JP6399590B2 - Damping force adjustable shock absorber and vehicle system using the same - Google Patents

Description

  The present invention relates to a damping force adjusting shock absorber disposed between a first moving body and a second moving body that move relative to each other, and a vehicle system using the damping force adjusting shock absorber.

  For example, as described in Patent Document 1, a railroad vehicle is provided with a variable damping force damper that suppresses vibration by controlling damping force in order to reduce vibration of the vehicle body and improve stability of the carriage. What is known is known. Here, the damping force variable damper described in Patent Document 1 includes a control valve that generates a damping force by controlling the flow of the working fluid in the cylinder, a solenoid that drives the control valve, a damping force variable damper, Is configured to be integrally provided.

JP 2012-179970 A

  By the way, it is conceivable that a control unit that performs solenoid control as an actuator is attached to a variable damping force damper as disclosed in Patent Document 1, and an acceleration sensor that detects vibration acceleration acting on the vehicle body is provided in the control unit.

  If the damping force variable damper and the acceleration sensor are integrated as described above, the mounting direction of the acceleration sensor changes depending on the mounting state of the damping force variable damper, and thus there is a possibility that appropriate control may not be performed.

In order to solve the above-mentioned problem, the present invention is arranged between a first moving body and a second moving body that move relative to each other, and in a damping force adjustment type shock absorber capable of adjusting a damping force, An actuator that adjusts the damping force of the shock absorber main body, a control unit that is connected to the actuator and calculates a command value to the actuator, and measures at least one acceleration received by the first moving body and the second moving body an acceleration sensor for, configure and to the control unit, the calculated from the measured values of the acceleration sensor mounting direction of the acceleration sensor, the direction calculating means for calculating a corrected corrected acceleration in response to the mounting direction includes a command value calculation means for determining the command value of the actuator based on the calculation result of the calculating means-out 該向, wherein the actuator and the acceleration sensor, Integrally provided on the outer peripheral side of the serial buffer body.

  According to the present invention, appropriate control can be performed regardless of the mounting direction of the acceleration sensor.

1 is a front view showing a railway vehicle to which a damping force adjusting shock absorber according to an embodiment of the present invention is applied. It is the top view which showed the relationship between the vehicle body of the railway vehicle in FIG. 1 concerning 1st Embodiment of this invention, a trolley | bogie, a damping force adjustment type shock absorber, and wiring. It is a side view of the damping force adjustment type shock absorber concerning 1st Embodiment of this invention of the A section in FIG. FIG. 4 is a cross-sectional view taken along the line BB in FIG. 3 and a schematic diagram illustrating a relationship between a control unit and a damping force generation mechanism. It is a schematic diagram showing the structure of the triaxial acceleration sensor and control part concerning embodiment of this invention. It is a figure of the acceleration waveform of the front-back direction concerning 1st Embodiment of this invention. It is a figure of the acceleration waveform of the left-right direction concerning 1st Embodiment of this invention. It is a figure of the acceleration waveform of the up-and-down direction concerning a 1st embodiment of the present invention. It is the schematic diagram showing the relationship between the advancing direction of the rail vehicle in FIG. 1, and the detection direction of a 3-axis acceleration sensor concerning 1st Embodiment of this invention. It is the schematic diagram showing the relationship between the gravity direction of the rail vehicle in FIG. 1 concerning 2nd Embodiment of this invention, and the detection direction of a triaxial acceleration sensor. It is a side view which shows the railway vehicle to which the damping force adjustment type shock absorber concerning 2nd Embodiment of this invention was applied.

  Hereinafter, a case where the damping force adjusting type shock absorber according to the first embodiment of the present invention is mounted on a railway vehicle as a vehicle will be described as an example and described in detail with reference to the accompanying drawings. 1 and 2, a railway vehicle 1 is separated from a vehicle body 2 as a first moving body of the present invention and a lower side of the vehicle body 2 between a front side and a rear side in the traveling direction of the vehicle 1. And a carriage 3 as a second moving body. Each truck 3 is provided with four wheels 4.

  The carriage 3 is connected to the vehicle body 2 so as to be rotatable about a vertical axis and to be able to be displaced in the vertical and horizontal directions of the vehicle 1. The vehicle body 2 cannot be displaced in the front-rear direction. Between the vehicle body 2 and the carriage 3, a pillow spring 5 made of an air spring that elastically supports the vehicle body 2 on the carriage 3, and a plurality of damping force adjustments arranged so as to be in parallel with the pillow spring 5 A type shock absorber 6 (hereinafter referred to as a shock absorber 6) is provided. A plurality of suspension springs 7 each formed of a coil spring and a shock absorber 6A are provided between the carriage 3 and each wheel 4. The shock absorber 6A may be a damping force adjusting type shock absorber of the present invention similar to the shock absorber 6. In this case, the carriage 3 becomes the first moving body and the wheel 4 becomes the second moving body.

  As shown in FIGS. 3 and 4, the shock absorber 6 includes a shock absorber body 8, proportional solenoids 9 </ b> A and 9 </ b> B as actuators, a triaxial acceleration sensor 10, and a control unit 11. The shock absorber body 8 is provided with a cylindrical cylinder 12 filled with an oil liquid as a working fluid, and is slidably displaceable inside the cylinder 12. The inside of the cylinder 12 is defined as an upper chamber 12A and a lower chamber 12B. A piston 13 having one end extending from the cylinder 12 to the outside and the other end connected to the piston 13, and an outer cylinder 15 provided on the outer periphery of the cylinder 12 and concentrically with the cylinder 12. It is roughly structured. A reservoir 16 is formed between the cylinder 12 and the outer cylinder 15, and oil (not shown) such as nitrogen or air is sealed in the reservoir 16. In the present embodiment, the triaxial acceleration sensor 10 is provided on the substrate of the control unit 11. However, the triaxial acceleration sensor 10 may be provided separately from the control unit 11. Further, it is only necessary to detect the acceleration applied to the vehicle 1 necessary for the control. For example, the acceleration may be attached in the vicinity of the contact point between the vehicle body 2 and the shock absorber 6 or provided on the carriage 3.

  The piston 13 is provided with an oil passage 13A that allows communication between the upper chamber 12A and the lower chamber 12B. The oil passage 13A is provided with a piston check valve 13B that allows only the fluid to flow from the lower chamber 12B side to the upper chamber 12A side. In addition, a communication passage 16 </ b> A for communicating the lower chamber 12 </ b> B and the reservoir 16 is provided on the bottom side of the cylinder 12. The communication passage 16A is provided with a bottom check valve 16B that allows only fluid to flow from the reservoir 16 side to the lower chamber 12B side.

  The piston rod 14 has a vehicle body side rubber bush 17 that prevents direct vibration from the track from being directly transmitted to the vehicle body 2 and a vehicle body side lock nut 18 that fastens a male screw formed at the extending end of the piston rod 14. 2 is attached so that the rotation around the vertical axis is restricted only by the tightening force. Similarly, the outer cylinder 15 also restricts the rotation about the vertical axis with respect to the carriage 3 by only the tightening force by the carriage-side rubber bush 19 and the carriage-side lock nut 20 that fastens the male screw formed on the outer cylinder 15. It is attached as follows. In addition, by covering the outer periphery of the shock absorber 6 with a cover (not shown), it is possible to prevent damage due to a stepping stone from the track.

  The shock absorber 6 is provided with a damping force generation mechanism 21 that generates a damping force by controlling the flow of oil produced by sliding of the piston 13 in the cylinder 12 at the side of the shock absorber body 8. The damping force generation mechanism 21 is provided with an extension side passage 21A that allows the upper chamber 12A and the lower chamber 12B to communicate with each other, and a contraction side passage 21B that allows the lower chamber 12B and the reservoir 16 to communicate with each other. The extension side passage 21A is provided with a pilot type control valve 22A for generating an extension side damping force, and the contraction side passage 21B is provided with a pilot type control valve 22B for generating a compression side damping force. Is provided. The control valves 22A and 22B are provided with proportional solenoids 9A and 9B, respectively. A current necessary for driving based on a damping force command value (to be described later) (hereinafter referred to as driving current) is supplied from the control unit 11 to the expansion-side proportional solenoid 9A, and the expansion-side control valve 22A is supplied in accordance with this driving current. The damping force characteristic of the shock absorber 6 is controlled from a characteristic (hard characteristic) indicating a high damping force to a characteristic (soft characteristic) indicating a low damping force compared to a hard characteristic. More specifically, the expansion-side proportional solenoid 9A generates a thrust proportional to a current value flowing through a solenoid coil (not shown) in a built-in plunger (not shown). The valve opening pressure of the extension side control valve 22A is controlled by the difference between the thrust generated in the plunger and the pilot pressure. Further, the contraction side proportional solenoid 9B is configured in substantially the same manner as the expansion side proportional solenoid 9A. The damping force generation mechanism 21 configured as described above is housed in a valve case 23 formed in a rectangular parallelepiped shape with one surface opened, and is integrally provided on the outer peripheral side of the outer cylinder 15.

  A control unit case 24 formed in a rectangular parallelepiped shape with one open surface is provided on the side surface of the valve case 23, and the three-axis acceleration sensor 10 and the control unit 11 are accommodated in the control unit case 24. The control unit 11 includes an arithmetic circuit 25, a communication unit 11 </ b> A that communicates with the vehicle body 2 and the three-axis acceleration sensor 10, and a power supply unit 11 </ b> B that receives current from the vehicle body 2 and supplies current to the arithmetic circuit 25. . More specifically, the control unit case 24 includes a power circuit unit including an arithmetic circuit 25, a communication unit 11A and a triaxial acceleration sensor 10 on a substrate, and a noise removing unit (not shown) including a low-pass filter. 11B is provided.

  As shown in FIGS. 2 and 4, a power cable 26 that receives a current for operating the control unit 11 from the vehicle body 2 and a communication cable 27 that communicates with the vehicle body 2 are drawn into the control unit case 24. The power cable 26 and the communication cable 27 are extended over a plurality of vehicles. The power cable 26 and the communication cable 27 are drawn into the control unit case 24 in a state where the power cable 26 and the communication cable 27 are bundled so that the power cable 26 and the communication cable 27 are not pulled out by an external force such as vibration. The bundled power cable 26 and communication cable 27 are fixed to the control unit case 24 by a fixing member 24A made of rubber or the like near the cable lead-in port (not shown) of the control unit case 24. Internally separated from each other, the power cable 26 is connected to the power supply unit 11B, and the communication cable 27 is connected to the communication unit 11A. The control unit case 24 may be separated from the valve case 23 or may be directly fixed to the outer peripheral side of the outer cylinder 15. The control unit case 24 may be provided on the vehicle body 2 as long as the control unit 11 is electrically connected to the damping force generation mechanism 21.

  The three-axis acceleration sensor 10 measures vibration acceleration in three directions of XYZ, detects an X-axis acceleration a1, a Y-axis acceleration a2, and a Z-axis acceleration a3, and outputs a detection signal to the control unit 11. Although one triaxial acceleration sensor 10 is provided, three axes may be measured using a plurality of single axis acceleration sensors.

  In FIG. 5, the arithmetic circuit 25 has an input side connected to the communication unit 11A and the power source unit 11B, and an output side connected to the proportional solenoids 9A and 9B. The arithmetic circuit 25 has an orientation calculating means 28 for calculating the mounting direction of the triaxial acceleration sensor 10 and attenuation from the acceleration (hereinafter, corrected acceleration) ax, ay, az corrected based on the calculation result to the proportional solenoids 9A, 9B. A command value calculating unit 29 that calculates a force command value based on a control logic such as a skyhook, and a supply unit 30 that supplies a corresponding drive current to the proportional solenoids 9A and 9B based on a damping force command value. The direction calculation means 28 estimates the mounting direction of the triaxial acceleration sensor 10 based on the detected accelerations a1, a2, and a3 from the triaxial acceleration sensor 10, and corrects the corrected longitudinal acceleration ax and corrected lateral acceleration from the estimated mounting direction. ay, corrected vertical acceleration az is calculated. The command value calculation means 29 is calculated from the corrected accelerations ax, ay, az from the direction calculation means 28 as a damping force command value to the proportional solenoids 9A, 9B generated in the shock absorber 6 based on the skyhook control theory or the like. To do. The supply unit 30 supplies drive current to the proportional solenoids 9A and 9B based on the damping force command value. The triaxial acceleration sensor 10 may communicate with the arithmetic circuit 25 without using the communication unit 11A. The control law used for calculating the damping force command value used in the present invention can use feedback control such as optimum control or H∞ control, or feedforward control.

  With the above configuration, the pressure on the upper chamber 12A side increases during the extension stroke of the piston rod 14, but the piston check valve 13B prevents the fluid from flowing into the lower chamber 12B. The oil liquid flows into the extension side passage 21A. Then, the extension side control valve 22A provided in the extension side passage 21A may generate a damping force by controlling the flow of the oil liquid from the upper chamber 12A side to the lower chamber 12B via the extension side passage 21A. I can do it. When the expansion side damping force is generated, the lower chamber 12B and the reservoir 16 have substantially the same pressure by the oil liquid flowing from the reservoir 16 into the lower chamber 12B by the bottom check valve 16B. During the contraction stroke of the piston rod 14, the pressure on the lower chamber 12B side increases, but the bottom check valve 16B prevents the fluid from flowing to the reservoir 16, so that the oil flows from the lower chamber 12B into the contraction side passage 21B. To do. The contraction-side control valve 22B provided in the contraction-side passage 21B can control the flow of the oil liquid from the lower chamber 12B through the contraction-side passage 21B to generate a damping force. . When the compression-side damping force is generated, the lower chamber 12B and the upper chamber 12A have substantially the same pressure due to the fluid flowing from the lower chamber 12B into the upper chamber 12A by the piston check valve 13B. There is almost no flow. The downstream side of the extension side control valve 22A in the extension side passage 21A (flow path to the lower chamber 12B) and the upstream side of the contraction side control valve 22B of the contraction side passage 21B (flow path from the lower chamber 12B) are shared. May be.

  Although the shock absorber 6 is fastened and fixed to the vehicle body 2 and the carriage 3 in the axial direction, it is conceivable that the shock absorber 6 rotates about the vertical axis due to vibration of the vehicle 1 or the like. If the shock absorber 6 rotates about the vertical axis, a shift occurs in the direction of acceleration received by each detection axis of the triaxial acceleration sensor 10 and the vehicle body 2. Next, when the shock absorber 6 is attached to the vehicle 1 so that the valve case 23 is in the left-right direction of the vehicle 1, the X axis (a1 in FIG. 5) detected by the triaxial acceleration sensor 10 indicates the front-rear direction. When the axis (a2 in FIG. 5) indicates the horizontal direction and the Z axis (a3 in FIG. 5) indicates the vertical direction, from the estimation of the mounting direction of the triaxial acceleration sensor 10 to the calculation of the drive current to the proportional solenoids 9A and 9B Will be described.

  6 to 8 show outputs when the triaxial acceleration sensor 10 is mounted in the correct orientation. Whether the three detected accelerations a1, a2, and a3 obtained from the triaxial acceleration sensor 10 indicate the front-rear, left-right, and vertical directions is estimated as the mounting direction of the triaxial acceleration sensor 10. The front-rear direction (X-axis, a1) is a front-rear axis that detects an acceleration that approximates or matches the differential value Ax of the speed information Vx obtained by the communication cable 27 of the speed information Vx of the vehicle 1 that the vehicle 1 has. The direction is estimated, and the + side is estimated to be forward with respect to the traveling direction during acceleration. As shown in FIG. 8, the vertical direction (Z-axis, a3) is vibration acceleration obtained by adding gravitational acceleration to the detected value of the axis when the vehicle 1 is stopped when the speed information Vx is obtained by the communication cable 27. Is detected, and the gravitational acceleration is estimated to be a downward direction in the direction of gravity on the + side. Since the two axes are estimated, the remaining axes are estimated as the left-right direction (Y-axis, a2). In addition, as shown in FIG. 6, in the front-rear direction (X-axis, a1), the vehicle 1 to which the shock absorber 6 is attached is constant after the departure from a certain station on a route with a short travel section to the next station. After accelerating for a while, when traveling repeatedly on the track at a constant speed and decelerating before entering the next station, compared to automobiles etc., there is less influence of road disturbance, so acceleration and deceleration in the front-rear direction are Since the vibration acceleration does not change greatly in a short period from the departure from a certain station until the arrival at the next station, the value obtained by passing the detected value of the acceleration sensor 10 through the high-pass filter is larger than the predetermined value. It is good also considering the axis which is not in the front-back direction. In the vertical direction (Z-axis, a3), it is determined that the vehicle is traveling from the speed information Vx, and since the vehicle load does not change during traveling, the value obtained by passing the detected acceleration through the low-pass filter. May be determined to be in the vertical direction (Z-axis, a3) by approximating or matching with a predetermined value corresponding to gravitational acceleration. Further, in the left-right direction (Y-axis, a2), it is determined from the speed information Vx that the vehicle is traveling, and the value obtained by passing the detected acceleration during traveling through the low-pass filter approximates or matches zero. It may be judged by being. As described above, an approximate mounting direction can be detected at the stage of mounting the acceleration sensor 10 or the shock absorber 6. Therefore, even if the mounting direction in the vertical direction or the front-rear direction is wrong by 180 degrees, the correct acceleration direction can be obtained.

  Next, corrected accelerations ax, ay, and az in which minute angle deviations are corrected are obtained from the detected accelerations a1, a2, and a3 of the respective axes whose mounting directions are estimated. The corrected accelerations ax, ay, and az can be obtained from the following calculation formula. Note that a1, a2, and a3 in the calculation formula indicate detected accelerations in the XYZ directions of the triaxial acceleration sensor 10, and ax, ay, and az are calculated front and rear directions (ax), left and right directions (ay), and vertical directions. The corrected acceleration in the direction (az) is shown. i = x, y, z, j = 1, 2, 3 If the detected X-axis acceleration is a1, the Y-axis acceleration is a2, the Z-axis acceleration is a3, and the relationship shown in FIG. 9 is established, the vertical direction (in this embodiment, the Z-axis) is the three-axis acceleration sensor. 10 has the same orientation as one of the three detected accelerations a1, a2, and a3. Further, since ax≈Ax is established in the differential value Ax of the speed information Vx obtained from the vehicle body information of the vehicle 1, the following calculation formula is established.

  By using the above formula, the corrected accelerations ax, ay, and az in each direction applied to the vehicle 1 in consideration of the mounting direction of the triaxial acceleration sensor 10 can be obtained. Note that the timing for calculating the mounting direction of the triaxial acceleration sensor 10 in the direction calculating means 28 may be always calculated when calculating the damping force command value, or may be calculated under a predetermined condition. The predetermined condition may be a predetermined condition such as when traveling in an arbitrary traveling section, when the traveling condition becomes a predetermined traveling condition every arbitrary time, or when a predetermined speed is reached after the vehicle is turned on. . Alternatively, a switch may be provided in the driver's seat or the like, and a command may be issued manually.

  After the orientation calculation means 28 calculates the mounting direction of the triaxial acceleration sensor 10, the detected accelerations a1, a2, and a3 of the triaxial acceleration sensor 10 are corrected based on the calculation result, and correction in the front-rear direction, the left-right direction, and the vertical direction is performed. The accelerations ax, ay, and az are output to the command value calculation unit 29. The command value calculation means 29 calculates a damping force command value from the corrected accelerations ax, ay, and az based on a predetermined control law, and supplies a drive current to the proportional solenoids 9A and 9B based on the calculated damping force command value. Thus, a predetermined damping force can be generated in the shock absorber 6.

  In the present embodiment, by using the corrected accelerations ax, ay, and az, conventionally, when attaching the damping force adjustment type shock absorber, it has been difficult to attach in the correct direction by rotating around the vertical axis, etc. Since the acceleration sensor 10 may be attached in a roughly correct direction, the shock absorber 6 can be easily attached. Even when the shock absorber 6 is correctly attached, even if the direction of the shock absorber 6 or the direction of the acceleration sensor 10 changes due to the subsequent running conditions, etc., the correct control can be performed. And driving performance can be improved.

  In this embodiment, the valve case 23 housing the proportional solenoids 9A and 9B is integrally fixed to the outer peripheral side of the outer cylinder 15 of the shock absorber 6 and the three-axis acceleration sensor 10 and the control unit 11 are connected to the outer cylinder 15. Since the control unit case 24 is provided on the outer peripheral side, wiring and the like can be easily handled.

  Next, a second embodiment will be described mainly with reference to FIGS. The same reference numerals are used for the same parts as in the first embodiment, and only different parts will be described in detail. In the second embodiment, when the damping force adjustment type shock absorber of the present invention is used as the shock absorber 60 for adjusting the vibration in the left-right direction with respect to the traveling direction of the vehicle 1, that is, between the vehicle body 2 and the carriage 3. A case where the shock absorber 60 of the present invention is used in a so-called left-right motion damper in which the shock absorber 60 is attached in the left-right direction will be described. The X axis (a1) detected by the triaxial acceleration sensor 10 when the shock absorber 60 is attached to the vehicle 1 so that the control unit case 24 is in the forward direction with respect to the traveling direction is the longitudinal direction ( Drive direction to the proportional solenoids 9A and 9B from the estimation of the mounting direction of the triaxial acceleration sensor 10 when the Y axis (a2) is detected in the vertical direction and the Z axis (a3) is detected in the horizontal direction. The operations up to this will be described.

  First, when the vehicle 1 is stopped, the mounting direction of the shock absorber 60 is determined. In the shock absorber 60, among the accelerations detected by the triaxial acceleration sensor 10, the Z axis (a 3) is set as the axial acceleration of the shock absorber 60. It is confirmed whether or not the axial acceleration of the shock absorber 60 detected by the triaxial acceleration sensor 10 matches the gravitational acceleration g. In the second embodiment, the shock absorber 60 is mounted such that its axial direction coincides with the left-right direction of the vehicle 1, and therefore the acceleration during stopping of the Z-axis (a 3) that is the axial acceleration of the shock absorber 60. Is almost 0 and does not coincide with the gravitational acceleration g, so that it is determined that the shock absorber 60 is attached in the horizontal direction. Next, it is estimated which direction the three detected accelerations a1, a2, and a3 obtained from the triaxial acceleration sensor 10 indicate, that is, the mounting direction of the triaxial acceleration sensor 10. As shown in FIG. 10, in the second embodiment, when the vehicle 1 is stopped, the axis (Y axis, a2) where the gravitational acceleration is detected is estimated as the vertical direction. In the second embodiment, since the vibration acceleration does not change greatly in a short period from the departure from one station to the next station with respect to the front-rear direction (front-rear direction in FIG. 11), the high pass An axis (X axis, a1) in which the value passed through the filter does not show a value larger than a predetermined value is defined as the front-rear direction. Since the two axes are estimated, the remaining axes (Z-axis, a3) can be estimated as the left-right direction. The corrected accelerations ax, ay, and az are calculated by the following calculation formula.

  By using the above calculation formula, the corrected accelerations ax, ay, and az that take into account the mounting direction of the triaxial acceleration sensor 10 can be obtained as in the first embodiment.

  In the second embodiment, even when the shock absorber 6 applied to the first embodiment is applied to the second embodiment, the control law of the arithmetic circuit 25 only needs to be used for the left-right direction, and newly Since it is not necessary to provide a dedicated 3-axis acceleration sensor, productivity can be improved.

  In the second embodiment, the shock absorber 60 is connected to the vehicle 1 by the communication cable 27 as in the first embodiment, but only the power cable 26 may be used. In this case, each shock absorber 60 can control the damping force by estimating the state of the vehicle 1 based on its own triaxial acceleration sensor 10.

  The damping force adjusting shock absorber and the vehicle system using the damping force adjusting shock absorber according to the present invention have been described above. However, the present invention is not limited to this, and various modifications can be made without departing from the spirit of the present invention. It can be changed.

  The control valve used in the present invention may be configured as an on / off valve, for example, or may be configured by combining a plurality of variable throttle valves, pressure control valves, flow control valves, and the like. Further, although a proportional solenoid is used as the actuator, a pump may be used, and the damping force adjustment type shock absorber is not limited to the double cylinder type, and may be a single cylinder type.

  As shown in FIG. 1, the present invention is not limited to the damping force adjustment type shock absorber for the up and down direction and the damping force adjustment type shock absorber for the left and right direction. It may be used for the damping force adjustment type shock absorber 6B. For example, when used between vehicle bodies, the state between the vehicle bodies can be detected by the three-axis acceleration sensor 10, so that the vehicle body 2 is appropriately controlled to move along with another vehicle body to be connected when passing the track curve portion. Thus, the vehicle body 2 can be stabilized. Further, when used as a vehicle end damper attached to the upper portion of the vehicle body 2, it is possible to appropriately control the swing of the vehicle body 2 in the tilting direction, thereby improving the ride comfort of the occupant.

  Although the vehicle used in the present invention has been described as a bogie vehicle, it may be a two-shaft vehicle constituted by two axles in which a carriage is omitted, or a connected vehicle in which a carriage is provided between two vehicle bodies.

  The present invention is not limited to a railway vehicle, and may be any two movable bodies that move relative to each other, and is used in a damping force adjusting shock absorber of an automobile or the like and a vehicle system using the damping force adjusting shock absorber. May be. For example, the traveling direction may be estimated from a global orientation system or the like, and by detecting the longitudinal direction from the traveling direction received from the global orientation system, the detected values in the three directions obtained by the triaxial acceleration sensor 10 are It is possible to calculate a damping force command value by converting into acceleration in the direction, left and right direction, and up and down direction.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Car body 3 Bogie 4 Wheel 6, 60, 6A, 6B Damping force adjustment type shock absorber 8 Shock absorber main body 9A, 9B Proportional solenoid 10 Triaxial acceleration sensor 11 Control unit 28 Direction calculation means 29 Command value calculation means

Claims (3)

In the damping force adjustment type shock absorber that is disposed between the first moving body and the second moving body that move relative to each other and can adjust the damping force,
The shock absorber body,
An actuator for adjusting the damping force of the shock absorber body;
A controller that is connected to the actuator and calculates a command value to the actuator;
An acceleration sensor for measuring at least one acceleration received by the first moving body and the second moving body;
Configure
The controller is
Direction calculating means for calculating the mounting direction of the acceleration sensor from the measurement value of the acceleration sensor, and calculating the corrected acceleration corrected according to the mounting direction;
Command value calculating means for determining the command value of the actuator based on the calculation result of the direction calculating means;
Have
The said actuator and the said acceleration sensor are integrally provided in the outer peripheral side of the said buffer body, The damping force adjustment type shock absorber characterized by the above-mentioned .     The damping force adjusting type shock absorber according to claim 1 or 2, wherein the direction calculating means calculates the mounting direction of the acceleration sensor under a predetermined condition. A damping force adjusting type shock absorber disposed between a first moving body and a second moving body that move relative to each other of the vehicle and capable of adjusting a damping force;
The shock absorber body,
An actuator for adjusting the damping force of the shock absorber body;
A controller that is connected to the actuator and calculates a command value to the actuator;
An acceleration sensor for measuring at least one acceleration received by the first moving body and the second moving body ;
Consisting of
The controller is
Direction calculating means for calculating the mounting direction of the acceleration sensor from the measurement value of the acceleration sensor, and calculating the corrected acceleration corrected according to the mounting direction;
Command value calculation means for determining the command value of the actuator from the corrected acceleration corrected based on the calculation result of the direction calculation means ,
The actuator system and the acceleration sensor are integrally provided on an outer peripheral side of the shock absorber body .

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