controller 10 (see FIG. 1), the controller 10 immediately switches the damping coefficient C of the hydraulic damper 8 to “high”. Ensure driving stability. At the same time, the thrust of the actuator 7 is reduced at a constant ratio. Here, for example, the thrust of the actuator is reduced by multiplying a thrust command to the actuator by a gain of 0.2 times.

In the return operation section, the thrust command generated by the actuator 7 is gradually increased. After the return operation section, the damping coefficient C of the hydraulic damper 8 is switched to “low”, and the thrust of the actuator 7 is set to a normal thrust.
During the signal monitoring section + return operation section, the thrust of the actuator 7 is reduced to suppress the generation of thrust that promotes the abnormal movement of the carriage, ensuring the running stability of the carriage 4 and minimizing the ride comfort. I try to secure it.

FIG. 8 shows a control flow according to the second embodiment. The control flow of the second embodiment is mainly different from that of FIG. 6 of the first embodiment in that it includes steps S21 to S24, and the same processing is performed for steps S1 to S16. I have to. In the first embodiment (FIG. 6), when NO is determined in step S12, the process proceeds to step S15, whereas in the second embodiment, the process proceeds to step S21. In the first embodiment (FIG. 6), when the process of step S16 ends, the process returns to the main routine, whereas in the second embodiment, the process proceeds to step S24.
In FIG. 8, the controller 10 ends the signal monitoring state (step S14), or if it is determined NO in step S12, the controller 10 determines whether the monitoring operation time has exceeded a certain time Td (step S21).

If YES is determined in step S21, the control force ratio is expressed by an equation so that the thrust of the actuator 7 gradually increases with time as shown in the return operation section of FIG. 7 (step S15). Calculate according to (1) and go to step S15.
Control force ratio = g1 + ((1-g1) × (monitoring operation time−Td) / 2) (1)
However, g1 = thrust reduction gain (0.2 in this embodiment)

If NO is determined in step S21 (the monitoring operation time has not passed the fixed time Td), the control force ratio of the actuator 7 is a predetermined magnitude (step S15) as shown in the signal monitoring section of FIG. The thrust reduction gain g1 (0.2 in this embodiment) of the actuator 7 is set (calculated) so as to be 0.2 in this embodiment (step S23), and the process proceeds to step S15.
Further, when the zero clear process (step S16) of the monitoring operation time performed when NO is determined in step S6 (that is, the signal monitoring operation state is not set), the thrust reduction gain g1 is set to 1, and the step Proceed to S15.

According to the second embodiment, as described above, the thrust of the actuator 7 is reduced during the signal monitoring section + the return operation section, and the generation of thrust that promotes abnormal bogie shaking is also suppressed. In addition to ensuring the running stability of the cart 4, the ride comfort is ensured to a minimum. That is, the actuator 7 generates a normal thrust during normal times so as to suppress vibrations, but does not take any measures if it is controlled so as to generate a normal thrust equal to normal during abnormal oscillation. Then, it can happen that the control of the actuator 7 promotes the abnormal shaking. On the other hand, in the second embodiment, in the case of abnormal shaking, the thrust generated by the actuator 7 is reduced as described above, so that generation of thrust that promotes the cart abnormal shaking is suppressed. Become.

  Further, when the input of the abnormal shaking signal to the controller 10 is stopped, the controller 10 gradually returns the thrust generated by the actuator 7 to the normal thrust (control force ratio 1.0), and the predetermined time [ After confirming that the abnormal shaking signal is not re-input over the period of time corresponding to (signal monitoring section + returning operation section), the damping coefficient C of the hydraulic damper 8 is reduced. As described above, when the input of the abnormal shaking signal to the controller 10 is stopped, after confirming that the abnormal shaking signal is not re-input for a predetermined time (the time corresponding to the signal monitoring section + the return operation section), the hydraulic damper Since the damping coefficient C of 8 is reduced to return to the normal control state, even when abnormal shaking occurs due to curve driving or point driving, the active control (normal control state) is properly recovered. it can. For this reason, the operator does not need to reset the apparatus to return the active control, and the handling becomes simple.

  In the above embodiment, as shown in FIG. 7, the thrust command generated by the actuator 7 is gradually increased in the return operation section, but instead, the actuator 7 is generated stepwise in the return operation section. You may comprise so that the thrust command to perform may be raised.

  In the above embodiment, when an abnormal shaking signal is input to the controller 10 to detect the abnormal shaking of the carriage, the controller 10 immediately switches the damping coefficient C of the hydraulic damper 8 to “high”, but the actuator 7 is changed according to the stroke speed. Thus, a resistance force (thrust corresponding to a damping force) is generated in the direction opposite to the stroke direction, and the damping force of the actuator 7 is added to the damping force of the hydraulic damper 8, and the combined rigidity of the vehicle body and the carriage [vehicle body And, when one of the carriages behaves by receiving an external force, the degree of behavior following with respect to the other may be improved] (third embodiment).

When the bogie is abnormally shaken, the coupling rigidity between the vehicle body and the bogie can be increased, and the running stability of the bogie and thus the vehicle can be ensured.
Similarly to the case of the third embodiment, as shown in the signal monitoring section and the return operation section of FIG. 9, the actuator 7 is subjected to a resistance force (corresponding to a spring force) in a direction opposite to the direction of the stroke according to the stroke displacement. (Thrust force) is generated, and the resistance force of the actuator 7 (thrust force corresponding to the spring force) is added to the damping force of the hydraulic damper 8 so that the combined rigidity of the vehicle body and the carriage is improved (fourth). Embodiment). According to the fourth embodiment, as in the case of the third embodiment, the carriage and thus the traveling stability of the vehicle can be ensured.

In the above embodiment, when an abnormal shake signal is input, the signal monitoring time is always reset and signal monitoring is started, and then the return operation is started. Therefore, the abnormal shake is again performed between the signal monitoring period and the return operation period. When the signal is input, the initial state of the signal monitoring is returned, and the damping coefficient of the hydraulic damper 8 is maintained at the “high” state continuously from the time when the abnormal oscillation signal is first input.
However, when abnormal shaking signals are frequently input, there is a high possibility that some trouble has occurred in the cart 4 or a sensor for detecting abnormal shaking, so a certain number of times (for example, 5 minutes) ( For example, when an abnormal vibration signal of 3 times or more is input, the controller 10 immediately switches the damping coefficient C of the hydraulic damper 8 to “high” and makes the system transition to the fail state, and the thrust of the actuator 7 is zero. (5th Embodiment) may be comprised. In the fifth embodiment, a system failure is simultaneously notified to the higher-level information control device 13 or the like.

  In the first to fifth embodiments, when abnormal bouncing of the carriage is detected, the damping coefficient C of the left and right hydraulic hydraulic damper 8 of the damping coefficient switching type is immediately set to “high”, but the controller 10 has the damping coefficient “high”. There is a time difference from when the signal is output to the solenoid valve or the like until the damping coefficient of the hydraulic damper 8 actually becomes “high”. As a result, if the actuator thrust is reduced at the same time as the output of the damping coefficient “high” signal, there will be a time when the damping force in the left and right directions of the carriage is small even though the carriage is abnormally shaken. There was a possibility that stability would be further impaired.

On the other hand, as shown in FIG. 10, when an abnormal shaking of the carriage 4 occurs, the controller 10 immediately sets the damping coefficient C of the hydraulic damper 8 to “high” to ensure the running stability of the carriage 4, The thrust generated by the actuator 7 may be reduced with a certain time difference (sixth embodiment).
According to the sixth embodiment, the active control operation is maintained for a certain period of time even when four abnormal movements of the carriage are detected. It is possible to avoid a state in which the damping coefficient C of the left and right hydraulic damper 8 that can occur due to an operation delay or the like is “low” and the thrust of the actuator 7 is small, and accordingly, the carriage has good stability. Can be secured.

1 is a rear view schematically showing a railway vehicle suspension device and a railway vehicle using the same according to a first embodiment of the present invention. It is a top view which shows the trolley | bogie of FIG. 1 with a damper. 2 is a timing chart showing an abnormal operation signal received by the controller of FIG. 1, a damping coefficient of the damper of FIG. 1, and a control force ratio with respect to a normal thrust generated by an actuator. FIG. 4 is a timing chart corresponding to FIG. 3 for explaining the control contents when a failure occurs. It is a timing chart which shows resetting the monitoring time and restarting the signal monitoring when receiving the input of the abnormal shaking signal. It is a flowchart which shows the processing content of the controller of FIG. It is a timing chart for demonstrating 2nd Embodiment of this invention. It is a flowchart which shows the processing content of the controller used for 2nd Embodiment of this invention. It is a timing chart for explaining a 3rd embodiment of the present invention. It is a timing chart for explaining a 6th embodiment of the present invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle suspension apparatus, 3 ... Vehicle body, 4 ... Bogie, 7f, 7r (7) ... Front and rear actuators (actuators), 8f, 8r (8) ... Front and rear damping switching hydraulic dampers (liquid Damper), 10... Controller (input means).

Claims (7)

An actuator that is interposed between the vehicle body and the carriage and can generate a thrust acting on the vehicle body or the carriage, and normally generates a normal thrust of a predetermined magnitude, and a liquid that is provided in parallel with the actuator and capable of adjusting a damping coefficient In a railway vehicle suspension apparatus comprising: a damper; and a controller for controlling vibration of the vehicle body and the carriage by controlling the operation of the actuator and the liquid damper.
Corresponding to the abnormal shaking of the carriage, the controller has an input means for inputting an abnormal shaking detection signal indicating this, and when the abnormal shaking detection signal is not inputted to the input means, the controller has a damping coefficient of the liquid damper. the leave small, when the abnormality upset detection signal to said input means is inputted, at the same time increase the damping coefficient of the liquid damper, the actuator, from the generated thrust is the normal thrust, not stopped A suspension device for a railway vehicle, wherein the suspension device is controlled to have a small thrust . 2. The suspension device for a railway vehicle according to claim 1, wherein, after the abnormal motion detection signal is input to the input unit, the controller is configured to perform the liquid damper when the abnormal motion detection signal is not input again for a predetermined time. A suspension device for a railway vehicle, characterized in that a damping coefficient of the vehicle is reduced.   2. The railway vehicle suspension apparatus according to claim 1, wherein the controller monitors the input of the abnormal motion detection signal to the input means for a predetermined time, and when the controller continues, the controller attenuates the liquid damper. A suspension device for a railway vehicle, wherein a state where a coefficient is increased is maintained and the thrust generated by the actuator is zero.   3. The railway vehicle suspension apparatus according to claim 2, wherein when the input of the abnormal motion detection signal to the input means is stopped within a predetermined time, the damping coefficient of the liquid damper is reduced and the actuator is generated. A suspension device for a railway vehicle, wherein the thrust to be restored is returned to the normal thrust. 3. The railway vehicle suspension device according to claim 2, wherein when the input of the abnormal motion detection signal to the input unit is stopped, the controller gradually changes the thrust generated by the actuator to normal thrust or suspension system for a railway vehicle, characterized in Rukoto gradually restored. 6. The railway vehicle suspension apparatus according to claim 5 , wherein the damping coefficient of the liquid damper is reduced after confirming that the abnormal motion detection signal to the input means is not re-input for a predetermined time. Suspension device. An actuator that is interposed between the vehicle body and the carriage and can generate a thrust acting on the vehicle body or the carriage, and normally generates a normal thrust of a predetermined magnitude, and a liquid that is provided in parallel with the actuator and capable of adjusting a damping coefficient In a railway vehicle suspension apparatus comprising: a damper; and a controller for controlling vibration of the vehicle body and the carriage by controlling the operation of the actuator and the liquid damper.
Corresponding to the abnormal shaking of the carriage, an input means for inputting an abnormal shaking detection signal indicating this is provided, and when the abnormal shaking detection signal is inputted to the input means, the controller A suspension device for a railway vehicle, wherein a damping coefficient is increased, and at the same time, a thrust generated by the actuator is controlled so that a coupling rigidity between a vehicle body and a carriage is improved.

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