JP5255780B2 - Railway vehicle vibration control device - Google Patents

Description

  The present invention relates to a railway vehicle vibration control device, and more particularly to a device that performs full active vibration suppression by skyhook control.

  Conventionally, as a vibration control method for a railway vehicle (hereinafter sometimes simply referred to as a vehicle), an actuator is installed between the vehicle body and the carriage, an acceleration sensor is installed on the vehicle body, and an acceleration signal output from the acceleration sensor is used. So-called skyhook control is widely known in which the vibration speed is obtained by integration and the actuator is controlled so as to drive the vehicle body with respect to the carriage at a speed opposite to the vibration speed (see, for example, Patent Document 1).

Further, since the vibration mode (vibration direction and frequency) that is predominantly different depending on driving conditions, a technique for switching to a full active control law corresponding to the vibration mode is known. For example, in a vibration control device including a technology for switching a control frequency band between a light section (non-tunnel section) and a tunnel section (see, for example, Patent Document 2) and an actuator that drives a vehicle body in a vertical direction and a horizontal direction with respect to a carriage, There is known a technique (for example, see Patent Document 3) in which control is mainly performed for pitching in straight traveling and control is performed for rolling in curved traveling.
JP-A-56-17754 JP 2004-175264 A JP-A-8-253143

  The curved portion of the track (hereinafter referred to as the curved track) is provided with a cant to reduce the influence of centrifugal force on the passing vehicle, but the maximum cant amount is to prevent the vehicle from overturning to the inner track side. Therefore, in general, in a high-speed railway, there are many cases where the vehicle travels in a state where the amount of cant is insufficient. In such a case, excessive centrifugal force acts on the vehicle body, and the vehicle body is swung out to the outer gauge side with respect to the carriage. Here, when skyhook control is performed as in the prior art described above, this excess centrifugal force acting on the sensing mass by the acceleration sensor installed on the vehicle body is used as the acceleration toward the inner gauge side. To detect. For this reason, the actuator further swings the vehicle body toward the outer gauge side with respect to the carriage, further increasing the displacement of the vehicle body relative to the carriage. As a result, the present inventors have found that the so-called stopper hitting of the vehicle against the stopper that restricts the displacement of the vehicle body in the left-right direction relative to the carriage is induced, and the ride comfort is reduced.

Moreover, in the above-mentioned prior art, in order to detect a curved track, a database in which the position of the curved track is recorded and a vehicle travel point detecting means are necessary. Routes where high-accuracy vehicle location information can be obtained in real time are limited to some Shinkansen (registered trademark), etc. that use digital ATC, etc., and most conventional lines integrate the rotational speed of the wheel. It is necessary to get mileage. Creating a curved line database requires a great deal of labor, such as measurement by a test train, so the routes on which the curved line database exists are limited to some trunk lines and the like. On the other hand, since a railway vehicle is generally operated flexibly on various routes, the above-described conventional technology cannot be applied when a vehicle travels on a route that does not have a curved line database. Further, in the method of obtaining the travel distance by the rotational speed of the wheel, the travel distance is easily shifted due to wheel slip in rainy weather or the like, or by changing the arrival / departure number at the station. Further, even when traveling on a curved line, when the excess centrifugal force hardly acts, such as when traveling at a low speed, the vehicle body exhibits vibration characteristics similar to a straight line. That is, it is known that the roll vibration becomes larger and the frequency of the yaw vibration becomes higher than the straight line in the curve. The roll vibration increases due to the action of the roll moment due to the excessive centrifugal force. The reason why the frequency of yaw vibration becomes high is as follows. The air spring has the characteristic that it is softest at the neutral position due to its structure, but in the curve, the vehicle body is displaced to the outer gauge side due to excessive centrifugal force, and the air spring on the inner gauge side is caused by the roll moment due to excess centrifugal force. As a result of the lifting, the spring constant increases, and as a result, the natural frequency of the vehicle body increases. These phenomena are directly caused by excessive centrifugal force. Even if the running track is curved, the vehicle is slow, or the cant corresponding to the speed is set. If does not act, the vibration characteristics of the vehicle body are similar to a straight line. In this case, it is desirable to use the control law during straight line travel (hereinafter referred to as a straight line control law) as it is during straight line travel. Hereinafter, the vibration control performance is inferior because a curve control law is applied.

  The present invention has been made to solve such problems, and a first object of the present invention is to provide a vibration control device for a railway vehicle capable of preventing contact with a stopper during traveling on a curved line.

  It is a second object of the present invention to provide a railway vehicle vibration control device capable of applying a linear control law when the vehicle travels on a curved line in a state where excessive centrifugal force does not act. .

In order to solve the above-mentioned problems, a vibration control device for a railway vehicle is provided between a vehicle body and a front carriage and a rear carriage, and the vehicle body is driven by a force in accordance with a front generation force command and a rear generation force command. Front and rear actuators for driving each cart relative to the left and right direction, and the front and rear side of the vehicle body, respectively, detect the left and right acceleration of the vehicle body at the front and rear positions. The front and rear vehicle body left and right acceleration sensors that output the front and rear vehicle body left and right acceleration detection signals, the stroke sensor that detects the drive stroke in the left and right direction of each actuator, and each stroke sensor detect Determination means for determining whether the railway vehicle is in a straight traveling state or a curved traveling state based on the driven stroke, and on the basis of each vehicle body lateral acceleration detection signal, Estimating a lateral direction of the velocity of the vehicle body in the rear position, and the vehicle lateral speed estimating means for outputting an estimated vehicle body front position right speed and estimated vehicle after position right speed, pre-position single control of the estimated vehicle body front position right speed and reverse phase This is the component in the yaw direction obtained based on the skyhook command value, the rear single control skyhook command value in reverse phase with the estimated vehicle rear left / right speed, the estimated vehicle body front left / right speed and the estimated vehicle body rear left / right speed. An estimated yaw vibration speed and a yaw control skyhook command value having an opposite phase are calculated, and based on the calculation result, generated force command generating means for outputting to each actuator as a front and rear generated force command, Based on the determination result of the determination means, the generated force command generating means outputs the front single control skyhook command value and the rear single control skyhook command value as generated force commands in the case of a straight traveling state. And, in the case of the curve traveling state, and outputs the yaw control skyhook command value as generated force command.

In the vibration control device, the generated force command generation means adds the estimated vehicle body front left / right speed and the reverse phase estimated vehicle body rear left / right speed opposite in phase to the estimated vehicle body rear left / right speed to calculate the yaw control skyhook command value. May be calculated.

  The present invention is configured as described above, and firstly, in the vibration control device for a railway vehicle, there is an effect that it is possible to prevent the stopper from hitting when running on a curved line.

 Secondly, in the vibration control device of a railway vehicle, there is an effect that the linear control law can be applied when the vehicle travels on a curved line in a state where excessive centrifugal force does not act.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Below, the same code | symbol is attached | subjected to the element which is the same or it corresponds through all the figures, and the overlapping description is abbreviate | omitted.

(Embodiment 1)
FIG. 1 is a schematic diagram showing a configuration when a railway vehicle incorporating a railway vehicle vibration control apparatus according to Embodiment 1 of the present invention is viewed from above and below. FIG. 2 is a schematic diagram showing a configuration when the railway vehicle of FIG. 1 is viewed from the front-rear direction. FIG. 3 is a flowchart showing the control operation of the controller in FIG. In FIG. 2, the controller and the acceleration sensor in FIG. 1 are not shown.

  As shown in FIGS. 1 and 2, for example, the railway vehicle 100 includes a vehicle body 1. A front carriage 2A and a rear carriage 2B are disposed at the front and rear of the vehicle body 1, respectively. A pair of air springs 4 and 4 are respectively disposed on both sides of the central portion of the front carriage 2A and the rear carriage 2B, and the vehicle body 1 is moved forward by these two pairs of air springs 4 and 4. 2A and the rear carriage 2B are supported. The front carriage 2A and the rear carriage 2B are each provided with a required wheel shaft 3, and the front carriage 2A and the rear carriage 2B are respectively on a track (not shown) by these wheel shafts 3. Supported by Actuators 5 are disposed between the front carriage 2A and the rear carriage 2B and the vehicle body 1, respectively. Each actuator 5 is disposed at the center of each of the carts 2A and 2B, and drives the vehicle body 1 in the left-right direction in accordance with an input generated force command. In particular, as shown in FIG. 2, the actuator 5 includes a main body (fixed portion: not shown) and a support member 10 fixed to the carriages 2A and 2B and a support member 11 fixed to the vehicle body 1, respectively. An operating part (movable part: not shown) is fixed via a rubber bush or a spherical bearing. The actuator 5 is composed of, for example, a linear motor. In this linear motor, the stator and the mover constitute a main body part and an operating part, respectively. In addition, the actuator 5 can be constituted by a pneumatic cylinder, a hydraulic cylinder, or the like. The actuator 5 is disposed so that its operating portion can move in the left-right direction of the vehicle body 1. And this actuator 5 and the air spring 4 comprise the spring system of the left-right direction. In addition, a stopper that restricts the displacement of the vehicle body 1 in the left-right direction with respect to the carriages 2A and 2B within an allowable range is disposed at an appropriate position of the vehicle 100. Here, a vehicle body side contact member 42 is disposed on the lower surface of the vehicle body 1, and a pair of carriage side contact members 41, 41 so as to sandwich the vehicle body side contact member 42 with a predetermined interval therebetween. Is arranged. The pair of carriage side contact members 41 and the vehicle body side contact member 42 form a stopper 43. As a result, the displacement of the vehicle body 1 in the left-right direction is limited within the range of the distance between the pair of vehicle-side contact members 41 and the vehicle-body-side contact member 42 (twice the predetermined distance).

  Stroke sensors 6 are disposed between the carriages 2A and 2B and the vehicle body 1, respectively. The stroke sensor 6 is provided between the support member 10 fixed to the carts 2A and 2B and the support member 11 fixed to the vehicle body 1 and relative to the carts 2A and 2B in the left-right direction. It is arranged so that a large displacement can be detected. The stroke sensor 6 includes a known displacement sensor such as an operating transformer, an overcurrent displacement sensor, a capacitance displacement sensor, or the like. Of course, when the actuator itself has a built-in stroke sensor, such as many linear motors, the sensor can be used. Since the relative displacement of the vehicle body 1 in the left-right direction with respect to the carriages 2A and 2B coincides with the displacement of the operating portion of the actuator 5, that is, the stroke of the operating portion of the actuator 5 (hereinafter referred to as the actuator stroke). The stroke sensor 6 detects the stroke of the actuator 5.

  In addition, vehicle body lateral acceleration sensors 7 and 7 are disposed at the front and rear portions of the vehicle body 1 so as to detect acceleration in the lateral direction of the vehicle body 1 (hereinafter referred to as vehicle body lateral acceleration). Since the structure of the vehicle body lateral acceleration sensor 7 is well known, it will be briefly described here. The vehicle body lateral acceleration sensor 7 includes a mass (not shown) and a case (not shown) that accommodates the mass. The mass is flexibly supported by the case by a beam structure (not shown), and the displacement of the beam is detected by a displacement sensor (not shown) installed on the beam, thereby detecting the acceleration. A pair of controllers 8 and 8 are arranged at appropriate positions of the vehicle body 1 so as to correspond to the front carriage 2A and the rear carriage 2B. Each controller 8 has a computing unit such as a microcomputer. A front controller (hereinafter referred to as a front controller) 8 includes a detection signal (vehicle body lateral acceleration) of a vehicle body lateral acceleration sensor 7 disposed on the front side of the vehicle body 1 and a detection signal (actuator stroke) of a stroke sensor 6. Is input, and the generated force command of the front controller 8 is input to the actuator 5 disposed on the front side of the vehicle body 1. Further, detection signals from the vehicle body lateral acceleration sensor 7 and the stroke sensor 6 disposed on the rear side of the vehicle body 1 are input to a rear controller 8 (hereinafter referred to as a rear controller). The generated force command of the rear controller 8 is input to the actuator 5 arranged at the position. Thereby, the vibration of the vehicle body 1 is controlled.

  The front and rear controllers 8 and 8, the vehicle body lateral acceleration sensors 7 and 7, the stroke sensors 6 and 6, and the actuators 5 and 5 are the railway vehicle vibration control device (hereinafter simply referred to as the vibration control device). In some cases).

  Next, vibration control of the controller 8 will be described. In the present embodiment, the front controller 8 and the rear controller 8 perform vibration control independently, but since the control contents are the same, in the following, both are collectively referred to as the controller 8 and the vibration is controlled. The control will be described. This vibration control is performed by the calculation unit (not shown) executing a vibration control program stored in an internal memory (not shown) of the controller 8.

  As shown in FIG. 3, the controller 8 first obtains the stroke of the actuator 5 (relative displacement of the vehicle body 1 in the left-right direction with respect to the carriages 2A and 2B) from the detection signal of the stroke sensor 6 (step S1). .

  Next, the controller 8 obtains the vehicle body lateral acceleration from the detection signal of the vehicle body lateral acceleration sensor 7 (step S2).

  Next, the controller 8 calculates a generated force command based on the linear control law based on the vehicle body lateral acceleration (step S3) and stores it (step S4). On the other hand, in parallel with this, the generated force command based on the curve control law is calculated based on the vehicle body lateral acceleration (step S5), and stored (step S6).

  Next, it is determined whether the vehicle 100 is in a straight traveling state or a curved traveling state based on whether or not the stroke of the actuator 5 is within a predetermined range from the neutral position (step S7).

  If it is determined that the vehicle 100 is in the straight running state, the generated force command based on the stored straight control law is output to the actuator 5 (step S10). On the other hand, if it is determined that the vehicle 100 is in the curve running state, the generated force command based on the stored curve control law is output to the actuator 5 (step S8).

  As a result, the vehicle body 1 is driven relative to the carriages 2A and 2B at a speed corresponding to the generated force command input by the actuator 5 (step S9).

  In this way, the controller 8 determines whether the vehicle 100 is in a straight traveling state or a curved traveling state based on the output of the stroke sensor 6, and accordingly, the generation of the skyhook control by the linear control law is generated. A force command or a generated force command of skyhook control based on a curve control law is output to the actuator 5 to suppress vibration of the vehicle body 1.

  Next, the straight line control law and the curve control law by the controller 8 will be described in detail.

  FIG. 4 is a functional block diagram showing a functional configuration of the vibration control device for the railway vehicle of FIG. FIG. 5 is a graph showing frequency characteristics of the speed estimation filter in FIG.

  As shown in FIG. 4, the controller 8 is configured with a circuit for realizing the above-described vibration control. This circuit is embodied by software, an analog circuit, a logic circuit, or the like.

  The controller 8 includes a speed estimation filter 22. The detection signal of the vehicle body lateral acceleration output from the vehicle body lateral acceleration sensor 7 is passed through the speed estimation filter 22 and thereby converted into the estimated vehicle body lateral speed. The estimated vehicle body left / right speed is input to the skyhook gain circuit 23. The skyhook gain circuit 23 inverts the estimated vehicle body left-right speed to a predetermined degree by inverting the phase thereof, converts it into generated force, and outputs this to the generated force limiter 24. The generated force limiter 24 limits the output of the skyhook gain circuit 23 to a predetermined range and outputs this to the actuator 5 as a generated force command. When the actuator 5 generates a force according to the generated force command, the estimated vehicle body left-right speed is canceled.

In addition, the controller 8 has a straight line / curve determination unit 21 . On the other hand, the skyhook gain circuit 23 is configured to be able to adjust its gain, and the generated force limiter 24 is configured to be able to adjust its allowable range (range between the upper limit value and the lower limit value). The straight line / curve determination unit 21 receives the stroke detection signal of the actuator 5 output from the stroke sensor 6, and the vehicle 100 moves straight depending on whether or not the stroke of the actuator 5 is within a predetermined range from the neutral position. It is determined whether the vehicle is in a traveling state or a curved traveling state.

Here, since the skyhook control generates a driving force in the actuator 5 in a direction that cancels the acceleration acting in the left-right direction with respect to the vehicle body 1, the stroke of the actuator 5 is when the vehicle 100 is traveling on a straight line. Nearly neutral. Further, even when the vehicle 100 is traveling on a curved track, when traveling at a low speed or traveling on a relaxation curve, that is, when excessive centrifugal force hardly acts, the stroke of the actuator 5 is determined. Is in a neutral position. When the vehicle 100 is traveling on the curved line in a state where a predetermined excess centrifugal force is applied, the stroke of the actuator 5 is greatly separated from the neutral position. Therefore, the straight line / curve determination unit 21 can appropriately determine whether the vehicle 100 is in a straight traveling state or a curved traveling state according to the magnitude of the excess centrifugal force. That is, when the vehicle 100 travels on a curved line in a state where excessive centrifugal force does not act, a linear control law can be applied. As a result, a decrease in vibration suppression performance (a decrease in ride comfort) due to switching to an unnecessary curve control law in a curved line is prevented.

If the straight line / curve determiner 21 determines that the vehicle 100 is in a straight running state, the straight line / curve determiner 21 does not adjust the gain of the skyhook gain circuit 23 and does not adjust the allowable range of the generated force limiter 24. As a result, a generated force command whose value is not particularly limited is output from the generated force limiter 24. This is the generated force command by the linear control law in the present embodiment. On the other hand, if the straight line / curve determination unit 21 determines that the vehicle 100 is in a curved traveling state, the straight line / curve determination unit 21 decreases the gain of the skyhook gain circuit 23 and narrows the allowable range of the generated force limiter 24. As a result, the generated force command whose value is limited is output from the generated force limiter 24. This is the generated force command according to the curve control law in the present embodiment.

The speed estimation filter 22 is composed of a bandpass filter having a predetermined gain-frequency characteristic as shown in FIG. In this speed estimation filter 22, a frequency band exceeding the upper limit frequency (hereinafter referred to as the pass upper limit frequency) fh of the pass frequency band is set as a control frequency band, and this control frequency band is a predetermined gain of −20 dB / dec− Has frequency characteristics. That is, the speed estimation filter 22 acts as a primary integrator for an acceleration input having a frequency equal to or higher than the passage upper limit frequency fh, and an accurate speed is output. That is, the speed estimation filter 22 corresponds to a combination of an integrator and a high pass filter. Further, in the low frequency band lower than the lower limit frequency of the pass frequency band (hereinafter referred to as the pass lower limit frequency) fl, it is necessary to sufficiently reduce the gain in order to remove the drift of the vehicle body lateral acceleration sensor 7. The speed estimation filter 22 is configured to conform to the linear control law in the present embodiment, and the upper limit frequency fh of the passage is sufficiently higher than 0.5 Hz from the viewpoint of placing importance on the vibration damping performance of the vehicle 100 in the straight traveling state. Low, preferably 0.2 Hz or less (the reason will be described later).

  Next, the operation of the railway vehicle vibration control apparatus according to the present embodiment configured as described above will be described in comparison with a comparative example.

  FIG. 6 is a functional block diagram showing a configuration related to vibration control of a comparative example. In the comparative example, the vibration of the railway vehicle according to the present embodiment is configured such that the controller 8 outputs a single generated force command regardless of whether the vehicle is in a straight traveling state or a curved traveling state. Unlike the control device, the other points are the same as the railroad vehicle vibration control device of the present embodiment.

  FIG. 7 is a schematic diagram showing the direction of the generated force command of the skyhook control in a curved traveling state of the vehicle, and (a) shows the direction of the generated force command of the skyhook control when an external air force acts on the vehicle body. FIG. 4B is a diagram showing the direction of the generated force command for the skyhook control when an excessive centrifugal force is applied to the vehicle body lateral acceleration sensor during curve traveling.

Referring to FIGS. 7A and 1, for example, when an external air force acts on the vehicle body 1 in the left-right direction during straight running, the vehicle body 1 is displaced in the same direction as the external air force. Then, while the case of the vehicle body lateral acceleration sensor 7 is displaced together with the vehicle body 1, its mass tends to maintain its motion state (linear movement) due to inertia, so the displacement sensor detects the displacement of the mass with respect to the case. This is detected as acceleration in the same direction as the external air force. As a result, the controller 8 obtains the estimated vehicle body lateral speed in the same direction as the external air force, and based on this, the generated force command in the direction opposite to the estimated vehicle body lateral speed is output. On the other hand, referring to FIG. 7B and FIG. 1, when an excessive centrifugal force acts on the vehicle body 1 during curve travel, the vehicle body 1 is restrained by the curved line 13 and performs a curved motion. Then, in the vehicle body lateral acceleration sensor 7, the case moves in a curved manner together with the vehicle body 1, whereas the mass tries to move linearly in the tangential direction of the curved line 13 due to its inertia, and the apparent centrifugal force is apparently concerned. Acts on mass. In this case, since the direction of the relative displacement of the mass with respect to the case in the vehicle body lateral acceleration sensor 7 is the same as in the case of FIG. 7A, the controller 8 eventually leaves the inner rail 13 B of the curved line 13. A generated force command in the direction toward the rail 13A is output. Thereby, the vehicle body 1 is further swung out to the outer track side with respect to the carriages 2A and 2B by the actuator 5. The same applies to the railroad vehicle vibration control apparatus of the present embodiment and the comparative example.

  Next, the vibration control in a state where the excess centrifugal force acts (a state where the cant is insufficient) will be described in more detail. Here, a case where the curved line is a left curve will be described as an example.

8A and 8B are diagrams showing skyhook control in a comparative example, in which FIG. 8A is a graph showing the time-dependent change in vehicle lateral acceleration, FIG. 8B is a graph showing the time-dependent change in actuator stroke, and FIG. FIG. 6D is a graph showing a change with time in the vehicle body left-right speed , and FIG. 8D is a graph showing a change with time in the generated force command. FIG. 9 is a diagram showing vibration control in the railway vehicle vibration control apparatus according to the present embodiment, where (a) is a graph showing the time-dependent change in the lateral acceleration of the vehicle body, and (b) is the time-dependent change in the stroke of the actuator. (C) is a graph showing the change over time of the estimated vehicle body left-right speed , and (d) is a graph showing the change over time of the generated force command. 8 (a) to 8 (d) and FIGS. 9 (a) to 9 (d), the upward direction of the vertical axis indicates the direction from the outer gauge to the internal gauge, and the downward direction of the vertical axis indicates the internal gauge. Shows the direction from to the outer gauge.

  As shown in FIG. 8, in the comparative example, the vehicle body lateral acceleration increases linearly in the entrance relaxation curve of the curved line, maintains a constant value in the main curve, and decreases linearly in the exit relaxation curve. The direction of the vehicle body lateral acceleration is a direction from the outer gauge toward the inner gauge.

  On the other hand, as shown in FIG. 8B, the stroke of the actuator 5 changes with time in the direction opposite to the vehicle body lateral acceleration so as to correspond to the time change of the vehicle body lateral acceleration. The stroke of the actuator 5 is different between when the actuator 5 is activated and when the actuator is not activated and only the air spring 4 is applied to the vehicle body 1 as described below. There is no difference in that it indicates the direction from the inner track to the outer track. Therefore, there is no need to distinguish between the two in the notation of this graph, and the two are handled here without distinction.

  For this reason, as shown in FIG. 8 (c), the estimated vehicle body left-right speed obtained by the controller 8 rapidly increases in the direction from the outer track to the inner track in the entrance relaxation curve of the curved track, and in this curve Rapidly decreases to zero, then increases rapidly in the direction from the outer track to the inner track in the exit relaxation curve, and changes with time so that it decreases rapidly after exiting the curve. The estimated vehicle body left-right speed returns to 0 in this curve due to the effect of removing drift of the vehicle body left-right acceleration signal by the speed estimation filter 22.

  As a result, the generated force command output from the controller 8 rapidly increases in the direction from the inner track toward the outer track in the entrance relaxation curve of the curved line as shown in FIG. Rapidly decreases to zero, then increases rapidly in the direction from the outer track to the inner track in the exit relaxation curve, and changes with time so that it decreases rapidly after exiting the curve.

  As a result, as shown in FIG. 8 (b), the vehicle body 1 is swung out to the outer track side with respect to the carriages 2A and 2B by the excessive centrifugal force, and further, the actuator is moved at a speed as shown in FIG. 8 (d). 5, the displacement of the vehicle body 1 relative to the carriages 2A and 2B is further expanded. As a result, the stopper contact is induced from the entrance relaxation curve to the first half of this curve, and the ride comfort is lowered. This contact with the stopper means that the vehicle body side contact member 42 hits the carriage side contact member 41 in FIG.

  On the other hand, in the curve control law in the vibration control apparatus of the present embodiment, as shown in FIGS. 9A to 9C, changes in the vehicle body lateral acceleration, stroke, and estimated vehicle body lateral speed with time are as follows. Although exactly the same as the comparative example, as shown in FIG. 9D, the generated force command (shown by a solid line) is limited (reduced) compared to the generated force command (shown by a broken line) in the comparative example. Accordingly, the actuator 5 is prevented from swinging the vehicle body 1 toward the outer track side with respect to the carriages 2A and 2B, so that the stopper is prevented from hitting and the ride comfort is prevented from being lowered.

  As described above, according to the present embodiment, by restricting the generated force command of the skyhook control in the curve control law, the actuator 5 can swing the vehicle body 1 toward the outer track side with respect to the carriages 2A and 2B. It is possible to prevent the stopper from hitting. Further, by determining whether the vehicle 100 is in a straight traveling state or a curved traveling state based on the stroke of the actuator 5, it is possible to prevent a decrease in vibration damping performance due to switching to an unnecessary curved control law on a curved line. be able to.

  In the above description, when the straight line / curve determination unit 21 determines that the vehicle 100 is in a curved traveling state, both the gain of the skyhook gain circuit 23 and the allowable range of the generated force limiter 24 are reduced. However, any of them may be made smaller.

(Embodiment 2)
FIG. 10 is a functional block diagram showing a functional configuration of the railcar vibration control apparatus according to the second embodiment of the present invention.

  In the present embodiment, the controller 8 includes a speed estimation filter 22A for a linear control law, a speed estimation filter 22B for a curve control law, and a switch 25. Then, detection signals output from the vehicle body lateral acceleration sensor 7 are input to the speed estimation filter 22A and the speed estimation filter 22B, respectively, and the output of the speed estimation filter 22A and the output of the speed estimation filter 22B are switched by the switch 25. It is selectively input to the skyhook gain circuit 23. The other points are the same as in the first embodiment.

In vibration control apparatus thus configured present embodiment is the vehicle lateral acceleration detected by the vehicle body lateral acceleration sensor 7 is converted to the estimated vehicle lateral velocity for the linear control law by the speed estimation filter 22A output . On the other hand, the vehicle lateral acceleration detected by the vehicle body lateral acceleration sensor 7 is converted by the speed estimation filter 22B in the estimated vehicle lateral velocity for curve control law output. If the straight line / curve determination unit 21 determines that the vehicle 100 is in a straight traveling state, the switch 25 converts the estimated vehicle body lateral speed for the straight line control law from the speed estimation filter 22A to the skyhook gain circuit. 23. As a result, a generated force command for the linear control law is output from the generated force limiter 24 to the actuator 5. On the other hand, when the straight line / curve determination unit 21 determines that the vehicle 100 is in a curved traveling state, the switch 25 calculates the estimated vehicle body lateral speed for the curve control law from the speed estimation filter 22B by the skyhook gain circuit 23. To enter. As a result, the generated force command for the curve control law is output from the generated force limiter 24 to the actuator 5.

  Next, the effect of the vibration control device of the present embodiment will be described. FIG. 11 is a graph showing the weight-frequency (frequency) characteristics of a filter weighted by frequency to calculate the ride comfort level of the vehicle, as defined by the former JNR.

FIG. 11 shows that the influence of vibration at 0.5 Hz is the largest on the left / right riding comfort. Therefore, in order to increase the damping performance in the linear line, it is desirable to pass the upper limit frequency f _h of the speed estimation filter well below 0.5 Hz, still more preferably below 0.2 Hz. On the other hand, it is preferable that the lower limit pass frequency f ₁ of the speed estimation filter be as low as possible according to the performance of the vehicle body lateral acceleration sensor within a range in which the drift in the detection signal of the vehicle body lateral acceleration sensor 7 can be removed. Therefore, in this embodiment, passes the upper limit frequency f _h and passes lower limit frequency f _l of speed estimation filter 22A for linear control law is set this way. Note that the speed estimation filter 22 of the first embodiment is used in common for the linear control law and the curve control law, and therefore the upper pass frequency f _h and the lower pass frequency f ₁ are set in the same manner for the same reason. Yes. Thereby, the riding comfort in a straight track improves.

On the other hand, in the curved line, the influence of excess centrifugal force appears at 0.1 to 0.2 Hz. Therefore, in the present embodiment, in order to exclude the 0.1 to 0.2 Hz signal, the lower limit pass frequency f ₁ of the speed estimation filter 22B for the curve control law is set to 0.3 Hz or more. Accordingly, the upper limit pass frequency f _h is set to be higher, that is, 0.3 Hz or higher. Thereby, when the straight line / curve determination unit 21 determines that the vehicle 100 is in a curved traveling state, a generated force command is output based on the estimated vehicle body left-right speed estimated by the speed estimation filter 22B. The effect of excess centrifugal force is excluded from the command. Therefore, the stopper contact can be prevented. As a result, in the curve control law, the vibration damping performance against trajectory irregularity and aerodynamic disturbance is somewhat degraded, but the ride comfort is less degraded compared to the case where shocking acceleration due to the stopper is generated. Riding comfort can be improved.

(Embodiment 3)
FIG. 12 is a functional block diagram showing a functional configuration of the railway vehicle vibration control apparatus according to the third embodiment of the present invention.

  As shown in FIG. 12, in the present embodiment, the controller 8 inverts and amplifies the estimated vehicle body left-right speed input from the speed estimation filter 22 and outputs this, and the stroke sensor 6 A centering gain circuit 27 is provided that inverts and amplifies the detection signal to convert it into a generated force and outputs the generated force. In the present embodiment, the output of the skyhook gain circuit 23 is called a skyhook command value, and the output of the centering gain circuit 27 is called a centering command value. The centering command value and the skyhook command value are added by the adder 26 and input to the generated force limiter 24. A switch 28 is provided between the centering gain circuit 27 and the adder 26. When the straight line / curve determination unit 21 determines that the vehicle 100 is in a straight running state, the switch 28 is turned off, and the vehicle 100 is If it is determined that the vehicle is traveling in a curve, the switch 28 is turned on. Thus, when it is determined that the vehicle is in a straight running state, a generated force command consisting only of a skyhook command value is output to the actuator 5 as a straight line control law, and normal skyhook control is performed. On the other hand, when it is determined that the vehicle is in a curved traveling state, a generated force command in which the centering command value is added to the skyhook command value is output to the actuator 5 as a curve control law, and as described below, Is prevented. The sum of the skyhook command value and the centering command value is not limited by the generated force limiter 24, but is added so that the skyhook command value and the centering command value are respectively limited by the generated force limiter. It may be configured.

  Next, the operation of the vibration control device configured as described above will be described.

FIG. 13 is a diagram showing vibration control in the railway vehicle vibration control apparatus according to the present embodiment, in which (a) is a graph showing the time-dependent change in the lateral acceleration of the vehicle body, and (b) is the time-dependent change in the actuator stroke. (C) is a graph showing the time-dependent change of the estimated vehicle left-right speed , (d) is a graph showing the time-dependent change of the skyhook command value, (e) is a graph showing the time-dependent change of the centering command value, (f) Is a graph showing the change over time of the generated force command. In FIG. 13A to FIG. 13F, the upward direction of the vertical axis indicates the direction from the outer gauge to the inner gauge, and the lower direction of the vertical axis indicates the direction from the inner gauge to the outer gauge.

In the railway vehicle vibration control apparatus according to the present embodiment, as shown in FIGS. 13A to 13C, the vehicle body lateral acceleration, the stroke, and the estimated vehicle body lateral speed change with time. It is exactly the same as the comparative example. However, as shown in FIG. 13D, the same skyhook command as the generated force command in the comparative example is output from the skyhook gain circuit 23. On the other hand, a centering command value is output from the centering gain circuit 27 as shown in FIG. Since the centering command value is obtained by inverting and amplifying the stroke, it has the same change pattern as the stroke change pattern shown in FIG. 13B (however, the dimension is force) with respect to the time axis. Specifically, the centering command value is a command value that biases the skyhook command value by a certain value from the reference value. Further, FIG. 13B illustrates a threshold value for determining whether the straight line / curve discriminator 21 is a straight line or a curved line. In the straight line / curve discriminator 21, the stroke detected by the stroke sensor 6 is this. When the determination threshold value is exceeded, it is determined that the vehicle 100 is in a curve traveling state. Then, as shown in FIG. 13 (f), during the period when the straight line / curve determination unit 21 determines that the vehicle is running in a curved line, a generated force command in which the centering command value is added to the skyhook command value is output. Is done. The centering command value biases the skyhook command value in the direction from the outer track to the inner track, so the generated force command in the direction of further swinging the vehicle body to the outer track side is not output on the entrance relaxation curve, and the vehicle body and the carriage It is possible to prevent the displacement between them from further expanding, and thus the stopper contact is prevented. In addition, a dotted line shows the generated force command of a comparative example. Centering control has the same effect as increasing the rigidity of the pillow spring, so the equivalent damping constant decreases, and the damping performance against trajectory irregularities and aerodynamic disturbance slightly decreases, but shocking acceleration is generated by the stopper. Since the degree of decrease in ride comfort is small compared to the case of doing so, ride comfort can be improved as a result.

(Embodiment 4)
FIG. 14 is a functional block diagram showing a functional configuration of a railway vehicle vibration control apparatus according to Embodiment 4 of the present invention.

  As shown in FIG. 14, in the present embodiment, compared with the third embodiment, the controller 8 replaces the centering gain circuit 27 of the third embodiment with the stroke of the actuator 5 detected by the stroke sensor 6. Are different from each other in that a differentiator 29 for differentiating the output signal and an output (estimated stroke speed) of the differentiator 29 are inverted and amplified and converted into a generated force, and a passive gain circuit 30 for outputting the generated force is provided. It is. Hereinafter, the output of the passive gain circuit 30 is referred to as a passive command value. Here, the passive gain circuit 30 and the passive command value mean that control that simulates the generated force equivalent to a passive damper such as an oil damper is performed.

  With this configuration, when it is determined that the vehicle is in a straight running state, a generated force command consisting only of a skyhook command value is output to the actuator 5 as a straight line control rule as in the third embodiment, and normal skyhook control is performed. Done. On the other hand, when it is determined that the vehicle is in a curved traveling state, a generated force command in which a passive command value is added to the skyhook command value is output to the actuator 5 as a curve control law, and as described below, Is prevented. The sum of the skyhook command value and the passive command value is not limited by the generated force limiter 24, but the value obtained by limiting the skyhook command value and the passive command value with the generated force limiter is added. It may be configured.

  Next, the operation of the vibration control device configured as described above will be described.

FIG. 15 is a diagram showing vibration control in the railway vehicle vibration control apparatus according to the present embodiment, where (a) is a graph showing the time-dependent change in the lateral acceleration of the vehicle body, and (b) is the time-dependent change in the stroke of the actuator. (C) is a graph showing the change with time of the estimated vehicle body lateral speed , (d) is a graph showing the change with time of the skyhook command value, (e) is a graph showing the change with time of the passive command value, (f) Is a graph showing the change over time of the generated force command. In FIG. 15A to FIG. 15F, the upward direction of the vertical axis indicates the direction from the outer gauge to the inner gauge, and the lower direction of the vertical axis indicates the direction from the inner gauge to the outer gauge.

  In the railway vehicle vibration control apparatus according to the present embodiment, as shown in FIGS. 15A to 15D, the vehicle body lateral acceleration, the stroke, the estimated vehicle body lateral velocity, and the skyhook command value change over time. This is exactly the same as in the third embodiment. However, in the present embodiment, a passive command value is output from the passive gain circuit 30 as shown in FIG. Since this passive command value is obtained by differentiating and amplifying the stroke by further differentiating the stroke, it changes in the direction from the outer track to the inner track in the entrance relaxation curve with respect to the time axis, as shown in FIG. 15 (f). In the exit relaxation curve, the direction changes from the inner track to the outer track (however, the dimension is force). Further, FIG. 15B illustrates a determination threshold value that is a straight line or a curve used by the straight line / curve determiner 21, and the straight line / curve determiner 21 detects a stroke detected by the stroke sensor 6. When the determination threshold value is exceeded, it is determined that the vehicle 100 is in a curve traveling state. Then, as shown in FIG. 15 (f), during the period when the straight line / curve determination unit 21 determines that the vehicle is running in a curved line, a generated force command in which a passive command value is added to the skyhook command value is output. Is done. Since the passive command value reduces the skyhook command value in the direction from the inner track to the outer track in the entrance relaxation curve, the displacement between the vehicle body and the carriage is further suppressed in the entrance relaxation curve, As a result, stopper contact is prevented. Passive control has the same effect as installing a passive damper such as an oil damper separately, so the vibration control performance against trajectory irregularities and aerodynamic disturbance is somewhat degraded, but compared to the case where shocking acceleration due to the stopper occurs. As a result, the degree of decrease in ride comfort is small, and as a result, ride comfort can be improved.

(Embodiment 5)
FIG. 16 is a schematic diagram showing a configuration when a railway vehicle incorporating a railway vehicle vibration control device according to Embodiment 5 of the present invention is viewed from above and below.

  As shown in FIG. 16, the vibration control apparatus of the embodiment replaces the front and rear controllers 8 and 8 of the first embodiment with the vibration on the front side and the vibration on the rear side of the vehicle body 1. Is provided with a single controller 8 that collectively controls the. In the first embodiment, the sensors and actuators that are not distinguished between the front side and the rear side are distinguished for the front side and the rear side. That is, the sensors and actuators disposed on the front side of the vehicle body 1 are referred to as the front vehicle body lateral acceleration sensor 7A, the front stroke sensor 6A, and the front actuator 5A, respectively, and are disposed on the rear side of the vehicle body 1. These sensors and actuators are referred to as a rear vehicle body lateral acceleration sensor 7B, a rear stroke sensor 6B, and a rear actuator 5B, respectively.

  FIG. 17 is a functional block diagram showing a functional configuration of the railroad vehicle vibration control apparatus according to the fifth embodiment of the present invention.

  As shown in FIG. 17, in the present embodiment, the controller 8 is obtained by a speed estimation filter 22F that obtains a front estimated vehicle left-right speed from a detection signal of a front vehicle left-right acceleration sensor, and the speed estimation filter 22F. In addition, a single control skyhook gain circuit 23A is provided that inverts and amplifies the front-estimated vehicle body left-right speed, converts it into generated force, and outputs it. The output of the single control skyhook gain circuit 23A is referred to as a front single control skyhook command value. The controller 8 also reverses and amplifies the speed estimation filter 22R that obtains the rear estimated vehicle left-right speed from the detection signal from the rear vehicle left-right acceleration sensor, and the rear estimated vehicle left-right speed obtained by the speed estimation filter 22R. A single control skyhook gain circuit 23B that converts the generated force into a generated force and outputs the generated force. The output of this single control skyhook gain circuit 23B is called a rear single control skyhook command value. Further, the controller 8 inverts and adds the rear estimated vehicle left-right speed obtained by the speed estimation filter 22R to the front estimated vehicle left-right speed obtained by the speed estimation filter 22F, and the adder / subtractor 31. And a yaw control skyhook gain circuit 32 that amplifies the output (estimated yaw vibration speed), converts it into generated force, and outputs the generated force. The output of the yaw control skyhook gain circuit 32 is called a yaw control skyhook command value. With this configuration, the adder / subtractor 31 adds only the yaw component of the vibration of the vehicle body 1 included in the front estimated vehicle left-right speed and the rear estimated vehicle left-right speed, and cancels the lateral component including acceleration due to excess centrifugal force. The Therefore, the yaw control skyhook command value is one in which the influence of excess centrifugal force is eliminated. Then, the switching device 25A selectively generates the front single control skyhook command value output from the single control skyhook gain circuit 23A and the yaw control skyhook command value output from the yaw control skyhook gain circuit 32. The generated force limiter 24A limits this and outputs it to the front actuator 5A as a front generation force command. Further, the rear single control skyhook command value output from the single control skyhook gain circuit 23B and the yaw control skyhook command value output from the yaw control skyhook gain circuit 32 inverted by the inverter 33 are switched. The generator 25B selectively inputs the generated force limiter 24B, and the generated force limiter 24B limits this and outputs it to the rear actuator 5B as a rear generation force command. Then, the straight line / curve determination unit 21 determines whether the vehicle 100 is in a straight traveling state or a curved traveling state based on the detection signal of the front stroke sensor 6A or the rear stroke sensor 6B. When it is determined that the vehicle is in the straight running state, the front single control skyhook command value and the rear single control skyhook command value are respectively sent to the generated force limiter 24A and the generated force limiter 24B by the switches 25A and 25B. Output. Thereby, normal skyhook control is performed as a straight line control law. On the other hand, when it is determined that the vehicle 100 is in the curve running state, the straight line / curve determination unit 21 uses the switches 25A and 25B to reverse the yaw control skyhook command value and the yaw control skyhook command value. , Output to the generated force limiter 24A and the generated force limiter 24B, respectively. Thereby, the skyhook control of the yaw control is performed as the curve control law. As a result, in this yaw control, the excessive centrifugal force is eliminated, so that the stopper contact is prevented. Here, the front acceleration and the rear acceleration can be converted into a yaw component and a lateral component by simple coordinate conversion. If the vehicle body vibration is only the yaw component, the front acceleration and the rear acceleration are in opposite phases and have the same magnitude. However, as is known, for example, in a high-speed vehicle, the rear-side fluctuation is large, the actual vehicle body vibration includes both a yaw component and a lateral component. For this reason, if the contact with the stopper is not taken into consideration, the vibration control performance is improved by controlling both the yaw component and the lateral component than by controlling only the yaw component. Also, controlling the front and rear positions is equivalent to controlling the yaw and lateral components with the same gain, so the vibration control performance is still better than controlling only the yaw component. To do. However, when considering the contact per stopper, controlling only the yaw component with the curve can reduce the degree of reduction in ride comfort compared to the case where shocking acceleration due to the stopper occurs, resulting in a ride comfort. Can be improved.

(Embodiment 6)
FIG. 18 is a functional block diagram showing a functional configuration of the railroad vehicle vibration control apparatus according to the sixth embodiment of the present invention.

  The vibration control apparatus of the present embodiment is the same as the vibration control apparatus of the fifth embodiment except that the configuration of the controller 8 is different.

As shown in FIG. 18, in the present embodiment, as in the fifth embodiment, the controller 8 includes a speed estimation filter 22 </ b> F that obtains the front estimated vehicle body lateral speed from the detection signal of the vehicle body lateral acceleration sensor, A speed estimation filter 22R that obtains a rearward estimated vehicle body lateral speed from a detection signal of a rearward vehicle body lateral acceleration sensor, and a rearward estimation obtained by the speed estimation filter 22R to a front estimated vehicle body lateral speed obtained by the speed estimation filter 22F. An adder / subtractor 31A that inverts and adds the lateral speed of the vehicle body, an output of the adder / subtractor 31A is amplified and converted into a generated force, and output to the yaw control skyhook gain circuit 32 and the front stroke sensor 6A or the rear A straight / curve determination device 21 that determines whether the vehicle 100 is in a straight traveling state or a curved traveling state based on a detection signal of the position stroke sensor 6B. There. Then, the controller 8 adds an adder 31B that adds the rear estimated vehicle left-right speed obtained by the speed estimation filter 22R to the front estimated vehicle left-right speed obtained by the speed estimation filter 22F, and an output of the adder 31B. A lateral control skyhook gain circuit 34 for amplifying the signal and converting it into generated force and outputting it is provided. The output of the lateral control skyhook gain circuit 34 is referred to as a lateral control skyhook command value. Then, the lateral control skyhook command value and the yaw control skyhook command value are added by the adder 26 and input to the generated force limiter 24. The generated force limiter 24 limits this and outputs it to the front actuator 5A as a front generation force command. The output of the generated force limiter 24 is inverted by the inverter 35 and is output to the rear actuator 5B as a rear generation force command. In addition, a switch 28 is provided between the lateral control skyhook gain circuit 34 and the adder 26. When the straight line / curve determination unit 21 determines that the vehicle 100 is in a straight running state, the switch 28 is turned on. If it is determined that the vehicle 100 is in a curved traveling state, the switch 28 is turned off. Thus, when it is determined that the vehicle is in the straight running state, a generated force command obtained by adding the yaw control skyhook command value and the lateral control skyhook command value is output to the actuators 5A and 5B as a straight line control law. As described in the fifth embodiment, this is equivalent to controlling the front and rear positions of the vehicle body 1 separately, so that substantially normal skyhook control is performed.

On the other hand, if it is determined that the vehicle is in a curved traveling state, a generated force command consisting only of the yaw control skyhook command value is output to the actuators 5A and 5B as a curve control law, and the skyhook control of yaw control is performed.

  As a result, as in the fifth embodiment, in the curve control law, the contact with the stopper is prevented and the vibration control performance is somewhat deteriorated, but the riding comfort is reduced as compared with the case where shocking acceleration is generated by the stopper. As a result, the ride comfort can be improved.

  The railway vehicle vibration control apparatus of the present invention is useful as a railway vehicle vibration control apparatus using a full active suspension.

BRIEF DESCRIPTION OF THE DRAWINGS It is a schematic diagram which shows the structure in the case of seeing the railway vehicle incorporating the vibration control apparatus of the railway vehicle which concerns on Embodiment 1 of this invention from the up-down direction. It is a schematic diagram which shows the structure at the time of seeing the rail vehicle of FIG. 1 from the front-back direction. It is a flowchart which shows the control action of the controller in FIG. It is a functional block diagram which shows the functional structure of the vibration control apparatus of the rail vehicle of FIG. It is a graph which shows the frequency characteristic of the speed estimation filter in FIG. It is a functional block diagram which shows the structure regarding the vibration control of a comparative example. FIG. 6 is a schematic diagram showing the direction of the generated force command for skyhook control in a curved traveling state of the vehicle, where (a) is a diagram showing the direction of the generated force command for skyhook control when an external air force acts on the vehicle body; b) is a diagram illustrating the direction of the generated force command of the skyhook control when an excessive centrifugal force is applied to the vehicle body lateral acceleration sensor during curve traveling. FIG. 7 is a diagram showing skyhook control in a comparative example, where (a) is a graph showing a time-dependent change in vehicle lateral acceleration, (b) is a graph showing a time-dependent change in actuator stroke, and (c) is an estimated vehicle left-right speed . A graph showing the change with time, (d) is a graph showing the change with time of the generated force command. It is a figure which shows the vibration control in the vibration control apparatus of the railway vehicle of Embodiment 1 of this invention, Comprising: (a) is a graph which shows a time-dependent change of a vehicle body left-right acceleration, (b) shows a time-dependent change of the stroke of an actuator. (C) is a graph showing a change with time of the estimated vehicle body left-right speed , and (d) is a graph showing a change with time of the generated force command. It is a functional block diagram which shows the functional structure of the vibration control apparatus of the railway vehicle which concerns on Embodiment 2 of this invention. It is a graph which shows the weight-frequency (frequency) characteristic of the filter which weights with a frequency in order to calculate the riding comfort level of a vehicle which the former JNR defined. It is a functional block diagram which shows the functional structure of the vibration control apparatus of the rail vehicle which concerns on Embodiment 3 of this invention. It is a figure which shows the vibration control in the vibration control apparatus of the railway vehicle of Embodiment 3 of this invention, Comprising: (a) is a graph which shows a time-dependent change of a vehicle body left-right acceleration, (b) shows a time-dependent change of the stroke of an actuator. (C) is a graph showing a change with time of the estimated vehicle body left-right speed , (d) is a graph showing a change with time of the skyhook command value, (e) is a graph showing a change with time of the centering command value, (f) is a graph It is a graph which shows the time-dependent change of generated force command. It is a functional block diagram which shows the functional structure of the vibration control apparatus of the rail vehicle which concerns on Embodiment 4 of this invention. It is a figure which shows the vibration control in the vibration control apparatus of the railway vehicle of Embodiment 4 of this invention, Comprising: (a) is a graph which shows a time-dependent change of vehicle body left-right acceleration, (b) shows a time-dependent change of the stroke of an actuator. (C) is a graph showing a change with time of the estimated vehicle body left-right speed , (d) is a graph showing a change with time of the skyhook command value, (e) is a graph showing a change with time of the centering command value, (f) is a graph It is a graph which shows the time-dependent change of generated force command. It is a schematic diagram which shows the structure at the time of seeing the rail vehicle incorporating the vibration control apparatus of the rail vehicle which concerns on Embodiment 5 of this invention from the up-down direction. It is a functional block diagram which shows the functional structure of the vibration control apparatus of the railway vehicle which concerns on Embodiment 5 of this invention. It is a functional block diagram which shows the functional structure of the vibration control apparatus of the railway vehicle which concerns on Embodiment 6 of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 2A, 2B Carriage 3 Wheel shaft 4 Air spring 5, 5A, 5B Actuator 6, 6A, 6B Stroke sensor 7, 7A, 7B Car body left-right acceleration sensor 8 Controller 10, 11 Support member 13A Outer gauge 13B Inner gauge 13 Curve track 21 Straight line / curve discriminator 22, 22A, 22B, 22F, 22R Speed estimation filter 23 Skyhook gain circuit 23A, 23B Single control skyhook gain circuit 24, 24A, 24B Generated force limiter 25, 25A, 25B Switch 26 Adder 27 Centering gain circuit 28 Switch 29 Differentiator 30 Passive gain circuit 31 Adder / subtractor 32 Yaw control skyhook gain circuit 33, 35 Inverter 34 Lateral control skyhook gain circuit 41 Carriage side contact member 42 Car body side contact member 43 Stopper 100 Vehicle

Claims (2)

A vibration control device used for a railway vehicle including a vehicle body, a front carriage, and a rear carriage,
Provided between the vehicle body, the front carriage and the rear carriage, and drives the vehicle body in the left-right direction with respect to each carriage with a force according to the front generation force command and the rear generation force command. Front and rear actuators for
Front body lateral acceleration provided on the front side and rear side of the vehicle body for detecting lateral acceleration of the vehicle body at the front and rear positions and outputting a front and rear body lateral acceleration detection signal A sensor and a rear vehicle body lateral acceleration sensor;
A stroke sensor for detecting a drive stroke in the left-right direction of each actuator;
Determining means for determining whether the railway vehicle is in a straight traveling state or a curved traveling state based on the driving stroke detected by each of the stroke sensors;
Vehicle body lateral velocity estimation means for estimating the vehicle body lateral velocity at the front and rear positions based on the vehicle body lateral acceleration detection signals and outputting the estimated vehicle body front lateral velocity and the estimated vehicle body rear lateral velocity; ,
A front single control skyhook command value in reverse phase with the estimated vehicle body front left and right speed, a rear single control skyhook command value in reverse phase with the estimated vehicle body rear left and right speed, the estimated vehicle body front left and right speed, and An estimated yaw vibration speed that is a component in the yaw direction obtained based on the estimated vehicle body rear left-right speed and a yaw control skyhook command value having an opposite phase are calculated, and the front and rear positions are calculated based on the calculation result. Generating force command generating means for outputting to each actuator as a generated force command,
The generated force command generation means is based on the determination result of the determination means.
In the case of a straight running state, the front single control skyhook command value and the rear single control skyhook command value are output as the generated force command,
A railroad vehicle vibration control device that outputs the yaw control skyhook command value as the generated force command in a curved traveling state.   The generated force command generation means adds the estimated vehicle body front left / right speed and the reverse phase estimated vehicle body rear left / right speed opposite to the estimated vehicle body rear left / right speed to obtain the yaw control skyhook command value. The vibration control device for a railway vehicle according to claim 1, wherein the vibration control device calculates the vibration control device.

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