JP5190864B2 - Railway vehicle vibration control device - Google Patents

Description

  The present invention relates to an improvement in a railcar vibration damping device.

  When traveling on a railway vehicle, the vehicle body is transverse to the direction of travel of the vehicle (hereinafter referred to simply as “lateral”) due to the inclination of the rail installation surface, track misalignment, crosswind, centrifugal acceleration applied to the vehicle during turning, etc. The vibrations to say) act. Since this lateral vibration causes the riding comfort of the railway vehicle to deteriorate, the railway vehicle is provided with an air spring, a coil spring or the like between the vehicle body and the carriage to suppress this vibration. In addition to absorbing the impact that the vehicle body receives from the carriage, the damper is placed in parallel with the coil spring to suppress vibration of the vehicle body.

As one example, a system is known in which the damping force of the damper is variable and the control force output to the damper is controlled according to a control law. In such a system, the lateral direction detected by an acceleration sensor is known. Skyhook semi-active control is performed based on the acceleration (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 10-297485 (FIG. 2)

  Apart from this, in rail cars, in order to smooth the running of the curved section and to suppress the deviation to one side of the rail, the inner side called the tread slope is made trapezoidal on the tread contacting the track (rail) of the wheel A gradient is provided, and the carriage geometrically snakes when traveling in a straight section. In addition, the cart may vibrate in the lateral direction depending on the condition of the track.

  Further, the horizontal vibration of the carriage represented by the snake behavior (hereinafter simply referred to as “the vibration of the carriage”) tends to become harder to converge and increases as the traveling speed increases, hindering the speedup of the railway vehicle. In recent years, in order to achieve speedup of railway vehicles, the tread slope is optimized, or a yaw damper that suppresses rotation of the carriage relative to the car body is provided between the car body and the carriage, Occurrence of bogie vibration is suppressed.

  However, even in the railway vehicle as described above, the vibration of the carriage may become significant due to wear of the wheels and aging of the bushes. In such a case, if the Skyhook semi-active control is continued, There is a case where the vibration of the carriage is promoted.

  This is because in Skyhook semi-active control, the direction of movement of the carriage and the body is the same, but when the speed of the carriage exceeds the speed of the body, the control force of the damping force variable damper is made as close to 0 as possible. However, the vehicle body is designed to dampen the vibration in the lateral direction with the control force generated by the variable damping force damper using the carriage as an anchor. In other words, the carriage is also in a position to attenuate the lateral vibration with the control force generated by the damping force variable damper using the vehicle body as an anchor, so that the carriage has any force to suppress the vibration in the above situation. As a result, the vibration of the carriage is promoted, and as a result, the vibration component of the carriage is superimposed on the vibration of the vehicle body and the riding comfort of the vehicle is deteriorated.

  In the conventional railcar vibration damping device, there is no response to the lateral vibration of the bogie, and even if the bogie vibration becomes large, the skyhook semi-active control is continued and the ride comfort in the vehicle is reduced. There is a harmful effect of losing.

  Therefore, the present invention was devised to improve the above-described problems, and the object of the present invention is to impair the riding comfort of the vehicle even when the carriage vibrates due to aging. There is no rail vehicle damping device to provide.

To achieve the above object, the vibration damping device of a railway vehicle in problem-solving means of the present invention, transverse to the traveling direction of the vehicle is interposed between the carriage for supporting the vehicle body and the vehicle body in a railway vehicle vibration and suppressing damping force variable damper of the vehicle body, a detecting means for detecting an acceleration in a lateral direction with respect to the vehicle traveling direction that acts on the vehicle body of the railway vehicle, the vehicle body vibration to which the damping force variable damper is generated In a railcar vibration control device having a control means for controlling skyhook semi-active to suppress the control force, a sampling period in which the acceleration detected by the detection means is set to half of the natural period of the lateral vibration of the carriage If the maximum amplitude of the acceleration in the sampling period is continuously obtained and the maximum amplitude of the acceleration obtained sequentially exceeds the amplitude threshold, And so as to function the damping force variable damper as a passive damper. In order to achieve the above-described object, a vibration control device for a railway vehicle according to the problem solving means of the present invention is interposed between a vehicle body in a railway vehicle and a carriage supporting the vehicle body with respect to the traveling direction of the vehicle. The damping force variable damper that suppresses the vibration of the vehicle body in the lateral direction, the detection means that detects the acceleration in the lateral direction with respect to the vehicle traveling direction that acts on the vehicle body of the railway vehicle, and the damping force variable damper that is generated by the damper In a vibration control device for a railway vehicle having a control unit that performs skyhook semi-active control of a control force that suppresses vehicle body vibration, acceleration detected by the detection unit is subjected to a fast Fourier transform at a natural frequency in the lateral direction of the carriage. When a power spectrum is obtained and the power spectrum exceeds a threshold value, the damping force variable damper functions as a passive damper.

  According to the railcar vibration damping device of the present invention, the vibration of the carriage is detected, and when the vibration becomes significant, the damping force variable damper interposed between the vehicle body and the carriage is subjected to the skyhook semi-active control. In addition, since it functions as a passive damper, the vibration of the carriage is not promoted, the running stability can be secured and the deterioration of the riding comfort in the vehicle can be prevented, and the riding comfort of the vehicle is not impaired.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram illustrating an example of a railcar vibration damping device system according to an embodiment. FIG. 2 is a plan view of a vehicle equipped with a railcar vibration damping device according to an embodiment. FIG. 3 is a diagram showing a cycle of sampling acceleration for obtaining the power spectrum of the natural frequency in the lateral direction of the carriage. FIG. 4 is a diagram illustrating a cycle of sampling acceleration in a vibration damping device for a railway vehicle according to another embodiment.

  As shown in FIGS. 1 and 2, the vibration damping device 1 for a railway vehicle in one embodiment basically has a vehicle body so as to suppress vibration of the vehicle body B in the lateral direction with respect to the traveling direction of the vehicle V. The damping force variable damper 3 interposed between B and the front and rear carts W, the acceleration sensor 2 as a detecting means for detecting the lateral acceleration of the vehicle body B, and each damping force variable damper 3 are skyhook semi-active. The control part 4 which is a control means to control is provided and comprised. The vehicle body B is elastically supported by an air spring A interposed between the vehicle body B and the carriage W, and the carriage W is elastically supported by a spring S interposed between the carriage W and the axle R. Has been.

  The damping force variable damper 3 is a variable damping force fluid pressure damper. When a control command is received from the control unit 4, for example, a resistance given to a fluid by a control valve such as a solenoid valve (not shown) is changed according to the control command. By doing so, the attenuation characteristic can be changed.

In the case of the present embodiment, the acceleration sensors 2 that detect the lateral acceleration acting on the vehicle body B are installed one by one near the carriage W before and after the vehicle body B, and follow the floor surface of the vehicle body B. An acceleration sensor capable of detecting lateral acceleration may be used, but in addition, an acceleration sensor capable of detecting vertical and longitudinal accelerations may be used. In the case of skyhook semi-active control, the lateral acceleration is integrated by the control unit 4 to be converted into a lateral speed, or separately calculated by calculating the speed from the acceleration provided outside the control unit 4. It is converted into a lateral speed by means.

The control unit 4 converts an acceleration signal, which is an analog voltage output from the acceleration sensor 2, into a digital signal as a hardware resource in order to analyze the skyhook semi-active control and acceleration of the damping force variable damper 3. An external A / D converter, an arithmetic processing unit such as a CPU (Central Processing Unit) that obtains information on the acceleration of the vehicle body B from the acceleration sensor 2 and calculates a control force, and provides a storage area for the arithmetic processing unit A storage means comprising a main storage device such as a RAM (Random Access Memory) and a secondary storage device such as an HD (Hard Disk) in which a program used in the control force calculation process and acceleration analysis is stored; And the control force calculated as described above is generated in the damping force variable damper 3. Control instructions because adapted to be output to the variable damping force damper 3.

Note that a program such as a processing procedure necessary for the calculation of the skyhook semi-active control may be stored in a storage medium, and a drive that can sequentially read the program may be provided.

  Incidentally, in the skyhook semi-active control, the control unit 4 calculates the control force F by F = Cs × (dX / dt) when (dX / dt) × {d (XY) / dt} ≧ 0. In addition, when (dX / dt) × {d (XY) / dt} <0, the control force F is set to F = 0. Here, dX / dt is the lateral speed of the vehicle body B, d (XY) / dt is the relative speed in the lateral direction of the vehicle body B and the carriage W, and Cs is the skyhook attenuation coefficient. .

  Then, the control force F calculated by the control unit 4 is further transmitted to the damping force variable damper 3 as a control command, whereby the damping force variable damper 3 generates the control force F. Further, the control unit 4 can change the skyhook attenuation coefficient Cs used for the skyhook semi-active control.

  Here, when the skyhook semi-active control is performed, information on the relative speed between the vehicle body B and the carriage W is required. In the vibration damping device of this railway vehicle, the damping force variable damper 3 is effectively extended ( Control force is generated only during the extension stroke), and it is configured to be switched by the control valve so that it has the characteristics of pressure effect (control force is generated only during the compression stroke), and is controlled according to the above Skyhook control law In this case, the relative speed d (XY) / dt on the extension side of the damping force variable damper 3 is set to be positive, and when dX / dt> 0, the damping force variable damper 3 is switched to the extension effect. Therefore, if d (X−Y) / dt> 0, (dX / dt) × {d (XY) / dt} ≧ 0 is satisfied, and the control force F = Cs × (dX / dt) is a damper. Generated on the extension side, d (XY) / d If t <0, (dX / dt) × {d (XY) / dt} <0 and the control force F = 0, so that the damping force variable damper 3 is controlled so as not to generate the control force. In this case, however, the damping force variable damper 3 becomes a compression stroke and does not generate a control force, so that it is not necessary to perform a special control.

  On the other hand, when dX / dt <0, by switching the damping force variable damper 3 to pressure, if d (XY) / dt <0, (dX / dt) × {d (X− Y) / dt} ≧ 0 is satisfied, and the control force F = Cs × (dX / dt) is generated on the damper compression side, while if d (XY) / dt> 0, (dX / dt) Since x {d (XY) / dt} <0 and the control force F = 0, it is necessary to control the damping force variable damper 3 so as not to generate the control force. Since the damping force variable damper 3 is in the expansion stroke and does not generate control force, it is not necessary to perform special control.

It should be noted that switching between the elongation effect and the pressure effect may be performed by the sign of dX / dt.

Therefore, by setting the damping force variable damper 3 as described above, the skyhook semi-active control can be realized with a simple configuration, and special control is required when the control force F = 0. There is no problem caused by delay in control response. Further, the damping force variable damper 3 is configured as described above, and the effect of switching between the expansion effect and the pressure effect is performed by the sign of dX / dt, so that the relative speed d (X (X -Y) / dt need not be detected, so that it is not necessary to separately provide a detector for detecting the relative speed between the vehicle body B and the carriage W in addition to the detection means 5, and the vehicle vibration damping device can be made cheaper and lighter. Can be.

Further, in the case of this embodiment, the control valve in the damping force variable damper 3 has a damping force with a specific damping characteristic in both the extension stroke and the compression stroke in addition to the stretch effectiveness and the pressure effectiveness positions. In this dual-effect position, the damping force variable damper 3 functions as a passive damper that exhibits a damping force depending on the expansion / contraction speed. In order for the variable damping force damper 3 to function as a passive damper when the control valve does not have a dual-effect position, the effective elongation is always exerted according to the expansion / contraction state of the variable damping force damper 3. It is sufficient to switch the position of pressure effect.

Furthermore, when the damping force variable damper 3 is not configured to be able to switch between the expansion effect and the pressure effect as described above, that is, when the control valve has only the dual effect position, the vehicle body B and the carriage A detector for detecting the relative speed in the lateral direction with respect to W may be provided separately, and the control force may be calculated using the lateral relative speed information between the vehicle body B and the carriage W to control the control valve. Good. In this case, as a detector that detects the relative speed in the lateral direction of the vehicle body B and the carriage W, for example, a stroke sensor that detects the stroke of the damping force variable damper 3 or a pressure sensor that detects the pressure in the damping force variable damper 3. When a stroke sensor is used, the detected damper displacement may be differentiated by the control unit 4 to obtain a relative speed. When a pressure sensor is used, the pressure is controlled by the control unit. 4 may be converted to a relative speed.

  Therefore, according to the skyhook semi-active control by the railcar damping device, for example, if the vehicle body B swings leftward in FIG. 1, the acceleration of the vehicle body B detected from the acceleration sensor 2 is transmitted to the control unit 4. If the cart W is swung to the left at a slower speed than the vehicle body B, or is swung to the right as opposed to the vehicle body B, (dX / dt) × {d (X− Since the condition of Y) / dt} ≧ 0 is satisfied, the damping force variable damper 3 outputs the control force F calculated by F = Cs × (dX / dt) in accordance with the control command from the control unit 4, and the vehicle body B Suppresses vibration. On the other hand, if the carriage W swings leftward at a speed faster than the leftward swing speed of the vehicle body B due to a deviation of the rail or the like, (dX / dt) × {d (XY) / dt} <0 The damping force variable damper 3 has the control force F = 0, the generated control force F is set to 0 in accordance with the control command from the control unit 4, and the damping force variable damper 3 has the generated control force. Control is performed so that the vehicle body B is not vibrated.

  Further, the control unit 4 can detect the vibration of the carriage W by analyzing the lateral acceleration detected by the acceleration sensor 2, and is necessary for analyzing the acceleration and detecting the vibration of the carriage W. The program such as the processing procedure may be stored in a secondary storage device such as an HD in the storage means (not shown), or may be stored in a storage medium and read out sequentially. A drive may be provided. Therefore, in the railcar vibration damping device according to this embodiment, the control unit 4 has a function of analyzing the acceleration and detecting the vibration of the carriage W.

  In the railway vehicle vibration damping device according to this embodiment, in order to detect the vibration of the carriage W, specifically, the lateral movement within the arbitrary time obtained by the acceleration sensor 2 when the vehicle V travels is detected. The direction acceleration data is subjected to Hanning window processing and then analyzed by fast Fourier transform to obtain a power spectrum indicating the amplitude with respect to the transverse natural frequency of the carriage W.

This power spectrum is continuously calculated while the vehicle V is traveling on the route section. Specifically, as shown in FIG. 3, the acceleration obtained at an arbitrary time T ₁ is sampled to calculate the nth power spectrum P _n (n = 1, 2, 3...) Sampling for calculating the (n _{+ 1} ) th power spectrum P _{n + 1} (n = 1, 2, 3...) Is started after an arbitrary time T ₂ from the start of sampling, and thereafter the (n + 2) th power spectrum P _{n + 2} similarly delayed from n + 1 th sampling start by time T ₂ for so as to sample, to calculate the power spectrum P in succession.

  Thus, by obtaining the power spectrum of the natural frequency in the lateral direction of the carriage W, it can be determined whether or not the carriage W is vibrating. That is, when the carriage W is vibrating, Since the value of the power spectrum of the natural frequency in the lateral direction is increased, the vibration of the carriage W can be detected. That is, the above process is a process of extracting the amplitude of the acceleration of the vibration component caused by the vibration of the carriage W superimposed on the lateral acceleration of the vehicle body B.

  And it is judged whether the power spectrum P of the natural frequency of the horizontal direction of the trolley | bogie W obtained sequentially exceeds a threshold value, and when the said power spectrum P exceeds a threshold value, the snake action of the trolley | bogie W is remarkable. If the Skyhook semi-active control is continued, the vibration of the carriage W is promoted. Therefore, the control unit 4 controls the control valve of the damping force variable damper 3 so that the damping force variable damper 3 functions as a passive damper. Let

  The lateral natural frequency of the carriage W varies depending on the speed of the vehicle in addition to the mechanism of the carriage W and the support form of the axle. Therefore, the natural frequency is monitored by monitoring the speed to obtain the power spectrum. You can get it.

  Furthermore, the threshold value is specifically set to the magnitude of the acceleration amplitude of the carriage W that hinders the stable running of the vehicle V. If the power spectrum exceeds the threshold value, the stable running of the vehicle V is achieved. It has become possible to determine that it will be a problem and the ride quality of the vehicle will be significantly deteriorated.

  As described above, in the railway vehicle vibration damping device 1 according to the present embodiment, the vibration of the carriage W is detected, and when the vibration becomes significant, it is interposed between the vehicle body B and the carriage W. Since the damping force variable damper 3 functions as a passive damper without performing the skyhook semi-active control, the vibration of the carriage W is not promoted, the running stability is ensured, and the deterioration of the riding comfort in the vehicle is prevented. Can be carried out without impairing the ride comfort of the vehicle.

  The vibration damping device 1 causes the damping force variable damper 3 to function as a passive damper when the vibration of the carriage W becomes significant and the power spectrum exceeds a threshold value, but thereafter, the vibration of the carriage W converges. When the power spectrum becomes sufficiently small, the mode may be returned from passive to skyhook semi-active control. Regarding the return to the skyhook semi-active control, specifically, another threshold value smaller than the above threshold value is provided so that the switching between the passive and the skyhook semi-active control does not vibrate. It is sufficient to switch from passive to skyhook semi-active control when the power spectrum falls below another threshold.

  Further, in the present embodiment, by adopting Hanning window processing, it is possible to effectively detect a small spectrum as compared with square window processing, which is advantageous for the calculation of the riding comfort level. In addition to the Hanning window process, a Hamming window process or a Gaussian window process may be employed.

  Next, another embodiment will be described. In this other embodiment, only the method of detecting the vibration of the carriage W is different, and the hardware is the same as that of the above-described embodiment.

In this alternative embodiment, for the detection of the vibration of the carriage W, the control unit 4, as shown in FIG. 4, sampling the acceleration detected by the acceleration sensor 2 during traveling of the vehicle V at a predetermined sampling period T ₃ Then, the acceleration obtained by this sampling is analyzed.

Specifically, the control unit 4 calculates the maximum amplitude of the acceleration in the sampling period T _3, the sampling is performed continuously during route section traveling of the vehicle V, the control unit 4, continuous And continue to calculate the maximum amplitude.

  And the control part 4 compares the maximum amplitude of the acceleration obtained sequentially, and an amplitude threshold value, counts the frequency | count that the maximum amplitude exceeded the amplitude threshold value continuously, and when the said count result exceeds a regulation frequency, it is a cart. It is determined that the vibration of W is significant, and the damping force variable damper 3 is switched from skyhook semi-active control to passive.

Predetermined sampling period T ₃ as described above, specifically, is set to half the natural period of the lateral vibration of the bogie W (2 times the reciprocal of the natural frequency of the transverse carriage W), the sampling period T By obtaining the acceleration amplitude of ₃ , it is possible to approximately obtain the acceleration amplitude of the vibration of the carriage W.

  Thus, by obtaining the acceleration amplitude of the vibration of the carriage W, it is possible to determine whether or not the carriage W is vibrating. That is, when the carriage W is vibrating, the acceleration amplitude of the vibration of the carriage W can be determined. Since the value increases, the vibration of the carriage W can be detected. That is, the above-described processing in the other embodiment is also processing for extracting the amplitude of the acceleration of the vibration component caused by the vibration of the carriage W superimposed on the lateral acceleration of the vehicle body B.

  Then, it is determined whether or not the acceleration amplitude of the vibration of the cart W obtained sequentially exceeds the amplitude threshold value. If the acceleration amplitude of the vibration of the cart W exceeds the amplitude threshold value, the amplitude of the cart W is significant. Therefore, if the skyhook semi-active control is continued, the vibration of the carriage W is promoted. Therefore, the control unit 4 controls the control valve of the damping force variable damper 3 so that the damping force variable damper 3 functions as a passive damper. It is.

The acceleration amplitude, the sampling period T ₃ of the oscillation of the bogie W, as well as the natural frequency, changes depending on the speed of the vehicle in addition to the mechanism and the support form of the axle of the cart W, monitors the speed You should try to figure out.

  Furthermore, the amplitude threshold value is also set to the magnitude of the acceleration amplitude of the carriage W to the extent that hinders the stable running of the vehicle V, for example. If the acceleration amplitude exceeds the threshold value, the stable running of the vehicle V is performed. It is possible to determine that the ride comfort in the vehicle will be significantly deteriorated. Further, the amplitude threshold value may be a constant value or may be changed according to the speed of the vehicle V.

  Thus, even in the railcar vibration damping device 1 according to the present embodiment, the vibration of the carriage W is detected, and when the vibration becomes significant, it is interposed between the vehicle body B and the carriage W. Since the damping force variable damper 3 functions as a passive damper without performing the skyhook semi-active control, vibration of the carriage W is not promoted, driving stability can be secured and deterioration of the riding comfort in the vehicle can be prevented. This will not compromise the ride comfort of the vehicle.

  Also, the number of times that the acceleration amplitude obtained successively exceeds the amplitude threshold value is counted, and when the count result exceeds the specified number, it is determined that the vibration of the carriage W is significant. Even if the acceleration amplitude exceeds the amplitude threshold, it is not judged as abnormal, and the fluctuation of judgment due to the influence of speed change or sudden disturbance can be avoided, and the vibration of the carriage W becomes significant and accurate. It is possible to detect that The specified number of times is arbitrary, but it may be set to a certain number of times so that it can be confirmed that the vibration of the carriage W is not sudden and oscillates without converging.

  Since it is possible to accurately and reliably detect that the vibration of the carriage W is significant, the variable damping force damper 3 can be functioned as a passive damper in a timely manner. Highly effective in preventing deterioration in ride comfort.

Incidentally, the vibration damping device 1, vibrations of the bogie W and is Chodai switching the damping force variable damper 3 to the passive, but then, the acceleration amplitude obtained predetermined sampling period T ₃ vibration converges the cart W is When it becomes sufficiently small, it is possible to return from passive to skyhook semi-active control. As for the return to the skyhook semi-active control, similarly to the above-described embodiment, another threshold value smaller than the amplitude threshold value may be provided and the determination may be made based on the other threshold value.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a figure which shows an example in the system of the damping device of a railway vehicle in one embodiment. It is a top view of the vehicle carrying the railcar damping device in one embodiment. It is the figure which showed the period which samples the acceleration for obtaining the power spectrum of the natural frequency of the horizontal direction of a trolley | bogie. It is the figure which showed the period which samples the acceleration in the damping device of the rail vehicle of other embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Damping device 2 Acceleration sensor 3 which is detection means Damping force variable damper 4 Control part A Air spring B Vehicle body R Axle S Spring V Vehicle W Carriage

Claims (2)

And lateral direction of the vehicle body suppressing damping force variable damper vibrations to interposed by the traveling direction of the vehicle between the carriage for supporting the vehicle body and the vehicle body in the railway vehicle, acts on the vehicle body of the railway vehicle Railroad vehicle vibration damping device comprising detection means for detecting acceleration in a direction transverse to the vehicle traveling direction, and control means for performing skyhook semi-active control of the control force for suppressing the vehicle body vibration generated by the damping force variable damper , The acceleration detected by the detection means is continuously sampled at a sampling period set to half the natural period of the transverse vibration of the carriage, and the maximum amplitude of the acceleration within the sampling period is sequentially obtained and sequentially obtained. it exceeds the amplitude threshold maximum amplitude of the acceleration is continuously, railway vehicle, characterized in that to function the damping force variable damper as a passive damper Vibration control device. A damping force variable damper that is interposed between a vehicle body in a railway vehicle and a carriage that supports the vehicle body and suppresses vibration of the vehicle body in a direction transverse to the traveling direction of the vehicle, and acts on the vehicle body of the railway vehicle Railroad vehicle vibration damping device comprising detection means for detecting acceleration in a direction transverse to the vehicle traveling direction, and control means for performing skyhook semi-active control of the control force for suppressing the vehicle body vibration generated by the damping force variable damper in the acceleration detected by the detecting means in the fast Fourier transform to obtain a power spectrum of the natural frequency of the transverse direction of the carriage, when the power spectrum exceeds a threshold value, function the damping force variable damper as a passive damper A railway vehicle vibration damping device characterized in that

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